Cleveland 1 Evolution of Transportation Apr 23a (Compatibility Mode)

Evolution of Transportation
Compete & Green Streets Implementation

April 26, 2012
Gary Toth
Director of Transportation Initiatives
Project for Public Spaces PROJECT FOR PUBLIC SPACES
34 years at the New Jersey Department of Transportation
5 Years Director of Transportation Initiatives at PPS
Invested Career working at the community/agency interface
PROJECT FOR PUBLIC SPACES 2
How we got here and what are the consequences
Rebalancing the Transportation System
The Role of Land Use
What to Partner About
Closing thoughts
PROJECT FOR PUBLIC SPACES

Pre-Automobile Era
City streets served as public places for economic and
social interaction

Streets used to have many purposes
Street design HAD to accommodate all users

Pieces of Community had to relate to each other

Graphic courtesy of Andy Singer
The Automobile Age
The mobility provided by the automobile removed the
need for those exchanges to be made in compact, mixed
use cities and towns
Once we could drive to access goods, employment,
education and recreation, we were free to locate those
uses in distant and specialized locations3and we did

Slide courtesy of Barbara Lawrence, NJ Future
The needs of the motoring public supersede all other contexts

We stopped viewing Streets as Places

The Interstate Era Begins

Transportation as a separate
discipline flourished

Building
communities is not
our business

Slide courtesy of Ian Lockwood, Glatting Jackson
Focus
Speed on high Balance
/ Proximity speed
mobility
•Speed necessary at region and above
•Proximity viable option in sub-region
Proximity
Speed
Accessibility
Slide Courtesy of Chris Sinclair, Renaissance Planning Group

Slide courtesy of Ian Lockwood, Glatting Jackson
A successful street?



Is This a Successful Street?

Is this Sustainable?

Is it working?

Congestion in 80 US Cities
US Department of Transportation Report on Traffic Congestion, 2004

2005 Annual Urban Mobility Report, Texas Transportation Institute

Cleveland
Annual hours of congestion delay
1982 1992 2002 2006 2010
1985 miles of Road including 295 miles of freeway built

Is it working?
1028 Fatalities on Ohio Roads in 2009

Is it working?

Is it working?
US Dutch
Equivalent
1975 45000 51750
2008 37000 14800

Is it working?
$6.3 billion gap
Billions of Dollars (Next Six Years)

$ 15.0
Projects no longer affordable at up to $60 million per mile.
$ 21.3
Maintenance & Reconstruction

Total Statewide Revenue Available
Total Statewide Needs
Health Outcomes
225,000 die annually due to sedentary
lifestyle
Childhood obesity epidemic
Type 2 diabetes on the rise – in children!
•The Transportation Prescription. PolicyLink. 2009.

•‘Adult’ diabetes on the rise in kids. MSNBC. October 30, 2009. PROJECT FOR PUBLIC SPACES
•Center for Disease Control
Social Outcomes
The average parent spends 17 full days a
year behind the wheel; more than,
bathing and feeding a child, and more
than the average American takes for
vacation.
Source: Surface Transportation Policy Project
In 1969, about half of U.S. children

walked or biked to school. Today, fewer
than 15 percent of children walk or bike
to school. More than one-third of U.S.
adults are obese and 17 percent of young
children and adolescents are overweight.
Source: Centers for Disease Control and Prevention
Slide Courtesy of Astrid Glynn

Cartoon courtesy of Andy Singer

Slide courtesy of Tim Jackson, Glatting Jackson

So what do we do?

http://www.pps.org/pdf/bookstore/How_to_Engage_Your_Transportation_Agency_AARP.pdf
Gary Toth
Project for Public Spaces
609-397-3885
Gtoth@pps.org
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
Exploring New Approaches

April 26, 2012
Gary Toth
So what do we do?

Rebalance the system
Proximity Speed
Accessibility
Slide Courtesy of Chris Sinclair, Renaissance Planning Group

Rebalancing the system
• Create Pedestrian Friendly and Complete Streets

• Going Beyond CS: Streets as Places
• Rightsizing roads
• Getting the Network Right
• Getting the Manuals Right
Use Transit for More than Mobility

Create Pedestrian Friendly and Complete Streets
Can you spot the Could you cross here?
pedestrian?
Active Living Resource Center

Is this a Complete Street?



Complete Streets
AARP Bulletin
A Complete Street is safe, comfortable & convenient for travel by

automobile, foot, bicycle, & transit regardless of age or ability

Complete Streets policies are NOT:
a mandate for immediate retrofit
a silver bullet
a design prescription
There is no such thing as a

‘complete streets cross-section.’

Bikeway Design
Statement of Principals
Safe Access to All Destinations
All Streets are Bicycle Streets
Street Design should
accommodate all users

Slide courtesy of Dan Burden
Proposed x-section alternatives on Foothill Blvd – S side
½trail
soft-surface
Sidewalk
SidewalkSidewalk,
section
shy
shy
shy
Soft
zone
zone
zone
curb
Sidewalk
surface
landscape
to median
trail
and
buffer,
and
bike
south
bike
and
lane
(school)
lane
bike lane
side
planting 13’
6’ 18’ 11’
6’
6’ 11’ 11.5’
11.5’
traveltravel
travel travel
travel median/CTL
median/CTL
median/CTL
new
new
new
curb
curb
curb bike
bike
bike
Photomorph courtesy of Dan Burden PROJECT FOR PUBLIC SPACES
2nd Avenue, South PROJECT FOR PUBLIC SPACES
Photomorph courtesy of Dan Burden
Cahaba Road PROJECT FOR PUBLIC SPACES
Photomorph courtesy of Dan Burden
Transforming ‘Gasoline Alley’
Medians and pedestrian
improvements
Slide courtesy of Harrison Rue and ICF International

34 PROJECT
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SPACES
Continue public improvements

35 PROJECT
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Photomorph courtesy of Dan Burden PROJECTFOR
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Slide courtesy of Michael King
PROJECTFOR
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Long Beach
Connecting the Downtown via
Complete Streets
PROJECTFOR
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PUBLICSPACES
SPACES
PROJECTFOR
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PUBLICSPACES
SPACES
PROJECTFOR
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SPACES
PROJECTFOR
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Philadelphia Connecting the
Downtown via Complete Streets
Pine Street
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
Spruce Street
Pine Street
Pine Street
Traditional Highway Design Approach
Traffic Volume + Area Type (urban, rural) + Role in Network
Functional Classification
Design Speed + Design Vehicle
Alignment + Cross-Section + Intersection + Roadside

Complete Streets
An Approach for Accomodating All Users
Cars Bikes Buses
Pedestrians Trucks/freight
Alignment + Cross-Section + Intersection + Roadside

Placed Based Approach
Corridor/Community
Place
Roadway
Traveled Way Intersections Roadside

put the back in streets
Made possible by funding from the Department of Health and Human Services through the Los Angeles County PROJECT FOR PUBLIC SPACES
Department of Public Health.
Characteristics of
Streets as Places:
Design street elements

and adjacent buildings
for the human scale
Balances the going and

staying needs of users
Support and encourage

activities and
destinations

Characteristics of
Streets as Places:
Provide a feeling of
safety
Invite activities on
both sides of the
street
Reward slow
movement by lowering
speeds

Characteristics of
Streets as Places:
Reflect community
identity
Move community
towards local
sustainability
Show a sense of
ownership

The Power of Ten
10+ Places
Place
Place
Place Place
Place
Districts/Streets
Place
Destinations
Place
Place Place Place

The Power of Ten

Principles
• Compactness, connectivity, completeness & continuity
• Buildings should complete “the outdoor room” of the street
• Provide a mix of land uses
Outdoor room
of the street
PROJECT
Made possible by funding from the Department of Health and Human Services through the Los Angeles County FOR PUBLIC SPACES
Distribute land uses for easy access from homes & jobs
• Create social spaces where generations can mix
• Ground floors should be active and transparent on commercial

streets
PROJECT
• Ground floors should allow for privacy while layering landscape, and
outdoor spaces on residential streets
• Setbacks will vary based on the street type and land use
• Make the land use changes necessary with specific plans or other
tools to reinforce the places the community desires
PROJECT
State Route 27 Edison, NJ
PROJECT
PROJECTFOR
FORPUBLIC
PUBLICSPACES
SPACES
Route 1 Mall, Edison, NJ
PROJECT
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SPACES
Medians and pedestrian
improvements

34 PROJECT
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SPACES
Continue public improvements

35 PROJECT
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SPACES
Mixed-use infill development

36 PROJECT
PROJECTFOR
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SPACES
Continue infill development

37 PROJECT
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SPACES
Landscape matures over time

38 PROJECT
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SPACES
Add transit service as market
grows

39 PROJECT
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SPACES
State Route 27 Edison, NJ
PROJECT
PROJECTFOR
FORPUBLIC
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SPACES
Route 1 Mall, Edison, NJ
PROJECT
PROJECTFOR
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SPACES
Charlotte Observer, June 2004 PROJECT FOR PUBLIC SPACES

This: One less travel lane; bike lanes; parallel to back-in

This 5-laneparking
diagonal Main onStreet was new
one side; converted
pavement to…
Pottstown PA
Charlotte Projects
Completed Anticipated/
Underway
9 Thoroughfares 17
rebuilt/extended
19 Streetscapes and road-diets 8
11 Intersections 8
37 Sidewalks 66
9 Area Plans 6
East Boulevard
Charlotte

Reinvented Edgewater Drive
Orlando, Florida
Concept

Speeding Analysis

Other Results
Before After
Crash Rate 12.6/ MVM 8.4/MVM
Injury Rate 3.6/MVM 1.2/MVM
On Street 29% 41%

parking
Pedestrians 2136 2632
Bikes 375 486

Evaluation Matrix
Noise levels go down3

Prospect Park West
New York City

Prospect Park West
New York City

Prospect Park West
New York City

Prospect Park West
New York City

Prospect Park West
New York City

Will This Slow Down Travel?

Prospect Park West
New York City

Faster speeds versus getting there faster

Getting the Network Right
From Charlotte DOT

Evolution of the Street Network

Build Connected Networks
Illustration: Frank, LD “Health & Community Design”

Greenwald, M.J. Transportation Research Record 2001
Slide courtesy of Kate Kraft, RWJF

Slide courtesy of Troy Russ, Glatting Jackson

Risk of Severe Injury or Fatality
versus
Chance of being Severely Injured

30% Higher
Chance of being Killed
50% Higher

From Research by Norman Garrick, University of Connecticut
Percentage of People Walking, Biking or Taking Transit
2% 1% 2%
9% 4% 9%

Networks Foster Context
Sensitive Streets

Getting the Manuals Right

What Current Manuals Give Us

What Manuals Can Give Us

New Manuals Add Context in

Radical Source??
http://www.dvrpc.org/asp/pubs/reports/08030A.pdf
Context Sensitive Solutions
in Designing Major Urban
Thoroughfares for Walkable
Communities
An ITE Proposed
Recommended Practice

Charlotte, NC – Design Guidelines
Element Boulevard Avenue Main Street
Posted speed 35-40 mph 25 – 35 mph 25 mph
Design speed 40-45 mph 30 – 40 mph 25 mph
Through lanes 4 (typical) 2–4 2 (typical)
Lane width 11’ preferred, 10’ 11’ preferred, 10’ 10’ – 13’
acceptable (35 acceptable
mph) 14’ outside opt.
14’ outside opt.
Medians/ At least 17’ Center turn lane Center turn
center turn (typical) or median opt. lane optional
Source: City of Charlotte, 2005.

lanes Landscaped
Bicycle 4-6’ lane desirable 4-6’ lane Shared lane
Accommodation desirable
s
On-street Frontage street Optional Minimum 7’
parking only PROJECT FOR PUBLIC SPACES
Sidewalks Minimum 6’ Minimum 6-8’ Minimum 10’
A Variety of Street Types
Main Street Avenue

Avenue Boulevard
Boulevard Parkway
Parkway
Local Streets
Local Street
Network of Streets
Pedestrian- Auto-
Oriented Oriented

Indianapolis Regional Center and Metro Planning Area
Multi-Modal Corridor and Public Space Design Guidelines

Example Typologies Brunswick

A Model Design Manual
for Living Streets
Made possible by funding from the Department of Health and Human Services through the Los Angeles County PROJECT FOR PUBLIC SPACES
A Model Design Manual for Living Streets
Chapters
• Public Process
• Street Design
• Network Design
• Intersections
• Pedestrians and Bicycling
• Traffic Calming
• Transit Accomodations
• Land Use
• Sustainable Stormwater Management
• Streetscape
Sustainable Street Design

GREEN STREETS

GREEN STREETS

GREEN STREETS

Mitigation Median

Mitigation Median

Biofiltration
Swale

How Complete is Your Street?
Green and Complete Streets:
The Future of Transportation Design
Best Practices for Sustainable Communities
Janet L. Attarian, AIA, LEED AP | Project Director

Streetscape and Sustainable Design Program
Chicago Department of Transportation

How Complete is your Street?
•Energy Efficiency
•Waste Management
•Air Quality
•Site Selection
•Beauty and Community
•Urban Heat Island
•Stormwater Management
•Water Efficiency
•Alternative Transportation
•Education
•Commissioning PROJECT FOR PUBLIC SPACES
Water: Green Alley
Program
• 1,900 miles of public alleyways
in Chicago, the largest of any city
in the world.
• Total of 3,500 acres of

impermeable surface, the
equivalent area of over 5 Midway
Airports.
Alley Summary
Total: 13,000 Alleys
• 20% Currently Unimproved

• 20% in Need of Repairs
Infiltrate with it! Green Alley Program
•Six pilot locations, and over 120
installed
•Program includes use of permeable
pavements, recycled materials, high-
albedo pavements, and dark-sky lighting.
•Improves stormwater management and
energy use through infrastructure
improvements

Permeable Pavement – Material Innovation
28-day compressive
strength: 2757 psi (core)
Permeability: 19.5
gpm/sq ft
Aggregate Mix
CM11: 2076 lbs.
CM13: 425 lbs.

Recycled Materials and the Urban Heat Island Effect
Slag in Pervious PCC is 100
lbs/yd3.
Totalcementious material
cannot be less than 525 pounds
per cubic yard (lbs/yd3)
The Ground Tire Rubber

Solution:
•Approx 600 tires
recycled per alley
•Solved cohesion
problem PROJECT FOR PUBLIC SPACES
Energy Efficiency:
•Streetlamps will be white LED

and metal halide
•Cut-off fixtures
•Reduced lighting levels
•Use reflective pavement to

improve uniformity
•Solar/wind powered
• fixtures
Lawrence Ave. Streetscape

Lawrence Ave. Streetscape

Stimulating New Jobs with Green Infrastructure
For every 1.25 Billion spent3

New
43,200 jobs
Infrastructure
Infrastructure 47,000 jobs

Rehabilitation
Green
51,200 jobs
Infrastructure
Source: FHWA Jobs Decoder
The NACTO Guide
Expanding the Toolkit

Atlanta
Austin
Baltimore
Boston
Chicago
Detroit
Houston
Los Angeles
Minneapolis
New York
Philadelphia
Phoenix
Portland
San Francisco
Seattle
Washington D.C.
National Association of City Transportation Officials

(NACTO)
City DOTs
Atlanta Detroit Minneapolis Portland
Chicago New York San Francisco

Austin
Baltimore Houston Philadelphia Seattle
Boston Los Angeles Phoenix Washington

PROJECT FOR D.C.
PUBLIC SPACES
Bikeway Design Treatments
BIKE LANES SIGNALS
-Conventional Bike Lanes -Bicycle Signal Heads
-Left-side Bike Lanes -Signal Actuation and Detection
-Contra-Flow Bike Lanes -Active Warning Beacon for Bike
-Buffered Bike Lanes Route at Unsignalized Intersection
-Hybrid Signal for Bike Route Crossing
of Major Street
CYCLE TRACKS
-One-way Protected Cycle Tracks
-Raised Cycle Tracks
-Two-way Cycle Tracks INTERSECTIONS
-Bike Boxes
-Intersection Crossing Markings
SIGNING & MARKING -Two-stage Turn Queue Boxes
-Bike Route Wayfinding Signage -Median Refuge Island
and Markings System -Through Bike Lanes
-Colored Bike Facilities -Combined Bike Lane
-Shared Lane Markings -Cycle Track Intersection Approach

Gary Toth
609-397-3885
Gtoth@pps.org
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
Finding Common Ground through Context
Discovery

April 26, 2012
Gary Toth
What is
Context
?
“the interrelated
conditions in
which something
exists or occurs”
And it’s
Component
s

T
Air/Water
I
Life Quality R
Property
Safety Values
T &
Plants N
Education
Wildlife
RRecreation P Living
Wages
Transportation
Cultural AAesthetics
Resources S
O
Social
N
Housing Networks
T
Health a
Land Use
Jobs PROJECT FOR PUBLIC SPACES
What Quality of Life Elements are Reflected
in This Picture?

What Quality of Life Elements are Reflected in This Picture?

The role of transportation in
quality of life?

Return on
Investment
Linking transportation
to larger community
goals
Bang for the Buck:

Accountability
framework
Make the case for

investment

Why Measures?
Moves the conversation from positions to issues
Facilitate an open, transparent and accountable
decision-making process
Helps professionals have tangible metrics to use
as evaluation criteria to compare alternatives
Clarifies roles and responsibilities
Lays the foundation for performance measures

so results can be tracked
Helps demonstrates return on investment

Why Measures?
Moves the conversation from positions to issues
Facilitate an open, transparent and accountable
decision-making process
Helps professionals have tangible metrics to use
as evaluation criteria to compare alternatives
Clarifies roles and responsibilities
Lays the foundation for performance measures

so results can be tracked
Helps demonstrates return on investment

Types of Measures
Quantitative Qualitative
“Everything that can be counted does not necessarily count;
everything that counts cannot necessarily be counted. “
Albert Einstein PROJECT FOR PUBLIC SPACES
Mobility Measures

Source: Smart Transportation Guide
Mobility Measures
Peak hour LOS (intersection)
Screen line capacity (at X
segments throughout the
corridor)
Corridor travel times between
selected origins and destinations
Reduction in existing VMT
Bike and pedestrian
infrastructure
Desired travel speeds in area X,
area Y
Intersection density PROJECT FOR PUBLIC SPACES
Built Environment and Mobility Measures
Trip Purpose – Percentage of Total Trips
Source:1995 NPTS: Federal Highway Administration & New York Times and Troy Russ with
Glatting Jackson: PROJECT FOR PUBLIC SPACES
Public Health and Safety
Measures
Reduction in number of driveways
Reduction in unprotected left turns
Potential safety improvements at
documented high-crash locations
Medians that meet certain criteria
Shoulders that meet certain criteria
Modal conflicts (including bike/ped)
Percentage of ROW with bike/ped infrastructure

Measures
Physical
Air Social Climate
Noise inactivit Crashes Stress
pollution capital change
y
HTN X X
Obesity X
Diabetes X
Asthma X X
Heart dis. X X X X X
Cancer X
Injury X X
Depressio X X X
n PROJECT FOR PUBLIC SPACES
Source: Dr. Howard Frumkin: Transportation and Health, Institute of Transportation Engineers, January 12, 2004
Infect. Dis. X
Measures

Source: Troy Russ, Glatting Jackson
Social and Cultural Measures

Town streetscape
Visual preference surveys
Historic resources
Open space/parklands
Property values
Available cultural
amenities

Monetary giving
Civic engagement and
volunteerism
Trust
Social
Government institutions
Levels of health and happiness
(Perceived)
Social interactions
Walkability
Well designed
open spaces PROJECT FOR PUBLIC SPACES
Economic Measures

Economic Measures
Employment accessibility
Land use mix
Total travel costs as a
percentage of household
income
Business revenues (tax
revenue)
Economic equity
Diverse, locally owned
and operated businesses
Eco-tourism PROJECT FOR PUBLIC SPACES
Real estate value per lane-mile

Natural Environment and Resources
Measures
Climate change emissions
Habitat fragmentation
Air pollution
Noise pollution
Water pollution
Resource efficiency
Indused Land use impacts
Per capita energy

consumed for
transportation
Housing and Education Measures

Housing and Education Measures
Location of affordable housing

Percentage of households
within ½ mile of transit service
Location of educational facilities
(# of kids that walk to school)

ftp://aario.nas.edu/NCHRP/NCHRP08-
68PractitionerGuidebook/PractitionersGuide-
webpagecontent/index.html
How To Mine the Flexibility From Design
Manuals

April 27, 2012
Gary Toth
Engineers are not bad people!

Engineers as problem
solvers!
It is the time of French Revolution and the guillotine was hard at work everyday.
Today they're leading a priest, a drunkard and an engineer to the guillotine.

solvers!
They ask the priest if he wants to face up or down when he meets his fate. The
priest says that he would like to face up so he will be looking toward heaven
when he dies. They raise the blade of the guillotine, release it, it comes speeding
down and suddenly stops just inches from his neck. The authorities take this as
divine intervention and release the priest.

solvers!
Next the drunkard comes to the guillotine. He also decides to die face up hoping
that he will be as fortunate as the priest. They raise the blade of the guillotine,
release it, it comes speeding down and suddenly stops just inches from his neck.
So they release the drunkard as well.

solvers!
The engineer is next. He too decides to die facing up. They slowly raise the
blade of the guillotine, when suddenly the engineer says: "Hey, I see what your
problem is."

Keys to Flexibility in Streets

“The principle that the environmental impacts can and
should be mitigated, coupled with aesthetic consistency
with the surrounding terrain or urban setting, is intended
to produce highways that are safe and efficient for users
and acceptable to nonusers and the environment”
“Additional emphasis has been placed on the joint use
of transportation corridors by pedestrians, cyclists,
and public transit vehicles. Designers must recognize
the implications of this sharing(. A more
comprehensive transportation program is thereby
emphasized”
“The intent of this policy is to provide guidance to the
designer by referencing a recommended range of
values for critical dimensions. Sufficient flexibility is
permitted to encourage independent designs tailored
to particular situations.
Design Manuals do provide flexibility
• Ranges in tables
• Functional Classification
•Design Speed
• Design Vehicle
• Tolerate some congestion

Ranges in Tables
Minimum
Versus
Desirable

Functional Classification

Functional Classification Affects Cross
Section and Alignment Elements

Functional Classification Can Affect
Cross Section and Alignment
Elements

Functional Classification is not an Exact
Science!

Design speed is a dirty little secret
relating to flexibility
Minimum
Versus
Desirable
Lower Design speeds mean smaller
clear zones

Lower Design speeds mean more
forgiving geometry

The Right Choice of Functional
Classification and Design Speed
Facilitates Context Sensitive Roads
Route 31 Hunterdon County

Design Vehicle

Design Vehicle Affects Corner
Radii

Design Vehicle Affects Corner
Radii

Corner Radii
Pedestrian-oriented
curb radius
Vehicle-oriented
curb radius
Slide courtesy of Renaissance Planning Group and AARP

Design Exceptions
For those instances when Green Book Flexibility isn’t enough
•“Designers should understand that design exceptions are an

acceptable and indeed useful tool”
•“...acceptance of design exceptions should not be viewed as an

admission of failure”
•“...designers should avoid labeling a value that is outside the norm
as unsafe...”
•“The highway or traffic engineer should provide {the advisory team}

with insights...the advisory team can address the appropriate
design criteria and the needs of the public...”
•“A properly documented design exception process... is essential
for agencies operating in the context-sensitive design environment.”

Tolerate some congestion
Travel Projections and Level of Service

Why is this so significant?
The difference between LOS C
and E

The High Price of Level of Service C/D 24/7/365?

“3it neither constitutes nor attempts to establish
legal standards for highway construction.”
(The Highway Capacity Manual Development and Application )
http://onlinepubs.trb.org/onlinepubs/trnews/rpo/rpo.trn129.pdf

Gary Toth
609-397-3885
Gtoth@pps.org

Street Typology Exercise Intro

April 27, 2012
Gary Toth
Charlotte Urban Street Design
Guidelines

Avenues provide access from neighborhoods to
commercial areas, between areas of the city and,
in some cases,through neighborhoods. Modal
balance
Main Streets are destination locations that
provide access to and function as centers
of civic, social, and commercial activity.
Main Streets may currently exist as older
neighborhood centers or potentially
refurbished business areas. New Main
Boulevards are intended to move large numbers
of vehicles, often as “through traffic”, from one
part of the city to another, or from city to city,
and to other lower level streets in the network.
As a result, the modal priority on Boulevards
shifts somewhat towards motor vehicles, while
still accommodating pedestrians and cyclists as
Residential streets are typically built during the
development process. They are particularly
important to the quality of life of residents3
designed for low traffic speeds and a comfortable
walking, cycling and living environment3 will
have small blocks to provide a high degree of
connectivity. For narrow residential streets, on
.
Residential streets are typically built during the
development process. They are particularly
important to the quality of life of residents3
designed for low traffic speeds and a
comfortable walking, cycling and living
environment3 will have small blocks to provide
a high degree of connectivity. For medium
For wide residential streets, there is a high
demand for on street parking. Allows room for
staging. Used in higher residential densities = 8
or above units per acre.
Local Office/Commercial Streets will apply to
developments ranging from very pedestrian-
oriented retail locations (similar to Main Streets)
to business parks. Whatever the specifi c land
use type or development style along these
streets, the goal is to create a convenient and
Brunswick Maine Street Typology
Highway: A thoroughfare of high vehicular speed and capacity. This type
should not interrupt any existing town fabric, but rather connect regional
destinations.
Commercial Arterial: A thoroughfare designed to provide a high
degree of vehicular mobility at moderate speeds to regional serving
commercial land uses. While the design of this thoroughfare type generally
favors motor vehicles, future redevelopment opportunities should include
bicycle and pedestrian facilities.
Commercial Avenue: A thoroughfare of moderate to high vehicular
capacity and low to moderate speed, that serves as a connector between two
commercial nodes or regional destinations. This thoroughfare type is
sometimes equipped with a landscaped median and should be designed to
balance the needs of vehicles with those of pedestrians and bicyclists.
Community Street: moderate vehicular capacity and low to moderate
speed that services numerous community and civic uses, including schools,
hospitals, churches, libraries, and parks.
Drive: moderate or high capacity that forms a boundary between an

urbanized and a natural condition, usually along a waterfront, park, or
promontory. One side has the urban character of a thoroughfare, with curb,
sidewalk, regular street tree plantings, and buildings, while the other has the
qualities of a rural road, with a swale, trails, and natural plantings.
Destination Street: moderate capacity and low speed that serves as
a community and possibly regional destination, such as a main street district.
Pedestrian and bicyclist comfort is prioritized.

Residential Avenue: moderate vehicular capacity and low to
moderate speed, acting as a connector between residential neighborhoods
and commercial nodes or the regional network. It sometimes includes a
landscaped median and balances the needs of vehicles with those of
pedestrians and bicyclists.
Residential Street: low vehicular capacity and low speed that
provides access to residential land uses and which priortizes the safe
movement of pedestrians and bicyclists over motor vehicles
Slow-Flow Street: low vehicular capacity and very slow speeds. Slow-
Flow Streets prioritize the movement of pedestrians and bicyclists through
the utilization of very narrow travel lanes and various traffic calming devices
(diverters, semi-diverters, chicanes, round-a-bout, speed tables, etc.)
Shared Use Path: exclusively for pedestrians, bicyclists, skaters,
runners, etc. They serve primarily as recreational corridors, but may also
serve as utilitarian transportation corridors if designed to connect
PROJECT residential,
FOR PUBLIC SPACES
civic, and commercial/industrial land uses.

Brunswick Maine Street
Typology
Highway
Commercial Arterial
Commercial Avenue
Community Street
Drive
Destination Street
Residential Avenue
Resident Street
Slow Flow Street
Shared Use Path
http://www.charmeck.org/Departments/Transportation/Urban+Street+Design+Guidelines.htmf

Charlotte Urban Street Design
Guidelines
Main Streets
Avenues
Boulevards
Parkways
Local Residential Streets
Narrow
Medium
Wide
Local Residential with Commercial
Narrow
Wide
Local Industrial
http://www.charmeck.org/Departments/Transportation/Urban+Street+Design+Guidelines.htmf

San Francisco Better Streets
Downtown commercial
Commercial throughway
Neighborhood commercial
Downtown residential
Residential throughway
Neighborhood residential
Industrial
Industrial mixed-use
Parkway
Park edge
Multi-way boulevard
Ceremonial
Alley
Paseo
• Target Operating Speed
• Design Vehicle
• Tolerance of Congestion -- cars
• F sometimes
• F all the time
• D all of the time
• D for cars, as long as it is B/C for peds and bikes
•Mode Priority

Gary Toth
609-397-3885
Gtoth@pps.org
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
Street Experiments to Test New Ideas

April 27, 2012
Gary Toth
Lighter, Quicker, Cheaper
Activation Events
Comfort, Amenities & Public Art
Interim Public Spaces
Light Development

Better Blocks Philadelphia
October, 2011

October, 2011

October, 2011

October, 2011

Market Street Philadelphia
November, 2011

Plaza Experiment
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES
Gary Toth
609-397-3885
Gtoth@pps.org
PROJECTFOR
PROJECT FORPUBLIC
PUBLICSPACES
SPACES

Cleveland 1 Evolution of Transportation Apr 23a (Compatibility Mode)

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Evolution of Transportation

Compete & Green Streets Implementation

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

Street design HAD to accommodate all users

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

The needs of the motoring public supersede all other contexts

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

Slide Courtesy of Chris Sinclair, Renaissance Planning Group

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

US Department of Transportation Report on Traffic Congestion, 2004

PROJECT FOR PUBLIC SPACES

1982 1992 2002 2006 2010

1985 miles of Road including 295 miles of freeway built

PROJECT FOR PUBLIC SPACES

1028 Fatalities on Ohio Roads in 2009

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

$6.3 billion gap

Billions of Dollars (Next Six Years)

PROJECT FOR PUBLIC SPACES

•The Transportation Prescription. PolicyLink. 2009.

In 1969, about half of U.S. children

Slide Courtesy of Astrid Glynn

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

Compete & Green Streets Implementation

PROJECT FOR PUBLIC SPACES

Slide Courtesy of Chris Sinclair, Renaissance Planning Group

• Create Pedestrian Friendly and Complete Streets

Use Transit for More than Mobility

PROJECT FOR PUBLIC SPACES

Active Living Resource Center

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

A Complete Street is safe, comfortable & convenient for travel by

PROJECT FOR PUBLIC SPACES

There is no such thing as a

PROJECT FOR PUBLIC SPACES

PROJECT FOR PUBLIC SPACES

Slide courtesy of Harrison Rue and ICF International

Slide courtesy of Harrison Rue and ICF International

Traffic Volume + Area Type (urban, rural) + Role in Network

Design Speed + Design Vehicle

Alignment + Cross-Section + Intersection + Roadside

PROJECT FOR PUBLIC SPACES

Cars Bikes Buses

Alignment + Cross-Section + Intersection + Roadside

PROJECT FOR PUBLIC SPACES