Spec Report 2

URBAN
STREET
DESIGN
CONTENTS
TABLE OF
05 DESIGN HOUR
06 DESIGN YEAR
07
PERFORMANCE
MEASURE
08 FUNCTIONAL CLASSIFICATION
WORST CASE SCENARIO?
MOST PROBABLE SCENARIO?

CONTENTS
TABLE OF
05 DESIGN HOUR
• CRITICAL GUIDANCE
• RECOMMENDED
GUIDANCE
DESIGN HOUR
Design Hour, or activity levels during an hour, is
used to determine the appropriate street
dimensions. The traditional practice of using a
single peak hour volume and projected volume
increases allows traffic volumes to dictate the
construction of costly infrastructure, without
determining how much traffic is desired on a
street.
DESIGN HOUR
Vibrant cities are active 24 hours a day. Streets designed for peak intervals of traffic flow relieve
rush-hour congestion, but may fail to provide a safe and attractive environment during other
portions of the day. Average Daily Traffic (ADT) and peak volumes alone do not reveal a street’s
utilization. Instead, consider multiple hours of travel and average traffic per lane.
Peak congestion conditions are subject to
adjustment, as drivers may change their
behavior based on expected delay.
CRITICAL
GUIDANCE
Base operational decisions on unbiased
quantitative measures that consider overall
community metrics and the many functions a
street must serve, including safety,
supporting local businesses, providing access
to jobs and services, and environmental
targets.
MEASURING AND Measuring and Evaluating Streets:
EVALUATING STREETS
METRIC CHARTS
SUBSECTION:
HOW TO MEASURE STREET
SUMMARY CHART
MEASURING STREET
MEASURING AND EVALUATING
STREETS (METRIC CHART)
STREET)
STREETS (HOW TO MEASURE
If you can’t measure it, you can’t manage it.

—Michael Bloomberg
STREET)
What to Measure
Measurements can focus on physical and operational changes, shifts in use, as well as their
resulting impacts. The tables in Appendix B list potential measurements to evaluate the impact of
street projects of various scales. Measure as much as possible, but be strategic in prioritizing time
and resources to collect the metrics that most relate to the project goals and community interests.
Once relevant metrics are identified, measure the same categories for the project before and after
implementation. Use the variation between the two sets of data to examine the changes to the
street condition, to measure shifts in use and function, and to evaluate the resulting impacts.
Benchmark variations and net changes against prior conditions, other project sites, control areas,
citywide data, or other cities, nationally and internationally.
STREET)
There are three main categories of metrics discussed in this chapter:
 Physical and operational changes: Document new or improved facilities, technologies, and

infrastructure to build a database of sustainable streets infrastructure and to track short-term
results. Collect quantitative information such as increased length of cycle tracks or transit-
only lanes, area of improved sidewalk, or the number of new trees planted. Communicate
this information when reporting back to communities, politicians, decision makers, and
advocates about progress toward meeting infrastructural targets.
 Shifts in use and function: Measure how a street is used differently as a result of the
project. Changes in behavior, new users, enhanced transit flow, and improved functions,
such as water management or energy generation, assist in demonstrating how streets can
serve a wider percentage of the population and offer multiple benefits to communities.
STREET)
Resulting Impacts: Measure how the physical, operational, and functional changes impact the
overall performance of the street.1 This longer-term evaluation of a project is an important
part of understanding whether an investment or implementation is having the desired
outcomes as set forth by the larger goals of public health and safety, quality of life,
environmental sustainability, economic sustainability, and equity.
Every metric will not be applicable to all street projects or all contexts. Each
community must determine its own priorities and adopt measurements that are relevant and
appropriate to the project scale, whether it is an intersection, a street, a corridor, or a
neighborhood network project. Some metrics listed are based on commonly available
quantitative and qualitative information, while others will need to be collected through
agreed-upon methodologies and site surveys.
STREET)
Identify Existing Data
Work with local stakeholders to identify the types of data already available and collate this data to provide a
basis for potential evaluation. Identify opportunities to add questions to existing surveys that are already
being conducted, or include new metrics in other stakeholder collection methods.
Consider the following examples as opportunities to investigate local data sources that might relate to streets
projects:
• Local, regional, and national census data or similar surveys might include traffic volumes, major street conditions, and
mode share information. They can also include surveys of businesses, residents, retailers, and tourists.
• Police and hospitals track traffic-related fatalities and serious injuries.
• Public health agencies often conduct community health surveys, tracking chronic and respiratory disease rates and daily
physical activity levels.
• Insurance agencies track crash rates and hospital admissions.
• Environmental groups and agencies measure water and air quality.
• Advocacy associations, organizations, and academic institutions often maintain a range of data sources.
• Realtors collect information on property values.
• Local governments often have information on tax revenues, property values, and crash statistics.
• Business groups may maintain data on pedestrian volumes and sales.
• Phone call-in systems sometimes collect self-reported street-related issues from citizens.
STREET)
Develop a Performance Metrics System
Measuring the performance of a street is a complex exercise as each street is
different and must serve many needs and functions.2
• Develop a performance measurement system that reflects local priorities and
allows for flexibility over time.
• Identify the metrics that will be most easily measured.
• Develop data collection protocols and inventory sheets, determine consistent
times and frequencies, and establish ratings that reflect priorities.
• Train local staff and professionals to embed these in local processes and build
capacity.
• Maintain consistency, communicate results, and refine the process over time.
STREET)
Collecting Data
When relevant data does not exist, identify appropriate methodologies for measuring the condition,
function, use, and impact of streets. Identify processes
that are efficient and cost-effective.
Quantitative and qualitative metrics are necessary and equally important to measure the various impacts of
a project. Counts are helpful for metrics such as user volumes and speeds, but a great deal can be learned
from talking to people using the street and conducting surveys of local residents, business owners, and
visitors.
Methodologies can include:
• Before-and-after photographs.
• Imaging data such as aerial photos,time-lapse photos, and videos.
• On-site user perceptions, surveys, or manual counters. Test draft surveys and prioritize questions to match
the expected time for responses, whether quick 5-minute interviews or longer 15-minute household
surveys. Note locations where surveys were conducted.
• Automated data collection through devices such as Automated Traffic Recorders.
• Crowd-sourced data such as call-in logs and mobile phone GPS data.
STREET)
Develop a Performance Metrics System
Measuring the performance of a street is a complex exercise as each street is
different and must serve many needs and functions.2
• Develop a performance measurement system that reflects local priorities and
allows for flexibility over time.
• Identify the metrics that will be most easily measured.
• Develop data collection protocols and inventory sheets, determine consistent
times and frequencies, and establish ratings that reflect priorities.
• Train local staff and professionals to embed these in local processes and build
capacity.
• Maintain consistency, communicate results, and refine the process over time.
STREET)
When to Measure
Collect data before and after a project to provide comparisons and capture impacts. Collect measurements during
different seasons, at various hours of the day, and during weekends and weekdays to be able to comprehensively
compare how the use and function of the street changes after project implementation. When measuring longer-
term changes in function, use, and performance, measurements should be collected after multiple months and
years for reliable comparison. For the most accurate comparisons, be consistent with locations when collecting
measurements, as well as times and durations when measuring use and function.
Before-and-after photographs
are helpful in reminding
people what is possible. Be
sure to match views carefully
and crop to concentrate on
the area of interest.
STREET)
When to Measure
Collect data before and after a project to provide comparisons and capture impacts. Collect measurements during
different seasons, at various hours of the day, and during weekends and weekdays to be able to comprehensively
compare how the use and function of the street changes after project implementation. When measuring longer-
term changes in function, use, and performance, measurements should be collected after multiple months and
years for reliable comparison. For the most accurate comparisons, be consistent with locations when collecting
measurements, as well as times and durations when measuring use and function.
Before-and-after photographs
are helpful in reminding
people what is possible. Be
sure to match views carefully
and crop to concentrate on
the area of interest.
STREETS (MEASURING THE STREET)
Measuring the Streets
When collecting metrics at the level of the street and evaluating the changes and
impacts, it is important to select relevant metrics from all three categories—
physical and operational changes, use and functional changes, and resulting
impacts— to ensure comprehensive before-and-after comparisons. The graphic
below spatially demonstrates some of the key categories and corresponding
quantitative and qualitative metrics that should be collected for a project. This
sample list should be used in conjunction with the complete set of metrics in
Appendix B. Metrics can be used to compare a street to another context or for
benchmarking against prior conditions.
Physical and Operational Changes
STREETS (SUMMARY CHART)
RECOMMENDED GUIDANCE:
1. Expand the Design Hour analysis to include the various peak hours throughout the week for all users.
Analysis might include a morning peak, midday peak, afternoon peak, and weekend peak hour. Study
these peaks to obtain a more nuanced understanding of travel, resulting in a design better suited to the
actual street usage.
2. Account for all street uses over 24 hours and 7 days. This includes rush hour commuting in all
mobility modes, evening strolling, weekend markets, lunchtime dining, and commercial
deliveries. Mapping these static, mobile, existing, and expected activities provides a temporal
snapshot of the street that can be used in design.
3. Use person-trips, rather than vehicle trips, to determine capacity. Trip generation manuals
that consider only vehicle trips, or rely on small samples from suburban locations, should be
avoided.
4. Transportation demand management describes programs that seek to shift travel mode,
typically away from single-occupancy vehicles. People are encouraged to take transit, walk,
cycle, not make trip, combine trips, or travel at different times of the day. These programs
are more cost-effective than capacity expansion.
RECOMMENDED GUIDANCE:
1. Residential areas should be designed to enhance the public realm during off-peak hours, while retail corridors
may require sidewalk design parameters that accommodate pedestrian flows on weekends and holidays. Transit
priority lanes and parking lanes may be governed flexibly throughout the day, with curbside bus lanes being
converted to parking on weekends or dedicated loading zones at early morning hours.
2. Use signal timing or transportation demand management to shift congestion rather than relying upon capacity
increases.
3. Collect 4-hour volumes (AM peak, midday, PM peak, and Saturday) to analyze typical traffic levels. Average
these 4 hours and use that volume to guide the design of streets and intersections.
5
RECOMMENDED GUIDANCE
DESIGN HOUR
1. Expand the Design Hour analysis to 2. Account for all street uses over 24
include the various peak hours hours and 7 days. This includes rush
throughout the week for all users. hour commuting in all mobility modes,
Analysis might include a morning evening strolling, weekend markets,
peak, midday peak, afternoon peak, lunchtime dining, and commercial
and weekend peak hour. Study these deliveries. Mapping these static,
peaks to obtain a more nuanced mobile, existing, and expected
understanding of travel, resulting in a activities provides a temporal snapshot
design better suited to the actual street of the street that can be used in design.
usage.
4. Transportation demand
3. Use person-trips, rather than management describes programs that
vehicle trips, to determine seek to shift travel mode, typically
capacity. Trip generation away from single-occupancy vehicles.
manuals that consider only People are encouraged to take transit,
vehicle trips, or rely on small walk, cycle, not make trip, combine
samples from suburban trips, or travel at different times of the
locations, should be avoided. day. These programs are more cost-
effective than capacity expansion.
Peak-hour analysis has the potential to adversely impact
streets in the following ways:
DESIGN HOUR
LEVEL OF
PROJECT AND SERVICE (LOS)
INTERSECTIO DEVELOPMEN CALCULATION
N DESIGN T REVIEW S
Warrants for turning traffic Project and Development Peak hour volumes are
often mandate the addition of Review Traffic impact analysis fed into the calculation of
left- and right-turn lanes to statements typically require a LOS, which is used to
preserve high speeds for traffic. study of how to accommodate justify costly capacity
Reallocate spacing for turn peak-hour volumes. Mitigate increases.
lanes within the existing right- peak traffic using operational
of-way rather than widening the strategies rather than resorting
intersection. to increased roadway capacity.
CONTENTS
TABLE OF
05 DESIGN HOUR
06 DESIGN YEAR
• TRAFFIC GROWTH PROJECTIONS
• INDUCED DEMAND
• TRAFFIC EVAPORATION
• ALTERNATIVE METHODS
• COMPARATIVE PROJECTION
• GROWTH PROJECTION
• MODE TARGETS
• GREENHOUSE GAS REDUCTIONS
• INDUCED DEMAND PROJECTION
DESIGN YEAR
The design year assigned to a
roadway represents an estimation of the future
traffic demand and volume expected on that
facility. Design year typically relies on travel
demand models and other methods that often
implicitly assume steady traffic growth.
TRAFFIC GROWTH PROJECTION
PROJECTION
GROWTH
TRAFFIC
Federally funded projects and environmental reviews typically require the projection of traffic volumes 10–30 years in the
future, typically assuming a 1–2% annual growth in vehicle volume.These traffic projections are then analyzed in relation
to existing performance measures (typically level of service) to determine if future mitigations are necessary.
In most places, traffic projections are based on the selection of a transportation model (typically at the regional level)
which is calibrated to emulate existing and future transportation levels based on land use, transportation investments, and
other factors. A recent study investigated the post-construction accuracy of traffic forecasts and revealed that traffic on
roads in urban settings (arterials and collectors) were typically overestimated by a significant amount.Despite common
logic, overdesigning and over-engineering a street from a roadway capacity standpoint may actually be detrimental to
public safety. Furthermore, overdesigning roadways to meet an inaccurate future demand presents a major opportunity
cost for other land uses within a city’s public realm. City transportation policies often prioritize walking, bicycling, and
transit. In some cases, cities aim to achieve explicit mode share targets to reduce dependence on single occupancy vehicle
use.5 Meeting these aggressive goals and targets will require a shift in both infrastructure investment and traveler
behavior. Individual projects should be assessed on a case-by-case basis to analyze how standard traffic growth factors
(land-use trip generation, ambient growth) may conflict with or inhibit the desired diversification of street users and uses
over time.6 Future analysis should begin with the vision for future function of the street or facility, and identify design
treatments (and in some cases policy) that will achieve this vision. In some cases, a negative VMT growth factor may be
required to meet intended goals. Reflecting changing land uses and behaviors, projections may be utilized to satisfy
warrants and other criteria for the installation of particular traffic control devices, such as stop signs, traffic signals, or
other measures.
INDUCED DEMAND
INDUCED DEMAND The graphic illustrates how a road designed to a

20-year horizon induces traffic. The road is (re)-
built with 20-year capacity, but is completed in 5
years. Drivers react to the additional road space
by driving more, and expanded roadways built in
recent years typically degrade the pedestrian
experience, reducing the propensity of people to
walk to schools, stores, or other destinations.
Drivers also switch from alternative routes and
earlier or later times for their commutes to fill
the new capacity. The end result is that the road
reaches its capacity in 10 years instead of 20.
TRAFFIC
EVAPORATION
In urban areas, private vehicle volume
decreases when road capacity is shifted to
transit, cycles, and walking. This is known as
traffic evaporation. Research shows that
when road capacity is shifted to other modes,
some vehicle traffic is absorbed by parallel
routes, but drivers also shift to other modes,
make trips at other times, or shift
destinations. It has been shown that traffic
disappears at a rate of 11%.
ALTERNATIVE METHODS
METHODS
ALTERNATIVE
To supplement existing traffic models, several other strategies should be considered that may present more accurate estimates for
future traffic demand.
Comparative Projection
While the ITE Trip Generation Manual is a frequently cited source, in urban settings the manual’s outputs may not be a strong
comparative match. To better meet the needs of urban settings, numerous research studies have been developed through univer sities
and state DOTs that provide more precise trip generation rates for urban settings.
Growth Projection
In many cities, traffic analysis requires the use of an “ambient growth factor,” which reflects the underlying baseline traffic growth.
This growth factor is often provided by city staff and is based on a moving average from past growth (typically 1–2%). This growth
factor is often considered to be an assumed positive factor but should be strongly reconsidered due to its potential inaccuracies given
recent cultural trends. Growth factors should no longer be strictly based on multiyear moving averages since recent VMT trends have
been shown to be volatile (or declining). While growth projection factors of 1–2% seem minimal, it can have a significant cumulative
impact over each year it is applied
MODE TARGETS
DESIGN YEAR
Mode Targets Several U.S. cities (Chicago, Minneapolis, San Francisco, and others) and states have developed specific mode targets to
achieve within a set time frame. For example, MassDOT has established a goal of tripling the number of trips by transit, bicycle, and
walking. San Francisco has established a goal of 50% non-auto trips by 2018. These goals provide a set objective and spur the rapid
implementation of programs that seek to accomplish them. These types of underlying programmatic shifts are often not explicitly
integrated into traffic modeling efforts, but can serve as a baseline from which to better understand potential future modal shifts.
Greenhouse gas reductions

Another underlying factor that may play a major role in changing future traffic demand is greenhouse gas (GHG) emissions. Several
states across the United States are employing GHG targets that filter down into several more tangible objectives (such as mode share,
VMT reduction, and others). Massachusetts has established a target of 25% reduction in GHG by 2020 and 50% by 2050.
Induced Demand Projection

If a project is determined to require an increase in roadway capacity, induced traffic demand should be considered a negative externality
as a result. If the additional traffic demand created exceeds local policy thresholds (such as mode shift, as described above), it should be
investigated if traffic can be mitigated through other non-roadway infrastructure strategies.
CONTENTS
TABLE OF
01 DESIGN HOUR
02 DESIGN YEAR
03
PERFORMANCE
MEASURE
PERFORMANCE
MEASURE
E MEASURE
PERFORMANC
Measuring the performance of a given street or network is a rigorous and imperfect process. A street that
works extremely well for one set of users may be perilous for another, just as an intersection with no delay
at one point may mask significant delay along a corridor. Performance measures must take a
multidisciplinary approach, looking at urban streets and traffic at the macro and the micro scale, through the
lens of safety, economy, and design, and inclusive of the goals and behaviors of everyone using the street.
The goals of different street users often stand at odds. Bicyclists come into conflict with unloading trucks,
pedestrians vie with cars for crossing time at congested intersections, and emergency vehicle response times
counter the desires of a community for slow traffic speeds and speed humps. Urban street design must strive
to balance these goals, making strategic tradeoffs in search of a win-win scenario.
The development of holistic performance measures requires a redefinition of the problem that a designer is
trying to solve, as well as recognition that streets are places to sit and stay as much as they are conduits for
movement. While a multi-modal performance metric such as person delay may improve upon auto-based
level of service (LOS), delay alone fails to capture the success of a city street outside of its ability to move
people through it. A street with low “person delay” is not necessarily a great street, especially if it has no
economic activity, places to sit and rest, or shade trees to improve the public realm
PEDESTRIANS 1 People crave activity and variety at street level. Streets with active storefronts, foot traffic design, and human-scale
design contribute toward an active and economically vibrant community. While activity is of paramount impor tance to the pedestrian
DESIGN YEAR
realm, public safety, sidewalk width ade quately spaced and apportioned, protection from rain, and shade from the sun together make the
difference between a successful street and a barren one.
BICYCLISTS 2 Bicycle facilities should be direct, safe, intuitive, and cohesive. Bicyclists desire a high degree of connectivity and a
system that functions well for cyclists of all skill levels, with minimal detour or delay. Bicyclists benefit from feeling safe and protected
from moving traffic. Bikeways that create an effective division from traffic and are well coor dinated with the signal timing and
intersection design of the traffic net work form the basis of a accessible bicycle network
VEHICLES 3 Motorists want to get to their destination as quickly and safely as possible with limited friction, interruption, or delay.
Vehicles typically benefit from limited-access, higherspeed roads with limited chance of conflict or surprise. Due to their high speeds and
overall mass, drivers feel safest when buffered from other moving vehicles, bicyclists, buses, trucks, and crossing pedestrians. Especially
when making decisions at high speeds, motorists need adequate lighting and signage, as well as adequate parking provisions at their
destinations.
TRANSIT 4 Transit service may be measured by its speed, convenience, reliability, and frequency of service. Trains and buses should
permit easy loading and unloading, and be comfortable and not overcrowded. The overall level of access and scope of a transit network
should be aligned to actual demand, meeting service needs without sacrificing service quality
FREIGHT 5 Freight operators want to move
goods from their origin to their destination as
easily, quickly, and con veniently as possible.
Trucks benefit from high—but not unsafe—
speeds, curb access or docks for easy loading
and unloading, and overall safety throughout
the traffic system. EMERGENCY
VEHICLES Emergency responders are
respon sible for attending to crimes, crashes,
fires, and other dire scenarios as quickly as
possible. They benefit from safety and
predictability along their routes, with
minimal conflicts with vehicles, bicyclists, or
pedestrians, and direct curb access at their
destinations.
DESIGN YEAR
LEVEL OF SERVICE Level of service (LOS) measures the delay experienced by motorists at an
intersection (or a specific lane at an intersection) according to a scale of A (least delay) through F (most
delay). LOS is used to communicate the potential impact a new development or street reconfiguration may
have at a particular intersection. Based on LOS data, a project can be assessed for the severity of anticipated
congestion over a 20–30 year timeframe of the development. LOS measures impacts, but inadequately
captures a project’s potential benefits. As a metric, it is mono-modal, measuring streets not by their
economic and social vibrancy, but by their ability to process motor vehicles. LOS is one of many tools that
may be employed to assess traffic conditions in cities, but it should never be the only tool used. Cities
should strive to integrate varied and holistic performance measures into their development review process,
including measures that frame potential benefits, as well as those that capture risk.
TEMPLATE
CONTENTS OF THIS
ALTERNATE PERFORMANCE MEASURES
Cities are encouraged to use and adopt a variety of tools to complement or replace LOS as
a performance measure. Below are some of the tools that cities are already using to assess
conditions on their streets.
Pedestrians
• Safety: Rate of crashes, injuries, and fatalities (typically based on police records) •
Pedestrian LOS (Highway Capacity Manual) • Public Life Surveys • WalkScore
(walkability ratings) • Pedestrian Environmental Quality Index (PEQI) • Minimal delay at
crossings • Foot-traffic volume
Bicyclists • Safety: Crash records, injuries, and fatalities • Bicycle LOS (Highway Capacity
Manual) • Travel Time and Delay • Bicycle Environmental Quality index • Bicycle counts
Vehicles • LOS • Travel Time • Corridor Impact Analysis • Safety: Crash records, injuries,
and fatalities
Transit • On-time performance • Average speed • Farebox recovery ratio • Ridership per
revenue hour • Operating cost per hour
Freight • Freight delivered by hour • Time spent loading/unloading
Emergency Vehicles • Response time Sustainability • LEED Neighborhood Development •
STARS • GreenRoads Multi-Modal • Multi-Modal LOS • Retail revenues and business
growth
CONTENTS
TABLE OF
01 DESIGN HOUR
02 DESIGN YEAR
03
PERFORMANCE
MEASURE
FUNCTIONAL
CLASSIFICATION
Functional classification is “the process by which
streets and highways are grouped into classes, or
systems, according to the character of service
they are intended to provide.” In basic terms, a
road can be functionally classified as:
• Arterial: These roads provide mobility so
traffic can move from one place to another
quickly and safely.
• Collector: These roads link arterials and local
roads and perform some duties of each.
• Local: These roads provide access to homes,
businesses, and other property.
Mobility refers to the actual ability of the road to
Move traffic, while accessibility refers to the ease of
entering or exiting a roadway to or from adjacent
priorities. Arterials have high mobility but low land
access and are typically used for longer
trips. Whereas, local roads have low mobility (travel
at slower speeds) but provide the highest level of land
access. These are used for shorter trips around
town. Collectors are in the middle and often act as
transitional roads from arterials to local roads.
DISCUSSION
FUNCTIONAL
CLASSIFICATION
Many cities have developed street classification systems specific to their local needs. These classification systems generally
combine 2–3 variables that guide decision making:
· Street type and usage
· Urban design context and built environment
·
STREETS CONTEXT OVERLAY
AVENUE COMMERCIAL COUNTRY ROUTE
BOULEVARD INDUSTRIAL STATE ROUTE
STREET RESIDENTIAL
ARTERIAL CITY SANITATION ROUTE

COLLECTOR TOWN SNOW ROUTE
LOCAL VILLAGE TRUCK ROUTE
ALLEY CAMPUS CEREMONIAL

LANE CULTURAL ECONOMIC
MAIN INSTITUTIONAL HISTORIC SCENIC
CONNECTOR CENTER BICYCLE PRIORITY

MAJOR CORRIDOR DRIVING PRIORITY
MULTI – WAY DISTRICT PEDESTRIAN POLICY
THOROUGHFARE DOWNTOWN TRANSIT PRIORITY
TRANSIT
AUTO ORIENTED LOW-DENSITY HOME ZONE

GENERAL MARKETPLACE PEDESTRIAN DISTRICT
MULTI MODAL MIXED USE
PEDESTRIANS
WORKING ON
WHAT WE ARE
People crave activity and variety at the street level.
Streets with active storefronts, foot traffic design, and
human-scale design contributes toward an active and
economically vibrant community. While activity is of
paramount importance to the pedestrian realm, public
safety, sidewalk width adequately spaced and
apportioned, protection from rain and shade from the
sun together make the difference between a
successful street and a barren one
BICYCLISTS
Bicycle facilities should be direct, safe, intuitive,
and cohesive. Bicyclists desire a high degree of
connectivity and a system that functions well for
cyclists of all skill levels, with minimal detour or
delay. Bicyclists benefit from feeling safe and
protected from moving traffic. Bikeways that create
an effective division from traffic and are well coor
dinated with the signal timing and intersection
design of the traffic net work form the basis of a
accessible bicycle network
PEDESTRIANS
MEASURE
PERFORMANCE
People crave activity and variety at the street level.
Streets with active storefronts, foot traffic design,
and human-scale design contributes toward an active
and economically vibrant community. While activity
is of paramount importance to the pedestrian realm,
public safety, sidewalk width adequately spaced and
apportioned, protection from rain and shade from
the sun together makes the difference between a
successful street and a barren one
GOAL 2
Venus has a beautiful name and
is the second planet from the
Sun. It’s terribly hot, even
hotter than Mercury
ABOUT THE
PROJECT
Mercury is the closest planet to the Sun and
the smallest one in the Solar System—it’s
only a bit larger than our Moon. The planet’s
name has nothing to do with the liquid metal
since it was named after the Roman
messenger god, Mercury
DISCUSSION
City streets are complex places where functional classification schemes— whether from a state agency or from the Federal Highway
Administration— are generally too limiting as a basis for design capable of achieving social and economic goals for quality of life,
mobility, and urban vitality. Such state or federal standards must be adapted to the urban environment before adoption so that city
leaders maintain their flexibility to make streets a supportive element of a socially and economically thriving public realm. Many
cities use some form of street classification to provide stakeholders and developers with a set of standard street cross-sections to
guide new development and rehabilitation. These set requirements for the construction of the street as well as dimensions for
sidewalks, curbs, and setbacks. Federally defined functional classes, which are generally applied to National Highway System streets,
have associated design guidelines used by some cities as well. Even when they are completely updated, classification schemes, in and
of themselves, are rarely adequate as a design tool for the diversity of situations to be encountered on city streets. Each project should
also be approached with sound case-bycase professional judgment. In certain cases, cities may choose to alter a street’s classification
level to better align with a community’s vision for its future. Updated street design standards should be consistent with citywide
goals for safety, economic growth, development, and urban design. These standards should attempt to capture the unique local
relationship between the built realm and the surrounding streetscape, encapsulating the varying scales at which motorists, bicyclists,
and pedestrians interact with individual corridors as well as the overall street network. This entails requiring sidewalks on urban
arterials, enhancing the quality of street construction for special districts, and controlling access points to the property to reduce
conflicts between driveway traffic and pedestrians. Classification schemes, in and of themselves, are rarely adequate as a design tool
for the diversity of situations to be encountered on city streets.
WORKING ON
WHAT WE ARE
PEDESTRIANS
People crave activity and variety at the street level. INDUSTRIAL
Streets with active storefronts, foot traffic design, and
human-scale design contribute toward an active and
BUILDINGS
economically vibrant community. While activity is of Jupiter is a gas giant and the biggest planet in
paramount importance to the pedestrian realm, public our Solar System. It’s the fourth-brightest
safety, sidewalk width adequately spaced and object in the sky
apportioned, protection from rain and shade from the
sun together make the difference between a successful
street and a barren one
THERMAL
SUBWAY STATIONS POWER STATIONS
Yes, Saturn is the ringed one. This planet is a Venus has a beautiful name and is the second
gas giant, and it’s composed mostly of planet from the Sun. It’s terribly hot, even
hydrogen and helium hotter than Mercury
NOW
Many cities have developed street classification systems specific to their local needs. These classifica tion systems generally
combine 2–3 variables that guide decision making: · Street type and usage · Urban design context and built environment ·
Overlays, including modal prior ities, special uses, and historic designations STREET CONTEXT OVERLAY Avenue
Boulevard Street Commercial Industrial Residential Country Route State Route Arterial Collector Local City Town Village
Sanitation Route Snow Route Truck Route Alley Lane Main Campus Cultural Institutional Ceremonial Economic Historic
Scenic Connector Major Multi-Way Thoroughfare Transit Center Corridor District Downtown Bicycle Priority Driving
Priority Pedestrian Priority Transit Priority Auto-Oriented General Multi-modal Parkway Paseo Pedestrian Shared Slow Low-
Density Marketplace Mixed-Use Neighborhood Park Urban Workplace Home Zone Pedestrian District Transit-Oriente

Spec Report 2

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Spec Report 2

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URBAN

MOST PROBABLE SCENARIO?

If you can’t measure it, you can’t manage it.

 Physical and operational changes: Document new or improved facilities, technologies, and

INDUCED DEMAND The graphic illustrates how a road designed to a

Greenhouse gas reductions

Induced Demand Projection

ARTERIAL CITY SANITATION ROUTE

ALLEY CAMPUS CEREMONIAL

CONNECTOR CENTER BICYCLE PRIORITY

AUTO ORIENTED LOW-DENSITY HOME ZONE

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