10 -1 road diets before after designing for pedestrian safety – road diets
TRANSCRIPT
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10 -1
ROAD DIETS
Before After
Designing for Pedestrian Safety – Road Diets
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10 -2
Learning ObjectivesAt the end of this module, you will be able to:
• Describe how ped crash risk increases with number of travel lanes and speed.
• Explain why reducing # of travel lanes reduces risk, and makes it easier to cross the street
• Demonstrate how reducing lanes frees space for higher & better use: Streets exist 24/7; peak traffic may be a
concern for as little as 30 minutes a day
Designing for Pedestrian Safety – Road Diets
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10 -3
“Classic Road Diet”
San Antonio TX
4 to 3 lanes
Designing for Pedestrian Safety – Road Diets
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10 -4
Road diets: reclaim street space for other uses
On-street parking Median
Center Turn-Lane
Bike Lanes
Designing for Pedestrian Safety – Road DietsSeattle WA
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10 -5
Road Dietsand
Traffic Safety
Designing for Pedestrian Safety – Road Diets
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10 -6
3 crash types can be reduced by goingfrom 4 to 3 lanes: which ones?
Designing for Pedestrian Safety – Road Diets
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10 -7
X
3 crash types can be reduced by goingfrom 4 to 3 lanes: 1 – rear enders
Designing for Pedestrian Safety – Road Diets
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10 -8
X
3 crash types can be reduced by goingfrom 4 to 3 lanes: 2 – side swipes
Designing for Pedestrian Safety – Road Diets
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10 -9
X
3 crash types can be reduced by goingfrom 4 to 3 lanes: 3 – left turn/broadside
Designing for Pedestrian Safety – Road Diets
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10 -10
Case study: Edgewater Drive Resurfacing Project (Orlando FL)
• $589,000 project scheduled in FDOT 5-year work plan• FDOT open to 3-lane option if City takes over jurisdiction• Changes must be accepted by neighborhood and
business associations; before/after studies
ConceptBeforeOrlando FL Designing for Pedestrian Safety – Road Diets
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10 -11
Reality: Before
Designing for Pedestrian Safety – Road DietsOrlando FL
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10 -12
Reality: After
Designing for Pedestrian Safety – Road DietsOrlando FL
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Before/after studies: 1. Crash rate
12.6
8.4
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0C
rash
Rat
e (p
er M
VM
)
Before After
1 crash every 2.5 days
34% Reduction
(146 per yr)
1 crash every 4.2 days
(87 per yr)
Designing for Pedestrian Safety – Road Diets
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10 -14
3.6
1.2
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0In
jury
Rat
e (p
er M
VM
)
Before After
68% Reduction
1 injury every 9 days
(41 per yr) 1 injury every 30 days
(12 per yr)
Before/after studies: 2. Injury rate
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10 -15
15.7%
7.5%9.8% 8.9%
29.5%
19.6%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%P
erc
en
t o
f V
eh
icle
s T
rav
eli
ng
ov
er
36
MP
H
Before AfterBefore BeforeAfter
North End Middle South End
After
Before/after studies: 3. Speeding analysis
Designing for Pedestrian Safety – Road Diets
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10 -16
20,50018,100
0
5,000
10,000
15,000
20,000
25,000V
ehic
les
per
Day
Before After
Now21,000+
Before/after studies: 4. Traffic volumes
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29%
41%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%P
arki
ng
Uti
lizat
ion
Per
cen
tag
e
Before After
Before/after studies: 5. On-street parking utilization
Designing for Pedestrian Safety – Road Diets
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10 -18
2,136
2,632
0
500
1000
1500
2000
2500
3000N
um
ber
of
Ped
estr
ian
s
Before After
23% Increase
Before/after studies: 6. Pedestrian volumes
Designing for Pedestrian Safety – Road Diets
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10 -19
375
486
0
100
200
300
400
500
600N
um
ber
of
Bic
ycle
s
Before After
30% Increase
Before/after studies: 7. Bicyclist volumes
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10 -20
Avoid Increasing Traffic On Neighborhood Streets
YES
Reduce Speeding on Edgewater Dr
YES
Increase Bicyclist Volumes YES
Increase Pedestrian Volumes
YES
Reduce Crashes YES
Increase On-Street Parking Use Rates
YES
Increase Pedestrian Satisfaction (Residents)
YES
Increase Parking Satisfaction (Residents)
YES
Also: Noise levels went down…
Before/after studies: Evaluation matrix
Designing for Pedestrian Safety – Road Diets
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2. Which road produces the higher speed?• With a 4-lane road a fast driver can pass others• With a 2-lane road the slower driver sets the speed
3. Which road produces the higher crash rate?
4. Which is better for bicyclists, pedestrians, businesses?
1. Which road carries more traffic?
Designing for Pedestrian Safety – Road DietsSan Antonio TX
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Road Diet CMF = 0.71 (CRF = 29%) overall
Designing for Pedestrian Safety – Road DietsOrlando FL
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What are some benefits of road diets for pedestrians?
Reduce crossing distance Eliminate or reduce “multiple threat” crash types Install crossing island to cross in 2 simple steps Reduce top end travel speeds Buffer sidewalk from travel lanes (parking or bike lane) Reclaim street space for “higher and better use” than
moving peak hour traffic
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Before
Reclaiming road space creates room for ped islandsDesigning for Pedestrian Safety – Road DietsCharlotte NC
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10 -25
Concept
Reclaiming road space creates room for ped islandsDesigning for Pedestrian Safety – Road DietsCharlotte NC
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10 -26
BeforeAfter
Reclaiming road space creates room for ped islandsDesigning for Pedestrian Safety – Road DietsCharlotte NC
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10 -27
This 5-lane Main Street was converted to…
Designing for Pedestrian Safety – Road DietsPottstown PA
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10 -28
Name 4 things that changed
Fewer travel lanes; added bike lanes; parallel to back-in diagonal parking on one side; new pavement
Designing for Pedestrian Safety – Road DietsPottstown PA
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There’s potential on one-way streets too:Is this street operating at capacity?
Designing for Pedestrian Safety – Road DietsBoise ID
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10 -30
Example of one way street converted from 3 lanes to 2 lanes (plus 2 bike lanes)
Designing for Pedestrian Safety – Road DietsSacramento CA
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This area was recaptured from a 4th travel lane; the street took on a whole new life
Designing for Pedestrian Safety – Road DietsPortland OR
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Road DietLearning Outcomes
You should now be able to: Describe how ped crash risk increases with
number of travel lanes and speed. Explain why reducing # of travel lanes reduces
risk, and makes it easier to cross the street Demonstrate how reducing lanes frees space
for higher & better use: Streets exist 24/7; peak traffic may be a
concern for as little as 30 minutes a day
Designing for Pedestrian Safety – Road Diets
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10 -33
Questions?
Designing for Pedestrian Safety – Road Diets