nacto ssti webinar nov19 20131
TRANSCRIPT
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The future of city streets: NACTO
Urban Street Design Guide
November 19, 2013
November 19, 2013
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• Executive-levelCommunity of
Practice
• Technical assistance
• Resource for thetransportation
community
The future of city streets: NACTO Urban Street Design Guide 2
State Smart Transportation Initiative
Practical Solutions to Move America Forward. A network of reform-oriented state DOTs, founded in 2010
and housed at the University of Wisconsin.
November 19, 2013
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Agenda
Background and Driving Principles
David Vega-Barachowitz, NACTO
Interim Design StrategiesMichael Flynn, NYC DOT
Design Controls
Peter Koonce, Portland
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Background
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Published
September 2013
Published March 2011
Second Edition Fall 2012
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New York City Street
Design Manual, 2nd Ed.
2013
Boston Complete Streets Guidelines, 2012
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Urban Bikeway Design Guide 2011-12
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The Urban Street Design Guide
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Downtown 1-Way Street
Downtown 2-Way Street
Downtown Thoroughfare
Neighborhood Main StreetNeighborhood Street
Yield Street
Boulevard
Residential Boulevard
Transit Corridor
Green Alley
Commercial AlleyResidential Shared Street
Commercial Shared Street
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Lane Width
Sidewalks
Curb ExtensionsGateway
Pinchpoint
Chicane
Bus Bulbs
Transit StreetsDedicated Curbside/Offset Bus Lanes
Dedicated Median Bus Lanes
Contra-Flow Bus Lanes
Bus Stops
Stormwater ManagementBioswales
Flow-Through Planters
Pervious Strips
Pervious Pavement
Vertical Speed
Control ElementsSpeed Hump
Speed Table
Speed Cushion
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Moving the curb
Parklets
Temporary Street ClosuresInterim Public Plazas
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Raised Intersections
Mini RoundaboutComplex Intersections
Principles
Major Intersections
Intersections of Major
and Minor Streets
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Crosswalks and CrossingsCrosswalks
Conventional Crosswalks
Midblock Crosswalks
Pedestrian Safety Islands
Corner Radii
Visibility/Sight Distance
Traffic SignalsSignalization Principles
Leading Pedestrian Interval
Split-Phasing
Signal Cycle Lengths
Fixed vs. Actuated Signalization
Coordinated Signal Timing
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Design Speed
Design Vehicle
Design Hour
Design Year
Performance Measures
Functional Classification
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NACTO.ORG/USDG
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Shared Streets
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Public Plazas: Before
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Public Plazas: After
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Levels of Guidance
Critical Recommended Optional
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Streets Are
Public Spaces
Great Streets are
Great for Businesses
Streets Can
Be Changed
Design for
Safety
Streets are
Ecosystems
Act Now!
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Streets Are Public Spaces
University City District
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Great Streets are Great for Business
NYC DOT
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Streets can be Changed
City of Atlanta
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Design for Safety
Nelson\Nygaard
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Streets are Ecosystems
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Act Now!
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Existing
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Interim
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Reconstruction
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Street Design in Context
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Street Design in Context
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Street Design in Context
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Using the Guide: The Next Steps
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THANK YOU
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Interim Design Strategies
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Act Now!
Implementing projects quicklyusing low-cost materials helps
inform public decision making.
Cities across the U.S. have begun
using a phased approach to major
redesigns, where interim materials
are used in the short term and
later replaced by permanent
materials once funding is available
and the public has tested the
design thoroughly.
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Typical Challenges for Long-Term Projects
• Funding
• Support from Public & Businesses
• Support from Elected Officials
• Design Approvals
• Environmental Approvals
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Interim Treatments
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Interim Treatments
• Signs
• Signals• Roadway Markings
• Planters & Trees
• Tables, Benches & Chairs
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Interim Treatments
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Interim Treatments
• Signs
• Signals• Roadway Markings
• Planters & Trees
• Tables, Benches & Chairs
•
Colored Lanes (bike/bus)• Surface Treatments
(epoxied gravel; paint)
• Stones/Boulders
• Superficial Construction
(islands, etc)
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Interim Treatments
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Interim Treatments
• Signs
• Signals• Roadway Markings
• Planters & Trees
• Tables, Benches & Chairs
•
Colored Lanes (bike/bus)• Surface Treatments
(epoxied gravel; paint)
• Stones/Boulders
• Superficial Construction
(islands, etc)
• Programming & Events
• Part-Time Closures
• Flexible Parking Lane
Implementation Options
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Implementation Options
InterimQuick: Months
Low-Cost: $00,000s
Fewer ApprovalsLimited Design Options
Short/Medium-Term Impact
ConstructionSlow: Years
Costly: $000,000s+
More ApprovalsUnlimited Design Options
Long-Term Impact
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Benefits of Interim
Implementation
• Quickly reallocate space
and deliver results
(safety, placemaking,
retail traffic, etc.)• Establish a precedent –
prove the design works
• Build public and
political support
• Allow time to put
together funding
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EVENTUALLY YOU NEED TO MAKE THINGS PERMANENT.
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EVENTUALLY YOU NEED TO MAKE THINGS PERMANENT.
2-Phased Implementation
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2-Phased Implementation
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EXISTING CONDITIONS
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INTERIM REDESIGN
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RECONSTRUCTION
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Interim Design
Strategies
• Moving the Curb
• Parklets
• Temporary Street
Closures
• Interim Public
Plazas
Moving the Curb
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Moving the Curb
Interim Sidewalk Widening
Moving the Curb
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Moving the Curb
Interim Sidewalk Widening
Moving the Curb
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Moving the Curb
Traffic Calming
Moving the Curb
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Moving the Curb
Traffic Calming
Moving the Curb
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Moving the Curb
Bike Corrals
Moving the Curb
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Moving the Curb
Bike Corrals
Moving the Curb
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Moving the Curb
Bike Share
Moving the Curb
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Moving the Curb
Bike Share
Parklets
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Parklets
Parklets
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Parklets
Parklets
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Parklets
Parklets
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Temporary Street Closures
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p y
Temporary Street Closures
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p y
Play Street
Temporary Street Closures
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p y
Play Street
Temporary Street Closures
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p y
Pedestrian Street
Temporary Street Closures
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p y
Pedestrian Street
Temporary Street Closures
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p y
Market
Temporary Street Closures
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p y
Open Streets
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Temporary Street Closures
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p y
Open Streets
Temporary Street Closures
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p y
Open Streets
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Interim Public Plazas
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Interim Public Plazas
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Interim Public Plazas
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Interim Public Plazas
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Interim Public Plazas
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NYC Plaza Program
From Roberto Clemente Plaza
Community Design Charrette
Interim Public Plazas
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Blue Existing plazaproject
Red Lack of Open Space
Yellow Low-Mod Income
Orange Lack of Open Space
& Low-Mod Income
NYC Plaza Program
Prioritizes High-Need Areas
Interim Public Plazas
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NYC Plaza Program
Selection Criteria
• Lack of Open Space
• Demonstrated Community Initiative
• Supportive Site Context
• Community Org. Capacity
• Low- or Moderate-Income
Neighborhood
Interim Public Plazas
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NYC Plaza Program
Public Outreach & Design Charrettes
Interim Public Plazas
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NYC Plaza ProgramMaintenance Partner
Outreach
Design
Maintenance• Sweeping/Litter removal
• Trash bagging & removal
• Snow & Ice removal
• Graffiti removal
• Paving repair/replacement
• Cleaning furniture
• Repairing/repainting furniture
• Pest control
• Horticulture (planting/watering)
Insurance/Indemnity
Programming & Events
Funding Plan
City
Design
Engineering
Permanent ArtConstruction
Site Inspection
Interim Public Plazas
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NYC Plaza Program
Partner Funding Sources
• Sub-Concessions (food, etc)
• Limited Sponsorships
• Commercial Events
More than Just Creating the Space
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Community partnership is key:• Activating the space – programming & events
• Creating a year-round destination
• Maintenance and sense of ownership
• Connected to (and reflective of) community
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Design Controls
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Design Speed
Design Vehicle
Design Hour
Design Year
Performance Measures
Functional Classification
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High-quality design for city streets and intersections relies
on a keen understanding of the analytical processes and
assumptions underlying those technical decisions that
shape streets.
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Design Controls should work towards your intended
outcome, not against it.
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Design Hour
Common practice:Study the peak 15 minutes of
traffic using the Highway
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traffic using the Highway
Capacity Manual
Peak Hour Design
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“in urban design, the 30th highest hourly volume canbe a reasonable
representation of dailypeak hour”
“ the use of average hourlytraffic would result in an
inadequate design”
– AASHTO 2.3.2
NACTO Recommends
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• Assess more than the peak hour or 15-mins• Identify peak spreading opportunities
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Design Hour Objective
Streets designed for peak intervals of traffic may fail to
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g jprovide a safe and attractive environment during other
portions of the day.
From 8 AM to 8 PM
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8:00 AM
Mobility
12:00 PM
Accessibility focus – pedestrians
during the lunch hour
8:00 PM
Neighborhood emphasis –
bicycle and other local traffic
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Design Year
Projection of Future Traffic Demands
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“Many highway engineers
believe the maximum
design period is in the
range of 15 to 25 years”
Design Year vs. Actual Trend
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Problems with Design Year
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• Unconstrained vehicle demand for 20+ years
• Straight line growth projection
• Underlying goals of congestion reduction and highway
project selection
Design Year Excess Space
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g p
Design Year under the Climate Lens
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• Greenhouse Gastargets result in
mode split goals
• Plan identifiespolicies and actions
to meet objectives
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Performance Measures: Definition of Failure
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Skagit River Bridge
Potential Performance Measures
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Delay per vehicle
Crashes per mile of
highway Mode split
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Performance Measures: Mode Split Targets
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Highway Capacity Manual
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Highway Capacity Manualdefines failure as the
breakdown of flow; thethreshold where you reach
failure at signalizedintersections
80 second per vehicle
Commentary on the Highway Capacity Manual
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Pedestrians are modeled as “impediments” to
traffic, impacting flow
Pedestrian perspective delay is not considered
in the performance measure
Practice of eliminating crosswalks is a result of
insensitivity to importance of this mode
Level of Service at Signalized Intersections
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Today’s methodology doesn’t consider person delay or
other goals
Transit, pedestrian crossing, or bikes are largely
forgotten in these traditional methodologies/measures.
Vehicle standards do not accept 80 seconds of delay
per vehicle
No procedure to consider >80 seconds of delay for
pedestrians
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Measuring the Street
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142
Safety
o Reduce crashes
Placeso Reduce speeding
o Increased vitality
o Public sentiment
Network instead of Point Analysis
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• Fails to consider
completeness of the
system
• Point-level focus
• Limited tools for
engineers to make
“improvements”
Applying the USDG
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• Challenge assumptions
– Engineering details
– Planning forecasts
• Use policies to trump traditional practices
• Take responsibility for the “details”
Thank you for your Time
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Peter Koonce, P.E.
City of Portland
[email protected]• pkoonce
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Thank you! A recording of this webinar will be on the SSTI
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