9-1

Roadway

Streetscape

Design

Lesson 9

&

9-2

Identify a range of roadway and

streetscape design strategies

Describe how roadway and streetscape

design can support local and regional

land use objectives

Describe the transportation and other

benefits and impacts of these strategies

Learning Outcomes

9-3

Identify appropriate contexts for applying

these strategies

Discuss processes, roles, and

responsibilities for implementing these

strategies

Identify changes to agency policies, project

selection criteria, funding programs, etc.

that may be required to implement these

strategies

Learning Outcomes (continued)

9-4

9.1 “Great Streets” and Land Use

9.2 Network Design

9.3 Highway Design in Practice

9.4 Complete Streets

9.5 Traffic Calming

9.6 Access Management

Lesson 9:

Roadway Streetscape Design&

9-5

What Makes a Street “Great”?

9-6

What Gives a Street Character?

Memorable environment

Sense of history or community

Space for urban public life

Move people

safely and

efficiently

Support land

use function

and aesthetics

Source: Allan Jacobs, Great Streets

9-7

Main Street, Annapolis

Source: www.greatstreets.org

Source: Hisham Ibrahim /Getty Images

9-8

Safe & Comfortable for all Modes

Source: www.pedbikeimages.org/ Dan Burden

Boulder, CO

9-15

East-West Gateway COG Program

Goal is “to trigger economic and social

benefits by centering communities around

interesting, lively and attractive streets”.

Fund demonstration projects

Design tutorial and other online resources

9-16

Great Streets Design Tutorial

Organized by Place Type

or context

Explores the five principal

elements of streets:

• Street wall,

• Pedestrian realm,

• Overhead area,

• Vehicle realm

• Subsurface area

Design details provided

for each

9-17

Multi-Modal

Corridor and

Public Space

Design Guidelines

Indianapolis Regional

Center & Metropolitan

Planning Area

9-19

9.1 “Great Streets” and Land Use

9.2 Network Design

9.3 Highway Design in Practice

9.4 Complete Streets

9.5 Traffic Calming

9.6 Access Management

Lesson 9:

Roadway Streetscape Design&

9-20

“Great Streets” and Small Blocks

Source: Allan Jacobs, Great Streets

Venice - 1500

intersections /square mile

Downtown LA - 150

intersections /square mile

Irvine, CA - 15

intersections /square mile

9-21

Thoroughfare Spacing and Sizing

ITE Recommended Practice:

• Conventional suburban areas – major

thoroughfares at up to 1 mile (6 lanes)

• Minor thoroughfares at ¼ mile or less

• More dense grid for more dense

development or fewer maximum lanes

More frequent thoroughfare spacing

means fewer lanes are needed

9-22

Transit Networks

Every major thoroughfare should serve

transit and pedestrians, as well as

private and commercial vehicles

Transit networks focus on existing and

planned TODs

9-23

Pedestrian and Bicycle Networks

Pedestrian networks

• Dense urban core areas –

400‟ blocks max,

200-300‟ preferred

• Elsewhere –

600‟ max, <400‟ preferred

Bicycle networks

• Through routes or facilities <1/2 mile apart

• Direct connections to major trip generators (schools,

parks, retail areas)

Source: Institute of Transportation Engineers

Bethesda, MD

9-24

Street Connectivity

Traditional Grid

Typical Suburb

Source: Institute of Transportation Engineers

9-26

Regulating Connectivity

In 2009, Virginia became the first state to

severely limit cul-de-sacs from future

developments.

New rules require that all new subdivisions

attain a certain level of "connectivity," with

ample through streets connecting them to

other neighborhoods and nearby commercial

areas.

9-27

Connectivity Index = Number of Street Links

Number of Network Nodes

Strive for better than 1.4

All the stub streets on this new development will be extended, providing good connectivity.

How Do You Measure Connectivity?

9-28

9.1 “Great Streets” and Land Use

9.2 Network Design

9.3 Highway Design in Practice

9.4 Complete Streets

9.5 Traffic Calming

9.6 Access Management

Lesson 9:

Roadway Streetscape Design&

9-29

Traditional Highway Design Approach

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

Functional Classification

Design Speed + Design Vehicle

Alignment + Cross-Section + Intersection + Roadside

9-30

Freeway

Arterial

• Major

• Minor

Collector

Local

Functional Classifications

Urban & Rural Contexts

9-31

Some roads classified as

principal arterials carry

predominantly local traffic

and have many access

points

The design speed for the

arterial class can be too high

for an arterial serving as the

“Main Street” of a

community

As land uses change, so

should roadway design

Both of these roadways

are principal arterials

Problems with Functional Classification

9-32

Change in Functional Classification:

Westminster, MD

Case Study

9-33

State Highway Serving an Historic Downtown

Westminster, MD

9-34

Change In Functional Classification

With Completion of Bypass

East Main Street

State allowed

City to take

ownership

9-35

Westminster –First CSS Project in Maryland

9-36

The AASHTO Green Book

AASHTO, A Policy on Geometric Design

of Highways and Streets (“Green Book”)

“Bible” of geometric design

Basis for many States‟ standards

Actually provides significant design

flexibility

9-37

Flexibility in AASHTO Guidelines Minimum for Urban Arterials

Design speed – 30 mph in CBDs

Design vehicle – Single unit truck

Lane width – 10 ft. for light truck traffic and speeds up to 37 mph

Shoulder width – Desirable but not required

Corner radii – 10-15 ft. under constrained conditions

Curbs – Vertical curbs up to 37 mph

9-39

Examples of State Standards

Outside AASHTO Ranges

Connecticut Idaho Vermont

Design Speed

Design Year Volume

Travel Lane Width

Parking Lane Width

Intersection SD

Stopping SD

Horizontal Curvature

Maximum Grade

Level-of-Service

9-41

Chapter 6: Designing the Roadway

9-42

Matrix of Design Values - Community Arterial

9-43

Design Speed: speed used to determine design features of roadway

Roads are typically designed to accommodate speeds above the speed limit

Absent strong enforcement, drivers tend to drive as fast as they believe the road can safely accommodate, regardless of posted speed.

Result: existing road design policy encourages speeding

Design Speed

9-44

Solution: Desired Operating Speed

9-45

Tort Liability

Discretionary functions of government

involve a choice among valid alternatives

For the most part, highway design

decisions are treated as discretionary

Highway design decisions are generally

immune from tort claims

9-46

PennDOT‟s Design Liability

PennDOT can be liable for failing to

select the most appropriate safety

measure, and cannot defend by claiming

its discretion as a defense

There is no discretionary immunity

Starr v. Veneziano

Source: Steve Roth, Esq.

9-47

PennDOT‟s Design Liability

Adherence to the

Green Book does

not automatically

establish

reasonable care

Deviation from the

Green Book does

not automatically

establish

negligence

Source: Steve Roth, Esq.

9-48

Actions to

Reduce Liability Exposure

Document non-typical design features

Use permissive language rather than mandatory

language

Statute/policy statement authorizing highway

designers to consider non-traditional factors on all

roads

Keep safety paramount

9-51

60’ to lot lines

40’ curb-curb

How would you allocate the space between

buildings for a typical cross-section?

What other design treatments would you

include?

Exercise:

Design Historic Main Street

9-52

An illustrative

concept plan

provides a

guide for the

appropriate

building

placement,

parking

arrangement,

buffer

placement and

street design.

Bedford Avenue Urban Design Overlay

Source: Metropolitan Government of Nashville and Davidson County

9-53

Design speed

Design vehicle

Lane width

Shoulder width

Corner radii

Curbs

Sidewalks

Clearance to street

trees

Pedestrian crossings

On-street parking

Textured surfacing

Refuge islands

Curb

extensions/bulbouts

Design Considerations

for the „Ideal‟ Main Street

9-54

9.1 “Great Streets” and Land Use

9.2 Network Design

9.3 Highway Design in Practice

9.4 Complete Streets

9.5 Traffic Calming

9.6 Access Management

Lesson 9:

Roadway Streetscape Design&

9-55

A street designed and

operated to enable safe,

attractive and

comfortable access and

travel for all users

What is a „Complete Street‟?

Source: www.pedbikeimages.org

9-56

Smart Corridors require complete streets

• A corridor that balances demands for

mobility, economic viability, environmental

quality and livability

• A corridor that integrates land use and

transportation dynamics

• A corridor that provides transportation

choices, that recognize the range of social

and economic groups and their needs

Relationship to Smart Corridors

9-57

Relationship to Smart Corridors

Source: City of Charlotte

9-59

Component Zones

Zone Min. Width

Curb Zone 6”

Planter/Furniture/

Utility Zone 24”, 48” if planted

Pedestrian Access Route 60”

Frontage Zone 30”

Total Sidewalk Corridor 10’-12’

Zone system divides the sidewalk corridor into

four zones to ensure that pedestrians have

sufficient clear space for walking

Source: Delaware Department of Transportation

9-60

Historically, cars did

not dominate city

streets

Traditional Complete Street

9-61

Seven Lanes, yet not „Complete‟

Spartanburg, SC

Source: Michael Ronkin

9-63

Benefits of Complete Streets

Improve safety for all road users

Increase capacity of transportation network

Improve transit

Fight climate change

Improve mobility for elderly, disabled and children

Encourage healthy and active lifestyles

Spark economic revitalization

9-64

State

• State of Connecticut: Senate Bill 735

• State of California: California Complete

Streets Act of 2008

• State of New Jersey: Complete Streets Policy

Local

• DuPage County, Illinois: “Healthy Streets

Initiative”

• Philadelphia, Pennsylvania: “Complete Streets

Executive Order”

State and Local Initiatives

9-65

Complete Streets Act of 2009 (introduced

in March 2009)

To ensure that all users of the transportation

system, including pedestrians, bicyclists,

transit users, children, older individuals, and

individuals with disabilities, are able to travel

safely and conveniently on and across

federally funded streets and highways.

(Source: www.completestreets.org)

Legislation for Complete Streets

9-66

Elements of a Complete Street

So

urc

e: P

roje

ct fo

r P

ub

lic S

pa

ce

s

9-67

Elements of a Complete Street

Sidewalks Crosswalks Refuge medians Parking

So

urc

e: P

roje

ct fo

r P

ub

lic S

pa

ce

s

Bus lanes Landscaping Lighting

9-68

Complete StreetsA How-to-Guide

9-69

Three-Step ApproachA

Ho

w -

to -

Gu

ide

1. Consider the context

2. Design the space

3. Implement the changes

Lewes, DE

9-71

Engage the CommunityA

Ho

w -

to -

Gu

ide

Tailor solutions to the context

Plan for all transportation modes

Understand valued resources before starting engineering design

Scale the solutions to the problem

9-72

Highway design is too

important to be left to

Highway Engineers.Tom Larson

Former PennDOT Secretary & FHWA Administrator

Co

ns

ide

r the

Co

nte

xtWhy Involve the Community?

9-73

Find the clues to the future in:

Municipal comprehensive plans

Redevelopment plans and economic

development plans

Availability of infrastructure

Visioning workshops/ design charrettes

Discussions with municipal officials and

the public

What is Community‟s Vision?C

on

sid

er th

e C

on

text

9-74

Consider Land Use

Source: www.farm3.static.flickr.com

Co

ns

ide

r the

Co

nte

xt

This or this

Balance mobility and accessibility

Access to destinations

Connecting land uses

Support economic development/

revitalization

9-75

Consider User Needs

Include space for motorists, transit users,

bicyclists, wheelchair users and pedestrians

Co

ns

ide

r the

Co

nte

xt

9-76

2. Design the SpaceD

es

ign

the

Sp

ac

e

Source: www.pedbikeimages.org/Dan Burden

9-77

Goals for Allocating Space

Improve Mobility and Access for all Modes

Improve Safety

Improve Livability and Quality of Life

Support Economic and Community Goals

Source: NYCDOT

De

sig

n th

e S

pa

ce

9-78

Road Diet

Source: Parsons Brinckerhoff

Lane Reduction

De

sig

n th

e S

pa

ce

9-79

This 5-lane Main Street went from this ….

Source: Michael Ronkin

Pottstown, PA

De

sig

n th

e S

pa

ce

…. to a Complete Street

9-81

Reduce Lane Widths

Roadways with high truck volumes may

need 12‟ lanes

Consider 11‟ lanes for roads at 35 mph

and higher

Consider

10‟ lanes

for low-

speed

urban

roadways

Re

du

ce

Lan

e W

idth

s

9-82

1. Lane & Shoulder Width 2. Street Trees

3. Curve Radius 4. On-street Parking

Reduce Travel Speed

Source: Smart Transportation Guidebook

Re

du

ce

Sp

ee

ds

9-83

In urban contexts, choose smallest curb radius that can accommodate the design vehicle

Balance need to accommodate truck turning movements with benefit of shortercrosswalks

Tighten Corner Curb RadiiR

ed

uc

e S

pe

ed

s

Source: Main Street… When a Highway Runs

Through It. A Handbook for Oregon Communities

9-84

On-street parking is a desirable part of

the urban fabric

• Slows passing

cars

• Buffers

pedestrians

• Convenient

for shoppers

Consider 7‟ and 8‟ wide parallel parking

spaces

Provide On-Street ParkingR

ed

uc

e S

pe

ed

s

Source: spacingmontreal

9-85

Full-width (8-12‟) shoulders are

critical on higher speed roadways

In urban and suburban areas,

shoulders of 4-6‟ are useful for

retrofitting wide travel lanes for

bicyclist safety

Need to accommodate pedestrians

on roads without sidewalks

Shoulder the LoadEn

ha

nc

e S

afe

ty

Source: www.pedbikeimages.org/ Dan Burden

9-86

Economic

activity is

supported by

providing

means to

arrive by car,

transit, bicycle

or foot

Access by Multiple ModesD

es

ign

the

Sp

ac

e

9-87

Comfortable & accessible stop/station

Dedicated lanes vs mixed in right-of-way

Visibility of stop/station

Transit ConsiderationsD

es

ign

the

Sp

ac

e

9-88

Improve cross

town transit

service

Reduce vehicular

and pedestrian

congestion

Provide

convenient

connections to

major land uses

and transportation

facilities

NYC‟s Proposed 34th Street TransitwayD

es

ign

the

Sp

ac

e

9-89

Transit Design – Bus Stops

Source: www.pedbikeimages.org/ Dan Burden & Libby Thomas

Bus Bay

Bus Bulb-Out

De

sig

n th

e S

pa

ce

9-91

On street vs. off street

How to negotiate intersections

Conflicts with driveways and on street parking

Buffering the bike lane increases safety

Bicyclist ConsiderationsD

es

ign

the

Sp

ac

e

9-92

Contra-flow bike

lanes provide

for two-way

bicycle travel on

a one-way

street

Cycle tracks

provide a

separated path

within roadway

infrastructure

Physical Separation from Traffic

15th Street, Washington D.C.

De

sig

n th

e S

pa

ce

Ninth Avenue, NYC

9-93

The Bike BoxD

es

ign

the

Sp

ac

e

Source: www.bikeportland.org

9-94

Bicycle SignalsD

es

ign

the

Sp

ac

e

Source: www.bikeportland.org

9-95

Bicycle SignageD

es

ign

the

Sp

ac

e

Source: www.bikeportland.org

9-96

Continuous sidewalk, 5‟-8‟ width, free from

obstructions

Visible crosswalk treatments on major roads

Universal design (ADA)

• Audible

crossing

signals

• Accessible

ramps at

corners

• Detectable

warning

surface

Pedestrian Considerations

Source: www.pedbikeimages.org/Dan Burden

De

sig

n th

e S

pa

ce

9-97

Streetscape Design Techniques:Pedestrian Treatments

Pedestrians‟ needs not fully or consistently

considered

De

sig

n th

e S

pa

ce

9-99

Pedestrian Design Treatments

Crosswalks, signage and markings

Curb extensions and radius reductions

Raised medians

Source: www.pedbikeimages.org/Dan Burden

De

sig

n th

e S

pa

ce

9-100

NYC Herald Square

Before

After

Source: NYCDOT

De

sig

n th

e S

pa

ce

9-101

A Shifting Paradigm

Source: Columbia Daily Tribune

De

sig

n th

e S

pa

ce

9-102

Safer for

vehicles, since

all movements

are right-in/

right-out

Consider RoundaboutsD

es

ign

the

Sp

ac

e

Oregon

9-104

Compatible with Complete Streets

Centennial Circle,

Glens Falls, New

York

Roundabout

replaced five-legged

intersection with

failing level of

service

Roundabout and

streetscaping

intended to revitalize

business district

9-106

Continuous SidewalksAppropriately Scaled D

es

ign

the

Sp

ac

e

Source: www.pedbikeimages.org/Dan Burden

9-107

Appropriate Buffering from TrafficD

es

ign

the

Sp

ac

e

9-108

Physical medians

are best for

pedestrians on

multi-lane roads

Width ranges

from 4 to 18 ft.,

depending in part

whether it houses

a left turn lane

Medians

Source: NYCDOT

De

sig

n th

e S

pa

ce

9-110

Human-Scale BuildingsD

es

ign

the

Sp

ac

e

9-111

Infrastructure & Green Design

Ecologically sustainable infrastructure is low impact and incorporates best management practices to enhance environmental quality

Oth

er C

on

sid

era

tion

s

„Green‟ elements can support safety, mobility and visual quality in a Smart Corridor

9-112

Green Streets A street that uses natural processes to

manage stormwater runoff at the source

Oth

er C

on

sid

era

tion

s

9-113

Benefits of Green Streets

Reduces impervious

surface

Improves water

quality

Reduces urban

heating

Enhances pedestrian

safety

Beautifies

neighborhoods

Source: New York City Dept of Parks & Recreation

Before

After

Oth

er C

on

sid

era

tion

s

9-114

Reduce perceived width of street, and

help calm traffic

Provide buffer strips of 4 to 5 ft. between

sidewalk and road

Consider safety in clear zone

Street TreesN

urtu

re S

tree

t Life

9-115

Permeable Paving

Suitable for parking lanes, sidewalks and

alleys

Oth

er C

on

sid

era

tion

sPortland, OR

9-116

Infiltration Basins Structured „rain

gardens‟ that use plants and soils to filter, absorb and slow stormwater flows into area waterways

Oth

er C

on

sid

era

tion

s

Source: City of Portland Bureau of Environmental Services

9-118

Stormwater Curb Extensions

Incorporates a rain garden into which runoff

flows

Can be located in residential and commercial

areas

Oth

er C

on

sid

era

tion

s

9-120

3. Implement the ChangesIm

ple

me

nt th

e C

ha

ng

es

9-123

Potential Funding Sourcesfor Implementation

Federal and State transportation funds

Municipal budgets

Developer fees, contributions and built roads

Special assessment districts

Tax-increment finance (TIF) revenues

Parking fees

Joint development

Imp

lem

en

t the

Ch

an

ge

s

9-124

9.1 “Great Streets” and Land Use

9.2 Network Design

9.3 Highway Design in Practice

9.4 Complete Streets

9.5 Traffic Calming

9.6 Access Management

Lesson 9:

Roadway Streetscape Design&

9-125

Traffic Calming

Measures to reduce speeding and/or

cut-through traffic in the interest of

safety, livability, walkability and

bikeability

Usually applied on local streets,

including Main Streets

Intended to improve safety throughout

the corridor

9-126

Professional Acceptance

Institute of Transportation

Engineers (ITE) Practice

AASHTO Acknowledgment

...consider traffic calming

measures…to address

congestion, safety, and quality

of life issues [when a] project is

scheduled for a village/main

street, school zone, or other

subarea, and … would satisfy

identified…needs …

9-127

State Traffic Calming Initiatives

Delaware – Traffic Calming Design Manual

South Carolina – Typical (standard) designs

New York – Application matrix

Source: New York State Department of Transportation.

Implementing Design

9-128

Traffic Calming Measures

Volume control measures

• Diverters

• Median barriers

Speed control measures

• Vertical deflection

• Horizontal deflection

• Narrowing

9-130

Speed

humps

Speed

tables

Raised

cross-

walks

Raised

intersect-

ions

Vertical Speed Control Measures

9-131

Horizontal Speed Control Measures

Neighborhood circles

Lateral shifts

Chicanes

9-136

Safety Impacts of Traffic Calming

Source: Ewing

Average Annual Collisions

MeasureNumber of Sites Before After Change

Humps 54 2.8 2.4 -14%

Tables 51 1.5 0.8 -47%

Circles

Without SeattleWith Seattle

17130

5.92.2

4.20.6

-29%-71%

Roundabouts 11 9.3 5.9 -37%

All Measures

Without AdjustmentWith Adjustment

23547

2.21.8

1.11.2

-50%-33%

9-142

9.1 “Great Streets” and Land Use

9.2 Network Design

9.3 Highway Design in Practice

9.4 Complete Streets

9.5 Traffic Calming

9.6 Access Management

Lesson 9:

Roadway Streetscape Design&

9-143

Loss of Function as a Principal Arterial

9-144

Roadway Functional Hierarchy

Theory Practice

9-145

Benefits of Access Management

Crashes per Million Vehicle-Miles

Source: Colorado Dept. of Highways

Average Running Speed (mph)

9-146

Access Management Techniques

Optimal signal spacing

Driveway controls

Corner clearances

Installation of medians

Frontage roads

Backage roads

9-147

What Access Management

Measures are in Place?

9-149

Access Points Set Back from Intersection

9-150

Preserving Function & Capacitywith Parallel Collectors

9-151

Backage Road and Distance to Intersection

9-152

Access Management Can Be Promoted

Without Having Legal Authority

9-153

Local Implementation

Pennsylvania Department of

Transportation

Model Ordinances

9-154

Design Guidance

Report examines

driveway-related

terms & definitions,

basic geometric

controls, a summary

of access spacing

principles, and

detailed discussions

of various geometric

design elements.

9-158

How Do We Make More Streets “Great”?

Agency policies and design standards

Long-range plan priorities

Land use policies and regulations

Local mapping and capital improvements

Project selection and scoping

Cross-agency/cross-discipline collaboration

Broad-based stakeholder and public

involvement

9-159

NHI-133078Access Management Location &

Design

NHI-142045Pedestrian Facility Design

NHI-380089Designing for Pedestrian Safety (New!)

Additional NHI Training

9-160

Additional NTI Training

Accessible Pedestrian Signals

9-161

Describe how the following strategy could support land use objectives: Applying a reduced lane and shoulder width on an arterial road

What are the benefits of this strategy? Are there other impacts – perhaps negative?

What would be an appropriate context in which to implement this strategy?

In your community, who would be involved in implementing this strategy?

What changes to policies, standards, design processes, or funding programs might be required to implement this strategy?

Review

9-162