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From Policy to Technique:
             Complete Streets – Street Design
                   and Multimodalism
                     Congress for New Urbanism
                     June 12, 2009 – Denver, CO




From Policy to Technique: Complete Streets
Colorado Springs CS Policy
          "Construct complete streets designed to accommodate all users.
  In all new roadway projects or major reconstruction projects,
  accommodate travel by pedestrians, bicyclists, and transit users, except
  where pedestrians and bicyclists are prohibited by law from using a
  given facility or where construction of bikeways or walkways would be
  unsafe or impractical. Such facilities for pedestrian and bicycle use shall
  be designed to the best currently available standards and guidelines.
  Definition of Complete Streets: Complete Streets are streets that have
  been built for safe and convenient travel by all road users, including
  people on foot and bicycle, as well as transit users. Complete Streets
  policies call for routinely providing for travel by all users when building
  and reconstructing streets and roads.”
  [Ordinance No. 05-196, passed December 13, 2005]


From Policy to Technique: Complete Streets
How the Policy was Initiated &
                  Approved
  • Initiated by City’s recently created Citizens’ Transportation Advisory Committee
  (September 2004).
  • Staff drafted policy language, and the CTAB agreed.
  • Presented to stakeholders, including Housing & Building Association .
  • Presentation included frank discussion that the new policy would be reflected
  in the City’s new Street Design Standards.
  • HBA requested language change: “Construct complete streets designed to
  reasonably accommodate all users.” CTAB did not agree, but added a definition
  of complete streets.
  • HBA changed position to support the proposal to CTAB, Planning Commission
  and City Council (December 2005).
  • November 2004 – 1% transportation sales tax approved by voters


From Policy to Technique: Complete Streets
Implementation of Complete Streets

     City capital projects
     Retrofit Projects
     Sidewalk infill
     Numerous Roundabouts
     New Street Design Standards



From Policy to Technique: Complete Streets
Roadway Capital Project




From Policy to Technique: Complete Streets
Roadway Capital Project




From Policy to Technique: Complete Streets
Roadway Capital Project




From Policy to Technique: Complete Streets
Roadway Capital Project




From Policy to Technique: Complete Streets
Approach to Street Retrofitting
   • Primarily tied to street resurfacing program
       – 7-10% of street network annually
       – Assess opportunities & needs

   • Add bike lanes (narrow traffic lanes)
   • Road dieting
       – “Old style” 4 lanes to 3 lanes plus bike lanes
       – Convert 2 dysfunctional travel lanes to 1 well operating travel
         lane (each way), plus bike travel
       – General threshold: up to 15,000 ADT

   • Some removal of turn lanes on modest volume collectors



From Policy to Technique: Complete Streets
Approach to Retrofitting
   •   Focus on network connectivity
   •   Low hanging fruit
   •   Often opportunistic, sometimes incremental
   •   Flexibility
   •   Surprisingly low cost at times
   •   May not achieve all elements at once



From Policy to Technique: Complete Streets
Cheyenne Blvd. Before




From Policy to Technique: Complete Streets
Cheyenne Blvd. After




From Policy to Technique: Complete Streets
Cheyenne Boulevard
   Speed (85th Percentile)
   •   Posted: 35 mph
   •   Before: 41 mph
   •   After: 36-39 mph

   Observations
   •   Residents more comfortable parking on-street
   •   More bike use
   •   Some complaints from motorists (inability to pass)




From Policy to Technique: Complete Streets
Tejon Street Before




From Policy to Technique: Complete Streets
Tejon Street After




From Policy to Technique: Complete Streets
Tejon Street After




From Policy to Technique: Complete Streets
Tejon Street
   Speed (85th Percentile)
   •   Posted: 25 mph
   •   Before: 24 mph
   •   After: 26 mph

   Safety
   •   Total accidents about the same, but fewer injury accidents
   •   More alcohol-related accidents after

   Observations
   •   Merchants: customers commenting on easier (diagonal) parking
   •   Most complaints are non-specific (why was it changed?)
   •   Compliments & increased use by cyclists


From Policy to Technique: Complete Streets
Road Dieting
   Pros
   •   Reduce accident rates (seriousness of accidents)
   •   Reduce travel speeds & aggressive driving
   •   Improve bicycle safety & access
   •   Increase buffer between travel lanes & parking, property frontages
   •   Maintain or improve emergency response time
   •   Can change back if conditions warrant

   Cons
   •   Increase delay at driveways and side streets during peak travel times
   •   Fewer traffic gaps for pedestrians at uncontrolled intersections
   •   Loss of passing opportunities



From Policy to Technique: Complete Streets
Additional Thoughts
      Understand how to communicate with your public
      Scale public outreach / input appropriately
      Include attention to maintenance element of CS




From Policy to Technique: Complete Streets
Complete Streets –
                  Lessons Learned
      Value of community group support
      Strike appropriate balance between policy
     firmness and flexibility
      Be candid about policy implications
      New projects – policy needs to be integrated into
     street design standards
      Retrofits can be done “inexpensively” if taken
     with an opportunistic and incremental approach

From Policy to Technique: Complete Streets
Questions?




    Craig Blewitt, Manager
   Comprehensive Planning
   City of Colorado Springs
  cblewitt@springsgov.com




From Policy to Technique: Complete Streets

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Complete Streets Cnu Conf (Jun09)Gaye

  • 1. From Policy to Technique: Complete Streets – Street Design and Multimodalism Congress for New Urbanism June 12, 2009 – Denver, CO From Policy to Technique: Complete Streets
  • 2. Colorado Springs CS Policy "Construct complete streets designed to accommodate all users. In all new roadway projects or major reconstruction projects, accommodate travel by pedestrians, bicyclists, and transit users, except where pedestrians and bicyclists are prohibited by law from using a given facility or where construction of bikeways or walkways would be unsafe or impractical. Such facilities for pedestrian and bicycle use shall be designed to the best currently available standards and guidelines. Definition of Complete Streets: Complete Streets are streets that have been built for safe and convenient travel by all road users, including people on foot and bicycle, as well as transit users. Complete Streets policies call for routinely providing for travel by all users when building and reconstructing streets and roads.” [Ordinance No. 05-196, passed December 13, 2005] From Policy to Technique: Complete Streets
  • 3. How the Policy was Initiated & Approved • Initiated by City’s recently created Citizens’ Transportation Advisory Committee (September 2004). • Staff drafted policy language, and the CTAB agreed. • Presented to stakeholders, including Housing & Building Association . • Presentation included frank discussion that the new policy would be reflected in the City’s new Street Design Standards. • HBA requested language change: “Construct complete streets designed to reasonably accommodate all users.” CTAB did not agree, but added a definition of complete streets. • HBA changed position to support the proposal to CTAB, Planning Commission and City Council (December 2005). • November 2004 – 1% transportation sales tax approved by voters From Policy to Technique: Complete Streets
  • 4. Implementation of Complete Streets  City capital projects  Retrofit Projects  Sidewalk infill  Numerous Roundabouts  New Street Design Standards From Policy to Technique: Complete Streets
  • 5. Roadway Capital Project From Policy to Technique: Complete Streets
  • 6. Roadway Capital Project From Policy to Technique: Complete Streets
  • 7. Roadway Capital Project From Policy to Technique: Complete Streets
  • 8. Roadway Capital Project From Policy to Technique: Complete Streets
  • 9. Approach to Street Retrofitting • Primarily tied to street resurfacing program – 7-10% of street network annually – Assess opportunities & needs • Add bike lanes (narrow traffic lanes) • Road dieting – “Old style” 4 lanes to 3 lanes plus bike lanes – Convert 2 dysfunctional travel lanes to 1 well operating travel lane (each way), plus bike travel – General threshold: up to 15,000 ADT • Some removal of turn lanes on modest volume collectors From Policy to Technique: Complete Streets
  • 10. Approach to Retrofitting • Focus on network connectivity • Low hanging fruit • Often opportunistic, sometimes incremental • Flexibility • Surprisingly low cost at times • May not achieve all elements at once From Policy to Technique: Complete Streets
  • 11. Cheyenne Blvd. Before From Policy to Technique: Complete Streets
  • 12. Cheyenne Blvd. After From Policy to Technique: Complete Streets
  • 13. Cheyenne Boulevard Speed (85th Percentile) • Posted: 35 mph • Before: 41 mph • After: 36-39 mph Observations • Residents more comfortable parking on-street • More bike use • Some complaints from motorists (inability to pass) From Policy to Technique: Complete Streets
  • 14. Tejon Street Before From Policy to Technique: Complete Streets
  • 15. Tejon Street After From Policy to Technique: Complete Streets
  • 16. Tejon Street After From Policy to Technique: Complete Streets
  • 17. Tejon Street Speed (85th Percentile) • Posted: 25 mph • Before: 24 mph • After: 26 mph Safety • Total accidents about the same, but fewer injury accidents • More alcohol-related accidents after Observations • Merchants: customers commenting on easier (diagonal) parking • Most complaints are non-specific (why was it changed?) • Compliments & increased use by cyclists From Policy to Technique: Complete Streets
  • 18. Road Dieting Pros • Reduce accident rates (seriousness of accidents) • Reduce travel speeds & aggressive driving • Improve bicycle safety & access • Increase buffer between travel lanes & parking, property frontages • Maintain or improve emergency response time • Can change back if conditions warrant Cons • Increase delay at driveways and side streets during peak travel times • Fewer traffic gaps for pedestrians at uncontrolled intersections • Loss of passing opportunities From Policy to Technique: Complete Streets
  • 19. Additional Thoughts  Understand how to communicate with your public  Scale public outreach / input appropriately  Include attention to maintenance element of CS From Policy to Technique: Complete Streets
  • 20. Complete Streets – Lessons Learned  Value of community group support  Strike appropriate balance between policy firmness and flexibility  Be candid about policy implications  New projects – policy needs to be integrated into street design standards  Retrofits can be done “inexpensively” if taken with an opportunistic and incremental approach From Policy to Technique: Complete Streets
  • 21. Questions? Craig Blewitt, Manager Comprehensive Planning City of Colorado Springs cblewitt@springsgov.com From Policy to Technique: Complete Streets