Complete streetsintro ar.leela immadisetty_alumni(auce architecture)
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An informative presentation on COMPLETE STREETS by Ar.Leela Immadisetty, Alumni, AUCE Architecture.
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Complete streetsintro ar.leela immadisetty_alumni(auce architecture)
- 1. Complete Streets ………Smart Commute for Smart and Safer Cities Asst.Prof. Ar. Leela Immadisetty B’Arch, MURP (2000 – 2005 Batch in AUCE)
- 2. Some facts to know…. • What is the main /highest category of ground cover in a city? ROADS/ STREETS • Do you know what % it covers? Aprrox. 25-30% • What is multi modal transportation? Traveling in Automotive(cars, scooters, Autorikshaws etc) Public Transit (Buses, trains, air transport, ships etc) Walking, Biking • Most commute includes one mode of transport from start point to end point…that is??? Walking • For that what infrastructure do we need? Proper Sidewalks/ Pedestrian pathways/Bikelanes/Walkways etc.
- 3. What are “complete” streets? Complete Streets are designed and operated to be safe and accessible for pedestrians, transit riders, bicyclists, and drivers—all users, regardless of age or ability.
- 4. What do “complete” streets look like? Vary by local context Typically include sidewalks and safe crossing points in urban and suburban areas Typically include bike lanes or path on busier roads Include texturized curb ramps for wheelchair users and visually impaired
- 5. Many types of “complete” streets
- 9. Benefits of Complete Streets Safety Accessibility and independence Health Family transportation cost savings Economic development / tourism Environment Quality of life and vibrancy
- 10. Complete Streets can help: Health Source: Centers for Disease Control and Prevention, Behavioral Risk Factor Surveillance System from the 2008 Minnesota Obesity Plan 25 percent of Minnesotans are obese and an additional 37 percent are overweight If left unchecked, obesity could cost the state $3.7 billion a year by 2020 51 percent of Minnesota adults do not achieve recommended physical activity Minnesota’s growing obesity epidemic
- 11. Residents are 65% more likely to walk in a neighborhood with sidewalks Cities with more bike lanes per square mile have higher levels of bicycle commuting Complete Streets are recommended by: The Centers for Disease Control and Prevention Minnesota State Obesity Plan Blue Cross and Blue Shield of Minnesota, American Heart Association, Minnesotans for Healthy Kids Coalition, and Minnesota Public Health Association Benefits: Health
- 12. Benefits: Health Obesity is lower in places where people use bicycles, public transportation, and their feet. 0 5 10 15 20 25 30 U SA N ew Zealand A ustralia Canada Ireland France Finland Italy Spain G erm any Sweden A ustria N etherlands Switzerland D enm ark PercentofObesity 0 10 20 30 40 50 60 PercentWalk,Bike,Transit Obesity Walk, Bike, Transit Pucher, “Walking and Cycling: Path to Improved Public Health,” Fit City Conference, NYC, June 2009
- 13. Typical city infrastructure costs in USD
- 14. Example: Hwy 169 in St. Peter Before Pedestrian crossing distances up to 90 feet
- 15. Example: Hwy 169 in St. Peter After Pedestrian crossing distances reduced to between 54 and 66 feet
- 16. Example: Franklin Ave in Minneapolis The “incomplete” 12-inch wide Sidewalk
- 17. Heading to the “complete”…
- 18. Why do we need Complete Streets? 500 Minnesota pedestrians and bicyclists killed in the last decade; more than 20,000 injured Safety
- 19. Why do we need Complete Streets? Access 40 percent of Minnesotans do not drive
- 21. Current Situation in India • India has been witnessing a sudden surge in the number of cars on road. • This trend has not only led to rise in traffic problems, but a rise in number of road accidents as well. • A World Health Organisation (WHO) report has found India's streets to be the most dangerous in the world, where statistics show that aprox. 20 people are killed on the road every single hour.
- 26. Common drainage and improper maintenance issues
- 28. Lets do planning and policies…. To provide political and community support for architects, planners, engineers to design “complete” streets
- 29. Why have a policy? To change practice, integrating the needs of all road users into everyday transportation planning and design practices Look to new road construction, reconstruction, and repaving projects as an opportunity Include everything from planning to maintenance
- 30. Why have a policy? To save money: in the long run, retrofit projects always cost more than getting it right the first time
- 31. Conclusions • Let us share the roads…. But not with….
- 32. Getting started on Complete Streets in your community Most common process in Minnesota 1. Create the case for Complete Streets 2. Work group drafts a resolution of support 3. Council/board approves resolution 4. Work group creates a full policy 5. Council/board approves policy 6. Implementation and reporting
- 33. Elements of a policy 1. Sets a vision. 2. Includes all modes. 3. Emphasizes connectivity. 4. Applies to all phases of all applicable projects. 5. Specifies and limits exceptions, with management approval required. 6. Uses latest design standards is flexible. 7. Is context-sensitive. 8. Sets performance standards. 9. Includes implementation steps. Source: National Complete Streets Coalition
- 34. From policy to practice An effective policy should prompt the transportation planning agencies to: restructure procedures, policies, and programs rewrite design manuals or standards (if applicable) offer training opportunities to planners and engineers create new performance measures Source: National Complete Streets Coalition
Notas del editor
- This presentation was created by Ethan Fawley at Fresh Energy, a member of the Minnesota Complete Streets Coalition. Feel free to use with attribution. If you have any questions, you may contact Ethan at fawley@fresh-energy.org. Good luck with Complete Streets!
- Photo of street in downtown Hastings (Dan Paterson) STREETS in any cities take about 30% of the land area…. You start your commute with walking and end with walking.
- Photos of 10th Avenue in Downtown Minneapolis (Ethan Fawley) and street in downtown Rosemount (Dan Paterson)
- Grand Marais Main Street (left; Barb Thoman). Residential street in Minneapolis with low speeds and traffic volumes=fine for bikes and sidewalks for peds (top right; Ethan Fawley); rural road near Moorhead has paved shoulder and signs (lower right; Keely Hyland)
- Stats from Trust for America's Health and Obesity and Future Health Care Costs, Blue Cross and Blue Shield of Minnesota and the Minnesota Department of Health, 2008) and from the Minnesota Obesity Plan (2009)
- Top picture is from Rochester (photo courtesy of Blue Cross and Blue Shield of MN) Bottom picture is West Medicine Lake Drive in Plymouth (photo courtesy of Dorian Grilley) Tremendous amount of evidence that when you put in sidewalks people will walk, and when you put in bike facilities, people will bike. Sources: Giles-Corti, B., & Donovan, R.J. (2002). “The relative influence of individual, social, and physical environment determinants of physical activity.” Social Science & Medicine, 54 1793-1812. Dill, Jennifer and Theresa Carr. (2003). “Bicycle Commuting and Facilities in Major US Cities: If You Build Them, Commuters Will Use Them.” Transportation Research Record: Journal of the Transportation Research Board, No. 1828, TRB, 2003, pp 116-123. Special thanks to the National Complete Streets Coalition.
- Source: Pucher, “Walking and Cycling: Path to Improved Public Health,” Fit City Conference, NYC, June 2009 (Special thanks to the National Complete Streets Coalition)
- Photo from City of St. Peter
- Photo from Minnesota Department of Transportation Improvements include: Curb extensions at intersections to reduce the crossing distance for pedestrians Pedestrian medians to provide a refuge point for pedestrians and to make the road safer for drivers Wider sidewalks Additional street trees, benches, and other street furniture to support the pedestrian environment Narrower car traffic lanes to reduce speeding and narrow the crossing distance ADA-compliant curb ramps with truncated domes to serve visually impaired Accessible Pedestrian Signals support access for people with disabilities A conscious decision was made to improve the bicycling connections to an adjacent trail
- Photo from Ethan Fawley
- Franklin Avenue with wide sidewalks, curb ramps, three-lane road, more space for bicyclists, on-street parking, and better lighting and landscaping. Has lead to revitalization in the area, including the new bakery to the right and the new bank in the distance. Photo from Ethan Fawley.
- Photo on left (from Barb Thoman) is from Hwy 41 in downtown Chaska, where an elderly man was hit and killed while trying to cross the street to attend mass at his local church. $540,000 in safety improvements are now planned for the street, but much of that money—and more importantly one man’s life—may have been saved if those safety considerations were part of the initial road design. Photo on right (from Barb Thoman) is from Oakdale with 2-ft wide shoulders.
- Photo on left from Cokato (Christine Goepfert); photo on right from Moorhead (Keely Hyland) Data from the Federal Highway Administration
- For many places during the last 60 years, road engineers have worked under the assumption that the public wants roads that maximize vehicle speed with few other considerations. Complete Streets gives talented engineers a new, more balanced, target. Instead of “move cars quickly” it becomes “provide safe mobility for all road users.” This shift allows engineers to unlock their knowledge and skills to help reach the new goal. Picture is a rendering of Hwy 169 in St. Peter courtesy of the Minnesota Department of Transportation
- Complete streets is as much a process as it is an outcome. A complete streets approach means changing expectations at the concept stage. It’s about planning ahead for your vision. This point is also about operations and maintenance: making the vision applicable to all departments and agencies that work with the roadway. For example, thinking about older pedestrians when adjusting signal timing at intersections. It also helps in creating transit ready areas – providing the right-of-way improvements with transit goal in mind. Special thanks to the National Complete Streets Coalition.
- Early multi-modal scoping saves money by avoiding costly project delays. Without a policy, bicycle, pedestrian, and public transportation accommodations are often debated too late in the design process and are considered a disruption rather than necessary and beneficial project features. This creates expensive design revisions, time delays, and erodes public support. Furthermore, the failure to accommodate these user groups can trigger an expensive retrofit project at later date. Photo and text courtesy of the National Complete Streets Coalition.
- For more details, see the Minnesota Complete Streets Coalition’s Local Government Toolkit (http://mncompletestreets.org/gfx/MnCSLocalGovtToolkit.pdf) or Local Advocates Toolkit (http://mncompletestreets.org/gfx/MnCSLocalAdvocatesToolkit.pdf)
- The elements of a policy merit a discussion all their own. For more information about each element, please visit http://www.completestreets.org/changing-policy/policy-elements/