Title:فرسایش جامعه: چگونه ترافیک مانند آب جریان دارد

۲۰۱۱-۰۷-۱۵ ارائه دهندگان: برایان هگرتی، آرون شیل و هدر باودن این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. فرهنگ برنامه ریزی حمل و نقل از جابجایی ترافیک به ایجاد جوامع قابل زندگی در حال تکامل است. این مفهوم که ترافیک، مانند آب، مسیر کمترین مقاومت را طی می کند، یک قیاس رایج است. ما این مقایسه را چندین مرحله جلوتر می‌بریم، و شباهت‌های بین فرسایش ناسالم سواحل رودخانه‌ای ناشی از جریان‌های آب با سرعت بالا و فرسایش جامعه مشاهده‌شده در امتداد بسیاری از خیابان‌های شریانی با سرعت بالا را نشان می‌دهیم. چکیده جلسه: این مفهوم که ترافیک، مانند آب، در مسیری با کمترین مقاومت جریان دارد، یک قیاس رایج است. این ارائه با نشان دادن شباهت‌های فراوان بین فرسایش ناسالم سواحل رودخانه ناشی از جریان‌های آب با سرعت بالا و فرسایش جامعه که در امتداد بسیاری از خیابان‌های شریانی با سرعت بالا رخ می‌دهد، این مقایسه را چندین مرحله جلوتر می‌برد. با استفاده از نمونه هایی از سراسر کشور، انواع متعدد آبراه ها و جاده ها و اهداف آنها را مورد بحث قرار خواهیم داد. سپس این ارائه بر روی تأثیراتی که ترافیک با سرعت بالا در امتداد شریان‌های شهری بر محله‌هایی که از آن عبور می‌کنند می‌گذارد، تمرکز خواهد کرد. در حالی که مهار و درمان رواناب های طوفان برای کاهش فرسایش رودخانه ها معمول است، رویکرد استاندارد برای مدیریت حجم ترافیک در ساعات اوج این است که هرچه سریعتر ترافیک را از طریق سیستم عبور دهیم. اثرات ناشی از آن بر محله‌هایی که با خیابان‌های شریانی شهری هم مرز هستند، فرسایش انسجام جامعه، تقسیم‌بندی محله‌ها و از دست دادن مشاغل است. در نهایت، چگونگی حرکت برنامه‌ریزی حمل‌ونقل و طراحی زیرساخت‌ها را به سمت رویکردی جامع‌تر با پیروی از شیوه‌های بازسازی جریان و طراحی کانال طبیعی بررسی خواهیم کرد. چندین راه برای دستیابی به یکپارچگی سالم‌تر و طبیعی‌تر از یک راهرو در جامعه اطراف، از طریق استفاده از خیابان‌های کامل و اصول رشد هوشمند، پیشنهاد خواهد شد.

قسمتي از متن فيلم: Butter is one that we hear fairly frequently in the transportation planning profession uh especially when we’re talking about uh the capacity of a transportation system that that traffic will follow the path of least resistance however that’s generally where the comparison stops and rarely do we delve deeper into that uh

That analogy it’s only when we view streets and their surrounding neighborhoods as from an ecological perspective that we start to understand how much waterways and roadways have in common so we’ll start very general both are corridors that support life they allow us to move around and access the resources and the environment in

Which we live get to our homes get to food get to jobs um they’re also critical to the economic health of our communities and our country as a whole on the case of the second set of pictures on the bottom there they are serving as corridors to move freight um

You know to major destinations uh in our smaller cities on smaller scales uh as in the the last set of pictures that popped up they’re places where we recreate where we have the interactions with one another that really form a community however both also harness a great deal

Of power which can turn destructive both for individuals who utilize the corridor as well as for the larger environment surrounding it we’ll come back to this a little bit later and discuss the second scenario in a little bit more detail so next i want to talk a little bit about different types of

Facilities and their different functions the first one that we’re looking at is a channelized river that’s fairly high volume high speed and an interstate highway those are one end of the spectrum both are very successful at moving large volumes from one place to another however they’re not good at

Supporting a surrounding ecosystem in fact they can be quite detrimental to its health the next one in the middle we have major rivers for example the mississippi the ohio river the delaware and urban arterial streets here in columbus this is a picture of high street if you’re in chicago clark street ogden

Avenue in san francisco that might be market street both are still still fairly high volume roadways and they move a lot of traffic but they do so at lower speeds both are central to the corridors or the central corridors running through and providing access to either the watershed

Or the city that they’re in the last one we’re going to look at is our smaller streams in our residential streets they carry very low volumes and generally at low speeds they provide the greatest access uh to those living in the ecosystem or the neighborhood around them so they’re the

Most accessible the most uh capable supporting that surrounding ecosystem what we’re going to focus on are these middle ones and the reason we’re going to focus on the major rivers and arterial streets is because those are the ones that have the most demand on them from the greatest

Parts or the greatest range of our society or the the habitat that they’re in they serve as in some ways to carry freight they serve in some ways similar to the interstate highways or channelized river but they also serve functions of smaller streams and residential streets people live on these people have their

Businesses on them and people interact on these on a daily basis so this is where we see the greatest cross-section of our communities come together and generally these are the backbones of our communities and this is taking a big picture look this is uh looking at the ariel of both an urban neighborhood

With the street the corridor running through the middle of it and show the left shows how the stream running through the middle of a riparian corridor and that stream supports the life that occurs within that corridor when healthy both are central to a surrounding ecosystem you have diverse wildlife and diverse community

You have a variety of food sources and a variety of activities going on both are central to the food chain or in the case of local economic relationships so looking at a little more detail and this is one of the two graphs that we’ve included in the presentation the

Image on the left is called a hydrograph and it illustrates the flow of a stream as a rain event occurs so as the rain starts the solid line starts to climb the flow in the stream goes from your normal daily flow to a much higher amount than the

You head towards a peak flow as the rain event stops then the river levels or the stream levels start to return to normal if you look at the image on the right it can be analogous to our am and pm rush hour you have traffic flowing during the day

Or during the late evenings is relatively low and as particularly afternoon rush hour is three o’clock four o’clock and five o’clock start to the traffic starts to grow similar to the graph on the left looks like somebody was having a little fun with photoshop in the lower right

You can’t see that it’s you’ll never go get to work on time we have a comparison between water velocity the high velocity of flow of water on the left makes it difficult for habitat to exist along that stream similarly the high velocity along streets and and highways can make the

Area adjacent to them inhospitable based on noise air quality or just general safety of the neighboring residents now what we want to talk about is what happens when these corridors are not healthy what we want to focus on are as we said earlier our older urban neighborhoods generally tend to be just

Outside of the central business district they tend to have these arterial streets that were originally the the key ways into and out of the downtown areas uh over the over the years and as sprawl has affected most cities what’s happened is people live further and further out and while highways are built

To get people out to the suburbs a lot of times these urban streets that were the commercial corridor to the surrounding neighborhood as well as a way in and out of the city become secondary freeways or overflows for the interstate system and we want to look at what happens when

That roadway is not operating the way it was originally intended in the way it originally developed and the comparison is with a stream corridor that’s not operating in a healthy manner uh what happens is when we start to see too much volume or too high of speeds

Moving through the corridor we start to see bank erosion similarly we start to see erosion of the nutrient nutrient-rich components of a community when traffic volumes and speeds are too high what i mean by nutrient-rich components are the community members who would generally be out on the streets interacting with one another supporting

Local businesses when we see high volumes of traffic and high speeds it becomes a more dangerous place for the the quote unquote wildlife to be and across and we see limited access we see limited interactions and we see limited at economic opportunity hey aaron i’m going to pause you for just a second

For some reason when we came off the polls a handful of people didn’t get the slides back so what i’m going to do is just change the presenter back to me and then back to you and hopefully that will fix the problem okay okay are we in

Are we on the same slides now we should have uh a stream corridor and a house on the left-hand side and should say loss of habitat at the bottom okay it looks like we’re back on track thanks so much for uh pausing for a second perfect well as we were saying uh

When we see high volumes of both water and traffic it starts to erode away the soil or the nutrient-rich parts of the community or the ecosystem what that leads to along a stream is as the bank erodes away so too does the root system of the vegetation that comprises the riparian corridor

This eliminates the habitat for all the various critters and and animals that live in and rely on that stream corridor and that really make up the food chain i think we just got something uh little bit of a lag maybe i’m just flipping it back a couple

People said they still lost it so we’re gonna try that one more time okay thanks okay yep in a neighborhood what we see is as people and local businesses begin to disappear from the neighborhood the effect of community erosion is compounded there become fewer and fewer people to

Watch over and care for the buildings and one another and things start to fall into disrepair in the uh sociology field we call this a broken window syndrome and it really starts to symbolize to people from outside of the community that this is an unsafe area a

Place that isn’t cared for a place that people don’t care about in the ecological world with loss of habitat comes a loss of balance and diversity for all of us from the midwest who have done any environmental planning the photo of the indiana bat at the top

Might bring back some nightmares uh they tend to be the scourge of any nipa documents we try to create uh yet this species is a prime example of how development and habitat loss can really start to decimate biological diversity as the corridor loses its native species it presents the opportunities for

Invasive species to move in as in many or as many urban neighborhoods continue to struggle and decline the streets become more vacant we see the eyes on the street that jane jacobs describes so well in her book uh start to disappear and be replaced with things like red light cameras that

Informal social network and social control it has to be replaced with formal regulatory controls because the community doesn’t have the uh the strength or the folks there to to ensure those controls are kept in place this actual and symbolic abandonment of the neighborhood provides an opening for criminal activity uh violence gang

Activity and we start to see things like this this is a convenience store in a neighborhood on the north side of columbus that actually has a memorial service for everyone who’s been uh killed in gang violence in that neighborhood during the year it’s definitely a oh can everybody hear me

Yeah we can all hear you it’s uh okay great it’s a a very very obvious uh symbol of the erosion that’s happened in this community due in large part to the arterial streets that basically serve as urban highways through it so the next question we’d ask is how do we get here

And we’re going to use an example from minneapolis uh this is no offense to minneapolis my parents actually lived there and i love it so i’m gonna that’s my disclaimer at the beginning this is hennepin avenue at 7th avenue in downtown minneapolis and what we want to show here is

In the 1920s if we look at the diversity of uses of this street it’s a very public space it’s a space where people are going and interacting on the bottom right we see a little uh stand of some kind people just kind of milling about on the sidewalk which is

Fairly common today too but what you don’t see today is people milling about talking and hanging out in the street there’s no real strong line about where the people space is and where the car space is and in the center you’ve got trolleys going up and down there’s

Actually street lights and street signs in the middle of the street it’s basically a public shared space we’re going to jump to that same intersection in 1951. we start to see is a little bit more definition of whose space is who’s you’ve got people crossing in the prior picture which we’re going

To go back to real quickly people are just kind of crossing the street wherever they feel like you know wherever there’s a break wherever it’s convenient if you need to go to the store or you want to go get lunch at the uh the restaurant you basically cross the street

Wherever you need to in this picture in 1951 what’s happening is we’re getting more defined space the buses the park cars on the sides um are all defining the space more where people belong where vehicles belong and we really don’t see any more bicycles as we saw in the in the 1920

Picture the signs and the scale of buildings are getting larger because we’re now at more of an automobile scale and finally we’re going to jump to 2007 and what we see here is a very very defined space about where cars belong and where people belong um it’s no coincidence that while there

Are wide sidewalks in this area and it’s actually a very vibrant part of downtown there’s all kind of theaters and things we don’t see a lot of people out walking on the street it’s just not a pedestrian realm anymore there are bike lanes up the middle of hennepin here

And it is a fairly uh well used corridor but more often than not you’re going to see this corridor dominated by cars and vehicles now rather than all different modes so the way we got here was for decades our approach to managing storm water and traffic was very much the same we wanted

To move as much volume either as efficiently as possible from one place to another so we’d build one of these or we build one of these and these aren’t any particular communities we all have them and then we channel water and traffic to and from the site by adding capacity to these

Order our roadways like this uh this is a if anybody’s seen uh mobility presentations is a fairly common picture on the right um everybody can try to pick out the pedestrian he’s hanging out in between the uh travel lane in the left turn lane there waiting to get across

So in these situations the emphasis is on moving traffic whether it’s water or vehicles however it also facilitates speeding because we’ve got wider facilities that are able to handle more so when they aren’t congested it’s more comfortable to move at higher speeds it creates an unsafe environment really

For everyone um including the the motorists or in the case of the waterway really any animals or people trying to use it and it reduces the the comfort and the value of the surrounding area uh property values in the case of the uh the roadway are down

Go down because it’s just not a place that people want to spend a lot of time in the case of the riparian corridor the value of that corridor goes down as we talked about the biological diversity goes down and it’s less able to support life so we generally did this without much

Thought to the impact it would have on the surrounding community or habitat so this this is a question for the pessimist or the optimist is the glass half full or the glass half empty well to the engineer it’s neither it’s twice as big as it needs to be

The reason i put this example in here is to give you some perspective on the way many roads are designed i mentioned earlier the uh the graph illustrating the flow of traffic and how it peaks during the rush hour well this is some actual uh traffic numbers the uh

Line the top edge of the green space at the top shows 2600 those are the number of vehicles per hour that this roadway can carry the lower line is the actual vehicles being carried by this roadway as the day goes on from real counts you can see this this

Roadway happens to be one way towards downtown so you see the spike in the morning rush hour just before 8 o’clock the reason this visual is here though is to show you an example of the amount of surplus capacity that really goes into roadway corridor when policy dictates that the road is

Designed for a level of service c or b or higher you have a percentages much less than 50 percent of the roadway being utilized even during the peak hour and less than that during the non-rush hour time frames some may be familiar with these next two slides from don appleyard’s livable streets

But it illustrates the relationship or the inverse relationship between the flow of traffic the first slide is light traffic at reasonable reasonably low speeds and the spaghetti of lines crossing the street are all interactions between neighbors or people visiting friends or buying or selling basically meeting on the street

This slide illustrates what happens when you introduce heavy traffic or higher speeds and higher volumes the likelihood of people crossing that street goes way down and people tend to get in their car to do those activities that we described on the last slide but the bad the news isn’t all bad

We’ve recognized the damage this causes we figured out solutions that work we’ve developed expertise to repair the damage and establish laws and policies to of the government to require implementation at least for waterways over the last uh 40 years or so the regulations have increased through the clean water act and implementation has

Evolved from that move the water as quickly as possible to avoid standing water to today where water quality is an important consideration in every every project being designed we’ve kind of developed the term you may have heard of natural stream design which allows the stream to operate

To in the balance with the ecosystem and the series of slides show a channelized stream and then the stream at the bottom after restoration where some of the sinuosity has been reintroduced and the adjoining foliage has regrown we consider water quality you may have heard the term bmps or best management practices

And these are devices now required as part of design for storm water to allow sediment and contaminants to be filtered out prior to them being deposited in natural streams you manage the volumes and velocities the bullet point mentions on-site detention retention or infiltration those are various techniques to basically hold the water

As long as you can to more even out the flow of water in the natural stream so you don’t get that high velocity and then the resulting erosion and then the laws and policies that are in place i mentioned the water clean water act which is the second one listed

The national environmental protection act all laws at various levels to make this a part of a required part of the design process what if we apply those same principles to our streets i believe we have another poll that we’d like to ask at this time as to how many of the participants have

Designed metrics for non-motorized travel i mentioned the level of service that is a that is one of the prime measurements of vehicular flow of traffic at this point in time the evolution of measuring and quantifying how many pedestrians cyclists people using anything other than a standard car

How many are using the facility and how many are desired to use the facility so i think the poll is open now and what i’m finding is that not many communities have any guidelines for their technical staff uh keeping in mind that i’m speaking from the engineers perspective um technical staff to

Set the measurable criteria there are numerous communities that have a policy that says we will design our roads to level of service c or d but not many communities even with complete streets policies have a numeric value to say we will have a bicycle mode shift of x percent

Okay i’m going to go ahead and close that poll and we’ll be able to see the results and it looks like exactly what you said brian so 63 percent said their organization does not have performance measures for non-vehicular modes well 18 said yes and 19 said not sure okay

Uh that’s actually better than i was expecting there’s uh i’m not aware of any communities around central ohio that currently have that uh measurable level so if we apply these same principles to our streets and called it natural street design restore the streets to natural functions as public spaces prioritize people over vehicles

And create conditions where modes can travel and share the same space and one of the reasons that um aaron and i got into this conversation or development of this as well is the fact that we do uh kind of blend that engineering and planning perspective and recognize the interaction between transportation

And land use you may wonder why we have the photos on the right but notice the sesame street has people all out on the street and it’s mr rogers neighborhood not mr rogers subdivision so further explore this concept of natural street design i mentioned best management practices for water quality before

So you have rain gardens which encourage the water to infiltrate into the ground right on site detention or retention ponds which have been used for a number of years now a similar purpose they’re basically holding water to release the water more slowly into the surrounding storm system or streams

They’re they’re holding it in a large surface water what if we applied travel demand management by mixing land uses we would preclude some of those trips from ever occurring so if we’re trying to mitigate that peak hour if we know that the design of roadways is largely driven by the rush hour traffic

If we can mitigate that during the peak hour then we can make our roads a smaller size and help keep the two sides of the street tied together a little bit better by mixing land uses people have a place to go so they may be living above where

They work and never make the trip or they may have a destination after work such as a club to hang around the while in the business area and leave at an off-peak hour i mentioned living where you work and then also shifting the mode so that you’re not part of that

Peak vehicular volume during the rush hour another options would be flow control it’s called a j-hook vein basically these are stone devices placed within a stream to help control speed they also help to create different types of environments behind the j-hook vein there’s a slower flow the water has a chance to pool

Similarly with pools and riffles you have a slower flow in one area and then you have the aeration that occurs as water flows over the rocks a little bit greater velocity different types of species prefer different types of environments we may make the analogy of traffic calming slowing traffic down with on-street parking

Helps to create a buffer between the vehicle vehicles and make it more comfortable for the pedestrians it also slows the vehicles creating medians again making the slower vehicles and a more walkable environment and then intersection design the illustration bottoms of a roundabout intersection obviously somebody real had an eye for design made a

Beautiful intersection there but it also provides an area where the speeds of all the vehicles at that intersection the noise levels the air quality is all improved by the intersection design access to habitat giving people the animals the ability to cross streams and access their food

Supply and places that they need to get to ensuring people access the ability to cross the street frequently to get to make those connections that i showed in the earlier slide the ability if they do need to drive for part of their trip the ability to park in a public parking lot

As opposed to having a series of private parking lots that may be oversized and basically separating uses so it’s more difficult for people to walk from one to the other and then the multimodal options again giving people who maybe don’t want to drive or can’t drive the option of traveling restoration of habitat

I showed the slide earlier that showed the stream going in three stages this shows actual construction of the uh or reconstruction of a stream that has better balanced vegetation has the different stream forms that benefit different species and that can be made analogous to place making for people that have different

Types of activities that they like to participate in maybe some people would stick to the quiet areas where they can sit on a side street and have their coffee other people maybe want to be in the plaza in the upper right that where they’re in the middle of a crowd and

That’s the kind of place they like to go to and this last uh comparison is one of the most critical when we’re talking about these older urban neighborhoods that have seen a lot of disinvestment and a lot of flight out of the neighborhood because we can fix the road all we want

But unless we’re encouraging redevelopment of the neighborhood and making it a place basically restoring the habitat of the community uh us just fixing the roadway isn’t going to bring back the community so it’s it’s incredibly important that we make these places that people want to live feel comfortable spending time in

And want to open businesses and again so we’re going to ask the question again whose safety and quality of life is more important the frog or our children hopefully we’ve we’re all in agreement that our children and communities are at least as important as the wildlife living along our waterways

But we really need to move beyond understanding the problem and discussing a theoretical concept such as natural street design as useful as we found it without a path to implementation we’ll continue to look and talk about this problem for years to come so now we’re going to move a little bit

From concept into implementation and we’ve got a picture of the lorax up here because the lorax was the champion of the environmental movement he was the one that speaks for the trees and in building healthy walkable communities we also have champions folks may recognize dan burton who’s

Been doing this for years and mark fenton on the um in the left picture there both of them have been champions of creating walkable active communities for years my guess is there’s something to do with great mustaches that makes you a champion of causes because all three

Have them um there must be something secret to that the issue is these champions alone can’t restore the success of our urban neighborhoods it requires professionals such as planners and engineers like ourselves elected officials and community members all buying in and working together to affect these significant changes that are needed

My favorite quote from the book the lorax is unless someone like you cares a whole awful lot nothing is going to get better it’s not and that’s really a call to action to move from this dialogue that we’re having these these conceptual dialogues and identifying the problem to actual implementation

So we’re going to talk briefly about how this type of implementation might look and how it could take effect like i said earlier we’re not going to unveil any brand new solutions we don’t have the magic bullet to uh restore every struggling community in the country

But what we do have is is an approach that’s a little bit more collaborative and a little bit more comprehensive than we’ve perhaps taken in the past and it’s all following this concept of natural street design returning the street which developed naturally on its own organically just like our waterways do

Returning it to that natural function in the community so it’s going to require new collaborative efforts and relationships we’re starting to see this at the at the federal level already we’ve got the partnership between uh hud uh the uh dot and uscpa which has been a great partnership i think now two years

And running what we need to do is move that into our states and into our local communities we need to see more planning departments and engineering departments and utilities stormwater departments working together and collaborating on these issues at the local level like i said it’s going to take a

Targeted but holistic approach what that means is that it needs to be holistic but we really need to target these specific corridors and these specific neighborhoods with better transportation design housing redevelopment and commercial corridor planning we tend to be very good at doing each one of those things

In and of themselves but rarely do we ever really tackle a neighborhood with all three at the same time and in order to do that we need to focus our resources both to build momentum within the community and act as a catalyst for a new investment because frankly we in the

Public sector can service catalysts but we really don’t have the money or the ability to bring about whole scale or wholesale community redevelopment it takes private investment and private development we want to get that rolling and make the opportunities available for people to put money back into the community

And in order to do this uh we’re going to utilize the 3p approach and this is something that mark fenton who he showed on the previous slide discusses a lot the p approach other than the obvious planning calls for utilizing policies programs and projects and we see that in our waterway

Uh the way we handle our waterways now as brian discussed we’ve got all these policies in place all these regulations in place we’ve got great design tools to use but we don’t really tie all those together in planning for our communities as often as we should

So i’m going to look at each one of the specific uh bullet points i talked about the transportation design housing redevelopment and commercial corridor planning and give a few examples from what we’re doing in the city of newark that hopefully will help like i said i don’t know that they’re going to be

Brand new suggestions but perhaps bringing them together in a new way will be helpful for folks jennifer i see the menu popped up are we having technical problems or so just minimize it you can just minimize the menu so the first one we’re going to talk about is designing a better transportation facility

And first and foremost uh i think it’s becoming the norm but it’s critical to implement complete streets legislation i think we’re going to do a poll now to check and see how many folks out there have some sort of complete streets legislation in place and we also want to know whether

If you do have it in place is it a policy is it a resolution or ordinance um is it design standards or something else that we didn’t name and if you do have one of those other policies we’d welcome learning more about it so if you can just type into

The question box a little bit of information about what that other category is we’d appreciate it and then that way we can share that with others we’ll give everybody a few seconds to go ahead and get in their vote and i see two people have gone ahead and typed

Into the other category i’ll read those off once we close the poll in just about two seconds okay so 25 percent of you have a policy in place 14 percent have a resolution or ordinance thirty percent have design guidelines seven percent identified other and forty four percent so they

Don’t have anything in place and of those that said other one said felicia said it’s in their comprehensive plan josh said it’s in their state legislation from the state department of transportation and kate says she works for a transit agency that is starting to see some sub-area plans that include design

Standards and some are moving towards complete streets and lisa said that she thought that new york state passed an ordinance this spring and another julie said she’s working for a school system that’s probably working on some of these issues as well so aaron i’ll turn it back over to you

That’s great that’s uh i think if we had done this a year ago we wouldn’t be well over 50 of uh people tuning in that would say they’ve got some legislation in place and obviously it’s getting more and more wide-ranging going to different levels of government and also to uh different entities like

School systems that’s great what i’m going to talk about real briefly is two of the more common options passing a complete streets policy versus a resolution and what those might look like the mid-ohio regional planning commission here which is the mpo for the central ohio the city of

Columbus and the surrounding area has a very comprehensive complete streets policy it’s actually one of the leading policies in the country right now and it provides not only regulations that need to be followed by anyone utilizing their funding but also design guidelines um that give you cross-sections and various scenarios and

How to design for complete streets in those different scenarios i’m actually going to let brian just give a little bit of input on that as he was one of the reviewing members of the uh of that committee yeah that process through morpsy took uh quite a while and there’s a number of

Input sessions both from urban portions of the community as well as some of the rural portions warpsy covers i know we had some county engineers from some of the areas outside of the city of columbus and they were very concerned there’s a total of 12 counties in in morpsy’s jurisdiction

The county engineers are very concerned that something was going to be jammed down their throat that was going to be very city looking and were i think felt better about the process once they had a chance to be involved and see that a complete street doesn’t necessarily mean any one thing

That can be adapted to could be as simple as just providing an asphalt shoulder for example instead of a gravel shoulder as much more conducive to bicycle riding and as part of that they also developed a tool kit to provide the local communities resources to help them develop their own

City complete streets policies great and then with the at the city of newark we recently earlier this year i think it was february that it finally got passed we passed a complete streets resolution and it’s a little bit different we thought it was a little bit better option for the city and

Essentially what it does is directs it doesn’t have specific policy uh guidelines or design guidelines and it what it does is direct city staff to incorporate complete streets in a few different ways and we deal with public projects or investments in one way we deal with private development in another so what

It does is it directs the city staff on any transportation project the city is doing whether it’s um whether it’s a maintenance new construction reconstruction any type of transportation project the city’s required to sit down and it’s the uh delegates who who is responsible for making this determination but the city

Needs to sit down and determine how we can implement complete streets police or principles in that design we need to determine what modes need to be accommodated and if we decide that a certain mode cannot be accommodated it sets out the stipulations for what you need to essentially prove

And why that mode could not be accommodated whether it’s not cost effective whether there would be significant environmental issues it basically lays out the criteria that would be necessary to uh to show if we’re not going to accommodate a certain mode on a transportation project it also directs the city staff primarily

Planning department to revise all of the zoning regulations the subdivision regulations and the engineering design standards to accommodate complete streets principles and in that way we take into account all future private development that will be occurring in the city so by making our zoning code meet complete streets principles or ensuring that our

Private development will meet that and the third way we deal with that is we look for other projects to essentially team up with so any kind of storm water utility water line project sanitary sewer project or any other options like that we look for opportunities to implement complete streets principles

When those projects are going on so a lot of times you’ll have to dig up a roadway to replace a water line and when that is done that basically triggers the complete streets uh uh principles and then we need to sit down the review committee needs to sit down

And look at how can we make this roadway work better for all modes so there are several different options as we see in the in the poll there’s several different ways to roll out complete streets legislation but the key is to get something on the books and to start thinking a lot more

Holistically about how we design our uh our roadways and brian was just mentioning that all morpsy funded projects are subject to the morphc complete streets policy so that covers a a wide range of municipalities townships uh counties and all their projects um moving on with our approach to the city of newark is

Moving toward doing this targeted approach to our corridors and some of our neighborhoods that need some help so the complete streets legislation is a city-wide effort but then what we’re starting to do is prioritize cip projects in these specific areas so we may have stuff that we’re looking to do

Um you know one two three four five years out as we look at these specific parts of town we’re going to start prioritizing reprioritizing those projects higher because we want to target our efforts and our funding and our resources in these specific areas again an option is to try to match mobility

Improvements with other projects like utility projects and then just want to list a couple potential funding sources that may not be your transfer or your traditional transportation projects so you’ve got your safe routes to school funding which is great because it’s 100 percent reimbursable funding so it doesn’t

Require a match and it can be used for promoting any kind of um obviously any kind of pedestrian or bicycle improvements uh safety improvements at intersections the great thing i like to point out to school districts and communities when we’re working on this is that just because we’re doing a project for

Safe routes to school and it’s primarily intended to help kids get to and from school uh the other 22 hours a day that kids aren’t going to and from school it’s a benefit to all pedestrians and cyclists in the area so it’s a way to really get some significant improvements built in in

These neighborhoods many of which tend to still have neighborhood schools so when you’re looking at safe wrestle school you’re looking at a two mile radius around the school that’ll often encompass the entire neighborhood transportation enhancement funds are great uh as long as both them and safe wrestle school funding are is available

They’re great to do sidewalk and other pedestrian and bicycle improvements look at storm water utility fees as ways to put in bump outs rain gardens other things that can be it can help to improve the mobility and accessibility of the corridor while also working toward improving stormwater quality so a little

Bit of creativity there are several other funding sources i’m sure folks are using as well the next one we’re going to talk about is housing rehabilitation so the most common use of uh or the most common funding source is going to be cdbg funding community development block grants

It’s not only the most common but the most flexible you can use it for a wide range of things in the city of newark what we’re primarily doing in terms of housing is uh funding some of our other housing programs using it for match we’ve got our community

I’m sorry we have our uh uh emergency minor home repair program uh we provide down payment assistance to homeowners um fair housing and tenant uh rights counseling along with sever several other uh programs that are funded through cdbg to help encourage homeownership and to help rehabilitate homes uh that people are in

Uh so hopefully they can stay there uh and stay in the neighborhood similar we’ve got nsp and home programs the house you’re seeing on the right is a house that at the time this picture was taken we were just starting work on but that sign in front uh essentially

Says that this is a city of newark nsp house and it’s basically just a way to show the community the city of new york is out here working in this community we’re putting nsp dollars toward rehabilitating this house and then it’ll eventually go back on the market to uh

To sell to someone um create a new homeowner in the neighborhood putting up those signs is a great way to make community awareness of what’s going on and as i said a couple slides ago we want to start to focus our efforts and one of the primary reasons we want to do that

Is to build momentum this is a way to build momentum and excitement in the neighborhood people see that investment from the city is going into this neighborhood they’re more likely to consider investing at home investing in a business in that community another great program that we work a lot

On a lot of houses with is the healthy homes and lead abatement program uh this allows us to go in and do significant improvements to houses um obviously the housing stock in these older neighborhoods tends to be older so anything before 1978 is eligible for this program

And uh while it’s primarily targeted at lead abatement uh we can do several uh several different things to homes um provide new windows provide new doors repaint provide citing any number of things that will help to increase the property value of the home as well as make it safer to live in

One of the key things we’ve been working on since late last year is code enforcement but getting proactive about code enforcement in these neighborhoods that we’re targeting make sure you get out there make people aware that um code enforcement’s an important tool for the community for the city to use to

Help improve the neighborhood for everyone that lives there once people are aware of it then once you’re out there they really start to appreciate it and you start to uh start to see some improvements people start to you know let their neighbors know that it’s something that is happening and you

Know we need to get our our make sure our properties are up to code and uh you know grasses cut even minor things like that healing paints fixed um even minor things like that start to kind of change that trend of the broken window syndrome and make it look like a community that’s

Cared for and people feel more comfortable there and another uh key of code enforcement is the sidewalk maintenance maintaining accessibility particularly for disabled persons in the community and a fairly new one is uh funding sources and neighborhood choice grants that i don’t think the actual i don’t i think the first implementation

Around is coming up soon but a way to help provide public housing for folks in lower income neighborhoods as well and the last uh area that we’re going to talk about in terms of implementation is commercial corridor redevelopments so basically what we’ve done is to this point we have focused on making the

Channel itself the roadway safer and more accessible we’ve worked to restore the habitat around the channel so we’ve done housing redevelopment to help get homeowners in help people that are renting in the neighborhood have better places to live safer healthier and more attractive places and the last

Key to the to this uh entire neighborhood focus is the commercial corridor redevelopment restoring what used to be a key economic corridor um for the community back to what it was so the first thing we’re working on is form-based zoning and this is just kind of a an illustration of the generals of

Form-based code which i’m sure many people are familiar with um but doing form-based zoning to elevate the level of design and the level of development that occurs and ensure that the development that occurs particularly on the arterial corridor is of a scale and a relation to the public space it’s

Appropriate for this surrounding neighborhood so we want the arterial corridor to relate well to uh other buildings along that corridor and to the neighborhood around it a couple programs that we’ve recently put in place in the city of new york is a small business loan program and a facility improvement

Program both funded out of our cdbg program and basically these are geared toward helping small business owners or potential small business owners do generally minor but still important improvements to their business so someone’s looking to just get started and there’s maybe having a little bit of trouble getting a loan this may be

What puts them over the edge in tips of scale so that they can start that business they were looking to if they were maybe looking to expand a little bit by a new piece of machinery bring on a couple new staff members this gives them just enough leverage to be

Able to do that and similarly with the site improvement program uh you know this helps folks fix up maybe it’s just to buy an awning maybe it’s just to repaint a sign it could be something more significant but this helps folks to fix up their businesses along that corridor

And make it a more attractive more comfortable place for people to spend time brownfield assessment is our brownfields tend to be a significant issue in older urban neighborhoods a lot of which as is the case in newark developed around industrial sites and factories what we’re looking at doing is moving from

Specific brown field sites and assessments to doing an area-wide assessment remediation so take a look at your entire community or the entire neighborhood identify all the sites and set up a plan for how you’re going to get each one assessed and remediated on a larger scale you may want to look

At tiffs and cras um we’re working with this on potential larger developments obviously and we’re looking at these places where we’re fairly confident that uh that development’s going to come along um so it’s generally not going to work for your smaller businesses but if you’re fairly confident that you might have a large

Developer come in this may be a good tool to use as well and there tend to be smaller grants out as well for community gardens and farmers markets things to get the community engaged and again encourage that local business and then finally historic preservation energy efficiency tax credits um both

Available at the federal level and least here in ohio um the uh the historic preservation tax credits are can be matched with uh state tax credits as well so there’s a lot of different resources out there and available um it takes a little creativity to kind of piece them

Together but the key is getting different disciplines in the room talking together and putting together a focused plan for how to utilize all these different city resources all these different state resources and federal resources to help this community kind of restore to what it was at one time and that’s our

That’s our slides thank you for tuning in i think we’re gonna open it up to any questions people might have now we might finish up a little bit early okay great so daniel has a the first question for us is this community erosion and decline in public meeting space that you

Describe mostly due to the increase in automobile use or is it more attributable to other social changes going on and before you answer that question i’ll just let everybody know they’re welcome to type questions into the question box on your go to webinar menu so brian erin a response to that

Question about the community erosion and decline in public meeting space if you’re asking whether we have statistics to verify which is a higher reason no the answer is no but it’s a combination of both i’m sure the corridor that we were working on at the time involved both it was

An area of the city that experienced both people leaving the downtown area at the time that the suburbs became easy to get to it’s kind of a catch-22 yeah i think it’s hard to point to a specific um you know point to increase traffic as the the single cause

Of the downfall of this one community or any given community um i don’t think we’d ever say that that’s the only factor that causes it um but what we do see you know we as we talked about this and as we as we work through the community some of these

Issues um on the plan we’re working on um what we would see is corridors that are vibrant and in the center of communities that are vibrant and healthy have a lot of activity generally have slow moving traffic and cars are not the most important um beings in that corridor uh in the case

We were talking uh that we were working with this corridor is basically used by people that live north of the community we were working in as a quick and convenient alternative to the highway and um obviously in their interest they wanted to keep functioning that way so what we started to ask is

You know what’s what’s more important is it more important to help people get home obviously this is going to continue to be a transportation corridor but are we are we willing to do that at the detriment of the people that currently live in this community and have to cross

The street in this case there’s a park and a school on one side of the street and a lot of residential on the other so are we willing to do that um are we willing to sacrifice the safety of kids going to and from the park and the school to help

People get home fast a little bit faster from work great so the next question is was from kirby and allen and they were asking about the bike lane example that you showed and they were questioning whether putting in place the bike lane adjacent to the lanes of traffic between the

Parking and the traffic makes sense or whether or not there are better ways to do this and and if this way makes sense then what are the advantages are you referring to the complete streets example uh aaron children i i believe so you may want to go back to that slide

Sure we can do that um don’t remember which slide it was we’ll work toward that um generally when we’re putting in bike facilities on a road and remember we’re talking about generally arterial streets um that and we’re showing this one as two lanes and this is just kind of an example but

Lanes with fairly high traffic volumes and and moderate speeds most people aren’t going to be comfortable driving riding their bikes in the travel lanes so installing bike facilities whether it’s bike lanes or a shero or if you happen to have room um side paths any of those facilities are going to

Increase mobility and access for people that may not drive in the case of bike lanes specifically it’s putting them between on street parking and the travel lane is the safest place to put them um there are there are some other options there’s cycle tracks that would go between the the on-street parking and

The curb some places are trying them i think the in general among the cycling community the jury’s still out but in general putting cyclists near the road where they’re going to be most visible to motorists and not hidden by cars or other obstructions is the safest place for them to be okay so

Katie asked how do you convince fire departments to support complete streets concepts talk to them early and often um so far in our conversations with street projects we’ve done a couple of corridors that have added bike lanes and 10 foot lanes were used and the particular fire department did not have

A problem with that that’s i’m sure going to vary by community and what the expectations of a particular area are if you’re in a denser urban area where 10-foot lanes are not that abnormal then that’s a little bit easier to do but i would say getting involved early and early and often yeah

So i’ll just add to that and say that in one of the communities i was working with we actually worked quite closely with the purchasing department because the fire department would insist on certain wits and other things but we actually got the purchasing specs for the largest truck that they have and

We’re able to do demonstrations that showed if you had two suburbans parked on the same you know on opposite sides of the street and you had the largest fire truck and you had the pads out and you know if you did everything exactly in the biggest way you could that you

Could still fit the fire truck down the street and so we were able to provide evidence to the fire department that helped convince them that you know we do in fact understand what their needs are and we’re you know we think fire safety is important but we can still achieve

This complete streets objective at the same time okay and just add uh the urban neighborhoods we’re talking about tend to be on more gridded patterns so there is going to be more frequent access um and what we did in in this neighborhood we were talking about we actually were

Looking at running transit down some of these residential streets so we had already done turning templates um for buses all of which had worse turning radii than fire trucks so um when we had the transit authority kind of you know sign off and and say

Yeah you know any of our buses could fit down these streets you’re proposing um it kind of you know that we want to go against or argue with the fire department but it kind of cut out that argument um one other option might be to barter and say we’ll get rid of

Cul-de-sacs and other places if you guys support this the next question any thoughts as to the extent that nimby’s cause corridor decline or are the result of corridor decline that’s question from bruce yeah we actually uh we kind of coined a different term also with uh this because the nimbies were

They weren’t really it wasn’t really their backyard it was their neighbor’s yard it was people that lived south of them so we kind of started calling them chimneys it was can’t happen in my neighbor’s yard because they really folks that were fighting this weren’t in the neighborhood it

Wasn’t nimbyism it was folks that wanted to continue to be able to drive home at 40 45 even 50 miles an hour down a street where there’s residences so they’d get home a few minutes earlier so it was certainly a an issue we faced and we ended up

Doing a significant amount more public involvement we had we had done a survey and we actually had to reopen the survey and send it out to folks that weren’t within our planning area we held another public meeting for folks specifically from those areas and we met with um their kind of neighborhood

Commissions to to kind of discuss some of the issues uh you’re not going to convince everyone um but one of the things we pointed out is in columbus particularly we have very good and not very congested interstates that are designed specifically to get folks into and out of downtown um

And then it becomes really just a policy decision by the city in this case about whether or not uh you know what the importance of that roadway is going to be and what what its function is going to be and also to encourage data collection we had numerous people talking about the

Speeds and we actually had the speeds in our hands and could talk about what the real speeds were and even on the staff side um the engineering staff were convinced that the corridor was perfectly designed for the speed limit which is 35 miles an hour and we had data that verified that a

Significant percentage of people were traveling above 40 and some above 45. okay and what is the acronym chimney again and what’s it stand for that uh i don’t know if it’s caught on yet but that was uh can’t happen in my neighbor’s yard okay can’t happen in my neighbor’s yard okay so happy

All right how do you affect uh joel has a question how do you effective do effective transportation planning in conjunction with the form-based code form-based code focuses primarily on building relationships to other buildings and the streets rather than associated uses of the building however the primary tie between private property development and transportation

Facilities is land use it would seem as though form-based code is not conducive to achieving the most appropriate relationship between transportation facilities and the adjacent developments so how would you deal with that challenge well one of the most critical we’ll shrink the uh menu there one of

The most critical parts of a form based code and something you can’t create one without is public space standards in addition to the building form standards and regulating plan and that should include cross-sections of what the streets intended to look like and how the buildings and public space relate to one another and

It doesn’t mean that you’re going to be able to require a building owner a property owner to you know build bike lanes or build bump outs uh into the street but what it does show is what the intended pedestrian space is going to be and how that space is going to relate to

The private space i think particularly in areas where you want to have a lot of commercial development that that sidewalk space tends to kind of blur the line between public and private and that’s where the most critical interactions occur you know when somebody’s walking down the street um

If you want them to go into and into and out of shops and restaurants and spend time on the street they need to feel like the shops along there are an extension of the public space places they want to interact with people and spend time so

I would say the the public space is if not as critical very close to as critical as the building form standards and as far as the relationship um i guess my thought on that would be that for many many years we’ve been using trip generation rates for particular

Land use without consideration as to distance uh its proximity to other land uses so we take a household and we assume so many trips per day and that goes in to the model that generates the number of vehicles on the road but it is not cognizant of whether that

Residence is adjacent to the place where that person works and that kind of gets back to where we’re talking about mixing the uses to actually manage the demand on the transportation system if you don’t have a policy in place that says we are going to reduce the trip generation from a particular site

By doing x y and z by mixing land uses by providing the bike and pet facilities or the transit facilities then you are correct in that you are left with the correlation between the land use and the number of chips trips generated from the site so

I guess to get back to the form base it’s it’s not that there’s a direct correlation with the form base but it’s the fact that you need this holistic view of creating a place that people want to be and don’t need to drive from one place to another necessarily

Okay so the next question is from andrew what specific improvements have been implemented that have helped shift local trips off statewide and regional facilities that move people freight goods over long distance such as interstates to other more localized roadways can you go can you read that one again

That was a that was a complicated one yeah so the question was about um the shift of traffic from highway corridors of you know kind of the heavy the freight moving goods onto more local streets and uh what trends you’re seeing in that shift of of transportation mode or i guess freight traffic

Well i don’t know that we saw a lot of that was one good thing actually was that we didn’t see a lot of freight traffic in this particular study there was actually a perception in the neighborhood and surrounding neighborhoods that there was a lot of freight traffic utilizing this corridor

And that was one of the arguments from some folks about why we couldn’t look at things like reducing the number of lanes or the width of lanes or installing multimodal facilities but again when we looked at the data we saw that really this wasn’t a corridor that was used by uh by freight

There’s parallel there’s actually two parallel uh highway facilities that would utilize any freight or that would any freight would utilize obviously that’s not going to be the case for everywhere it’s going to be a case-by-case basis i don’t know if there’s any overarching trends about freight using the surface streets versus uh

Versus the interstate streets or the interstates or other highways in general obviously we want to encourage them to restrict their local trips to when they need to make a delivery in that area and i would also go back to the policy level thought process aaron mentioned that we got some

I don’t see i suppose backlash is the right term but people challenging the reduction of capacity on this surface street corridor and the question is when you’ve got two parallel highway facilities is the surface street at a policy level supposed to serve as a backup when the freeway has an accident and gets

Congested or is it supposed to serve the community that makes up the city the series of communities that create a city and once you force people to acknowledge the fact that well you’re right i’m not trying to create a backup for the freeway system that this neighborhood is more important then

The uh the comparison i like to make is if you’re familiar with the movie the matrix when uh throughout most of the movie they’re running from the uh the agents when neo finally realizes that he doesn’t need to run and the bullets stop that’s kind of when you get the

Acknowledgement at the high policy level that we don’t need to continue to chase the traffic we’re about creating neighborhoods anyone still there sorry i forgot to unmute myself um so robert and a couple of other people have asked about how important policies and ordinances that encourage mixed-use development are to the complete streets

Concept um i would say they they are they go hand in hand um just like farm based code needs uh needs to have the private and public space addressed um things that encourage mixed use and redevelopment of neighborhoods is critical going hand in hand with complete streets

As i said earlier you know we can make the greatest street the most successful street ever but if we’re not encouraging people to move into to start businesses and to patronize businesses in these communities then um you know it really doesn’t matter what kind of facility is there people aren’t going to

Come and use it and that’s one of the the key issues one of the key difficulties with working in um neighborhoods that have seen disinvestment for frankly going on 60 years now um in a neighborhood that has a strong commercial core and has strong um residential development

Some of those things are going to take care of themselves the the informal and formal community mechanisms are there to help encourage some of that stuff to happen it’s in neighborhoods that have seen a lot of disinvestment and has started to have experienced this erosion that really there need to be

Some incentives and policies and projects and programs in place to encourage that investment along with the complete streets concept okay and james has asked have you seen policies defined on level of service for non-motorized modes developing from the new highway capacity manual 2010 procedures no the answer is no i haven’t seen anybody

Define how they’re going to use that level of service for non-motorized travel yet okay that’s one of the reasons i want to make it a point of it to get that activity going okay um leif is asking a question about have you had any experience with the inclusion of low impact development

Stormwater techniques for any of the complete street projects that you’ve seen uh yeah city of columbus is doing some great ones uh actually brian and i were just down in uh city of lexington kentucky i want to say it was last fall or maybe it was the spring they had some great projects

More and more cities complete streets i think is starting to mean not just accommodate all modes but do a complete job of of making the street more accessible more green more sustainable so it’s looking at exactly those kind of things better storm water management on-site storm water management using recycled materials uh

A much broader range of of how you how we design and um and build our streets it’s exciting to me because it’s another funding source we in my our office here have people specializing in uh more the water quality side of things and to find out that they’re putting in

What i would call a bump out which is they’re using it as a rain garden and to see that that one device is being used for uh traffic calming as well as water quality is is uh neat and i’ll just i’ll just point out one other thing

We actually have a grant application in right now that um we were able to work with our storm water department to raise part of the match for our grant application because we’re going to be putting in rain gardens to help in our it’s in our downtown area where

We have still have some combined sewers so it’s helping to pull some of the flow out of the combined sewer overflow which meets our which meets our federal mandate or helps them out and so they were willing to put up a fairly significant chunk of money to help us toward our

Local match in applying for this grant okay great so alan wants to know how did the dynamics of this process change when the affected streets are owned and maintained by the state department of transportation well as a matter of fact this corridor is owned by the

It’s it’s not it’s owned by the city of columbus but it is a u.s route and um the biggest uh feedback we got was to maintain a one minimum 12 foot lane uh was the criteria that but the state was involved as a stakeholder early in the process because

We were concerned about what the potential implications would be now one option would be for the local municipality to basically take over all maintenance responsibilities there the city maintains it but they receive federal funding for that maintenance so they weren’t real excited about giving up that federal funding for the

Maintenance so they found it a better choice to at least maintain one 12-foot lane other than that the state has been reasonably agreeable to the city’s desires great so the next question is from stephanie have you considered programs policies or projects they that invest in the wildlife or human capital of a

Neighborhood as part of the holistic approach to healthy community design so she’s thinking about employment programs after school and programs for children churches scout troops community halls etc yeah definitely i just listed a couple of our cdbgz programs and just for clarification the city of newark’s an entitlement community which most

Larger urban areas are many smaller urban areas may not be and maybe going through the state for specific projects uh we’re an entitlement community so that gives us a lot of flexibility obviously in determining how that funding is used um and i was drawing a blank because we actually do have so many

Different um programs and projects that our cdbg funding goes for just off the top of my head i would say probably a third of our funding goes toward the exact kind of programs you just listed there’s something a little bit that goes toward youth services it’s basically we give

Money to an organization that and it’s a competitive process but an organization that will provide some kind of activities or after school program or something else for your youth we provide funding for great okay so the last question that we have i think we have exactly the right

Number of questions for our time today norbert wants to know what amount of municipal financial assistance is available through the facade improvement program for a single project and then we got one more question that snuck in at the end so we’ll get to that one as well homeless shelter

I’m sorry you cut out for a minute okay well it seems like we lost our audio connection with brian and aaron but that’s okay we’re right at the end of the session right now thank you all for joining us very much we really appreciate your participation as you’re

Leaving the session you’ll get an evaluation form we’ll ask that you complete that and that will give valuable feedback to our speakers today as a reminder we have a bunch of upcoming webcasts that you can register for and we have a new twitter feed so you can follow us at planning webcast

And we’d be happy to have you join us you can contact brian or erin at the email addresses that are shown on the screen there and thank you very much for joining us today during today’s session brian and aaron if you can still hear me

I will follow up with you by email and give you a copy of the evaluation report from today’s event thank you very much for the presentation you got some excellent questions and i will look forward to corresponding with you after the session thanks so much you

ID: MkFVWbIwDcU
Time: 1344109473
Date: 2012-08-05 00:14:33
Duration: 01:19:51

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