Title:مدیریت دسترسی و خیابان‌های کامل: جایی که شبکه‌های حمل و نقل با Land Dev ملاقات می‌کنند

این پخش اینترنتی در حال حاضر فقط برای مشاهده در دسترس است و دیگر برای اعتبارات AICP CM قابل استفاده نیست. تاریخ پخش اینترنتی: ۱۵ آگوست ۲۰۱۴ حمایت شده توسط: آیووا شرح فصل: این جلسه اصول اولیه مدیریت دسترسی به راهروها و جاده های کوچک و نحوه تطابق این اصول با تلاش های کامل فعلی خیابان ها را پوشش می دهد. هدف این جلسه این است که به برنامه ریزان درک بهتری از اشتراکات بین این مفاهیم و همچنین راه هایی برای ادغام اصول مدیریت ترافیک صحیح در کاربری زمین و طراحی سایت بدهد.

قسمتي از متن فيلم: Hello everyone sorry for the pause my microphone all of a sudden stopped working welcome to the webcast my name is Christine der scene I’m the executive director of AP Ohio and vice chair of the new organism division and I will be the moderator for today’s webcast so

Today is Friday August fifteenth and we will be hearing the presentation access management and complete streets where transportation networks meet land development for technical help during today’s webcast type your questions in the chat box found in the webcast tool bar to the right of your screen or you

Can call the 1-800 number shown for content questions related to the presentation type those in the questions box also located in the webinar tool bar to the right of your screen and we will answer those at the end of the presentation during the QA upcoming on your screen is a list of sponsoring

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APA org slash webcast and like us on facebook planning webcast series to receive up-to-date information on our upcoming sessions we are recording today’s webcast and it will be available on our YouTube channel just search planning webcast on YouTube and a PDF of the PowerPoint will be available at Ohio

Planning org slash webcast presentations and just as a side note ohio planning org has just switched over to a new website and the webcast presentations will not be available until the middle of next week I now like to introduce our speakers for today Chris Albrecht has spent the last twenty years in the

Transportation planning killed as both a consultant and researcher he holds a BS the community and regional planning and ms and transportation from Iowa State University after several years in Minnesota working as a consultant he returned to the slightly warmer climate of his alma mater as a researcher at the

Institute for transportation in addition to his research duties he serves as an adjunct lecturer varieties department of civil construction and environmental engineering as an adjunct lecture for the University of Iowa’s School of Urban and Regional Planning he also serves on Transportation Research boards winter maintenance committee and roadway safety cultural subcommittee his work

Experience covers an oddly broad range of issues in clientele including comprehensive transportation planning advanced transportation technologies traffic safety corridor and major investment studies Road weather and maintenance asset management geographic information systems and spatial analysis Freight commercial vehicle operations and policy transit and access management it is in this final area that mr.

Albrecht has the most extensive experience both in research and applications of roadway boy access Elsie’s and practice our second speaker is sued too bleak sue is the design fellow for iowa state university community design lab she partners with communities to create design solutions after studying planning Susan received her master’s and sustainable agriculture

While initiating the farm to college program at Iowa State University Susan is an engaging educator with experience and local foods program development health research and community engagement evaluation most recently sue was a Community Food Systems educator with University of Minnesota Extension her interests are graphic facilitation local

Food systems and public health and I suppose that it’s probably good to note that Sue is actually a previous student of Chris so they have a great dynamic and we’re in for a great presentation today so with that I am going to transfer the reins over to Chris

Albrecht hillo everybody this is chris work again I appreciate the opportunity to give the webcast today I’d like to give some special thanks to the American Planning Association the webcast series folks plus Christine from APA Ohio ben frost from new hampshire and rich Russell from IO APA who got me involved

In this and because of them I’m here for better for worse I’d also like thanks Susan like she said like Christine said former employee of mine one of my best students have ever had and today we’re really going to try to find some common ground as we discovered recently some

Common ground what my main focus work is and hers and I think you all will benefit now first of all as you would have seen or in the announcement of this webinar is at basic principles of driveway and minor roadway access management is going to main focus and

How they fit with Complete Streets sometimes conflicting goals or seen as conflicting areas because one is a little more engineering focused on the transportation side and the other is focused on the land use side of it and really looking more away from motorized vehicles to the bicycle and

Planners by suppose the walkers excuse me so that that can cause some problems and I’m going to address those media in the middle as a transportation planner I kind of see both sides all the time so I’m going to try to find that common ground so but overall I want to give

Planners on the line a better understanding some anomalies of sounds access management and some traffic management principles and how to incorporate that into your work I mean land use and site design especially and how we can all work together as i mentioned i’m chris oliver guy i’ve been

Working in a few for a long time the Iowa State I was a consultant before that up in Minnesota i work at iowa state and university of iowa I’m also the director planning a policy at the norwell group but here in Salt Lake City which learn broadcasting from today

Susan former student of mine and she said it’s been working for Iowa State for a while but a lots of experience in the past did not a sustainable agriculture at work with me and GS and transportation she’s really carved out a nice niche for herself at Iowa State as

Well today’s agenda is derived from a bunch of scribbles on a whiteboard from a few weeks ago when I met with with sue to talk about actually not even about this webinar we wish Lee Tawes suit came back to the University we wanted to touch base professionally and talk about

Where our Oracle’s could be one of my job’s is to work with the engineering college and the instance you hadn’t worked with the planners on the softer side with pre-engineering side and so soon came over and after we talked to realize that she’d have a lot to to lend

To this presentation in which i think is fabulous I like what she does and we really had a great time in this room I think we used every whiteboard in the room and we came up some great ideas to talk about so that’s we base to this

Agenda on first of all I’m going to go and ask Christine to number one on the agenda was the audience background understanding I’d like to get an idea of what the background is of the folks on the line right now so I can talk you know a little more in detail where I

Need to or a little less in detail depending on your experience so go ahead Christine okay I just I just went in and put the pull together so if everyone could go ahead and answer that poll and we’ll close it in just a few moments you can

Say low medium and high or something like that I could like yeah I just I did excellent good fair poor I know nothing about access management those were the selections that haha that I put out great thank you haha okay I think it’s pretty stable now we have about seventy

Six percent of our folks voted so I’m going to go ahead and close out the pole and then just share the results with everyone so I mean honestly it looks like there’s a fair amount of people that that do know a little bit about access management and a few that just

Don’t know anything and I think we have a good cross-section of folks here today looking great is that good can I give you your screen back now you may I think you know I just want to make sure i know i’m talking to you so hopefully no matter what your level background you’re

Going to get something out of today at least a refresher and you as you move forward some ideas and ways in a great things at least some so maybe some ammunition i guess these were when you go out in certain situations talk about the need for access management and for

Complete streets and how they they work together and I think she’s got some really good examples of what she’s done in Des Moines that will be looking of interest to me of you so first of all I want to talk about the second agenda item which is what is access management

In general I usually do this I do it to all kinds of different crowds but I want to talk about it in terms of what it means to what it means to the normal transportation guy like me the federal highway administration simply says is the process that provides access to land

Development as well as preserving the flow of traffic on the road system and this is really a conflict there in a lot of ways where we want traffic to move the roads are there to move traffic but some of the roads are out there tomorrow

I’ll and access so we you know we have to give people access to to their land uses or businesses and their homes especially we also need to move traffic and that where this is also seen as competing goals but we can work together and they don’t always have to be competing where

I’ve highlighted here is the flow of traffic capacity and speed these are the words in the definition of access manage that must might cause most consternation for planners because you’re flowing traffic means fast capacity means lots of cars speed means once get fast one of those cars and that’s not necessarily a

Really great thing for a community having that traffic there so we had the traffic calming and other things the whole idea is to separate these uses the back ll throughout my career I’ve been talking about separating uses you have different years reducing that conflict between high-speed traffic on major

Corridors and the low speed land access a pedestrian and bicycle friendly traffic so that’s we’re going to talk about today I’m a little bit and I apologize I this slide comes in as a open em up back now you do go there sorry this is a slide actually using my

Class that I teach at Iowa State I want to step back with transportation is before we talk about transportation being a necessary a bad thing or something that can be dangerous you need transportation it’s the foundation or society and I tell my students everywhere there’s a better transportation system there’s a better

Economy and a better standard of living so we need transportation among our goods it’s especially the larger Network but it’s the movement of people and goods and the mobility of a society and that can mean a macro level moving goods across the country but that also means

Our folks getting from their front door to school or to the market so to put it in context that so what we need to keep in mind both those sometimes competing needs so well I also use one of my favorite slides is to use the two primary functions of a road layer to

First of all move through traffic and then provide access to property land uses like the definition says so if you look at a translation network and a whole the roadways from our entire network fall into that that hierarchy at one point and i’m not sure what my

Slides give advancing I that’s my fault I’m sure but the through traffic has through traffic increases and access the property increases we get to where the different levels roadways fall so freeways the interstate system most of you drive to high-speed freeways are really almost entirely focused on providing through

Traffic we want to get people from New York City to San Francisco we only have people from Des Moines to Kansas City want to get people from point A to point B as quickly as efficiently as possible we don’t allow access onto those roadways any freeway the entire

Interstate system in the rest of the freeways we don’t want any tax there’s no direct rival access everything’s non at grade interchanges but the other other end our local they can hold the sack we really want to call the sack even though it’s a very short little

Chunk of chunk of pavement we want to provide land access to five six seven homes on a very small area and through traffic is absolutely not especially on clothes sack is not a most concern so there we usually don’t have a props in the middle in the RT r and collector

Systems that we often have a problem there just to give you guys some that some focus of what I’m talking like if those who aren’t familiar with the overall classification so this is des moines iowa as you see the different roadway classifications going from the interstates going through two major

Principle arterioles minor are tools it’s like the trunk of a tree and a good community plan in a well planned community will have a good balance system of public roads from large large roads down to your smaller local roads but also what’s good to point out is

Also in Des Moines you have the bicycle network and this not only shows the level of service in the bicycle network but also if you notice shows that a lot of these bicycle networks are same places as the roads so the idea of Complete Streets is very important when

Looking at an Access Management because as we manage access we’re going to help provide more of better experience and safer experience for the rest of the world the bikers and the pedestrians and so forth so that’s really where Sue and I are coming together okay for those you

Modelers out there modeler geeks I teach modeling at Iowa State and so when I teach my students at this time I get to this topic and when we start talking about a roadway network we start talk about the major roadways and how a network and what we call traffic analysis owns our

Setup so real briefly if you look at it what this a typical in a part of a town here we have four major roads we have a river and then we have the green areas land development we don’t use all those those minor roads usually take those out

So those minor roads they’re mine are collectors in local road let’s say you know we don’t factor into a model we used to represent those 2a through a centroid connectors as you see in the next slide so the oh that’s the same ideas that we really have to model those

Local it’s really worried about moving traffic on those nature roads okay then getting back to that slide about the functional hierarchy of roads one of our typical problems is that arterioles often provide too much access of anybody who lives in Ames Iowa where where I live know that the lunchtime on South

Tough Avenue is not fun to get you to get through that you up snot fun to turn right turn left you just can’t do it we’re providing too much access on many of our major roads where they should be providing through movements then the same time local roads and some of the

Collectors serve excessive through traffic and that’s where we allays demand for traffic calming we’re getting too much of our traffic pushed onto the side roads the local roads that really are for neighborhoods therefore providing access to property that for walking and biking and so forth so this

Middle ground the non cul-de-sac and the non interstate freeways is where we have this conflict so ultimately what we’re trying to do is provide balance of a system and the engineers on when a 180 and I’m saying engineers to that work of Engineers we mainly focus on the roadway

Network and the planners and the community folks on the other end need to find that balance where they have both types of roads in their system they have loads of carry traffic and roads that provide just rec’d access finding that balance has been a key so every time in

My career I’ve gone to different areas and talked about access management it’s been where they don’t have that balance that balance has been a hard thing to find through political reasons through just lack of planning maybe taking shortcuts in different ways but we have to always you know commit to the fact we

Need a complete and balanced roadway network so how complainers talk to engineers this is the drawing sue actually did and it was it was kind of funny we’re talking about talking and come with ideas but I have fallen in kind of a strange area in my career I’m a planner by trade though

I’ve studied transportation and worked with civil engineers some of the best civil engineers and traffic engineers and that anywhere and they’re great folks and they mean well and the planners mean well and great folks but I kind of fall in an area where I fit into

Neither group if you’ve been to a PA the transportation planners are always kind of kids in the corner that we’re not always into the mainstream planning topics well why go to ite and other traffic engineering areas the translation planners always fall into the corner as well so we kind of fall in

Say odd area where we don’t necessarily always have the voice we need to but we it’s a unique area where we can see both sides and that’s where I think I can provide some some help today ok so back to what is access management that it sounds like most of you know generally

What access management and I’m going to break these into a couple different categories these are the types of things that are done that are considered managing access but many of them are retrofit engineering activities and roads that already exist not always sometimes we build roads with really

Well managed access ahead of time not really what I want us to move towards and some of these lower ones we’ll talk about more in a planning context but first of all the first couple driveway consolidation and corner clearance and clearing the functionary of an interchange I or intersection excuse me

It’s one that these these areas really fall onto the off the off the off the driven path of the roadway so these is where this is where we have several driveways for example I’ll show you a little bit later where we said too many drivers across too many conflicts we’re

Trying to close driveways that would provide that through movement especially around corners and consolidating driveways a lot of places this often happens where commercial districts especially business or commercial districts have really gone too far in allowing access onto the roadway it just says it causes crazy crazy congestion

For the most part anybody lives in Ames Iowa again can talk about Lincoln way if you every city has one like that those all of you cross country know the place that you just don’t like driving through that quarter because there’s so many people turning in and off the quarter and

Causing a lot of a lot of delay so we’ll talk about a few example those in a minute or so the others fall kind of in within the traveling way of the rotor this happens immediately right down the center of a roadway a continuous to a left turn lanes we’re going to talk

About a little bit and how they can actually be used as a Complete Streets tool medians pretty immediate student meetings just around an intersection as well as a raise or even flushed medians continuously along a world where we see that a lot of big cities where it’s just

It’s got to the point we just do not allow left turns you right-in right-out often in the land access we just do not want crossing traffic across that major roadway the third area of these three are alternate access wait so this really once again off the road we in the land

Development side of the world we’re really trying to design our our developments to fit better into the overall system as a node rather than strip development for example and I’ll talk once again about that so better internal site design using frontage roads and act more increasingly using baggage roads especially in in areas

Where you see new urban development where you want the traffic calming you want the people walking along the front along the roadways two storefronts on roadways in the parking in the back a fifteen years ago 20 years ago when i started this that wasn’t as much used but people have discovered that that’s

Not only a great way to to showcase businesses or an area of them provide longer storage in the off streets as well and so because we also often have some problems with frontage roads and storage on the off the main street on that minor road approach so i will get

Into too much more that but really this all often involves coordinate with land use planning so as you’re designing sites you need to talk to the engineers and the load way guys make sure on the same page but where you want that access and then existing drive ways you can

Improve g msg metrics at a driveway without actually closing the driveway and with internal site design the geometrics guiding turning traffic where you need to be you can actually increase safety quite a bit increased traffic flow and when i when we increase safety on the road we were also increasing

Safety especially when it comes to driveways safety for bicycles and pedestrians as well which is a common goal we have so here’s a just a quick shot at what driveway consolidation is a corn clearance very very simple obviously you used to have a bunch of driveway locations it closed if you consolidate a

Few you especially remove those driveways near an intersection so you can make an intersection function much more conveniently or much more appropriately and function better for the most part so you see the before and after John that’s that’s pretty simple stuff is less driveways and especially near the corners continuous left turn

Lee’s now getting out into the traveled way to newest left turn lanes provide that left turn getting them out of the way and I have drawn us in the board for Sue I didn’t put a new brine in but what’s neat about continuous continuous left turn lanes is that left turns and

Then in ninety percent of the world except England and people that drive on the wrong side of the road as far as I’m concerned everywhere else it’s a left turns that caused most of the problems in traffic grandeur you’re driving on roadways such as this going from left to

Right let’s say east to west turning right into a driving right out of a driveway that there’s a potential conflict there it’s not only super safe but if those left turns that not only cause some of the worst collisions and worst accidents they’re also cause the

Most the link to left turns or the problem and with continuous left turn lanes or what we call twiddles or medians channelized intersects really removing those left turns and for example i talked about sue about this is that in minnesota her home state where i used to live and serve other places

Since then des moines area and others around country we’ve seen four-lane arterial roadways converted to three lanes where you have one lane of through traffic in each direction and continuous left turn lane often provides you a good six feet or at least five feet of extra roadway right away either side with just

Simply repay me that offer you be used for bicycles as a bicycle lane and actually they function it up to a certain level in the high teens you know thousands of vehicle today nineteen thousand vehicles a day or so they function just as well actually better than a four-lane because you don’t have

That decision of should i be in the left or right lane to make my then those in the left lane sometimes returning left sometimes you’re going through when you’re that one lane through laying on a 33 land continuous left turn you know cross section you know that you’re going

Straight or maybe turn and right you don’t have to worry about the left turns they live themselves so to a left turn lanes have been a big big benefit to a lot of commercial areas especially especially when there’s already a lot of driveways it helps now we don’t always

One lot of Drive which but this is a nice retrofit a way to at least remove some of that in this case we widen the roadway but a lot of times you’d only need to ride and look like I said going from a four way to a three-way conversion obviously medians at

Intersections are we classify medians and intersections because of those extreme number of left terms and raised medians along an entire section is it’s pretty much the same area you tantalize that an intersection also channelized throughout when you have breaks in that meeting but a raised medium for extended

Distances really cut down on that obviously left turn conflict it doesn’t make people very happy when they get across the road though but this is a result of this conflict who we have too much traffic we want land access we want both and this falls in that gray area as

I showed the forward we just can’t do both all the time turning lanes right turn lanes also help with a lot of rear-end crashes coming towards an intersection or a driveway it removes that right turn traffic or let them decelerate without really interfering too much in the mainstream traffic or

Causing well mostly reread accidents were now as severe but it does help traffic in there and they’re not quite as intrusive as some turn lanes or widening or globally the other time the left turn lanes those are the crashes issues of the movements we want to really remove from the traffic stream

Those the ones that cause the right angle collisions and the really severe ones because people are hitting our right angles rather than you know bumping each other’s bumpers those very dangerous want to get those left turns ok so we channelize to left terms of writing lanes where we can it often

Times but overall what’s better to do is actually design the road the right way in the first place so by you know retrofitting is great but if we can develop the land development on a road when we minimized access onto a major role way an internally design our circulation

On that that development we’re going to have much more success for longer term safety operations even the internal circulation I see so many places that you’ll see development next to each other and they won’t even provide internal axis between a denny’s and a gas station McDonald’s and a taco bell

You have to actually go on on to the main road I’m sure you’ve all seen that y’all shaking your heads where we’ve had to go out onto a main roadway to get to the thing next door that’s utterly ridiculous but that happens because people don’t communicate they don’t work

Together and there really isn’t much of a pressure to do that a lot of case but we need that we need to really get that message across why it’s important to get the people off that main roadway so here we see a traditional frontage road the

One downside to a frontage road is if I think I’m going to use my cursor here the main roadway going east-west here side street I’m coming in and then or side through your major driveway now you have a frontage road off that road they’ve work your great four years or

Lower volumes after you get a certain volume on the main roadway and on the side roads what I’d call the north-south Road here you get this this neck of the in the frontage road with that often starts backing up in traffic and those friend roads are worthless at that point

And then we start blocking off run intro so you can’t cross from frontage road frontage road so once again furniture is just don’t allow that storage for right and left turns onto the main roadway in a lot of cases so luckily over the last couple decades we’ve used a lot more

Baggage roads we provide that longer storage in the neck on the minor roadway and then that also gives us a chance to get the business the front front doors the businesses in the business is closer up to the main roadway a lot of cases to the appropriate distance not too close

It interferes with sight distance but you’re getting it up there so that we can have more of a downtown feel in a lot of places or have that new urban develop and I’m thinking north ames and many places go to now that really try to rejuvenate that feeling it’s been very

Successful a lot of people who like it and and by the way it also helps with traffic when you move those those backward roads or the internal circulation away from that roadway okay so a little bit more about the internal site design is getting people off the roads off the major

Highways in specific points not many driveways we focus them on one rival one minor roadway and let them circulate amongst the land development let’s say a city block or whatever it might be that’s between the major roadways that people are circulating their lower speeds and they’re not turning in in the

And in the influence of the highest influence areas of the higher speed roadways so okay so once again it really comes down to balance its finding balance between getting people around at higher speeds and higher volumes and balancing out with getting people to where they want to be safely and also

Providing that and we’ll find a suit ox we’ll find some common ground the fact that when we closed rivals we do a lot of these access management things these practices we’re going to help Complete Streets initiatives as well because when you close a driver when you a lot of

These that means a person has less conflicts in the pedestrians the bicycles and the stocks will see some of these locations and we’ll be able to talk a little bit later about specific specific sites that we can chat about next I’ll hand the the controls over to

Sue and I think I need to go to WebEx I need to go to that thing give control and then suitably will now take over and she’s not talk about Complete Streets I in general I knowing the work she’s doing in in Iowa and some neat stuff

She’s doing so glad to thank you Chris can you hear me okay I can wonderful alright I still see your screen see if it oh I’m sorry I did you give it to you it probably helped if I did the right thing oh you’re sorry about that

Wonderful thank you so much Chris and thanks to Christine for hosting us today it’s exciting to get to talk to you all on this rainy Friday afternoon we really need the rain here in central Iowa so my name is Susan too bleak and I have a background as Chris and Kristine both

Said in planning and sustainable agriculture and one of the things that I’m passionate about let’s see if this is going to pull up one of the things that I’m passionate about is community engagement and also walkable cities and so I wanted to talk to you a bit today about some of the

Work that’s happening in Iowa thanks to the community design lab and our partners so I am a design fellow here at the community design lab and the lab is between is underneath two umbrellas so we are between extension and also the College of Design so I like to say that

In terms of extension we’re sort of like a design center that serves extension and then in terms of the College of Design we’re one of their many outreach opportunities for the communities that are around the state and in terms of a mission we’re focused on partnering we pull local knowledge from communities

And also provide design research and the goal that we’re after is to create equity and resilience so this is a map of some of the communities in Iowa that we serve you can see that our great state of Iowa is shaped on the west side by the Missouri River and on the east

Side by the Mississippi River and we’ve got a range of communities from very rural cresco in the Northeast to our biggest urban center which is des moines in the central one of the one of our three organizational focuses is health and wellness and so when the design lab

Is talking about health and wellness we’re talking about providing trail design so that there are more recreational opportunities within a community we work with communities around open space networks for community building for social capital and also for more play we work on local food initiatives such as school and community

Gardens and then we also work on Complete Streets which is one of the reasons that Chris was generous enough to invite me in to talk today I’m sure you’ve all heard of Complete Streets basically complete streets are for everyone they are not the highway or the interstate

That Chris talked about that’s only for automobiles and it’s not the cul-de-sac that’s just for people that live in a particular neighborhood but there are streets that are used for everyone so like Chris was saying there’s a range of different types of roads and you all know that Complete Streets do not belong

Everywhere but there are a lot of streets where we can make them more complete and the biggest piece I think is that it’s enabling all users to have safe access so it’s easy to cross the street it’s easy to bike to work and it’s easy to walk to shops and just a

Little personal note I do own a vehicle i do drive to work and I prefer to bicycle to work so for me Complete Streets are those places where you can do either and both of them are a safe alternative to the other whoopsie so one question that I think you might be

Asking is in terms of this idea of health and wellness that the community design lab is interested in why should we as planners or as engineers or as urban designers why should we care about health now we all know that City Planning came out of the idea of public

Health when it was first created and we’ve come back to this point where we’re talking about health and we have a role in health and for me there are two reasons one is that the proliferation of automobile focus planning has really focused on traffic flow and getting

People to the places they need to get faster and providing ample parking but as a result of that and many other factors that have been happening we are seeing obesity levels at a at a rate we’ve never seen before so for example in 2005 we found out that current the

The new england journal of medicine published a report that showed that the current generation of youth is for the first time in u.s. history not going to live as well with their parents which is pretty sad that we’re setting our kids up for not living the an extra amount of time that

Their their parents would be living and also if the current obesity rates that we’ve got right now in the u.s. continue to rise at the rate that they have been rising everyone in the US will be OB by 2080 so we’ve seen this huge spike and

We as designers and as planners need to start thinking about what we can do to help public health so one question is can complete streets help I don’t think that planners all of the onus is on us to make sure that oh BTW obesity rates

Don’t rise but i think we can all agree that making more more everyday physical activity opportunities for people is important and I think Complete Streets can do that by providing safe places increasing walkability encouraging bicycling and in general as the public health folks like to say making the

Healthy Choice the easy choice for all of us so as I mentioned earlier I wanted to give just a few examples of some of the work that the community design lab has been doing and how that has been translated for the communities into these health projects so here we’ve got

A photograph and a map from walk on Iowa walk on is up in the northeast part of the state and what we were focused on is trying to understand how to make the community stronger and also make their economy stronger and they’ve got a great

Main street but they don’t have a lot of sidewalks outside of that area so you can see on the map that the purple our schools the green our parks and all the orange dotted lines are all the places where no sidewalks exist so you can see

That for a child who lives in the neighborhood it’s very close to the school they don’t have a sidewalk to walk on and same with parks that if you if you want to get to parks you just don’t have access to be able to get to those places

And for us it’s important like I said in our mission statement that we collect nope local knowledge and then apply design research expertise and so this is one example of the local knowledge that we were collecting from the community about the sidewalks and the walkability of wuhan to try to understand where

Where they were finding problems and what issues they felt like they had so you can see that they’d like to have a trail that could connect all of the green spaces in their town they’d like more safe sidewalks for all ages and just more sidewalks in general so we’re

Moving from walk on which is a small town that is easily walkable and everything within it is is very close at hand to Des Moines which is our biggest metropolitan center and has quite an array of different types of streets as you saw earlier when Chris showed the

Highway and different street maps of Des Moines so in Des Moines we were working with we were working along sixth Avenue corridor which is a north-south corridor so right now this image is looking south towards downtown Des Moines and the project was focused on well-being and also placemaking and so we partnered

With the community to again get their ideas about what their needs were and it came through that they wanted to manage stormwater they wanted to explore parking options so that they could decrease the amount of parking and they also wanted to increase the pedestrian culture I have experienced working on

This working along this corridor and I know that the sidewalks are very narrow and there are a lot of people walking in this area but it’s not especially safe both from a traffic perspective or from sort of the aesthetic protective of where you feel like you should be

Like walking so we came up with some designs that could improve connectivity within their community and one of the outcomes that we saw is that when we provided this information to the sixth Avenue community they did start to redevelop differently so here you can see that we were at the intersection of

College avenue and sixth avenue and on the western side on the left hand side you can see that these new buildings were built and instead of making driveways that would come off of sixth Avenue they instead created a lan alleyway where people are parking and then this walkway that connects people

To the sidewalk so you can see in just this one example how how much that differs from on the right side where you see a few driveways and huge parking lots that people are coming in and out of so it’s nice to see how access management and complete streets and

Stormwater management can come together really nicely to start getting at some of these issues about economics about social capital about health and about stormwater management and to pull us out of Des Moines for a moment I wanted to go to the eastern part of the state to

Maquoketa so in maquoketa a main street building had burned down and we all know that these vacant lots that can be created by burnings or other sorts of disasters could drag down the surrounding communities but instead what the community design lab wanted to do when we partnered with the town of

Maquoketa was to use this vacant lot to activate the town’s identity and create something new so what we did is we designed a city park for the vacant lot along with community input and this would provide for community events and open space you can see that the

Community park is located in this red area and so it’s connecting the yellow which is sort of the historic district to the government district and that this entire corridor if it was a complete street was making it easier for people to walk and bicycle to some of the shops

And that they were being drawn to this open space on foot or by bicycle or by cart and that all of these uses were safe and so you can see here an image of the complete street that we had rendered which has a bicycle lane with a family

It’s got street trees and then also people walking and their cars parked and driving and so we can create these types of streets in both urban areas and in rural areas to make it so that the active choice is the easy choice so one of the questions that i feel like i have

And i like to address both within the community design lab and at iowa state university is this question of how designers can support well-being and health to me as designers we absolutely motivate communities we show them where they should be doing certain types of activities and so to me designers can

Support health we can start to combat this obesity epidemic that we’re seeing and we can do this in one way by providing complete Street designs and also supporting our communities with best practices and with policies so that’s what we’re I’m going to wrap up I want to say thank you again and my

Contact information is here if anybody wants to follow up later and I can hand everything back over to Chris so that he can continue to take us down the well well managed road thanks to now I’d like to move out of genuine for and everything you saw and I think was great

That Sue mention it especially Moines corridor where we have talked about and we’re both very familiar with the quarter that access management was really what they were doing I don’t know if they knew they were doing access manage but essentially it was so it really was in concert with each other

Providing complete streets and and really controlling that the access or the extended Senate acts we see many places where this is is happening and they gonna be popular for for all kinds of uses and really more of a sense of place so as we do this we write safer

Locations for walking and pedestrians they’ve come more inviting more fun in a lot of ways and aesthetically more pleasing not only but welcoming and safe feeling just from a public safety shore perspective it’s become healthier places and thunder place more fun place to be so I think this all just fits in really

Good so as soon I’ve gone long we’ve really found some common ground and some of our common goal so as you see this complete Street which happens to be in the Des Moines area we’re seeing parking still available now we’re seeing bicyclists be able to bicycle but not

Many driveways here they have on street parking we move the driveways off we have that is soo talk about a couple other place in maquoketa and such we just don’t have as many drivers now really helps the bicycle as a cyclist I’m sure you would much rather see for

Driveways where cars can be pulling out in front of you because it really hurts to get hit by a car I’ve never been hit by a car person I think it’s not gonna it’s not very comfortable so you definitely want to provide this type of environment I think we have a lot of

Goals and in common for that reason i just talked about some of the safety Bennett’s Maxis manager I don’t think I need to sell access management to you folks because we all have what your way all want safer roads and we want better traffic operations but we also want to

Make sure that everything is balanced but the most part we improve safety by managing access closing those left turns possibilities reducing conflict points we were approved traffic operations preserve the investment the roadway becomes a once a roadway book breaks down functionally we often want to build another roadway which eventually breaks

Down because we don’t manage it so really that’s that Sykes just never going to end unless we do the right thing it protects the environment when traffic flows better we have better better effect on the environment of an immunity the improvement fruit effect on the environment because the efficiency

Of the vehicles traveling that they don’t have as many emissions within economic development maquoketa Des Moines walk on all these places naya these have become little economic engines for their communities providing that folks coming back spending money Brian tourism whatever maybe it really does help so there’s this really it’s a

No-brainer for the most part so how can we reduce conflict stealing suzl drawing again of her pac-man Muppet people how can we reduce that conflict well once i mentioned conflict but i didn’t describe welcome picture that yet it’s not really cool to run into another car but this actual this actual diagram shows

Specifically when we provide access management on the and one single what a three-legged intersection on before like a minor road on before a four-lane intersection or a roadway we have 11 conflict points but just eliminating those left turns or provide channelizing the left terms we reduces the six on

Four points you can see the small d different the different ways of managing access you look at across the board we’re limiting conflict points and so all those conflict points represent potential crash locations and many of those potential crash locations are serious types of crashes the right

Angles when you’re pulling out in front of some getting broadside those are those are very serious as those ones be mostly eliminate this all comes down to a functional area of an intersection to where you’re going to see a lot of that slowing traffic those rear end accidents

A lot of that conflict once again is near your an intersection every intersection has a physical intersection but a functional area as well you need some storage behind the stop bars on the major roadway and a minor roadway for the most part you need some deceleration space decelerating down towards the

Signal or stop sign where it might be decelerating for the left and right terms and then that reaction time ahead of that so you really when you have out driveways in this stores deceleration reaction time zone you just you just asking for trouble so whole idea is

Especially in those that first you know a couple hundred feet away from the intersects you really want to reduce or eliminate driveways so if you prohibit you know medium breaks you can prohibit things like that you can do all kinds of different methods to to reduce travel

You really got to protect that complex you reduce county you lay up or protect that functional layer of the intersection allowing driveway access within their it could cause serious operational and safety concerns it’s just something we don’t want to do I’m going to talk real

Quick i think we all get this you know the faster we go the more likely are we’re going to have a crash so the 20-month from 10 to 20 to 30 your likelihood of getting in an accident because of reaction time because of just the fact that you know yeah more cars

Can actually be going and exposure we’re going to have an exponential increase in likelihood of crashes you once again here we show as access density increases as well so speed and access density higher speeds and higher axis density means more crashes the period and we’ve shown that over over the years of

Research we started doing in late 90s in Iowa we looked at several case studies and and just saw that if I’m and they were all conversions from high density of driveways to lower density of driveways putting an access access management principles we saw a reduction a significant nificant reduction in

Crashes so that relationship between the commercial driveway density in the crashes is very evident man in most of those cases we were talking commercial all the studies we did and all the things I’ve so far talked about today have been in commercial areas in urban

Commercial in urban areas I do a lot of access management work on high speed or land raider roadways that have at great access and separating and providing access to very limited space in and far distance spacing the part because right end crashes at 65 miles per hour are

Very very serious that decide but I’m going to put that as that’s really not for the most part the planners territory we’re talking more a little bit slower speeds much higher volumes and lower level roads where we get this so the commercial commercial driveways especially in the urban areas are a

Problem you can see for example and most of you probably have similar examples in your cities the same highway running terrains Iowa South tough Avenue as a commercial area as is very difficult to drive through a lot of conflict but just as many driveways on the north part of

۶۹ in Grand Avenue names but because it’s residential and those of you know at the traffic narration we just don’t have as many cars generated from your trips generated residential area so it’s really not a problem up there so really what I’m talking about for the most part is urban

Areas commercial areas we had those high volumes and in traffic generation so here’s a we don’t really need is need to worry as much in residential areas so I’m going to focus on those areas which the seven studies we did an eye we did focus on commercial corridors and a

Significant forty percent reduction in accidents over time before and after just it just makes sense okay so now that I’ve talked about why it’s important i know i only have a few minutes left i want to talk about that the major points i wanted to get across

That the supporting road network in the community that balance network i showed earlier that the picture of des moines think of a road network as a just treat sometimes our road networks end up looking like bushes or like cactuses cacti i guess we want a good space we

Want a you know few major roadways that carry lots of traffic spaced out every half mile to a mile having that balance system so many places and especially in commercial areas we’ve had high capacity roadways the roadways that are meant to be for long distance travel route 66 for

Example classic example all the national highway system going through every small town in Iowa that major roadway became Main Street and Main Street was fine with that traffic back in 1920s 30s and 40s but after the interstate system was created and people started traveling more those main streets often became

Congested we didn’t do a very good job of preserving that that traffic until we build bypasses and sometimes we didn’t protect those bypasses so because of that city often they’ll build supporting road networks they ought to realize that a high high capacity high speed roadway needs to remain that not just a center

For commercial activity because eventually that’s not going to always work out here and have to bypass a lot of cases so providing that supporting road network as a transportation planner in your design your city designs and comprehensive plan you need to know that you need a certain density of roadways

And a collection of all kinds of roadways you need good arterioles and collectors well spaced out to carry the traffic so that we can separate these we have the arterioles for the high speed trafficking and sue said you know that’s not a place for complete streets or for traffic calming on on

High-speed arterioles it’s everywhere else that you get the benefit because you move the traffic off there so let’s keep those those systems balanced and then once again when they are even on those high-speed roadways we can provide good circulation places that are aesthetically pleasing fun to be there

And 18 if we just do a good job with site design and circulation so instead of a strip development and no development essentially and most of you are familiar with that I’m going to go through a couple examples real quick obviously safety benefits we see decreases in crashes you see with cars

Vehicles receive decrease in crashes with pedestrians and bicycles as well it’s just fewer places to have conflicts every one of those driveways a lot easier just to walk down a round street with no driveways the one that has a lot that’s just common sense will be a continuity as well and separating the

Conflict points we want to make sure they’re long roadways we have that continuous system where people are comfortable with what they see and that they have this driver expectations aren’t aren’t violated when sometimes we break things would change from high-density low density as many roads that have you know good managed to

Access on one side poorly managed access on the other that will the continuity is very important separating those conflicts I talked about already quite a bit so I’m going to talk about few case studies i’m going to show them real quick and we only have a few minutes

Left i talked about no development good practices of development clustering rather than strip development and good internal search site search like excuse me site circulation is the key so it’s getting all the high-speed traffic off that main role road getting it onto the land development circulating it well in

A good design so that it really that low speed traffic can move convenient efficiently and also provide for a good environment for pedestrians so that’s a good example of a really good no development you have the road along the east-west road will call it along the

Bottom of this page we have one driveway access I in the middle that’s a minor road or minor roadway access and then off of that to one full and one partial access onto it large development you have some right in and write out accesses I’m on that same side

As well but the milder no left turns there so really the left turns in all function will funnel right into the middle and there aren’t any driveways except with another major intersection a lot of cases of the signalized looks like the main road is signalized in contrary you have a strip to Velma

Classic strip de melon with about 4 billion driveways everything along a strip and that and this doesn’t need to happen so we just need to plan at the community level at the transportation planners those approving site design seem to understand that we can do a better job sites and in my experience

It’s never been that people are or don’t agree with this it’s usually a communication issue the timing issue that at the last minute you know we tell walmart that oh by the way you need to close that driveway or you need to not put that Dr Lin there if you tell them

At the last minute that can be kind of a pain in the butt for Walmart but if you tell walmart or target ahead of time that by the way we have a policy that says no direct access on two major highway XYZ they know that going in and

You know turning their their their design plan or just making a slight change or using another design plan it’s not a big deal if it’s early in the process so I found most of the conflict being a communication or most the problems being a problem with communication and the timing of the

Start this process early have these plans in place in your community think of your network in terms I’ve talked about today and you’ll and when development does come you already have those those goals in place managing driveways is pretty simple you know fewer driveways near intersections I’ve went over that consolidating access

We’ve done it a lot of places we take them out we consolidate them and do one or two axes as full access is maybe a few right-in right-out accesses once again removing those left turn conflicts well here we see multiple access with minimum space team you know you’re just

Going to have problems here everybody up and down these roads it’s not fun good access spacing this is in a rural area I’m not going to spend too much time about this but this is a planned area in the Des Moines area whether they have a quarter management agreement I’ve done

Quarter management agreements in rural areas which is great protecting a high seed wide cord over long distances from signals and high the accesses to protect against severe crashes in urban areas are very especially helpful in guiding land use and guiding development by the cities or the county whoever might be the entities

Involved citing ahead of time but along this corridor highway whatever on between the three you know a lot of six mile strips that runs between three communities we are we’re going to pick where we want the access we’re going to put in putting curb cuts but they are to

Be planned ahead of time the infrastructure is going to be there or the infrastructure is going to be that the right away off right away infrastructure is going to be set aside in the right place where we know where roads go in the future that’s where they

Go and nothing else I Overland Arkansas has done a great job doing this planning out there major roads ahead of time Des Moines area several places just good practice it’s smart it’s everybody’s on agreement from day one you don’t have a developer come and saying what I want to

Do this you’re just sorry this is the way it is we’ve all agreed this it’s very powerful obviously no consolidation of access points here this actually gives me a headache looking at this that’s and then alternative access those package in front row things soothes description of 6th Avenue in Des Moines

In the back control coming that that’s a perfect example of the type of development and just it’s a win-win you get more storage off the main line as well as more aesthetically pleasing area here’s another example of functional arrogant intersection I showed this in a diagram earlier getting those driveways

Away from that intersection so you have those the storage and the deceleration the reaction time coming towards their great visibility is also important to begin free visibility at some ways like a blimpie or a gas station here without direct access gas phase deserve notorious for wanting 11 accesses on to

Every roadway nearby because they want to make sure everybody can get gas there but at some point that’s just not going to work and you can still provide reasonable access and Iowa here we have a law we provide reasonable access not necessary access the land development

You can provide that and at the same time still a help of business succeed with visibility and other things but if you do if everybody plays by the same rules on this level playing ground okay so i have now ran through those last few slides it’s a little

Afternoon I want to talk about some conclusions and takeaways I mentioned a common ground of safety fewer driveways traffic moving higher speed traffic on two roads they should be on and letting the lower speed land access roadways I do with aiding to do and provide more aesthetics provide for we’re biking it

And not for pedestrians so and that’s where I really see a lot of this coming together with Sue and I can agree on a lot not that we were in conflict before but I can definitely see the two of the world I often work in the world sewer

Send those people is usually not disagreement in goals it’s a communication issue need to communicate with your engineering communicate with your City Council with your you know your community design and community leaders on what they want and what the roadway system folks one the people they’re responsible for that and finding

Some common ground and there is plenty common ground and I think Sue and Sue did a great job demonstrating that and I hope you all understand that so at this point I think I’m going to turn it over to Christine for open discussion questions I don’t really open discussion

I get you guys get to type them in and I get to answer me shugo so Christine okay great thank you yeah we have a lot of questions that have already been coming in so let’s just dive dive right in um let me take I’m going to take this

Screen back just so that I can have both of your contact information up true um during the QA yeah mines right there but she also has on the other slide so feel free to contact me with any questions okay great okay all right um our first question is at what point is it

Advisable to convert a TW LTL so to a left turn lane to a full median let’s get question if you asks of business owners never if you ask a traffic engineer we’re lucky I think it’s in the night half of check on this has been years since I really a traffic

Engineering are low 20s at the mid-20 thousands if they just break down it depends on if it’s a two-way three lane to a left turn lane or a four lane I’ve laid left terminated obviously have different capacities but it’s point yeah the to a left turn lanes

Great when you go from fairly low volumes into the teens you can go from four lane to a filing with the twiddle but that twiddle at some point when it gets over 20,000 vehicles today and specialists speak volumes of commercial area when you get over that aims for

Example south tough stop functioning at some point there’s going to be enough crashes enough that’s enough continue no angry citizens calling them they’re gonna have to do something and that something may be driving consolidations that may be a full median full medians come very very unpopular with the

Business community and as we know we always don’t don’t always do things that make the most sense I was asking aims to come and comment on whether they should join access between a new land development that one next door and I said well absolutely have them work together have everybody core out under

The same signal year six months later nope they they have a four inch strip of grass between the two the two parking lots or they don’t actually go together and now that there’s a driver that nobody get in and out of order lunch so sorry I took so long but in general up

In New restarting the 20 thousands we’re now looking at close to thirty thousand vehicles a day in some of these areas they just they need to break down but but getting it done is a different thing okay thank you this this next question is also for you there’s of course we’re

Home yeah I think so they’ll type in if if they have anything further and I can circle back on that the next question is is also for you Chris what are some of the critical concerns with determining the level of access management and complete streets for a Boulevard

Replacing a downtown freeway oh gosh there are a lot of guidelines space guidelines depending on the state you working in there you know for did for free flow trafficker for traffic law for operations now you’re going from something that’s high-speed freeway this something like this before I Rockford

Illinois or other city somewhere around there and Rockford you’re out there and I’m saying yeah I’m sorry wrong but people have asked about this what’s a high-speed roadway on and trying to basically traffic calm it down um depending speeds that’s going to be a little bit different but the exact

Spacing depending on not knowing land-use it’s really hard to say I’d have to know if you contact me with the specifics though what you’re doing where you’re going to and from and I if I can’t find the answer I can find someone else there there are guidelines for the

Type of facility because it could still be a state route that sort of thing but it’s always down the fuel better there’s a simple answer okay great this question is for sue sue how much success has been had in realizing constructing the community design lab concepts

Oh you’re sounding very low I if we can hear you it we can’t really hear you at all can you try testing again sound check sorry guys will work it out a sound check with sue let me see if I can get there we have a couple more

Questions for Sue but let’s see if we can get a couple more here for Chris okay um alright let’s try this how how can you require a development to be accessed through an adjoining parcels driveway when the properties have different owners well it’s often difficult it’s often political this is

Exactly what i was talking about half of the names now if it’s a state highway whoever it owns that world or has jurisdiction of the road has the right to grant access for example US state highway through a college town that I live in where there was a land parcel

That had joined the roadway but there’s nothing on it they were redeveloping it and there was the four inches between them and the next roadway he you do not have to grant a state do t listen I or maybe because you have the right to grant access you just don’t have to

Grant and you say sorry we’re not going to grant and go work with so-and-so to do it in it or the city can have a policy to but it’s all ordinance base since all LA basin you have to really have the right laws in place and the right practices in place where you

Really force them to talk together it talked to each other and it just makes more sense so but unfortunately politics in case we had a very popular landowner had lots of influence I suggested go talk to big box retailer next door put in a joint assets where you can all your

Traffic and then go up to a signalized intersection with completely controlled access and no driveway this on be said well back you know 50 years ago they had a something dairy queen here I had a driveway so I deserve one well not actually in Iowa and in many places that dragged you don’t

Deserve direct access you don’t have a right to direct direct acts you have reasonable access so how can i how can I tell you to make developers talk to each other make it as difficult as possible for them not to talk to each other but be my suggestion so I and then figuring

Out who a roadway who can provide that that access they don’t necessarily most cases have a right to that axis you can force them to talk to each other great we have to back you thank you I think you hear me yay sorry about that Miss

Fine you’re back in action we like me to repeat the last question for you sure ok how much success has been had and realizing constructing the community design lab concepts yeah I’d say we’ve had success over the years with varying communities so that one example was from the Des Moines sixth Avenue corridor

With how the research that we brought to them and the engagement that we put them through helped them make decisions out there corridors development I think in maquoketa the the pictures that I showed of the designs that we created as concepts for their city park that identity has gotten through even though

That project hasn’t been completed so for example the implementation of building that city park is still in process but we’ve gotten feedback from people that are moving back to mcoca that know that there are going to have a Complete Streets corridor and that know that there is going to more arts and

Community space as a result of the vacant lot being redeveloped and so it’s nice to see how when a community can communicate that identity that they that they’re going for and when they’re giving the given the research and the engagement tacit tactics and the design that they can move forward with some of

Those pieces great thank you this next question is also for you what are some of the most common features or characteristics of complete streets yeah great so some of the most common features of Complete Streets place it for everyone and so in terms of the pedestrian this would mean very well

Well identified crosswalks so they might be a different color from the street they might be bumpy like the texture the lines could be a lot thicker and also another feature of a complete Street is to include space safe spaces or bicyclists so that could either be a bicycle lane that’s simply designated by

A line I’ve also seen some pictures i believe it was in Ann Arbor Michigan that they use sort of like a a bump sort of like a speed bump median that was predicting the bicycle lane from the rest of the road and I think in general it’s increasing the visibility of these

Alternate forms of transportation are these original forms of transportation I guess walking is one of the ones that we’ve ad throughout time but and also slowing down the car traffic and make that they can see these other users of the streets and the sidewalks okay thank you this question is for Chris I’m

Interested in looking at municipal codes that help create a good transportation network could you suggest a few municipalities which are doing this well that’s a really good question I haven’t there are some quarter management in groups place and back to the previous question just real quickly those are one

Of the most effective things if you can get a group of communities or community to put an overlay zone in through the policy now here in a state that doesn’t have zoning or things like that so much more difficult but if you can put an overlay zone into some sort of statute

In place that would look good and I can send you I believe I wanted there are several places i’d say overland parkks another very example in Kansas that’s done a very good job just really pre-planning their transportation system that’s an excellent example the doing area there’s some examples of quarter management

Agreements between some of the suburbs that the good job according coordinating their access points essentially a lot of states Colorado is a leader in Access Management Florida especially when it comes to some of the you know the way things enveloped in Florida they excellent job of managing access over

The years and then implementing the program North Carolina’s another Utah’s in other Iowa Minnesota has done a great job at a state level in those states there’s I believe I have an exit if you I almost wanted to say Amarillo Texas or one of the cities in Texas that I’ve

Done a great job but I can’t remember top my head but if you would contact me and ask me for samples of quarter management agreements or statutes that have worked I will gladly look them up for you but I also don’t want to call upon city either and I would not even in

My office right now that’s my excuse but there are they are out there especially the state level and I know it may only be one of the counties in Oregon where Eugene is I believe I apologize few folks in Eugene I don’t know the name of your coming around there there’s plenty

Of man I can help you track them now hey Chris just so that people can contact you your email address on this slide is different than on the slide that you shared that is so true i also have a tea at the end of your email address i

Actually both still there in TI iowa state I want to make a plug for my my alma mater they invented the computer but they still can’t give us more than eight letters in our email address so with that can’t use my name but I created a listserv with the tea on it

And I apologize they have both so either one will actually work but see all black with the D will also work either one so these contact you those are the questions and I connect and forty information we and I we’ve collected a lot of examples we put together some

Hand books that give people some guidance on what to do at the local level great okay our next question is for sue let’s see her what types of areas are primed for complete streets to work efficiently yeah I’d say in terms of types of areas I think it’s good to to

Try to both connect your town so maybe there’s a connector street that is secondary to a primary highway that people are taking and with that connector you can get more people that are moving from one side of your town to the other and I’d say another prime area

Would be a place where you’ve already got a lot of mixed uses and that’s fairly dense i would say in my experience the the best the best thing to do would be to go to the people who are walking and bicycling and find out what their routes are because they’re

Probably staying off of some of the main roads that don’t have or the roads that aren’t managed very well in terms of access management so they might be using these alternate routes and those alternate routes could be made more safe for the for those folks Chris what would

You say in terms of what which types are our prime areas for a complete street yes Landry perspective absolutely right you know places that are well connected but you also have to make sure that you’re not using the you know the highest volume roadway in the community

So as long as you have another supporting road network where you have a parallel higher speed arterial for example often we have you know bypasses around cities all over all the place those are often I abandon a lot of central businesses search now it’s we’re coming back a lot of those course yeah

Okay for traffic in the central business district become a variable walkable very walkable community and attract that so it’s almost reversed but even within a city where we’re not looking at a bypass situation just make sure there’s a parallel quarter that provides a good option for traffic because if you don’t

Have that good option for the traffic on a higher speed roadway or more you know a better operating roadway you’re not going to get what you want to complete Street so make sure you have a you know equal places for the vehicles the car and equal view for the people for the

Pedestrians and the and the bicycles that parallel cord is very important having a balance of them let’s get my favorite word balance okay next question what are your thoughts on dealing with door swing associated with parked vehicles adjacent to bike lanes ooh I think that sounds like you ah I’d say

That’s pretty important I’ve been active and I’ve bicycle din areas like the twin cities where there is a conflict point between the bicycles and the parked cars in terms of opening doors I don’t know if I particularly have a best practice for that one other than as a bicyclist I

Have to be super aware of when a car is occupied by someone hopefully the person who submitted this question has not experienced that I just like to add that you know the more familiar folks come with whether it’s you know roundabouts or whatever it is the more exposure to

Have to mixed use facilities the more that the locals the people that park along there will get used to looking and being more considerate to the cyclist so really expanding frightened opportunities for bicycles you’re always gonna have their learning period you’re always going to have people don’t pay

Attention but as you increase the writers in an area as you do all these activities if you look at pearl in the players people you know people look out for each other so just you know keep keep providing or more access and more opportunities for cyclists and the

People will come along now we have a couple people that might get hit by doors now will be bad but let’s hope that doesn’t happen but I think the more exposure you have the better do either of you think that there’s an opportunity for signage to help both the cyclist and

The motorist with these types of issues whether it be you know door swings or a motorist making right-hand turns through a bike lane things like that is there an opportunity for signage I think that signage is a great way to increase visibility so for example my bicycle commute to work I cross Elaine

That people are using to get on to a highway and so there there’s a very clear sign that tells drivers to yield to pedestrians which i think is tough after you vent on a highway for a while you sort of forget that there might be pedestrians when you get off that

Highway and I think also other visual cues are important because not everyone is always looking at the the signage so for example in cities like Minneapolis and st. Paul they are painting bicycle lanes this really ugly neon green and it’s visually it draws your eye because

You can see you know that is not a lane that’s for cars um and I’d say another another thing that helps in terms of visual cues are really wide crosswalks and heavily painted crosswalks sometimes we get away with the standard two lines but if you can do sort of the more

Continental or Europeans aisle of the the painted rectangles that’s going to give give people more of a visual cue and and I think in terms of sines one thing to do that both bicyclist need signs and drivers need signs and they need different types of signs and at

Different heights so I’ll see that a yield sign will be put up or by cyclists but it’ll be about 10 feet off the ground and when I’m on my bike I’m only about three or four feet tall so just making sure that when you are using signage that you’re using best practices

To understand the speed that that person is going at and also the height that they’re probably looking at that sign from yeah if you don’t mind admitting really different paper markings are probably just as if not more important in this case as a driver just just do

Your natural to be able we kind of overcome a signs or signs everywhere people are used to David marking so if you if you do some pretty good paper markings but a lot of pain on the ground up drivers are going to notice it probably more than they are signed so that in

Those places that’s been effect because it’s been something that’s new and something that’s that they know Zach naturalize when driving you know you’re always looking at the road ahead you can see those markings coming up rather than off to the periphery looking at a sign so pay mark is absolutely big bold

Pavement markings Sodom and make drivers go whoa what’s going on here and slow down and the nice thing with paint is that it can be temporary so I’ve seen bedrock where it’s just a pop-up project where you’re only putting in a crosswalk and a bicycle lane for a temporary

Amount of time that you can use temporary paint to get the feel of it and so if you’re having a hard time selling an idea of painting in a bike lane or a crosswalk to the community or to the city that you’re working with think about using some temporary pieces

Because it’s not as expensive as buying a sign if you’re simply going to be doing a temporary painting of a bike lane or temporary crosswalk to just show people what it could make if they had that piece right there a good example at the Des Moines we had a big controversy

Over a four way to three way conversion and really that’s a the cheapest way to change the roadways dynamics as paint it’s cheap bill concrete asphalt’s expensive paints cheap so all those people that said we shouldn’t do this and your reaction is hey we’ll try it

For a while it’s just a bug paint if not we’ll paint over and fix it if they say okay fine we’ll try it but we’re not going to like it well they end up forgetting about it and liking it and today they still have a three-way with

Bike lanes in Des Moines because of that so it’s a nice kind of gateway to get people to buy in because it doesn’t seem as permanent as well as you say great um this next question what are some of the environmental benefits to complete streets aside from you know reduce motor vehicle

I think that some of the environmental benefits are your you’re making you’re making the active Choice the easy choice so more people are not going to be bringing the cars into that area but they’ll choose to walk or bike in that area so if we’ve got decreased vehicle

Use we’ve also could see a decrease in asthma we could see public health benefits in terms of more people getting that physical activity I mean we already know that people use public transportation or are much are three times as likely as automobile drivers to get their run amended daily allowance of

۳۰ minutes of physical activity also in terms of environmental benefits as you saw with some of the examples that the community design lab is working on we can partner these pedestrian friendly safe spaces with something like stormwater management so if you go back to one of our images from the sixth

Avenue corridor enjoin we’ve got plantings that were slowing stormwater runoff we’re making it beautiful by having this sort of like a dress hedge along the along the sidewalk so it’s beautification you know you’re adding more diversity in terms of plants to that area and then for the example of a

Coca de we had given them also the opportunity for street trees and as I’m sure you all know when you plant a tree next to a street it’s going to slow your traffic it’s going to increase shade so it’s going to be more comfortable for people for pedestrians to be in that

Area and then drivers in that area are going to slow down which is also going to make it safer so you can nice thing is that depending on who you’re talking to you can pull these for benefits out of your back pocket and I think that’s

About it that Chris has is that he knows what the planners want to see and he knows what the traffic engineers wanna see so just making sure to plan ahead for those conversations so you know what sort of benefits people are going to want to hear about

Yeah and I just like to add your less cars obviously you’re going to have some aesthetics and when you can take some traffic off corridor take down the deal remove the turns get the traffic on the higher speed oh wait you’re going to plant those trees you have more aesthetics more aesthetically pleasing

And more shade example cooling off that’s going to help a lot of case when you have trees long quarter not just for slowing traffic down the shade is going to have a cooling effect my way its environmental benefit the other big thing as sue mention was permeable

Surface mortal or you can move concrete and put in plantings or any kind of permeable surface to the soak down roadblock you’re going to help with any of the flooding you’re going to recharge and it’s just it’s a win-win when you’re daylighting streams whatever maybe that’s all has a Barbara Beckett it’s

All stuff that fits so well into complete streets and one last thing else we always talked about in addition aesthetics is noise less cars less noise and that’s a big vironment event for that that can change the character of a community or an area community great

Well believe it or not this brings us to 2 30 eastern time and the end of our session so thank you Chris ulbrich and sudha bleak and the Iowa chapter and the rest of the consortium this was a really great session and a great way to introduce the the the inner integration

Of 22 fields that tend to separate themselves so again thanks to the both of you and thanks everybody for joining us and we will see you next time have a great weekend thank thank so much what

ID: he_GqCikiyE
Time: 1408724520
Date: 2014-08-22 20:52:00
Duration: 01:26:54

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