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e-book Completing Our Streets: The Transition to Safe and Inclusive Transportation Networks

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Regional government. Low-density, rural. Individual business. Residential neighborhood. Neighborhood association. Ratings range from 0 not appropriate to 3 very appropriate.

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Complete Streets policies are generally implemented by local governments and transportation agencies. Neighborhood associations, business associations and developers are also important stakeholders with regard to many Complete Streets policies and programs.

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Transportation planners and engineers are involved in Complete Streets planning and design. Existing roadway funding and design practices often impede Complete Streets implementation. Below are specific best practices:. Curbside management involves determining the use priorities for each stretch of curb, and using physical design, regulations, pricing and signage to apply them. Moves people and goods. Bus or streetcar lanes. General purpose travel lanes - includes freight. Right-or left-turn only lanes. People arrive at their destination, or transfer between different ways of getting around.

Passenger load zones.

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Short-term parking. Access for Commerce. Goods and services reach their customers and markets. Commercial vehicle load zone. Offers vibrant social spaces. Parklets and streateries. Enhances aesthetics and environmental health. Rain gardens and bio-swales. Provides storage for vehicles or equipment.

Reserved spaces e. In the Rosslyn area, a nine block-length pedestrian priority street segments is planned to replace the remaining skywalk segments, break up north-south blocks and enhance access to the Rosslyn Metro Station.

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These streets will be primarily intended for pedestrians, but open to slow-speed vehicle traffic. Obesity is a growing public health problem. The city is located at the crossroads of two major interstates, and its main arterial roads are used for quick access and travel to and from these interstates, which has led to traffic collisions and decreased walkability. These conditions discourage residents from engaging in physical activity and using the public street for convenient access to parks, schools, corner stores, and downtown.

Through widespread community engagement, the City concluded increased traffic capacity would increase the danger for all other users, especially pedestrians and bicyclists, and in turn worsen the obesity rate — unless mitigated by a Complete Streets policy. Centers for Disease Control and Prevention, the California Endowment, and Kaiser Permanente to help them shift their transportation planning and projects to a Complete Streets approach. This program funded communities such as Baldwin Park to encourage healthier lifestyles and reduce childhood obesity in low-income communities by helping change the local environment.


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Additionally, agency officials took part in a RENEW-sponsored Complete Streets workshop to help the city change its transportation planning process to routinely provide for the needs of non-motorized users. This workshop laid the groundwork for Baldwin Park to develop one of the most comprehensive Complete Streets policies in the country, adopted by City Council in July, The adoption of the Complete Streets policy has provided the community an opportunity to enhance the quality of life of its residents by providing and improving pedestrian and bicycle access and connectivity.

Maine Avenue, one of the major corridors in the city, will undergo major public right-of-way improvements in the form of a road conversion to improve pedestrian and bicycle conditions while still facilitating traffic flow and the needs of neighborhood commercial centers. Proposed improvements include curb extensions at key intersections with highly visible crosswalk markings, sidewalk upgrades, on-street parking with tree wells, reduction of vehicle travel lanes from four lanes to two with reduced lane widths and a center turn lane , and bicycle lanes in both directions.

The manual is based on principles of Complete Streets and offers a way to design streets that result in more livable and environmentally sustainable neighborhoods with features that support active transportation. It is a template for local jurisdictions to begin updating existing street design manuals and a guide to designing streets on the project level.

The initial efforts Los Angeles County took to connect public health with the Complete Streets movement have proven effective and powerful. The strength of the relationship will no doubt grow, as communities in the Los Angeles region continue to recognize the ability of Complete Streets to help encourage healthier, more active lifestyles. The report, Evaluating the Impact of Complete Streets Initiatives describes a framework for evaluating various outputs e. Each of the seven categories is described in a section that includes: a a definition of the category and its importance; b common measurement approaches for that category; c novel and innovative measurement tools; and d strategies for measurement.

The measurement tools were selected based on their potential importance, frequency of use, availability, and cost.

The City widened the sidewalks in , and in , removed an auto lane in each direction and added street parking. It also redesigned the sidewalk to encourage street life. As a result, traffic noise dropped and pedestrian activity increased. Light rail service began in and serves about 1, passenger trips per weekday. In addition to the new street design, the City and the Downtown Tempe Community DTC , supports various events and celebrations on Mill Avenue, and supports business development.

An annual Fantasy of Lights event typically draws over 50, attendees and a boat parade attracts 40, Twice a year the street closes to traffic for the Festivals of the Arts in the Spring and Fall, which have been taking place since Attendance for these festivals is now around , This study evaluated 37 U. Complete Streets projects for which before-and-after transportation and economic data were available.

The analysis found that Complete Streets projects tended to improve safety for everyone, increased biking and walking, and showed a mix of increases and decreases in automobile traffic, depending in part on the project goal. The data showed that streets were usually safer after Complete Streets improvements than before. In the majority of cases collision and injury rates declined after Complete Streets projects were implemented.

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The data also showed that Complete Streets projects encouraged more multimodal travel. Trips by foot, bicycle, and transit almost always increased after the Complete Streets projects. Taken along with the safer conditions mentioned above, this support for active transportation options adds to an already impressive case for the health benefits of a Complete Streets approach.

In about half the projects, automobile volume increased or remained unchanged after the redesigns. The data also showed that Complete Streets projects were remarkably affordable. The projects surveyed include a wide range of costs, from projects with limited scopes that cost just a few thousand dollars to extensive corridor redesigns that cost several million.

For the most part, these projects cost significantly less than conventional transportation projects, yet can still deliver benefits like better safety performance and more people using the facility. This project also examined how Complete Streets projects related to economic goals. You may have already requested this item. Please select Ok if you would like to proceed with this request anyway.

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