Recommended
Recommended
More Related Content
What's hot
What's hot (20)
Viewers also liked
Viewers also liked (9)
Similar to Level of Service F for Grade A Streets--Cesar Chavez Street
Similar to Level of Service F for Grade A Streets--Cesar Chavez Street (20)
More from Project for Public Spaces & National Center for Biking and Walking
More from Project for Public Spaces & National Center for Biking and Walking (20)
Recently uploaded
Recently uploaded (17)
Level of Service F for Grade A Streets--Cesar Chavez Street
- 1. Cesar Chavez Street Level of Service F for Grade A Streets ProWalk ProBike ProPlace Pittsburgh PA – Sept 2014
- 2. FHWA diagram 2 Road Diets Excess capacity removed, extra space reallocated for other purposes: - Bike Lanes - Wider Sidewalks - Median/Pedestrian Islands San Francisco has 60+ road diets
- 3. Space is a Limited Resource To be used Efficiently
- 4. 4 Road Diets create space for Complete Streets, which offer comfort and enjoyment of public space. Other streets can feel like:
- 5. SFMTA STRATEGIC PLAN GOALS All Trips Today 2018 Goal 61% auto/39% non-auto 50% auto/50% non-auto
- 6. 6 Road Diets in San Francisco
- 7. 7 Rules of Thumb Two cut-offs for classic 4-to-3 road diet: 1) ~20,000 vehicles per day 2) ~1000 vehicles per hour per direction Also, peak hour volume is approx 10% of ADT ie. if pk hr = 800 vph, ADT ~8000vpd
- 8. 8 Successful road diet in 1999 - Create success stories! Valencia Street Initially installed as trial due to concerns
- 9. 9 Cesar Chavez Street Six lanes: 53,000 veh/day
- 10. 10 Cesar Chavez Street, San Francisco
- 11. 11 Plans for Cesar Chavez (formerly known as Army Street) Expressway to a third bridge that was never built
- 12. Army/Cesar Chavez – early days 12
- 13. History of Army/Cesar Chavez St 13 Search for “Cesar Chavez Army Bernalwood”
- 14. 14 Cesar Chavez St Recent Past
- 15. 15
- 16. 16
- 17. Crashes lead to call for action 17
- 19. 19 Coordination
- 20. 20 Design Considerations - Pedestrians - Schools, Parks Access - Bicyclists - Transit - Trucks - Local and Regional Traffic - Signal Design - Accessibility (APS) - Traffic Routing during Construction
- 21. Options Vetted with Community Option 1- “Wide Median” chosen by meeting attendees 21
- 22. 22 Midblock Cross Section Existing Proposed 53,000+veh/day – LOS F acceptable trade-off for benefits
- 23. 23
- 24. 24 # of vehicles per hour vehicles per hour Designing for Peak Motor Vehicle Flow Unused Capacity Unused Capacity Peak Period Level of Service “F” Graphic by M Sallaberry
- 25. 25 Designing for Peak Hour Inefficient Use of Valuable Space Empty Lanes Encourage Speeding Unnecessarily Wide for Pedestrians *Peak hour occurs ~2hrs/day, 5 days/week, or 6% of the time
- 26. “This project will create congestion!” 26 There may be congestion during the peak hour* but the benefits will be there 24 hours/day, 7 days/week. *Peak hour occurs ~2hrs/day, 5 days/week, or ~6% of the time
- 27. Peak Traffic Volumes are Not a Given If +/- 5% of peak hour traffic shifts in 27 some way – no more LOS problem! Some drivers can: - Travel at another time - Take another route - Consolidate trips or not take the trip, esp non-essential trips - Use another mode
- 28. 28 Protect Neighboring Streets! - Gather “before” volume-speed data for baseline - Anticipate cut-through routes and proactively address Before – attractive to cut through After – raised xwalk, bulbout/neckdown
- 29. 29 Benefits for Everyone Pedestrians: Shorter crossings, fewer lanes to cross, wider median refuges Bicyclists: Striped space on road and slower speeds Transit: Transit bulbs ease access to/from stops and reduce delay Motorists: Speeds (and collisions) drop, turn lanes ease left turns, easier to access parking with wider parking lane and bike lane as buffer Property Owners: increased housing value All: Speeds (and thus, collisions) drop, more beautiful street Other: higher efficiency lighting saves energy and costs, landscaping reduces flooding and recharges groundwater
- 30. 30 Benefits for Pedestrians Shorter crossings, fewer lanes to cross, wider median refuges
- 31. Shorter Crossing, Less Exposure Crossings shortened from 80’ to 68’ Use newly available signal time to account for slower 31 pedestrians AND to add green time for arterial, if needed Before After
- 32. People on bikes along CC up 250% 32 Benefits for Bicyclists in 5 years! Striped space on road and slower speeds Separated bikeway considered but not chosen due to a number of
- 33. 33 Benefits for Transit Transit Bulbs • Shorter dwell time for transit • More space for shelter and other street furniture outside walking space • More landscaping opportunities • Reduces impact of congestion on transit
- 34. 34 Benefits for Motorists Speeds (and collisions) drop, turn lanes and signal work ease left turns, eased access to parking with wider parking lane and bike lane as buffer, space for everyone = less stress
- 35. 35 More beautiful enjoyable street, increase in property value Freeway approach, before-after 302 new trees!
- 36. High efficiency lights save energy and costs, landscaping reduces flooding, recharges 36 groundwater
- 37. Not a freeway – change the scale! 37
- 38. Cesar Chavez at Mission/Capp Sts 38 Very long crossing in east crosswalk: 125’ and 8 lanes to cross
- 39. 39 CC and Mission/Capp Same valve in both pics Before After 8 lanes and 125’ to cross vs 5 lanes and 68’ to cross the street
- 40. 40
- 41. 41 Left Turns Easier for motorists, where allowed. More comfortable for pedestrians, where not allowed. Left turns involved in many crashes with peds, so either prohibit or design for them with signal phasing.
- 42. Road Diets can include conversion of parking spaces to ped/bike uses 42 Parklets
- 43. 43 On-Street Bike Parking/Corrals 1 car space = 10 to 12 bike spaces Clears sidewalk for peds
- 44. 44 The Biggest Road Diet: Teardown of The Embarcadero Freeway
- 45. 45
- 46. 46 Thanks! Mike Sallaberry SFMTA, Livable Street Partner agencies: SFMTA, DPW, Planning, PUC “SFMTA Livable Streets” on facebook mike.sallaberry@sfmta.com