California

This report highlights the accomplishments of the Active Living by Design (ALbD) community partnerships during the five-year grant period. The information provided in this report was collected and tracked and reported utilizing the Progress Reporting System, a system developed by ALbD to document the progress made by the community partnerships during the grant program.

This field survey attempts to identify the number and location of "regional-serving" walkable urban places in the 30 largest American metropolitan areas in the U.S, where 138 million, or 46 percent, of the US population lives. This field survey determines where these walkable urban places are most prevalent on a per capita basis, where they are generally located within the metro area, and the extent to which rail transit service is associated with walkable urban development. The first section defines the key concepts used in the survey, providing relevant background information for those who have not read The Option of Urbanism. The second section outlines the methodology. The third section, which is the heart of the report, outlines the findings and conclusions of the survey.

School districts/COEs can begin developing Safe Routes to School programs by establishing a multidisciplinary team with parent organizations, students, school administrators and staff, local law enforcement, city planners, health officials and other stakeholders. The group can assist with realizing a community vision, developing project proposals and implementing those projects if selected for funding.

The following optional administrative regulation should be revised to reflect district practice. The strategies listed below are organized around the "five E's" (education, encouragement, enforcement, engineering, and evaluation) recommended for inclusion in all local programs by the U.S. Department of Transportation's Federal Highway Administration and the National Center for Safe Routes to School's online resource guide, the Safe Routes to School Guide.

This booklet emphasizes the California Department of Transportation's (Caltrans) commitment to make state highways that also happen to be local main streets more livable. It is a manifestation of a process that is sweeping rapidly across America — and across California: Context Sensitive Solutions (CSS).

The Complete Streets Implementation Action Plan was created from an original and much larger list of suggested action items provided by a large cross section of department staff. The Implementation Action Plan projects are organized into seven categories: 1. Highest Focus Areas; 2. Guidance, Manuals, and Handbooks; 3. Policy and Plans; 4. Funding and Project Selection; 5. Raise Awareness; 6. Training; and 7. Research.

"Smart Mobility 2010: A Call to Action for the New Decade" responds to today's transportation challenges with new concepts and tools, presented with a program for putting them into action.

This report presents the results of the first phase of a two phase research project undertaken by the California Department of Transportation (Caltrans) to study travel characteristics of infill development in California’s metropolitan areas.

These Urban Street Design Guidelines are intended to ensure that the best aspects of Charlotte's transportation network are re-cretaed as the city and its street network continue to evolve.

The Better Streets and Complete Streets Policies, passed in 2005 and 2006, call for City departments to work together to improve the functioning and aesthetic of our City's streets to meet social, recreational, transportation, and ecological goals. The Better Streets Plan (BSP), currently in draft form, provides a comprehensive set of street design guidelines to meet these goals. Recommendations of this report for improved project planning, design, and approval are intended to assist the City in implementing the BSP guidelines in a consistent and efficient manner.

GOAL M 4.2 — Complete Streets. Provide complete streets that balance the diverse needs of diverse users of the public right-of-way.

The City of Sacramento provides a summary and presentation of their street design practices, and they evaluate the effectivess.

Presentation showing different roads across the country that have gone on road diets

Changing Policies To Support Complete Streets, resulting consequences, levels of service (LOS) analysis generates impacts to other modes and the environment, Relationship of Freeway LOS, Speed, and CO2 Emissions Factors, case study in Davis, CA.

Instead of relying on vehicle LOS as the primary performance measure in transportation impact studies, agencies need to consider the tradeoffs between LOS and other important community values and other modes. This paper will present a new paradigm for transportation planning and impact analysis that reflects the inherent tradeoffs associated with vehicle travel, urban development form, and the treatment of other modes. The new paradigm will reflect a fundamental change in our current thresholds based analysis approach and it will demonstrate new analysis methodologies

With communities across the country now recognizing the importance of "complete streets," what does implementation of a city or county's complete streets policy actually look like? While bike lanes and sidewalks are an important component of making a complete street, the underling design guidelines and policies for roadways and parking are equally influential in creating livable communities.

An analysis estimating the change in crashes before and after road diets were implemented.

This feature explains the complete streets movement and explores ways to make urban thoroughfares more pedestrian and bicycle friendly and respectful of the surrounding community while not unduly compromising motor vehicle travel. Techniques for designing an arterial street that an control traffic speeds and permit more comfortable and safe pedestrian and bicycle access are described.

This report has been developed in response to widespread interest for improving both mobility choices and community character through a commitment to creating and enhancing walkable communities. This report is intended to facilitate the restoration of the complex multiple functions of urban streets. It provides guidance for the design of walkable urban thoroughfares in places that currently support the mode of walking and in places where the community desires to provide a more walkable thoroughfare, and the context to support them in the future.

AB 1581 (Fuller) was signed by the Governor on October 8, 2007, and became law on January 1, 2008.

Ahwahnee Principles for Livable Communities: Response to our members' concerns over sprawling, poorly planned development in their communities; Assembled with assistance from leading architects and planners working on innovative solutions; Revitalize existing parts of our communities through infill development; Plan complete and integrated communities with mix of uses; Within walking distance of one another; Within walking distance of transit stops; With a diversity of housing types; With a center focus

Benefits of road diets for bicyclists and pedestrians?

• Provide space to add bicycle lanes
• Reduce crossing distance
• Eliminate or reduce "multiple threat" crash types
• Install crossing island to cross in 2 simple steps
• Reduce top end travel speeds
• Buffer sidewalk from travel lanes (parking or bike lane)
• Reclaim street space for "higher and better use" than moving peak hour traffic

The Los Angeles County MTA Board of Directors initiated the Metro Rapid Demonstration Program in March 1999 in response to observing Curitaba's system in Brazil. Curitaba's public transportation model has been a driving force behind the FTA's national Bus Rapid Transit initiative. Following the demonstration program, passenger ratings of satisfaction with the Metro Rapid system increased for all elements of service measured.

This resolution sets forth MTC's regional policy for accomodation of bicycle and pedestrian facilities during transportation project planning, design, funding and construction. Also included is pedestrian accomodation checklist.

Across the country, a growing number of commumities are using the deceptively simple tool of complete streets policies to change the way they approach transportation. Adopted as state law, local ordinance or even as a city council resolution, these policies set a new vision for transportation investments. Most than 85 states, regions and cities have adopted such policies, including new state laws passed in Calfornia and Illinois and policy resolutions or ordinances in major cities including St. Paul, Miami, Chicago, Seattle, Sacramento and Charlotte.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

Introduction to Safe Routes to School: the Health, Safety and Transportation Nexus, including: Overview, History of Safe Routes to School, The Decline of Walking and Bicycling, Health Risks, Safe Routes to School Programs are Part of the Solution, Elements of Safe Routes to School Programs, Take Action Now, Promising Examples and Community Success Stories

A look at baseline results from parent surveys and student travel tallies, including: introduction, parent survey analysis, student arrival and departure travel tally analysis, discussion.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

The Monthly SRTS Program Tracking Brief is prepared by the National Center for Safe Routes to School to provide information about State SRTS programs. Each month, a different snapshot and brief analysis of one key trend across all State programs is presented. It also provides a tracking table summarizing key attributes from all programs.

Incomplete streets cost families money and encourage oil consumption—Transportation is the second largest expense for American households, costing more than food, clothing, and health care. Even prior to the recent run-up in gasoline prices, Americans spent an average of 18 cents of every dollar on transportation, with the poorest fifth of families spending more than double that figure. Much of this household transportation expense is pumped directly into the gas tank. The United States uses 20 million barrels of oil per day and over 40% of American oil consumption goes to passenger cars.

What the Bill Does: The Complete Streets Act of 2008 (S. 2686), introduced by Senators Harkin (IA) and Carper (DE) and Safe and Complete Streets Act of 2008 (H.R. 5951) introduced by Rep. Matsui (CA) ensure that future transportation investments made by state Departments of Transportation and Metropolitan Planning Organizations create appropriate and safe transportation facilities for all those using the road—motorists, transit vehicles and riders, bicyclists, and pedestrians of all ages and abilities.

Governor Schwarzenegger signed into law on September 30th Assembly Bill 1358, the California Complete Streets Act of 2008 authored by Assemblyman Mark Leno (D-San Francisco). The new law requires cities and counties to include complete streets policies as part of their general plans so that roadways are designed to safely accommodate all users, including bicyclists, pedestrians, transit riders, children, older people, and disabled people, as well as motorists.

For typical U.S. cities with populations over 250,000, each additional mile of bike lanes per square mile is associated with a roughly one percent increase in the share of workers commuting by bicycle. Increasing the share of workers commuting by bicycle by one percentage point would double the average number of bicycle commuters in many cities. Rapid transit bus service that operates on streets improved to speed bus travel can increase ridership and shift trips from cars.

Presentation provides a throrough introduction to complete streets

Table of Examples of Complete Streets Policies and Guides from across the nation.

Presentation demonstrates what complete streets are and are not.

The paper examines the role of the street network in road safety outcomes. Data on more than 130,000 crashes occurring over nine years in 24 medium-sized California cities was input into a geographic information system (GIS) and evaluated against principal measures of street network density and connectivity at the Census Block Group level. Few studies have taken this more comprehensive approach of looking at the complete street network when it comes to safety, partly because until now this kind of holistic assessment would have been very difficult without recent advances in research tools such as GIS.

Evolution of network in California cities; the effects the network has on traffic safety, travel mode choice, and emergency services response time.

This PBIC Case Study Compendium contains a collection of brief, original case studies developed by the Pedestrian and Bicycle Information Center and the Association of Pedestrian and Bicycle Professionals (APBP). The case studies, or success stories, cover pedestrian and bicycle projects and programs from across the US and abroad, including engineering, education, enforcement, encouragement, planning, health promotion, and comprehensive safety initiatives.

Integration of Green Infrastructure & Networks with Complete Streets in San Francisco

This article looks at successful examples of safe routes to schools programs across the country.

Concerns about livability are shared by every type of community, in inner cities, small towns and rural areas. This booklet explores how people in these communities are working in partnership with transportation agencies on locally-initiated projects and programs to create transportation systems that enhance places. While this booklet emphasizes the direct relationship between community reinvigoration and community-supportive transit facilities, case studies also demonstrate how the sympathetic design of roadways strengthens the connection between the two.

The case studies in this booklet offer a small sample of the ways in which highway projects can be designed with imagination, creativity, and collaboration to preserve and enhance the character and quality of a community without sacrificing transportation mobility and safety. While these few examples illustrate the art of the possible, throughout the country we see a new commitment to collaboration leading to more imaginatively designed facilities that enrich the communities in which they are located.

Presentation provides an overview of complete streets, examples of policies and actions in the Sacramento region and national level, simulations of streets and neighborhoods in Sacramento area

Every two years, SACOG conducts a programming round to allocate funds to projects based on apportionments of regional Congestion Mitigation and Air Quality (CMAQ), Regional Surface Transportation Program (RSTP), and State Transportation Improvement Program (STIP) funds. These funds are programmed through the Air Quality, Bicycle & Pedestrian, Community Design, Transportation Demand Management (TDM) and Regional/Local funding programs.

Funding rural transportation projects is an even greater challenge because many funding programs are based on population. Rural areas comprise only a small percentage of the SACOG region's population but must maintain a disproportionate number of the region's road miles. Rural areas in the SACOG region account for only 10 percent of the population, but they contain 48 percent of the region's road miles (8,258 total road miles). Urban areas, on the other hand, account for 75 percent of the population and contain only 41 percent of the road miles (7,054 total miles).

Presentation provides an overview of complete streets technical assistance and tools offered by SACOG

The Concept Plan process has provided an opportunity for Carmichael residents, property owners and County departments to participate in creating a design concept for Fair Oaks Boulevard. The Concept Plan illustrates Draft General Plan and Carmichael Community Plan draft policies, addresses the creation of a special planning area (SPA), and compares roadway design options. Specifically, the concept plan illustrates ways in which the community's desires for Fair Oaks Boulevard can be meshed with the roadway project proposed by the County of Sacramento.

This report was developed to analyze the market demand for commercial services and assess the potential to develop and market higher density infill housing along the North Watt Corridor. This market study is incorporated into the existing conditions report, as the first phase of the revitalization plan. The market study will provide a framework for presenting realistic land use alternatives along the Corridor.

An ordinance providing for the continuation of a one-half of one percent retail transactions and use tax by the Sacramento Transportation Authority for local transportation purposes

This document outlines an approach to designing streets that are more "complete" in the sense of accomplishing all of the goals associated with the dominant form of public space in urban societies — our streets. The purpose of this booklet is threefold:

1. To provide suggested street standards for use when designing new streets and developments and when planning for future transit corridors
2. To provide guidance when dealing with a constrained right-of-way
3. To illustrate local examples of streets that work or do not work for various user groups

This document presents best practices for bicycle master plans for consideration and potential adoption by the Collaborative. These best practices were gleaned from bicycle plans recognized as being exemplary and from cities and/or counties that were recognized as being highly bikeable. First, the required elements of a bicycle master plan in the State of California are presented. Next, best practice bicycle master plan content is presented in the form of a typical bicycle plan outline. A special section addressing the current state-of-the-practice with regard to bicycle level of service measures is presented.

This section presents best practices pedestrian master plans for consideration and possible adoption by the Collaborative. Unlike, the bicycle master plan, there are no required pedestrian master plan elements in the State of California. The contents of a pedestrian master plan presented here represent best practice content gleaned from pedestrian plans of cities like Oakland and Portland that are recognized as being exemplary. The first section presents best practice content in a sample plan outline format, elaborating on key elements of the plan.

The Collaborative's Transportation Team has been particularly focused on practices that will assist the Sacramento countywide area achieve the vision of at least at 10% shift in travel mode from automobiles to walking, cycling, and transit. Transit use is forecasted to increase from 1.3% of trips to 4% or 5% or more, in the Sacramento countywide area.

A diverse group of more than 100 citizens from all walks of life came together in 2001 as the Sacramento Transportation and Air Quality Collaborative. These participants represented businesses, the environment, public agencies, community groups, underserved populations and local neighborhood areas. For five years, these community leaders and agency staff contributed countless hours to education, dialogue, deliberation and consensus building in this civic engagement effort.

As this report will show, there still is a long way to go to repair the damage done to communities in the past, even as we begin to shift policies and design philosophy to build streets that are safer for pedestrians and motorists alike. However, there are a growing number of excellent models to build on and thousands of communities eager to move forward.

Complete streets can improve population health indirectly — through increased walking, biking, and transit use, Increased physical activity, Less obesity and chronic disease, Reduced respiratory conditions, deaths, other conditions related to air pollution — and Directly — through Reduced traffic injuries and deaths, and increased social interaction.

This paper provides a preliminary assessment of the Metro Orange Line, one of the first full-featured bus rapid transit (BRT) systems in the U.S.