Case Studies & Examples

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.

The Alliance for Biking & Walking's Benchmarking Project is an ongoing effort to collect and analyze data on bicycling and walking in all 50 states and at least the 50 largest cities. This is the second biennial Benchmarking Report.

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.

As part of the City of Charlotte's Smart Growth strategy, staff and consultants are developing comprehensive new urban street design guidelines to be applied to all new and modified streets. The design guidelines provide for all travel modes, while explicitly considering land use context, street function, and allocation among competing uses for often-limited right-of-way. The design guidelines offer direction on planning and designing for five street types and their intersections. As important as the "ideal" cross-sections developed, however, is the information provided to guide the tradeoff decisions inherent in street design, particularly in retrofit or modification situations. To that end, the guidelines include a step-by-step approach to their application.

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.

Studying transporation trends, the City of Boulder attempt to document a change in the use of modes in their city using gathered data and surveys.

The corridor analysis advocated by the Neighborhood Horizons Plan looked at redesign opportunities to create a
pedestrian and bicycle friendly community-oriented
commercial corridor in a safe, quiet neighborhood.

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

Flyer for a form-based code charette in Columbia Pike, Colorado

Pedestrians have a right to cross roads safely, and, therefore, planners and engineers have a professional responsibility to plan, design, and install safe crossing facilities." —Zegeer, et al., 2001 FHWA Crosswalk Study

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

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

A team of 12 transportation professionals from the United States with expertise in bicycling and walking visited five countries in Europe to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility.

This TechBrief summarizes an evaluation of the effects on speed of low-cost, traffic-calming treatments on main rural highways passing through small, rural communities in Iowa.

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.

TCRP initiated a research study to identify the following: which factors determine the behavior and motivation of TOD residents, employees and employers in their mode choice; best practices to promote TOD-related transit ridership; and the contextual use of best practices.

Strategies for Metropolitan Atlanta's Transportation and Air Quality aims to develop a framework for reducing auto dependence and vehicle emissions in the Atlanta Metropolitan Area, while maintaining economic vitality . The data analysis from this study shows that in order for Atlanta to achieve their regional goals of clean air, decreased auto dependence, and a high quality of life, a land use plan to focus growth into existing and emerging urban centers was needed.

This paper discusses the growth of the Complete Streets movement and its role in road design and planning processes, particularly in relation to Context Sensitive Solutions. We will then go on to describe how the geometric design of our urban arterials and collector streets can provide more room for nonmotorized travelers, make street crossings easier for pedestrians, and help to control traffic speeds, thus reducing pedestrian, bicycle and automobile crashes. Finally, we will show how this can be done within existing rights-of-way and within tight maintenance and construction budgets, thus making better use of taxpayer dollars. A discussion of cost considerations will conclude this paper.

A survey of 31 multi-family housing complexes near rail stations in the San Francisco Bay Area and Portland, Oregon, show peak parking demand is 25-30 percent below supplies and, for most projects, falls below national standards.

This article highlights the impact the bicycle industry and bicycle tourism can have on state and local economies, describes the need for bicycle facilities, discusses the cost effectiveness of investments, points out the benefits of bike facilities for business districts and neighborhoods, and identities the cost savings associated with a mode shift from car to bicycle. The evidence demonstrates that investments in bicycle infrastructure make good economic sense as a cost effective way to enhance shopping districts and communities, generate tourism and support business.

In the two years since the Local Government Commission's Smart Growth Zoning Codes:A Resource Guide was first published,the movement to reform zoning codes has gained momentum. Today, form-based codes have become an increasingly popular approach to achieve these reforms and create communities where people want to live,work and play.

The Local Government Commission's Smart Growth Zoning Codes: A Resource Guide is intended to help local officials improve community livability through code reform. It is meant for jurisdictions that already have developed a broad vision for making their communities more livable.

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 paper explores a methodology for assessing a neighborhood's bikeability based on its mix of infrastructure and destinations – essentially the 20-minute neighborhood for bicycles.

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.

Complete the streets so everyone can use them safely and conveniently—that's the new cry of advocates, planners and elected officials who are behind a movement to fundamentally alter the way roads are planned, designed and built.

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

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.

Complete Streets are designed and operated so they work for all users—pedestrians, bicyclists. Incomplete Streets Breed Congestion—Designing streets only for automobiles reduces opportunities for safe travel choices that can ease traffic congestion: walking, bicycling, and taking public transportation. Americans drove almost three trillion miles in 2008,1 and many of those trips were very short. Half of all trips in metropolitan areas are three miles or less and 28% are one mile or less. In rural areas, 30% of all trips are two miles or less, and yet a vast majority of these trips are by automobile.

Incomplete streets will hamper climate change strategies—The transportation sector is the fastest growing carbon dioxide source in the United States with emission rates rising 2% per year. Projections show that more efficient fuels and 'clean' vehicles won't be enough to offset the projected 59 percent increase in driving between now and 2030. Even with expected improvements in vehicle and fuel economy, carbon emissions from transportation would be 41 percent above today's levels by 2030 if driving is not curbed.

Incomplete streets a barrier for children—When streets are designed only for cars, they become barriers for children, who cannot safely walk or bicycle along or across them. Unfortunately these safety fears are well founded—pedestrian injury is a leading cause of unintentional, injury-related death among children, age 5 to 14. As a result, many children end up in the back seat of the car, missing out on opportunities for independence and physical activity. One recent survey found that, while 71% of adults walked or rode their bicycles to school as a child, a mere 17% of their own children currently do so.

Incomplete streets a problem for older Americans—Even when roads have basic pedestrian facilities, they often do not consider the needs of the growing population of older Americans. The U.S. Census Bureau projects that by 2025, the portion of Americans over 65 will increase from 12% to nearly 20%, totaling 62 million Americans. As people age, many give up driving for safety's sake.

Incomplete streets put people at risk—Streets without safe places to walk, cross, catch a bus, or bicycle put people at risk. Over 5,000 pedestrians and bicyclists died on U.S. roads in 2008, and more than 120,000 were injured.2 Pedestrian crashes are more than twice as likely to occur in places without sidewalks; streets with sidewalks on both sides have the fewest crashes. While the absolute numbers of bicyclists and pedestrians killed has been in decline for the decade, experts attribute this in part to a decline in the total number of people bicycling and walking.

Incomplete streets lead to higher costs—Transportation is the second largest expense for American households, costing more than food, clothing, and health care. Even before 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. The vast majority of this money, nearly 98%, is for the purchase, operation, and maintenance of automobiles. Drivers spent $186 billion on fuel last year, and without improvements to fuel economy, Americans will spend an estimated $260 billion in 2020 on gasoline.

Incomplete streets a barrier for riders, good service—In too many cases, road design is out of sync with the needs of the people who are riding buses, trains, and trolleys. Poor design slows transit service and discourages people from using public transportation. Even in communities served by public transportation, incomplete streets may discourage residents from fully using the service. Many users are unable to get to transit stops in a safe and convenient manner.

Incomplete streets restrict physical activity—When streets are designed only for cars, they deny people the opportunity to choose more active ways to get around, such as walking and biking. Even where sidewalks exist, large intersections and speeding traffic may make walking unpleasant or even unsafe—discouraging any non-motorized travel. Obesity in America has reached epidemic proportions in recent years. The latest data show that 32% of adults are obese, the number of overweight or obese American children nearly tripled between 1980 and 2004.

Complete Streets create viable, liveable communities—Creating infrastructure for non-motorized transportation and lowering automobile speeds by changing road conditions can improve economic conditions for both business owners and residents. When Valencia Street in San Francisco's Mission District slimmed its traffic lanes to slow down cars and accommodate other users, merchants reported the street changes enhanced the area. Nearly 40 percent of merchants reported increased sales, and 60 percent reported more area residents shopping locally due to reduced travel time and convenience.

Help Prevent Costly Delays and Retrofits Integrating the needs of all users—pedestrians, bicyclists, public transportation riders, motorists, older people, children, and people with disabilities—early in the life of a project minimizes costs associated with including facilities for these travelers. Complete streets policies ensure early multi-modal scoping, saving money by avoiding costly project delays. Without a policy, bicycle, pedestrian, and public transportation accommodations are often debated too late in the design process and are considered a disruption rather than necessary and beneficial project features.

Complete streets foster livable communities — Communities are increasingly embracing smart growth to meet their residents' desire for choices in housing, shopping, recreation, and transportation. Complete streets meet the demand for transportation options, while promoting other community goals. They provide safe and affordable access for everyone, whether traveling to school, work, the doctor, or their favorite restaurant.

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.

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.

Complete streets are designed and operated to enable safe access for all users. Complete streets policies direct transportation planners and engineers to consistently design with all users in mind. They have been adopted by a few states (OR, VA, SC), and a number of regions and cities. Places that adopt complete streets policies are making sure that their streets and roads work for drivers, transit riders, pedestrians, and bicyclists, as well as for older people, children, and people with disabilities.

Incomplete streets are a constant source of frustration and danger for people with disabilities. A recent study found that blind pedestrians waited three times longer to cross the street, and made many more dangerous crossings than sighted pedestrians. A significant portion of paratransit trips are necessary, not because people are too disabled to use public transit, but because the street network is so poorly designed that they cannot reach the bus stop or train station.

Presentation provides a throrough introduction to complete streets

Communities across the country are realizing the 'green' potential of their streets. Making our transportation system more sustainable involves many policies and practices that minimize environmental impact and create streets that are safe for everyone, regardless of age, ability, or mode of transportation. Complete streets are a natural complement to sustainability efforts, ensuring benefits for mobility, community, and the environment. Many elements of street design, construction, and operation can work in favor of achieving both complete streets that work for all travelers and 'green' streets that serve environmental sustainability. Complete Streets are designed and operated so they work for all users.

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

Presentation demonstrates what complete streets are and are not.

Communities across the country are realizing the ‘green’ potential of their streets. Making our transportation system more sustainable involves many policies and practices that minimize environmental impact and create streets that are safe for everyone, regardless of age, ability, or mode of transportation. Complete streets are a natural complement to sustainability efforts, ensuring benefits for mobility, community, and the environment. Many elements of streetdesign, construction, and operation can work in favor of achieving both complete streets that work for all travelers and ‘green’ streets that serve environmental sustainability. Complete Streets are designed and operated so they work for all users.

Good planning practice requires that communities establish long-range comprehensive plans for future physical development. A comprehensive plan provides a vision of how residents and stakeholders wish to see their community evolve, and acts as a policy guide for decision-making regarding future development. In different states, comprehensive plans are known by a variety of names, including community plans, master plans, and general plans. In some states, these plans are required; in others, they are optional. The plan's effect from a legal perspective also varies widely, and some states require that comprehensive plans address specific topics and undergo regular updates.

Local governments have the power to fight childhood obesity and improve community health by passing complete streets policies that foster streets safe for active travel. At theGood planning practice requires that communities establish long-range comprehensive plans for future physical development. A comprehensive plan provides a vision of how residents and stakeholders wish to see their community evolve, and acts as a policy guide for decision-making regarding future development. In different states, comprehensive plans are known by a variety of names, including community plans, master plans, and general plans. In some states, these plans are required; in others, they are optional. The plan's effect from a legal perspective also varies widely, and some states require that comprehensive plans address specific topics and undergo regular updates. National Policy and Legal Analysis Network to Prevent Childhood Obesity (NPLAN), we developed this Model Local Ordinance on Complete Streets to assist localities in making streets safe, comfortable, and convenient for everyone. Our models are developed by thoroughly surveying existing law, conducting extensive legal research, and consulting legal and policy experts.

State governments have the power to fight childhood obesity and improve community health by passing complete streets policies that foster streets safe for active travel. At the National Policy & Legal Analysis Network to Prevent Childhood Obesity (NPLAN), we developed this Model State Statute on Complete Streets to assist states in making streets safe, comfortable, and convenient for everyone.

State and regional governments have the power to fight childhood obesity and improve community health by passing complete streets policies that foster streets safe for active travel. At the National Policy & Legal Analysis Network to Prevent Childhood Obesity (NPLAN), we developed these Model State/Regional Resolutions on Complete Streets to assist states and regional governments in making streets safe, comfortable, and convenient for everyone.

This research has been undertaken to explore how sidewalks in New Jersey are constructed, maintained, reconstructed and financed. Sidewalks are a complicated issue due to multiple jurisdictions (local, county, and state), ambiguous responsibility for construction, reconstruction and maintenance, and contested liability. The research methodology included interviews with New Jersey planners and engineers at the state and local levels, a review of state and national guidelines, consultation with national professionals regarding practices outside New Jersey, and a legal analysis of sidewalk-related caselaw.

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

Complete streets are not limited to a few designated corridors. Many communities have launched main street initiatives, adopted bicycle plans, or undertaken special planning processes for nonmotorized travel in specific places. In contrast, complete streets policies strive for diversity on just about every thoroughfare. And the process of creating complete streets is leading planners and engineers across the country to approach street design in fundamentally new ways.

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

This is a series of eight case studies that outline a variety of tools and strategies that are contributing to great corridors around the country— creating not only successful streets, but creating places in those communities.

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.

This report analyzes the travel patterns of K-12 students in Gainesville, Florida. The data indicated that students were more likely to walk in neighborhoods with sidewalks on main roads; another significant factor is distance of the school from home.

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

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.

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.

Conventional suburbs are over built and out of favor. In cities and suburbs alike, walkable neighborhoods linked by train are the future. Here's how a new nertwork of privately funded alliances can make the future come to pass more quickly and cheaply- and help reingorate housing and the economy.

1. Transportation Action Plan
2. USDG Philosophy and Approach
3. Applying the Six-Step Plan/Design Process

For four decades, activists for greener, safer NYC streets have scrounged at the margins of this automobilized streetscape. A few feet of traffic lanes converted to bike lanes, the occasional sidewalk extended to relieve a dangerous intersection — all important changes, but all within the context of streets that serve cars, first and foremost. But what would our streets look like if they were redesigned, building-to-building, to first accommodate walkers, bicyclists, the disabled and surface transit? The days of living at the margins are over: the Complete Streets revolution has begun.

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.

Connectivity (also called permeability) refers to the directness of links and the density of connections in path or road network. A well-connected road or path network has many short links, numerous intersections, and minimal dead-ends (cul-de-sacs).

As connectivity increases, travel distances decrease and route options increase, allowing more direct travel between destinations, creating a more Accessible and Resilient system.