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11/05/1987 - Packet
AGENDA CITY CENTER PLAN TASK FORCE THURSDAY, NOVEMBER 5, 1987, 7:00 - 9:30 P.M. CIVIC CENTER - TOWNHALL CONFERENCE ROOM 13125 SW HALL BLVD. , TIGARD, OR 1. CALL TO ORDER 2. ROLL CALL: ASH COHEN DEFFERDING JUAREZ MARR 3. APPROVE MINUTES 4. RECENT LAND USE ACTIONS: NEWTON 5. UPDATE ON COMMITTEE VACANCIES: NEWTON 6. VISION STATEMENT AND PRESS RELEASE 7. EVALUATION OF CRITICAL PATH: GROUP DISCUSSION 8. ROLE OF SUBCOMMITTEES: GROUP DISCUSSION 9. PROPOSED CONTENTS OF PLAN: COHEN 10. PROPOSED SALEM GUIDED TOUR: GROUP DISCUSSION 11. OTHER BUSINESS 12. ADJOURNMENT CITY CENTER TASK FORCE MEETING October 22, 1987 The meeting was called to order by Stuart Cohen at 7:09 PM. Present: Pam Juarez, Mike Marr' Stuart Cohen, Jolynn Ash, Chris Dmfferding, Don Pinkerton (resigned) Also Present: Liz Newton, Duane Roberts, Dan Dolan (A—Buy) guest A motion was made to approve the minutes . Seconded and passed. Recent Land Use Actions : Newton A new business opened on Main, Street—Hearts Desire Country Store. Appointment of Now Member: It was the consensus of the committee to request from council the appointment of two now members with the following experience: 1 . Time to volunteer 3 times a month for meetings 2. Transportation /Engineering, Economic Development, or, Marketing Background 3 . Individual who has a business It was agreed that we will be able a to accomplish our task with the fixe memburo . It would be easier with seven, but we are committed to the gnal of developing a high quality revitalization plan. Council Workshop Evaluation: There was some discussion as to the priorities of the transportation committee based primarily on what Jerry Edwards had said. Mike suggested that we might try to pull the transportation committee along. Mike was concerned that we are going to move along and the transportation committee will not have a plan for downtown in force. Stuart felt that council is looking to us for comments on transportation. Liz pointed out that the transportation committee has an overwhelming task in front of them. Liz also said that she felt a strong commitment on the part of Council to get the market study done. She has applied to LCDC to contribute $3'808.00 towards the study. VISION STATEMENT' Duane' s vision statement was reviewed by the oommittee. Mike requested that we add nome commentary that we are looking at the full range from morning to evening. Duane was commanded for summarizing the statement. Stuart suggested that we try to get our vision statement out to the people of Tigard to keep them informed. It was agreed that in two weeks the committee will review the vision statement and provide Duane with any additional comments . MARKETING STUDY After reviewing the questions that Duane suggested for the Marketing Study' the following questions were agreed upon for further discussion and possible submittal to the marketing consultant for the direction of the study . I . What are economic capabilities of each sector in terms of regiunal economic trends? 2. Recommend specific public actions/strategies to encourage appropriate types of private investment in the area. 3 . Is an anchor needed in order to attract/retain in downtown? If yes, what type would be appropriate and what is the possibility of getting it? 4. What are the market opportunities for restaurants, food stores' and specialty retail in downtown? 5. What opportunities for each economic sector are created by the following physical improvements, singly and in combination: Park improvements and park—like atmosphere Public parking lots Widening Main Street Bridge Extending Tigard Street through and connecting it with Tigard Street extension 0. What is the potential for office development? Feasibility and possible location for mixed—use development of hn(AS ing and office/retail. Potential for downtown for high—density housing development. Specifically, is ouoh hnuuing in proximity to proposed Fanno Creek Park appropriate and feasible? In light of Tigard' o large retirement community, would older age group be an appropriate target market? Duane has been asked to complete a rough draft of a RFP. He indicated that he will try to have the RFP in four weeks. 8SD and U of 8 work samples: Duane passed out samples of the designs that the schools worked on for several oitieo . Duane brought several suggestions from his son' s class: 1 . Merry—go—round 2 . Carousel 3. Disney Land Mike suggested that we take a bus to Salem and tour the city. He thinks that it might help us identify different possibilities . Next meeting 0ovember 5' 1987 and the following meeting November 19, 1907. Respectfully submitted, Pam Juarez oo/1716D CHAPTER 16 TRAFFIC STUDIES AND IMPROVEMENTS INTRODUCTION The importance of vehicular traffic in a central business district is derived from the impact it has on all other activities which take place in the downtown area. From a positive perspective, stores and other commercial institutions depend primarily on cars, trucks, and buses to transport their customers and supplies into the CBD. On a negative note, such traffic often detracts from the beauty and environmental quality of the Cowntown area, through contributions of visual, noise, and air pollution. Furthermore, the flow of pedestrian traffic--the lifeblood of the central business dis- trict--is frequently compromised by the need to hurry vehicles to their des- tinations, whether these destinations be inside or7outside of the CBD. Traffic improvements in a downtown area must take these and other relationships into consideration. The goal of such improvements should not merely be to achieve a free flow of vehicular traffic, if this means that other facets of the CBD must suffer. Rather, efficient and convenient move- ment of motor vehicles should be sought only in a context of safe, efficient, and convenient pedestrian traffic; preservation of the aesthetic, cultural, and environmental quality of the downtown area; and protection of life and property. Scope of this Chapter This chapter describes the fundamental traffic studies which are necessary for a general understanding of the functioning of the downtown street system. These studies are designed to give the participants in a downtown improvement program a knowledge of the following: - the basic structure of the street system; - the system's* patterns of use; - weaknesses in this system, due primarily to poor design, inadequate signs and other controls, and insufficient capacity; and - major accident locations. The chapter also describes a number of follow-up traffic improvement measures. Other Sources of Information It should be noted that this chapter can be used most effectively if four additional tools provided by the State of Illinois are obtained. One of these is the Manual on Uniform Traffic Control Devices, revised and published by the Illinois Department of Transporation (IDOT) in 1973. This basic reference book contains design guidelines for traffic signs, signals, 16-1 and pavement markings which must be followed by all local governments in the state. It is available from: George E. Moberly Engineer of Traffic Illinois Department of Transportation 2300 South Dirksen Parkway Springfield, Illinois 62764 Second, IDOT publishes a Design Manual which provides detailed policies and standards for the design of roadways and roadway elements. It is available from: Bureau of Design Division of Highways Illinois Department of Transportation 2300 South Dirksen Parkway Springfield, Illinois 62764 Third, IDOT's Bureau of Local Roads and Streets publishes "Adminis- trative Policies" which are to be followed by local governments in main- tenance, improvement, and regulatory activities. It is available from: Bureau of Local Roads and Streets Illinois Department of Transportation 2300 South Dirksen Parkway Springfield, Illinois 62764 The fourth tool available to a community engaging in downtown traffic improvements is the four-day short course offered by IDOT on "Improving Street Utilization." The course covers a wide range of traffic studies and design techniques, incliiding step-by-step procedures. The course materials have been prepared by the Traffic Institute at Northwestern University and are available to all those who take the course. They can serve well as a comprehensive manual for traffic study and analysis. There is no charge for the course, and it will be offered every other month beginning in August, 1975. Locations will vary. For further information, contact: George E. Moberly Engineer of Traffic Illinois Department of Transportation 2300 South Dirksen Parkway Springfield, Illinois 62764 16-2 Introduction to Traffic Operations Improvements In general, significant benefits to traffic flow in downtown areas can be achieved through relatively minor traffic engineering measures applied to the existing street system.l The application of such measures requires a series of basic studies and analyses of the existing system, with the primary objective being to identify deficiencies for which remedial measures can be proposed. Many of these remedial measures can be low-cost (such as improved signs and markings and peak-period parking and turning restrictions). Others--such as major channelization projects or replace- ment of signal equipment--entail larger expenditures, although the cost may still be considerably less than more major types of traffic improvements. The following eight steps are singled out as having particular impor- tance in optimizing traffic flows on downtown streets and are covered in subsequent pages: Operational Improvements (For Optimizing Flow on Existing Street Networks) (1) Street System Inventory (Study) (2) Traffic Volume Surveys (Study) (3) Travel Time and Delay Studies (Study) (4) Accident Surveys (Study) (5) Major Changes in Road Use (Improvements) (6) Reduction of Mid-Block and Intersection Friction (Improvements) (7) Traffic Signal Phasing (Improvements) (8) Follow-ups (Review, Maintenance, and Enforcement) In addition, the topics of downtown traffic bypasses, financing, and technical assistance will be discussed. STREET SYSTEM INVENTORY The initial step in any traffic improvement program is to conduct a basic inventory of the street system, including the following components: street classification; intersection control devices; speed limits; and possible limitations for truck, detour, and special event routing. The following inventory methods are recommended. Street Classification The standard system adopted by the Illinois Department of Transpor- tation classifies streets as follows: (a) freeway, (b) major arterial, (c) collector, and (d) local. "Optimizing Flow on Existing Street Networks," National Cooperative Highway Research Program Research Results Digest (November, 1970) , p. 2. 16-3 Freeway -- The function of a freeway system is to expedite movement of all types of traffic between relatively distant points in a community or metropolitan area. Freeway design normally includes control of access, multi-lane divided roads, and few, if any, intersections at grade. Few small communities have freeways within their central business districts. Major Arterial -- These streets connect major traffic generators (the CBD, employment centers, transportation terminals, etc.) . They carry heavy "corridor-type" traffic and emphasize a greater freedom of traffic movement than do streets of lesser importance. Communities usually aim for overall speeds of 35 mph on their arterials during most times of the day and 25 mph during the peak periods. Use of the street for parking or for loading of goods is a major factor in determining whether these speeds can be obtained. Collector -- Collector streets occur at reasonably regular intervals to collect traffic from local streets and channel it into the arterial system. They provide direct access to neighborhood traffic generators that are not feasibly served by arterials. Overall speeds on the collector system should range from 20 to 25 mph. Collector streets in most parts of the community should be spaced at about half-mile intervals to accomodate local movement and to distribute traffic effectively. Local Street -- These streets provide direct access to abutting residential, business, or industrial properties. Overall vehicle speed should be low--from 10 to 20 miles mph--to permit frequent stops and turning movements with maximum safety. Intersection Control Devices Intersection control devices such as signals, stop signs, and yield signs are important to a smooth functioning street system. For this reason, these devices are often mapped, with the greatest importance being placed on maintaining up-to-date maps of stop and yield signs (see Figure 16-1). Traffic signal maps are frequently of a specialized nature and are used by the operating and maintenance personnel who are responsible for the signal systems. Such maps include the type of control for each signal (e.g. , traffic actuated or pre-timed) and are accompanied by detailed operating schedules. Special Events, Detour, and Truck Routes It may be helpful to map those elements which would possibly restrict traffic routing for trucks, detours, and special events. The following elements should be kept up-to-date on a routing map: pavement load limits, . vertical clearances of structures, one-way streets, and turn restrictions. Speed Limits A speed limit map may have applicability in downtown traffic planning. 16-4 JACKSON �HA �V e`er Oui 0 LL Q 4 JEFFERSON 4" 9 o o 0 a ■ 1 Z • ON L WA' WASHINGTON Ll F- 7. T • • 2 KC ! LY k F 4 LlNcoLN � 4 r LINCOLN • pQ0 l] • INTERSECTION CONTROL, CENTRAL BUSINESS DISTRICT TRAFFIC DIRECTION, °TREETLLIFTOANYTOWN ILLINOIS• SIGNALIZATION • STOP SIGN N 7 YIELD SIGN O SIGNALIZED INTERSECTION W s+.rwK a STREET CLASSIFICATION ILLINOIS DEPARTMENT OF ® MAJOR ARTERIAL l9 LOCAL GOVERNMENT AFFAIRS 8 COLLECTOR -OFFICE OFRESEARCN�PLANNING- fL ❑ LOCAL CHICAGO` SIGN SYMBOLS ARE SHOWN TO THE RIGHT SPRINGFIELD ` � OF TRAFFIC 7`NEY CONTROL. ' Jj MARION C.B.D. BOUNDARY 'W 16-5 Roadway Widths Widths of paved roadways (curb-to-curb) may be shown on maps, either alone or with other information. TRAFFIC VOLUME COUNTS The volume of traffic on downtown streets should be known for several reasons. First, the flow of traffic in and out of the CBD on the major approach and exit streets is a measure of downtown patronage. If measured on an annual or other regular basis, it will indicate significant downtown trends. These patterns are also important from the standpoint of providing public transportation services and parking. In particular, knowing the patterns of traffic in and out of the CBD can suggest good locations for parking facilities and transit stops. A knowledge of the traffic flow on all downtown streets (not just the inbound and outbound streets) will be necessary for determining the adequacy of the street system to handle these flows. Current traffic volumes, complemented by other studies,1 should suggest whether any major increases in street capacity are warranted. - Where to measure traffic volumes -- Traffic volume can be defined as the volume of traffic passing a given point during a given time period. The number of points at which volume counts should be taken varies according to how the information will be used. If it is just to be used for measuring the CBD's inbound and outbound traffic., then only a "cordon count" is needed. In a cordon count, counting stations are set up all along the edge of the downtown area--an area which includes not only the CBD but also the all-day parking spaces serving the CBD. Counts are taken of the cars, trucks, and buses entering and leaving this "cordon area." If, on the other hand, the traffic volumes are to be used for thor- oughly analyzing traffic problems, then volume counts should betaken on every street in the downtown area. Generally, counting stations should be set up in such a manner as to measure the number of cars entering (and leaving) each intersection, taking note of whether they go straight, turn left, or turn right at the intersection. The intersection is of primary importance in volume studies because it is there that the greatest resis- tance to the free flow of traffic is found. General Methods -- Regardless of whether the volume counts are' done on all downtown streets or just around the periphery, the same general methods are used. Counts can be taken by manual means or by mechanical means (many municipal traffic departments have traffic counting machines). It is the manual method which will be described here. In it, traffic volumes are recorded manually by survey personnel. The only equipment they should need for this task are counting forms (see Forms 16-1 and 16-3) , pencils, a clipboard, and a stopwatch to assure that the counts are taken for exact periods of time. lAn "intersection capacity analysis" is the best available technique for measuring the adequacy of street capacity. See page 16-33. 16-6 When and How to Take Volume Counts -- Fortunately, downtown streets do not experience the same level of daily and seasonal variation in traffic volumes that rural roads do. In most downtown areas, traffic counts taken on any weekday will be generally representative of .the traffic volumes occuring on other weekdays. Furthermore, there is relatively little seasonal variation in traffic, so that traffic counts in most months of the year should be representative. Downtown traffic counts, therefore, can be taken on any weekday and in any month (except January and February when volumes are some- what lighter than in other months of the year) . Days of special events, abnormal weather, or other special conditions should be avoided. The object of the counts should be to determine the average hourly volume (VPH--vehicles per hour) during the period 6:30 a.m. to 6:30 p.m. and also to determine the average hourly volume during the peak periods only (usually 6:30 a.m. to 8:30 a.m. and 4:30 p.m. to 6:30 p.m.). Persons acting as recorders should be stationed at each intersection where counts are to be taken. Movements (straight ahead, right turning, and left turning) should be recorded for all cars, trucks, and buses. To tally all of this information will require only one person at low-volume inter- sections, although two or more may be needed at higher-volume locations. Trial runs should be made to determine manpower requirements and to assure that the survey personnel fully understand their job. Sampling -- Because taking traffic counts continuously for long periods of time can be very tedious, sampling procedures are commonly used to enable recorders to count traffic at a given station for only a few minutes at a time. The resulting traffic volumes are then multiplied by a factor to arrive at an estimated total for the hour. This type of sampling procedure has been shown to yield estimates within several percentage points of the true totals for traffic volume. There is no hard and fast rule regarding the length of sample counting period to use at each station in each hour. Periods of 5, 6, 10, and 15 minutes have often been used. No matter what counting period is selected, the resulting figures will need to be multiplied by a factor which will yield approximate hourly figures. For example, if a 5-minute period is used, all totals will be multiplied by 12; and if a 15-minute counting period is used, the totals will be multiplied by 4. In selecting a. sample counting period, you should consider the total number of stations at which counts will be taken in the downtown area and the manpower which is available for the survey. Each recorder should be assigned as many stations as he can cover during an hour, taking into con- sideration the amount of time it will take to get from one station to the next. A reasonable expectation would be that if a 5-minute counting period were used, 6 stations could be covered by one person in an hour (allowing 5 minutes to travel between stations) ; a 6-minute period would allow 5 stations to be covered; 10-minute periods would allow 4 stations to be covered; and 15-minute counting periods would allow 3 stations to be covered in an hour by a single recorder. Because traffic counts should be taken for a full 12-hour period, you should plan on recorders working in two 6-hour shifts, if possible. 16-7 Form 16-1: Intersection Traffic Volumes TRAFFIC VOLUMES AND OVEY.ENTSPM N-S_ __ _61 L• __ Date A—L�4_1J7 Time=�4 0 AM Intersection S — E-W_ _ _ �� sZ _ _ Observer �� _ /,(i & _ Pa I Tr Pa Tr Pa ITr \ Hft ' IIN i Htt /lll 1 I lwo I Id I 14 � I Pa Tr Pa r tm y� Ilhy' I iN Pa r Pa Tr bw I-#* Hff NN !H`I IAW Nt It *ff l I bw AMS f/It I Aw IO I err Pa Tr 4W hW IAW AW Ho 4W i /1// Pa ITr I #N NN*,*IAW / f& ## / 1W / A i ' ®® S o I Pa ITr Pa Tr Pa IT,r ` IQ a 10 � i I Weather L��1� _ _ City___ Source: Program of Instruction: County --- - Course ounty •.--- -Course on Imgroving Street Utilization IDOT, 1975 16-8 I 3 I Form 16-2: APPROACH VOLUME SUMMARY SHEET I nterse ction of MiP.I " WgS With QALi-ARD Date /(, .Ju& 1969 Ti me To :`�� �City A L 99 County CoeK Time North Approach South Approach East Approach West Approach Total L S R T L S R T L S R T L S I R T 71.60 0 j62 4 #7.31.36 3/8 0 3,V 0 0 0 o S o 164 69 1 896 7.*so 0 478111 IV 2 362 0 386 0 0 0 0 If- 0 17SO 93 968 0 9 9 607 20 L279 0 1199 0 1 0 1 0 0 0 74' 90 37 /# 2L;E6 0 194 0 0 0 0 0 111 60 ea ro I f 410-111# 2 +3 � 0 #93 0 / 3 /3' 0 3 li I SZ 96% 0 51a I i5 ng s/ nv 0 6/ o o l1 io 0 4p, 3'3 1 /10,1- :2 10s"2 io 447 26-923 z ZO I l Q 2 /1 o 0 370119 389 9/ 53 / 614 0 0 9 9 2 67 7 1076 L - Left Turn S - Straight Ahead R - Right Turn Source: Program of Instruction: Course on Im roving Street Recorder R4-/D ,—,U Utilization IDOT, 1 75 / FORM 16-3: FIELD FORM FOR TRAFFIC VOLUME CORDON COUNT LOCATION TIME DURATION DATE TOTAL INBOUND VEHICLE OUTBOUND TOTAL TYPE PASSENGER CAR TRUCK BUS BICYCLE 16-10 O8tn O a �. C4 - o RMI ROAD Q �O , JACKSON o oOC ,C To/v 6 O N H O <L Q OG Q 4—JEFFER-SONISO off o Fu� to °il] Lo dr� � o D 1 2101 MAIN220 uj z /vv a ! z WA5HIN WASHINGTON 4 0 7-A2 InZIx 0 K El K ~ u F IOL {� � N Ir 'Izn 0 FT1 0 PPUD LINCOLN LIt30" INBOUND AND OUTBOUND CENTRAL BUSINESS DISTRICT TRAFFIC VOLUMES ANYTOWN ILLINOIS loo NUMBER OF VEHICLES PER HOUR INBOUND DURING ivoRTH .— MORNING RUSH • aw W NUMBER OF VEHICLES PER """"u""'""" 100 HOUR OUTBOUND DURING EVENING RUSH ILLINOIS DEPARTMENT OF LOCAL GOVERNMENT AFFAIRS OFNCE OF REWRCNtPLANNW6- LL ONE-WAY STREET CHICAGO s SPR/NGF/EL D MARION C.B.D.BOUNDARY 16-11 FIGURE 16-3 SPEED & DELAY ANALYSIS HOW TRAVEL TIME 15 SPENT - PEAK HOUR AVERAGE NORTH AND SOUTH MILE TIME, 8 MIN. 23 SEC.,SPEED, 7.15 M.P.H- e'1.1. .•... RUNNING TIME M/DBL'K DELAY I lNTERSECTlONAL DELAY 5 MIN•OSic.—SB.6re I 0MIN.475EG.-9.31 2MIN.36 sec. —3/. AVERAGE EAST AND WE5T MILE TIME,7 MIN.53 5EC.,SPEED,7.6.M.P.H. .I.�:f e:i`e.• RUNNING TIME M/DBL'K DELAY INTERSECTIONAL DELAY S MIN.S SEC.—64.51 O MIN.403EC.—B-5-X 12 MIN.®SEC. —27.Ox, DISTRIBUTION OF DELAYS - PEAK HOUR NORTH-SOUTH TRAFFIC DELAYS O 10 20 30 40 50 60 70 80 90 100% INTERSECTIONAL DELAY 76.9 M/DBL�KOELAYI?gJj 3I6NAL 99.6X BLOCK 9.67 CR059/NG /2.4�: .' PARKING 8.37. NOTE:ALL F/GURE5 ARE EXORE55ED/N PERCENT , LEF7'TI/RN 4.93: OF TOTAL DELAY :' LOAD6JUNLwD2. I I I (PEDESTRIANS 3 9% BUSES 2.3� STOP 5/CNS 3.6,Y. I I I RIGHT TURNS 2.S% EAST—WEST TRAFFIC DELAYS O 10 20 30 40 50 60 70 50 90 100%, INTERSECTIONAL DELAY 76•¢•e %G¢L�KD�ELAY•;23.G,j' SIGNALS 53.4' BLOCK/2 :• ,,. 1 r5TOP-51GIN 6.7J AREPARKING 4.22 S/NGS 6.0%I EXVRE55ED/NPERCENT BUSES 2.9,Z I OF TOTAL DELAY 1 LEFT TURN 9.9% },i OA06f Il/yL0g023z I I I PEDESTRIANS 3.87 Dp&EPARK 62./Z I1 1 RIGTURNS 2.l y 16-12 TRAVEL TIME AND DELAY STUDIES Travel Times The purpose of measuring travel time on downtown streets is to estimate at what overall speed traffic moves. If, for example, speeds on collector or major arterial streets are limited to 20 mph, it may be deter- mined that improvements--such as one-way operation or removal or restriction of curb parking--are needed to raise speeds to a more acceptable level. A travel time study is conducted for a single street. In carrying out the study, a control section is identified on the street in question which is up to 2 miles in length but has similar abutting land uses through- out the section (which, in downtown areas, often limits the length to only a few blocks) . There are two methods of measuring the travel time along the test section: the license plate and test car methods. (1) License Plate Method -- Two observers are posted at the beginning and end of the control section, each having a synchronized watch. Each observer records the last three numbers of the license plate of each vehicle which passes, along with the time at which it passes the observation point. A sample size of 50 license plate number matches between the two observers will provide good accuracy. The best time to conduct the survey is during the peak hours, although surveys at other times of the day are also useful in pinpointing problems which are particular to certain times of the day (such as those resulting from street loading activities) . (2) Test Car Method -- Alternatively, a test car may be driven through the control section in a series of trips at different times of the day. The driver selects a speed which, in his opinion, is the average rate of speed of the traffic stream. It is his responsibility to record the beginning and ending times of the trips. About a dozen trips should be made to ade- quately measure the average speed for any one direction and set of conditions. After improvements are made, additional travel time studies will help to gauge the effectiveness of these improvements. Delays Delay studies are designed to determine the amount, cause, location, duration, and frequency of vehicular delays at intersections and at other locations on the street system. These studies are useful for locating improperly timed signals, intersections where turning vehicles cause excessive traffic delays, street sections where on-street parking or loading holds up traffic, and other places where the design or utilization of the street system is resulting in avoidable delays. Although delay studies are different from time studies, they frequently are conducted at the same time. For the purpose of this study, delay is defined as the difference between travel time and running time (i.e. , the difference between the total amount of time it takes to travel the control section and the length of time 16-13 J A' S 4w S M X04 CMATOR A1erER/A4-) I x I X I rF ioF-1 "F 1 r viii Form 16-4: MAJOR ROUTE CONGESTION TRAVEL TIME AND DELAY RUNS FIELD SHEET Dom URE 6. 1974 Trip No. Routs M At N ST. Direction Et9T Aguiya Trip Starred at 11:08:12 At ELM STREET ffiDS49,/ (Tin*) (Locotion) (Mi 6000) Trip Ended at 11:12:22 At P//VE STQE.ET SO.ISO.6 (Time) (Location) (Woo") Location Odometer Distance Time STOPS seconds Cause : z ININA5607"10PI o./ 0. OF PAMOLS 0.2 ev PINE Total Trip Length Total Trip Time Ave.Speed Running Time Stopper Time Symbols of Delay Cause: S-Traffic Signal SS-Stop Sign LT - Left Turn PK -Parked Can DP -Double Parking T -General Congestion PED-Pedestrians RR - Train !P -!us Ponengen Loading or Unloading Source: Program of Instruction: Commas: Course on ImRrovinjt Street Utilization (IDOT, 1975) Recorder 16-14 Form 16-5: MAJOR ROUTE CONGESTION TRAVEL TINE AND DELAY RUNS SUMMARY SHEET Route MAIN SMEET Length 1•5 MILES Direction E8 Between ELM STREET and PINE STREET Date TUNE A 1914 Time 11 AM To j PM Weather Fi41R 2 4 6 Trip No. Overall Total Trip Total Sec. No.Times %Time Major Cause Speed Time-Sec. Stopped Stopped Stopped Stopped 2/.6 25'0 33 2 / S _/9.3 241 so 2 21 S s i . 2-65 &4- -3 24 S Totals S9.1 756 /47 7 4_8 S Ave. all Trips 20 252, 49 2.3 19.4 S Source: Program of Instruction: Course on Improving Street Name Utilization (IDOT, 1975) 16-15 the car is in motion) . Delay, therefore, is that portion of the overall travel time during which the car is at rest, due to signs, signals, poor roadway design, or interference. The delay study can be conducted at the same time that a "test car" travel time study is made. In so doing, the test car driver (or a passenger) would keep a record of all the time his car is at rest during each trip through the control section. The same sampling considerations would apply as for the travel time study (i.e. , a minimum of twelve runs should be made to adequately measure the average delays for any one direction and set of conditions) . In addition, the driver should keep a record of those points in the control section at which the delays are occurring and what their causes are. (See Forms 16-4 and 16-5.) As an alternate method of measuring traffic delays, observations can be made of a representative sample of vehicles passing through an inter- section, recording the duration and cause of the delays that are encountered. If volume counts have already been taken at the intersection, total "Vehicle- seconds" delay at each intersection per hour can be noted (by multiplying the average number of seconds of delay by the total number of vehicles passing through the intersection) . "Before-and-after" delay studies applying this method are useful in judging the effectiveness of traffic improvement measures. To aid in analyzing the results of travel time studies, the Illinois Department of Transportation suggests these standards for peak hour travel time on' major streets: Major Arterial: 2.5 mph (2.40 minutes/mile) Collector: 30 mph (3.00 minutes/mile) Traffic improvements should be designed to achieve these standards of travel time, where possible. ACCIDENT STUDIES A systematic study of traffic accidents is required to measure the safety standard of the existing street network and to pinpoint locations which require remedial treatment.) Accidents covering a given number of years should be plotted, street by street, on maps. These maps may or may not show details of the road, such as intersections (with signs, signals, pavement markings, and other forms of control noted) ; pedestrian crossings; bus stops; and so on. Figure 16-4 is an example of a simple accident map. When the accidents have been plotted in this manner, a visual analysis will reveal concentrations of accidents at certain points which should be examined in greater detail to suggest possible remedial measures. Those types of accidents occurring most often will suggest roadway features which ISpecial funding for local accident studies is available from the Illinois Department of Transportation. See page 29-18. 16-16 may need to be corrected or improved. Figure 16-5 shows improvements proposed after an analysis of the accident map in Figure 16-4. In considering what measures may reduce accidents at a particular site, a site inspection with police officers, coupled with discussions of details of the accidents in question, will help in developing solutions. Although accidents are seldom directly attributable to street layout, a variety of minor factors (such as visibility) can play an important part in causing accidents. Police officers engaged in traffic control have practical experience which should be of particular value in this analysis. MAJOR CHANGES IN ROAD USE In studies of traffic operation in the downtown areas of a number of U.S. cities in 1970, the National Cooperative Highway Research Program (NCHRP) determined that, by following a specified sequence- of improvements, downtown traffic operations could most effectively be upgraded. In prescribing an order for implementation of improvements in a downtown area, the NCRRP suggests that those elements involving the functional use of streets (such as one-way patterns, reversible lane operations, and unbalanced operations) be developed first.1 One-Way Streets One-way streets have great potential for alleviating general traffic flow problems. In downtown areas, in particular, one-way systems can be used to ease the flow of traffic in the CBD and to provide bypass systems which remove through traffic from the core area. Under most circumstances, they are feasible only where they can be paired to provide both directions of service. These pairs are called "one-way couples." Advantages of One-Way Streets (1) They reduce vehicle-vehicle turning conflicts at intersections (left turns can be accoitodated more easily due to the absence of opposing traffic) ; where the cross street is also one-way, turning conflicts are fur- ther reduced. (2) They usually increase street capacity, depending on the distribution of traffic by direction, parking conditions, width of streets, and the number of turning movements. (3) Pedestrians are required to look only in one direction. (4) They generally introduce more flexibility into traffic signal patterns (e.g. , by allowing pedestrian intervals, quarter cycle offsets, and signal-induced gaps in traffic). lNational Cooperative Highway Research Program, op. cit. , p. 2. 16-17 ANN- Figure 16-4: COLLISION ° DIAGRAM In = INDICATE NORTH ° BY ARROW I1 N w ———x _ N I IO-5-10 TNJR r O 11-S-7Q T4Ukx d � 5:25 RITE 18.30 NITE N JZ-3o-T0 WEc 19:Zo N ITe 4-z8-70 TUE Il) O n K h O V%visloo STreeT �r li 2 LA (NAME) O Q lq" 7 IO r p 0 77 o-oNo O- r1 4 9 r � "� Ca- v SYMBOLS TYPES OF COLLISIONS SHOW FOR EACH .i--MOVING VEHICLE �-- REAR END ACCIDENT +�A7~N BACKING VEHICLE —10 of - HEAD ON 1. DAY, DATE AND TIME <---NON-INVOLVED VEHICLIisW_ 1r�� SIDE SWIPE 2. WEATHER AND ROAD }E-'-!PEDESTRIAN ! F UNUSUAL PARKED VEHICLE SURFACE - I OUT OF CONTROL CONDITION EXISTED. ❑ FIXED OBJECT _4.4r— LEFT TURN g.MITE - IF BETWEEN 10 FATAL ACCIDENT RIGHT ANGLE DUSK AND DAWN Q INJURY ACCIDENT INTERSECTION P+✓Termona AND pI4J)sIO4 PERIOD Z :FROM SA.S 1970 TO Dec. 1911 Source: Program of Instruction: Course on Improving Street Utilization (IDOT, 1975) 16-18 figure 16-5: Improvements for Intersection in Figure 16-4 SOLUTION A (SIGNAL PHASING REVISION) 0 Please 1 PHA,5f- Z PRO.-,e 3 SOLUTION B (INTERSECTION RECONSTRUCTION) 0 STREET 1111 0 0 0 w w Source: Program of Instruction: Course on Improving Street Utilization (IDOT, 1975) 16-19 (5) They can spread the existing traffic load over more streets, thereby reducing congestion. For example, the large volume of an existing arterial may be shared with a little used parallel street, creating a one-way street pair or couple. (6) They can make more efficient use of street widths. For example, assuming no parking, a street of 34 feet in roadway width with two-way operation is only suitable for two-lane design. In one-way operation, three lanes can be fitted to a 36-foot pavement with an increase in capacity. This advantage is particularly important in downtown areas where roadway widths are relatively fixed. (7) Intersection capacity will increase because approach widths will be more efficiently used and conflicts from turning movements will be reduced. (8) There will be less mid-block delay as it will be easier to pass slow or double-parked vehicles. (9) Higher speeds may be possible through better signal progression (signal phasing is much easier on one-way than on two-way streets) and less mid-block delay. (10) Search for on-street parking spaces is facilitated where it is permitted on both sides of a one-way street) (11) One-way operation should be beneficial to businesses that depend on good circulation and easy access to adjacent properties. (12) A grid or network pattern can be created which, overall, improves access to, and circulation in and around, the central business district. Disadvantages of One-Way Streets (1) One-way operation may have an adverse effect on businesses and parking facilities such' as drive-in facilities which previously catered to only the direction of travel which has been eliminated. (2) A one-way system will make some trips longer and may result in increased traffic volumes as a whole. (3) The one-way system may draw vehicles off nearby streets leading to their under-utilization and to over-loading of the one-way streets. (4) Turning volumes will increase at some intersections as they have been eliminated at others. This may create new control problems and necessi- tate further operational improvements. (5) One-way streets will encourage double-parking and standing, thus decreasing capacity. 16-20 (6) Confusiin of the system and circuitous routes may increase illegal movements causing accidents. (7) Movement of emergency vehicles may be impaired by the one-way flow patterns. (8) it may be difficult to provide adequate capacity in zones of transition from one-way to two-way operations.) General Considerations for Adopting One-Way Streets -- Except in unusual cases, two streets should be made one-way only when: (1► It can be demonstrated that a traffic problem exists that can best be relieved by one-way operation. (2) The proposed one-way streets can be fitted into the overall street plan. (3) One-way streets can be paired going in opposite directions. Therefore, parallel and adjacent streets of suitable capacity (preferrably within 600 feet of each other) should be available. (4) The paired streets are continuous so that they can carry traffic both within and beyond the downtown area. (5) Suitable streets are available at the ends of the one-way pair to connect them into a loop. Capacity Considerations -- One-way streets may be warranted if they will result in: (1) Reduction in time losses at intersections due to vehicle turning conflicts and pedestrian-vehicle conflicts. (To determine what this reduction will be, data from delay studies should be utilized.) 1 (2) Lane-width adjustments which permit greater capacity in the existing number of lanes or an actual increase in the number of lanes. Safety Considerations -- One-way operation may be warranted if the safety of pedestrian and vehicular traffic would be increased substantially by: (1) Reducing vehicle-pedestrian conflicts at intersections. ITraffic Institute, Northwestern University, Program of Instruction: Course in Improving Street Utilization, outline 511, pp. 7-12. 16-21 (2) Preventing crossing pedestrians from being trapped between two opposing streams of traffic. Operation Considerations -- One-way streets may be warranted if operating characteristics would be improved substantially by: (1) Reducing travel time. (2) Permitting free left turns at a greater number of intersections than would be possible with two-way operation. (3) Redistributing traffic, thereby relieving congestion on adjacent streets. (4) Improving or simplifying operations around a public square,. mall, or other central focus.l Reversible Operations There are two primary types of reversible operations. One is the reversible one-way street on which the flow is always one-way, changing directions to coincide with peak period traffic flows. The other is the reversible one-way street which operates as one-way during the peak hours but maintains two-way operation during off-peak hours. Considerations for adopting Reversible Operations -- (a) Reversible one-way streets are useful where there is a heavy unbalanced directional movement (e.g. , heavy flows in one direction during the morning rush hour and heavy flows in the opposite direction in the evening). They should be chosen over strictly one-way streets when only one street--rather than a pair--is available for carrying these heavy flows. (b) Special signing and enforcement are required to assure that the directional shifts take place smoothly and safely. (c) The exceptional accident potential of reversible streets should be kept in mind. Unbalanced Operations Unbalanced operations are achieved when a greater number of lanes on a street are used for traffic in one direction than in the other. For example, on a six-lane, two-way arterial into the CBD, four lanes inbound and two lanes outbound could be provided in the morning rush hour. To com- plete the day, four lanes outbound .and two lanes inbound would be. provided in the evening peak, with an even three-three lane split during the off- peak period. Signals or other indications of the lane directions would, of course, be required. In addition to providing more lanes in one direction than the other, prohibition of on-street parking in the peak direction may be considered. 1lbid. , outline 511, pp. 12-14. 16-22 Of course, unbalanced operations do not necessarily have to shift during the cou,-se of the day. If, for example, flows on a street are consist- ently stronger in one direction than in the other, permanent unbalanced operations may be adopted. Generally, unbalanced operations can be considered when (a) an un- balanced directional flow of at least 65-35 occurs at one or more times during the day and (b) improvements in traffic flow are desired. METHODS OF REDUCING FRICTION AT INTERSECTIONS AND AT MID-BLOCK Intersection Control Devices The General Importance of Intersection Improvements -- In a downtown area, intersections have the greatest effect of -any roadway element in interrupting the flow of traffic and in causing accidents. In terms of inhibiting the flow of traffic and reducing the capacity of the roadway system, an intersection's influence can extend for a considerable distance. The characteristics of an intersection which help to determine the amount of vehicular traffic which can approach and pass through it are the fol- lowing: the size and design of the intersection and roadway, environmental conditions, traffic characteristics, and traffic control measures. The Function of Intersection Control Devices -- The most common way of coping with vehicular and pedestrian traffic at intersections is through traffic control signals and signs. The essential function of sdch controls is to assign right-of-way or to assist drivers and pedestrians in determining proper right-of-way. If intersection control devices are justified, properly located, and well maintained, one or more of the fol- lowing advantages may be achieved: (1) A reduction in the frequency of certain types of accidents, especially right angle accidents. (2) An improvement in the traffic handling capacity of the inter- section. (3) Interruption of heavy traffic at intervals to permit other traffic, vehicular or pedestrian, to cross. (4) A reduction in the delay to vehicular and pedestrian traffic using the intersection. (5) When coordinated with control devices at other intersections, they can provide for the continuous or nearly continuous move- ment of traffic along a given route. On the other hand, where intersection control devices are improperly or unnecessarily installed, the following may result: 16-23 (1) Excessive delays may be caused. (2) Contempt and non-compliance of all control devices may be generated. (3) The use of less adequate routes may be encouraged in an attempt by drivers to avoid such signs or signals. (4) Accident frequency (especially the rear-end type) can be significantly increased.1 All intersection controls must conform to the latest version of the Manual on Uniform Traffic Control Devices and other requirements as set forth by the Federal Highway Administration. Otherwise, the U.S. Tort- Claims Act places the liability for damage associated with non-conforming control devices directly on the local government agency involved. Local governments have the responsibility to see that the devices installed in their jurisdiction are in compliance. To determine the need for intersection control devices at any par- ticular intersection, a system of "warrants" has been established by the Illinois Department of Transportation.2 These warrants set standards for different control devices with regard to the physical characteristics of the roadway and to traffic conditions. To install a particular device at an intersection, -appropriate standards should be met relating to traffic volumes, type of traffic, pedestrian volumes, speed, physical layout, accidents, and delays. Types of Controls: (1) Yield Signs -- Yield signs should be used at intersections where some control is necessary but where a full stop is not required for safe operation. (2) Two-Way Stop Signs -- Two-way stop signs generally are needed in the following locations: (a) at the intersection of a less important road with a major roadway where the normal rules of the road are not sufficient to prevent accidents; (b) on a street entering a through roadway; and (c) at other intersections where speed, restricted view, or accidents suggest the need for stop signs. 11bid. , Outline 311, p. 2. 2See: Ibid. , Outline 311, pp. 5-12. 16-24 Figure 16-6: Intersection Control Devices By Street Type In general, by relating intersection control devices to the func- tional classification of the intersecting streets, the preferred type of control devices can be determined. Major Arterial vs. Major Arterial Major Arterial vs. Collector (a) Traffic signal control (a) 2-way stops controlling -collector (b) Grade separation (b) Traffic signal control-- if volume warrants are met Collector vs. Collector (a) 2-way stop controlling Major Arterial vs. Local minor volume (a) 2-way stop controlling (b) 4-way stop or signal may local be required in special high volume situations (such as in a downtown area) Local vs. Local Collector vs. Local (a) No control (a) Yield controlling local (b) Yield (b) 2-way stop controlling local (c) 2-way stop Source: Traffic Institute, Northwestern University, Program of Instruction: Course on Improving Street Utilization (Springfield: IDOT, 1975) , Outline 311, pp. 15-16. 16-25 (3) Multi-way Stop Signs -- All approaches to an intersection justify stop signs J an apparent accident problem exists and if the volumes on all approaches a::e of about equal magnitude (minimum volumes are pre- scribed by IDOT) . Unless on an interim basis, stop signs should never be installed on a street on which the total volume exceeds 600 vehicles per hour for 8 hours of an average day. (4) Traffic Signals -- Traffic signals are warranted where the volume of intersecting traffic is of a certain minimum level; where traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or hazard in entering or crossing the major street; where accidents are common; at school crossings; and where signals can be effective in maintaining proper grouping of vehicles or can regulate group speed onla street (for example, on a one-way street where the exist- ing adjacent signals are so far apart that their timing does not provide the necessary degree of vehicle platooning and speed control) .1 These conditions for traffic signal installation are set forth by the Illinois Department of Transportation in a series of eight warrants, one or more of which must be met for signals to be installed. These warrants have the following titles: (1) "Minimum Vehicular Volume," (2) "Interruption of Continuous Traffic," (3) "Minimum Pedestrian Volume," (4) "School Crossings," (5) "Progressive Movement," (6) "Accident Experience," (7) "System," and (8) "Combination of Warrants.',2 Figure 16-7, for example, shows the minimum volumes which are needed to justify signal installation under warrants (1) and (2) above. iThe timing of traffic signals is discussed beginning on page 16-39. 2Detailed standards for each of these eight warrants can be found in the Manual of Uniform Traffic Control Devices (IDOT, 1973) , Section 4-3. 1.6-26 Figure 16-71 Minimum Vehicular Volumes For Warrant I Number of Lanes for Moving Vehicles Each Hour Vehicles Each Hour on Traffic un Each Approach on Major Street Higher Volume Minor (Total of Both Street Approach Major Street Minor Street Approaches) (One Direction Only) 1 I 500 150 2 or more i 6W 150 2 or more 2 or more 600 200 1 2 or more SW 200 Minimum Vehicular Volumes For Warrant 2 Number of Lanes for Moving Vehicles Each Hour Vehicles Each Hour on Traffic un Each Approach on Major Street higher Volume Minor (Total of Both Street Approach Major Street Minor Street Approaches) (One Direction Only) 1 1 750 75 2 or more 1 %)W 75 2 or more 2 or more 900 1 W 1 2 or more 750 1 100 Channelization Intersections with properly designed pavement edges--and especially those at oblique angle crossings (more than 90 degrees)--may result in large paved areas on which vehicles may wander from natural and expected paths, thereby creating conflicts and unpredictable operations. Furthermore, at many intersections the frequency of vehicles turning left creates situ- ations where the traffic flow is delayed and accidents develop. For those reasons and others, it is often beneficial to "channelize" intersections. Channelization is the separation or regulation of con- flicting traffic movements into definite paths of travel by means of traffic islands or pavement markings to facilitate the safe and orderly movements of both vehicles and pedestrians. S Proper channelization increases capacity, improves safety, provides maximum convenience, and instills driver confidence. Improper channelization has the opposite effect and may be worse than none at all. Over-channelization should be avoided as it can create confusion and worsen traffic operations. Finally, channelization may only be feasible on major streets in the downtown area, because channelization equipment in the intersection uses up space which may need to be replaced by acquiring additional right of way: 1 reduction of 30% in the required volumes is allowed where the 85th percentile speed of major-street traffic exceeds 40 miles per hour or where an intersection lies within the built-up area of an isolated community having a population of less than 10,000. 16-27 X� _ Functions of Channelization -- The following are the primary functions of channelization; (1) To separate conflicts caused by the overlapping of maneuver areas. This separation makes it possible to present the driver with only one important decision at a time. (2) To control the angle of conflict and reduce relative speeds in merging, diverging, weaving, and crossing maneuvers. The potential severity of conflict may be decreased substantially by reducing the angle between the vehicle paths. (3) To reduce excessive pavement areas caused by skewed and flared intersection arrangements. Large areas of open pavement may confuse drivers and cause erratic and improper maneuvers. (4) To control speed by bending or funneling movements to support stop sign controls or reduce speed differentials prior to merging, weaving, or crossing maneuvers. (5) To protect pedestrians by providing a safe refuge between traffic streams. (6) To protect and store turning and crossing vehicles by enabling them to slow or stop out of the path of other traffic flows. This is sometimes referred to as "shadowing." (7) To block prohibited movements by making it impossible or incon- venient to perform illegal, improper, or unsafe maneuvers. (8) To segregate traffic movements with different requirements , in terms of speed, direction, and stop or right-of-way control. (9) To locate and protect traffic control devices such as signs and signals where the most desirable location for these .devices is within fhe intersection area 1 Types of channelization -- Channelization should be adapted to alleviate specific vehicular and pedestrian circulation problems. The provision of islands as refuges for pedestrians is among the most common uses of channel- ization at intersections. The most hazardous pedestrian crossings are at locations where wide expanses of street areas are involved. Vehicle speeds are usually higher, and the pedestrian is vulnerable for a longer period of time. In these instances, a channelizing island will serve both vehicular and pedestrian movements by guiding and assisting pedestrians. Another intersection problem which channelization will help ,to alleviate is the unprotected left turn. On two-way streets, where cars are 1Traffic Institute, Northwestern University, op, cit. , Outline 521, pp- 10-11. 16-28 turning left out of the normal stream of traffic, the turning vehicle is liable to conflict with both opposing cars and those coming from behind. A channelizing island (median) which provides a separate lane or bay for left turning vehicles is often an effective means of preventing rear-end conflicts, although, if left turning movements and opposing traffic volumes are particularly heavy, a separate left-turn signal phase may be needed. Channelizing medians--which generally separate opposing or non- homogeneous traffic flows--may be depressed, marked on the pavement, or raised islands. The angle and placement of the "nose" of the channelizing median (the end facing into the intersection) should be designed so as to guide left turning vehicles and to present a clearly defined target to be avoided by cars coming from the opposite approach. Figure 16-8 Channelized Intersection DIVISIONAL ISLAND OR MEDIAN START OF CHANNELIZATION APPROACH TURNING ROADWAY __JL_ START OF CHANNCLIZATION NOSE APPROACH LEFT TURN LANE RIGHT TURN LANE 16-29 A third type of channelization is the use of triangular islands to separate out right turning movements. These islands are placed in the intersection where the radius of the corner has been increased to assist vehicles in making right-hand turns. The islands create turning roadways between them and the curb and effectively sort out right-turning vehicles from through traffic. Principles of Channelization Design -- Channelization design does not lend itself well to standardization. Traffic volumes, pedestrian patterns, and physical conditions vary, requiring individual treatment of each inter- section. The following general principles should apply, however: (1) The proper traffic channels should seem natural and convenient to drivers and pedestrians. (2) There should be no choice of vehicle paths leading to the same destination. (3) The number of islands should be held to a practical minimum to avoid confusion. (4) Islands should be large enough to be effective. Islands that are too small are ineffective as a method of guidance and often present problems in maintenance. (a) The area of an island should be at least 75 square feet. (b) Triangular islands should be not less than 8 feet on a side, after rounding the corners. (c) Elongated islands should be at least 4 feet wide and 12 to 20 feet long. (5) Conflicts should be separated so that drivers and pedestrians may deal with only one conflict and make only one decision at a time. (6) The major traffic flows should be favored. In "bending" the roadways, those having the heaviest traffic volumes or the fastest speeds should be "bent" the least. (7) Approach ends of islands should be offset--primarily with painted pavement markings--from the edges of the traveled way in order to funnel drivers smoothly into the desired path. Failure to offset approach ends can make an island appear more restrictive than it actually is and can have a psychological effect on drivers causing them to maks erratic movements as they approach the intersection. (8) Location of essential traffic control devices should be established as part of the design of a channelized intersection. 16-30 (9) Keep design simple and easy for the driver to comprehend. (10) Be certain the cure is not worse than the original problem. Data Required Before Channelization Project is Initiated: (1) Current average and peak hour turning movements and volumes. (2) Estimate of future volumes and turns. (3) Speed data.l Other Means of Controlling Turn Movements at Intersections The traffic flow and safety effects of turning movements (particularly left turns on two-way streets) were mentioned above. In addition to pro- viding left turn lanes as part of channelization projects, there are two other approaches that can be considered to help alleviate turning problems. (1) Left Turn Peak Period Prohibitions -- Left turns may be prohibited during the peak periods of the day. Peak period left turn prohibitions can be considered where the following conditions are present: (a) opposing traffic and/or pedestrian movements are relatively heavy during rush hours, and (b) left turns are heavy enough to produce back-ups in a through lane or traffic signal phase. Total prohibitions of left turns at selected intersections are also possible, although, as a consequence, enforcement problems may arise, and traffic may be diverted to less desirable routes. (2) Provision of a Left Turn Signal Phase -- A separate signal phase for left turns is generally used in conjunction with a left turn lane, although under certain traffic pattern conditions it is occasionally successful alone. At a signalized intersection, it provides periodic clearance of the left turn lanes without interference from other traffic. Lane Use Controls The purpose of lane use controls is to establish lanes for the exclusive use of a certain movement (such as left turn, right turn, or straight ahead) . Among the advantages of lane use controls are that they cut down on the incidence of "sidewipes" and can eliminate situations in which two cars waiting abreast at a signal both try to enter a single lane on the opposite side of the intersection. Lane use controls are especially useful where a lane added on the approach to the intersection is to be used for a heavy turn movement. A disadvantage of lane use controls is that they may reduce capacity where a controlled lane is not used to full advantage. The following are some specialized applications of lane use controls: (1) More than one lane may be allocated for turning where turning volume during the peak period exceeds the capacity of a single llbid. , Outline 521, pp. 11-12. 16-31 turning lane. This sometimes occurs at intersections of one-way streets or on two-way streets that are over 64 feet wide. (2) Multi-lane turn control can also be established at the end of a one-way street, where vehicles in the center lane must go one way or the other. (3) One or more lanes can be set aside for the exclusive use of mass transit vehicles, at all times or during peak hours, (4) Separate bicycle paths or lanes may be established. Removal of Obstructions to View In some cases, greater safety at downtown intersections can be created by removing obstructions to view. Because downtown buildings often are set back little from the street, dangerous situations may exist at corners where buildings or other objects are blocking motorists' views of intersecting streets. Where feasible, the removal of these obstructions can be helpful in reducing the frequency of right-angle collisions and in assisting traffic entering from a side street onto a major street. Removal of obstructions can also eliminate the need for more restrictive types of intersection control. Pedestrian Crossing Improvements Pedestrian street crossings should be located where the least amount of conflict between pedestrians and vehicles will result. To minimize curb- to-curb walking distance, crosswalks at intersections should be located well back from the intersection area. At the same time, they should be near enough to the intersection and sidewalks to encourage use by pedestrians and to permit full benefit from the traffic control devices. Heavily used pedestrian crossings are often regulated by control and protective devices. Those commonly used on major arterial streets are the following: I (1) Crosswalk markings, visible both day and night. (2) Street lighting in the vicinity of pedestrian crossings. (3) Pedestrian refuge islands or medians or other channelizing islands. (4) Traffic signal controls with separate "Walk" and "Don't Walk" indications.1 Other methods of increasing efficiency of pedestrian crossings and traffic operations in areas of heavy pedestrian-vehicular conflict include the following: lAmerican Association of State Highway Officials, A Policy on Design of Urban Highways and Arterial Streets (Washington, 1973), p. 421. 16-32 (1) .7.1imination of turns. (2) Provision of separate signal phases for pedestrians. (3) Elimination of some crosswalks where they lie in the path of heavy turning movements. (4) Conversion from two-way to one-way operation.) Widening of Intersection Approaches Congestion often exists at intersections with heavy turning movements. Widening the approaches to such intersections can substantially increase thei-.,- capacity and may enable a community to avoid the use of complex signal equipment. Approach widenings usually take one of two forms. The first is to provide an extra lane for heavy right turn movements. Second, an extra lane for through traffic may be provided on a congested street, both approaching the intersection and leaving it. Also, widening approaches to newly signalized intersections can create important benefits for the operation of the signals. Where signals have, been installed, widening both the major and minor intersecting streets may be necessary to reduce the delays caused by the signalization. This is achieved by permitting shorter signal cycles and, therefore, shorter waits. Widening of the minor street is often beneficial to the operation of the major street, because it reduces the green time that must be assigned to side street traffic. It is always desirable to have at least two lanes for moving traffic on each approach to a signalized intersection. Additional width may be necessary in order to clear traffic through the intersection effectively. Where there is a high volume of turning traffic, it is essential that at least two approach lanes be provided so that through traffic does not have to stop behind vehicles waiting to make a left turn. In downtown areas, the effect of roadway widening can often be achieved by eliminating parking at intersection approaches. The length of roadway where parking must be removed can be determined by traffic volumes and a determination of the number of cars that will be waiting at the intersection during peak periods.2 Intersection Capacity Analysis -- Widening of intersection approaches by adding extra through or turning lanes has the effect of increasing the capacity of the intersection (and, as a result, the capacity of the entire roadway) . In considering whether to make such an improvement, a number of questions may arise. For example, a community may wonder to what degree congestion should be reduced, what "level of service"3 should be established, and what additional street capacity would be needed to achieve )Other pedestrian improvements are described in Chapter 20. 2Manual on Uniform Traffic Control Devices (Springfield: Illinois Depart ent of Transportation, 1973) , S. 4-23. See Figure 16-10. 16-33 r VARIOUS T ECH141OUES OF INTERSECTION WIDENING TO IMPROVE CAPACITIES 1 I � i I ' 1 I 1 I 1 ALL TRANSITION PAVEMENT i SECTIONS SHOULD GE [OUIVAL[NT I I I TO AT LEAST A 2011 TAPER FOR ' I I THROUGH LANES T MAY BE MIOENED ON ONE (Pr'CII PAVEMENMMEND 1 FWT PER I MPH SPEED LIMIT) OR GOTH 310Ef I 1 I I I 1 II � I 1 1 I THROUGH LAMS SHOULD NOT GE OFFSET I ( I ACR03$ INTERSECTION MINIMUM LENGTH OF 1 I I ( 1 INTERSECTION WIDENING SHOULD BE 1001 1 � I ' PAVEMENT MARKINGS fHOYlO BE USED TO DEFINE LANES,WITH CURB LAMES CONTINUOUS FLOW TYPE e \ I GENERALLY WIDE* THAN NINE* LAME$ M1GHT TURN LANE MAY BE REQUIRED .` I FOR EXCEPTIONALLY HEAVY RIGHT TURN ` I I PAVEMENT MAY BE WIDENED FOR HEAVY MOV[M[NTS I I I RIGHT TURN MOVEMENTS LANE WIDTHS* I I I I I NOTE It FT. O[SIRAGLE ( I I INTERSECTION WIDENING MAY PROVIDE 10 FT. CAN BE USED ON 1 I ADDITIONAL THROUGH LANES AND/OR :T:AISHT rovEMENT ' SPECIAL TURN LANES. T. 1• ABSOLUTE MINIMUM WHERE PAVEMENT WIDTH IS LIMITED, AN I 1$ oNLY USED FOR SHORT i I , THE EXCLUSIVE USE OF LANES FOR SECTION• I I ' TURNING MOVEMENTS SHOULD BE SEPARATE TURNING LANE$ I CLOSELY STUDIED BEFORE *=1R[ GREATER WIDTH• POR I I I INSTALLATION VEHICLE CLEARANCE ISource: Program of Instruction: Figure 16-9 I I I I Course on I!ii2roving Street I Utilization IDOT, 1 75 16-34 this level of service. The question may arise as to the width of the improvement: how many and what type of lanes should be provided? It may be wondered, in particular, what effect the addition of a left turn lane or a through lane, or the removal of curb parking, would have on the flow of traffic. All of these questions can be answered by undertaking an "inter- section capacity analysis." This technique provides a relatively easy, yet thorough, method for measuring the adequacy of existing roadway facilities and for predicting what the effect of improvements will be. The capacity analysis is, in effect, a series of computations which can yield a measure of either current or projected capacity (whichever may be required) . This measure is based on a consideration of the following factors: - number of lanes - width of approach - presence of on-street parking - one-way or two-way operation - desired level of service (A, B, C, D, or E)1 - difference in traffic volumes between peak hours and the rest of the day - turning movements - truck and bus traffic - traffic signal placement - traffic signal timing For the Illinois Department of Transportation's Course on Improving Street Utilization, the Traffic Institute at Northwestern University has developed a complete description of how to conduct an intersection capacity analysis. These instructions also include several examples on how to use capacity analysis for solving different problems. Unfortunately, the length of these materials (34 pages) prohibits us from reproducing them here. How- ever, a copy may be obtained by taking IDOT's Course on Improving Street Utilization (see page '16-2) or by writing to the following address: George E. Moberly Engineer of Traffic Illinois Department of Transportation 2300 South Dirksen Parkway Springfield, Illinois 62764 On-Street Parking Restrictions On-street parking frequently interferes with the orderly and safe flow of traffic on downtown streets. One reason is that curb parking is a major cause of accidents. These mishaps involve motorists entering or alighting 1See Figure 16-10. 16-35 Figure 16-10 Level of Service Characteristics on Urban Streets (FOR ARTERIALS) RATIO OF LEVEL DESCRIPTION AVERAGE OVERALL TRAFFIC VOLUME OF TRAVEL SPEED TO ROADWAY SERVICE (MPH) CAPACITY A Free Flow 30 0.60 (relatively) Bi Stable Flow 25 0.70 (slight intersec- tional delay and conflict) C2 Stable Flow 20 0.80 (acceptable delay) D Approaching Unstable Flow 15 0.90 (tolerable delay but flow is beginning to tax capabilities of street) E Unstable Flow Approx. 1.00 (congestion; intol- 15 erable delay with some cars waiting two signal cycles) F Forced Flow 15 (Not (jammedi continuous meaningful) back-up on approaches to intersections) Generally, a good level of service for principal arterials. 2Generally, a good level of service for other arterials, collectors, and local streets. 16-36 from their parked cars; cars slowing, stopping, or backing up to ,enter a space; cars leaving their parking spaces and entering into the traffic stream; and pedestrians crossing the street from between parked cars. Furthermore, on-street parking consumes a great deal of the roadway which would otherwise be used for traffic movement. The congestion effect of curb parking is not only due to the presence of parked cars, it also results from the stopping of vehicles to park and cars pulling away from the curb, both interfering with operations in the adjacent moving traffic lane. It has been estimated that a row of parallel parking along one side of a street takes the equivalent of some 15 to. 17 feet of roadway width.1 Where it can be shown to be the cause of accidents or of lost roadway capacity which is needed, curb parking should be either restricted or removed altogether. Of course, as Chapters 14 and 15 point out, the supply of park- ing in downtown areas is also often a serious problem. Therefore, any actions to remove or restrict on-street parking _should be taken only after consideration of how needed spaces will be replaced. The following measures may be taken to reduce or eliminate safety and flow problems caused by on-street parking. (1) On-street parking may be removed entirely on major arteries or on other streets whose arterial characteristics predominate. On these streets, the uninterrupted flow of traffic should normally be given higher priority than the maintenance of curb parking. (Parking may still be permissable overnight, however.) (2) Angle parking should be removed from all streets except those which are not needed for traffic circulation. (Angle parking affects 30 to 40 feet of roadway on both sides of the street, seriously detracts from street capacity and safety, and causes midblock delay.) (3) On-street parking may be prohibited near intersections. This is useful on streets with sign- or signal-controlled intersections where midblock capacity is adequate, but intersection capacity is reduced because time must be allotted to crossing traffic. Prohibition of parking provides additional approach width to offset this time restriction. If parking is prohibited on the intersection approach, but not on the exit, the additional width can serve as a turning lane. (4) Parking may be prohibited in the peak flow direction and during the peak period only. Such prohibitions are useful where the street's heavy use is primarily restricted to heavy inbound morning flows and heavy outbound evening flows. The prohibitions are fully effective, however, only where intersection operation and signalization are relatively efficient. They can provide at least one additional continuous lane for moving traffic. lPaul C. Box in Improved Street Utilization Through Traffic Engineering (Washington: National Academy of Sciences, Highway Research Board Special Report 93, 1967) , p. 71. 16-37 (5) The encouragement of privately developed off-street parking should be a policy of municipal government. Municipal zoning regulations should require that off-street parking be provided as part of new building construction in the CBD. On-Street Loading Restrictions Generally, the same options are available for restricting on-street loading as were described above for on-street parking. Also, see Chapter 17. Signs Many traffic operations improvements will require the installation of new traffic signs. Included among these improvements are parking, loading, and turn prohibitions; lane use controls; one-way and reversible lane oper- ations; intersection controls; channelization; bicycle paths; and pedestrian crossings. There is, however, a less obvious way of aiding downtown traffic through the use of signs. This is by removing unneeded ones. In many communities, traffic signs are largely an accumulation of fifty years. of traffic directions and parking prohibitions. As a result, there are often two, three, four, or more signs and signals giving a motorist the exact same message. There are two basic causes of this situation. One is that many street engineers in the past were schooled under the theory that communicating- with more than one sign or signal helps to minimize interference from the many outside stimuli in a busy downtown setting. The second cause is that as new traffic control decisions are made and as new policies are adopted, new signs and signals are often simply added to the existing signage in a very haphazard way. To solve the problem of an "over-signaled" central business district, a careful, deliberate bffort to remove superfluous signs is often required. Such a program may yield surprising results. In a northern suburb of Chicago, for example, a recent survey concluded that some one-third of the suburb's downtown traffic signs were unnecessary. Of course, where old signs are replaced by new ones--or new signs are installed to implement new traffic policies--design standards of the Illinois Department of Transportation's 1973 edition of the Manual on Uniform Traffic Control Devices are to be followed. Pavement Markings As is true for signs, many of the traffic improvements described in this chapter rely heavily on pavement markings. Included among these improve- ments are channelization, pedestrian crossings, lane use controls, and turning prohibitions. There are, perhaps, many additional opportunities on downtown streets for effective use of pavement markings to delineate the roadway, to give motorists instructions, and to alert them to potential hazards. 16-38 In fact, pavement messages can often be used to better advantage than signs, for aesthetic reasons and because their visibility to motorists is often greater. Generally, however, pavement markings are closely coordinated with traffic signs and are used to supplement and strengthen the message on standard signs. TRAFFIC SIGNAL TIMING The third phase in a basic traffic operations improvement procedure, is to coordinate the operation of traffic signals, including signal phasing, cycle length, and offset relationships. Coordination of traffic signals is very much a "finishing touch" because it must be done with care and must be based on current roadway characteristics and traffic conditions. Therefore, it is essential that all other improvements be implemented prior to moving into this phase. Types of Signals -- There are two basic types of traffic control sig- nals, pre-timed (fixed-timed) and traffic-actuated. Pre-timed signals . operate on given cycle lengths (e.g. , 60, 75, 90, or 120 seconds) and inter- vals and are not automatically responsive to changes in traffic fluctuations. Some pre-timed signals can be set to provide a limited number of changes in cycle and interval lengths to meet varying traffic demands, but these changes must be predetermined. Traffic-actuated signals, on the other hand, rely on detectors to mea- sure traffic loads and to vary the lengths of signal intervals and cycles automatically as traffic demands change. This type of control is well adapted for any independent or isolated signal installation and is especially effec- tive when the following conditions exist: (1) low, fluctuating, or unbalanced traffic volumes; (2) high side-street traffic volumes during the peak hours only; (3) multiple street intersections where traffic requirements vary throughout the day; or (4) intersections requiring separate phases for turning traffic where the turning volumes vary throughout the day. Coordination of Traffic Signals -- The pre-timed signal is the pre- dominant form of traffic signal in most Illinois CBD's. For pre-timed signals to be most effective, they should be operated in coordination with each other where platoons of vehicles will remain intact from one signal to the other. The maximum spacing between signals where coordination should be considered is dependent upon the speed of traffic, as well as the interference with the flow of traffic caused by vehicles entering and leaving abutting property, parking and turning vehicles, and other factors that tend to disrupt flow. IThe first two were (1) major changes in road use and (2) reduction of mid-block and intersection friction. 16-39 Generally, however, coordination should be established when the distance in feet between adjacent signals is less than 50 times the speed limit in miles per hour (e.g. , 1500 ft. @ 30 mph) . Within this distance, both traffic actuated and pre-timed signals should be coordinated., Coordinated or "progressive" signal timing is of particular importance on through streets leading into and out of the CBD. Where signalized inter- sections exist on such streets, the signals should be synchronized so that a vehicle passing through one intersection may proceed through the remaining intersections if it maintains a predetermined rate of speed. This coordin- ation can be graphically depicted with "phasing bar graphs" which are arranged vertically on an appropriate scale to represent the actual inter- section spacing. The result is a time-space diagram like that shown in Figure 16-11. The time-space diagram indicates the signal offset or "lag time" which must be provided between adjacent intersections in order to obtain progression. Lines connecting green signals at successive intersections form a "through band." The slope of the through band indicates the speed at which progression is obtained in one direction and the width indicates the duration of time that progression is possible.i Volume Counts for Timing Signals -- In the timing of signals, it is often helpful to have traffic counts summarized in fifteen-minute or even five-minute periods, particularly during the peak hours. This is espe- cially true for pre-timed signals, where it is necessary to time them to handle the peak flows and to change the timing at the most opportune times. The length of cycle (from green to green) for pre-timed signals should be the shortest that will accommodate the highest vehicular and pedestrian traffic volumes that are likely to occur during the day, except under special cir- cumstances where better progression may be obtained from a longer cycle. Normally, cycle lengths of fifty to seventy seconds are common for two-phase operation (simple green, yellow, red) , while cycles of sixty to ninety seconds are common for three-phase (with an added turn phase) or for peak-hour timing. Shorter cycle lengths 'are advisable when a pre-timed signal is operated during low-volume nighttime hours. The amount of green time per cycle allotted to each street should be set according to the relative demands of traffic, as determined by traffic volume counts.2 For Further Information -- The following references are suggested for designing a signal progression: - IDOT, Design Manual (Springfield, 1973) , Section 3-235. - Traffic Institute, Northwestern University, Program of Instruc- tion: Course on Improving Street Utilization (Springfield: IDOT, 1975) , Outlines 353, 353A, 354, 354A. lDesign Manual (Springfield: Illinois Department of Transportation, 1973) . 2Manual on Uniform Traffic Control Devices, S. 4-4.16. 16-40 3 f MAIN STREET SIGNAL TIMING Eastbound Peak Flow Period 65 Second Cycle Off Peak Periods 65 Second cle Westbound Peak Flow Period_ 6 and Cycle J L 8:30 AM aw4:30 6:00 PM l v.l t Y.I Offy.l Set Greon Low Rad J L Set Leen Low Rad J L Sat Green Low Rad V akC 34 42 4 19 Oak3240 4 21 Oakllr 2 42 4 19 Say `• IS See. Il t Spruce 42 20 4 -33 gprueC 30 36 4 2S SptucC 35 26 4 33 !i -JEER— King � � t 1 in :1Ing 4 45a 4 42 f 1I 9 lm I I 11 7 El. 4 L � 1II0 42 C ::3 C 4I1 11 3I1 31 4 33 Pina 9 I� !ne1 21 4 73 3aa HiIckor, � 64 27 4 34 Hickory 36 31 4 30 Hickory 35 26 4 33 I I ` /State \ State State Cad or 41 34 4 23 coder 0 31 4 30 Call 61 36 4 23 maple 10 27 4 34 Maple 36 34 4 27 4a►1. ZONE 17 30 4 3l Coll•Oa C I Co 11*9* Jirah 61 27 4 74 lirc Bach 4 7l 4 70 h 46 30 4 31 � r17 less I� �0 120 240 360 0 120 240 360 0 129 240 360 Time Io Seconds -- - Time In Seconds -- Time In Seconds •• Three Time-Space Digrants for Main Street, Illustrating a Flexible Fi-ure 16-11 sr.; System of Timing to Favor"Inbound"Traffic Source: Manual on Uniform Traffic o During the Morning Peak Flow, "Outbound"Traffic During the Afternoon Peak, and Both Directions Equally During Off-Peak Control Devices (IDOT, 1973). Periods. FOLLOW-UP Like other physical improvements, downtown traffic operations improve- ments are not final; they must be periodically reevaluated with regard to their continuing effectiveness. These monitoring activities should begin immediately after the improvements are completed, at which time "after" travel time surveys and field reconnaissance should confirm that the antic- ipated flow improvement has actually been realized. Adjustments may be needed if full efficiency has not been achieved. There are additional follow-up activities that should be conducted on a continuing basis. Traffic Regulation In some cases, physical improvements may be nullified by drivers and pedestrians who. do not understand the changes or who simply will not abide by them. Therefore, both during and following the implementation of opera- tional improvements, it will be necessary to develop the body of traffic regulations that will protect the value of the engineering efforts and the financial investment in the improvements. It is essential that the proper ordinances be enacted and enforced to provide a basis for effective implementation. Continuing Review of Operations Continuing review of traffic operations in the downtown area is necessary to assure their continued efficiency. Redevelopment programs, highway construction, changing land uses, and other elements of growth and change will undoubtedly be reflected in the traffic flows of the downtown area. As these changes occur, it will be necessary to make appropriate adjustments. Periodic volume counts will help to monitor the growth of traffic and changes in traffic patterns over time. Travel-time studies and field surveys will continually assess the effectiveness of the downtown roadway system and will pinpoint areas of needed improvement. Frequent adjustments may be needed in the area of traffic signal timing, and other more extensive adjustments in physical facilities may be required as conditions change.1 TRAFFIC BY-PASSES Many of the central business districts in Illinois have developed around an arterial road which we will call Main Street. Because of its role as a major through traffic route, Main Street often serves three distinct functions: it provides access to stores on either side of the street; it serves through traffic; and it provides parking for abutting or nearby 1A complete ongoing review program is recommended in a booklet pub- lished by the Federal Highway Administration, Traffic Reviews for Opera- tional Efficiency (Washington, 1973) . 16-42 properties. It is normally impossible, however, for a street to serve all three of these functions efficiently. As a method for dealing with these conflicting roles, the possibility of removing or restricting parking in order to increase traffic capacity has already been discussed. There is, in addition, an alternate (or complemen- tary) approach which can be taken. This is to develop bypass routes around the CBD to reduce the through traffic usage of Main Street. Much of the traffic on a typical Main Street has no reason to be in the CBD, except that this street provides the only convenient connection between the origins and destinations of many trips. This situation often results in a weakening of Main Street's role in providing for local traffic access and circulation. Furthermore, the presence of substantial through traffic causes environmental pollution, threatens pedestrian safety, inter- feres with retail patronage, and produces numerous other negative effects which could be avoided if the traffic were re-rou-ted around the CBD. In some communities (usually larger ones) , these bypasses take the form of "ring roads" which lie a considerable distance away from the core of the CBD. In other instances, bypasses have been created in the form of a pair of one-way streets on the downtown fringe, which lie on either side of Main Street and which are connected at opposite ends of the CBD. (See Figure 16-12.) The ring road alternative usually requires massive expenditures due to the length of road which is needed to completely bypass the downtown area. Its implementation is facilitated, however, by the avoidance of the built-up area of the CBD, where right-of-way is usually in very short supply. A bypass within the CBD, or on its fringe, is less expensive, provided that streets are available to accept the bypassed traffic. If the capacity either is not present, or cannot be created through operational improvements, .tr right-of-way will have to be acquired. In many cases, however, this last resort should not be necessary. Origin-Destination Surveys The development of a bypass route requires one additional study which the other improvements in this chapter do not: an origin-destination survey. In an origin-destination survey, vehicles traveling through the CBD (or only on a given street) are classified as "local" or "through" traffic. The results of this survey will indicate what proportion of vehicles are through traffic, and will be likely to use a bypass road, and which vehicles are local and will not. There are four basic methods of gaining origin-destination information. These methods can be used singly or in combination. (1) Roadside Interview -- Vehicles are stopped, and their drivers are asked what the origins and destinations of their trips are. (2) License Plates -- Recording stations are established where license plate numbers (the last three digits) of passing cars are recorded. Those 16-43 r A � � 1 • N /LL. .?TE8cim"mu sr es" "- ct �a dt ON g A CE) AAS WIM$ OI ��■� AREA M 0 } Figure 16-12 Simple By-Pass Using Paired One-Way Streets SOURCE: Program of Instruction: Course on Improving Street Utilization (IDOT, 1975) . cars which are recorded at both ends of the CBD within a very short time period are assumed to be passing through. Those which are not picked up leaving the CBD at all, or are picked up only after a considerable period of time has passed, are assumed to be local. For the survey to be effective, all entrances and exits of the CBD (or of the street studied) should be covered. (3) Return Post Cards -- Where traffic is heavy, post cards can be given to passing motorists which request origin-destination information. After filling out the card, the motorist is to place it in the mail. (4) Tag on Car -- A card--pre-coded with time, location, and direction of travel--is handed to the driver or fastened to his vehicle as it enters the area under study. When the car leaves the area, the card is removed, and time, location, and direction of travel are recorded again. Of these methods, the interview, license plate, and tag on car tech- niques are perhaps the most efficient for determining which vehicles would utilize a simple bypass. Regardless of the method that is used, there will be variations according to whether a simple bypass plan or a major ring road is being considered. Where the former is considered, traffic may simply be classified as bypassable or nonbypassable (i.e. , through or local, respectively). In a ring road plan, or any other plan to deal with more complicated traffic movements, the origin-destination survey usually will divide the community (or region) into a number of zones. Trip origins and destinations are then located within these zones and "desire lines" are drawn to show the amount of travel between various points. FINANCING TRAFFIC IMPROVEMENTS Improvements to streets which are under local jurisdiction will normally be paid for with local funds. There are, however, a number of mechanisms available to a municipality for financing its street improvements. They include the following (more complete descriptions of each may be found in Chapter 28) : General Municipal Revenues -- These include property taxes, sales tax, state income tax rebates, traffic fines, parking fees, etc. General Obligation Bonds -- Improvements initially can be paid for by borrowing money in the bond market. The debt would be retired through general municipal revenues. Special Assessment -- Properties to be benefited by the traffic improve- ment can be assessed according to their level of benefit. The "public bene- fit" portion of the cost would be paid by the municipality. Special Service Area Tax -- A special taxing district may be set up to pay the cost of street improvements in that district. This mechanism can also be used to retire general obligation bonds. 16-45 General Revenue Sharing -- Municipalities may use their revenue sharing funds for construction, operation, and maintenance of streets and roads. Motor Vehicle Tax -- Municipalities may spend some or all of their motor vehicle tax receipts on street improvements. Motor Fuel Tax Funds -- Motor fuel tax allotments may be used to cover numerous street improvement costs. In addition, there are several programs for funding traffic improve- ments which are administered by the Illinois Department of Transportation. These are described in Chapter 29 and include the following: the Federal- aid Urban System Program, the Illinois Grade Crossing Protection Fund, grants for highway safety studies, and grants for highway safety improvements. TECHNICAL ASSISTANCE The Illinois Department of Transportation can provide limited technical assistance to communities undertaking traffic studies and improve- ments. Inquiries should be made to the nearest IDOT District Office, Bureau of Local Roads and Streets. For addresses, see page 29-21. 16-46 T CHAPTER 17 TRUCKS AND TERMINAL FACILITIES The loading and unloading practices of trucks are of importance to anyone concerned with downtown improvement for two reasons. First, the distribution of freight to downtown businesses relies almost exclusively on trucks. Second, if uncontrolled, on-street loading and unloading of trucks can have substantial negative effects on the functioning of the en- tire downtown transportation system. The smooth functioning of this system requires that traffic circulation and freight terminal operations inter- mesh but do not encroach upon each other. The use of streets for loading and unloading of trucks can be such an encroachment, with the result being deteriorated efficiency, safety, and environmental quality. The most desirable alternative to on-street loading is for off-street loading facilities to be provided for all -forms of freight terminal activ- ity. In many communities, however, the intensive use of land in the CBD will not permit the provision of substantial numbers of new off-street loading facilities. For these communities, the regulation of curb loading and unloading may be the only solution to the problems outlined above. Studies In order to properly plan for trucks and terminal facilities and to eliminate as much as possible the causes of their conflict with car and pedestrian traffic, the following information should be known: the location of loading facilities, the times of loading/unloading, and- general patterns of truck traffic. A number of supportive studies can be conducted, includ- ing those that follow. 4n-Street Loading Inventory -- Such an inventory would involve, in part, identifying the location of existing on-street loading facilities and record- ing the time restrictions currently in force for the facilities. The objec- tive is to help determine conflicts between loading and unloading vehicles and moving traffic. In addition, the use of alleys for loading should be noted. Cordon Count -- As part of a general CBD traffic study, a count may be taken of the volume of truck and car traffic at different times of the day. The main purpose for doing this is to determine the possibility of staggering loading times and/or establishing partial or total prohibitions on truck traffic on certain major streets.l Merchant Survey -- Store managers can be surveyed to find out the nature of their current loading facilities and to determine any plans for expansion which might dictate the need for additional loading facilities. (See Form 17-1 for suggested questions for this survey--best done as part of the Merchant Survey in Chapter 8.) 1Traffic volume count methods are discussed in Chapter 16. 17-1 Improvements A downtown improvement program should seek solutions to traffic-truck terminal conflicts and should devise strategies to meet future needs for off-street loading facilities. As noted earlier, the intensive use of land in many central business districts often makes it impossible to resolve all loading problems with off-street facilities. Recognizing this, a number of alternate solutions can be utilized, including the following. Time and Space Separation of Truck and Passenger Traffic -- Municipal regulations may be used to time-phase truck loading and unloading and to regulate the location of such activities, so as to minimize conflicts with general traffic movement. For example, the City of Springfield requires the owner or operator of a vehicle principally used in delivering merchan- dise on the city streets to have a commercial vehicle permit. Specific regulations govern the .unloading of these commercial vehicles, notably in the central business district. Commercial vehicles are permitted to load and unload on city streets but must meet time and location restrictions as noted in a letter from the city traffic engineer. Springfield's on-street loading restrictions may be found in Appendix F along with similar regula- tions of the City of Peoria. Consolidation of Urban Truck Travel -- This may involve the following components: (a) a drastically altered pick-up and delivery route pattern, in which a single truck would service all the small shipment needs of a particular block, with freight sequentially loaded by address; (b) where the CBD is large enough to warrant it, a system of sorting terminals each ser- vicing a series of blocks; and (c) a means of moving loads between terminals. This system's advantages include greatly reduced truck movement and terminal requirements.) Provision of Permanent Loading Facilities -- Another approach is to provide one permanent off-street loading facility per block, thereby reduc- ing traffic conflict substantially. Such a loading facility could incor- porate staggered loading times and would be implemented through agreements on the part of the merchants. Zoning Solutions -- The provision of additional off-street loading facilities often will depend on new development in the CBD. Zoning pro- visions are important from this perspective. The setting of minimum stan- dards in the zoning ordinance is, according to a survey by the Eno Founda- tion for Transportation, the most popular approach taken in assuring ade- quate off-street loading facilities for new development. A minimum number of berths of certain dimensions are required for each land use type, depend- ing on its size and location. Since the requirements are specific, they are ' easy to understand, are readily enforceable, and should be equitable. Flex- ibility in applying these standards is introduced through the zoning review process. lZonin , Parking, and Traffic (Saugatuck, Conn. : Eno Foundation for Transportation, '1972) , p. 125. 17-2 One of the biggest difficulties in employing such zoning standards is to realistically link the loading requirements with the specifics of the land use activity. Applicable research on this subject is relatively scarce, and recommendations on loading requirements to use often are based on a consensus of prevailing practices. Table 17-1 contains some recommend- ed minimum standards for off-street loading, based on floor areas. The source is the Eno Foundation. Such general information can be utilized in helping to prepare specific requirements for off-street loading facilities that are incorporated into a municipality's zoning ordinance. The City of Peoria's off-street loading requirements have been included as an example in Appendix F. Table 1.7-1: Recommended Minimum Standards for Off-Street Loading Facilities) Gross Floor Area Gross Floor Area At Which- First At Which Second Land Use Category Berth is Required Berth is Required Industrial: Manufacturing 5,000 40,000 Warehouse 5,000 40,000 Storage 10,000 25,000 Commercial: Wholesale 10,000 40,000 Retail 10,000 20,000 Service Establishments 10,000 40,000 Comm. Recreational 10,000 100,000 (incl. Bowling Alleys) Restaurants 10,000 25,000 Laundry 10,000 25,000 Office Building 10,030 100,000 Hotels 10,000 100,000 Residential: Apartment Buildings 25,000 100,000 Apartment Hotels 25,000 100,000 Schools and Hospitals 10,000 100,000 Public Buildings: Terminals 5,000 40,000 Auditoriums 10,000 100,000 Arenas 10,000 100,000 Funeral Homes 10,000 100,000 'Ibid., p. 123. 17-3 Form 17-1 Questions on Merchants Loading Facility Requirements 1. When do you have deliveries to your store? Times of day Specify for each whether for each tractor-trailer or sin- How many trucks Day of Week Arrival Dep. gle unit truck per visit 2. Where do the_delivery trucks park to unload? On-Street [_] Off Street 1_1 If you have off-street loading facilities, please specify the type of facility you have (alley unloading, berths, parking lot, other) and the capacity of your facility (in terms of the number of trucks that can use it at the same time) . If you have berths, please specify their number and size: 3. If your off-street facilities are underutilized, would you be willing to lease their use to other stores? Yes [ ] No [ Specify the arrangement which would be convenient for you in terms of times of day and week, costs, etc. 17-4 4. Do you have any store expansion plans? If so, please specify the additional gross floor area expansion and what your total gross floor area would be after expansion: 5. (a) Do your expansion plans include additional off-street loading facilities? If so, specify the type of facilities and their size: (b) Would you be willing to share the use of your additional loading facilities with other store owners? If so, specify what arrange- ments would be desirable in terms of times of-day and week, costs, etc. . (c) Would you be willing to cooperatively develop and use off-street loading facilities with other store owners? If so, specify what types of facilities you would like to develop: 17-5 CHAPTER 18 BICYCLES The late 1960s and the early 1970s saw a sharp increase in the use of bicycles for transportation in the United States. Noteworthy features of this resurgence were increases in the numbers of adult, as well as youth, cyclists and an increased use of bicycles for both recreational and utility purposes. With this growth in bicycle popularity have come a demand for improved bicycle facilities and a concern over the rise in bicycle-related accidents. BICYCLE STUDIES In most communities, bicycle ridership is not of the magnitude that a complete bicycle demand study is needed. Even small communities, however, should attempt to encourage increased bicycle ridership as an alternate mode of transportation, to plan for possible increases in ridership by providing safe linkages between the CBD and the rest of the community, and to provide for bicycle parking areas. Other communities with heavy bicycle traffic may require more detailed study to determine precise cycling needs, interests, and problems. Where study is warranted, there are a series of demand studies that can be conducted. These include the following. Formal Surveys A random sample survey may be taken of community residents to determine the current volume and location of bicycle traffic and the types of facil- ities which are favored. In selecting a sample, the easiest method is to choose a five percent (or smaller) random sample from the community tele- phone directory. It is recommended that a telephone or in-person survey be conducted rather than mailing a questionnaire, to assure a uniform level of responses. This survey approach is comprehensive and is primarily recommended for communities where there is sufficient bicycle ridership to warrant it, such as university or college towns and recreational communities. The data it will yield will be citywide in scope. The following topics might be included in such a survey: (1) Number (and ages) of bicycle riders in a household; (2) cycling purposes (e.g. , recreation, transportation) and frequency; (3) use of bikes for shopping, both downtown and elsewhere; (4) origins and destinations of recent bicycle trips; 18-1 (5) preferences regarding bikeway design features; (6) effect a bikeway system would have on bicycle usage; (7) primary locations to be connected by a bikeway system; and (8) suggestions for bike paths. Informal Surveys An informal survey can be taken by consulting with the following people and organizations: law enforcement agencies (regarding auto-bike conflicts and problems) , school officials and school safety committees (regarding cycling patterns in the community) , local planning commissions, civic organizations and service clubs, cycling clubs in the community, and authorities in adjacent communities. A review should also be made of local, regional, and state bicycle path plans in order to ascertain the possibili- ties of linking your bicycle program with similar programs in the surrounding area.l Bicycle Counts Bicycle traffic counts can be done as a part of general CBD traffic volume studies.2 These counts will not tell you the overall demand for bicycles nor the origin of bicycle trips. However, they will indicate des- tinations within the CBD for which limited bike path plans can be made. Other Studies In addition to traffic counts and surveys, the following investigations should be useful: an inventory of CBD bicycle facilities (e.g. , bike. racks); an inventory of existing bike paths; and an identification of possible locations for bicycle paths (for example, little-used pedestrian walkways or sidewalks, abandoned railroad beds, utility rights-of-way, dry canals or riverbeds, secondary and little used roads and side streets, and alleys). BICYCLE IMPROVEMENTS Planning a Bicycle System Step One -- The first step in preparing a bicycle plan is to determine the points or destinations to be connected. These locations should be based, to the extent possible, on the actual needs and desires of bicycle users. The above surveys may have pointed out some of the origins and destinations of major bicycle traffic. These points should be indicated on a map of the community. 1National Park Service, "Foot Paths and Bike Routes," Guidelines (March/April, 1972) , p. 11. 2Volume count methods are discussed in Chapter 16. 18-2 Step Two -- The second step is to sketch appro.,-imate routes to link origins and destinations and to identify ideal locations for bicycle racks. In the central business district, bike racks can be placed in parking lots or along sidewalks if they are wide enough. Step Three -- The third step is to determine the kinds of bicycle routes that will be established. The following types of routes are possible: (1) A completely separated right-of-way designated for the exclu- sive use of bicycles (Class I) -- A separate right-of-way may not be feasible in highly developed urban areas unless there are unique opportunities for using abandoned railroad tracks and/or utility easements without sacrificing accessibility to major destinations. (2) A restricted rip ,bt-of-way designated for the exclusive or semi- exclusive use of bicycles (Class II) -- On a Class II bike path, through traffic by motor vehicles or pedestrians is- not-allowed. This type of facility is made possible by using city streets, secondary roads, and other existing facilities. The bicycle path is designated by signs, striped lanes, and/or physical barriers such as guard rails, special fencing, and curbed sections. (3) A shared right-of-waX designated as such by signs placed on vertical posts or stenciled on the pavement (Class III) -- A Class III bike path provides only the advantage of warning car and pedestrian traffic of the presence of bicycles. Otherwise, it does little to increase safety.1 In a downtown area, type II or III routes are most likely to be feasible. (See Figure 18-1 for representations of the three classes of routes). Step Four -- The final step is to map out. the proposed bikeways, denot- ing clearly the facility type (Class I, II, or III) as well as the location of bike racks where they will be needed. Specifications for the System The width of a two-way bikeway should not be less than six feet; the optimum width is eight feet. One-way bikeways should be at least three feet wide, with six feet being the optimum. Lane demarcation and pavement message markings on the Class II bikeway will assist in avoiding conflicts between motorists and cyclists if the markings are emphatic and clearly discernible. Figure 18-2 illustrates the most commonly used demarcations. Two types of signs are required for all classes of bikeways. They are as follows: Bike route sign -- The most common 18" x 24" sign consists of a white bicycle symbol on a green background with the words "Bike Route" in white. If there is any question about the direction of the route, an arrow sign may be placed below the bike route sign. Such a sign is needed at the IBikeways:_ State of the Art, (Washington, D.C. : Department of Trans- portation, Federal Highway Administration, 1974) , p. 5. 18-3 FIGURE 18-1 TYPES OF BIKEWAYS SEPARATE RIGHT-OF- WAY -- TWO-WAY ; t "`'��' --�--''-�.._-_.-...• may//({q � I 8' Desi ra6le — 5' Minimum (' L G„ -�""" ` 8' Desirable -S'Minimum ^`} BIKEWAY USE OF AN ALLEY TWO-WAY BIKE ROUTE RESTRICTED RIGHT- OF- WAY A. On a street Ric t-of-way(ane-way route-- each sick ofStreco 'Desirable -!3'Minimum BIKERWTE PARKING VEHICLE TRAVEL LANES PARKING BIKE ROUTE I --CONCRETE BUMPER BLOCKS"I "� { `PLACE� SIGN AT BEGINNING OF 1 I r EACH BLOCK. i ��\••/// OPENINGS FOR DRIVEWlYS'X DISTANCE 4 +.le FOR RESIDENTIAL ROUTE •� X12 FOR COMM A'RC ALNTS' %� 1 FOR RRE HYD RANTS'P�i?I3TANG E'. LZ �40'MIN/MUM(PLACE 3"WHITE STRIPE IN 115 SECTION). AT THE BEGINNING AND END OF BIKE EACH BLOCK AND AT ALL OPENINGS FAINT YA BUMPER BLOCK YELLOW ANO INSTALL REFLECTIVE MARKER ON END OF BUMPER BLOCK. �STENCIL(SIME ANOSPACINGTO �� 9 Co FORM TO SIGN L MANUACONCRETE BUkPER BLOCIGS PAINTED WITH WHITE TRAFFIC PAINT. / NORMAL LAYOUT BEGINS 10'BEYOND 1 END OF CURB RETURN. BIKEWAY MARKTHRU INTERSECTION. 1 PLAN VIEW 1 NOTE: SOME OF THE DIMENSIONS IN THE ABOME DRAWING HAVE BEEN FORESHORTENED• ■ () � II 18-4 Y FIGURE 18-1 (CONTINUED) ROUTE 4 B. On the sidewalk (one-way) BIKE �1 3�Minimum 4'Min. Travel La ,; P (I5G ; J a— , W sidewAyBike. 1/J Route Concrete bumper or Yellow lint O BIKEWAY CURB Cppi( IIEIE 511MPER5 OR YELLOW LINE RAMP PLAN VIEW 3)SHARED RIGHT-OF WAY WITH NO SEPARATION 'M n 0 � 18-5 beginning and end of each route and at regular intervals along the way (especially at intersections and at breaks and turns in the route). Bike X-ing sign -- These are required on all arterials crossing the bikeway and should be placed approximately one-half block before the inter- section with the bikeway in order to allow the motorist sufficient time to become aware of possible cyclists. This sign should be 30" x 30" mounted as a diamond and should consist of block symbols and letters on a yellow background. In addition to these two mandatory signs, there are other signs which might be used to minimize motorist-pedestrian-cyclist conflicts. One of these is a sign requiring that turning vehicles yield to bikes. Another is a pedestrian crossing sign along the bikeway. Other signs which may be appropriate are directional signs and warning signs (see Figure 18-3). 18-6 FIGURE 18-2 BIKEWAY LANE & PAVEMENT MARKINGS Y—Yillow 4 rock [— 4 iiCc ONCRETE �Ilow 4 rock OR �CS MPER 3 ft. 3ft. CURB BIKEWAY LANE u -ONLY— PAVEMENT MARKINGS STREET 6 INCH WHITE [� 2 INCH WIDTH CUR8 INCH WHITE S BIKEWAY CROSSWALK is-7 FIGURE 18-3 BIKEWAY SIGNS MOTOR VEHICLE DIRECTED AND WARNING SIGNS BIKE ROUTE DESIGNATION SIGNS (Wkite on green. Background..) ( \ � BIKE DIRECTIONAL PLATES LANE ONLY Ae BIKE XING TURNING Black on yellow Background) VEHICLES YIELD TO BIKES STANW RA ROUTE SIGN {Black on.wkite Background} CYCLIST DIRECTED WARNING SIGNS tt mck on yellow Background) e IKE ROUIE SLOW MESSAGE PLATES WINr PED XING SIGNAL s AHEAD AHEAD 18-8 CHAPTER 19 MASS TRANSIT INTRODUCTION For the past fifty years, public transportation in most cities has been utilized primarily by people who could not afford to own their own cars-- the poor, the very young, and the elderly. In larger cities, downtown commuters can be added to the list of users. In serving the needs of these patrons, the transit systems which were developed have been fairly uniform from city to city. Full-sized buses traveling over fixed routes have been relied upon in most communities, with rail rapid transit and commuter trains introduced in a few of the larger metropolitan areas. We are, however, now entering an era of experimentation and innovation in public transportation which may witness mass transit services being expanded to serve a great many more people. Because of an increasing awareness of the congestion and pollution problems caused by heavy use of automobiles and the threat of long-term energy shortages, business, industry, community organi- zations, and all levels of government are supporting experiments in adapting the principles and tools of mass transportation to areas and situations where they were previously considered to be impractical. Mass Transit and the CBD There are three areas of experimentation which hold promise in solving the problems of providing mass transportation services to and from most central business districts. The first is the provision of transit services in smaller communities and rural areas whose population densities are too low to eco- nomically support full-sized, fixed-route buses running on regular schedules. In recent years, there have been numerous attempts to use vehicles of a wide variety of sizes to provide these services as well as to utilize more flexible routes and schedules for low density areas. The second area is that of providing shopping and other basic trans- portation for the elderly, handicapped, and others without cars. Here, again, different kinds of equipment and more flexible services are needed, such as publicly subsidized taxi services and the "dial-a-ride" services which have received a large amount of attention. Finally, the CBD's of a number of suburban communities in the larger metropolitan areas also function as commuter train stations, a role which has traditionally demanded that substantial parking areas be provided. In response to this need, many of these communities have experimented with early morning and late afternoon commuter services to and from these stations. New kinds of equipment and routing practices have been utilized, often successfully. 19-1 r The need for mass transportation is often more difficult to appraise in the small city environment and in rural areas than it is in large urban areas. It is, therefore, the task of those promoting transit in small communities and rural areas to determine if the need for new or improved transit services exists and can be documented. Two alternative approaches can be taken in assessing an area's need for--and ability to support-- public transportation.) Determining General Transit Feasibility The general ability of an area to support public transportation can be measured with a fair degree of accuracy. The most important factors to be considered in making such a determination are the types and locations of land uses in the community; the existence of major traffic generators (employment centers, schools, medical centers, the CBD, etc.);. existing travel patterns; and the sizes of various population groups which often utilize public trans- portation (i.e. , the market for transit services). Included in this market would be downtown shoppers and workers, those under 16 years of age, those over 65 years of age, the handicapped, patrons of large traffic generators outside of the CBD, other persons and families with- out cars, and, in some instances, families owning only one car. Taken to- gether, all of these factors will indicate not only the total population which might potentially use public transportation in an area but also major locations or community facilities that should be connected by it. Testing the Feasibility of a Specific Transit System As will be shown in the next few pages, there are a number of different ways of providing public transportation services to an area. Each of these alternatives needs a different level of patronage and requires a different population density to be financially feasible. There are at least two ways of determining whether a specific transit system would be feasible in an area. The first is to undertake a pilot pro- ject based on estimates of general demand for transit services. An example of such a pilot project is the commuter shuttle service offered on a trial basis by the Village of Glen Ellyn to the Chicago and Northwestern Railroad station in that community. The village uses its General Revenue Sharing funds to finance the operation. The service consists of two buses operating on the south side of the community and two buses operating on the north side. All four buses are leased from and operated by a private bus company. The north-side buses are operated in cooperation with the neighboring community of Glendale Heights. 1The Illinois Department of Transportation provides assistance in determining an area's ability to support public transportation and is some- times able to fund or directly perform feasibility studies. For address, see page 19-10. 19-2 __._.'s The second approach is to outline a number of different service alter- natives (e.g. , fixed-route buses, subsidized taxi services, "dial-a-ride" bus services, etc.) and to evaluate each one of them from the standpoint of potential demand for the service, costs required to run it, and the revenues that would be generated. This evaluation process should also measure the extent to which each alternative provides transportation benefits to the community, and it should relate the transit service to long-range plans and goals of the community. In addition, each alternative should be studied as to its physical impact on the community, any subsidies that would be required to run it successfully, its ability to serve the "transit-dependent" population, and its potential for reducing traffic congestion and enhancing safety. Once the "best" alternative is selected for a community's particular objectives, a detailed transportation program should be prepared. This program should identify routes, schedules, and equipment improvements and costs; operational requirements and costs (including personnel and maintenance costs); responsibility for plan implementation; and sources of revenue.l TRANSIT IMPROVEMENTS Generally, it can be said that transit improvements fall into three broad categories: service, equipment, and operation. Obviously, these three improvement categories are closely related since the service alternative selected will dictate equipment needs and needed operational improvements. In addition, any discussion of improvements must include the institutional or organizational alternatives available. Service Alternatives If we classify bus service on the basis of how it is requested by the rider, three primary bus service types emerge. In the first type, "subscription service", ride requests are made well in advance,and routes and schedules are arranged on the basis of these collective requests. School bus services are the most common example. In the second type, "demand-responsive service," ride requests are made on the day of the ride, while the buses are in service. This service type is exemplified by dial-a-ride buses and shared taxi services. The third type is the fixed-route service (or conventional transit system) in which the request for service is made simultaneously with beginning the ride. In many cases, only one of these service alternatives is used in a given municipality. Nevertheless, in any one community, it may be proper to use all three kinds of services for different types of riders and for different parts of the municipality. For example, the Village of Wheeling has an intra-village operation consisting of two buses: one bus operates 1A detailed process for evaluating and planning transit service alter- natives is suggested in Alan M. Voorhees and Associates, Inc., Short Range Transit Planning (Washington, D.C. , : Urban Mass Transportation Administration, 1973) . 19-3 a regular route, and the other is a shuttle bus which transports passengers as directly as possible from shopping centers and professional offices to the bus stop nearest their destination. Subscription Service -- This is probably the only type of transit service that is feasible in most rural areas of Illinois, including small rural towns. Because of the diffuse transit demand of low density communities, it is necessary to have a specifically defined population of riders, such as school age children, farm workers, senior citizens, the handicapped, and others who desire to use this service or who are limited to using public transportation. Aside from the private car pool, there are a number of possible forms•of pre-arranged ride sharing or subscription services. Among those which have been tried to date are the following: company-promoted car pools with parking privileges, company-sponsored van pools, company- operated bus services, services provided by neighborhood and community cooperatives, and specialized school bus services offered by taxis and con- ventional transit operators. Pre-arranged ride sharing is essentially door-to-door. There will be deviations from an individual rider's most direct route; however, these often take only a small part of the total trip time, which can be largely express. Schedules are set by agreement between the travelers. For workers this presents no particular disadvantage if their work hours are approximately the same. Costs can vary dramatically, ranging as high as eight to ten cents a passenger mile in the case of buses chartered from a bus company which charges an entire day's labor for a driver who serves only in the morning and evening rush hours. At the other end of the scale, costs can be reduced to as low as one cent per passenger mile if passengers also serve as driver and all day parking is free.l The Township of Danville has been using its Federal Revenue Sharing funds to provide a "subscription" transportation service to 750 senior citizens and handicapped people. The service has been recently expanded to include all Danville Township residents who wish to subscribe. Demand-Responsive Service -- "Dial-a-Ride" is perhaps the primary form of "demand-responsive" transportation,and as such it has some of the features of both fixed-route transportation and taxis. Dial-a-ride involves dispatching a vehicle in response to a telephone request for service. The. bus, will carry the patron to his requested destination, while simulta- neously accomodating the needs of other passengers. Many dial-a-ride sys- tems are coordinated by a dispatcher who, with the aid of a control map, keeps track of bus locations and passenger needs. The actual number of intermediate stops made between the origin and destination of a partic- ular passenger will vary with the type of service being offered, the time of day, the capacity of the vehicle, and the needs of other passengers at the time. Requests for service can be made by telephone ,dust prior to the trip, or in advance. Some systems allow for subscription service, 1"The Potential of Para-Transit," Search (Washington, D.C. : The Urban Institute, Spptember-December, 1974). 19-4 which permits patrons to be picked up and delivered door-to-door at regularly scheduled times.l According to The American City, as of December, 1974, there were 44 dial-a-ride programs operating or scheduled to go into service in the United States.2 Most of these utilize buses or vans, although a few .use taxis. They provide for a variety of functions, including feeder service to rail or bus transit stations and shuttles between shopping, entertainment, and employment areas. Most also provide subscription service, and a few offer package delivery.3 The costs of most systems have been subsidized by either state or local government or the U.S. Urban Mass Transportation Administration. There are at least two Illinois examples of the dial-a-bus system. Elk Grove Village has contracted with a local school system to operate two buses, providing commuter service during rush hours and dial-a-bus services during the remainder of the day. Bensenville has initiated a local bus service using two 23-passenger radio-controlled buses which provide door-to-door pick-up and drop-off service. Taxis -- A number of dial-a-ride systems utilize taxis instead of buses and vans and often at a much lower cost. These are called "shared taxi services." In addition, a number of communities throughout the country have made arrangements with commercial taxi companies to provide service to the elderly, poor, and handicapped at greatly reduced rates. These reductions are made possible by subsidies from the local government. In some cases, local governments have sold books of coupons directly to low- income residents at a discount (for example, 30 cents on the dollar) . These coupons can be used in any local commercial cab. In other programs, the cab company initially absorbs the fare reduction and ib reimbursed later. Fixed-Route Service -- The standard mode of public transportation-- fixed-route buses--is likely to remain predominant for some time to come. The cost (per passenger mile) of running them drops dramatically as the population density of an area increases. This mode is flexible to the ex- tent that routes can be changed, expanded, and dropped as needs change. To adjust to the varying needs of communities and neighborhoods, there is currently much variation in equipment. It ranges from standard-sized, diesel powered buses to gasoline and electric "mini-buses" made to communities' specifications or adapted from vans, campers, and other suitable vehicles. Fixed-route mini buses have been used somewhat within central business districts to provide convenient downtown transportation for shoppers. IU.S. Department of Transportation, Demand-Responsive Transportation (Cambridge, Mass., 1974), p. 3. . 2"Buses: Backbone of Urban Transit," American City (December, 1974), P. 29. 32"The Potential of Para-Transit," Search (Washington: The Urban Institute, September-December, 1974), p. 7. 19-5 r There are numerous examples in Illinois of fixed-route bus systems. In the Chicago metropolitan area, communities such as Downers Grove, Northbrook, Woodridge, Wilmette, and Glen Ellyn are currently using fixed-route bus systems for feeder service between the communities' neighborhoods and commuter stations. Other Chicago area communities, such as Homewood and Skokie, offer intra-community transportation services complemented by a feeder service for commuters. Still other Illinois communities, such as Galesburg, provide ex- clusively intra-municipal services. Equipment Needs Three kinds of equipment are usually needed to operate a transit system: buses or other passenger-carrying equipment, bus shelters, and signs. Buses -- Mass Transit Management: A Handbook for Small Cities suggests that the main considerations for bus selection are (1) a clear definition of service requirements and (2) demand, operating, comfort, and maintenance specifications. Generally, the following considerations are suggested: 1 (1) Service Requirements (a) For regular route service, equipment should provide an interior layout that makes boarding and alighting fast and easy, reasonable seat comfort, and sufficient room for standees to be uncrowded. Since in a smaller city most patrons on regular routes will not ride for great distances, there may be no need to reach extra- ordinary levels of comfort in either the seating or suspension of the vehicle. On the other hand, if streets are rough or poorly maintained as a rule, it may be wise to,,opt for equipment afford- ing the smoothest ride. (b) For special services, the particular needs of the specific service will essentially determine key features of the buses used. For example, the handicapped may need special devices on buses. Those who have difficulty in moving up or down steps might require a minimal number of low rise steps as well as additional handrails. Persons traveling in wheel- chairs may have considerable difficulty in passing down bus aisles. Since a large portion of potential customers may be elderly and/or handicapped, consideration should be given toward ownership of a few special vehicles especially geared to meet their needs, particularly if they may be carried under contract. The selection of all vehicles should consider those who are no longer spry. The buses used in conjunction with demand responsive (dial-a- ride) services should be highly maneuverable to enable them lInstitute for Urban Transportation, Graduate School of Business, Indiana University, Mass Transit Management A Handbook for Small Cities . (Washington, D.C, ; Urban Mass Transportation Administration, 1971), pp. 198- 211. 19-6 to reach any place to which they may be called quickly and easily. (2) Specifications (a) Demand Characteristics -- As a rule of thumb, if numerous trips per day with a large volume of customers are likely, it makes sense to have relatively large vehicles. On the other hand, if maximum use of the vehicle in regular route service calls for the handling of relatively large numbers only once or twice a day, it would be unwise to acquire a bus with a large seating capacity. Rather, careful schedul- ing and utilization of smaller buses may solve the problem. (b) Operating Characteristics -- Careful attention has to be given to the conditions under which the bus will be used: the width and clearance of roads and streets, local topography, and the noise factor if the bus is to operate along quieter streets (such as in residential areas). (c) Comfort Characteristics -- Vehicle suspension to assure riding comfort, comfortable seating, adequate lighting, and a psycho- logical feeling of spaciousness in the bus are among the most important comfort characteristics. (d) Maintenance Characteristics -- The bus must be relatively easy to redecorate (with quick-change panels or paints) and to clean, wash, and service. In addition, a bus should be sought which will require relatively low expenses for servic- ing brakes, transmission, engine, and other mechanical parts. Bus Shelters -- Bus shelters can enhance the usefulness of public transportation for downtown patrons by providing them with a dry and com- fortable place in which to await their bus. In addition, bus shelters which are designed or selected to complement other street furniture can make a positive visual contribution to the downtown landscape. Bus shelters can range from the simplest shelter, just a roof and two or three walls, to ones with such comforts as light, heat, and telephone. Although the extent to which these extras can be provided may depend largely on finances, there are other factors which should be considered in making decisions regarding the location and outfitting of bus shelters. Some of these are as follows: the number of patrons who will use the shelter; the extent to which the shelter will generate increased ridership; climatic conditions; the extent to which passengers interfere with the flow of pedestrians, and vice versa; availability of maintenance and utility lines; and the extent to which a shelter may be required to provide service and protection to the physically disadvantaged such as the aged, sick, and 19-7 handicapped. A 1973 publication by the U. S. Department of Transportation, Bus Shelters, suggests alternate designs and sitings of bus shelters.l Signs -- Transit signs have been a continual problem in the transit industry. Most signs are unattractive and indistinguishable from the standard regulatory signs erected by the traffic engineer. They are frequently located where they compete with a host of other signs and often give no schedule information. Recent successful experiments involve simple graphics, with a bold logo of the system or a bus symbol distinguishable from at least one-half block away. Street name, bus route numbers,and other route designa- tions for the stop are given under the symbol. Ideally, this sign would be complemented at eye level with a plastic enclosed map of the system or of that portion of the system served by the routes indicated on the sign. Operational Improvements A number of operational improvements may be made to increase the efficiency of a transit system and, hopefully, to increase ridership. Of these, the following would have particular applicability in a central business district. Improved Bus Flow on Streets -- In order to make transit services competitive with the car in terms of time-in-transit, the bus system must allow a trip time duration which is comparable to that of a private car. The following improvements in some cases can permit a shorter bus trip duration: - reduction in the number of bus stops outside the CBD area; - relocation of bus stops to the corner past the intersection; - construction of bus turn-out lanes; - adequate pavement conditions and curb radii for turns; - strict enforcement of double parking and illegal parking restrictions at bus stops; - exclusive use by buses of selected downtown streets; - exclusive use by buses of selected lanes; - preferential use of certain lanes by buses over other vehicles; - activation of traffic signals by buses or retiming to favor buses; - signing to require other vehicles to yield to buses.2 Improved Routing and Scheduling: - more direct routing from residential areas to the CBD; - fewer transfers; - less duplication in routes; - more selected skip (express) stops; - more express service at regular prices; - premium express service at premium prices; - better adherence to schedules; 1To obtain a copy, see address on page 19-12. 2Alan M. Voorhees & Associates, Inc. , op. cit. , pp. 11-19 to II-20. 19-8 - better route coverage; - improved service between commercial/employment/educational/medical centers and residential areas; - better overall corridor serYice through reorganization of service; - improved service to low-income groups, the elderly, the handicapped, and the unemployed; - new buses for fleet modernization and for better route performance; - new types of buses, including smaller vehicles and high performance vehicles for better downtown performance.) Institutional Alternatives Non-home rule municipalities are presently not authorized by Illinois law to provide mass transit services. However, there are a number of alter- nate mechanisms that can be pursued. One traditional approach is the private bus company, financed solely through the fare box or with additional municipal or state subsidies. In addition, the Illinois Statutes (Chapter 111 2/3, Sections 351-359) authorize the creation of local mass transit districts, composed of one or more municipalities or one or more counties or any com- bination thereof, by action of the participating units of government. Such a district also may be established by referendum for any area with less than 500,000 inhabitants, without regard for local jurisdictional boundaries. Alternatively, the Urban Transportation District Act (Chapter 111 2/3, Sections 501-518) authorizes the creation of urban transportation districts for areas within municipalities (a portion of a municipality) in which inadequate or outmoded transportation facilities and/or services exist, by action of the municipal corporate authorities and passage of a referendum. Both local mass transit districts and urban transportation districts are con- sidered to be municipal corporations and are given- the power to exercise eminent domain, to borrow, and to levy a -property tax (all subject to limita- tions expressed in their enabling statutes). Another alternative open to non-home rule municipalities is to contract with existing transit districts or transit companies for the provision of specialized services. In the major metropolitan areas, in particular, there are existing transit operations which may be capable of extending services. As the foregoing discussion on subscription services points out, some transit can be provided by private, cooperative organizations. Still other services can be developed on an informal basis, with no organizational structure needed. As of the date of this writing, no action has been taken by the Illinois General Assembly to prohibit home rule municipalities from providing mass transit services directly. For these communities, therefore, a municipal transit operation may be possible. llnstitute for Urban Transportation, Mass Transit Management: A Handbook for Small Cities (Washington: UMTA, 1971), pp. 212-229. 19-9 State and Federal Assistance Apart from using municipal or local mass transit district taxing and borrowing powers to finance transit services, there are a number of possible sources of outside funding. Motor Fuel Tax funds can be used for operating expenses of a local mass transit district. Federal-Aid Urban Systems funds are permitted to be used for the purchase of mass transit equipment. General Revenue Sharing funds may be used for either operating and maintenance expenses or the purchase of equipment. For details on these programs, see Chapters 28 and 29. In addition, both the State of Illinois and the U. S. Urban Mass Transportation Administration have a number of specialized forms of financial and technical assistance available to local mass transit programs. Because the federal programs are largely administered through the Illinois Department of Transportation, one contact to this agency can reveal all the possibilities for state or federal assistance. Although they -are subject to change, federal programs (with some state involvement) are currently available which provide capital grants for municipalities, operating assistance for existing transit systems, and assistance for local programs having special demonstration value. Of particular potential interest to communities currently without public transportation is a federally- and state-funded program of matching grants for transit feasibility studies. In addition, the Illinois Department of Transportation is available for consultation and advice on matters of local concern, for information on projects throughout the state, and for answering questions regarding the potential for public transportation in a given area. Contact: Ms. Joby Berman, Director Division of Public Transportation Illinois Department of Transportation 300 North State Street Chicago, Illinois 60610 (312) 793-2111 Sources of Information Because of the vast amount of recent experimentation in local public transportation, a good deal of information is becoming available which summarizes the experiences in different areas. In addition to writings in privately published books and periodicals, the U. S. Department of Transportation and its Urban Mass Transportation Administration have recently issued a number of reports which may be of interest. Several of these are included in the list of basic reference sources below. U. S. Department of Transportation, Demand-Responsive Transportation_: State of the Art Overview, August 1974 (Cambridge, Mass. : 1974) -- An excellent summary of recent experiments with dial-a-ride and other forms of demand-responsive transportation. In addition to a comparative analysis of programs, it includes a directory with complete addresses of vehicle manufacturers and of agencies conducting demand-responsive 19-10 transit programs. An extensive bibliography is also given. It is available from: Mr. R. V. Giangrande Chief, Office of Program Development U. S. Department of Transportation Transportation Systems Center Kendall Square, Code 151 Cambridge, Massachusetts 02142 (617) 494-2486 Institute for Urban Transportation, Graduate School of Business, Indiana University, Mass Transit Management: A Handbook for Small Cities (Washington: Urban Mass Transportation Administration, 1971) This book is designed to be used in cities of under 150,000 population and deals with the following subjects: financing mass transit, accounting, personnel, maintenance, equipment selection, routing and scheduling, communication and control, and marketing and advertising. Alan M. Voorhees & Associates, Inc., Short-Range Transit Planning (Washington: Urban Mass Transportation Administration, 1973) -_ This report describes how to develop a short-range transit development program which encompasses the following topics: routes and schedules, fare structure and pricing, fleet mix, transit marketing, management, financial planning, and citizen involvement. . Ronald F. Kirby, et.al., Para-Transit: Neglected Options for Urban Mobility (Washington: The Urban Institute, 1974), $10.00 (hard cover), $4.95 (paperback) -- This study, financed in part by t" Urban Mass Transportation Administration, examines forms of *public transportation other than conventional transit. Among the transit alternatives examined are: dial-a-ride, "jitneys", taxis, car rental, car pools, and sub- scription buses. "Buses: Backbone of Urban Transit," The American City (December, 1974), pp. 23-25 -- This article briefly examines three transit alternatives: dial-a-ride, exclusive bus lanes, and contra-flow lanes. In its dis- cussion of dial-a-ride, it gives a list of companies which manufacture vans or van kits. "Electric Buses on Trial," The American City (December, 1974) , pp. 46-48 -- Describes experimental uses of electric buses in a couple of cities and compares the costs of electric and internal combustion vehicles. City of La Mirada, California, "Dial-a-Ride," (1974) -_ An informal summary of this city's experience with a successful dial-a-ride system. Copies may still be available from: City of La Mirada, 13700 La Mirada Boulevard, La Mirada, California 90638. 19-11 U. S. Department of Transportation, Rural Transit Operations and Management (Washir.gton, 1973) -- This report summarizes an investigation of some fifteen rural public transportation projects conducted during 1972 and 1973. Based on the experiences of these projects, some guid- ance is also given in: determining the type of service to provide, financial considerations, the institutional framework of rural transit, and vehicles and vehicle management. The report is available from: The Office of Policy and Plans Development Office of the Secretary of Transportation U. S. Department of Transportation Washington, D. C. 20590 Rensselaer Research Corporation, Bus Design: Concepts and Evaluation (Washington: Urban Mass Transportation Administration, 1970) -_ This report is somewhat more technical than most of the above reports. It proposes design criteria for the physical components of a bus, such as passenger and driver compartments, propulsion and drive train, suspension, steering and braking, etc. Also suggested are design considerations: environmental, performance, safety, comfort, trip purposes, and user needs. A short discussion is given on different kinds of services which would require smaller buses. Bus Shelters (Washington, D. C. : U. S. Department of Transportation, 1973) -- It is available from: Public Transportation Branch Urban Planning Division Federal Highway Administration U. S. Department of Transportation Washington, D. C. Northeastern Illinois Planning Commission, Prototype Suburban Trans- portation Centers (Chicago, 1971) -- This report, prepared for the North Suburban Transportation Council, describes. the following for three prototype mass transit stations: overall design, parking requirements, transportation modes to be serviced, feasibility criteria, as well as other design considerations. 19-12 CHAPTER 20 PEDESTRIANS INTRODUCTION It has been estimated that in the central business districts of larger cities 90 percent or more of all daily trips are walking trips. The CBD's of smaller communities, though dependent to a lesser degree, still rely largely on walking for their internal transportation needs. The typical central business district is tied together, however, by a physical network based not on the needs of pedestrians, but rather on those of automobiles and other motor vehicles. As a result, the pedestrian in our downtown areas often faces the danger of being run down by a car or truck. He is also subjected to the discomforts caused by the pollution and noise of vehicular traffic. Distances become longer as he must follow countless auto-oriented streets to get to where he is going. Being an area so depen- dent on pedestrians, these problems are some of the CBD's major functional and competitive liabilities, particularly when confronted with competition from new suburban, auto-free shopping malls. Many downtown planning efforts, while giving major consideration to car and truck movement, pay relatively little attention to the CBD's needs for pedestrian circulation, safety, and amenities. The following sections will provide some guidance in helping to alleviate this deficiency. The discussion is divided Into two phases, pedestrian studies and physical im- provements. PEDESTRIAN STUDIES There are three types of pedestrian studies that can be undertaken as part of a downtown improvement program: safety studies, street and side- walk inventories, and analyses of the impact of new facilities. Safety Studies -- The objective of a safety study is to identify ac- tual and potential pedestrian-vehicle conflicts. This is done by analyzing information relating to law observance and accidents. The following steps Are involved: (a) All physical and legal restrictions to free pedestrian move- ment are noted on the CBD map, including the location of pedestrian crosswalks, curbside parking, traffic signs which order cars to yield to pedestrians, parking entrances and exits, alleys, etc. (b) Observers are stationed throughout the central business dis- trict during peak hours to map illegal crossings by pedestrians; 20--1 conflicts between pedestrians and turning vehicles at inter- sections; conflicts between pecestrians and vehicles at park- ing entrances, exits, and alleys; and other potentially dan- gerous situations. (c) Accident statistics are analyzed to indicate locations where safety has been particularly impaired in the past and to determine the causes of accidents. (d) Physical improvements, legal sanctions, and enforcement measures are proposed to eliminate the dangers identified. Street and Sidewalk Inventories Chapter 7 recommended a sidewalk inventory which would form a basis for making visual improvements and which would provide locational information ort features which might interfere with physical improvements. Such an inventory can also be adapted for use in analyzing pedestrian movement. Among the information which would be gathered and graphically depicted is the following: dimensions of each street and sidewalk; all traffic regulations, signs, signal locations and their cycle lengths, and traffic volumes; locations anddimensions of building entrances (and transit system entrances, if any) ; bus stops, sidewalk furniture, and other impediments that re- strict sidewalk efficiency (e.g. , parking meters, sign poles, and trash containers) . 1 This information can be used in identifying sidewalk obstructions; in measuring the adequacy of sidewalk widths; and in determining the adequacy of traffic signs, signals, and crosswalks for current and expected pedes- trian flows. Such an analysis can be done either formally or informally. Where a formal, precise analysis is desired (such as in areas of heavy pedestrian traffic) , the following method can be used: (1) Measure Pedestrian Flows -- Actual pedestrian counts can be taken at intersections, crosswalks, and at mid-block, with the unit of measurement being the number of pedestrians going past a designated point every 10 minutes (or at some other time interval) . (2) Relate Peak Pedestrian Flows to Sidewalk Capacity -- To determine the adequacy of the sidewalk for the current (or projected) pedestrian flow, you will want to know the number of pedestrians going by per foot width of walkway per minute, a measure commonly referred to as "PFM." This measure is computed by dividing the number of pedestrians per minute (which pass a given point) by the effective sidewalk width (measured in feet). The effective sidewalk width is that portion of the sidewalk which is available for actual pedestrian travel. Where there is a tendency for window shopping, you should subtract 18 inches from the gross sidewalk 20-2 width to obtain effective sidewalk width. Where there are sidewalk impedi- ments such as parking meters and trees, an appropriate additional amount should be subtracted (usually a minimum of two feet). The following is an example of how to compute PFM: Assume that pedestrians have been counted as passing a certain point at an average of 64 per minute. The overall sidewalk width is 12 feet. However, there are parking meters and plant containers which reduce the effective width by 4 feet--yielding 8 feet. Dividing 64 by 8, we obtain a PFM of 8. (3) Decide on Sidewalk Adequacy. -- Under most circumstances, it is desirable to keep pedestrian volumes to 7 PFM or less, although a range of- from :from 7 to 10 PFM is sometimes acceptable--especially where primary pedes- trian flows are in one direction.) Where pedestrian volumes are determined to exceed these levels, consideration should be given to increasing the ef- fective sidewalk width, by either widening the walk or removing obstacles. Analyzing the Impact of New Facilities -- Whenever any new large facility-i:s" to locate in the CBD, its impact on pedestrian volumes should be evaluated. A method for projecting such an impact is illustrated by the example shown in Figure 20-1. Assume that a new office building will be built which is expected to add 120 pedestrians every 10 minutes (a) to an existing sidewalk and (b) to a crosswalk holding area. The existing pedestrian flow is 200 pedestrians every 10 minutes, and the effective side- walk width is 5 feet. The traffic light cycle at the crosswalk is 60 seconds, with a 25/35 split favoring the avenue. (a) The impact on the sidewalk section is .as follows: Existing flow + Added pedestrians - Pedestrians 200 + 120 = 32 Number of minutes per minute 10 Pedestrians per minute - Volume 32 = 6.4 PFM Effective Sidewalk Width 5 This means that the impact of the facility on the sidewalk falls within acceptable standards. Assuming it had been 8 PFM, the owner of the facility could have been requested to set back his building to increase the effective sidewalk width. (b) The impact on the crosswalk holding area is as follows: With the 25/35 traffic signal split, the crosswalk holding area would be required to hold on the average -- 1 John J. Fruin, Pedestrian Planning and Design, pp. 74-78. These pages describe different levels of service (i.e., measures of congestion). 2Ibid. , pp. 172-173. 20-3 FIGURE 20-1 SIDEWALK EVALUATION PROBLEM : IMPACT OF A NEW FACILITY O METtR w y�r1�f PLAN-'ER NEW OFFICE BUILDING (n ��7 y j••,,// PLANTER w �_ OMITLR W . �T RASH TELEPMONL DOOTM TRASH TRASH 120 Lu O w o q U- �� I F- 320 E---- 200 © I I SHR BS IO MLT[R O PARKING METLR (/0 Minute Pedestrian v6-/",me) 4 5 FEET Oq AND ©PLUS TOTAL NUMBERS A VENUE 20-4 Number of pedestrians crossing street during measurement period x Waiting time Number of pedes- Measurement period Traffic light = trians waiting at cycle length one time 160 Peds. x 25 sec. 4000 6.7 pedestrians 10 min. x 60 sec. 600 The required holding area for pedestrians should be based on a standard of 5 square feet per pedestrian. This standard multiplied by the number of waiting pedestrians gives us 33.559 square feet. As can be seen from figure 20-1, almost the entire 35 square foot corner is needed to hold them. They will block sidewalk access to the side street unless the holding area is made larger, a new crosswalk is provided at mid-block, or some other solution is devised. (c) The impact on the crosswalk is as follows: The 160 pedestrians crossing the street will be concentrated because of the interruptions of traffic signals. The avail- able green signal for crossing the street is 35 seconds per minute. The average flow is 16 pedestrians per minute. The level of service is determined as follows -- Pedestrian flow per minute x Traffic light Pedestrian cycle length = volume in Crossing period x Crosswalk width crosswalk 16 peds. x 60 sec. = 960 = 3.9 PFM 35 sec. x 7 ft. 245 This falls well within our standard of 7 PFM. However, this does not in- clude pedestrians coming from the side street or coming from the opposite direction who will also take up space in the crosswalk. PEDESTRIAN IMPROVEMENTS Downtown pedestrian improvements range from simple projects entailing modest capital expenditures to complex and costly systems of pedestrian malls and grade separations. The more expensive kinds of pedestrian improve- ments--the pedestrian precinct, mgll, and above and below ground pedestrian walkways--are discussed in Chapter 21. Basic pedestrian improvements, on the other hand, are categorized and described in the following pages accord- ing to the objectives which they seek: (1) increased pedestrian safety, (2) improved circulation, and (3) improved aesthetics and amenities. 20-5 =— --that ,x .}'1•{:aa"a`a±+�''3+�.:'.�N�^5 tw9:s:r•..a,,.. _ .. _. Widening and beautifying sidewalks presents one alternative for enhancing the pedestrian's experience downtown. Two Illinois communities where this approach is being taken are Evanston and Glencoe. In their central business districts, sidewalks are being widened, refurnished, and resurfaced with new materials. Glencoe The Village of Glencoe is constructing a number of "leisure islands" in its central business district. Brick paving is being simulated by pouring reddish- colored concrete which is then stamped in the shape of bricks. After the concrete has dried, grouting is placed between the "bricks" to complete the process. In addition to being repaved, sidewalks are also being widened to create the leisure islands. New trees are being planted, with new iron grilles, and plans are being made to add benches, waste receptacles, and, possibly, kiosks at a later date. of the three leisure islands which are currently being constructed in downtown Glencoe, two are being financed out of general municipal revenues with the other being paid for by a downtown bank. Evanston The City of Evanston has undertaken a program to resurface and furnish down- town sidewalks, with the cost to be borne jointly by the city and property owners. The basic cost of resurfacing the street, replacing curbing, and providing the sidewalk underlay is being paid for with Evanston's motor fuel tax funds. Through the vehicle of "special service areas", property owners bear the cost of a special sidewalk surface, consisting of exposed-aggregate concrete with a brick border along the curb. Street furnishings are also being renewed and reorganized. Trees, double-headed parking meters, and light poles are alternated at 22-foot intervals (adapting to the length of on-street parking spaces) . Typical modulation of light fixtures,parking meters and tree wells.in brick accented curb liners. STANDARD SPACING E 12'WIDE TRAFFIC LANES LIGHT FIXTURE DOUBLE HEADED PARKING METERS TREE WELL Parking Stalls 8'x22'each ar� \Xt%N Rim- MM A SCALE 1"=20 FEET At many corners the sidewalk is being extended into the street to form "crossing bays" or "knuckles". A primary effect of these extensions is to shorten the street-crossing distance for pedestrians. They also physically prevent parking in these areas, eliminating the need for "no parking" signs. In a 1974 trial project, the additional cost of this treatment over standard concrete repaving was $40,000 for two blocks of sidewalk, to be paid for by property owners over a ten-year period. Bonds were issued by the city to pay the initial costs- The ordinances which created the special service area and which authorized the issuance of the bonds can be found in Appendix I. 20-6 • r EVANSTON Figure 20-2 Figure 20-3 a - - �z GLENCOE Figure 20-4 20-7 - Symbol Signs Tr. s.Pntd iomnn-oRhf..I. "tMFigure 20-5 F.ilitm, , Offiw of F. Jit ion At.n—,S.cr.t.ry for S.f.ty..nd The signs below have been adopted by the U.S. Depart- U.S.D;;m.nt of ment of Transportation and the American Revolution Bicentennial Administration as a sign system to guide A visitors in unfamiliar cities. These signs are an outgrowth of an extensive study of symbol signs by the American Institute of Graphic Studies. Addition- al symbol signs may yet be adopted. Public Services Telephone -----� �- _--._� Mail ' Currency Exchange First Aid I Lost and Found Baggage Lockers /1 �� �� • Elevator Toilets,Men —� lei Toilets.Women ------� --. Toilets • 1 Information Hotel Information i O Taxi ---- �— Bus .: Ground Transportation Rail Transportation Air Transportation Heliport Water Transportation Concessions car Rental Restaurant �— Coffee Shop I I Bar � Shops -- v I � Processing Activities Ticket Purchase Baggage Check-in • • _ lI _ Baggage Claim Customs Immigration !4 Regulations No Smoking --� .y Smoking ---- -----1 No Parking i { Parking e � No Entry ; i 20-8 Pedestrian Safety Improvements There are three areas in which safety measures may be implemented: education, physical improvements, and enforcement. Safety Education-- Safety education is directed particularly towards the most accident-prone members of the public: the old and the young. It is usually best to coordinate safety education programs with schools, church groups, and senior citizens' organizations. Sometimes the media will cooperate by providing advertising space, special feature stories, or tele- vision and radio spots. The American Automobile Association provides advice and special educational materials for such programs. Physical Improvements -- Physical measures to improve safety can include standardization of signs and signals, distinctive crosswalk deline- ation (particularly aimed at driver recognition of crosswalk zones) , removal of obstacles to motorists' lines of sight, upgrading of street lighting, and any other physical improvement which contributes to pedestrian safety. To eliminate or reduce pedestrian-traffic conflicts, an advance or delayed green indication for turning vehicles can be used. This allows vehicles to turn outside of the pedestrian walk cycle. An exclusive pedes- trian signal phase, called the "all walk" or "scramble" system, may be used at busy downtown intersections. During this signal phase, pedestrians are given exclusive crossing rights and may even cross diagonally within the intersection. However, time separation by use of traffic signals has the disadvantage of inducing greater concentrations of-pedestrians at corners and on sidewalks.) Another way of reducing conflicts between pedestrians and turning vehicles is to locate crosswalks away from the intersection to a distance of, say, five feet. This setback gives pedestrians additional lead time from turning vehicles. However, it is often not successful since pedes- trians are reluctant to detour for even 5 feet. A particular problem is making the downtown area usable (safe) for the handicapped pedestrian.2 The following guidelines for improvements are recommended: (1) Effective walkway widths should be at least 5 feet with a maximum grade of 5%. (2) Walks should be of a continuing, common surface, not inter- rupted by steps or abrupt changes in level. (3) Whenever walks and roadways cross, the curb should be cut and the walk ramped to road level. If safety islands are provided, a roadway level walk-through should be provided. llbid. , pp. 115-116. 21bid. , pp. 178-181. 20-9 (4) Where walkways cross streets, changes in pavement texture should be used to provide the blind with tactile signals of crossing location. (5) Walks should have non-slip surfaces. A 1973 Illinois law requires that many sidewalk improvements made by municipalities in commercial areas include provision for "curb cuts" or ramps at crosswalks. The following projects are covered by this law: Allnew curbs which are provided for by a municipality and all existing curbs which are a part of any reconstruction, within any block which is contiguous to any highway and in which more than 50% of the territory is devoted to or zoned for business, commercial or industrial use . . . (Illinois Revised Statutes, Chapter 24, Section 11-80-11). The following physical standards are provided by the Act: In order to enable persons using wheelchairs to travel freely and without assistance, at,each crosswalk a ramp with non-slip surface shall be built into the curb so that the sidewalk and street blend to a common level. Such ramp shall be not less than 32 inches wide and shall not have a slope greater than 1 inch rise per 12 inches length. Where because of surrounding buildings or other restrictions it is impossible to conform the slope with this requirement, the ramp shall contain a slope with as shallow a rise as possible under the circumstances. In all ramps there shall be a gradual rounding at the bottom of the'slope (Illinois Revised Statutes, Chapter 24, Section 11-80-11) . The diagrams in figure 20-2 were prepared by the State of North Carolina and are among the best current thinking on the design of curb ramps.l All suggested designs comply with the Illinois law. Enforcement -- Laws for the protection of pedestrians can be developed and implemented which are uniformly recognized by both pedestrians and motorists. These measures can be in the form of regulations specifying that vehicles always yield to pedestrians; restrictions on heavy traffic, either partial or absolute, during certain hours of the day; and heavy fines for law breaking. The municipality may also establish in the building code certain building standards that will benefit the handicapped. For example, the code could require that at least one primary entrance to each new building be usable by persons in wheelchairs, and it could provide minimum standards for ramps.2 Ronald I. Mace, An Illustrated Handbook of the Handicapped Section of the North Carolina State Building Code (Raleigh: North Carolina Depart- ment of Insurance, 1974). 2Johr_ Fruin, op.cit. , pp. 178-181. 20-10 i `;• , '':':. MIN.¢00 Figure 20-6 51DE FLARED 2'-0" CURB RAMPS CURB CUT SHOULD HAVE A ,5 TEXTURED NON-SLIP X12 SURFACE SUCH A5 BROOM Elil FINISH CONCRETE. SCOP PLANTINGOR GRAVEL tN. RECOMMENDED 1 h ::,• 1111 I , TYPE I - FLARED '' \ ; v;`e d r b�rE I IPI :SLOpF 'IN Ij 5 DRP I" , Iz PLANTING OR GRAVEL RECOMMENDED 1 o d o s '• � G 111 TYPE III - PARALLEL WHEN IN5U ICIENT DEPTH 1 hit, IS AVAILABLE 8.33% 11 it SLOPE/RAMP MAY RUN ea""' PARALLEL TO STREET. Source: An Illustrated Handbook TYPE II - RADIUSED CURB of the Handicapped Section of ' THIS TYPE PREFER ED BECAUSE the North Carolina State Build- ; 3 CURB PROVIDES VISUAL DEMARCATION ing Code (Raleigh, N.C. : NorthCarolina Department of Insurance, $DI RECTI ONAL ORIENTATION FOR 1974). THE BLIND. Pedestrian Circulation Improvements Pedestrian circulation can be improved by providing widened sidewalks; building setbacks; pedestrian arcades which bisect long blocks; proper location, elimination and/or consolidation of street furniture; restrictions on cross-sidewalk freight operations; and traffic signaliza- tion timed for pedestrians rather than for auto traffic. The preceding section on pedestrian studies described how to evaluate the capacity of sidewalks and pedestrian crossings. Such an analysis carried out in a given CBD may suggest that movable items like newsstands, telephone booths, mail boxes, and planters be relocated immediately if they are found to be constricting pedestrian flow. Permanent fixtures such as traffic signals and hydrants may also need to bE! moved as part of a long-term replacement program. Improvements in Aesthetics and Amenities Pleasant pedestrian routes can attract even those people who must go out of their way to use them. Careful planning should therefore go into the creation of primary pedestrian routes which are attractive not only because of their location in relation to major generators of pedestrian traffic (such as parking lots and department stores) , but also because they are enjoyable to use. If these routes are made to coincide with primary retail blocks, substantial benefits to the downtown economy can be realized. A number of measures discussed elsewhere in the manual can be effec- tive in beautifying pedestrian routes. Among these are the following: (1) The streetscape survey described in Chapter 7 will allow an assessment of current pedestrian paths 'and any amenities that lay along them. (2) Many of the basic improvements in Chapters 10 through 13-- building renovation, landscaping, new pavement and other surfaces, pedestrian-oriented lighting, and street furniture--will enliven sidewalks and create interest for pedestrians. The degree to which a pedestrian route can be enjoyed is determined in large part by its convenience, its length, and the scale and character of the buildings and spaces which lay along the way. One possible detri- mental aspect is the deadening effect which parking lots and vacant lots have on the enjoyment of pedestrian trips. To combat this, the creation of sidewalk activities, landscaping, and other diversions may compensate for blank or unsightly frontages. In large central business districts, the spacing of squares and rest areas can also be important. Good locations for these havens are often midway between two large department stores that are neither too close nor too far apart for a rest area to be of maximum benefit. Other good locations are adjacent or close to large employment concentrations, so that workers can use them during their lunch breaks. Of course, there is little reason 20-12 1 , S d.. r w *va !!! S Iry k u l a 1 s Jam`t 4 � s� ` "� ��� ,�,�4+t' a .'' �`-4' sem"' ."- � �.'�'�� � � .Y• ;�' All OP i n - .�. —.,+fir 1 � � I s' II "i. a 1.jti9 1' sN� flli MMUTE , i 1 not to create a small park or square out of practically any vacant parcel of land, provided that it can be outfitted economically and has no immediate, more productive use. There are a number of other ways of making the pedestrian's journey downtown shorter or more pleasant. Among these are the creation of sidewalk bays extending into the street for quick and easy crossovers (being imple- mented in Evanston and Glencoe, among other communities) ; linking of two parallel streets in the middle of the block by means of an arcade, thereby heightening enjoyment and shortening walking distances; and the elimination of on-street parking. 20-15 Continuing Education Units Accommodations • Participants who successfully complete the program will and Course Locations Retail Market Analysis: earn .8 CELJs and will receive a certificate indicating their --- --- -- participation in this professional development course. Upon Blocks of rooms have been reserve( in Boston, Indianapolis, 0 request, the registrar will supply an official transcript San Antonio, and West Hollywood at the site of the course CBDs and Net �������� CEUs awarded by Georgia Tech Education Extension Services. headquarters. Participants should make their reservations directly with the hotels,and refer to the Georgia Tech/ Retail Market Analysis course when calling to be assured the special room rate. March 7, 1988-Boston, MA The course locations and room rates are as follows: Tax Deduction for Boston(March 7) March 9, 1988—Indianapolis, IN � Hotel: Boston Park Plaza Hotel March 11, 1988—San Antonio, TX IRA Educational Expenses Rate: $70/single, $80/double occupancy Phone: 1-800-225-2008 March 14, 1988—West Hollywood, CA - - -- - ------------ --- _ -_ An income tax deduction may be allowable for expenditures Indianapolis(March 9) incurred for training and education. Consult your tax advisor Hotel: Holiday Inn for new tax law interpretations in regard to your situation. Rate: $75/single, $85/double )ccupancy Phone: 317/631-2221 - San Antonio(March ll) Other Courses of Interest Hotel: St.Anthony's Intercontinental Hotel Rate: S80/single, 890/double occupancy Retail Business Recruitment and Enhancement: Phone: 1-800-327-0200 A Strategic Approach for Commercial Districts West Hollywood(.March 14) February 8, 1988-District of Columbia Hotel: Hyatt on Sunset February 10, 1988-Chicago,IL Rate: $65/single or double occupancy February 12, 1988-San Francisco,CA Phone: 213/656-4104 i For more information,call Deidre Mercer at 404/894-2547_ ?' Education Extension Services z Georgia Tech is an equal opportunity,affirmative action educational institution. a Ch1 5 0 � a x vs Education Extension Services \on-U.S. OSTAGE ion G.S.POSTAGE Georgia Institute of Technology PAID Atlanta, Georgia 30332-0385 Atlanta.Ga. Permit No 679 A Hyett-Palma, Inc., Professional Development Training Course If your address is incorrect, Education Extension Services please return this panel with Please post Georgia Institute of Technology changes indicated or circulate A Unit of the University System of Georgia About the Training Course Overview of the Course (continued) About the Instructor (continued) Course Agenda (continued) Retail Market i malysis:CBDs and Neighborhoods is • The local government,which benefits through the enhance- Mr.Hyett is the author of Retail Business Recruitment and -Organized Retail Business Recri itment designed to assist t)lose who are responsible for the planning ment of the economic unit(tax receipt increases)and through Enhancement:A Strategic Approach for Commercial Dis- -Zoning Limits and management o'commercial districts and who operate the overall enhancement of the commercial district as a pri- tricts,Alternative Methods of Financing Public Improvements -Centralized Retail Management retail businesses within the districts, in gaining a broader mar),component of the community's character and identity Without Federal Assistance, Preparing Successful Requests -Business Enhancement understanding of the art and science of retail market analysis. • The owners of property within the commercial district for Proposals for Economic Development Projects, and Strategic Planning and Program Implementation The course is also designed to advance the merits of retailcan learn how to guide the proper leasing and operation of Developing Workable Parking Plans for Commercial W. Communicating the Market Piece market analysis as an essential element of commercial areaDistricts. He is the co-author of The Small Business Reten- V. Oen Discussion of Issues/Problems/Potentials their real estate to ensure maximum market acceptance of P enhancement program strategic planning and management. goods and services offered within commercial buildings tion, Expansion and Recruitment Project and Preparing of Communities Represented at the Session Every effort has been made to present the materials in • The owners of businesses within commercial districts will Workable Plans for Small Business Retention, Expansion VI. Retail Analysis Exercises a manner which can be easily understood by and readily see how they can guide the restructuring of businesses,the and Recruitment in Commercial Districts. VI1.Technical Appendices(An extensive technical appendices explained to elected officials,board members,merchants, expansion of space and lines,the repositioning of market will be provided as a part of the course manual.The infor- property owners,and citizens served by commercial districts. strategy,and the opening of new businesses designed to mation contains statistical reference materials,typical The materials are designed to use,on-the-streets,expediently better serve those who live within the trade area if desired by those who attend the training course. Course Schedule market reports,and detailed attitude survey instruments • Employees who work within the commercial district can for customers,employees and merchants.) strengthen their market knowledge which can lead to •8:30 a.m.-9:00 a.m.-Registration i increased job stability through increased economic viability •9:00 a.m.-4:30 p.m.-Course Presentation Overview of the Course This professional development training course presents a •4:30 p.m.-Adjournment model approach for the completion of a retail market analysis Course Fee and Registration Retail market analysis is the cornerstone of sound programs for a commercial district.The model is designed to present a designed to enhance the viability of a commercial district, realistic picture of a commercial district's economic potentials, Course A enda To reThe course fee o,ple19 ase includes all necessary classroom including central business districts and neighborhood com- serve as a foundation of knowledge to guide commercial area g materials. gistter,please complete the attached registra mercial districts.Unless an ade uate understandin of the enhancement efforts,and enable the creation of a viable com tion form and return it to Georgia Tech Education Extension 9 g I. What Do We Expect And Who Benefits From Retail Services with payment,purchase order number,or the number market is attained,it is virtually impossible to property target mercial district which provides maximum economic benefits to Market Analysis? permitted to efforts to enhance the commercial district's income generation those associated with the operation of the commercial district. of your VISA or MasterCard.Registrants will be II. Preparing for the Market Analysis attend only if arrangements for payment have been made potential or to present an acceptable level of retail activity which will be supported by the customers who currently III.Retail Market Analysis Model prior to the start of the course. patronize and those that are desired for the commercial center. Definition of the Trade Area To register by telephone,please call 404/894-2400.Pay- Retail market analysis should,as a minimum,be designed Who Should Attend Assessment of Competing Shopping Facilities Within ment should be mailed immediately to ensure receipt before to provide information concerning: the Trade Area the course begins.If you must register less than 10 days The course is specifically designed for: Inventory/Assessment of Commercial District before the program is to begin,please do not mail payment, •The geographic limits within which the retail district but bring it with you on the first day of the program. can be reasonably expected to provide retail goods and •Commercial District Professionals Businesses and Business Climate If you must cancel your registration,a refund can be services(the trade area) •Commercial District Property and Business Owners Shopper/Merchant/Resident Survey made only if we receive notice of withdrawal on or before • The character and composition of those who live and •Planners Calculation of Sales Potential of Commercial District P 10 days prior to the program start;however,we gladly accept work within the commercial district's trade area •Economic Development Officials Identification of Potential New Businesses and substitutions.A processing fee of$15 or five percent of the • The character and composition of other retail centers •Community Development Officials Business Expansions registration fee(whichever is greater)will be charged for all which provide competing goods and services for those •Chamber of Commerce Officials Economic Strategies to Enhance the Commercial returned checks. who are within the district's trade area •City Managers District,Including: We reserve the right to cancel this course if there is an • The character and composition of businesses which are -Retail Store Clustering insufficient number of registrants by the cancellation located within the commercial district -The Multiplier Concept deadline. In such an event,we will refund the fee in full. •The attitudes and opinions of those who shop/work/utilize the commercial district,and those who do not,concerning Course Materials the viability of the commercial district and improvements which may be made to enhance the district Each participant will receive a copy of the course manual • The realistic sales potential of the commercial district that presents valuable reference information needed to com- ————————— — —————————— — —— — ——————— — — — — ——— ————— — based on realistic market potential plete the analysis of retail markets for commercial districts. It includes a detailed overview of the retail market analysis Registration Form nc •The nature and type of businesses which may be expected Y Retail Market Analysis:CBDs and Neighborhoods .8 CEUs to operate successfully within the commercial district and process,numerous examples of market analysis pieces,and those existing businesses located within the district which extensive technical appendices. Name may experience additional economic gains through enhance- LAST FIRST MIDDLE ment or expansion About the Instructor Organization Position •The presentation of specific economic strategies which may be employed to ensure that the market findings are Organization Address utilized to enhance the commercial district The course is taught by Doyle G.Hyett,AICP,a principal (For All Comsponckmc) STREET CITY STATE ZIP Market analysis should be a component of an overall effort with Hyett-Palma,Inc.,of Washington,DC.Hyett-Palma,Inc., 'County of Residence(if from Georgia) Organization Phone Home Phone to enhance the commercial district.As the foundation of a is an economic development consulting firm which offers a *Race: ❑Black ❑white ❑Other Sex: ❑Female ❑Male comprehensive enhancement effort,the market analysis broad range of program management,planning,commercial `Age Classification: ❑under 22 ❑22-35 ❑ 36-55 ❑over 55 should paint the economicicture of the commercial district area revitalization,market analysis,development packaging, P and professional development training services to a national Course Fee:$195 Mail the completed registration form to: in realistic terms,pointing out both positive and negative Check date you plan to attend: features of the commercial district. clientele. p Education Extension Services—R ❑March 7,1988—Boston,MA ❑March 9, 1988—Indianapolis,IN Georgia Institute of Technology The findings of market analysis are beneficial to a broad ❑March 11,1988—San Antonio,TX ❑March 14,1988—West Hollywood,CA Atlanta,Georgia 30332-0385 range of recipients: Enclosed find:❑Full Payment ❑Purchase Order A' Phone:404/894-2400 Make checks payable to the Georgia Institute of Technology •The general public,which gains a better understanding of Charge my: ❑VISA ❑Mastercard its commercial center through the release of findings and Card Number Expiration Date the opportunity to influence the development and opera- Cardholder's Name tion Of its commercial district Are you a Georgia Tech graduate? ❑Yes ❑No Year of graduation This information is used by the Georgia Board of Regents to extrapolate decnogrctphic participation in continuing education programming. S.S#is used to confirm computer name retrieval for CEU transcripts. V" — �`G.tq..:�L:r:4YYz!'�:.IZlF�C4Al'aS.$j�:.8xlr'1��:.'�F'4':':L.-4.v.�...—,..-.,r"F.'?+z.�ktialan'As..Y:Ytlw.,n"^Y�i!SC va' .. _.... ... ... . _..... _ .• .. .. . Continuing Education Units Accommodations • • _ _ --_- i Retail Business Recruitment Participants who successfully complete the program will And Course Locations earn.8 CEUs and will receive a certificate indicating their - participation in this professional development course.Upon Blocks of rooms have been reserved in Washington,D.C., Enhaticement:request,the registrar will supply an official transcript of CEUs Chicago,and San Francisco at the site of the course head awarded by Georgia Tech Education Extension Services. quarters. Participants should make their reservations directly with the hotels,and refer to the Georgia Tech/Retail A Strategic Approach for Commercial Districts Market Analysis course when calling to be assured the special room rate. Please make your room reservations no Th,X Deduction For later than two weeks prior to the course. February 8, 1988 Washington, D.C. Washington D.C.(February s) February 10, 1988-Chicago, IL Educational Expenses February 12, 1988—San Francisco, CA Expenses Hotel:The Grand Hyatt Hotel An income tax deduction may be allowable for expen- Rate: $86/single or double occupancy ditures incurred for training and education. Consult your Phone: 202/582-1234 tax advisor for new tax law interpretations in regard to Chicago(February 10) your situation. Hotel:The Allerton Hotel $84/double occupancy Rate: $74/single, p y Phone: 1-800-621-8311 San Francisco(February 12) ' Other Courses of Interest _ Hotel:The San Franciscan Hotel Retail Market Analysis:CBDs and Neighborhoods Rate: $59/single or double occupancy _ '. 1 �. March 7, 1988—Boston,MAPhone:415/626-8000 t March 9, 1988—Indianapolis, INP March 11, 1988—San Antonio,TX Education Extension Services ` For more information,call Deidre Mercer at 404/894-2547. ` r Georgia Tech is an equal opportunity,affirmative action educational institution. t R µ X 3 ` Y t Education Extension Services N m-Profit Organization Georgia Institute of Technology U.S.POSTAGE Atlanta,Georgia 30332-0385 PAID Atlanta,Ga. - Permit No.679 iI .001 10 e �y God � 04 �e If your address is incorrect, A H ett-Palma, Inc., O f please return this panel with Please post y {1 �, changes indicated or circulate Professional Development Training Course tCi� About The Training Course Overview Of The Course (continued) About The Instructor (continued) Course Schedule Retail Business Recruitment and Enhancement:A The model was developed consistent with the findings of Public Improvements Without Federal Assistance, 8:30 a.m.-9:00 a.m.-Registration Strategic Approach for Commercial Districts is the recently completed study entitled The Small Business Preparing Successful Requests For Proposals For Economic 10 9.00 a.m.-4:30 p.m.-Course Presentation designed to assist those involved in commercial districts in Retention, Exl anion and Recruitment Project, which Development Projects, and Developing Workable Parking — 4: ;0 p.m.—Adjournment their efforts to enhance their economic environments, was co-authored in 1987 by Edmund H. Armentrout and Plans For Commercial Districts. Mr. Hyett is the co-author strengthen existing businesses, and recruit new businesses Doyle G. Hyett, AICP, for the National Trust for Historic of The Small Business Retention, Expansion, And to their commercial districts. Preservation's National Main Street Center. Recruitment Project and Developing Workable Plans For Course Fee And Registration The course presents a systematic approach to the Bevel- Portions of the model were tested in four cities Atlanta, Small Business Retention, E.vpansion And Recruitment In opment of an Action Agenda for the enhancement of the Neenah, Syracuse and Vicksburg, Mississippi. The entire Commercial Districts. Enrollment is limited at each location;therefore, early business district. The approach is consistent with compre- model was recently utilized for the completion of A registration is strongly encouraged. hensive planning,but is oriented toward strategic planning. Business Enhancement Plan for Downtown Poughkeepsie; The course fee of$195 includes all necessary classroom Strategic planning entails the analysis of specific issues/ New York. The model has been found to provide a viable Course Agenda materials. To register,please complete the attached registra- problems and the development of action oriented strategies mechanism with which to facilitate: commercial district _ tion form and return it to Georgia Tech Education Extension which are implemented in an incremental, systematic economic development decision-making-, thorough analy- 1. Preparing For The Strategic Planning Process Services with payment, purchase order number, or the fashion.The approach is not characterized by "THE BIG sis of the market potentials of commercial districts; the Q Establishment of organization number of your VISA or MasterCard. Registrants will be FIX" but consists of numerous small steps which lead to the identification and analysis of significant issues which inhibit 0 Address issues of process permitted to attend only if arrangements for payment have satisfaction of needs and which set the stage for additional, the effective operation of commercial districts;and the II. Analysis Of Market Served By The Commercial District been made prior to the start of the course. often larger,projects over an extended period of time. institution of workable strategies designed to enhance the To register by telephone, please call 404/894-2400. Plan h i Retail RetaBusiness Enhancement an The strategic planning approach described within this economic potentials of commerical districts. III. Payment should be mailed immediately to ensure receipt course is also an implementation process designed to assist The retail enhancement model provides commercial dis- 0 Assess district problems P p g P before the course begins. If you must register 10 days or the decision-maker. Once instituted, theoalstion of 0 Ado rocess enables tricts with a market oriented economic development tool pg P p less before the program is to begin,please do not mail pay- i h i f b Development of enhancement strategies decision-makers to logically plan and program actions which can assist in the creation of workable commercial ment,but bring it with you on the first day of the program. designed to enhance commercial districts. The process is district business enhancement and recruitment initiatives. 0 Implementation of strategies g p � Continuous plan monitoring If you must cancel your registration,a refund can be made intended to be dynamic and enable change in direction as p g only if we receive notice of withdrawal on or before 10 conditions change within commercial districts. Periodic update of plan days prior to the program start; however,we gladly accept IV. New Retail Business Recruitment Strategy substitutions.A processing fee of$15 or five percent of the _Who Should Attend o Establishment of new business recruitment registration fee(whichever is greater)will be charged for all Overview Of The Course The course is specifically designed for: ` committee returned checks. Identification of new businesses to be recruited We reserve the right to cancel this course if there is an • Commercial district professionals • Adoption of realistic new business goals insufficient number of registrants by the cancellation dead- _ Most commercial district professionals feel that the recruit- • Commercial district property and business owners • Packaging of properties line. In such an event, we will refund the fee in full. ment of new retail business is the answer to most of their • Planners • Assignment of roles economic development problems.Those responsible for the s Economic development officials * Recruitment incentives development of those districts feel that if new businesses i Community development officials Open Discussion Of Problems/Issues/Needs Of Those are brought to the commercial areas,a revived economic s Chamber of Commerce officials V. Attending The Training Session spirit will be generated and that increased sales, new shop- s City managers pers and an overall economic renaissance will result. s Elected officials However,for most commercial districts, new retail • Others interested in the enhancement of businesses cannot, in fact,be recruited until a systematic commercial districts process is put in place to enhance the overall quality of the retail environment.This process is best instituted through an incremental,systematic approach to planning for and implementing a comprehensive business enhancement pro- Course Materials _ _ gram which creates an economic environment that fosters i r ` ^ p Registration Form realistic economic strategies designed to: Each participant will receive a copy of the course manual Retail Business Recruitment and Enhancement .8 CEUs • Strengthen existing businesses which includes a detailed overview of the retail business s Position business districts within realistic market limits recruitment and enhancement model and a descriptive Name 'Social Security Number overview of the business recruitment model and recruit- LASI' FIRS, >���DLI s Stabilize and enhance employment opportunities ment tools. organization Position within business districts s Strengthen the overall aesthetic appeal of Organization Address business districts (1-All Cur r.mk,n ) S'rREFI Crry S1AFF ZIP This training course presents a strategic planning and About the Instructor "County of Residence(if from Georgia) Organization Phone Home Phone `Age Classification: ❑ under 22 ❑ 22-35 ❑36-55 ❑over 55 implementation model for the development and operation `Race: ❑Black ❑White ❑Other `Sex: ❑ Female El Male of workable retail business enhancement programs.The The course is taught by Doyle G. Hyett,AICP, and model consists of four primary components: Dolores P.Palma,both principals with Hyett-Palma, Inc., Check date you plan to attend: of Washington, D.C. Hyett-Palma, Inc., is an economic ❑February 8, 1988-District of Columbia❑February 10, 1988-Chicago,IL❑ February 12, 1988-San Francisco,CA * Preparing for the strategic planning process development consulting firm which offers a broad range of Course Fee:1195 Mail the completed registration form to: O Analysis of the market served by the Enclosed find:❑Full Payment ❑Purchase Order# Education Extension Services-R program management, planning, Commercial area re pro- Make checks payable to the Georgia Institute of Technology Georgia Institute of Technology commercial district P Y g� gY ization, market analysis, development packaging and pro- Q, Retail business enhancement plan Charge my. ❑VISA ❑MasterCard Atlanta,Georgia 30332-0385 fessional development training services to a national Card Number Expiration Date Phone:4o41894-2400 New retail business recruitment strategy clientele. Cardholder's Name The firm is the author of Retail,Market Analysis: CBDs Are you a Georgia Tech graduate? ❑Yes ❑ No Year of Graduation_ And Neighborhoods, Alternative Afethods Of Financing This inforrnatiort is used h�,the Georgia Board ol'R(Wents to extrapolate ill coutirtuing education progranrnrin(. S.S&is used to coufir-Ill computer name retrieval lin.CEt'trcorscripts.