Its difficult to create a safe mid-block pedestrian crossing, but there is always something you can do to make aModel Street Design Manual crossing safer. All images in this story come from
Over the past few months, we’ve checked in on the efforts of five communities in Los Angeles County to create more livable, walkable, bikeable and healthier communities through better transportation planning through the Los Angeles PLACE Grants. However, Los Angeles County is home to 11 million residents, and less than 750,000 live in PLACE communities.
But that doesn’t mean that the LA County Public Health Department (LACDPH) doesn’t have a plan for the rest of the county. Partnering with the UCLA Luskin Center for Innovation, LACDPH awarded a RENEW Grant to create a “Model Street Manual” to help the rest of the county, and anyone else who was interested, begin to think of their streets in a different way.
“It’s time we started designing our streets for people and quality neighborhoods instead of just cars,” explains super-planner Ryan Snyder, the lead consultant for the plan. “We hope the street manual will change the way cities here and across the US design their streets. The manual should be real a game changer.”
The manual starts with an explanation of the difference between traffic control devices, the application of which is controlled by the state, and traffic calming which isn’t. The state’s Manual on Uniform Traffic Control Devices biases streets towards moving traffic makes installing traffic control devices a difficult undertaking. Making a difference between traffic calming and traffic control is an important legal distinction, because if a municipality deviates from state rules, it could be found at fault in traffic crashes.
For example, stop signs, traffic signals, and flashing beacons are expected to meet minimum thresholds before application. These thresholds include such criteria as number of vehicles, number of pedestrians or other uses, distance to other devices, crash history, and more.
Traffic calming, such as speed humps and bump outs, don’t fall under the same restrictions. Thus, municipalities are encouraged to adopt a strategy of slowing traffic to increase street safety as one of many practices to make streets safer for all users.
The manual also lists the benefits of adopting a true “complete streets” ideal when completing road projects. The benefits are many, and this list is probably familiar to many Streetsblog readers, but seeing the list together creates a striking picture.
- The goals of designing living streets are to
- Serve the land uses that are adjacent to the street; mobility is a means, not an end
- Encourage people to travel by walking, bicycling, and transit, and to drive less
- Provide transportation options for people of all ages, physical abilities, and income levels
- Enhance the safety and security of streets, from both a traffic and personal perspective
- Improve peoples’ health
- Create livable neighborhoods
- Reduce the total amount of paved area
- Reduce streetwater runoff into watersheds
- Maximize infiltration and reuse of stormwater
- Reduce greenhouse gas emissions and other air pollution
- Reduce energy consumption
- Promote the economic well-being of both businesses and residents
- Increase civic space and encourage human interaction
While the manual doesn’t give a list of the potential negative impacts of promoting living streets, we’ve prepared a list for comparison purposes.
- People driving cars will find it more difficult to drive dangerously Read more…