Smart Transportation

Brian D. Hare, P.E.PennDOT Bureau of DesignAASHTO SCODJuly 17, 2008

A New Era in Transportation Planning & Design

Why is transportation changing?

What is smart transportation?

How do we do this?

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All photographs and images from PennDOT, Glatting Jackson Kercher Anglin, Orth-Rodgers, or public domain, unless otherwise noted.

Content for Session

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Why is transportation

changing?

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asphalt: + 197%

Image Source: Used by license agreement from morguefile.com. Photographers (top to bottom): kevinrosseel, clconroy, grafixar, slartibartfastSources: Steel: Ohio DOT; Copper and Asphalt: MetalPrices.com; Concrete: Economagic.com.

From 2003 to 2008…

copper: + 389%

steel: + 338%

concrete: + 138%

Sources: FHWA Bid Price Index for PA (BPI), Engineering News Record Construction Cost Index (CCI), Bureau of Labor and Statistics Consumer Price - Index (CPI), compared to 3% Annual Increase Base Line (Calendar Year)

Inflation Indices

Revenue sources for financing

transportation projects are severely limited.

Nearly 25% of Pennsylvania’s bridges are structurally deficient,

compared with just 12% in the U.S.

Pennsylvania ranks last in the nation in this statistic.

Even if we did have the money, we can no longer afford the conventional approach to tackling transportation/

land use issues.

$8,000: avg. annual cost of owning a car

18% of an average household budget spent on transportation

Jan 2003 June 2008 Increase

Gasoline $1.41 $4.02 +185%

Diesel $1.50 $4.72 +215%

Source: U.S. Department of Energy; Bureau of Labor Statistics

Our families cannot afford it…

Our environment cannot afford it…

Photographer: rosevita. Used through license agreement with morguefile.com

Our quality of life cannot afford it…

Pennsylvania is not alone… every state is grappling with these issues.

“The problems we have created cannot be solved with the same thinking that created them….”

Image Source: Library of Congress, Prints & Photographs Division. Original copyright expired.

“We are pushing ahead with a great road program, a road program that will take this Nation out of its antiquated shackles of secondary roads… It will be a nation of great prosperity, but will be more than that:  it will be a nation that is going ahead every day.  With… our population increasing at five every minute, the expanding horizon is one that staggers the imagination.”

— October 29, 1954

We’re up to the challenge.

Source: FHWA

210,896 lane miles in less than 50 years

What is Smart Transportation?

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“Smart Transportation is partnering to build great

communities for future generations of

Pennsylvanians by linking transportation investments and land use planning and

decision-making.”

More … Less…

creativity cost

flexibility design constraints

More … Less…

listening conflicts

More … Less…

Photographer: kevinrosseel. Used through license from Morguefile.com

efficiency confusion

More … Less…

choices limitations

More … Less…

lasting solutions “do-overs”

More … Less…

Photographer: ladyheart. Used through license agreement with morguefile.com

community sprawl

More … Less…

Photo Source: Lincoln Institute of Land Policy, Visualizing Density program. Authorized for use in public presentations.

1. It is more costly2. It always requires design exceptions, which = failure3. It is not concerned with safety4. FHWA is not on-board5. This is just another temporary initiative that will

disappear with the next administration6. It does not apply to suburban or rural communities7. We cannot coordinate land use and transportation

decisions8. It is just a way to save money

Top Myths About Smart Transportation…

MythBusters

How do we do this?

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1. Linking Planning and NEPA /New Project Development

Process

2. Context-Sensitive Solutions

3. Fitting the Solutions to the Problem (right-sizing)

4. Smart Transportation Guidebook

5. Revisions to Design Manuals

6. Revisions to HOP Process

7. Smart Transportation Performance Measures

8. Others?

Integrating Smart Transportation

Smart Transportation Guidebook

The Smart Transportation Guidebook is fully compatible and consistent with

AASHTO.

1. Introduction

2. Tools and Techniques

3. A Local Commitment

4. Land Use Context

5. Transportation Context

6. Designing the Roadway

7. Roadway Guidelines

8. Roadside Guidelines

9. Road System Issues

Guidebook Table of Contents

Some Guiding Principles

• Tailor the Solutions and Approach

• Plan and Implement Projects in Collaboration with

the Community

• Plan for Alternative Modes

• Use Sound Professional Judgment

• Scale the Solutions to the Problem

Chapter 1: Introduction

1. Money counts

2. Leverage and preserve existing investments

3. Choose projects with high value/price ratio

4. Safety always and maybe safety only

5. Look beyond level-of-service

6. Accommodate all modes of travel

7. Enhance local network

8. Build towns not sprawl

9. Understand the context; plan and design within the context

10. Develop local governments as strong land use partners

Applying the Smart Transportation Themes

A. Understand the problem and the context before programming a solution for it.

B. Utilize a multi-disciplinary project team for its breadth of view and expertise in varying issues.

C. Develop a project-specific communication plan to ensure timely and efficient agency and community input.

D. Establish project objectives that include the full spectrum of transportation needs and quality of life objectives.

Chapter 2: Tools & Techniques

E. Focus on alternatives that are affordable, cost effective, and meet project needs and objectives.

F. Agree on simple but wide-ranging measures of success.

G. Consider a full set of alternatives to address the project needs and objectives.

H. Systematically compare the alternatives using the measures of success to determine the best “fit” transportation investment.

I. 2.2 Smart Transportation Tools & Techniques

Chapter 2: Tools & Techniques

• Partnering with local officials is an essential element of

Smart Transportation

• The longevity of PennDOT’s investment depends on the

municipal plans created today.

“The future is purchased by the present.”

– Dr. Samuel Johnson

Chapter 3: A Local Commitment

PennDOT’s Role

• Manage statewide and

regional mobility

• Allocate and manage

state/federal transportation

funds

• Maintain and improve

transportation infrastructure

Municipality’s Role

• Manage local mobility

• Maintain the local circulation

system

• Manage and control land use

and development

Differing Roles Require Partnering

Land Use Context + Roadway Type

Chapter 4: Land Use Context

• Land use context – land

area comprising unique

combination of land uses,

density, building form

• Common place types

found in every PennDOT

district

RURAL

SUBURBAN CORRIDOR

TOWN / VILLAGE CENTER

TOWN / VILLAGE NEIGHBORHOOD

URBAN CORE

SUBURBAN CENTER

SUBURBAN NEIGHBORHOOD

Land Use Contexts

RURAL SUBURBAN URBAN

Rural Suburban

Neighborhood

Suburban Corridor Suburban Center Town/Village

Neighborhood

Town Center Urban Core

DENSITY

UNITS1 DU/ac - 8DU/ac 1 DU/ac – 8DU/ac 2 – 30 DU/ac 3 – 20 DU/ac 4 – 30 DU/ac 8 – 50 DU/ac 16 – 75 DU/ac

BUILDING

COVERAGENA <20% 20% - 35% 35% - 45% 35% - 50% 50% - 70% 70% - 100%

LOT

SIZE/AREA20 acres 5,000 – 80,000 sf 20,000 - 200,000 sf 25,000 – 100,000 sf 2,000 – 12,000 sf 2,000 – 20,000 sf 25,000 – 100,000 sf

LOT

FRONTAGENA 50 to 200 feet 100 to 500 feet 100 to 300 feet 18 to 50 feet 25 to 200 feet 100 to 300 feet

BLOCK

DIMENSIONSNA 400 wide x varies 200 wide x varies 300 wide x varies 200 by 400 feet 200 by 400 feet 200 by 400 feet

MAX. HEIGHT 1 to 3 stories 1.5 to 3 storiesretail-1 story; office 3-5 stories 2 to 5 stories 2 to 5 stories 1 to 3 stories 3 to 60 stories

MIN./MAX.

SETBACKVaries 20 to 80 feet 20 to 80 feet 20 to 80 feet 10 to 20 feet 0 to 20 feet 0 to 20 feet

Defining the Contexts

Land Use Context + Roadway Type

Chapter 5: Transportation Context

Just a few reasons…

• Some arterials carry predominantly

local traffic and have many access

points

• The design speed for the arterial

class can be too high for an arterial

serving as the “Main Street” of a

community

• As land uses change, so should

roadway design

Both of these roadways are principal arterials

Why rethink function classification?

Roadways in Context

• Know the land use context

• Know the role of the roadway within the network

• Know the roadway type

• Set the desired operating speed

• Refer to the Matrix for the starting design values

Requisite for process: understand the flexibility provided by

the AASHTO Green Book

Design Using the Principles

Can standards, alone, ensure an adequate design?

Regional Arterial

Community Arterial

Community Arterial

Absent strong enforcement, drivers tend to drive as fast as

they believe the road can safely accommodate, regardless of

posted speed.

“One recipe for a longer life; never exceed the speed limit.” Unknown

“Speed provides the one genuinely modern pleasure.” Aldous Huxley

Unintended Consequence

Definition: The speed of traffic that, in the expert judgments of

the highway engineer and community planner, best reflects the

function of the roadway and the surrounding land use context.

Simple Definition: The speed at which we would like vehicles

to travel.

Desired Operating SpeedAlso Known as “Design To” or “Target Speed”

• Forge a stronger relationship between posted speed limit,

design speed and operating speed

• Relate roadway type to land use context

• Use roadway and roadside design elements to encourage

compliance with the posted speed

Why Desired Operating Speed?

• Horizontal and Vertical

Curvature

• Sight Distance

• Street Trees

• Lane Widths

• Shoulder Widths

• Total Roadway Widths

• Clear Zone

• Access Density

• Signal Density

• Median

• On-Street Parking

• Curbs

• Pedestrian Activity

• Roadside Development

• Traffic Calming

• Superelevation

• Curb Return Radii

• Horizontal Offset between

Inside Lane and Median Curb

Using Design Elements to Enforce Desired Operating Speed

Guidelines:

• Give motorists adequate warning of context change

• Do not introduce change in increments greater than 10 MPH.

– Greater changes in mph is possible with use of traffic signals,

roundabouts, other measures

• Use roadway and roadside elements to provide “visual cues”

Safe Transitions Between Contexts

• Change 8 ft shoulder to parking lane

• Introduce a bike lane

• Narrow the lane width

• Introduce curvature or roundabout

• Install gateway treatment

– Landscaping

– Medians

– Curb extensions

– Decorative pavement

Example Roadway Transition Tools

Travel Lanes

• Take full advantage of range of lane widths

– Consider 10 ft. lanes for low-speed urban arterials

– Consider 11 ft. lanes for roads at 35 mph or higher

– Consider 12 ft. lanes for heavily trafficked roadways with high

truck volumes

10 ft. travel lane

Chapter 7: Roadway Guidelines

But aren’t narrow travel lanes less safe?

“No indication that the use of 10- or 11-ft. lanes rather than

12-ft. lanes for arterial midblock segments leads to increase in

accident frequency”Source: I. Potts, et. al., “Relationship of lane width to safety for urban and suburban arterials,” TRB 2007.

Travel Lanes

What is the best means of accommodating bicyclists?

Bike lane

Wide curb lane Roadway with shoulders

Bicycle Facilities

• Answer: It depends!

Achieve consensus with

local stakeholders.

– Bike lanes are preferred by

bicyclists of average skill,

and have some safety

advantages over wide curb

lanes

– Effect of 4 to 6 ft. shoulders

is very similar to bike lanes

– Wide curb lanes are often

preferred by experienced

bicyclists

Bicycle Facilities

• Width ranges from 4 to 18 ft.,

depending in part whether it

houses a left turn lane

• Physical or two-way left turn

lane?

– Depends on number of left turns,

total volumes

• Physical medians are best for

pedestrians on multi-lane roads

Medians

• In urban contexts, choose the smallest curb radius that

can accommodate the design vehicle

– Balance the need to accommodate truck turning movements

with the benefit of smaller crossings for pedestrians

• Add width of parking and

bike lanes when determining

effective curb radius

Intersections

Chapter 8: Roadside Guidelines

• Sidewalk network is the best gauge of

community’s “walkability”

• Provide sidewalks along both sides of

all roadways in commercial areas, and

along all arterials and collectors in

residential areas

• Strive for “clear sidewalk width”

of 5 to 8 ft.

• Provide more intensive crosswalk

treatments for major roadways

Pedestrian Facilities

• “Farside” bus stops are preferred to “nearside” bus stops

– Pedestrian crashes at bus stops are more associated with nearside

stops

– Farside bus stops are shorter, giving more room for on-street

parking

• Be prepared for greater interest in public transit!

Public Transit

• Landscaping integrates roadway into the surrounding

environment

– Provide buffer strips of 4 to 5 ft. between sidewalk and road

– Trees in medians reduce perceived width of street, and help calm

traffic

– Avoid trees in clear zone on suburban and rural streets posted 45

mph or above, or if street is uncurbed

Landscaping

• Not always feasible to improve sidewalks, curb cut ramps,

utilities, etc.

– Consider cost, needed Right-of-Way

• Sidewalks are recommended for State/Federal funded

projects except under several conditions:

– Pedestrians prohibited from roadway

– Cost is “excessively disproportionate” to need

Conduct Cost-Benefit Analysis for Roadside Features

Chapter 9: Road System Issues

• Use physical design, striping strategies to slow vehicles

to the desired operating speed

– Consider on higher order roadways, using such measures as

road diets, curb extensions, and roadside design

Before After

“Road Diet” on Arterial Roadway in Ocean City, NJ

Traffic Calming

• Encourage municipalities to pass access management ordinances,

focusing on arterials.

• Preserves the taxpayers investment in their transportation system.

Poor access management on suburban corridor

Access Management

• Insure that the design is maintainable and fits into the

District’s Traffic Operations Plans

• Emergency response MUST be considered. Coordinate

with Emergency Service Providers to understand response

routes and response times. Be sure to:

– Modify the design to accommodate emergency service vehicles

– Show functionality of traditional street design through computer

programs such as AutoTURN and/or actual street tests

Operations & Maintenance

Could the application of Smart Transportation result

in design exceptions?

Yes, AND…

AASHTO acknowledges the need for design exceptions.

Applied Design Flexibility 86

2004 AASHTO Flexibility Guide

“Design exceptions are acceptable

and useful tool when

evaluated and applied properly”

* Thorough evaluation and documentation is mandatory

And there must be no compromise in safety

Design Exceptions

Applied Design Flexibility 87

REMEMBER…

Flexibility = New Perspective» Thorough Evaluation STILL Required

» Engineering Judgment VITAL

» Safety Review STILL Required

» Documentation is VITAL

When Considering Design Exceptions

“Courage is being scared… but saddling up anyway.”

— John Wayne

Smart Transportation

Thank You!www.dot.state.pa.us

A New Era in Transportation Planning & Design