On May 20, 2010, Mary Raulerson of Kittelson & Associates held a workshop in Portland, OR which introduced and illustrated best practices in the field of Complete Streets using case studies she has been directly involved with around the country. During the workshop, special attention was given to the obstacles that had to be overcome and the solutions that worked. The goal of this session was to help identify and tailor practices that will further strengthen the region’s move toward creating, connecting and complimenting great places with great multimodal rights-of-way.

1. A Complete Streets Approach to Getting from Place to Place Transportation Education Series – Kittelson & Associates, Inc. Mary Taylor Raulerson May 20, 2010

2. What are Complete Streets ?

3. practicaldesign pedestrians Multi-modal Context sensitive green streets network mobility transit access boulevards Economic development sustainable bicyclists

4. What are complete streets? Complete streets are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists, transit riders of all ages and abilities must be able to safely move along and across a complete street. Source: Complete Streets Coalition website; Dan Burden - photograph

5. Where do they stop?

6. How do they differ along the transect? Drawings by James Wassell T1 T2 T3 T4 T5 T6

7. What is the role of the street?

8. Conventional Approach More Efficiency System Management More Pavement More Lanes More Roads ITS More Cars

9. A Balanced Transportation Approach Lateral Approach Move Less People, Fewer Miles Intensify land use densities Promote Mixed Use Development Pedestrian Oriented Design Demand Management – Pricing, e-commerce, telecommuting, etc… Conventional Approach More Efficiency System Management More Pavement More Lanes More Roads ITS More Cars Improve Quality of Travel User View and Comfort Context-Sensitive Design Traffic Calming Personal Security Lane Limits Change Standards Manage, Not “Solve” Transit Bicycling Walking HOV/HOT Lanes Move People, Not Cars

10. Great Streets Developed by Steve Price in association w/ Dover Kohl & Partners & Glatting Jackson for Johnson City Tennessee

11. Developed by Steve Price in association w/ Dover Kohl & Partners & Glatting Jackson for Johnson City Tennessee Transportation Principles

12. Developed by Steve Price in association w/ Dover Kohl & Partners & Glatting Jackson for Johnson City Tennessee Transportation Principles

13. Developed by Steve Price in association w/ Dover Kohl & Partners & Glatting Jackson for Johnson City Tennessee Transportation Principles

14. The Transportation World is Changing

15. “ Sustainability must be reflected in all our infrastructure investments… … it implies a commitment to the principles of livability ... The era of one-size-fits-all transportation projects must give way to one where preserving and enhancing unique community characteristics , be they rural or urban, is a primary mission of our work rather than an afterthought.” Secretary Ray LaHood, US DOT January 21, 2009

18. What is Livability ?

19. Choices family Opportunities resource efficiency healthy living diversity community Jobs education parks Economic development sustainability infrastructure

20. Mobility options for all.

21. Housing choice .

22. Access to jobs .

23. Healthy and active living .

24. Strong neighborhoods .

25. Great gathering places .

26. Vibrant Town Centers .

27. Thriving Rural Villages .

28. Access to local food .

29. Environmental Stewardship .

30. Free-range learning .

31. Free-range learning .

32. Working ports.

33. Well-maintained infrastructure .

34. So…. what is Livability?

35. Conventional Approach More Efficiency System Management More Pavement More Lanes More Roads ITS More Cars . . . we were asked to move more cars.

36. A Balanced Transportation Approach Lateral Approach Move Less People, Fewer Miles Intensify land use densities Promote Mixed Use Development Pedestrian Oriented Design Demand Management – Pricing, e-commerce, telecommuting, etc… Conventional Approach More Efficiency System Management More Pavement More Lanes More Roads ITS More Cars Improve Quality of Travel User View and Comfort Context-Sensitive Design Traffic Calming Personal Security Lane Limits Change Standards Manage, Not “Solve” Transit Bicycling Walking HOV/HOT Lanes Move People, Not Cars

49. Centers & Corridors Vision

50. Foster an Integrated Approach Station Area Planning

51. Invest Strategically Station Area Planning

52. Ensure Stewardship CATS Station Area Planning

53. Scaleybark Road Station Station Area Planning

60. Defining the Land Use Contexts RURAL SUBURBAN URBAN Rural Suburban Neighborhood Suburban Corridor Suburban Center Town/Village Neighborhood Town Center Urban Core DENSITY UNITS 1 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 COVERAGE NA <20% 20% - 35% 35% - 45% 35% - 50% 50% - 70% 70% - 100% LOT SIZE/AREA 20 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 FRONTAGE NA 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 DIMENSIONS NA 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 stories retail-1 story; office 3-5 stories 2 to 5 stories 2 to 5 stories 1 to 3 stories 3 to 60 stories MIN./MAX. SETBACK Varies 20 to 80 feet 20 to 80 feet 20 to 80 feet 10 to 20 feet 0 to 20 feet 0 to 20 feet

62. Roadways in Context

64. Regional Arterial

65. Community Arterial

66. Community Arterial

69. Transportation + Land Use Involved in task Partially involved in task Additional Involvement New partial involvement

74. What are complete streets in your community? What is livability to you?