Streetscape Improvements

Enhancing Urban Roadway Design

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TDM Encyclopedia

Victoria Transport Policy Institute

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About This Encyclopedia

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Updated August 27, 2007


This chapter discusses various ways to improve urban streetscapes to support more multi-modal transportation and create more attractive and accessible communities.

 

 

 

Description

Streetscape refers to urban roadway design and conditions as they impact street users and nearby residents. Streetscapes are an important component of the public realm (public spaces where people often interact), which help define a community’s transport conditions, activities, aesthetic quality and identity.

 

Streetscaping (programs to improve streetscape conditions) can include changes to the road cross section, traffic management, sidewalk conditions, landscaping, street furniture (utility poles, benches, garbage cans, etc.), building fronts and materials specifications. It also involves improving signage (AIGA, 2005; Muhlhausen, 2005).

 

Figures 1 & 2             Streetscape Improvements, Mountain View, California       

Before improvements. (Courtesy of Paul Zykofsky)

 

After streetscape improvements which include more parking, fewer traffic lanes, wider sidewalks, and landscaping.

 

 

Streetscape can have a significant effect on how people perceive and interact with their community. If streetscapes are safe and inviting to pedestrians, people are more likely to walk which can help reduce automobile traffic, improve public health, stimulate local economic activity, and attract residents and visitors to a community.

 

Urban roadways have diverse functions. Streets accommodate automobile, public transit traffic, bicycle and pedestrian traffic; provide access to adjacent buildings and other destinations; provide space for commercial and recreational activities; and function as linear parks. Streetscaping therefore must account for various impacts and balance various planning objectives.

 

Streetscaping can help create more diverse transportation systems and more accessible communities by improving nonmotorized travel conditions, creating more attractive urban environments, and integrating special design features such as Pedestrian Improvements, Cycling Improvements, Traffic Calming, HOV Priority and Road Space Reallocation. Streetscaping is an important component of New Urbanism, Transit Oriented Development, and other efforts to redevelop urban areas. It often includes wider sidewalks, bicycle lanes, bus pullouts, and improved on-street parking design.

 

Figures 3 & 4             Streetscape Improvements, San Leandro, California           

Before improvements. (Courtesy of Greg Tung)

 

After streetscape improvements which include fewer traffic lanes, building improvements, sidewalk improvements, street trees, and landscaping.

 

           

How It Is Implemented

Streetscaping is often implemented as part of urban redevelopment efforts (New Urbanism) and Road Diets, which are arterial Traffic Calming projects (Burden and Lagerway, 1999; CTRE, 2006). They may be implemented on a single block, along a street, or for an entire district. Streetscape improvements can often be integrated as part of other roadway maintenance and building construction projects. For example, a community can establish design standards or guidelines that will be applied as part of scheduled construction work. Some streetscaping can be implemented as part of special programs, such as a parks program to plan trees along a roadway, or pedestrian facility improvements.

 

Streetscape improvements can also be incorporated into subdivision and roadway design standards, for example, by encouraging or requiring shorter blocks, wider sidewalks, bikelanes, narrower streets, landscaping, and other features that improve Accessibility, Walkability and aesthetics.

 

Streetscaping may be initiated by a community visioning or planning process which established guidelines for streetscape design. Implementation may involve special published guidelines, plans and funding for streetscape improvements on a particular street or in an area.

 

 

Travel Impacts

Travel impacts vary depending on the type of streetscape improvements. By itself, streetscaping tends to have modest impacts, but its effects may be large if implemented as part of an overall program to improve alternative modes (Nonmotorized and Transit) and encourage more Compact, infill development. Shade trees and improved Security may also encourage more walking. Traffic Calming and Road Space Reallocation can reduce automobile traffic volumes and speeds. Streetscaping that improves urban environments can support Smart Growth, which can result in more Diverse transportation systems and Accessible land use patterns.

 

Table 1            Travel Impact Summary

Objective

Rating

Comments

Reduces total traffic.

1

Improves walking & cycling conditions, and supports more compact development.

Reduces peak period traffic.

1

 

Shifts peak to off-peak periods.

0

 

Shifts automobile travel to alternative modes.

2

 

Improves access, reduces the need for travel.

2

 

Increased ridesharing.

0

 

Increased public transit.

1

 

Increased cycling.

1

 

Increased walking.

2

 

Increased Telework.

0

 

Reduced freight traffic.

0

 

Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.

 

 

Benefits and Costs

Streetscape Improvements can provide a variety of economic, social and environmental benefits.

·       Improved Walking and Cycling conditions, and therefore increased nonmotorized travel.

·       Increased traffic safety due to narrower streets and slower traffic (Traffic Calming).

·       More compact, mixed, infill development (New Urbanism).

·       Improved Community Livability, interaction and cohesion.

·       Increased property values.

·       Improved transport and access for non-drivers, and support Universal Design.

·       Improved public Health due to increased walking and cycling.

 

 

Streetscaping that reduces traffic speeds and improves pedestrian crossing conditions can significantly reduce collisions. Stout, et al (2006) found that conversion of four-lane undivided roadways to three-lane cross-sections in typical Iowa towns reduced crash frequency by 25% and crash injuries by 34%. The table below summarizes crash reductions found in various Seattle area locations.

 

Table 2            Road Diet Crash Reduction Impacts (Seattle DOT)

Roadway Location

Date Change

ATD Before

ADT After

Collision Reduction

Greenwood Ave N,

N 80th St to N 50th

April 1995

 

11,872

12,427

24 to 10 (58%)

 

N 45th Street,

Wallingford Area

December 1972

19,421

20,274

45 to 23 (49%)

 

8th Ave NW,

Ballard Area

January 1994

10,549

11,858

18 to 7 (61%)

 

Martin Luther King Jr Way, North of I 90

January 1994

12,336

13,161

15 to 6 (60%)

Dexter Ave N,

Queen Ann Area

June 1991

 

13,606

14,949

19 to 16 (59%)

 

24th Ave NW,

NW 85th to NW 65th

October 1995

9,727

9,754

14 to 10 (28%)

 

This table summaries the crash reduction effects of road diets on major arterials in Seattle, Washington. (ATD = Average Daily Traffic)

 

 

Costs include the additional expenses associated with more detailed planning, design and amenities (sidewalks, transit, public spaces), and extra development costs associated with construction within existing urban areas.

 

Table 3         Benefit Summary

Objective

Rating

Comments

Congestion Reduction

1

Improves walking & cycling conditions, and supports more compact development.

Road & Parking Savings

1

 

Consumer Savings

1

 

Transport Choice

2

 

Road Safety

2

Improves walking & cycling conditions and often includes traffic calming.

Environmental Protection

2

 

Efficient Land Use

2

 

Community Livability

3

 

Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.

 

 

Equity Impacts

Streetscape improvement equity impacts vary depending on specific design features and conditions. They tend to improve walking and cycling conditions, and incorporate Universal Design features, and therefore improve mobility for people who are transportation disadvantaged.

 

Table 4         Equity Summary

Criteria

Rating

Comments

Treats everybody equally.

0

 

Individuals bear the costs they impose.

0

 

Progressive with respect to income.

1

Improves walking and cycling, and therefore pubic transit transport.

Benefits transportation disadvantaged.

2

"

Improves basic mobility.

2

"

Rating from 3 (very beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.

 

 

Applications

Streetscape improvements tend to be applied most in urban areas and downtown areas where there are many pedestrians. They are generally implemented by local governments and developers.

 

Table 5         Application Summary

Geographic

Rating

Organization

Rating

Large urban region.

2

Federal government.

1

High-density, urban.

3

State/provincial government.

1

Medium-density, urban/suburban.

2

Regional government.

2

Town.

2

Municipal/local government.

3

Low-density, rural.

1

Business Associations/TMA.

3

Commercial center.

3

Individual business.

3

Residential neighborhood.

2

Developer.

3

Resort/recreation area.

3

Neighborhood association.

3

College/university communities.

2

Campus.

2

Ratings range from 0 (not appropriate) to 3 (very appropriate).

 

 

Category

Improves Transportation Options and Land Use

 

 

Relationships With Other TDM Strategies

Streetscape Improvements supports and is supported by other urban redevelopment strategies, including New Urbanism, Smart Growth, Transit-Oriented Development, Context Sensitive Design, Location-Efficient Development, Traffic Calming, Pedestrian and Bicycle Improvements, Universal Design, Road Space Reallocation, and Parking Management. It is one of the most effective TDM strategies for improving Community Livability.

 

 

Stakeholders

Streetscape improvements are generally implemented by local governments and developers. Neighborhood associations, business associations and developers are also important stakeholders with regard to many specific New Urbanist policies and projects.

 

 

Barriers To Implementation

Existing zoning laws and development policies often discourage or prohibit Streetscape Improvements. There is sometimes local resistance to traffic calming and more compact development.

 

 

Best Practices

 

·       As much as possible, design every street to be a linear park, with wide sidewalks and other pedestrian amenities, landscaping, shade trees, street furniture, bike lanes, well-planned connections with public paths, attractive buildings, and other destinations.

 

·       Use quality materials for street surfaces and furniture.

 

·       Educate planners and developers about street design principles.

 

·       Encourage cooperation between public and private decision makers to improve streetscapes.

 

·       Foster “walkable” street designs.

 

 

Wit and Humor

A man is feeling terrible. He can’t digest food, suffers from chest pains, and can’t think straight. The first doctor he visits performs a quick examination, and recommends various vitamin and mineral supplements. But the symptoms persist.

 

He goes to a second doctor who takes a medical history, and performs a careful examination. This doctor shakes his head sadly. The problem, he explains, is a weak heart that requires immediate surgery. The man endures the operation, but even after the incision heals the original symptoms persist.

 

He goes to a third doctor, who takes a detailed medical history, does a careful examination, and performs a series of expensive and painful tests. After the results are available, the doctor sits down with the man and gravely explains, t