level of service f for grade a streets--cesar chavez street

Cesar Chavez StreetLevel of Service F for Grade A Streets

ProWalk ProBike ProPlacePittsburgh PA – Sept 2014

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Road DietsExcess capacity removed, extra space reallocated for other purposes:- Bike Lanes- Wider Sidewalks- Median/Pedestrian Islands

San Francisco has 60+ road diets

FHWA diagram

Space is a Limited Resource

To be used Efficiently

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Road Diets create space for

Complete Streets, which offer comfort

and enjoyment of public space.

Other streets can feel like:

All Trips Today 2018 Goal

61% auto/39% non-auto 50% auto/50% non-auto

SFMTA STRATEGIC PLAN GOALS

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Road Diets in San Francisco

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Rules of ThumbTwo cut-offs for classic

4-to-3 road diet:1) ~20,000 vehicles per day

2) ~1000 vehicles per hour per direction

Also, peak hour volume isapprox 10% of ADTie. if pk hr = 800 vph, ADT ~8000vpd

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Successful road diet in

1999 -Create

success stories!

Initially installed as trial due to concerns

Valencia Street

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Cesar Chavez Street

Six lanes: 53,000 veh/day

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Cesar Chavez Street,San Francisco

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Plans for Cesar

Chavez(formerly known as Army Street)

Expressway to a third bridge that was never built

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Army/Cesar Chavez – early days

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History of Army/Cesar Chavez St

Search for “Cesar Chavez Army Bernalwood”

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Cesar Chavez St

Recent Past

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Crashes lead to call for action

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Multi-Agency Effort

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Coordination

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Design Considerations- Pedestrians - Schools, Parks Access- Bicyclists - Transit- Trucks - Local and Regional Traffic- Signal Design - Accessibility (APS)- Traffic Routing during Construction

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Options Vetted with Community

Option 1- “Wide Median” chosen by meeting attendees

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Midblock Cross Section

Existing

Proposed

53,000+veh/day – LOS F acceptable trade-off for benefits

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# of vehicles per hourvehi

cles

per

hou

r

Designing for Peak Motor Vehicle Flow

Unused Capacity

Unused Capacity

Peak

Per

iod

Level of Service “F”

Graphic by M Sallaberry

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Designing for Peak Hour

Inefficient Use of Valuable SpaceEmpty Lanes Encourage SpeedingUnnecessarily Wide for Pedestrians

*Peak hour occurs ~2hrs/day, 5 days/week, or 6% of the time

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“This project will create congestion!”

There may be congestion during the peak hour* but the benefits will be there 24

hours/day, 7 days/week.*Peak hour occurs ~2hrs/day, 5 days/week, or ~6% of the time

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Peak Traffic Volumes are Not a GivenIf +/- 5% of peak hour traffic shifts in some way – no more LOS problem!

Some drivers can:- Travel at another time- Take another route- Consolidate trips or

not take the trip, espnon-essential trips

- Use another mode

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Protect Neighboring Streets!

- Gather “before” volume-speed data for baseline- Anticipate cut-through routes and proactively address

Before – attractive to cut through

After – raised xwalk, bulbout/neckdown

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Benefits for Everyone

Pedestrians: Shorter crossings, fewer lanes to cross, wider median refugesBicyclists: Striped space on road and slower speedsTransit: Transit bulbs ease access to/from stops and reduce delayMotorists: Speeds (and collisions) drop, turn lanes ease left turns, easier to access parking with wider parking lane and bike lane as bufferProperty Owners: increased housing valueAll: Speeds (and thus, collisions) drop, more beautiful street

Other: higher efficiency lighting saves energy and costs, landscaping reduces flooding and recharges groundwater

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Benefits for Pedestrians

Shorter crossings, fewer lanes to cross, wider median refuges

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Shorter Crossing, Less Exposure

Crossings shortened from 80’ to 68’Use newly available signal time to account for slower pedestrians AND to add green time for arterial, if needed

Before After

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Benefits for Bicyclists

Striped space on road and slower speedsSeparated bikeway considered but not chosen due to a number of

People on bikes along CC up 250%

in 5 years!

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Benefits for Transit

Transit Bulbs

• Shorter dwell time for transit• More space for shelter and other street

furniture outside walking space• More landscaping opportunities• Reduces impact of congestion on transit

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Benefits for Motorists

Speeds (and collisions) drop, turn lanes and signal work ease left turns, eased access to parking with wider parking lane and bike

lane as buffer, space for everyone = less stress

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More beautiful enjoyable street, increase in

property value

Freeway approach, before-after

302 new trees!

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High efficiency lights save energy and costs, landscaping reduces flooding, recharges groundwater

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Not a freeway – change the scale!

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Cesar Chavez at Mission/Capp Sts

Very long crossing in east crosswalk: 125’ and 8 lanes to cross

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CC and Mission/Capp

8 lanes and 125’ to cross vs 5 lanes and 68’ to cross the streetBefore After

Same valve in both pics

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Left Turns

Easier for motorists, where allowed.More comfortable for pedestrians, where not allowed.

Left turns involved in many crashes with peds, so either prohibit or design for them with signal phasing.

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Road Diets can include conversion ofparking spaces to ped/bike uses

Parklets

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On-Street Bike Parking/Corrals

1 car space =

10 to 12 bike

spaces

Clears sidewalk for peds

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The Biggest Road Diet: Teardown of The Embarcadero

Freeway

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Thanks!

Mike SallaberrySFMTA, Livable Street

“SFMTA Livable Streets” on facebookmike.sallaberry@sfmta.com

Partner agencies: SFMTA, DPW, Planning, PUC