Retail and Business - Return on Investment THE IMPACT OF TRAFFIC PATTERNS ON CORRIDOR RETAIL STUDY - 2007 • “most of the information presented has been from the perspective of the traffic engineer, rather than from the perspective of the retailer .” LELAND CONSULTING GROUP • “Successful urban retail environments are quantifiably dependent on traffic speed and direction, street width, parking orientation, and, more esoteric features such as “intimacy” and “friction”.” • “At issue, is the retailer’s goal for access and the engineer’s goals for improved traffic flow and regional connections .”
Retail and Business - Return on Investment THE IMPACT OF TRAFFIC PATTERNS ON CORRIDOR RETAIL STUDY - 2007 • Negative relationship on “heavy streets” (synchronized lights/high volumes) between both the awareness of one’s surroundings and willingness to interact within those surroundings. • Both drivers and pedestrians are less able to describe the details of streets they travel everyday when those streets are fast, loud, and perceived as dangerous ( Madison Street? ) • The implications of this input for a store-front retailer are obvious “Speed Kills Retail”
Retail and Business - Return on Investment THE IMPACT OF TRAFFIC PATTERNS ON CORRIDOR RETAIL STUDY - 2007 Speed and Friction • Speed is widely perceived as the single most important transportation factor impacting retail performance……the perception that high speeds are detrimental to retail is nearly universal. • Streets designed for moving traffic, by definition, reduce the “friction” (between cars and cars, cars and people, cars and the vitality this “friction” brings to urban commercial streets. • High speeds reduce awareness of one’s surroundings, intimidate pedestrians, and serve to divide the sides of a street into separate entities. (Madison Street)
Madison Street with Lane Reductions • Slower Speeds more “Friction” • Safer for all • Easier/safer to cross • Increased synergy between sides of street • Access to retail on both sides of street • Access to parking on both sides of street • “Continuous left adds to the “action” doubling accessibility for Retail”
Retail and Business - Return on Investment Results of the Valencia Street Bike Lane - Merchant Survey 4 lanes to 2 lanes with left turn channelization, bike lanes and parking. Same as Proposed for Madison 4.5 years later majority of merchants supported bike lanes 66% stated they had positive impact on business/sales Economic Effects of Traffic Calming on Urban Businesses, by Emily Drennen, Department of Public Administration, San Francisco State University, December 2003
Examples in Brief 4 lanes reduced to 2 Similar Results elsewhere El Cajon, CA • 4 to 2 lanes • Widened sidewalks, Slowed traffic • Property values increased 181% • 179 new businesses opened and 746 jobs were created • Much safer with fewer collisions
National Trends – Bikes and Retail – Comments by Business Owners/Merchants Number of Customers who ride bikes – 63% of merchants thought that bike lanes have increased the number of customers . One merchant said, “The bike lane brings in a lot of people from all over. It gives people the ability to mobilize, especially a younger crowd. Bikes can stop easier than cars, which means they can decide to stop and shop” Area residents shopping locally – 56 % of the merchants thought bike lanes helped local residents do more shopping locally. One response was, “If they are more comfortable riding their bike in the area, they’ll go there more.” Effects of reduced auto speeds on sales – “At a reduced speed, more people look in and notice your store; if people drive slower, they have a better opportunity to see my store; it brings more exposure……
Bike Projects and Return on Investment "Other studies have shown that investments in bicycle and pedestrian facilities can reduce carbon emissions and improve quality of life. Here we find that these investments bring an additional benefit to the community: they are an important source of job creation .“ Pedestrian and bike projects are top job generators Estimating the Employment Impacts of Pedestrian, Bicycle, and Road Infrastructure for a given level of spending, on-street bike lanes create the greatest number of jobs. Each $1 million spent creating on-street bike lanes directly creates 7.9 jobs and creates a total of 14.4 jobs when we include the indirect and induced effects." Heidi Garrett-Peltier Baltimore case study Massachusetts Institute of Economics
National Trends – Bikes and Retail “ Cyclist purchase small quantities each time they shop. However they tend to shop more regularly and are thereby more exposed to the temptation that shops love to inflict upon us .” “Barely 25% of motorists leave a shop with two or more bags (as opposed to 17% of cyclists ).” From Complete Streets
National Trends – Bikes and Retail Studies looking at retail sales showed: • Cyclists shopped more often than motorists • Increase in (bike) cross-neighborhood movement when they introduced a 30 km/h speed limit for cars • More than 30% increase of visits to the shopping area with additional community interaction and visits to “Third Places” • Ratio between the value of purchases made and the parking area used by each customer over a year: The profitability was highest in the case of the cyclists • Cyclists increase sales. Retail Report “Cyclists Are Better Shoppers Than Motorists”
National Trends – Bikes and Changing Life style About Livable Communities “Focus on community design, bicycles and pedestrians and creating charismatic, vibrant and economically successful communities .” "... people do want alternatives. They want out of their cars; they want to live in livable neighborhoods... This is the end of favoring motorized transportation at the expense of non-motorized." Ray LaHood, USDOT Secretary, March 2010
National Trends – Bikes and Changing Life style Megatrends Report by US Realtors “The Next Generation of Home Buyers want Livable Bike-abel Communities” “Some communities are preparing for the future others will be left behind ”. US Realtors now advertise The Top 10 Great Places to Ride a Bike Survey 47% unsafe to cross a street nearby 54% would like to walk or bike 72% of trips by car 1Mile or less could be by bike
Chicago has been setting the local trend now Evanston is pulling ahead
Going to school 1964 And 2012
National Trends – Changing Perception and Life Styles Health – Obesity and Diabetes Epidemic Formerly diagnosed primarily in individuals over the age of 45, type 2 is now presenting in younger age groups due to the recent epidemic of childhood obesity. 1 in 3 American Children will grow up to have diabetes 365,000 Americans die/year due to illness caused by inactivity and poor nutrition
We have a choice – Potential Regional Role for Madison Street What is Coming (With streetscape improvements or not ) Standard Auto Oriented American Commercial Strip w/ Drive-Throughs and/or Large Parking Lots
What is the highest and best use? Auto Corridor/Strip or a new Contemporary Greener Image COMMUNITY OR CAPACITY? Regional Role - Working with City of Chicago 10 Mile bike connection from Oak Park to Downtown Chicago Regional and Local Role - Change in life style more biking and walking with local people using local stores
Traffic on Madison KLOA Existing Physical and Operating Characteristics
Madison Madison Street Street Physical Physical & & Operating Operating Characteristics Characteristics Roadway Characteristics Madison Street Roadway Classification Arterial Number of Lanes 4 Center Left-Turn Lane / Median No / Yes Left-Turn Lanes at Primary Intersections Yes Right-Turn Lanes No Signalized Intersections 8 Daily Traffic Volume 16,900 to 18,300 Number of Crashes (Nov 2008 – Oct 2011) 706 Average Speeds (mph) 28 - 31 85 th Percentile Speeds (mph) 34 - 37
Dis Distribution tribution of D of Daily aily Traffic Traffic Volumes Volumes
Volume Volume to to Number Number of of Lanes C Lanes Comparison omparison
Volume Volume to to Number Number of of Lanes C Lanes Comparison omparison
Road D Road Diet iet Traffic Traffic Volumes Volumes “Ideal road diet locations have four lanes and carry 12,000 to 18,000 trips, potentially up to 25,000 trips.” Madison Street daily volume = 16,900 to 18,300 “Operational impacts may be minimal at volumes less than 750 vehicles per hour per direction (vphpd), that these impacts should be more closely considered between 750 to 875 vphpd and that volumes above 875 to 1,000 vphpd may introduce operational changes and concerns.” Madison Street peak hour vphpd = 700 to 980 Source: Road Diet Handbook Setting Tends for Livable Streets Four-Lane to Three-Lane Conversions: An Update and a Case Study
Desi Design Features gn Features Proposed Proposed Road Diet Road Diet Right-turn lanes at major intersection Ridgeland Avenue Oak Park Avenue Center left-turn lane Left-turn lanes at all intersections Extended left-turn lanes at intersections Extended left-turn lane at Harlem Avenue Five-Lane cross section at Austin Avenue
Madison and R Madison and Roosevelt oosevelt Roadway Roadway Characteristics Characteristics Proposed Existing Roadway Characteristics Madison Street Roosevelt Road Major Arterial Roadway Classification Arterial State Truck Route Number of Lanes 3 3 Center Left-Turn Lane / Median Yes Yes Left-Turn Lanes @ Major Intersections Yes Yes Right-Turn Lanes @ Major Intersections Yes No Signalized Intersections 8 5 Daily Traffic Volume 16,900 to 18,300 22,400 to 23,600
Madison Madison and R and Roosevelt oosevelt Operating Operating Performa Performance nce Existing Existing Operating Performance Madison Street Roosevelt Road Average Travel Times (minutes) 4.0 to 6.0 6.0 to 9.0 Maximum Travel Times (minutes) 7.5 14.5 Vehicles Clear Intersections During Not Always During Peak Periods One Traffic Signal Cycle Generally Number of Crashes (3 Years) 706 482
Potential Potential Traffic Traffic Div Diversion ersion Potential diversion of traffic to other east- west streets Washington Street and Jackson Boulevard Approximately 25 Percent of Madison Street Traffic Avoiding I-290 During Peak Periods
Potential Potential Washington Washington Street Street Enhance Enhancements ments Exclusive Turn Lanes Washington/Harlem Washington/Oak Park Signal Phasing/Timings Modifications Washington/Oak Park Washington/Ridgeland Interconnect Traffic Signals Peak Period Parking Restriction Washington/Home
Safety and Traffic Calming SSE
Speed and Saving Lives
Lane Reduction Safety Benefits Humboldt Park • 85 th percentile speed reduced 7 percent • 58 percent reduction in drivers traveling over 35 mph • 59 percent of people found it easier to cross the street
Lane Reduction Safety Benefits Nickerson Road, Seattle • Speeding is down 63 percent • 92 percent reduction in drivers traveling 10 mph over speed limit • Number of crashes down 23 percent
Neighborhood Traffic Calming - Speed Humps • Force vehicles to slow • Typically require parking to be removed • Less noise from vehicles and reduces opportunity to speed
Neighborhood Traffic Calming – Traffic Circles • Reduce vehicle speeds at intersections by requiring drivers to travel in a circular direction • Not a traffic control device • Can increase green space
Neighborhood Traffic Calming - Bump-outs/Curb extensions • Narrows the lane width • Reduces turning radius • Reduces pedestrian crossing distance • Improves visibility for all users
Neighborhood Traffic Calming - Chicanes • Mid-block curb extensions narrow travel lane and require drivers to wind their way through a roadway • Typically require parking to be removed • Less noise from vehicles and reduces opportunity to speed up
Neighborhood Traffic Calming – Diverters in Oak Park • Diverters already installed in Oak Park Images supplied by Community Group
Parking CBBEL
Costs CBBEL
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