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Comparison of life cycle greenhouse gas emissions and energy consumption between complete streets vs. conventional streets
Published in John Harvey, Imad L. Al-Qadi, Hasan Ozer, Gerardo Flintsch, Pavement, Roadway, and Bridge Life Cycle Assessment 2020, 2020
Arash Saboori*, John T. Harvey, Maryam Ostovar, Ali Azhar Butt, Alissa M. Kendall
Complete streets are an infrastructure-oriented intervention intended to improve social, economic, and environmental conditions of a neighborhood or corridor. If successfully implemented they can provide safety benefits for active transportation (bicycle and pedestrian) users, and if they result in more active transportation, they can produce health benefits. However, few qualitative and quantitative approaches for objective evaluation have been developed that can help evaluate or anticipate the environmental impacts of complete streets interventions. Implementing complete streets in urban areas is one of the methods recommended to Metropolitan Planning Organizations (MPO) in California for meeting the Senate Bill 375 (Sustainable Communities) mandates for percent reduction in greenhouse gas (GHG) emissions due to transportation in metropolitan areas (CARB website). However, there is no LCA-based tool for verifying/quantifying the full system, life cycle expected savings in impacts of implementing complete streets interventions.
Global scale sustainable design
Published in Rob Fleming, Saglinda H Roberts, Sustainable Design for the Built Environment, 2019
Rob Fleming, Saglinda H Roberts
Target 3.6 addresses design of communities and streets. A possible strategy may be to work towards enacting “complete streets” as the norm or required form of infrastructure. To review, a “complete street” creates safe conditions for drivers, cyclists, runners, and pedestrians, by delineating an area for each type of transportation. It does this with green space and by separating functions. SDG #3 contains many more Targets and Indicators, please review the SDG website for a fuller understanding.
Lessons learned from evaluating complete streets project outcomes with emerging data sources
Published in Transportation Planning and Technology, 2023
Ruijie Bian, Tara Tolford, Shuqian Liu, Sirisha Gangireddy
The economic benefits of Complete Streets projects include increased consumer spending, increased property values, higher business occupancy rates, higher employment rate, individual transportation cost savings, and positive perceptions from businesses and residents (Broward MPO 2015; Canfield, Yang, and Whitlow 2018; Lenker, Maisel, and Ranahan 2016; Mitra et al. 2015; NYCDOT 2014; Perk, Hymowitz, and Catala 2015; Prieger 2014; Seskin, Kite, and Searfoss 2015; Smart Growth America 2021). Data sources mentioned in past studies include county/parish property tax databases, sales tax receipts, and surveys of business owners (Broward MPO 2015; NYCDOT 2014; Perk, Hymowitz, and Catala 2015; Ranahan, Lanaker, and Maisel 2014). Sales tax receipts are considered to provide the strongest and the most direct data for business vitality evaluation (NYCDOT 2014). However, confidentiality of the data source restricts widespread use in practice. Employment information is considered a moderate indicator but does not fit evaluation at a finer scale (e.g. community or project level) (NYCDOT 2014).
Socially-aware evaluation framework for transportation
Published in Transportation Letters, 2023
Anu Kuncheria, Joan L. Walker, Jane Macfarlane
Depending on the goals of the routing strategy, the distribution of traffic on the roads may change. Therefore, it is important to quantify these variations among different types of roads when assessing impact. Traditionally, road classification systems are based on mobility, and access for vehicular use (2000). This study seeks to incorporate the local context of streets, including how vehicular traffic dynamics impact localized populations. To this end, we created a road classification scheme based on the principles of USDOT complete street guidelines (2015). Complete streets provide guidelines for the design and operation of streets to enable safe use and support the mobility of all citizens. Adoption of these guidelines is underway in a variety of cities. For example, San Francisco has classified their street based on land use characteristics, transportation roles, and special characteristics. This resulted in 16 classes designed using extensive community surveys and manual labeling (e.g., downtown residential streets, downtown commercial streets, mixed-use streets, etc.) (2010). Similarly, San Jose classified streets into eight types based on a street’s primary function, and adjacent land use context (2018b). Because we wish to compare our indicators across all Bay Area cities, we created an alternative classification scheme based on parcel-level zoning data and street functional classes. This classification scheme, of 8 types, allowed us to then partition and develop improved metrics that will help evaluate the themes of our framework.
An integrated framework for planning successful complete streets: Determinative variables and main steps
Published in International Journal of Sustainable Transportation, 2022
Abolfazl Dehghanmongabadi, Şebnem Hoşkara
The complete streets concept considers the needs of all users by balancing access for people of all ages, abilities, ethnicities, and incomes, including those that use the street as public space for leisure or to socialize (Cui, 2013; Kingsbury et al., 2011; Macdonald et al., 2010). The Complete Streets Movement aims to develop streets that are usable by everyone (Burden & Litman, 2011; Cui, 2013; McCann, 2013). However, this movement is not just focused on improving the streets; it also is intent on changing the processes of designing, building, and operating as well as all decision-making and planning for all streets (Laplante & McCann, 2008; Rauf & Quarter, 2010; Skoworodko, 2012). Ultimately, a complete street is defined as any street that is planned, designed, and operated to be safe, convenient, and comfortable for all users, including drivers, pedestrians, bicyclists, and transit riders of all ages and abilities (Burden & Litman, 2011; George, 2013; Macdonald et al., 2010; MacLeod et al., 2018; Scott et al., 2011). The Complete Streets Movement, by redefining the full potential of streets, promises to make communities more active, livable, and sustainable (Anderson et al., 2015; Kingsbury et al., 2011; Zavestoski & Agyeman, 2015). Complete streets represent more than physical changes to the streets. They represent a change in transportation planning, design, maintenance, and funding decisions.