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Functional Classification So important that no one wants to talk about it Friday, July 26, 2013

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This presentation was given as an online seminar sponsored by American Planning Association's New Urbanism Division. The audio is available on YouTube: http://youtu.be/J9HjJ78Ma7w As practitioners of new urbanism principles, it is important to understand why our street networks have eroded so dramatically and the direct connection to livability and sustainability that we strive to achieve. The purpose of the webcast will educate participants to strengthen their transportation planning knowledge base. That knowledge will increase productivity of the collaboration between engineers and planners. Functional classification is a transportation topic that is often left for engineers to sort out, but it has a huge impact on urban planning. Anyone involved in urban planning – including community stakeholders – should be part of the dialogue surrounding the function of public streets. Functional classification is a way that transportation professionals group streets according to the type of traffic they serve and the degree of access expected to adjacent land uses. Few transportation issues are as important as functional classification, and yet it is one of the least understood or debated. Despite the Federal Highway Administration’s advocacy of flexible design standards, typical practice in the United States has been very rigid, leading to unintended negative consequences. For new urbanism, that means streets that require almost highway speeds and lane widths—physical impacts that are contrary to the overall purpose of new urban planning. For example, in some areas an Urban Principal Arterial might require a minimum 45 MPH design speed and minimum 12-foot wide lanes, even if the surrounding land uses need more appropriate (i.e. livable, sustainable) solutions. The session includes two primary takeaways: (1) history of streets (vitality, walkability, etc.); and (2) how we can learn from our history to improve streets (including mobility and safety for all users). Designing places scaled appropriately for active human living is critical, especially in urbanized areas (city centers, suburbs, villages, etc.).

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Page 1: Functional Classification of Streets: So important that no one wants to talk about it

Functional Classification So important that no one

wants to talk about it

Friday, July 26, 2013

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Peter Norton historian, professor, author University of Virginia

[email protected]

http://mitpress.mit.edu/books/fighting-traffic

Andy Boenau, AICP

plangineer, raconteur Timmons Group

[email protected]

http://www.urbanismspeakeasy.com

http://mitpress.mit.edu/books/fighting-traffic
http://www.urbanismspeakeasy.com/
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1

Not so bold

Content Speaker Time

housekeeping APA 5 min

interpretation of streets is critical Andy 5 min

traditional American streets Peter 30 min

modernist American streets Andy 20 min

discussion Everyone 30 min

2

3

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1 The way we interpret

(or classify) streets

is critical.

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Conformity is not maturity.

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Street Interpretation

Or:

How I

learned

to stop

worrying about

folklore

engineering

and love common sense

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the opposite of

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Land Use.

Transportation.

Land Use.

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2 traditional American streets

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Functional

Classification

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Does this make sense?

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Functional classification of what?

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High-Speed Trains Express Trains Automobiles Rail Rapid Transit Bus Rapid Transit Local Trains Local Buses Bicycles Pedestrians

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Functional classification for whom?

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“Mobility” for what?

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“Mobility” for what?

—for cars

for cars

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“Mobility” for what?

—for cars

for cars

What is “higher mobility”?

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“Mobility” for what?

—for cars

for cars

What is “higher mobility”?

speed

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“Mobility” for what?

—for cars

for cars

What is “higher mobility”?

speed

function = fast access for cars

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For the 1972 Highway Needs report, the

highway departments included as a “need”

road improvements sufficient to move all

projected traffic during the period 1970-1989

at a minimum speed of 35-40 miles per

hour. The total bill for achieving this goal

would be would be 592 billion dollars.

— Mashaw (1973), citing 1972 USDoT National Highway Need Report

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High access for whom?

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What is mobility?

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What is mobility?

Do we really mean speed?

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Austell Road, Marietta, Georgia

an urban arterial affording “higher mobility”

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Austell Road, Marietta, Georgia

an urban arterial affording “higher mobility”?

javascript:void(0)

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Austell Road, Marietta, Georgia

an urban arterial affording “higher mobility”?

javascript:void(0)

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Rochester 1904: no functional classification (?)

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Is this low mobility? —or just low speed?

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Is this low mobility? —or just low speed?

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Boston 1906

No functional

classification?

Low mobility?

What about

access?

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Functional classification was not invented by AASHO.

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Functional classification was not invented by AASHO.

Objective research cannot tell us definitively which

functions are correct and which are incorrect.

.

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Functional classification was not invented by AASHO.

Objective research cannot tell us definitively which

functions are correct and which are incorrect.

Objective research cannot tell us which classifications

to choose.

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Functional classification was not invented by AASHO.

Objective research cannot tell us definitively which

functions are correct and which are incorrect.

Objective research cannot tell us which classifications

to choose.

History can open the black box to disclose alternatives.

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Functional classification was not invented by AASHO.

Objective research cannot tell us definitively which

functions are correct and which are incorrect.

Objective research cannot tell us which classifications

to choose.

History can open the black box to disclose alternatives.

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Does this make sense?

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Out of public funds made available by generous

contributions of street users themselves, [we can

build] adequate, safe, efficient, and modern traffic

facilities so that automobile users will will provide

their own transportation of a high character at

their own operating costs.

— Miller McClintock, 1930

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for Cars

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In a city, what does “land access” for cars mean?

for Cars

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AASSTO

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AASSTO

American Association of

State Septic Tank Officials

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AASSTO

American Association of

State Septic Tank Officials

Want the right septic tank for your setting?

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AASSTO

American Association of

State Septic Tank Officials

Want the right septic tank for your setting?

Check the AASSTO Brown Book for

our Functional Classification Guide

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AASSTO

American Association of

State Septic Tank Officials

Want the right septic tank for your setting?

Check the AASSTO Brown Book for

our Functional Classification Guide

You’ll find the right septic tank for your needs—

whether you’re in Manhattan, Kansas,

or Manhattan, New York.

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surface septic fields

multistory septic structures

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surface parking lots

parking garages

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for Cars

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Parking

for Cars

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Parking for Cars

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Parking

Parkin

g (zero

mo

bility)

for Cars

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Land access for cars in Portland, Oregon (1962)

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Google autocomplete test:

What will we get if we add a v?

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1917: mobility ≠ speed

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function ≠ speed x access

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Streets are for children to play in.

— “Mr. Aronson,” Newark, New Jersey,

1912

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Who belongs in the street?

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JUSTICE

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The streets were made for the public

in general, not specially for autoists.

— James O. Millar, Chicago pedestrian, 1915

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Pittsburgh 1928

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Are streets for commercial

and pleasure traffic alone?

— Bessie Buckley, Milwaukee teacher, 1920

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St. Louis 1923

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New York 1928 St. Louis 1923

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New York City, 1916

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1920

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Baltimore 1922

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Baltimore 1922 St. Louis 1923

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Speed must always give way to safety.

— Ralph Richards, 1912

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Speed is identified in the public

mind—at least in the pedestrian

public mind—with accidents.

— Harold Stokes, November 25, 1924

Speed must always give way to safety.

— Ralph Richards, 1912

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“If safety is not realized, there will come a time when the

public will demand drastic action—no matter how hard

it may hit the pocketbooks of automobile manufacturers,

dealers and owners.”

— Milwaukee Leader, 1920

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“If safety is not realized, there will come a time when the

public will demand drastic action—no matter how hard

it may hit the pocketbooks of automobile manufacturers,

dealers and owners.”

— Milwaukee Leader, 1920

“This dreadful slaughter must be stopped. If necessary,

regulations severe and searching enough to do it must be

adopted and enforced. … If reasonable safety of life

and limb can only be had by impairing the motor car’s

efficiency the motor car will have to pay that price.”

— St. Louis Post-Dispatch, 1923

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“If safety is not realized, there will come a time when the

public will demand drastic action—no matter how hard

it may hit the pocketbooks of automobile manufacturers,

dealers and owners.”

— Milwaukee Leader, 1920

“This dreadful slaughter must be stopped. If necessary,

regulations severe and searching enough to do it must be

adopted and enforced. … If reasonable safety of life

and limb can only be had by impairing the motor car’s

efficiency the motor car will have to pay that price.”

— St. Louis Post-Dispatch, 1923

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The causes of accidents … are

men and not machines.

— Cincinnati Enquirer, 1923

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The causes of accidents … are

men and not machines.

— Cincinnati Enquirer, 1923

The reckless driver … is the

main cause of accidents.

— Alfred Reeves, General Manager,

National Automobile Chamber of Commerce, 1923.

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Are streets for commercial and

pleasure traffic alone?

— Bessie Buckley, Milwaukee teacher, 1920

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The streets were made

for vehicles to run upon.

— Charles Hayes, president, Chicago Motor Club, 1920

Are streets for commercial and

pleasure traffic alone?

— Bessie Buckley, Milwaukee teacher, 1920

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1923

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Pedestrians must be

educated to know that

automobiles have rights.

— George M. Graham, auto manufacturer, 1924

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Automotive Industries, 1924

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The ridicule of their fellow citizens is far more

effective than any other means which might be

adopted [to control pedestrians].

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The ridicule of their fellow citizens is far more

effective than any other means which might be

adopted [to control pedestrians].

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The ridicule of their fellow citizens is far more

effective than any other means which might be

adopted [to control pedestrians].

We have recognized that in controlling traffic

we must take into consideration the study of

human psychology, rather than approach it

solely as an engineering problem.

— E.B. Lefferts, Automobile Club of Southern California, 1927

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The ridicule of their fellow citizens is far more

effective than any other means which might be

adopted [to control pedestrians].

We have recognized that in controlling traffic

we must take into consideration the study of

human psychology, rather than approach it

solely as an engineering problem.

— E.B. Lefferts, Automobile Club of Southern California, 1927

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Jaywalker (n): One who crosses a

street without observing the traffic

regulations for pedestrians.

—The Practical Standard Dictionary of the

English Language (New York, 1924), p. 620.

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We hear the

shameful

complaint of

jay walkers,

to console

jay drivers.

—George

Davies, St. Louis

pedestrian, 1922

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We hear the

shameful

complaint of

jay walkers,

to console

jay drivers.

—George

Davies, St. Louis

pedestrian, 1922

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1924

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1922

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1925

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The day of the

emotional sob

sister campaign

has passed. — Charles M. Hayes, president,

Chicago Motor Club, 1926

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EFFICIENCY

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“Streets are public property—not to be

abused but to be used with convenience

for the good of the greatest number.”

— George H. Herrold, city planning engineer, 1927

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“Scientific organization of traffic could

cut traffic congestion at once by half.”

— J. Rowland Bibbins, traffic engineer, 1924

“Streets are public property—not to be

abused but to be used with convenience

for the good of the greatest number.”

— George H. Herrold, city planning engineer, 1927

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The obvious solution … lies only in

a radical revision of our conception

of what a city street is for.

— Engineering News-Record, 1922

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FREEDOM

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“Americans’ ancestors came to this country

for the sake of freedom and adventure. The

automobile satisfies these instincts.”

— Roy Chapin, Hudson Motor Car Company, 1924

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“Americans’ ancestors came to this country

for the sake of freedom and adventure. The

automobile satisfies these instincts.”

— Roy Chapin, Hudson Motor Car Company, 1924

“Street traffic congestion is a problem of

unbalanced supply and demand.”

— Miller McClintock, traffic expert, 1930

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The motor car was invented so

that man could go faster. …

the major inherent quality of

the automobile is speed.

— Ray W. Sherman, 1935

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“The city of tomorrow will be an

automotive city”

— Miller McClintock, traffic expert, 1937

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Super-highways must be

constructed and they must

serve the heart of the city.

— Charles Hayes, president of

the Chicago Motor Club, 1945

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“Who controls the past

controls the future; who

controls the present

controls the past.”

— George Orwell, Nineteen Eighty-Four (1949)

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“our burning love affair with the automobile”

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“our burning love affair with the automobile”

“the long honeymoon with our new sweetheart”

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“our burning love affair with the automobile”

“the long honeymoon with our new sweetheart”

“The motor car was being treated like the new girl in

town.”

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“our burning love affair with the automobile”

“the long honeymoon with our new sweetheart”

“The motor car was being treated like the new girl in

town.”

“Our romance with the automobile—it’s still going on.

Our honeymoon ended … but we’re still very much

married to Lizzie. We don’t always know how to get

along with her, but you certainly can’t get along

without her. And if that isn’t marriage I don’t know

what is.”

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frequency of love affair with the automobile in works in English scanned by Google, 1900-2000

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3 modernist American streets

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The

false

choice

hierarchy.

Arterial

Collector

Local

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Successful

application of

folklore engineering.

Level of Service A.

Highly efficient operations.

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Message from the authorities:

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A silly performance.

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(said every DOT everywhere)

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20 mph = livable

40 mph = killable

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The perceived war

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Change the conversation.

My community’s campaign

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The

myth

of a

faster

horse.

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reclaiming our streets

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equal pay for

equal work

a tree in your

living room

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Redemption

Page 211: Functional Classification of Streets: So important that no one wants to talk about it

J FKFB INAT OUP S

Page 212: Functional Classification of Streets: So important that no one wants to talk about it

JFK FBI NATO UPS

re- v

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Fact: engineers and planners sometimes have the same goal

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http://www.virginiadot.org/info/transportation_efficient_land_use_and_design_guide.asp

Page 215: Functional Classification of Streets: So important that no one wants to talk about it

Accommodate people

New uses drawn in Existing uses adapt

Auto-centric corridor

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Take this

with you.

- Virginia DOT Transportation & Land Use Publications

“fundamental modes”

“enhance quality”

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Take this

with you.

“…will accommodate bicyclists and pedestrians…in the

of Virginia’s transportation network”

planning, funding,

design, construction,

operation, and maintenance

- Virginia DOT

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Take this

with you.

“…[roundabout] should be considered the Department’s

preferred alternative…”

- Virginia DOT Design Manual

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Context.

Transects.

Modal priorities.

Human-scale design.

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1

2

3

Interpretation (classification) of streets is critical.

Traditional streets promoted activity.

Modernist streets discriminate against people.

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Page 222: Functional Classification of Streets: So important that no one wants to talk about it

be disruptive

Monday morning to-do list

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The

design

hierarchy

of

freedom.

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Picture the future you want.

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Page 227: Functional Classification of Streets: So important that no one wants to talk about it

We have history as a teacher,

consensus with engineering community,

Page 228: Functional Classification of Streets: So important that no one wants to talk about it

Peter Norton historian, professor, author University of Virginia

[email protected]

http://mitpress.mit.edu/books/fighting-traffic

Andy Boenau, AICP

plangineer, raconteur Timmons Group

[email protected]

http://www.urbanismspeakeasy.com

http://mitpress.mit.edu/books/fighting-traffic
http://www.urbanismspeakeasy.com/
Page 229: Functional Classification of Streets: So important that no one wants to talk about it

Functional Classification So important that no one

wants to talk about it

Friday, July 26, 2013


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