HomeMy WebLinkAboutMPOJC Complete Streets Policy Jan 2015
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Complete Streets Policy
Metropolitan Planning Organization of Johnson County
Adopted by MPOJC Urbanized Area Policy Board January 28th, 2015
The Vision
The MPOJC Policy Board expects to realize long-term cost savings in improved public health,
reduced fuel consumption, better environmental stewardship, and reduced demand for motor
vehicle infrastructure through the implementation of this Complete Streets policy, which
applies only to projects that utilize federal Surface Transportation Program (STP) and
Transportation Alternatives Program (TAP) funds. The vision of this Complete Streets Policy
includes achieving the following goals when utilizing STP and TAP funds:
1. To create a comprehensive, integrated, and connected transportation network that
supports compact, sustainable development and creates livable communities.
2. To provide a connected network of facilities accommodating all modes of travel.
3. To look for opportunities to repurpose rights-of-way to enhance connectivity for all
modes to commercial, recreation, education, public services, and residential
destinations.
Users and Modes
This policy defines Complete Streets by this outcome: all current and projected users of the
public right-of-way are intended to conveniently and safely reach their destinations via public
rights-of-way, regardless of their chosen mode of transportation for that project to be
considered “complete.” The design of the urbanized area street network will create a
connected grid of streets, sidewalks, and trails accommodating a safe, easily accessible,
convenient, comfortable, and visually appealing manner for all users of all ages and abilities,
including motorists, pedestrians, bicyclists, transit riders, children, senior citizens, persons with
disabilities, freight carriers, emergency responders, and adjacent land users.
Connectivity and All Agencies
Project sponsors will design, operate, and maintain a transportation network that provides a
connected network of facilities accommodating all modes of travel. To achieve this goal project
sponsors will foster partnerships with the State of Iowa, The University of Iowa, Metropolitan
Planning Organization of Johnson County, school districts, Johnson County, neighboring cities,
citizens, businesses, interest groups, and neighborhoods to implement Complete Streets.
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Design Criteria and Context Sensitive Design
Each street and right-of-way design should be practically undertaken to complement the
neighborhood in which it exists, while complying with accepted or adopted design standards
and other guidelines based upon resources identifying best practices in urban design and street
design, construction, operations and maintenance when implementing improvements intended
to fulfill this Complete Streets Policy. Project sponsors will consider all available design options
that comply with state and federal requirements in the following manuals, as well as others
when feasible, to ensure access for all modes:
AASHTO Green Book: A Policy on Geometric Design of Highways and Streets, by the
American Association of State Highway and Transportation Officials
AASHTO Guide for the Development of Bicycle Facilities, by the American Association of
State Highway and Transportation Officials
Urban Street Design Guide, by the National Association of City Transportation Officials
Urban Bikeway Design Guide, by the National Association of City Transportation Officials
Iowa Statewide Urban Design Standards, by the Institute for Transportation at Iowa
State University
Implementation
The MPOJC Complete Streets Policy applies only to projects that utilize MPOJC-controlled
federal Surface Transportation Program (STP) or Transportation Alternatives Program (TAP)
funds.
Complete Streets projects are generally accomplished through adding the following to the
public right-of-way: sidewalks, ADA-compliant curb ramps, bicycle facilities (e.g. bike lanes,
shared lane arrows, way-finding signs), ADA-compliant bus stops, trails, and any other
reasonably applicable facilities. In particular, projects will incorporate complete street facilities
found in MPOJC-adopted plans, including (but not limited to) the Long Range Transportation
Plan, bicycle and pedestrian plans, and local ADA accessibility transition plans.
This Complete Streets Policy and associated project documentation applies to any NEW STREET,
RECONSTRUCTED STREET, or STREET MAINTENANCE within the public right-of-way (see Definitions
section for CAPITALIZED items) with the following clarifications:
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A. NEW STREETS and RECONSTRUCTED STREETS either built by the project sponsor or by a
developer for project sponsor ownership will implement complete streets – applies in all
zoning designations and land uses.
B. STREET MAINTENANCE projects – whereas all NEW STREET and RECONSTRUCTED STREETS will
implement multi-modal transportation elements, it is not expected for maintenance and
rehabilitation projects to change geometric features and functional elements to upgrade
to multi-modal transportation elements, although items that fit within the existing
geometrics (e.g. re-striping, signage upgrades, sidewalks, etc.) should be implemented.
C. Sidewalks and curb ramps within a project corridor will be ADA-compliant.
D. Existing and new bus stops within a project corridor will be ADA-compliant.
The approved STP and TAP Project Scoring Criteria reflect this policy. In order to not penalize
projects which have been granted exceptions, the same number of points will be awarded to
those projects if the exception is granted. Note: As part of the initial review of project
applications, MPOJC staff will evaluate whether appropriate complete streets elements are
included, or whether an exception is met. MPOJC staff will provide guidance on this policy
during the funding application process.
This policy will be periodically reviewed and revised in parallel with the MPOJC Long Range
Transportation Plan update process.
Exceptions to this Policy for STP and TAP funded projects
All MPOJC-funded STP and TAP projects will consider complete streets principles and possible
treatments at the time of the initial application for funding. Project sponsors may request an
exception for one or more of the following:
Where there are relatively high safety risks. There are times bicycle and pedestrian
facility standards cannot be met due to roadway topographic constraints or it is
impractical to make the street safe for shared use. Roads with a combination of traffic
volumes exceeding 18,000 vehicles per day, constrained and fixed rights-of-way, or
posted speeds of 45+ mph may need special consideration. This type of exception is
highly problematic because high traffic volume is often an indication that a road is the
most direct connection between multiple origins and destinations, and pedestrians,
cyclists and transit users should not be denied access to those destinations. For this
exception to be granted, the Project Sponsor will enhance alternate routes (e.g. signage,
bike boulevard treatments, shared-use trail spurs, bike lanes, shared-lane markings,
etc.), unless available alternate routes also meet an exception(s) to this policy.
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Where bicyclists and pedestrians are prohibited by law from using the roadway.
Where a main road has multi-modal facilities for all users of the right-of-way, the
PUBLIC FRONTAGE ROAD may be exempt from this policy.
Where the project consists primarily of the installation of traffic control, including pre-
timed traffic signals, or safety devices and little or no additional right-of-way is to be
acquired. However whenever new traffic control detection devices are installed they
must be capable of detecting bicycles. All new pedestrian crossing devices must also
meet the most current accessibility standards for controls, signals, and placement.
Where a project involves emergency maintenance activities designed to keep assets in
serviceable condition or when interim measures are implemented on temporary
detour routes.
Where the Project Sponsor Engineer and MPOJC staff jointly determine the
construction is not practically feasible due to significant or adverse environmental
impacts to waterways, floodplains, significant street trees, remnants of native
vegetation, wetlands, or other critical areas.
Where the cost of establishing bikeways or walkways would be excessively
disproportionate to the cost of project. In accordance with federal guidelines,
excessively disproportionate is defined as exceeding twenty percent of the cost of the
total transportation project (including right of way acquisition costs). This exception
must consider probable use through the life of the project, a minimum of 20 years.
Where scarcity of population or other factors indicate an absence of need for current
and future conditions. This exception must take the long view and consider probable
use through the life of the project, a minimum of 20 years.
Where the Average Daily Traffic count (ADT) is projected to be less than 1,000 vehicles
per day over the life of the project.
All requests for exceptions to complete streets treatments shall be documented with
supporting data which indicates the basis for the request. Exceptions must be requested in
writing and will be granted after review by MPOJC staff, or, if not granted, the reason for not
granting will be explained in writing by MPOJC staff. Staff will work with sponsors to identify a
mutually acceptable alternative.
Performance Measures
The MPO will measure the success of Complete Streets policy by using the following measures:
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• Miles of bike lanes, trails, shared lane arrows striped or built
• Linear feet of pedestrian accommodations built
• Number of ADA accessibility accommodations built
• Number of exemptions from this policy approved
• Annual ridership for Iowa City Transit, Cambus, and Coralville Transit
•
Definitions
A. COMPLETE STREET: a street that accommodates convenient and safe use by everyone,
regardless of age, ability, or mode of travel.
B. CONTEXT SENSITIVE DESIGN SOLUTION: a design which balances safety, mobility and
transportation needs, while preserving scenic, aesthetic, historical, environmental,
neighborhood and community values and characteristics.
C. STREET: The STREET is considered to be the subgrade, base, pavement, grading, storm
sewer, and sub-drains. (i.e., all of the elements required to build, operate, and maintain
the street.)
D. NEW STREET: a street constructed where one has not previously existed.
E. RECONSTRUCTED STREET: an existing street that has rehabilitation done to it, which is
estimated at 50% or higher of the cost of NEW STREET (excluding utilities except storm
sewer or sub-drains), will also be considered a RECONSTRUCTED STREET for the
purposes of this policy.
F. PUBLIC FRONTAGE ROAD: a roadway located with portions of PUBLIC STREET right-of-
way, frontage road reservation easement or adjoining other streets, which have access
control.
G. STREET MAINTENANCE: rehabilitation of a street, which generally restores the
functionality of the existing street components (either primarily as a street project or in
conjunction with underground public utility construction), without significantly altering
or adding to those components, and which is estimated at less than 50% of the cost of a
NEW STREET with those same components. Utility construction (except storm sewer or
sub-drains) is excluded from this cost calculation.