student supplement Developed for the Institute of Transportation Engineers Educational Foundation Inc.

Transcription

1 student supplement Developed for the Institute of Transportation Engineers Educational Foundation Inc.

2 Supplementary Student Information Promoting Sustainable Transportation Through Site Design The supplementary student information includes: Summary Document Site Design Prompt List Useful References Standard ITE Metric Conversions Instructor Biographies

3 INTRODUCTION Recent decades of urban development in North America have led to a general reliance on personal vehicles for commuting, recreational and other personal travel, which has had arguably improved mobility and accessibility but not without negative impacts to natural, economic and social environments. Many jurisdictions and municipalities are actively responding to this undesirable situation through land-use planning, transit system improvements, pedestrian safety initiatives, bicycle system plans, transportation demand management (TDM) programs and smart growth initiatives. However, these strategies are generally aimed at transportation infrastructure, high-level land-use or funding issues. They tend to offer little guidance to development planning and review processes such as site design. Recognizing this gap in consolidated information and guidelines relating to site design practices that promote sustainable transportation, the Canadian Institute of Transportation Engineers (CITE), in partnership with the Moving on Sustainable Transportation (MOST) program of Transport Canada created Promoting Sustainable Transportation Through Site Design. This document was developed to provide planning authorities and the land development industry with site design practices and planning processes that help promote sustainable transportation (accessibility by modes other than the single occupant automobile). The document is intended to serve as a reference for development proponents in designing sites, and for planning authorities in reviewing applications. The report was published as an ITE proposed recommended practice in 2005 and can be obtained for a nominal cost through the ITE Bookstore. This student supplement provides a summary of some of the key elements of Promoting Sustainable Transportation Through Site Design (herein referred to as the Guide). It also includes a Site Design Prompt List, which serves as a convenient reminder of the key site design considerations for promoting sustainable transportation. References used in the development of the Guide are also included. AND SUSTAINABLE TRANSPORTATION Site Design is an Integrated Process Site design is an integrated and iterative process. It is not addressed by any single department within a municipality or by a single set of guidelines, nor is it carried out by a developer in the absence of professional guidance. Depending on the size and type of site, site design may need to address, or is influenced by issues such as land use planning, urban design, road network planning and design, and building design. Within each of these broad areas, as illustrated on Exhibit 1, there are many design standards, policies or processes that may apply to site design. This Guide does not attempt to provide definitive recommendations on every area of site design, but instead 1

4 highlights some of the more important decision processes that may have an impact on sustainable transportation. Individuals involved in site design are pointed in the direction of other resources where they are known and available. Exhibit 1: Site Design and Related Processes Land Use Planning Official Plans Secondary Plans Zoning By-laws Area-Specific Policies and Guidelines Parking and Loading Standards Transportation Engineering Roadway Design Standards Adjacent Roadway Function Existing and Planned Facilities (all modes) Access Management Guidelines SITE DEVELOPMENT Municipal Engineering Drainage Storm Water Management Illumination Design Standards Urban Design Urban Design Guidelines Landscaping Requirements Building Design Building Code Architectural Standards Accessibility Requirements Some municipalities and agencies already have adopted guidelines and policies that support sustainable transportation, such as official plans, transportation plans, design guidelines and zoning bylaws. Where the Guide conflicts with existing regulations or plans, readers may wish to closely consider the motivations, objectives and trade-offs reflected in each. The Guide helps decision makers to recognise how development decisions can grant priority to certain travel modes or values, and that their decisions can have long term implications on available travel options, community integrity, and capital and operating cost implications. It is intended that the Guide may also assist municipalities and other agencies in establishing new policies and/or give rise to the consideration of improvements to existing policies. 2

5 Overview of the Promoting Sustainable Transportation Through Site Design (The Guide) Land-uses Addressed Promoting Sustainable Transportation Through Site Design addresses site design for non-residential land-uses including office, retail, recreational, industrial and institutional uses, as well as other special land-uses. It focuses on sustainable transportation modes at the trip destination, rather than the trip origin (i.e., residential development). This limitation in scope recognizes that there exists a relatively large base of information on residential site design to support sustainable transportation. However, application of the Guide to relevant residential uses including mixed-use, medium or high-density sites may be appropriate. Many of the recommendations will only be applicable to new developments (i.e., building location and orientation guidelines). Portions are equally applicable to redevelopment sites or retrofitting and others are relevant even to existing sites (e.g., bike parking facility guidelines). Potential Users The Guide has been developed for use by public and private parties involved in land development and site design. Stakeholders and practitioners that may find the Guide useful for budgeting, planning, designing and building non-residential land-uses include those shown below. Public Sector Politicians and policy makers Municipal planners Urban designers Transportation agencies/departments Transit agencies/departments Parking authorities and commissions School boards/ Parks boards Public Health Departments Private Sector Developers Professional planners and engineers Architects Landscape architects Roadway and site designers Transportation consultants Property Managers 3

6 OVERVIEW OF THE SITE DEVELOPMENT PLANNING AND DESIGN PROCESS The development of a site, from concept to construction to operation, presents many opportunities to enable and encourage sustainable travel modes. Exhibit 2 provides an overview of this process, including the four general stages of site development with associated decision factors, guiding resources and key stakeholders. The Guide reflects the need to consider sustainable travel modes at all four stages. In the initial stages of site design, a developer establishes a concept that includes the site location, uses (e.g., office, retail, industrial), density, transportation connections and other defining factors. The ultimate site users or tenant(s) may or may not be known. Guiding documents for concept development typically include official plans, transportation master plans, secondary plans subdivision plans and zoning by-laws. Municipal staff may be consulted during the concept planning stage, providing an opportunity to influence site location, densities and land-use mix. Once a concept has been developed, detailed site planning perhaps the most important stage of site development in terms of access for sustainable modes occurs. Although zoning by-laws and community-specific urban design guidelines may provide overall direction, many decisions that can affect sustainable travel modes are made by the planners, architects and engineers responsible for site design. For example, internal road layout determines the ease of progression through the site for cyclists, ridesharing vehicles and possibly transit riders. Building orientation, and parking supply and layout, can make the site safer and more attractive to potential pedestrians, cyclists and transit riders who may choose to leave their cars at home. Detailed building design typically occurs after the site planning stage. It involves elements such as bicycle storage, parking space allocation and pedestrian walkway details. For the most part, these decisions are made by architects and other specialists in conjunction with the owner of the site. The site development process concludes with the opening of the building(s). Even at this operational stage, decisions concerning facility maintenance, employee travel incentives and parking policies can impact the attractiveness of sustainable travel options. 4

7 Exhibit 2: Evolution of Site Design and Considerations for Sustainable Modes Stage Concept Development Typical Decision Factors Influencing Sustainable Modes Site location within urban area Site location in relation to transportation infrastructure Development densities and use (including mixed uses) Requirements for new infrastructure Parking supply Site Planning Building orientation and layout Location and design of pedestrian/cycling facilities Location of transit routes and stops Parking supply and layout Site access for vehicles Building Design Design of pedestrian and cycling facilities Interior/exterior building facilities, showers, lockers and changing facilities Public/private space interface and access points. Lighting and security systems Designation of parking spaces Site Operation Facilities maintenance Traffic control and management Employee programs Parking policies Guiding Resources (where available) Official Plans Secondary or Area plans Subdivision and Zoning By-laws Transportation Master Plans Municipal planning staff Transit plans Bicycle plans Pedestrian plans National standards Zoning by-laws Urban design guidelines Mode-specific design guidelines Site-specific studies (e.g., traffic impacts, noise, wind, lighting, etc.) Bicycle Parking by-laws National standards Architectural standards Building Codes Urban design guidelines National standard Accessibility Standards Transportation Demand Management Guidelines/Programs/ Associations Occupational Health and Safety Guidelines Key Stakeholders Developer Municipality/County (Planning Department) Consultants (e.g., architect, urban design, engineers) Transit service provider Surrounding neighbourhoods and targeted users Public health departments Targeted users Developer Municipality/County (planning, transportation, public works/engineering, landscape,, transit) Surrounding neighbourhoods Public health departments Targeted users Developer Municipality/County (planning, building department) Future tenants Surrounding neighbourhoods Targeted users Owner, property manager, tenant, users (e.g., employees, patrons, students, etc.) Surrounding neighbourhood groups, including business improvement associations Targeted users 5

8 OVERVIEW OF PROMOTING SUSTAINABLE TRANSPORTATION THROUGH SITE DESIGN (THE GUIDE) Guideline Applicability by Mode Exhibit 3 describes applicability by travel mode. As the table notes, a certain guideline may be more relevant to a particular mode. For example, the provision of waiting facilities is more important to transit riders and carpoolers, whereas the availability of secured parking and change rooms would be more relevant to cyclists. In some cases, guidelines pertaining to different modes may conflict. Where this occurs, site designers should consider the relative merits and decide how to allocate priority between the competing objectives. It is important to note that all trips, with the exception of walking, are inherently multimodal. Transit riders, cyclists and carpoolers must all walk at some point in their journey. Furthermore, rights-of-way (whether roads or pathways) are frequently shared by more than one mode. Site Specific Considerations Specific design guidelines will vary in their applicability to individual developments. For example, the guidelines will apply differently to a corner store and an office building, although the general principles would be consistent. The following site-specific considerations should be acknowledged when interpreting individual guidelines: Size of Municipality: The concepts presented in the guidelines apply equally to large, medium and small communities, but may apply in different ways. For example, larger communities with extensive transit systems and well-defined bicycle route networks may be more conducive and receptive to the introduction of site design features that enable access by sustainable transportation modes. Existing Infrastructure: For any number of reasons, infrastructure for sustainable transportation modes, like a bicycle path system, may not currently exist in a given area. Notwithstanding, sites should still be designed to facilitate access by sustainable transportation modes in the event supporting networks are developed in the future, even if such measures are not initially constructed. Availability of Transit Service: Guidelines pertaining to transit may not be applicable in communities without service, although such design elements could enhance pedestrian and cycling environments. 6

9 Category of Design Elements Exhibit 3: Applicability of Guidelines by Travel Mode Relevance to Travel Mode Design Element High Moderate Limited or negligible Transit Walking Cycling Ridesharing Building Placement Site Organization Site Layout Building Entrances Vehicle Parking Supply and Placement Internal Transportation Network Configuration Passenger Pick-up and Drop-off Areas Pedestrian and Cyclist Routes Transit Facilities Vehicle Parking Layout Preferential Parking Bicycle Parking Loading Areas Site Grading Site Infrastructur e Internal Roads Pedestrians Facilities Guide Signing Waiting Areas and Transit Shelters Site Amenity Bicycle Racks and Storage Showers, Change Rooms and Lockers Street Furniture and Landscaping Scale of Project: The size and nature of the development will dictate the applicability of the guidelines. For example, a larger site may require multiple signalized access points and an internal road network, whereas a smaller one may only require a single driveway. It is important to recognize that the design of 7

10 many smaller sites can collectively influence an area s overall attractiveness for sustainable modes and may spur the development of supportive infrastructure. Size and Characteristics of Workforce: The number and job function of employees determines both the amount of parking necessary (bicycle, carpool, and automobile) as well as site traffic volumes. Site access and parking supply designs may therefore need to vary by size and type of workforce. Large employee populations will increase opportunities for transit and ridesharing, as the chances rise that many workers will share a similar residential location. Customer Traffic: The primary design distinctions related to customer traffic pertain to parking management. For example, conveniently located bicycle parking would be more attractive to retail shoppers than long term secured storage in the basement of the building. GUIDELINES The guidelines presented in the Guide are organized into four categories, according to stage in the site design process. Site Organization Site organization is one of the first stages of site design and has a significant impact on elements that affect sustainable transportation. Typical decisions that are made at this stage include building location and placement, parking lot size and configuration (e.g. at grade, above, grade or below grade) and entrance locations. Exhibit 4 provides an illustration of a typical site and some of the design considerations made at this initial stage of site design. Site Layout Site layout determines how pedestrians, cyclists, transit users and motor vehicle drivers and passengers will arrive at the site and travel through the site. As a result, site layout has a significant impact on whether users of different modes can safely and comfortably co-exist. Major decisions at this stage of the design process include determining the internal road configuration (where internal roads or driveways are required), parking layout and configuration, and the location of transit facilities, bicycle facilities and passenger pick-up and drop-off areas in relation to buildings and the internal and/or adjacent street network. Exhibit 5 illustrates some of the considerations made during site layout that would influence sustainable transportation. 8

11 Exhibit 4: Example Site Design Site Organization Building parallel to the street and at a consistent set back provides a well-defined public edge. Street front uses animate the pubic sidewalk. Ancillary uses located closest to potential users. Highest density uses located close to intersections. Building entrances are close to street and transit stops in order to animate the street. Mixed-use development provides a transition from commercial to residential. Nearby residential uses allow people to live near work. Minimizing parking supply provides opportunities for other uses such as parks. Surface parking located to the rear of site, away from pedestrian activity. 9

12 Exhibit 5: Example Site Design Site Layout Pedestrian crossings, including mid-block crossings are well defined Pedestrian connections are possible through the site Number of driveways and mid-block access/egress is minimized. Transit stops are provided close to main generators and key pedestrian routes. Loading areas are underground in order to minimize visual impact and maximize safety. Where loading is above ground, access does not interfere with pedestrians and cyclists. Short-term bike parking is located in visible areas and protected from elements. On-street parking is factored into supply, provides a buffer for pedestrians. Parking lots are developed in modules and pedestrian routes are protected. Preferred carpool/vanpool parking is provided closest to destinations. 10

13 Site Infrastructure Site Infrastructure is typically designed in greater detail once the general layout of buildings, parking, access and internal roads has been established. The design of site infrastructure, which includes decisions on road and sidewalk widths, materials and treatments, has can influence the pedestrian-friendliness of a site. Exhibit 6 illustrates some of the features of site infrastructure that could encourage or enhance the use sustainable transportation modes. Site Amenities Site amenities are generally considered later in the site design process, but are no less important for sustainable modes than other site design aspects. The most important things is that amenities for pedestrians, cyclists and transit riders be considered as part of the initial site design, rather than after a project is completed. Factors such as landscaping, bicycle parking and bicycle changing facilities can make the difference between a person choosing to walk, cycle or ride transit and taking their vehicle. While some of these features may involve extra upfront costs, the long term financial benefits can be covered by improved employee satisfaction, increases site value and reduced need for auto facilities. Exhibit 7 illustrates types of site amenities that could encourage or enhance the use sustainable transportation modes. CONCLUSION Promoting Sustainable Transportation Through Site Design provides professionals involved in the preparation and review of site plans with design practices and processes that help to facilitate and promote the use of more sustainable transportation modes, such as walking, cycling and transit. The Guide promotes effective site design as a means to enhance the attractiveness, convenience and safety of walking, cycling and transit travel. It reflects the conviction that sites designed with sustainable transportation in mind can significantly encourage the use of walking, cycling and transit. 11

14 Exhibit 6: Example Site Design Site Infrastructure Local roads are as compact as possible in order to reduce speeding. Pedestrian crossings are well defined. Local transit stops are close to main entrances and link to pedestrian facilities. A m boulevard provides protection for pedestrian and storage space for snow storage. Bike routes should extend into the site and connect with nearby facilities. On-street facilities can provide access to the site. Sidewalks are provided on all streets and internal roads and include curb-cut ramps. 12

15 Exhibit 7: Example Site Design Site Amenities Tree planting provides shade but does not obscure sight lines or create security concerns. Longer-term bike parking is placed inside buildings, in underground parking areas or next to reception areas, in a locked room. Short-term bicycle parking should be visible and weather protected. Strategic placement of benches allows for rest stops and gathering points. 13

16 PROMPT LIST The following list is a convenient reminder for site designers and reviewers of the key site design considerations for promoting sustainable transportation. It is not a substitute for the guidelines themselves, to which users should refer for more specific information. ISSUE/FACTOR Land-use Planning and Urban Form Considerations COMMENTS Development is compact and orients major uses to transit streets; densities are sufficient to support transit. Proposed use adds to mix of land-uses in area and does not result in large tracts of similar uses Project is located within designated urban boundary Proposed land-use and density is compatible with planned uses, particularly if located in a designated node or corridor. Adjacent street network provides for connectivity of transit, cycling and pedestrian routes. Safety and Security Considerations Overall site design attempts to minimize conflict points between vehicles, pedestrians and cyclists. Sight distances have been considered in overall site design and conform to local standards. Consideration has been given to personal security for pedestrians, cyclists and transit riders and carpool patrons. Land-use and Site Planning Highest density land-uses are located closest to activity nodes such as transit stops and intersections. Proposed use provides or adds to mix of land-uses in surrounding area. Proposed use is compatible with adjacent land-uses and with long term land-use plans for area. 1

17 ISSUE/FACTOR Building Placement COMMENTS Buildings are located close to the street yet set back far enough to allow for pedestrian activities along street frontage. Where appropriate, retail, restaurants and other pedestrian oriented uses animate the street frontage. Building Entrances Building entrances are located close to the street, with direct pedestrian access. Vehicle paths do not cross major building entrance points. Internal Transportation Network Configuration Roads and paths match up with surrounding networks and ensure direct connections through out the site for cyclists and pedestrians. Block lengths are limited and mid-block crosswalks are provided where appropriate. Traffic-calming principles are applied, where appropriate (proper site design should avoid the need to apply extensive traffic calming). Appropriate measures have been taken to ensure easy progress of transit vehicles through the site, if desired by transit operator. Pedestrian and Cyclist Routes Safe, continuous and clearly defined routes for pedestrians and cyclists are provided along desire lines. Weather protection and amenities such as trees are provided. Intersections are designed to provide safe pedestrian crossing. 2

18 ISSUE/FACTOR Transit Facilities COMMENTS Walking distances to stops do not exceed 400 meters, and pathways to stops are safe and direct. Site Grading Terrain along pathways is kept reasonably level, and ramps are also provided wherever stairs are necessary. Slopes along pathways are designed to avoid the ponding of slush and water. Vehicle Parking Layout Off-street parking is located away from the street, preferably behind buildings or underground. Vehicle access is separate from pedestrian access, and access and egress controls are designed so vehicles do not block pedestrian ways. Parking lots are kept small and designed to prevent speeding Pedestrians have protected walkways through the lots. Vehicle Parking Supply and Placement Parking supply does not exceed the minimum standard, on-street parking is factored in to parking supply. Preferential Parking Preferential parking is provided for sustainable modes in the most convenient area of the lot. Bicycle Parking Safe and sheltered bicycle parking is provided at each entrance for short term users. Weather protected bicycle parking for longer term users is provided in a secure area. Storage for gear is provided. 3

19 ISSUE/FACTOR COMMENTS Passenger Pick-up and Drop-off Areas Passenger pick-up and drop-off areas are located to the side or rear of buildings, downstream from the entrance, but no more than 30m away from it. Loading Areas Loading areas are located off the street, and are screened from public view. Loading area access is designed so that pedestrian, cyclist, and transit routes are never severed. Internal Roads Appropriate traffic signals and compact geometry of intersections control speeds and allow for safe passage of cyclists. Roads are designed to cross at right angles. Sight lines are respected. Lanes are designed to accommodate motor vehicles and cyclists, and remind respective users of the other networks on the site. Facilities for cyclists and sustainable modes are provided and continued across the site. Pedestrian Facilities Sidewalks are provided along all roads, and follow pedestrian desire lines on-site. Properly signed crossings are provided wherever a path or sidewalk crosses a road. Physical treatment of the pathway warn pedestrians of upcoming crossings. Accessible signals and special road detailing allow the safe progression of the visually impaired. Pathways are clearly defined, delineated, and are of a sufficient unobstructed width. Appropriate amenities such and lighting and weather protection are provided and safety along the path is addressed. 4

20 ISSUE/FACTOR Transit Facilities COMMENTS On-site or adjacent transit stops are located close to the main entrances of activity generators. Stops and waiting areas are properly illuminated, visible from a distance, and have warranted amenities such as shelters and benches. Guide Signing Appropriate signage and physical features allow users of all networks to determine their location, identify their destination and progress towards it. Waiting Areas and Transit Shelters Shelters and rest areas are provided at transit stops and locations where there is a high number of users, the elderly or the disabled. Shelters and rest areas are identifiable, accessible, placed appropriately, and are comfortable. Bicycle Racks and Storage Racks are situated to accommodate users and encourage use. Showers, Change Rooms and Lockers Where appropriate, facilities are provided or made accessible to facilitate active transportation, and storage of related equipment. Street Furniture and Landscaping (3.6.4) Amenities are provided to create a comfortable and appealing environment, pre-empting litter and responding to user needs. Landscaping does not compromise user security. 5

21 REFERENCES AASHTO American Association of State Highway and Transportation Officials (1999) Guide for the Development of Bicycle Facilities, 3 rd Edition American Planning Association (2002) Context Sensitive Signage Design APBP - Association of Pedestrian and Bicycle Professionals (2003) Bicycle Parking Guidelines. Blais P. (1995) The Economics of Urban Form Appendix E of Greater Toronto, Greater Toronto Area Task Force. Burchell R.W., N.A. Shad, D. Listokin, H. Phillips, A. Downs, S. Seskin, J.S. Davis, T. Moore, D. Helton and M. Gall (2002). Transit Cooperative Research Program Report 74 Costs of Sprawl Washington DC: National Academy Press. Calthorpe, Peter (1993) The Next American Metropolis: Ecology, Community & the American Dream. Princeton Architectural Press. Canadian Institute of Planners - CIP (1990) Community Cycling Manual A Planning and Design Guide Centre for Sustainable Transportation (2002) Definition and Vision of Sustainable Transportation Chittenden County Regional Planning Commission (March 2002) Transit Oriented Design (TOD) For Chittenden County. City of Calgary (2003) Bicycle Parking Handbook: A Developers Guide. City of Spokane (August 2002) Initial Design Standards and Guidelines for Centers and Corridors. Guidelines pdf Chicago Transit Authority (1996) Guidelines for Transit-Supportive Development. City of Toronto (1997) Urban Design Handbook Crime Prevention Through Environmental Design Association: CUTA Canadian Urban Transit Association (November 2000) Enhancing the Image and Visibility of Transit in Canada. Environics International on behalf of Go for Green in Ottawa (1998) National Survey on Active Transportation Summary Report, Federal Highway Administration - FWHA, USDOT (1992) Case Study No. 1 Reasons Why Bicycling and Walking are Not Being Used More Extensively as Travel Modes. 1

22 IBI Group (May 1999), Transit Supportive Development Guidelines: A Handbook for CenterLine, prepared for the Orange County Transportation Authority. Institute of Transportation Engineers (2001) Alternative Treatments for At-Grade Pedestrian Crossings Institute of Transportation Engineers (2003) Neighborhood Street Design Guidelines: An ITE Proposed Recommended Practice, 2nd Edition. Institute of Transportation Engineers (2002) Transportation and Land Development, 2nd Edition. Institute of Transportation Engineers (2010) Designing Walkable Urban Thoroughfares: A Context Sensitive Approach: An ITE Recommended Practice Institute of Transportation Engineers Smart Growth Transportation Guidelines, Proposed Recommended Practice, (February, 2003) Institute of Transportation Engineers, Traffic Engineering Council (March 1998) Design and Safety of Pedestrian Facilities, A Recommended Practice of the Institute of Transportation Engineers. Institute of Transportation Engineers (1987) Parking Generation, 2 nd Edition Institute of Transportation Engineers (2010) Promoting Sustainable Transportation Through Site Design: A Recommended Practice of the Institute of Transportation Engineers. Litman, T., (2004) ITE Parking Management Report, prepared for the ITE Parking Council and Planners Press Ministry of Transportation and Ministry of Municipal Affairs and Housing. (April 1992) Transit-Supportive Land-use Planning Guidelines. National Centre for Bicycling and Walking, Bicycle Facilities Reference Guide, on-line guide (2003) NRC-CNRC, National Building Code of Canada. TAC - Transportation Association of Canada (1999) Geometric Design Guidelines for Canadian Roads. TAC/ITE (December 1998) The Canadian Guide to Neighbourhood Traffic Calming. Ottawa: Transport Association of Canada. TAC - Transportation Association of Canada (1998) Bikeway Traffic Control Guidelines for Canada The Access Board, ADA Accessibility Guidelines for Buildings and Facilities (ADAAG, September 2002, 2

23 Transport Canada (2002) Commuter Options: The Complete Guide for Canadian Employers. Ottawa: Transport Canada Transportation Research Board (2003), Access Management Manual Transportation Research Board (1996) Driveway and Street Intersection Spacing, Transportation Research Circular #456, March 1996 Transportation Research Board (1998), The Cost of Sprawl Revisited, Transit Cooperative Research Program, Report 39, Washington, D.C. Transportation Research Board (2001) Transit Capacity and Quality of Service Manual, 2 nd Ed. TRI-MET Tri-County Metropolitan Transportation District of Oregon (1995) Planning and Design for Transit Handbook: Guidelines for Implementing Transit Supportive Development. Portland: Tri-County Metropolitan Transportation District of Oregon. Vermont Chapter of the American Society of Landscape Architects. Sustainable Landscape Design. Victoria Transport Policy Institute (2003) TDM Encyclopedia, Bicycle Parking Washington State Department of Transportation, Puget Sound Regional Council, County Road Administration Board, Association of Washington Cities (September 1997) Pedestrian Facilities Guidebook: Incorporating Pedestrians into Washington s Transportation System. 3

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25 Instructor Biographies Brian Hollingworth, P.Eng., is an Director with IBI Group in Toronto, Canada. Brian has been with IBI Group for 15 years where he has carried out a wide variety of studies in transportation planning, site development and sustainable urban transportation. Brian was the Project Manager for a study that lead to the development of an ITE Recommended Practice entitled Promoting Sustainable Transportation Through Site Design, a project undertaken on behalf of the Canadian Institute of Transportation Engineers. This publication has been widely distributed across Canada and the US and is used as a reference for transportation engineers and others involved in site design and development. In 2005, the project was recognized by the Transportation Association of Canada and received the Sustainable Transportation Award. Prior to working with IBI Group, Brian completed a Master of Applied Science at the University of Toronto and Bachelor of Engineering at Ryerson University. Brian is a past-president of the Toronto Section of the Institute of Transportation Engineers and is Past Chair of TAC s Sustainable Transportation Standing Committee. Russell Brownlee, B.Sc., M.A. Sc., FITE, P.Eng. is a Transportation Safety Engineer with Giffin Koerth Forensic Engineering and brings over 15 years of public and private sector experience in the areas of road user safety, transportation engineering and transportation planning. He received his Masters Degree in Civil Engineering from the University of Manitoba. Russell is a recognized expert in undertaking in-service safety reviews of transportation facilities. He was involved in the development of the ITE s Recommended Practice: Promoting Sustainable Transportation Through Site Design and ITE s RP on Transportation Impact Analysis for Site Development. Russell is an active member of the Institute of Transportation Engineers (ITE). He has been a member of the Traffic Engineering Council Executive Committee for a number of years and is Chair of the Transportation Safety Council Executive Committee. He is the Canadian District Director and was recently appointed as the Vice-Chair of the Expert Witness Council. Russell represented the Transportation Safety Council at an ITE workshop in Anaheim, California, which was solely directed at accommodating pedestrians and bicycles at interchange facilities. In addition, Russell held a half day Pedestrian Safety Review Workshop in San Antonio for the 2009 ITE Annual Conference. This latter effort included representatives from traffic engineering, enforcement, transit operations, accessibility, and AARP. 1