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Great streets not only move traffic, but also serve as public places supportive ofa variety of activities. Quality environments are created when right-of-way is appropriately allocated to accommodate all modes of travel and create comfortable and enjoyable public spaces.

Creating a safe and inviting pedestrian environment entails more than just providing sidewalks - it is important to recognize that people walk for different reasons in various types of places, and that a number of specific components influence the pedestrian-friendliness of an area.

Reasons People Walk

The five basic types of walking include:

Utilitarian Walking - People walk to destinations such as work, school or shopping areas. Most auto and transit trips include utilitarian walking to reach the final destination.

Rambling - People ramble as a recreational activity, typically for exercise or enjoyment. Rambling may include walking the dog, pushing a baby carriage, jogging, or walking briskly for exercise.

Strolling/Lingering - In certain settings, people stroll and linger. They may stand on the sidewalk and talk with others they meet, sit on a bench, or people-watch during an outing.

Promenade - People walk to be seen and interact with other members of the community (e.g. high school students who promenade in groups in shopping malls).

Special Events - People walk at farmer's markets, public concerts, parades, arts festivals and other community events.

Types of Pedestrian Environments

Walking environments can be divided into four basic categories based on pedestrian-friendliness:

Pedestrian Intolerant Environments - Walking is unsafe and unattractive in these environments, as shown in the image below, at left. Examples include freeway corridors, certain industrial or extraction land uses, landfills, and majorthoroughfares lacking continuous sidewalks. A major characteristic of pedestrian intolerant environments is that they lack pedestrians, either due to a lack of pedestrian accommodations and/or dominance by auto traffic and auto-oriented land uses.

Pedestrian Tolerant Environments - These environments provide pedestrian facilities, but at a minimal level of accommodation, as shown in the image below, at right. Walking is technically safe (there are continuous sidewalks and reasonably safe street crossings), but land use patterns generate very little walking activity. Arterial street corridors, remote or rural thoroughfares, and certain light industrial or warehousing areas will attract limited amounts of utilitarian walking, and will not appeal to recreational walkers or strollers.

Credit: CAI

Credit: CAI

Pedestrian Supportive Environments - These are well-designed residential areas, commercial and employment centers, parks, and recreational areas, as shown in the image below, at left. Sidewalks are continuous and buffered from streets, and wide enough for passing or walking side by side. Land uses are dense enough to attract utilitarian walking trips or recreational walkers and joggers. Streets are abutted by buildings, not parking lots, and adequate street crossings are provided.

Pedestrian Places - These districts have mixed land uses, moderate to high densities, good transit service, and extensive pedestrian amenities, as shown in the image below, at right. People will walk for utilitarian and recreational purposes. Pedestrian Places feature people of all ages moving between multiple activities. Typically, at least three unique, highly identifiable areas such as outdoor seating, a water feature, public art, or pedestrian-oriented shopping will be located in close proximity.

Credit: CAI

Credit: CAI

Components of the Pedestrian Environment

The majority of pedestrian environments are mostly contained bythoroughfare right-of-way. Although pathways through parks and open space and short mid-block connections in downtown neighborhoods function as pedestrian environments, the principal infrastructure for walking will always be the street system.

The roadway corridor, pedestrian realm, and adjacent land uses are crucial elements in the design of pedestrian environments in all place types.

1. The Roadway Corridor Creating good pedestrian environments requires careful attention to the design of thoroughfares, the allocation of space within street rights-of-way, the spacing, length and treatment of street crossings, and intersection signal timing. In general, higher adjacent traffic volumes moving at faster speeds on wider thoroughfares create less pedestrian-friendly conditions.

2. The Pedestrian Realm Also referred to as the roadside zone, this area includes both the sidewalk and the buffer zones on either side that separate the walkway from motor vehicle traffic and link the walkway to adjacent properties. Greater separation from the street is generally provided where higher vehicular travel speeds are present, and additional walkway width in areas with more pedestrian traffic.

3. Adjacent Land Use Sidewalks alone do not create a pedestrian destination. A combination of residential, lodging, retail, restaurant, civic,or employment uses must be present within a contiguous area to draw a significant pedestrian presence. Attractive pedestrian environments include buildings with numerous doors and windows framing the street, a fine-grained street grid, and parking located on-street or internal to the block.

Credit: Charlier Associates

Components of the Pedestrian Realm

The two most obvious characteristics of sidewalks are: how wide they are and how that width is used. However, there are many other important characteristics, including shade, separation from the street, urban scale and so forth. The graphic image at rightshows the principal parts of urban sidewalks (the pedestrian realm). Good sidewalks are as much about the orderly arrangement of these parts as they are about width.

1. Planting Strip/Furnishings Zone. This is the area between the edge of the sidewalk (usually a curb) and the walkway. In most of the place types – Downtown Main Street, Mixed Use District, Small Town Downtown, and Neighborhood Shops – this area is called the “furnishings strip” and should be paved. This is the proper place for above-ground utilities – light poles, fire hydrants, signal control boxes, parking meters, etc. – and for various amenities – benches, newspaper boxes, street trees (in tree wells), bicycle parking, etc.

   In single-family detached and other types of low density Residential Neighborhoods, this zone should be designed as a “planting strip” or “parkway” and should be landscaped with ground cover vegetation and street trees. In higher density Residential Neighborhoods with multi-family housing and in the Office Employment Area, Civic/Educational Corridor and Commercial Service Corridor place types, the choice of whether to provide an urban sidewalk with a paved furnishings zone or a suburban sidewalk with an unpaved planting strip should be based on the ground level land use and other considerations such as overall density.

   This zone of the pedestrian realm performs a number of key functions. Obviously, it provides space for furnishings, above-ground utilities and street trees. However, it also provides space for snow storage in the winter (so that plows don’t cover sidewalks when they are clearing streets). It separates the pedestrian walkway from moving traffic in the street, increasing pedestrian comfort and safety. Finally, it allows the walkways to be lined up with appropriately placed curb ramps and crosswalks at intersections.

2. Walkway. This is the primary area allocated to walking. Pedestrians can be in the furnishings zone and in the setback area, but most linear walking will occur in the walkway part of the sidewalk. This area should be paved in all of the place types. Recognizing that walking, especially strolling and lingering, is a social activity, the clear zone will vary in width depending on place type and intended levels of pedestrian use. This zone is typically included as part of the street right-of-way, but is may be located on public right-of-way, adjacent private property, or a combination of both to provide the necessary width for an unobstructed walkway in urban areas.

3. Frontage Zone. Also known as the setback zone/adjacent land use, most pedestrians do not feel comfortable walking immediately adjacent to a building, wall, or fence. Instead, they tend to keep some "shy distance" away from the adjacent vertical structure. This space is called the building frontage zone, and accommodates protruding architectural elements, stoops, opening doors, vegetative planters, sidewalk displays, window shopping activities, etc.

   The frontage zone is typically located on private property, but may extend into the street right-of-way. Many cities regulate how far from this line buildings should be placed (set back). In traditional suburban style ordinances, large setbacks are required and often this area is required to be landscaped. That approach can be appropriate in the Residential Neighborhood, Office Employment Area, Civic/Educational Corridor and Commercial Service Corridor place types, although that will tend to “lock in” a degree of suburban character that can be difficult to “urbanize” later.

   In the Downtown Main Street, Mixed Use District, Small Town Downtown, and Neighborhood Shops place types, most modern ordinances require a “build-to” line rather than a traditional setback zone. In these places types, this area should be paved and should serve functionally to extend the practical width of the sidewalk and also as an area suitable for sidewalk seating at restaurants. In some cases, placement of small amenities and furnishings in this area can also be appropriate.

Width and Space Allocation

The proper amount of street space to be allocated to the pedestrian realm varies depending on a number of factors, including the place type, the overall width of the street, the urban scale, and other local characteristics such as climate, drainage system type, and existing building placement.

1. Planting Strip/Furnishings Zone. This area should generally be between five feet and eight feet in width. Considerations in determining desirable width of the planting strip/furnishings zone include:

   • There should be enough space to provide for natural irrigation of street trees and accommodation of tree root balls.
   • This zone should not be inappropriately wide relative to the overall width of the pedestrian realm. Generally, it should not be wider than the walkway zone. In areas where existing conditions force a narrow pedestrian realm, the furnishings zone may have to be proportionately narrower, but should not be less than three feet in width.
   • In suburban and low density corridors (the Residential Neighborhood, Office Employment Area, Civic/Educational Corridor and Commercial Service Corridor place types) this zone should be landscaped.
   • Credit: Charlier Associates Narrow sidewalks attached to the curb should be avoided in all place types.

2. Walkway. The width of this area should vary with the place type. Walkways can be too narrow, obviously, but can also be too wide. Recommended widths by place type are shown in the table below. Note widths shown are the sum of two walkways – one on each side of the street

3. Frontage Zone. Also known as the Setback Zone and/or Adjacent Land Use, this area should generally be kept narrow on streets where adequate width has been achieved for the furnishings “zone/planting strip” and the “walkway.”

   

   Credit: Charlier Associates

   However, where the public right of way width is too narrow to allow adequate sidewalks, the difference can and should be made up in the setback zone. In such cases, the setback zone can be used to provide a wider walkway. Considerations in determining desirable width of the setback zone are shown in the table below.

Examples. Many urban sidewalks suffer as much from inappropriate placement of objects and inappropriate allocation of space as they do from inadequate width.

The photo below, at left(from the St. Louis region), shows an instance where an inadequate sidewalk is compounded by the inappropriate placement of utilities and careless handling of grade. In all of the more urban place types (Downtown Main Street, Mixed Use District, Small Town Downtown, and Neighborhood Shops) the ground floor of adjacent buildings should match grade with the sidewalk.

The photo below, at right(from Oahu), shows what happens when cities impose suburban standards in urban settings. The planting area between the sidewalk and the building was required by the City of Honolulu because the right of way line ends at the edge of the small green lawn and the buildings have been set back according to minimum setback requirements.

Honolulu ordinances require this setback area to be landscaped, not paved. As a result, the businesses along this street in Kailua (Small Town Downtown), which include an ice cream shop, a restaurant and small retailers, are denied use of the setback area for sidewalk seating and the walkway width is inadequate for this place type.

Credit: CH2M HILL

Credit: Charlier Associates

The examples below show two streets with well-designed pedestrian realms. The photo on the leftis East Pearl in Boulder (a Downtown Main Street). The sidewalk is not overly generous in width but is adequate and the space is well allocated between the three zones of the pedestrian realm. The right of way line where the setback zone begins is discernible by the pavement joint about 18” from the building fronts.

The photo on the right is from Main Street in Longmont (Downtown Main Street). Here the sidewalk width is just right for the street. Furnishings are well-placed. Again, the edge of the public right of way is discernible by the change in paving type.

Credit: Charlier Associates

Credit: Charlier Associates

Specific Recommendations for Residential Neighborhoods

Residential neighborhoods can vary from low-density, single-use suburban developments to high-density, mixed-use urban neighborhoods. All residential place types should be designed to at least Pedestrian Tolerant standards. Ideally, residential areas should be designed as Pedestrian Supportive Environments. To accomplish this goal, residential neighborhoods should strive to meet the following criteria:

Roadway Corridors shall be designed to carry low to moderate traffic volumes (<15,000 ADT) at slower travel speeds (25-30 mph). On-street parking is provided on one or both sides of the street. Bicycle lanes on residential collector streets further separate pedestrians from vehicular traffic.

• Crosswalks should be marked and signed on busier streets, along safe routes to school, and at all multi-use path crossings. Paired curb ramps, aligning directly with the crosswalk, are provided.
• Block lengths should be 528' feet or less, or mid-block pedestrian access-ways should be provided to shorten walking distances and enhance connectivity.

The Pedestrian Realm shall include planting strips and continuous sidewalks.

• A grassy Planting Strip at least 5' in width shall separate the sidewalk from the street, ideally planted with street trees. Wider planting strips are desired along streets with faster traffic.
• Sidewalks at least 5' wide must be provided on both sides of arterial streets, and at least one side of local streets. Wider walkways may be desired in dense neighborhoods.
• Pedestrian amenities include benches and/or shelters provided at transit stops.

Adjacent Land Uses are typically single-use residential, although a mix of housing types and sizes should be encouraged.

• Buildings shall face the street, be placed at minimum setbacks or build-to lines, range from 1-3 stories high, and create residential street height to width ratios ranging from 1:10 to 1:4.
• Architectural Designs that include front porches, side- or rear-entry garages, and varied building facades will create a more interesting walking environment and encourage social interaction among neighborhood residents.

On-Street Parking should be encouraged on all residential streets. Alley-access garages will help create Pedestrian Supportive environments. Front-loaded garages shall be set back from the sidewalk at least 20' to allow residents to park in driveways without blocking the sidewalk.

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Planning for bicycles requires not only a knowledge base of facilities but also an understanding of bicyclists and how they use the transportation network. Bicyclists can generally be divided into two or three categories based on skill, experience, and age:

• Group A: Advanced - Experienced riders who are comfortable operating a bicycle under most traffic conditions. This group includes bicycle commuters, bike club riders, and other cyclists who follow the rules of the road and ride on roadways with no special accommodations for bicyclists. In most communities, Group A comprises a small segment of the population, but logs the majority of bicycle miles ridden.
• Group B: Basic - Casual or new adult and teenage riders who are less confident of their ability to operate in traffic without special provisions for bicycles. Some riders in this group will develop greater skills and progress to the advanced level, but nationally there will always be millions of basic bicyclists who prefer to have a clear separation between bicycles and motor vehicles.
• Group C: Children - Pre-teen cyclists who typically ride close to home under close parental supervision. Because basic riders and children may have similar needs, these groups are often combined as Group B/C.

Bicycle planning generally promotes a "design cyclist" concept that recognizes and accommodates the needs of both Group A and Group B/C bicyclists.

Group A cyclists are best served by making every street bicycle-friendly by removing hazards and maintaining smooth pavement surfaces. Group B/C riders are best served in when designated bicycle facilities, such as signed and striped bicycle lanes and off-road trails following waterways and other linear open space corridors, are provided in key travel corridors.

While sidewalks may be the best choice for the youngest riders, they are typically not included in bicycle planning as bicycle facilities. It is important to recognize that sidewalks are pedestrian spaces, and their presence is not meant to substitute for or preclude bicyclist use of the roadway.

Ideally, every place type should be accessible for all bicyclists, regardless of skill or comfort level. However, throughout the St. Louis region, existing development patterns have created places with varying levels of bicycle-friendliness - both in terms of the distance between destinations and the types of physical infrastructure provided.

Certain places, such as downtown areas and school sites, which serve as major community activity centers should be designed to accommodate and encourage bicycle access by the broader cross-section of the community represented in the B/C bicycling group.

Bicycle Planning for Residential Neighborhoods:

Most residential areas are designed to minimize through traffic, and have streets intended to move vehicles at slow speeds. Schools are typically a major neighborhood destination and are served by residents living within easy bicycling distance.

Therefore, these place types should be designed with abundant bicycling opportunities. The edges of individual neighborhoods are critical locations for bicycle facilities, as they offer connectivity and access across perimeter roadways, into adjacent neighborhoods, and to nearby community destinations.

Plan for shared roadways within neighborhoods. Shared roadways are the most common bicycle facility found on residential streets. Because traffic volumes and speeds are typically low in residential areas, both Group A and Group B/C bicyclists can comfortably share street space with vehicles without the need for bicycle lanes and parallel paths.

• Signed shared roadways (bicycle routes) may be used selectively within a neighborhood where it is desirable to designate a preferred route that may not be readily apparent. Bike route signs should be used in conjunction with supplemental destination plates and directional arrows.
• Traffic calming measures that may be considered to reduce vehicular speed or volume will often benefits bicyclists as well. Certain measures, namely speed tables and curb extensions, need to be planned and designed with bicycle traffic in mind so they do not become barriers to bicycle travel on an otherwise great bicycling street.
• In some locations, a network of bicycle-friendly residential streets may be created parallel to major arterials. These shared roadways or bicycle boulevards are provided to encourage cyclists to leave more dangerous arterials for lower-speed, lower-volume side streets. Amenities include unique pavement markings, route identification signs, and signs providing bicycle-scale destinations and distances, as shown in the images below. However, it is important to plan how users of a bicycle boulevard network on local streets can safely cross intersecting arterial streets.

Credit: Berkeley Transportation

Credit: Berkeley Transportation

Use bicycle lanes to connect neighborhoods to surrounding areas. Bicycle lanes should be considered on residential connector streets (often called collectors) that offer connectivity from the neighborhood to surrounding areas, with moderate traffic volumes and moderate vehicular travel speeds. Bicycle lanes in residential settings should be placed between on-street parking and the through travel lane. The minimum space required for a bike lane plus parking is 11 feet where curb and gutter is not present, or 12 feet when adjacent to a curb face.

Use bicycle lanes to connect neighborhoods to surrounding areas. Bicycle lanes should be considered on residential connector streets (often called collectors) that offer connectivity from the neighborhood to surrounding areas, with moderate traffic volumes and moderate vehicular travel speeds. Bicycle lanes in residential settings should be placed between on-street parking and the through travel lane. The minimum space required for a bike lane plus parking is 11 feet where curb and gutter is not present, or 12 feet when adjacent to a curb face.

Collector streets usually have some form of intersection control where they meet with arterial streets. When bicycle-friendly traffic signals and bike lane continuity are provided, controlled intersections allow cyclists to more easily cross arterials.

Credit: Charlier Associates

Consider multi-use paths. Multi-use paths for bicycling, walking and other recreational activitiesare often a desired facility within residential neighborhoods, particularly for Group B/C cyclists in suburban areas. Multi-use paths are best suited to linear parks and other open space corridors separated from traffic conflicts.

Sidewalks are not bicycle facilities. It is important to remember thatsidewalksare not bicycle facilities, and should never be signed as such, even though many young children are taught by their parents to ride on sidewalks instead of in the street.

Read more: Bicycles