Browsing by Author "Singer-Berk, Lila"
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Item A Gathering Within: An Attraction Beyond - The COR Development Engagement Plan(Resilient Communities Project (RCP), University of Minnesota, 2017) Cho, Joanne; Singer-Berk, Lila; Howard, Kurt; Powers, Denetrick; Steinhoff, Forrest; Mohamed, KowsarThis project was completed as part of the 2017-2018 Resilient Communities Project (rcp.umn.edu) partnership with the City of Ramsey. The COR, the city’s mixed-use, transit-oriented development along the Northstar Commuter Rail Corridor, was intended as a vibrant destination in the community, with a variety of uses of varying intensities within walking distance of each other. With less than half of The COR currently developed, Ramsey staff will soon be updating The COR development plan, and wanted assistance identifying appropriate strategies for including the public in the plan update processS. tudents in Dr. Dan Milz’s Planning and Participation Processes class reviewed the literature on public engagement around a planned development, researched case studies of engagement efforts around similar developments in other communities, and recommended key strategies for Ramsey to consider for engaging residents around development of The COR. The students’ final report and poster are available.Item Pedestrian Crossings and Safety on Four Anishinaabe Reservations in Minnesota(Minnesota Department of Transportation, 2020-11) Lindsey, Greg; Hourdos, John; Dirks, Peter; Duhn, Melissa; Qi, Yunlei; Singer-Berk, Lila; Petesch, MichaelThe Minnesota Department of Transportation (MnDOT) has identified Native American as one of six priority populations in the state that face disproportionate risks as pedestrians. This report summarizes results from observations of pedestrian crossing behaviors on four Anishinaabe reservations in northern Minnesota. The University of Minnesota Traffic Observatory (MTO) video-taped and classified pedestrian crossings at 10 intersections identified by Tribal transportation managers as high priority because of perceived risks. Across the intersections, pedestrian crossing volumes during daylight hours ranged from 3 per day to 136 per day. The percent of pedestrian crossings that involved interactions with vehicles ranged from 9% to 54%. Tribal transportation managers from the Bois Forte, Fond du Lac, Grand Portage, and Mille Lacs Bands, MnDOT, county engineers, and the investigators collaborated to identify countermeasures to address risks to pedestrians. Proposed countermeasures varied by intersection and included vegetation removal and line-of-sight improvements, new lighting, crosswalk improvements, Rectangular Rapid Flashing Beacons with advanced warning signs, ADA-compliant ramps, pedestrian education programs, realignment of intersections, and at one intersection a Pedestrian Hybrid Beacon. Prospects for implementation of countermeasures vary by intersection and reservation and are contingent on Tribal and transportation agency budgets, state and county plans for roadway improvements, and categorical grant programs such as Minnesota's Transportation Alternatives Program. Some countermeasures are being implemented, and MnDOT is extending the approach to additional reservations.Item Traffic Impacts of Bicycle Facilities(Minnesota Department of Transportation, 2017-06) Hourdos, John; Lehrke, Derek; Duhn, Melissa; Ermagun, Alireza; Singer-Berk, Lila; Lindsey, GregEngineers need information about interactions between vehicles and bicyclists to design efficient, safe transportation systems. This study involved a review of design guidelines for bicycle facilities, observation of bicycle-vehicle interactions at nine roadways with different types of bicycle facilities, analysis of results, and description of design implications. Facilities observed included buffered and striped bicycle lanes, sharrows, signed shared lanes, and shoulders of various widths. Driver behaviors were categorized as no change in trajectory, deviation within lane, encroachment into adjacent lane, completion of a passing maneuver, and queuing behind cyclists. Drivers on roadways with bicycle lanes were less likely to encroach into adjacent lanes, pass, or queue when interacting with cyclists than drivers on roadways with sharrows, signs designating shared lanes, or no bicycle facilities. Queueing behind cyclists, the most significant impact on vehicular traffic flows, generally was highest on roads with no facilities or shared facilities without marked lanes. Statistical modeling confirmed the descriptive results. Given an objective of increasing predictability of driver behavior, buffered or striped bicycle lanes offer advantages over other facilities. Sharrows may alert drivers to the presence of cyclists, but traffic impacts on roadways with sharrows may not differ significantly from roadways with no facilities. Signs indicating bicyclists may occupy lanes also may alert drivers to the presence of cyclists, but this study provided no evidence that interactions on roadways marked only with signs differ from roadways with no facilities. From the perspective of reducing potential traffic impacts, bicycle lanes are to be preferred over sharrows or signage.