July Quarterly Update

This time of year, it’s common in the COMPASS office to hear, “It’s already July! Where has the time gone?” And truly, I’m shocked that it’s already time for another quarterly update. Since April, COMPASS has been abuzz with activity – our staff doing the leg work to prepare for projects coming down the pipeline. And while, sometimes, that prep work may seem to go unnoticed in the day-to-day, we’ve certainly seen the pay-off over the past few months.

Last Three Months

One particular project that COMPASS staff have eagerly awaited is the newly-purchased data bike. This electric cargo bike will be used to collect pavement roughness and surface condition data. The bike will be equipped with technology such as a phone-based accelerometer, 360-degree video camera, and GPS system to tie the information together with location for pathway maintenance and planning.

In addition to the data bike, we’ve started a few more exciting projects since April. A contract for the Rails with Trails Development Cost Study was finalized and work on this study has begun. To start, COMPASS hosted a Rails with Trails Study kickoff meeting with Rails with Trails Workgroup in May.

Finally, in my last update, I mentioned that COMPASS was in the process of preparing for the next regional long-range transportation plan. The COMPASS Board of Directors approved the scope of work for the next regional long-range transportation plan, Communities in Motion 2050, in June. Work on Communities in Motion 2050 will begin immediately, with a target date for plan completion in December 2022.

So what does this all mean moving forward?

Next Three Months

In the upcoming months, COMPASS will begin work on Communities in Motion 2050, including soliciting public input into trends and preferences that may affect how people live, work, play, and travel in the Treasure Valley by the year 2050. This input will help shape many of the assumptions that provide the foundation for Communities in Motion 2050.

At the same time, the FY2020 Resource Development Plan will be finalized and submitted to the COMPASS Board of Directors for approval in August. This annual plan guides COMPASS staff in seeking funding for projects that implement the current long-range plan, Communities in Motion 2040 2.0.

Additional areas of focus will include finalizing the Rails with Trails study, creating a work plan for the 2050 Treasure Valley Bikeway and Pathway Plan, and starting work on the 2050 growth forecast.

Lastly, COMPASS will host Education Series speakers on distracted driving and pilot programs. This will help lay the foundation for discussions on safety and incorporating new and changing technologies and ideas into Communities in Motion 2050.

As you can see, much of our efforts this year are focused on creating a strong foundation for our next long-range plan. The ensuing months will be nothing short of exciting here at COMPASS and I look forward to sharing the next update with all of you.

Redefining Completeness

If you spend any time with transportation planners, you will hear the term “complete street” bantered about, but what does it really mean?

Broadly, it means that a street is designed for all users – it is safe, comfortable, and convenient for people who are driving, walking, biking, using public transportation, or operating a freight truck.

Taking this to the extreme, does that mean to be “complete,” we want sidewalks on the interstate or 18-wheelers rumbling past your house? Perhaps not. I’d venture to say that walking along the interstate or trying to maneuver a semi in a residential neighborhood would likely not be safe, comfortable, or convenient for anyone involved.

Over the next year, COMPASS will be updating its Complete Streets policy – originally developed in 2009. As part of that update, we’ll be redefining what we mean by “complete streets” by shifting from looking at individual complete “streets” to focusing on a complete transportation “network.”

A network approach takes a larger perspective than a single road and considers the land uses and the parallel roads in the network. Can a parallel road provide a better experience for a bicyclist or pedestrian? What kinds of traffic will the surrounding uses attract?

For example, in a highly industrial area, the focus may be on designing streets with freight vehicles in mind – is there room for large trucks to back up, turn corners, and park? A block or two away, a parallel route may be designed as a bike boulevard. In a downtown area, we might design the streets to encourage walking, with wide sidewalks, benches, shade trees, and more. A different street may give buses a priority. That way, all users in an area have a road that meets their needs.

Similarly, do we need a sidewalk on every rural highway to be “complete”? Probably not. But, if there is a school along a highway, that changes the picture. Similarly, do rural roads need extra wide shoulders for cyclists? Some probably do; some probably don’t. Some may need to go a step further and include separated bike paths.

The bottom line is that “complete” can look different in different places with different users and needs. We can provide safer, more comfortable, and more convenient streets for all users by taking a “network” approach and redefining what it means to be “complete.”