Topeka staff outline 'complete streets' design, cite 2009 policy and 2019 guidelines

Deputy City Manager Braxton Copley presented the city’s Complete Streets framework to the governing body on April 8, describing the policy’s history, design guidelines and practical tools for making streets safer for pedestrians, bicyclists, transit riders and motorists.

Copley said the governing body initially adopted the Complete Streets concept by resolution in February 2009 and then in 2019 the region’s MPO adopted design guidelines developed with consultant TOOL. ‘‘The design guidelines are predicated on the basic principle that we want to promote safe access for all users and accommodate all ages and abilities,’’ Copley said, summarizing the policy’s goals.

Staff described an 11-type street typology that ties design elements to land use and corridor character — examples cited included a ‘‘mixed-use boulevard’’ near Washburn and a ‘‘main street’’ example on Kansas Avenue. The guidelines provide recommended elements for each typology, such as sidewalks, bike lanes, shared-use paths and bus accommodations.

Copley emphasized traffic-calming techniques and presented collision-risk statistics used in the policy: he said studies show a pedestrian or bicyclist struck by a vehicle at 20 mph faces an approximately 18% chance of fatality or serious injury; at 30 mph that probability rises to about 50%, and at 40 mph to about 77%. Copley said staff use ‘‘tools in the toolbox’’ such as vertical elements (speed tables, raised intersections) and horizontal features (curb extensions, chicanes, lane narrowing) to reduce speeds and conflict points.

The presentation included examples of recent projects where calming and design elements were used: a raised table at North Kansas and Gordon, a raised table on Twelfth Street near Blue Cross and Blue Shield, and the Huntoon project where lane reductions and other changes were made after a crash analysis. Copley said the Huntoon work reduced the number of conflict points by about 24% and informed lane configuration decisions.

Council members asked about specific neighborhood needs and whether speed bumps remain in use. Copley said conventional speed bumps are not used because they interfere with winter plowing; instead the city prefers situational solutions such as raised tables and horizontal calming in locations where maintenance and drainage permit. Several council members requested follow-up meetings with staff to review neighborhood-specific proposals and funding timing.

Copley closed by saying downtown street projects are largely on hold pending the completion of the Polk–Quincy viaduct project, and that staff will re-evaluate downtown traffic patterns after that work is finished.

Why it matters: Complete Streets design shapes future capital projects, affects lane allocation and pedestrian safety and frames requests for street-level funding and grant applications.