1635 Market Street, Suite 1600

Philadelphia, PA 19103
P 267.551.3447

Technical Memorandum
February 3, 2023 Project# 21093.007

To: Lily Reynolds, AICP, Director of Federal Infrastructure Strategy

City of Philadelphia
1401 JFK Boulevard, Suite 1430
Philadelphia, PA 19102

From: Alexandra Jahnle, PE, RSP1

CC: Laura Ahramjian, AICP, and Tara Hofferth, PE

RE: Philadelphia Traffic Calming and Safety Study Request Process – Program Recommendations

Introduction
The City of Philadelphia contracted Kittelson & Associates Inc. (Kittelson) to evaluate and propose
recommendations for improving the City’s Traffic Calming and Safety Study Request Program (the request
program). As part of this contract, Kittelson evaluated the existing program challenges; identified process
solutions through a review of comparable cities, best practices, and research; and developed program
recommendations which focus on system efficiencies, transparency to residents, and updated program
eligibility and prioritization to fit the urban context of the City of Philadelphia.

The goals of the project are to:

1. Improve the service experience for residents through transparency and inclusion.
2. Systematically prioritize locations for traffic calming based on traffic safety needs and equity criteria.
3. Improve the workflow and boost efficiency of Streets Department staff in evaluating requests.

This memorandum summarizes the recommendations for improving the request program developed under
Task 4: Recommendations. Kittelson used the conclusions from previous tasks and feedback from the staff
workshops, in particular staff workshop #3, to develop the recommendations. The existing request program
is detailed in the Task 2 memorandum, attached as Appendix A. The summary of the peer city and best
practices review is detailed in the Task 3 memorandum, attached as Appendix B.

Establish New Program Goals

The proposed recommendations are anchored by new program goals developed through the outreach
and information gathered during the project. Feedback was received from past applicants,
councilmembers, and City staff about what the request program must achieve to be successful. The new
request program goals are:

Boost Efficiency – Boost efficiency of staff and continuously improve the program workflow.

Be Transparent – Implement a fair, transparent, timely, citizen-driven traffic calming request

program.

Slow Traffic – Reduce speeding and crashes on as many eligible city streets as possible.

Serve Vulnerable Communities – Prioritize traffic safety improvements near pedestrian generators
and vulnerable communities.

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Focus Program on Asphalt Speed Cushion Installation

Aligning with the goal, Slow Traffic, Kittelson recommends changing the scope of the Traffic Calming and
Safety Study Request Program to focus on the installation of permanent, asphalt speed cushions rather
than temporary, rubber speed cushions or other traffic calming treatments. Speed cushions are proven to
effectively reduce speeds and crashes on neighborhood streets which aligns with new program goals.
Speed cushions are relatively quick to design and implement and affordable to install compared to other
traffic calming treatments. Temporary rubber speed cushions are labor-intensive to install and require a
second round of installation to put in the permanent asphalt solution. While there is value in having a
toolbox of traffic calming treatments to reduce speeds and improve safety throughout the city, the mission
of this program is to quickly implement effective solutions.

This program is one channel for the City to improve traffic safety through the installation of speed cushions.
When additional staff resources or funding becomes available, it should be complemented by other City
programs that can install other types of traffic calming and safety treatments.

Program Overview and Revised Program Process

The recommended changes to the Traffic Calming Request Program assume that both staffing and
funding resources will remain the same in the near term. The recommendations aim to maintain the Streets
Department current volume of speed cushion locations - 60 installations per year – consistent, while using
more efficient workflows to reduce the burden on staff time and improve the resident experience.

Kittelson recommends the revised Traffic Calming Request Program follow the steps and processes
summarized on page 3. Additional details of each proposed step are provided in subsequent sections of
this memorandum. These proposed changes align with all four of the new program goals to Boost
Efficiency, Be Transparent, Slow Traffic, and Serve Vulnerable Communities.

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Step 1: Eligibility Screening. A map on the City of Philadelphia

STEP 1
OpenMaps platform will display the eligible street blocks for the Traffic
Calming Request Program. Eligibility Screening

Eligible street blocks are:

Automatically determined &
• Not classified as a state roadway or City arterial (except narrow
communicated
neighborhood City arterials as defined by the DVRPC Arterial
Typology and Speed Management Framework).
• High volume pedestrian streets, walkable commercial corridors,
STEP 2
city neighborhood streets, local streets, and lower density
residential streets as defined by the Complete Street Types. Resident Request
• A length of 400 feet or greater between stop signs or signals.
• At least 34-feet wide if on a two-way street and at least 26-feet Request received
wide if on a one-way street. via Philly311
• Do not have uphill or downhill grades exceeding 15%.
• Do not have a curve with a centerline radius of 200 feet or less
or a curve with less than minimum safe stopping sight distance.
STEP 3
Step 2: Resident Request. Residents submit a request by selecting a Assign Preliminary Score
location through Philly311. After the request is made, an automated
message will inform residents whether a street block is eligible or not. Score assigned based on
Residents will also be able to call 311 through which an operator will equity, safety, and
communicate whether their block is eligible. The request form and community places
process will require residents to submit sufficient contact information with
their request.
STEP 4
Step 3: Assign Preliminary Score. Street blocks will be assigned a Staff Assessment
preliminary score based on equity, safety, and community places
criteria previously vetted through the neighborhood slow zones
High scoring request
program. The total score is calculated based on data in the following
locations assessed for
categories and summarized as follows:
physical feasibility

• Crash history [all injury crashes, 5 years] – 50 Points

• Equity [households with residents who are people under age 18
years old, over 60 years old, have incomes below poverty level,
STEP 5
or are BIPOC race/ethnicity] – 40 Points
Petition
• Community places [free library location, schools, city health
centers, PHA communities] – 10 Points
Required for all streets
Step 4: Staff Assessment of Top Scoring Requests. With the goal of which pass staff assessment
implementing the current volume of 60 speed cushions a year, three
times a year, 20-25 street block requests with the highest preliminary
scores will be assessed by Streets Department Staff in the field. The
STEP 6
purpose of the assessment is to verify the physical feasibility of installing
Design & Installation
a speed cushion (no utility, driveway, or alley conflicts, etc.) For any
street block where physical feasibility prohibits speed cushions, residents
Design and Installation of
will be contacted and advised how their concern could be
asphalt speed cushions
accommodated under a separate program. Requests not selected for
staff assessment will remain in the system through three Staff Assessment
rounds.

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Step 5: Petition. A petition is required for each eligible street which passes the staff assessment phase. A
petition (signatures from at least 60% of the residents; including renters/owners of apartment complexes)
will be required prior to the design of speed cushions. Streets Department will contact the individual
resident who submitted the request and the District Council Office and give them instructions for how to
complete a petition. It is the responsibility of the individual to complete the petition for the speed cushion
to be installed.

Step 6: Design and Installation. Asphalt speed cushions for approved locations will be designed and
implemented by Streets Department Staff. In the near-term, existing staff resources of the Streets
Department will be responsible for implementing speed cushions, which are the operations used today. If
additional staff resources are allocated in the future, such as creating a dedicated speed cushion crew,
then construction can increase.

Save Staff Time

Aligning with the goal, Boost Efficiency, the following recommendations are made to improve the program
workflow and boost the efficiency of staff:

Reduce data collection and streamline processes – As outlined in other recommendations, make the
following program adjustments to reduce the onus on Streets Department Staff:
• Streamline program eligibility screening using GIS (spatial data) to create a layer of all eligible
blocks in the City.
• Streamline request prioritization process using GIS (spatial data) to assign preliminary scores to all
eligible blocks.
• Eliminate manual speed data collection and speed study reports.
• Focus District Traffic Engineer time on field assessments and design of top scoring locations.
• Focus maintenance and construction time on implementation of permanent asphalt speed
cushions instead of temporary rubber speed cushions.

Establish an annual target and communicate the target – Staff should set the initial target at 45-60 speed
cushions installed per year. This target is consistent with the number of speed cushions currently installed per
year by the Streets Department under the current program. This target should be increased each year
according to available funding and staff resources. This target should be communicated on the program
website.

Scale the program based on resources – In the near-term, existing staff resources of the Streets Department
will install speed cushions. In the long-term, the Mayor and City Council could allocate new dedicated
speed cushion funding to create a separate group within the Streets Department that would focus on the
assessment, design, and construction of speed cushions. This would reduce the time demands on District
Traffic Engineers, allow for a timelier construction schedule, and allow for the construction of more speed
cushions.

Request Tracking
Aligning with the goals, Be Transparent and Boost Efficiency, the following recommendations are made to
streamline request tracking, minimize staff time reviewing requests, and implement a fair, transparent,
timely, citizen-driven traffic calming request program:

Receive all requests through 311 and communicate eligibility automatically – Residents will be directed to
make requests through a new category on the 311-platform entitled “Traffic Calming Request” which
requires residents to include sufficient contact information to submit their request. After a request is made,

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residents will receive an automated message communicating eligibility. For ineligible blocks, the message
will communicate that the block is not eligible for the program and the reason why (for example, the block
is a State Route) or a link to a list of reasons for ineligibility. For eligible blocks, the message will
communicate the block’s preliminary score and give the timeframe for the next selection of top scoring
blocks for staff assessment. The submission of a repeat request would send the requester an automatic
response “a request has already been submitted here.” In addition to the 311 platform, a web map on the
City of Philadelphia OpenMaps platform will also illustrate street blocks that are eligible for the traffic
calming request program.

Accept requests on a rolling basis and automatically assign a score – Resident requests will be received
continuously through the 311 platform. Requests for eligible blocks will automatically be assigned a
preliminary score based on the categories of safety, equity, and community places. The preliminary score
for each eligible block will be used by Streets Department staff to rank and prioritize requests.

Batch process for prioritization and implementation – Remaining consistent with the number of speed
cushions currently installed in the existing program, staff should set an initial target to install 60 speed
cushions per year. With this target of 60 speed cushions per year, every four months all eligible requests
received will be ranked using the preliminary scores (described on page 8). The top scoring 20-25 requests
will be selected for field assessments to verify the physical feasibility of installing a speed cushion (no utility,
driveway, or alley conflicts, etc.) For any street block where physical feasibility prohibits speed cushions, the
resident will be contacted and advised how their concern could be accommodated under a separate
program. Requests not selected for staff assessment will remain in the system through three Staff Assessment
rounds.

The method and platform for tracking requests internally – will be determined in the implementation phase
of this project. It is anticipated that Streets Department staff will also have access requests that are
ineligible for the program. This information could be used to identify the need for traffic calming treatments
in other City programs or projects.

Communicate and track request status on interactive web map – Residents will be allowed to view the
status of any request, including where it is in the process (submitted, selected or not selected for
assessment, approved/in design, constructed), and the preliminary score. Automatic messages will be sent
to the resident at four key milestones:

1. After the request: to communicate eligibility, preliminary score, and timeframe for next assessment
period (if applicable)
2. After the assessment period: to communicate if an eligible location was:
o Not selected for a field assessment,
o Selected for a field assessment but field review determined speed cushions cannot be
installed due to physical feasibility, or
o Selected for a field assessment and found to be a feasible location to install speed
cushions and the need for a petition if location is feasible.
3. When eligible and feasible locations have been scheduled for construction
4. After eligible and feasible locations have been constructed

Update website – The website should be updated to reflect all changes proposed herein, including
changing the name of the program to the “Traffic Calming Request Program,” directing residents to 311
and the new web map of eligible blocks, providing information on speed cushions, and outlining revised
eligibility and preliminary scoring/prioritization processes.

Require a resident petition – A petition will be required for each request on an eligible street block that is
prioritized and passes the staff assessment phase. The completed petition package must be submitted prior

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to Streets Department design and construction of the requested speed cushion(s). The petition
requirements will match current City of Philadelphia petition requirements (signatures from at least 60% of
the residents; including renters/owners of apartment complexes. Plus completed petitions are sent to the
local city councilperson to include a letter of support.)

Construction – Construction can occur on a rolling basis according to staff availability and/or can be
scheduled to occur during the paving off-season. More detailed recommendations to streamline
efficiencies in the construction phase will be identified through conversations with City staff during the
Implementation Phase of the project.

Program Eligibility Criteria

Aligning with the goal, Slow Traffic, the following recommendations are made to improve the program
eligibility criteria and process to reduce speeding and crashes on as many eligible city streets as possible:

Revise eligibility criteria – Expand eligibility for the request program to include narrow neighborhood City
arterials, revise the length of block from 1,000 feet or greater between stop signs or signals to 400 feet or
greater between stops signs or signals, and remove speed as a qualifying factor for the program. Under the
revised program, Streets Department Staff will not be required to perform radar speed studies for speed
cushion requests. DVRPC’s 'Narrow Neighborhood' arterial typology is proposed for inclusion in the program
because speed cushions are “typically appropriate” for that typology and the roadway characteristics
most closely fit the eligibility criteria for the proposed traffic calming request program. A minimum block
length of 400 feet or greater is based on the ideal speed cushion spacing of 200 feet to achieve a target
speed of 20 to 25 mph. Table 1 provides a comparison of the existing and proposed program eligibility
criteria.

Table 1. Comparison between Existing and Proposed Eligibility Criteria.

Existing Eligibility Criteria Proposed Eligibility Criteria

No state roadway and no City

Street
No state highway or arterial arterials (except for narrow
Classification
neighborhood arterials)

Length of 1,000+ feet between stop signs or 400+ feet between stop signs or
Block signals signals

34-feet (two-way street)

Street Width
26-feet (one-way street)

Street Grade Street block must not have uphill or downhill grades of 15% or more.
and Curvature Speed cushions should not be installed on a street curve1.

85th percentile speed is more than 10

Speed Not applicable
MPH over the posted speed limit.

Note 1: Street curve refers to a roadway with a centerline radius of 200 feet or less or a roadway which has a curve with
less than minimum safe stopping sight distance – per ITE Recommended Practice, A Guide to Vertical Deflection Speed
Reduction Techniques: Planning and Design of Speed Humps, Speed Tables and Other Related Measures.

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Map eligible blocks – Eligible blocks shall be mapped citywide to clearly communicate to residents about
whether their block is eligible for the program or not. This information will be used to automatically filter out
311 requests that are ineligible for the program. Where possible, existing GIS data sources will be used to
map eligibility. Table 2 provides a summary of the data sources and mapping methods proposed to
complete this mapping.

Table 2. Proposed Eligibility Criteria, Data Sources, and Mapping Methods.

Proposed Eligibility Criteria Data Sources Map Methods

No state roadway and no Filter roadway layers

City arterials (except for
Street
narrow neighborhood)
Classification
Define Eligible Street Types
using available data
Complete Street Typologies
to show map of
PennDOT RMSSEG
proposed eligible
DVRPC Arterial Typologies
streets
Street Centerlines

Create continuous
Length of 400+ feet between stop
Intersection Control segments between
Block signs or signals
stop signs and signals

Cartway width -
Street Width Not available Not available
*GIS Consultant Task

Street block must not have

Add a field to Eligible
uphill or downhill grades of
Steep Slope (15-25%) Segments:
Street Grade 15% or more.
Steep Slope (25% and No Slope, or Slope >
and Curvature Speed cushions should not
Greater) 15%
be installed on a street
*GIS Consultant Task
curve.

Eligibility Map Development Methodology–

• Remove PennDOT Roadways (Filter out: State, Turnpike, Toll Bridges)

• Dissolve streets based on Street Name and split routes at Signalized and All-Way Stop using Traffic
Control layer.
• Apply Filter to omit Complete Street Types (Filter out: 'Civic/Ceremonial Street' 'Auto Oriented'
Commercial/Industrial' 'Urban Arterial' 'Park Road' 'Scenic Drive' 'Shared Narrow' 'Pedestrian-Access
Only' 'N/A Interstate’)
• Apply Filter to Complete Street Types ‘Local,’ using Cartway width, to omit one-way streets less
than 26’ wide and two-way streets less than 34’ wide – Requires further analysis by GIS consultant
• Apply Filter to include 'Narrow Neighborhood' as defined by the DVRPC Arterial Typology and
Speed Management Framework – Note: All Narrow Neighborhood arterials are included despite
some streets overlapping with complete street types filter criteria.
• Based on length, label segments: “400 ft or greater” or “Less than 400 ft” and filter out segments
less than 400 feet long.
• Add a field: “No Slope” or “Slope greater than 15%”to omit streets with slope greater than 15% –
Requires further analysis by GIS consultant

Kittelson used the Complete Street Typologies and other available data to develop an initial map to test
eligibility and prioritization. A draft eligibility map is displayed in Exhibit 1 and can also be viewed on an
interactive webmap using the “Speed Cushion Segment Analysis” layer here: Speed Cushion Analysis
(arcgis.com). This map does not include the additional GIS analysis that will be completed by a GIS
consultant to further refine eligibility; this draft analysis will serve as the starting point for determination of
eligible streets.

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Exhibit 1. Sample Screenshot of Draft Eligibility Map.

DRAFT
Eligibility
Map

Equitable Prioritization
Aligning with the goal, Serve Vulnerable Communities, the following recommendations are made to
prioritize traffic safety improvements near pedestrian generators, vulnerable communities, and high crash
areas through equitable prioritization:

Rank and prioritize requests according to safety, equity, and community places criteria – Every four months,
the preliminary score for each eligible block will be used to rank the requests received relative to one
another. Street blocks will be ranked and prioritized based on safety, equity, and community places factors
using criteria previously vetted and approved for the neighborhood slow zones program and adjusted to fit
the traffic calming request program. Table 3 summarizes the categories and maximum points allocated.

Table 3. Traffic Calming Request Program Score Categories

Score Category Maximum Score

Crash history [number of people injured, seriously injured, or killed, 5-year crash data] 50 Points
Equity [households with residents who are people under age 18 years old, over 60 years
40 Points
old, have incomes below poverty level, or are BIPOC race/ethnicity]
Community places [Free Library location, schools, City health centers, PHA
10 Points
communities]
Total maximum score 100 Points
Note: Removed community support category and applied the 5 points to community places because a petition is
required for all prioritized street blocks which pass the staff assessment phase.

The formula and process for ranking requests is outlined on Page 9 and detailed in Appendix C:

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Crash History
• Data Source: Current Vision Zero crash dataset (2016-2020 used in testing), current High Injury
Network
• Analysis: 75-foot buffer around street segment
• Equation1:((number of people injured in crash X factor)/ length of block in feet) X 400 feet per block
o Fatal & Serious Injury Crashes (KSI) X factor of 3
o Injury Crashes (non-KSI) X factor of 1
o *If segment is on the High Injury Network, assign 80th percentile score (40 points) or score
derived from above equation, whichever is higher.

Equity
• Data Source: Census data (5-year estimates) – block groups
• Analysis: 50-foot buffer around street segment
• Equation2:
o Weighted by number of households in a block group intersecting street segment
o Fraction of number of households in a block group / total number of households in area
o Average used for street segments intersecting more than one block group

Community Places
• Data Source: Philadelphia Free Libraries, Schools –Planning and Development Data, Health Centers
– Health Department Data, Public Housing Developments – Department of Housing and Urban
Development
• Analysis: Count of community places within a 500-ft buffer of a street segment
• Equation1: (Total count / length of block in feet) X 400 feet per block

1. Revision to length in miles to be divide by the length of block in feet and multiply by 400 feet per block to estimate
crashes per block and community places per block.
2. Revised Census Tract to Block Group to use the most granular level of detail.

Assign and communicate preliminary score immediately – The preliminary score for each street block will
be automatically determined using GIS. Residents will have access to the score for their requested block
immediately after a request is made. As noted previously, the preliminary score will be reviewed at four-
month intervals by the Streets Department in order to select the highest ranked request locations and
advance those locations for field assessments.

Track and improve priority scoring – Staff should observe patterns in the scores to determine if further
refinements are needed to the prioritization formula. Examples of trends that may indicate the need for
refinement include many street blocks receiving similar scores or the priority locations not being well-
dispersed geographically throughout the City.

Kittelson used the eligibility map and available data to calculate preliminary scores for each eligible street
block. A draft preliminary scores map is displayed in Exhibit 2 and can also be viewed on an interactive
webmap using the “Speed Cushion Segment Scores” layer here: Speed Cushion Analysis (arcgis.com). This
draft analysis will serve as the basis for additional GIS mapping to be completed by a separate consultant
in the implementation phase of the project. The preliminary scores will need to be recalculated once the
GIS consultant further refines the eligible streets layers.

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Exhibit 2. Sample Screenshot of Draft Preliminary Scores Map.

DRAFT
Preliminary
Scores Map

Project Next Steps

◼ Task 5 - Implementation Phase and GIS Consultant Coordination:
o Kittelson will meet with representatives from OTIS, the Streets Department, OIT, Philly311 and the
GIS consultant to identify program implementation needs. Activities include providing support
and working with IT and the GIS consultant to: develop the 311 process, refine the eligibility
mapping, recalculate preliminary scores for eligible blocks, determine an approach for
streamlining the construction process, and support on the development of public facing
materials associated with the program.
o Appeal Process to be refined in the Implementation Phase: Appeals to be reviewed on a
quarterly basis. A form will be created with specific fields to facilitate an appeal submission for
any step of the process. A written response will be prepared to aid Staff in responding to
appeals. The process will include a desktop review by a Senior Engineer.

Appendix
◼ Appendix A – Task 2 Memorandum – Current Program Review
◼ Appendix B – Task 3 Memorandum – Best Practices Review
◼ Appendix C – Draft Traffic Calming Request Program Prioritization Methodology

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Appendix A –

Task 2 Memorandum – Current Program Review

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Appendix B –

Task 3 Memorandum – Best Practices Review

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Appendix C –

Draft Traffic Calming Request Program

Prioritization Methodology

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Draft Traffic Calming Request Program Prioritization

Methodology
Eligible streets are defined and created based on Table 2. Proposed Eligibility Criteria, Data Sources, and
Mapping Methods and Eligibility Map Development Process outlined in Philadelphia Traffic Calming and
Safety Study Request Process – Task 4 Memorandum – Draft Program Recommendations.

Street blocks will be prioritized based on safety, equity, and community places factors using criteria
previously vetted and approved for the neighborhood slow zones program and adjusted to fit the revised
traffic calming request program.

Data Used in Prioritization:

1. Crash Data – Current Vision Zero data sets (non-interstate crashes) (2016-2020 used in testing),
https://www.opendataphilly.org/dataset/vehicular-crash-data
2. Complete Streets Typologies, PennDOT RMSSEG, DVRPC Arterial Typologies, and Street Centerline –
Streets Department
3. Philadelphia Free Libraries
4. Health Centers – Health Department Data
5. Public Housing – Department of Housing and Urban Development, https://hudgis-
hud.opendata.arcgis.com/datasets/HUD::public-housing-developments/about
6. Census Data – total number of households, number of households with children under the age of
18, number of households with people over the age of 60 and number of households with
someone under poverty once in past 12 months, BIPOC population – by block groups. 2021 ACS
Tables, 2022 TIGER/Line® Shapefiles (census.gov):
a. B11006 HOUSEHOLDS BY PRESENCE OF PEOPLE 60 YEARS AND OVER BY HOUSEHOLD TYPE
b. B11005 HOUSEHOLDS BY PRESENCE OF PEOPLE UNDER 18 YEARS BY HOUSEHOLD TYPE
c. B17017 POVERTY STATUS IN THE PAST 12 MONTHS BY HOUSEHOLD TYPE BY AGE OF
HOUSEHOLDER
d. B02001 RACE

Prioritization Methodology:

1. Length of Block in Feet and Count per Block:

a. As metric for normalizing crash data and number of community places per eligible street
segment – categories which include counts are divided by the length of each eligible
street segment and multiplied by 400 feet per block to estimate crashes per block and
community places per block. (400 feet was used based on an initial median block length
value calculated for all eligible street blocks.)
2. Crash History Score Category:
a. Analysis: Using a 75-foot buffer of an eligible street segment, a region was generated, and
the number of people injured in a crash intersecting this region are counted.
b. Number of people killed or suffered major injury account for KSI counts:
i. Fatal Injury Field name: Fatal_Count
ii. Suspected Serious Injury Field name: Sus_Serious_Inj_Count
c. Number of people who suffered moderate or minor injury account for Injury counts or non-
KSI counts:
i. Suspected Minor Injury Field name: Sus_Minor_Inj_Count
ii. Possible Injury Field name: Possible_Inj_Count
d. Equation:((number of people injured in crash X factor) / length of block in feet) X 400 feet
per block
i. KSI counts are multiplied by a factor of 3 because KSI crashes are more severe.

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ii.Weighted KSI counts and injury counts are added and then divided by length of
block in feet and multiplied by 400 feet per block to calculate the number of
people injured in a crash per block.
iii. *If segment is on the High Injury Network, assign 80th percentile score (40 points) or
score derived from above equation, whichever is higher.
3. Equity Score Category:
a. Analysis: Using a 50-foot buffer of an eligible street segment, a region was generated and
all block groups that intersected this region, were collected.
b. Each block group selected provides total number of households, number of households
with people under the age of 18, number of households with people over the age of 60
and number of households with someone under poverty once in past 12 months, and
BIPOC race/ethnicity.
c. Equation:
i. Weighted by number of households in a block group intersecting street segment.
ii. The weight is calculated as a fraction of number of households in a block group
divided by total number of households in all selected block groups.
iii. Average used for street segments intersecting more than one block group.
d. Total score for households with people under the age of 18 is calculated as an average of
percentage of households with people under the age of 18 from all selected block groups.
e. Total score for households with people over the age of 60 is calculated an average of
percentage of households with people over the age of 60 from all selected block groups.
f. Total score for households with someone under poverty in past 12 months is calculated as
an average of percentage of households with someone under poverty from all selected
block groups.
g. Total score for BIPOC race/ethnicity is calculated as an average of percentage of BIPOC
population from all selected block groups.
h. The total equity score for each eligible street segment is the sum of the four individual
scores for calculated for: households with children under 18, people over 60, incomes
below poverty line, and BIPOC population.
4. Community Places Score Category:
a. Analysis: A count of community places (schools, health centers, free libraries, and public
housing) within a 500-ft buffer of a street segment. To get this count, a buffer of 500 feet is
created for each eligible block segment and all above mentioned places (derived from
existing public data sets) are collected if they intersect with this region.
b. Equation: (Total count of community places / length of block in feet) X 400 feet per block
5. Final Score for Each Category and Total Score:
a. Each eligible street block receives a score based on steps defined above for each of the
three categories. A relative score is then calculated comparing the blocks city-wide.
b. The relative score for each category is based on the maximum value each category
contributes to the final score for each zone. For this scoring:
i. Crash History – 50% of overall relative score
ii. Equity – 40% of overall relative score
iii. Community Places – 10% of overall relative score
c. The relative score for each category is defined as a fraction of the maximum score for that
category as defined above.
d. The fraction is defined by the eligible street block score calculated for each category
divided by maximum score for that category across all eligible streets city-wide.
e. All relative scores add up to give the final score for each eligible street block.

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