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35  Rural Town 4.1 Definition Rural town contexts feature small concentrations of developed areas, including historic towns, surrounded by rural areas, undeveloped areas, and natural areas. Building densities are lower, but often resemble urban development patterns and consist of low-rise structures (one or two stories). Most land use is residential or commercial. Relatively compact residential uses are expected, and schools may be present. Building setbacks are small and much narrower than surrounding areas. A basic street network is usually in place. Rural towns (or areas) typically have populations below the U.S. Census Urbanized Cluster threshold of 2,500 residents. Figure 22 shows images of rural town contexts. 4.2 Transportation Expectations ⢠Users/vehicles. Rural towns typically see a variety of roadway users. Motorized and non- motorized users are often present and share the primary roadway. Freight, farm equipment, and special vehicles are typically present as the primary roadway serves regional traffic. Trucks carrying long-distance freight shipments may pass through rural towns, while other trucks support local needs by delivering goods. Roadways serving as main streets should balance the needs of local and long-distance travelers and address potential friction between these users. Bicycle integration may be needed; pedestrian crossings should facilitate safe street crossings. Connectivity between modes and regional transit may be present. ⢠Movement. Nonmotorized users are affected by the volume, speed, and composition of traffic as well as their proximity to roadways. The visibility of roadway crossings should be a focus for quality of service and safety performance, especially for nonmotorized users. Motorized users passing through a rural town must adjust to lower speeds and anticipate longer travel times. Street-oriented development, higher activity densities, and greater intersection density facilitates the movements of local nonmotorized users. ⢠Permeability. Access issues require special attention because motorist expectations based on whether they are local or merely passing through town differ. Street-oriented businesses may increase access for and attract nonmotorized users on the primary street. High variations in minor street-to-primary street access may result in complex side street or driveway move- ments during peak periods. With a limited roadway network or grid, it can be difficult to create access opportunities off the main roadway. The lack of networks increases the impor- tance of addressing the operational effects of vehicles directly accessing the primary roadway. ⢠Network. The roadway network or grid can impact the relationship between through and local traffic. Through traffic is primarily served by the primary street, while other roadways serve local travel needs. As a result of pedestrian activity, sidewalks, sidewalk connectivity, and intersection crossings on primary roadways can garner increased importance. Regional C H A P T E R 4
36 Context Classification Application: A Guide highways that connect in a rural town generate higher traffic volumes and diverse user needs. This creates a situation where short and long trips on the same roadway segment overlap. Designs accordingly must address longer-distance connectivity while meeting the quality of service required by the local community. In terms of connections between facility types, there may be an increased focus on high-volume intersections at connecting highways or primary roadways. Configurations in limited networks may need to serve concentrated travel demand while simultaneously providing appropriate quality of service for non- motorized users. ⢠Speed. The need to integrate all users requires lower speeds. Lower speeds help to preserve the safety and quality of service of nonmotorized users. Higher numbers of pedestrians, bicyclists, and turning vehicles, along with on-street parking, could reduce speeds for motorized traffic. Pedestrian and bicyclist quality of service and speeds can benefit from dedicated facilities. Transitions from high to low speeds should be configured to let users attain appropriate speeds by the time they arrive in the rural town. Lower speeds may be considered for local roads. Table 5 summarizes rural town transportation expectations. (a) (b) (c) (d) Figure 22. Rural town contexts throughout the United States: (a) N. Sherman, Ave., Manderson, Wyoming; (b) Main Street, Providence, Kentucky; (c) W. 3rd Ave., Keewatin, Minnesota; and (d) Main Street, Clyde, North Carolina. Source: Google Earth.
Rural Town 37 4.3 Examples Figures 23 and 24 demonstrate variability in rural town contexts and their transportation expectations. Practitioners can use these examples along with project considerations to inform preliminary planning and design. 4.3.1 Manderson, Wyoming Figure 23 shows a rural town in which a state route enters a community (population 114) with a small street network. Transportation Expectations ⢠Mainly vehicle tra c with some pedestrians ⢠Moderate quality of service for vehicle tra c (a) (b) Users/Vehicles: Regional vehicle and freight traffic. Moderate pedestrian activity. Potential for some bicyclists. Movement: Moderate quality of service and slower vehicle speeds. Delays acceptable to local traffic. High quality of service for nonmotorized users due to street-oriented development patterns. Permeability: High vehicle, bicyclist, and pedestrian access opportunities. Direct pedestrian access to land uses. Vehicle and bicyclist access may be provided on adjacent roadways within the network. Network: Expanded street network within a limited area serving immediate land uses. May include cross streets accessing dispersed areas in surrounding rural area(s). Through traffic concentrated on the primary roadway. Speed: Motorized 25 to 35 mph. MPH Table 5. Rural town transportation expectations. Figure 23. Rural town with small street network, Manderson, Wyoming: (a) aerial view and (b) street view. Source: Google Earth.
38 Context Classification Application: A Guide ⢠Direct pedestrian access to land uses ⢠Some street network options ⢠Moderate vehicle speeds (35 mph) 4.3.2 Providence, Kentucky Figure 24 shows a rural town with a state route entering a community that has an established street network. This community represents the upper threshold of rural town based on popula- tion (population 3,193). Transportation Expectations ⢠Mainly vehicle traffic ⢠High potential for bicycle and pedestrian traffic ⢠Moderate quality of service for vehicle traffic ⢠Numerous access opportunities for vehicles, bicyclists, and pedestrians ⢠Direct pedestrian access to land uses ⢠Expanded street network options ⢠Low vehicle speeds (25 mph) (a) (b) Figure 24. Rural town with state route, Providence, Kentucky: (a) aerial view and (b) street view.
