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39  Suburban 5.1 Definition Suburban contexts include an array of commercial and residential uses, low to medium densities, medium to large building setbacks (to accommodate off-street parking), and large block sizes. Suburban areas are usually connected to urban areas. Buildings tend to be single story or low-rise structures, with off-street parking in commercial areas. Residential areas are populated by mostly single-family (with some multifamily) housing and some neighborhood parks. Figure 25 illustrates how suburban contexts vary in appearance. 5.2 Transportation Expectations ⢠Users/Vehicles. Typically, all modes and a variety of vehicles are present. Motorized users tend to be most numerous, but bicyclists, pedestrians, and transit users also are present. Non- motorized users are primarily associated with the areaâs residential and commercial devel- opment. Interactions between pedestrians, bicyclists, and motorists are probable. Pedestrian activity may not be present along the entire corridor, but localized around commercial and public activity centers and transit stops. Pedestrian activity may be constrained by the transpor- tation facility and presence or type of accommodations due to high speeds and safety concerns as opposed to purely a function of land use and development patterns. Roadway segments with long distances between intersections may require midblock crossings. Transit may be present, and pedestrian and bicyclist accommodation in the vicinity of transit stops should be a priority. Trucks serving long-distance freight needs may pass through suburban contexts. Commercial, light industrial, or warehousing sites which require truck deliveries may be present. ⢠Movement. Nonmotorized users are affected by the volume and speed of traffic as well as their proximity to roadways. Residential areas may have limited street lighting, and roadway crossing visibility could affect quality of service and safety performance. Motorized users include individuals accessing land uses along roadways and others passing between commu- nities or areas within the community. Longer distances between destinations may contribute to drivers striving for higher speeds and lower travel times. Bicyclists, pedestrians, and transit users can be integrated by separating facilities (bicycle lanes, sidewalks, bus stops) from higher-speed traffic. Transit quality of service is influenced by the types of bus stops and the use of bus pull outs or bulb-outs. Bus stops at intersections may require modification of turning movements to ensure safe access. Midblock bus stops may require special attention to connect sidewalks, crossings, and refuge areas at wider street cross sections. ⢠Permeability. Block sizes tend to be larger, which limits the number of crossing points for bicyclists, pedestrians, and transit users. Turning volumes at these intersections create conflicts with pedestrians and bicyclists. There are frequently incomplete networks, missing sidewalks, and bicycle features that coincide with developing areas. Limited connections between land C H A P T E R 5
40 Context Classification Application: A Guide (a) (b) (c) (d) (e) (f) Figure 25. Suburban context varies in appearance: (a) Richmond Road, Lexington, Kentucky; (b) Bellcroft Dr., Lake Forest, California; (c) Lebanon Church Road, West Mifflin, Pennsylvania; (d) International Blvd., Orlando, Florida; (e) Sandbridge Road, Virginia Beach, Virginia; and (f) N. Frontage Road, Billings, Montana. Source: Google Earth. use types and between specific development patterns may increase travel times for pedes- trians and bicyclists. High variations in minor street-to-primary street access can generate complex side street or driveway movements during peak periods. Suburban areas may have a limited public roadway network, which results in low-access density in some locations and clusters of high access density in others (i.e., supporting commercial development). Given the range of users, more expansive development, and longer trip types, a special focus on inte- grating pedestrian and bicycle facilities with crossings may be warranted. Public and private
Suburban 41 access spacing may be inconsistent, with clusters and gaps along the roadwayâs length. With limited public streets, commercial areas may see high tra c volumes served by public and pri- vate driveways. Auto-oriented land development may increase barriers to nonmotorized users because of larger lot sizes, incomplete bicycle facilities and sidewalks, disconnected land uses, and building setbacks. ⢠Network. Roadway networks may have limited redundancy or assume the form of a disjointed grid system. Residential areas can have roadway networks that serve neighborhood uses but provide limited connectivity to other areas. is results in longer trips or out-of-direction travel for users who want to access other areas. A network-wide review of pedestrian and bicyclist activity can help ensure the needs are met. In some cases, roadways may be part of complete networks, which increases the potential for alternative routes and creates oppor- tunities to address the needs and demands of the primary roadway through the available network. If these networks are lacking, tra c may concentrate on a few roadways, requiring large intersection con gurations that degrade the safety performance and quality of service for nonmotorized users. Roadways in areas with limited networks may serve a role that is neither ideal nor intended. For example, in a limited network a roadway with mixed com- mercial and residential development and high nonmotorized tra c may serve freight or delivery needs and require additional considerations to integrate all users. ⢠Speed. Roadways have historically been designed and posted at higher speeds, which creates signi cant con icts and results in more severe crashes near commercial areas or activity centers; this pattern relates to vehicle crashes with pedestrians and bicyclists. Lower vehicle speeds are critical for preserving the safety and quality of service of nonmotorized users. During peak travel periods, tra c control and tra c congestion may signi cantly in uence motorized vehicle speeds. Developing separated facilities for pedestrians and bicyclists can enhance their safety, quality of service, and the completeness of facilities, while also increasing their speeds. Lower speeds could be considered for local roads, unlike with other roadway types. Table 6 summarizes suburban context transportation expectations. Users/Vehicles: Regional traffic on primary roadways mixed with local vehicle traffic and transit. Pedestrian activity may vary from low to moderate in areas with isolated development patterns, to higher concentrations of activity near commercial centers, transit stops or other activity centers. Increased potential for recreational walking/ running and recreational/commuter bicyclists in residential areas. Movement: Moderate to low vehicle quality of service during peak periods. Lower movement for nonmotorized users due to higher vehicle speeds and longer travel distances. It could be sporadic near activity centers. Permeability: Low to moderate access opportunities for all users. Primarily vehicle-oriented access with opportunities for localized pedestrian-oriented access. Network: Limited supporting roadway network. Parallel streets may be present but disjointed. Alternative routes between destinations exist but likely on a different roadway type. Wide intersection spacing (~1/2 mile). Speed: Motorized 30 to 45 mph. MPH Table 6. Suburban transportation expectations.
42 Context Classification Application: A Guide 5.3 Examples Figures 26â31 demonstrate variability in suburban contexts and their transportation expec- tations. Practitioners can use these examples along with project considerations to inform preliminary planning and design. 5.3.1 Lexington, Kentucky Figure 26 shows a primary roadway that supports multimodal options (transit and bicycle lane) along a commercial corridor. Transportation Expectations ⢠Regional traffic mixed with local traffic ⢠Potential for moderate bicycle and pedestrian activity based on commercial land uses and transit activity. Prioritize separated facilities for nonmotorized users. ⢠Primarily designed for vehicle-oriented access, but moderate access needs for all users ⢠Limited supporting street network ⢠Alternative routes available on other roads and frontage roads ⢠Moderate vehicle speeds (35 mph) 5.3.2 Orlando, Florida Figure 27 shows a roadway in a high-density commercial area with significant multimodal activity. Transportation Expectations ⢠Regional traffic mixed with destination-type local traffic ⢠High pedestrian and bicyclist activity along with transit ⢠Moderate movement for nonmotorized users due to varied destinations and numerous access points ⢠Primarily vehicle-oriented access, but moderate access opportunities for all users ⢠Limited supporting street network for alternative routes ⢠Moderate vehicle speeds (35 mph) (a) (b) Figure 26. Primary road, Lexington, Kentucky: (a) aerial view and (b) street view. Source: Google Earth.
Suburban 43 5.3.3 West Mifflin, Pennsylvania Figure 28 shows a roadway in a moderately dense commercial area with big box stores adjacent to residential areas. Transportation Expectations ⢠Mostly regional traffic mixed with some local traffic ⢠Some potential for pedestrians and bicyclists ⢠No transit presence ⢠High vehicle speeds (40 mph) demonstrate need for separated facilities ⢠Primarily vehicle-oriented access with low-access opportunities for all users ⢠Limited supporting street network and few alternative routes ⢠High vehicle speeds (40 mph) 5.3.4 Virginia Beach, Virginia Figure 29 shows a road that serves a residential area with some low-density commercial areas and schools. (a) (b) Figure 27. High-density commercial area, Orlando, Florida: (a) aerial view and (b) street view. Source: Google Earth. (a) (b) Figure 28. Moderately dense commercial area, West Mifflin, Pennsylvania: (a) aerial view and (b) street view. Source: Google Earth.
44 Context Classification Application: A Guide Transportation Expectations ⢠Mostly regional traffic with some local traffic ⢠Presence of bicyclists and pedestrians with street crossings ⢠No transit presence ⢠Adequate opportunities for the movement of nonmotorized users due to the presence of crossings and varied destinations ⢠Primarily vehicle-oriented access with moderate access opportunities for all users ⢠Limited supporting street network for alternative routes ⢠Moderate vehicle speeds (35 mph) 5.3.5 Billings, Montana Figure 30 shows a local road that serves an industrial area. Transportation Expectations ⢠Mostly regional traffic with presence of trucks ⢠Limited pedestrian and bicyclist activity ⢠No transit presence ⢠Limited movement opportunities for nonmotorized users due to high vehicle speeds (a) (b) (a) (b) Figure 29. Residential and low-density commercial areas, Virginia Beach, Virginia: (a) aerial view and (b) street view. Source: Google Earth. Figure 30. Industrial area, Billings, Montana: (a) aerial view and (b) street view. Source: Google Earth.
Suburban 45 ⢠Primarily vehicle-oriented access and low-access opportunities for all users ⢠No supporting street network for alternative routes ⢠High vehicle speeds (40 mph) 5.3.6 Orange County, California Figure 31 shows a local road serving a residential area Transportation Expectations ⢠Mostly local traffic with delivery and moving trucks ⢠High recreational pedestrian and bicyclist activity ⢠No transit presence ⢠On-street parking may be common ⢠Limited access points to the primary road ⢠Limited street network for alternative routes ⢠Low vehicle speeds (25 mph) (a) (b) Figure 31. Residential area, Orange County, California: (a) aerial view and (b) street view. Source: Google Earth.
