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46 6.1 Definition Urban contexts are medium to high density and consist mainly of multistory and low- to medium-rise structures for residential, commercial, and institutional use. Many structures are mixed use: commercial, residential, and parking. Building setbacks are typically small with pedestrian-focused building orientations. Figure 32 illustrates how urban contexts vary in appearance. 6.2 Transportation Expectations ⢠Users/vehicles. All modes are found in urban contexts. Numerous vehicle types are present, with most making localized trips. High levels of roadway activity result in a broad spectrum of vehicles, volumes, and speeds, with users of different modes occupying the same roadways and intersections. Motorized users primarily access land uses along roadways, although some pass between communities or areas within a community. Pedestrian and bicycle activity is typically high. Transit service is common, and appropriate facilities are available to ensure the safe integration of transit users. Transit stops must be integrated with pedestrian and bicyclist facilities. Freight vehicles may be present, and increased demand exists for curbside activities, delivery vehicles, and transportation network company (TNC) vehicles (i.e., ride share). Increased pedestrian activity is associated with dense development patterns and results in the need for sidewalks and crosswalks on all roadways. Cross sections may integrate pedestrian-focused lighting along and across roadways. Practitioners should pay close attention to issues such as safe routes to schools, safe routes for seniors, and special projects or programs to provide ramps and other installations that comply with the Americans with Disabilities Act (ADA) to support users with disabilities. Urban areas should provide connectivity for bicyclists of various experience levels and micromobility devices. Traffic volumes and patterns on lower-order roads may call for bicycle lanes or designated shared facilities (sharrows) to provide appropriate quality of service. Traffic volumes and patterns on higher-order roads may not be conducive to on-street bicycle lanes and there could be a greater need for separated facilities and parallel bicycle routes. Area bicycle and trail plans may describe the type of facility needed to integrate regional bicycle trails and longer bicycle routes. Bicycle routes should integrate access to common destinations (e.g., schools, libraries, civic centers, transit stops, and mobility hubs). ⢠Movement. Nonmotorized users are affected by the composition and volume of traffic and by their proximity to roadways. Due to greater local access and curbside activities, motorized users expect delays and traffic congestion. Elements and facilities that help integrate bicyclists, pedestrians, and transit users are typically present (e.g., bicycle facilities, sidewalks, bus stop amenities). Higher intersection density offers increased crossing opportunities for most users. Urban C H A P T E R 6
Urban 47 Most streets have a well-established sidewalk network, and slower vehicle speeds increase the potential for bicyclists to interact with motorized traffic. Motorized users primarily access land uses along roadways, but some motorists may only pass between communities or areas within a community. ⢠Permeability. Intersection and access density is typically higher as most trips terminate within the urban area. Turning volumes at intersections generate conflicts with pedestrians and bicyclists. An extensive roadway network or grid provides opportunities for multiple access alternatives. High variations in minor street-to-primary street access can result in complex side street or driveway movements during peak periods. Buildings are typically placed closer to the street than in other contexts, with improved pedestrian access from adjacent roadways to activity centers. Relatively high intersection density opens up opportu- nities for nonmotorized users, but they require additional attention to ensure safe crossings are available. ⢠Network. Urban roadways are typically part of a connected system that takes the form of a dense roadway network or grid. This enables greater use of the full network and creates numerous access and circulation opportunities so that pedestrians, bicyclists, freight, and emergency responders can avoid passing through high-demand roadways or intersections. The presence of complete networks offers the potential for alternative routes that could address the needs and demands of the primary roadway via the entire available network. Increased pedestrian activity requires added emphasis on sidewalks, sidewalk connectivity, and (a) (b) (c) (d) Figure 32. Urban context vary in appearance: (a) MO-115, St. Louis, Missouri; (b) N. Clark Street, Chicago, Illinois; (c) Larimer Street, Denver, Colorado; and (d) University Blvd., West University Place, Texas. Source: Google Earth.
48 Context Classi cation Application: A Guide intersection and midblock crossings. Residential areas may have additional needs to address, including safe routes to school, safe routes for seniors, and other road-crossing needs. ⢠Speed. e presence of nonmotorized users requires lower vehicle speeds, which bolsters their safety and quality of service. Reduced building setbacks, shorter block lengths, and tra c con- trol systems foster and demand low to moderate speeds. Slower speeds support pedestrians moving along and across urban roadways. Lower speeds could be considered for local roads, unlike with other roadway types. Table 7 summarizes urban context transportation expectations. 6.3 Examples Figures 33 and 34 demonstrate variability in urban contexts and their transportation expec- tations. Practitioners can use these examples along with project considerations to inform preliminary planning and design. 6.3.1 West University Place, Texas Figure 33 shows a local urban street that mainly serves a residential area adjacent to a school. Transportation Expectations ⢠Mix of vehicle, pedestrian, and bicycle tra c ⢠Vehicle tra c may encounter lower quality of service while pedestrians and bicyclists enjoy higher quality of service Users/Vehicles: Moderate to high pedestrian activity. High potential for commuter bicyclists. High potential for transit interaction. Primarily local users. Movement: Lower vehicle quality of service and slower travel speeds. Increased movement for nonmotorized users due to increased activity densities and crossing opportunities. Permeability: High access opportunities for most users (vehicles, cyclists, and pedestrians). Access for freight movement may be restricted. Network: High level of supporting roadway network with parallel and cross streets. Network supports localized area but may be disjointed from adjacent areas due to natural/built boundaries. Alternative routes between destinations exist. Regional traffic may have bypass alternatives. Speed: Motorized 20 to 35 mph. MPH Table 7. Urban transportation expectations.
Urban 49 ⢠High access opportunities for all users ⢠Dense network of supporting streets that provides alternate routes between destinations ⢠Low vehicle speeds (20 mph) 6.3.2 River North Art District, Denver, Colorado Figure 34 shows a large, densely populated urban context that joins commercial and resi- dential areas. Transportation Expectations ⢠Mix of vehicle, pedestrian, and bicycle traffic ⢠Vehicle traffic may encounter lower quality of service while pedestrians and bicyclists enjoy higher quality of service due to wide sidewalks and bicycle lanes ⢠High access opportunities for all users ⢠Dense network of supporting streets that provides alternate routes between destinations ⢠Low vehicle speeds (25 mph) (a) (b) (a) (b) Figure 33. Urban street in a residential area, West University Place, Texas: (a) aerial view and (b) street view. Source: Google Earth. Figure 34. Densely populated urban context, River North Art District, Denver, Colorado: (a) aerial view and (b) street view. Source: Google Earth.
