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50 Urban Core 7.1 Definition Urban cores exhibit the highest level of density among all contexts. Mixed residential and commercial uses are accommodated in multistory structures. Most parking is housed in multi- level structures attached to or integrated with other structures; on-street parking may be present. Structures may have multiple uses. Building setbacks are smaller than in surrounding urban areas. Figure 35 illustrate how urban core contexts vary in appearance. 7.2 Transportation Expectations ⢠Users/vehicles. All user types are present, with transit, pedestrian, bicycle, and micromobility users in greater numbers than in other contexts. Pedestrians dominate street crossings and can impede vehicle traffic at times. Increased pedestrian traffic requires sidewalks on all facilities. Bicyclists are integrated through options like bicycle lanes, separated facilities, and shared low-speed streets. Transit service is common; transit centers may be present. Integration of pedestrians and bicyclists in the vicinity of transit stops is essential. Freight vehicles may be present for deliveries. There is an increased number of curbside activities, delivery vehicles, and TNC vehicles (i.e., ride share). ⢠Movement. The presence of nonmotorized users reduces the dominance of and focus on serving vehicle traffic. Motorized users expect delays and traffic congestion. Well-established sidewalk networks are present and bicycle facilities are typically available. Traffic volumes can affect transit quality of service. ⢠Permeability. Many access opportunities are available, and the existing network provides the widest array of route choices and overall connectivity. Vehicle congestion limits vehicle speeds and volumes. Street-oriented businesses increase access for nonmotorized users, while limited parking areas may reduce access for motorized users. The roadway network is relatively extensive, allowing access to and circulation of users and movements. One-way street systems can increase out-of-direction travel. Bicyclists that interact with motorized traffic take advantage of a full roadway network. They can experience the same congestion issues as motorized users, unless separate bicycle facilities are present. Micromobility users are typically encouraged to use the same facilities and routes as bicyclists. Sometimes both use sidewalks, which increases conflicts with pedestrians. ⢠Network. Roadways are typically part of a connected system that results in a dense roadway network or grid. The presence of a full network creates access and circulation opportunities so that pedestrians, bicyclists, freight, and emergency responders can avoid passing through other high-demand roadways or intersections. Urban core roadways have complete networks that create multiple alternative routes. C H A P T E R 7
Urban Core 51 ⢠Speed. The volume of activity and friction between users results in slow speeds. The presence of nonmotorized users requires lower vehicle speeds and enhances their safety and quality of service. Signal systems and signal timing plans can impact speeds and traffic congestion. Transit vehicles influence traffic flow, especially where they exit and enter traffic at stops. Curbside activities also require slow speeds. Lower speeds could be considered for local roads. Table 8 summarizes urban core context transportation expectations. 7.3 Examples Figures 36 and 37 demonstrate variability in urban core contexts and their transportation expectations. Practitioners can use these examples along with project considerations to inform preliminary planning and design. 7.3.1 Nashville, Tennessee Figure 36 shows the urban core of a mid-size city with commercial, residential, and institutional/ administrative areas. (a) (b) (c) Figure 35. Urban core contexts vary in appearance: (a) Downtown Crossing, Boston, Massachusetts; (b) 3rd Avenue N, Nashville, Tennessee; and (3) L. Leroux St., Flagstaff, Arizona. Source: Google Earth.
52 Context Classi cation Application: A Guide Users/Vehicles: High pedestrian concentrations associated with transit and other pedestrian activity zones. High potential for commuter bicyclists and micromobility users. Transit is ubiquitous. Primarily local traffic. Movement: Low vehicle quality of service and low travel speeds during most periods of the day. High mobility for nonmotorized and micromobility users due to increased density, high crossing potential, and pedestrian-oriented development. Permeability: Many access opportunities for nonmotorized and micromobility users. Street-oriented businesses increase access for nonmotorized users, while limited parking areas may decrease access for motorized users. Network: Cohesive and dense surrounding street network with multiple parallel and cross streets. Cohesive network within the urban core. Multiple alternative routes exist on similar roadway types. Regional traffic may have bypass alternatives. Speed: Motorized â¤25 mph. MPH Table 8. Urban core transportation expectations. (a) (b) Figure 36. Urban core of mid-size city, Nashville, Tennessee: (a) aerial view and (b) street view. Source: Google Earth.
Urban Core 53 Transportation Expectations ⢠High pedestrian, bicyclist, and micromobility activity ⢠Presence of transit ⢠Vehicle traffic may encounter lower quality of service while pedestrians and bicyclists enjoy higher quality of service ⢠High access opportunities for nonmotorized users ⢠Reduced access for vehicle traffic ⢠Off-street parking ⢠Cohesive and dense network of supporting streets that provides alternate routes between destinations ⢠Low vehicle speeds (25 mph) 7.3.2 Flagstaff, Arizona Figure 37 shows a compact urban core with commercial and administrative areas. Transportation Expectations ⢠High pedestrian and bicyclist activity ⢠Presence of transit ⢠Vehicle traffic may endure lower quality of service while pedestrians and bicyclists enjoy higher quality of service ⢠Numerous access opportunities for nonmotorized users, but less access for vehicle traffic ⢠On-street parking ⢠Cohesive and dense network of supporting streets that provides alternate routes between destinations ⢠Low vehicle speeds (25 mph) (a) (b) Figure 37. Flagstaff, Arizona, a compact urban core: (a) aerial view and (b) street view. Source: Google Earth.
