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54 Special Contexts 8.1 Why Special Context Some agencies have incorporated additional contexts into their classification systems to address local needs (Figure 1). These were evaluated to determine whether they should be integrated into the context classification system reviewed in this report (and adopted by GB8), or if there is better strategy to handle unique situations. Two questions guided evaluations of these contexts: ⢠Does the context present a different set of transportation expectations or inform design differently than established contexts? ⢠Does the context occur frequently enough across all agencies and within those agencies to justify a unique context? Because context classification guides decisions throughout project development, it was essential to determine if adding a new context will significantly impact design and modal accommodation warrant adoption. Ultimately, the project team decided the best way to address these areas is by using special contexts. 8.2 Natural Natural areas are public (e.g., parks, forest, or wilderness) or private properties unsuitable for development. Configuring and integrating roadways into the surrounding areas while avoiding or minimizing disturbances may demand greater design sensitivity. To address the uniqueness of natural areas, transportation expectations for users/vehicles, permeability, and speed may require adjustment. In national forests or state parks, bicyclists and pedestrians occur in larger numbers than in rural contexts and merit special consideration when a project is initiated in this special context (Figure 38). 8.2.1 Ozark National Forest, Arkansas Figure 38 shows a natural context in a U.S. national forest land use with minimal development. Transportation Expectations ⢠Predominantly vehicle traffic ⢠Vehicle traffic likely enjoys high quality of service ⢠Direct vehicle access to the route ⢠Absence of network redundancies ⢠High vehicle speeds (55 mph) C H A P T E R 8
Special Contexts 55 8.3 Industrial/Port/Warehouse Industrial/port/warehouse areas occur in all contexts and are often found at industrial centers, multimodal ports, and manufacturing and commercial parks (Figure 39). Where these areas are situated, transportation expectations for users/vehicles and speeds may require additional adjustments. For example, an industrial center in a suburban area increases freight activity. Depending on other users/vehicles expectations, practitioners may study the implications of using a larger design vehicle. 8.3.1 Toledo, Ohio Figure 39 shows an industrial area in a suburban context with residential and commercial development. Transportation Expectations ⢠Predominantly vehicle traffic ⢠Low levels of pedestrian and bicycle traffic ⢠Heavy freight present (a) (b) (a) (b) Figure 38. Ozark National Forest, Arkansas, a natural context in a U.S. national forest: (a) aerial view and (b) AR-21, Sherman Township, Arkansas (street view). Source: Google Earth. Figure 39. Industrial area in a suburban context, Front Street, Toledo, Ohio: (a) aerial view and (b) street view. Source: Google Earth.
56 Context Classification Application: A Guide ⢠Vehicle traffic may experience moderate quality of service while pedestrians and bicyclists may enjoy higher quality of service ⢠Many access opportunities for vehicle traffic ⢠Few access opportunities for pedestrians ⢠Limited supporting street network ⢠Moderate vehicle speeds (35 mph) 8.4 Other When other area types are present (e.g., university campuses, city parks, airports), they may conflict with the overall context. Due to the differences between the transportation expectations of these areas and the surrounding context, they are classified as special contexts (Figure 40). Transportation expectations for users/vehicles, permeability, and speed may require adjust- ments to address their unique attributes. For example, a city park or a university campus in a suburban context may increase the number of pedestrians and bicyclists above what is typically encountered. Practitioners must closely attend to these issues when a project is initiated. 8.4.1 Lexington, Kentucky Figure 40 shows a university campus in an urban context with residential and commercial development. Transportation Expectations ⢠Mix of vehicle traffic ⢠Increased pedestrian and bicycle traffic especially in areas with wide sidewalks and bicycle lanes ⢠Presence of transit ⢠Lower quality of service for vehicle traffic ⢠Increased access opportunities for pedestrians and bicyclists ⢠Fewer access opportunities for vehicle traffic due to off-street parking ⢠Dense supporting street network that provides alternate routes between destinations ⢠Moderate vehicle speeds (30 mph) (a) (b) Figure 40. University of Kentucky, Lexington, Kentucky, a university campus in an urban context: (a) aerial view and (b) street view. Source: Google Earth.
