Roadway Cross-Section Reallocation: A Guide (2023) / Chapter Skim
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Chapter 3: Opportunities to change a crosssection
Chapter 3: Opportunities to change a crosssection
Pages 16-29
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From page 16... ...
The following sections summarize the common types of street reallocation projects and present example project catalysts that can alert practitioners to the possible need for cross-section reallocation. Roadway Reconfigurations Roadway reconfigurations typically involve converting an existing four-lane, undivided street segment to a three-lane segment with two through lanes and a center two-way left-turn lane (see Figure 3-1)
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From page 17... ...
• Daily vehicle volumes below capacity for existing cross section • History of left-turn and rear-end crashes • Restripe lanes • Repurpose lanes • Install flexible delineator posts along separated • Restripe lanes • Install raised center median • Install raised median for separated bicycle facilities bicycle facilities and painted curb extensions and/or install sidewalklevel bicycle facilities • Widen sidewalks • Install raised curb extensions with green infrastructure Table 3-1. Roadway reconfigurations -- example project catalysts along with potential responses.
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From page 18... ...
Project catalyst Typical applications without moving curbs Typical applications with moving curbs • Underused on-street parking • Off-street parking options available nearby • Presence of shoulders • Restripe lanes to remove parking or shoulders • Provide colored pavement markings to delineate bike lanes, transit-only lanes, and transit loading areas • Restripe lanes to remove parking or shoulders • Install raised center median • Install raised median for separated bicycle facilities • Install temporary parklets or "streateries" in curbside spaces • Install loading zone or pickup/dropoff zone signs • Install multimodal parking corrals • Install modular boarding platforms that allow buses to stop in the travel lane and do not interfere with street drainage • Install flexible delineator posts along separated bicycle facilities and painted curb extensions and/or install sidewalk-level bicycle facilities • Widen sidewalks • Install raised curb extensions for additional sidewalk plaza space or bus shelters • Construct floating bus stops Table 3-3. Repurposing curbside space -- example project catalysts along with potential responses.
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From page 19... ...
. NCHRP Research Report 1022: Context Classification Application: A Guide and NCHRP Web-Only Document 320: Aligning Geometric Design with Roadway Context provide additional detail on identifying AASHTO context classifications and aligning geometric design with roadway context.
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From page 20... ...
Although a need for additional multimodal facilities may be apparent in most contexts, limited funding and resources make widespread street reconstruction infeasible. Project prioritization processes help focus multimodal improvements in areas where they are most needed, such as neighborhoods where the highest number of people walk and the fewest people have access to personal vehicles.
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From page 21... ...
• Are crossing facilities appropriately spaced and aligned with user desire lines to minimize travel routes? • Are transit stops ADA-accessible and aligned with adjacent activity centers?
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Agencies that have developed design standards based on transportation and land-use context should determine whether those standards provide safe bicycle and pedestrian facilities on all roads in urban and suburban areas. (Chapter 6 presents strategies for providing minimally safe multimodal facilities in constrained environments.
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From page 23... ...
Prioritize Safety Street safety data -- measured either by crash data or risk assessments -- can also indicate the need to change a street's cross section. High numbers of crashes involving bicyclists and pedestrians suggest the current street configuration is not meeting all users' needs and that more robust active transportation facilities that separate users from vehicular traffic are needed.
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From page 24... ...
The decision-making framework (as was presented in Chapter 2) helps prioritize safety by including performance metrics that are more abstract or difficult to quantify, like equitable modal access and the safety effects of geometric design decisions.
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From page 25... ...
Street designs should align with the land-use contexts of the communities they pass through. The following sections detail how roadway space allocation and design choices can affect specific community needs and goals related directly to transportation (i.e., safety and mode shift)
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From page 26... ...
In contrast, for motorists, removing travel lanes can lead to lower motorist volumes, but rarely does it increase the risk for motorists. A narrower right-of-way also encourages motorists to slow down, which improves safety for all street users.
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Roadway design and allocation, by encouraging or discouraging certain types of travel, are critical in supporting mode shift. For example, research has shown that bicycle volumes increase when bicycle facilities are built, particularly when such facilities connect to a bicycle network (Dill 2003, Marqués et al.
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From page 28... ...
As noted previously, streets that communicate that pedestrians, bicyclists, transit users, and other non-automobile modes are expected and prioritized help encourage the mode shift critical for environmental well-being. Health Roadway design decisions directly affect public health in ways in addition to safety.
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From page 29... ...
Where freight routes must overlap with streets with moderate or higher amounts of pedestrian, bicyclist, and/or micromobility traffic, freight access must be secondary to the safety of those users. In practice, this means increasing the visibility of people walking, biking, or rolling; controlling vehicle speed and turning movements; and directing and monitoring parking to ensure that freight has the space needed to load and unload without blocking bike lanes -- a common complaint in dense urban areas.
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