Roadway Cross-Section Reallocation: A Guide (2023) / Chapter Skim
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Chapter 7: Cross section elements
Chapter 7: Cross section elements
Pages 83-110
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From page 83... ...
Practitioners also ensure traffic maintenance plans are in place so all roadway users will have accessible travel paths through the work zone during construction (Figure 8-2)
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From page 84... ...
Gathering "After" Data Once the roadway reallocation has been constructed, practitioners can begin gathering "after" data, evaluating changes that have occurred following implementation, and communicating those changes to stakeholders and community members. Some "after" data (e.g., vehicle speeds, crossing opportunities, conflict data, and crossing lengths)
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From page 85... ...
Examples: Change in corridor property values; changes in the number of corridor businesses, employees, and sales Property parcel data; business data, spending data Environmental outcomes Did the redesign change environmental outcomes on the corridor? Examples: Change in ambient noise; change in air quality Ambient noise levels; fine particulate matter levels Mental health outcomes Did the redesign change mental health outcomes for people traveling on the project corridor?
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From page 86... ...
Examples: Change in the proportion of motorists traveling over the posted speed limit; change in 85th percentile speeds on the project corridor Automated traffic recorder counts Travel time Did the redesign change travel time or travel time reliability for people walking, biking, taking transit, or driving on the project corridor? Examples: Change in pedestrian delay at intersections; change in end-to-end travel time for people biking, taking transit, or driving on the project corridor; change in travel time reliability (i.e., consistency of trip times)
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From page 87... ...
Making and Evaluating Cross-Section Changes 8-7 These project evaluation documents are the last major opportunity to communicate lessons learned and successes from the project. Along with the actual street redesign, they can help build support for similar interventions on other streets (Sadik-Khan 2016)
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From page 88... ...
provides practitioners with direct and indirect transportation outcomes from specific changes to street cross sections. Practitioners should present these holistic outcomes to decisionmakers in a format that can be understood by the broader public.
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From page 89... ...
Making and Evaluating Cross-Section Changes 8-9 Empower Community Members Although effective street-design projects should include a robust public engagement process during the project planning phase, some community members will always be unfamiliar with this work. As the project progresses into design and pre-implementation, new people and businesses will enter the community and bring their preferences and perspectives about the project (Figure 8-4)
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From page 90... ...
8-10 Roadway Cross-Section Reallocation: A Guide Practitioners should communicate consistently and thoughtfully during the project design and pre-implementation phases. This communication should help community members understand the project goals, how the design advances those goals, and the expected direct and indirecttransportation outcomes of the proposed design.
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From page 91... ...
. The reallocation project converted a four-lane cross section with on-street parking to a two-lane cross section with exclusive shared bus/bike lanes, a separated bike lane, and on-street parking between McGrath Highway and Main Street.
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From page 92... ...
This 2-mile reallocation was implemented as part of a larger BRT project extending 7.6 miles between Willow Lawn in Henrico County and Rocketts Landing in Richmond. The reallocation project converted a six-lane cross section with on-street parking to a four-lane cross section with center-running BRT lanes, dedicated left-turn lanes, and on-street parking on one side of Broad Street.
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From page 93... ...
This 0.59-mile reallocation was part of the previously mentioned BRT project, extending 7.6 miles between Willow Lawn in Henrico County and Rocketts Landing in Richmond. The reallocation project used restriping to convert a four-lane cross section with peak-hour bus lanes on one curb and on-street parking on the other curb to a four-lane cross section with curb-running BRT lanes.
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From page 94... ...
The project converted a three-lane, one-way cross section with one bike lane to a two-lane, one-way cross section with a standard bike lane and a buffered contraflow bike lane. The posted speed was reduced from 40 mph to 35 mph.
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From page 95... ...
This reallocation was implemented as part of a larger reallocation project extending 0.4 miles between Market Street and 15th Street. This reconstruction project converted a three-lane cross section to a two-lane cross section with separated bike lanes.
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From page 96... ...
8-16 Roadway Cross-Section Reallocation: A Guide Table 8-7. Tampa, FL, reallocation project analysis results summary.
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From page 97... ...
In January 2018, the Seattle Department of Transportation implemented dedicated bike lanes and bus lanes on Spring Street running between 4th and 6th Avenues. This reallocation was implemented as part of a larger project extending 0.3 miles from 1st Avenue to 6th Avenue.
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From page 98... ...
The reallocation project converted a six-lane cross section with a median to a five-lane cross section without a median and with raised bike lanes. Table 8-11 summarizes the results of the project analyses, which showed decreased overall and pedestrian crash counts, decreased crash costs, and positive economic outcomes.
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From page 99... ...
three-lane cross section with one lane of peak-hour parking restrictions and one bus-only lane between 14th Street NW and 18th Street NW. The changes were deemed successful by DDOT and subsequently made permanent.
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From page 100... ...
8-20 Roadway Cross-Section Reallocation: A Guide Table 8-12. Washington, DC, reallocation project analysis results summary.
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From page 101... ...
When there is not enough space for all street users, provide safe access for everyone in three ways: • Reduce street speeds • Reduce motor vehicle volumes • Identify network opportunities When there is too much space, reduce vehicle speeds and exposure for vulnerable road users with cross-section elements like raised medians, wider buffers, and dynamic curbside uses. Cross-section reallocation projects benefit from a robust public engagement that understands and acknowledges common user concerns.
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From page 103... ...
Context Classification Guide 2022_hi-res.pdf (nflr2.com) Contra-Flow Bike Lanes | National Association of City Transportation Officials (nacto.org)
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From page 104... ...
2009. Bike lanes, on-street parking and business: a study of Bloor Street in Toronto's Annex neighborhood.
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From page 105... ...
References and Bibliography R-3 Tefft, B
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From page 107... ...
Motorists may only enter advisory bike lanes when no bicyclists are present. Advisory bike lanes are appropriate on roads with low- to-moderate motor vehicle volumes and operating speeds.
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From page 108... ...
Floating bus stops: Floating bus stops are median spaces between separated bike lanes and travel lanes that serve as boarding and alighting areas for transit passengers. They typically operate with in-lane transit stops, resulting in less stop delay for transit vehicles.
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From page 109... ...
A similar term is "traffic evaporation." Road diet: A roadway reconfiguration that converts travel lanes to other uses, such as transit lanes or bicycle lanes. Road diets have been shown to improve safety, reduce motor vehicle speeds, and increase mobility and access for all road users.
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From page 110... ...
For example, a minimally narrow travel lane next to a minimally narrow parking lane puts motor vehicles too close to parked cars, which could result in crashes. Through road: A road whose primary street function is to facilitate the high-speed movement of through traffic.
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