DOCSLIB.ORG

130514-CITY COUNCIL MEETING Revised Package.Indd

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

COLORADO ESPLANADE | CITY COUNCIL INFORMATION PACKAGE PWP LANDSCAPE ARCHITECTURE 739 ALLSTON WAY BERKELEY, CALIFORNIA 94710 MAY 14, 2013 COLORADO ESPLANADE The Colorado Esplanade has been designed as a gateway to the heart of Santa Monica LANDSCAPE ARCHITECTURE and its major destinations. The Esplanade 739 ALLSTON WAY BERKELEY, CA 94710 THE SITE PLAN COORDINATES AND INCLUDES: will connect the new EXPO Station to points • A HIGHLY VISIBLE AND ICONIC INTEGRATED DESIGN OF UNIQUE ELEMENTS. North, South, East, and West, and will create • ONE-WAY VEHICULAR TRAFFIC FROM 4TH STREET TO OCEAN AVENUE. a landmark identity for the city that will be • A WIDE PEDESTRIAN ZONE. seen by pedestrians, cyclists, drivers, and bus • INTEGRATED WAY FINDING. and light rail riders that approach it on city • ENHANCED, BALANCED, AND ACCESSIBLE MOVEMENT ROUTES FOR ALL MODES. streets, as well as from the freeway. SANTA MONICA PLACE CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE 2ND STREET PALISADES PARK PALISADES BANK OF PASEO DEL MAR 101 COLORADO PARKING STRUCTURE 8 BLOOMINGDALE’S THE WEST MIDAS AVENUE COLORADO AVENUE HOLIDAY INN GATEWAY TRIANGLE EXPO STATION PACIFIC COAST HIGHWAY SEARS -BY OTHERS POTENTIAL TOD SITE OCEAN AVENUE 4TH STREET PALISADES GARDEN MAIN STREET WALK OVERALL SITE PLAN OVERALL 5TH STREET 2 CITY HALL LANDSCAPE ARCHITECTURE BERKELEY, CA 94710 CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE LOOKING WEST DOWN THE ESPLANADE DOWN LOOKING WEST VIEW LOOKING WEST FROM EXPO STATION 3 FRAMING THE VIEW LANDSCAPE ARCHITECTURE Preserving the view to the Pier Sign BERKELEY, CA 94710 was a desire of all the constituents. As a new multi-model corridor, we thought it important that all modes of movement be able to participate in the view corridor to the Pier Sign. This space allocation diagram represents the framework for the Esplanade design and accomplishes all of these project goals. CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE AND VIEW FRAMING ALLOCATION SPACE DIAGRAM CONCEPT 4 ESPLANADE STREET TREE GOALS LANDSCAPE ARCHITECTURE 739 ALLSTON WAY The Esplanade should be easily BERKELEY, CA 94710 identifi able and an iconic statement in the City of Santa Monica. A bold, yet simple planting strategy can help provide identity to this corridor. To meet the design goals, the framing tree should engage the spirit of Santa Monica TREE VISIBILITY FROM PCH DIAGRAM as arboretum, it should frame or A unique Esplanade Tree will give the Esplanade identity and visibility from highlight the Pier sign, it should adjacent locations strengthen the identity of the Esplanade, and it should provide modulation and dappled shade. We are currently reviewing a few CITY OF SANTA MONICA OF SANTA CITY species that meet the goals with COLORADO ESPLANADE the city forester prior to making the fi nal selection. COLUMNAR OR PYRAMIDAL FORM TO PRESERVE VIEWS TO THE PIER SIGN The low shrub planting down the Esplanade will be bold, simple and hardy, maintaining a strong line which draws ones attention down the street towards the pier sign TREE FORM + OPEN CANOPY STRUCTURE TO PROVIDE and past many destinations along DAPPLED SHADE AND VIEWS EXISTING VIEW DOWN COLORADO TO THE BUILDINGS the way. Fragrant plants will be used in moderation along the way to highlight key moments in the design. CLEAR TRUNK ESPLANADE TREE PLANTING ESPLANADE VIEW DOWN COLORADO TREE FORM CRITERIA 5 EXISTING GINGKOS -TO REMAIN WIDENED SIDEWALK ON 4TH STREET LANDSCAPE ARCHITECTURE 739 ALLSTON WAY WAY FINDING COMPASS BERKELEY, CA 94710 4TH STREET STRING LIGHTS -POLE WITH INFORMATIONAL GRAPHICS FRAMING TREE -IN ACCENT PAVING BLOOMINGDALE’S BANK OF THE WEST BIKE BUFFER ESPLANADE PAVING 4TH COURT COLORADO AVENUE END OF CYCLE TRACK + FUTURE INTERSECTION PLAZA MONICA OF SANTA CITY CONNECTION TO BROADWAY COLORADO ESPLANADE -BIKE CONTINUES THROUGH 4TH COURT CYCLE TRACK -BY OTHERS VINE OR ART WALL -BY OTHERS GRAND STAIRCASE -BY OTHERS TERRACED PLANTING WITH BOLD, FRAGRANT PLANTING -BY OTHERS EXPO VINE OR STATION ART WALL -BY OTHERS -BY OTHERS AVENUE AND COLORADO 4TH STREET 6 LANDSCAPE ARCHITECTURE BERKELEY, CA 94710 CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE VIEW OF METRO STATION PLAZA VIEW OF METRO STATION STATION PLAZA VIEW LOOKING SOUTHEAST 7 LANDSCAPE ARCHITECTURE SANTA MONICA 739 ALLSTON WAY PLACE BERKELEY, CA 94710 PARKING STRUCTURE 8 BLOOMINGDALE’S STRING LIGHTS -POLE WITH INFORMATIONAL GRAPHICS FRAMING TREE -IN ACCENT PAVING BIKE BUFFER ESPLANADE PAVING CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE CROSSWALK TO SANTA MONICA CYCLE TRACK PLACE AND 3RD STREET -SIGNALIZED INTERSECTION - 70’ WIDE CROSSWALK PEDESTRIAN BUFFER GATEWAY LOW SHRUB PLANTING TRIANGLE WAY FINDING COMPASS SEARS INTERSECTION ENLARGEMENTS AVENUE AND COLORADO 3RD STREET 8 LANDSCAPE ARCHITECTURE 739 ALLSTON WAY BERKELEY, CA 94710 CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE VIEW OF GATEWAY TRIANGLE AND TRIANGLE VIEW OF GATEWAY 3RD STREET TO WIDENED CROSSWALK VIEW FROM GATEWAY TRIANGLE TO 3RD STREET PEDESTRIAN CONNECTION 9 The one-way westbound traffi c allows for the realignment of Main Street and Second Street, which is an important LANDSCAPE ARCHITECTURE 739 ALLSTON WAY 101 COLORADO AVENUE BIKE CENTER PARKING STRUCTURE 8 move to ease the connection between BERKELEY, CA 94710 downtown and the Civic Center across the Freeway. Bike boxes allow for bikes to easily access the Bike Center and simplify the movements of bikes heading North and South off of the cycle track at this intersection. BIKE BUFFER PEDESTRIAN BUFFER ESPLANADE PAVING HOTEL MONICA OF SANTA CITY DRIVEWAY FRAMING TREE COLORADO ESPLANADE LOW SHRUB PLANTING GATEWAY TRIANGLE HOLIDAY INN STRING LIGHTS -POLE WITH INFORMATIONAL GRAPHICS WAY FINDING COMPASS BOLLARD -AT EDGE OF HOLIDAY INN DRIVEWAY Appropriate design components will be incorporated into the Colorado Esplanade to provide for safe and effi cient vehicular ingress/egress and deliveries at the properties located on the south side of Colorado Avenue between Fourth Street and Ocean Avenue through the installation of bike box and stop bar striping, pedestrian bollards, and differentiated pavement treatment at driveways. In addition, the signal at Colorado/2nd/Main will INTERSECTION ENLARGEMENTS REALIGNMENT l SECOND STREET MAIN STREET AVENUE COLORADO AT include a combination of bicycle signal heads, vehicle signal heads, and pedestrian indications which will allow the fl exibility of signal operations to provide lead or lag protected/permissive left-turns for vehicles. 10 OCEAN AND COLORADO The Ocean Avenue and Colorado Avenue intersection is LANDSCAPE ARCHITECTURE TRAFFIC SIGNAL 739 ALLSTON WAY designed as a scramble intersection, BERKELEY, CA 94710 PASEO DEL MAR leading the pedestrian and bicyclist through the intersection both in the FRAMING TREE traditional right angle movement -IN ACCENT PAVING as well as diagonally, to encourage the connection between the new INTERSECTION PLAZA BIKE BUFFER Palisades Garden Walk and the PEDESTRIAN BUFFER existing historic Palisades Park, as ESPLANADE PAVING envisioned by the Civic Center Specifi c Plan. The intersection plaza includes LOW SHRUB PLANTING a special pattern for the intersection STRING LIGHTING -POLE WITH INFORMATIONAL GRAPHICS that extends the lines of the City’s THE international-style crosswalk marking LOBSTER WAY FINDING COMPASS towards the interior of the intersection, PGW BENCH AND TRELLIS MONICA OF SANTA CITY creating a unique and artistic COLORADO ESPLANADE - WITH VINES - BY OTHERS geometry. The design accentuates the PGW PAVING diagonal pedestrian movement while - BY OTHERS also suggesting the complexity and integration of different modes at this multi-modal street plaza. OCEAN AVENUE PALISADES GARDEN WALK INTERSECTION ENLARGEMENTS AVENUES AND COLORADO OCEAN 11 LANDSCAPE ARCHITECTURE 739 ALLSTON WAY BERKELEY, CA 94710 BLOOMINGDALE’S ESPLANADE PAVING STRING LIGHTS -POLE WITH INFORMATIONAL GRAPHICS COLORADO AVENUE FRAMING TREE MONICA OF SANTA CITY -IN ACCENT PAVING COLORADO ESPLANADE BIKE BUFFER CYCLE TRACK WIDENED PEDESTRIAN ZONE WAY FINDING COMPASS PEDESTRIAN BUFFER LOW SHRUB PLANTING 4TH STREET ENLARGEMENT PLAN ENLARGEMENT PLAN TYPICAL 12 LANDSCAPE ARCHITECTURE 739 ALLSTON WAY BERKELEY, CA 94710 FRAMING TREE CITY OF SANTA MONICA OF SANTA CITY STRING LIGHTS COLORADO ESPLANADE STRING LIGHT POLE - WITH INFORMATIONAL GRAPHICS - BEYOND PEDESTRIAN BUFFER BICYCLE BUFFER MCDONALDS HOLIDAY INN HOLIDAY PLANTING ZONE PEDESTRIAN ZONE BIKE ZONE VEHICULAR ZONE PLANTING AND PEDESTRIAN ZONE CROSS SECTION TYPICAL 13 GATEWAY TRIANGLE The Gateway Triangle design LANDSCAPE ARCHITECTURE PARKING GARAGE 739 ALLSTON WAY creates a strong visual gateway BERKELEY, CA 94710 PARKING STRUCTURE 8 ENTRANCE AND EXIT to City Hall, the Civic Auditorium, and new Civic Center Parks. The design consists of a small plaza at the convergence of a pinwheel of pedestrian pathways that lead from COLORADO AVENUE the Esplanade to the Main Street Bridge through planting beds fi lled with simple, bold and aromatic landscape. ESPLANADE PAVING PEDESTRIAN BUFFER CITY OF SANTA MONICA OF SANTA CITY BIKE BUFFER COLORADO ESPLANADE FRAMING TREE STRING LIGHTS -POLE WITH INFORMATIONAL GRAPHICS GATEWAY TRIANGLE COLOR ROWS SCREENING SHRUB ACCENT TREE POSSIBLE ART LOCATION MAIN STREET SEARS ENLARGEMENT PLAN TRIANGLE GATEWAY 14 LANDSCAPE ARCHITECTURE 739 ALLSTON WAY BERKELEY, CA 94710 CITY OF SANTA MONICA OF SANTA CITY COLORADO ESPLANADE VIEW OF GATEWAY TRIANGLE VIEW OF GATEWAY VIEW OF GATEWAY TRIANGLE 15 LANDSCAPE ARCHITECTURE 739 ALLSTON WAY BERKELEY, CA 94710 CITY OF SANTA MONICA OF
Recommended publications
  • "2. Sidewalks". "Boston Complete Streets Design Guide."

    "2. Sidewalks". "Boston Complete Streets Design Guide."

    Sidewalk Zone Widths The width of the sidewalk contributes to the degree of When making decisions for how to allocate sidewalk space, comfort and enjoyment of walking along a street. Narrow the following principles should be used: sidewalks do not support lively pedestrian activity, and may create dangerous conditions where people walk in the Frontage Zone street. Typically, a five foot wide Pedestrian Zone supports > The Frontage Zone should be maximized to provide space two people walking side by side or two wheel chairs passing for cafés, plazas, and greenscape elements along build- each other. An eight foot wide Pedestrian Zone allows two ing facades wherever possible, but not at the expense of pairs of people to comfortably pass each other, and a ten reducing the Pedestrian Zone beyond the recommended foot or wider Pedestrian Zone can support high volumes of minimum widths. pedestrians. Pedestrian Zone Vibrant sidewalks bustling with pedestrian activity are not > The Pedestrian Zone should be clear of any obstructions only used for transportation, but for social walking, lingering, including utilities, traffic control devices, trees, and furniture. and people watching. Sidewalks, especially along Downtown When reconstructing sidewalks and relocating utilities, all Commercial, Downtown Mixed-Use, and Neighborhood Main utility access points and obstructions should be relocated Streets, should encourage social uses of the sidewalk realm outside of the Pedestrian Zone. by providing adequate widths. > While sidewalks do not need to be perfectly straight, the SIDEWALKS Pedestrian Zone should not weave back and forth in the When determining sidewalk zone widths, factors to consider right-of-way for no other reason than to introduce curves.
  • East Midtown Waterfront Esplanade Community Working Group June 24, 2013

    East Midtown Waterfront Esplanade Community Working Group June 24, 2013

    East Midtown Waterfront Esplanade Community Working Group June 24, 2013 East Midtown Waterfront Esplanade Project : Community Working Group 06/24/13 1 Agenda I. Project Overview a) Project Goals b) Project Considerations c) Progress Update II. Pre-Concept Design a) Design Inspiration b) Community Working Group 1 Meeting Summary c) Responding to Community Aspirations III. Breakout Session IV. Reporting Back V. Project Timeline and Next Steps East Midtown Waterfront Esplanade Project : Community Working Group 06/24/13 2 I Project Overview Site Context East Midtown Waterfront Esplanade Project : Community Working Group 06/24/13 4 Project Overview Contemplated by State legislation in July 2011: . Sponsored by State Assemblymember Brian Kavanagh and State Senator Liz Krueger (locally by Councilmember Daniel Garodnick) Project purpose: . Construct a continuous greenway from East 38th – 60th Street along the East River to create a critical transportation connection and to provide new open space to alleviate chronic shortage in the immediate area East Midtown Waterfront Esplanade Project : Community Working Group 06/24/13 5 Project Goals Provide Critical Transportation Route Achieve major transportation need and policy goal by filling critical gap . East Side of Manhattan lacks dedicated greenway for non-motorized transportation; creating one is a major public policy goal . Improve transportation options for thousands of pedestrians, joggers, rollerbladers and cyclists . Support alternative forms of transportation for New Yorkers and improve air quality Bicyclist on 2nd Ave & 38th Street NYC Bike Map in 2016 East Midtown Waterfront Esplanade Project : Community Working Group 06/24/13 7 Provide Waterfront Access & Open Space Provide waterfront access and new open space for densely populated East Midtown communities .
  • Oakmont Phase 2 Selection Sheet

    Oakmont Phase 2 Selection Sheet

    Oakmont Phase 2 Selection Sheet Lot #: ________ Address: ______________________________ Brick: CHOOSE ONE (White Mortar $1,000 upgrade) Annandale Canal Street Stone Chase Forest Glen Charleston Nottingham Tudor Old Waverly Hardy Plank Color (Sherwin Williams) (CHOOSE ONE): _______________________________ Exterior Trim (Sherwin Williams) (CHOOSE ONE): _______________________________ Window Color (CHOOSE ONE): White Almond Front Door & Shutters (if applicable) (CHOOSE ONE): _______________________ Interior Wall Paint Colors: SHERWIN WILLIAMS FLAT LATEX PAINT (Please include name & number) (2 COLORS MAXIMUM) Color #1:___________________________________ Location:__________________________________ Color #2:___________________________________ Location: _________________________________ Interior Trim Color (CHOOSE ONE) : ______________________________ Gutters Color (CHOOSE ONE) : ______________________________ Bronze Tuxedo Gray Dark Gray Pearl Gray All selections are to be approved by builder and subject to change without notice due to supplier availability. Cabinet Style (CHOOSE ONE) : Bella Sedona Cabinet Color (CHOOSE ONE) : Bistro White White Fog Taupe Graphite Ebony Willow Cappucino Smoke Coffee Hardware (CHOOSE ONE PULL AND CHOOSE ONE KNOB): Knob Style #:__________________ Pull Style#:__________________ Plumbing Fixtures (CHOOSE ONE): Oil Rubbed Bronze Brushed Nickel Countertops (CHOOSE ONE GRANITE FOR THE KITCHEN & CHOOSE ONE GRANITE FOR ALL BATHROOMS): Colonial White Black Pearl Black Pearl Leathered Ash Blue White Shadow Stormy Night
  • Regional Freight Mobility Study, Phase II Report

    Regional Freight Mobility Study, Phase II Report

    Corpus Christi – Yoakum Regional Freight Mobility Study, Phase II Report TABLE OF CONTENTS EXECUTIVE SUMMARY ........................................................................................................ES-1 SECTION 7 - ANALYSIS OF RAIL/ROADWAY INTERFACE ISSUES .....................................7-1 7.1 METHODOLOGY.......................................................................................................7-1 7.1.1 Crossing Selection Criteria.............................................................................7-1 7.1.2 Rail Occupancy ..............................................................................................7-4 7.1.3 Analysis of Results .........................................................................................7-8 7.2 GRADE CROSSING COST/BENEFIT ANALYSIS...................................................7-10 7.2.1 Construction Cost Estimates ........................................................................7-10 7.2.2 Benefit-Cost Analysis ...................................................................................7-26 7.3 RECOMMENDATIONS ............................................................................................7-31 SECTION 8 - BOTTLENECK IMPROVEMENTS EVALUATION AND MODELING ..................8-1 8.1 PROJECTED TRAFFIC GROWTH ............................................................................8-1 8.1.1 2035 Train Forecasts......................................................................................8-1 8.1.2 Results............................................................................................................8-2
  • Walking Along Road

    Walking Along Road

    Walking Along the Road Module 2 Learning Outcomes: 2-2 At the end of this module, you will be able to: Describe the operational and safety benefits of shoulders and sidewalks Select the appropriate design for sidewalks Calculating Reduction in Number of Crashes 2-3 Crash Modification Factor (CMF): factor used to compute the expected number of crashes after implementing a given countermeasure. Crash Reduction Factor (CRF): % fewer crashes experienced on a road with a given countermeasure than on similar road without the countermeasure Relationship between CMF and CRF: CMF = 1 - (CRF/100) CRF = 100*(1 – CMF) (Examples on next slide) CMF/CFR Clearinghouse: www.cmfclearinghouse.org Shoulders and Sidewalks 2-4 Walking along the Paved shoulders road accounts for reduce pedestrian 10-15% of fatal crashes by 70% (CRF) pedestrian crashes: CMF = 0.3 Fewer in urban areas Gan et al. study More in rural areas Sidewalks reduce They’re easily pedestrian crashes by preventable 88% (CRF) CMF=0.12 McMahon Study Shoulders improve safety for all users 2-5 Sonoma Co. CA For motorists: room to avoid crashes Shoulders improve safety for all users 2-6 For bicyclists: a place to ride Benton Co. OR Shoulders improve safety for all users 2-7 Benton Co. OR 6’ width preferred For pedestrians: a place to walk CMF = 0.3 (CRF = 70%) 2-8 Canyonville OR At a certain point, sidewalks are needed 2-9 Manitou Springs CO “Goat trail” indicates sidewalks are needed The 2011 AASHTO “Green Book” states: “Sidewalks are an integral parts of city streets” 2-10 Quote
  • Streets As Connectors: PEDESTRIAN ZONES in CITIES NATIONAL LEAGUE of CITIES

    Streets As Connectors: PEDESTRIAN ZONES in CITIES NATIONAL LEAGUE of CITIES

    NATIONAL LEAGUE OF CITIES Streets as Connectors: PEDESTRIAN ZONES IN CITIES NATIONAL LEAGUE OF CITIES About the National League of Cities The National League of Cities (NLC) is the voice of America’s cities, towns and villages, representing more than 200 million people. NLC works to strengthen local leadership, influence federal policy and drive innovative solutions. NLC’s Center for City Solutions provides research and analysis on key topics and trends important to cities and creative solutions to improve the quality of life in communities. About the Authors Brenna Rivett is a program manager, Tina Lee is a senior coordinator, and Brooks Rainwater is the senior executive and director of NLC’s Center for City Solutions. Acknowledgments The authors would like to thank Laura Cofsky who edited the report, and Paris Williams who designed the report. © 2020 National League of Cities. All Rights Reserved. Table of Contents 2 Foreword 3 Introduction 5 Background 7 What Cities are Doing 10 International Overview 14 Community Impacts 16 Case Studies 22 Key Considerations 23 Conclusion STREETS AS CONNECTORS: Pedestrian Zones in Cities Foreword Streets are built to connect people. They are arteries of communities, connecting residents to the things most central to their lives – friends and family members, their neighborhoods, and the places where they work and learn. Over time, however, cities and towns have prioritized space for cars, pushing people off the streets. Now, the long-term impact of car-oriented design is becoming more apparent. Traffic congestion and air pollution are wreaking havoc in many places. And, the lack of public spaces for people to gather is driving social isolation.
  • City of Salem Downtown Streetscape Plan Acknowledgements

    City of Salem Downtown Streetscape Plan Acknowledgements

    CITY OF SALEM DOWNTOWN STREETSCAPE PLAN ACKNOWLEDGEMENTS PROJECT PARTNERS CONSULTANT TEAM CITY OF SALEM WALKER MACY Kristin Retherford, Urban Development Director Lead, Streetscape Design Sheri Wahrgren, Downtown Revitalization Manager Michael Zilis, Principal-in-Charge Rebecca Ziegler, Downtown Revitalization Project Manager Ken Pirie, Principal Planner Saumya Kini, Urban Designer Morgan Maiolie, Urban Planner PEOPLE OF SALEM Tiffany Swift, Urban Designer Design Guidance and Review JLA PUBLIC INVOLVEMENT Public Outreach and Engagement Kristen Kibler, Senior Project Manager Irene Kim, Program Manager Sam Beresky, Multi-Media Specialist LELAND CONSULTING GROUP Financial Consultation Alisa Pyszka, Principal DKS ASSOCIATES Transportation Scott Mansur, Senior Transportation Engineer TABLE OF CONTENTS 1. INTRODUCTION 4-15 Landscape Guidelines 42 Project Background 5 Planting Guidelines 43 How the Plan is Organized 6 Street Tree Guidelines 44-47 Streetscape Benefits 7 Other Streetscape Elements 48-49 Salem Character and Identity 8-9 Existing Conditions 10-11 4. IMPLEMENTATION 50-57 Public Process 12-13 Implementation Considerations 51 Messages from the Community 14-15 Example Plans 52-56 Alley Entrance 52-53 2. DESIGN CONCEPTS 16-35 Civic Streetscape 54-55 Section Description 17 Promenade Corner 56-57 Guiding Recommendations 18 Recently-Completed Streetscapes 19 5. FUTURE PROJECTS 58-64 Consistent Design Elements 20-21 Midblock Landscape Areas 59-61 Streetscape Types 22 Front Street Crossings 62 Streetscape Framework 23 Festival Streets 63 Promenade Streetscape 24-25 Parklets 64 Civic Streetscape 26-27 Urban Streetscape 28-29 6. APPENDIX 65-70 Parkway Streetscape 30-31 Sidewalk Condition Analysis 66 Front St. Streetscape 32-33 Downtown Character Areas 67 Alley Entrances 34-35 Sidewalk Lighting Analysis 68 Civic Wayfinding - Tree Lights 69 3.
  • Roadway &Traffic Operations Strategy

    Roadway &Traffic Operations Strategy

    ESTABLISHING MULTI-MODAL STRATEGIES | CHAPTER 4 ROADWAY & TRAFFIC OPERATIONS STRATEGY To serve planned growth, the future transportation system needs multi-modal improvements and strategies to manage the forecasted travel demand. This chapter presents a detailed strategy to improve Moscow’s roadway network and traffic operations over the next 20 years, including network connectivity options, regional circulation enhancements, intersection modifications, and multi-modal street design guidelines. MULTI-MODAL TRANSPORTATION PLAN This page intentionally left blank. Moscow on the Move 4 ROADWAY & TRAFFIC OPERATIONS STRATEGY Supporting the guiding principles of Moscow on the Move, the Roadway & This Transportation Traffic Operations Strategy strives to provide a truly multi-modal Commission “check mark” icon signifies transportation system and improve safety, access, and mobility for all street which actions have unanimous users by identifying strategies, policies, and projects that help achieve support from the Commission. Moscow’s vision for mobility and access. This strategy of Moscow on the Move The icon is a way to illustrate the level of support for identifies opportunities to retrofit existing streets in Moscow and develops the implementation. street grid to improve citywide connectivity for motor vehicles, pedestrians, bicyclists, and transit users. This strategy specifically provides an overview of the existing traffic conditions and how conditions might change by 2035, a street network plan, various design tools that could be applied throughout the city, and descriptions of recommended street projects. FUTURE DEFICIENCIES AND NEEDS Existing and future roadway and traffic operation conditions were assessed to determine the needs and deficiencies of the system. The key areas projected to require improvement or to present future challenges are summarized below.
  • Denver NRHP and Landmarked Historic

    Denver NRHP and Landmarked Historic

    City and County of Denver National Register and Landmarked Parkways and Boulevards City Park Esplanade (East Colfax Avenue to East 17th Avenue) Clermont Street Parkway (East 3rd Avenue to East 6th Avenue) Country Club Parkways (including Williams, Franklin, Gilpin, High Streets) Downing Street Parkway (East 3rd Avenue to East Bayaud Avenue) Forest Street Parkway ( East 17th Avenue to Montview Boulevard) South Marion Street Parkway (East Bayaud Avenue to East Virginia Avenue} Monaco Street Parkway (East 1st Avenue to Montview Boulevard) Montview Boulevard (Colorado Boulevard to Monaco Street Parkway) Park Avenue Parkway Richthofen Place Parkway (Monaco Street Parkway to Oneida Street) Speer Boulevard (Irving Street to Downing Street; including the Speer Blvd Triangles, at Li nco1 n, Cherokee Delaware, Elati, Fox, Galapago, and Inca.) University Boulevard (I-25 to 6th Avenue) Williams Street (East 8th Avenue to East 4th Avenue) East Alameda Parkway (Steele St. to Quebec St.) East 1st Avenue (Downing Street to University Boulevard) East 3rd Avenue East 4th Avenue (Williams Street to Gilpin Street) East 6th Avenue Parkway (Colorado Boulevard to Quebec Street) - East 7th Avenue Parkway (Williams Street to Colorado Boulevard) East 17th Avenue Parkway (Colorado Blvd to Monaco Street Parkway) West 46th Avenue (Grove Street to Stuart Street City and County of Denver National Register and Landmarked Parks Alamo Placita Park (formerly part of Arlington Park) Berkeley Lake Park Cheesman Park Cheesman Park Esplanade City Park and City Park Golf Civic Center (including the Capitol grounds, the Pioneer Monument, and West 14th Avenue Parkway) Congress Park Cranmer Park (formally Mountain View Park) Highland Park Hungarian Freedom Park (formerly part of Arlington Park) Inspiration Point Kittredge Park Mestizo Curtis Park Montclair Park Quality Hill Park Richthofen Monument Rocky Mountain Lake Park Sunken Gardens Park Washington Park .
  • Additional Agenda of Sutherland Traffic and Traffic Safety Committee

    Additional Agenda of Sutherland Traffic and Traffic Safety Committee

    Additional Reports Sutherland Traffic and Traffic Safety Committee Meeting Friday, 2 October 2020 9.30am Meeting to be held Remotely Sutherland Traffic and Traffic Safety Committee 2 October 2020 ADDITIONAL REPORTS 4. REPORTS FROM OFFICERS – SUTHERLAND TRAFFIC AND TRAFFIC SAFETY COMMITTEE STR062-20 Belgrave Esplanade at the Intersections of Ramu Close, Goulburn Peninsula, Roper Crescent, Roper Crescent/Bellinger Place, Paroo Avenue and Hawkesbury Esplanade, Sylvania Waters - Queuing Across Intersections (pg 3) 5. ADDITIONAL MATTERS RAISED AT MEETING Page 2 Sutherland Traffic and Traffic Safety Committee 2 October 2020 20 STR062-20 BELGRAVE ESPLANADE AT THE INTERSECTIONS OF RAMU CLOSE, - GOULBURN PENINSULA, ROPER CRESCENT, ROPER CRESCENT/BELLINGER PLACE, PAROO AVENUE AND HAWKESBURY ESPLANADE, SYLVANIA WATERS - QUEUING STR062 ACROSS INTERSECTIONS Attachments: Appendix A⇩ and Appendix B⇩ EXECUTIVE SUMMARY This report supersedes report STR056-20. Council has received ongoing concerns regarding: o vehicles queuing in Belgrave Esplanade, on approach to the traffic lights at Box Road and Port Hacking Road; and o the design of the roundabout at the intersection of Belgrave Esplanade and Murrumbidgee Avenue. Suggestions to assist the situation include: o reverting the intersection of Box Road and Port Hacking Road to left-in/left-out manoeuvres; o installing roundabouts, ‘KEEP CLEAR’ linemarking or ‘DO NOT QUEUE ACROSS INTERSECTION’ signs in Belgrave Esplanade, at the intersections of Ramu Close, Goulburn Peninsula, Roper Crescent, Roper Crescent/Bellinger Place, Paroo Avenue and Hawkesbury Esplanade; and o modifying the roundabout at the intersection of Belgrave Esplanade and Murrumbidgee Avenue. As part of the Bus Priority Improvement Program, Transport for NSW will be modifying the intersection of Box Road and Port Hacking Road, to allow two through travel lanes in Box Road westbound approach.
  • Appendix C: Pedestrian Design Guidelines This Page Intentionally Left Blank 1.0 RATIONALE for the DESIGN GUIDELINES

    Appendix C: Pedestrian Design Guidelines This Page Intentionally Left Blank 1.0 RATIONALE for the DESIGN GUIDELINES

    Appendix C: Pedestrian Design Guidelines This page intentionally left blank 1.0 RATIONALE FOR THE DESIGN GUIDELINES Designing streets so that they encourage people to walk by providing an experience that is safe, comfortable and attractive is an important element to creating vibrant and active urban areas. The purpose of the Pedestrian Design Guidelines is to integrate existing resources and current best practices into one coherent set of guidelines aimed at improving the pedestrian experience in Chula Vista. These guidelines are meant for inclusion in the City’s Street Design Standards. They should be used by engineers, planners, policy makers, and the public to guide decisions related to new construction as well as retrofitting existing infrastructure. The following guidelines recommended for use by the City of Chula Vista primarily address issues of pedestrian safety, and secondarily, issues of urban design, design character, and the many other amenities that make streets and sidewalks attractive places to travel and spend time as a pedestrian. It is clear that safety concerns can significantly influence a person’s decision to walk or use other modes of transportation. Where people aren’t walking, it is often because they are prevented or discouraged from doing so. Either the infrastructure is insufficient, has serious gaps, or there are safety hazards. These design guidelines present many design and infrastructure improvements that will help the City of Chula Vista to better accommodate pedestrians’ needs and build a stronger walking community. The guidelines included in this chapter are supplemental to the City of Chula Vista’s currently adopted development policies, as well as State and Federal standards.
  • Walking Along the Road the AASHTO

    Walking Along the Road the AASHTO

    Walking Along the Road Calculating Reduction in Number of Crashes Crash Modification Factor (CMF): factor used to compute the expected number of crashes after implementing a given countermeasure. Crash Reduction Factor (CRF): % fewer crashes experienced on a road with a given countermeasure than on similar road without the countermeasure Relationship between CMF and CRF: CMF = 1 - (CRF/100) CRF = 100*(1 – CMF) (Examples on next slide) 2-1 Designing for Pedestrian Safety - Walking Along the Road 2-2 Walking along the road accounts for 10-15% of Shoulders improve safety for all users fatal pedestrian crashes: Fewer in urban areas More in rural areas They’re easily preventable Paved shoulders reduce pedestrian crashes by 70% CMF = 0.3 (CRF = 70%) Sidewalks reduce pedestrian crashes by 88% 6’ width preferred CMF = 0.12 (CRF = 88%) CMF = 0.3 For pedestrians: a place to walk (CRF = 70%) Designing for Pedestrian Safety - Walking Along the Road 2-3 Benton Co. OR Designing for Pedestrian Safety - Walking Along the Road 2-4 The AASHTO “Green Book” states: “Sidewalks are integral parts of city streets” Sidewalks are not added to streets, they “Goat trail” indicates sidewalks are needed are part of the street Manitou Springs CO Designing for Pedestrian Safety - Walking Along the Road 2-5 Designing for Pedestrian Safety - Walking Along the Road 2-6 Curbs & sidewalks slow traffic more than speed sign Discussion: Why are sidewalks discontinuous? Sidewalks define an urban street Because they’re built by developers Coburg OR Designing for Pedestrian