DOCSLIB.ORG

Esplanade Brochure

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

S P END T H E Best P ART O F Y OUR DAY HERE. COLLABORATIVE EXCELLENCE DEFINED AT PHOENIX’S PREMIER MIXED-USE CAMPUS Explore all the exciting new developments at Phoenix’s premier mixed-use campus located in the heart of the Biltmore/Camelback Corridor. Elevate your expectations at The Esplanade. Surround yourself with world-class shopping and dining. Enjoy the convenience of 6 hotels, easy airport and freeway access. Experience the live/work/play lifestyle with nearby luxury homes and high-rise living. the esplanade 04 We’ve enhanced the essence of The Esplanade with artfully crafted communal areas, modern shade structures and a completely refreshed retail mix creating an innovative urban environment. 05 the esplanade CONTEMPORARY and VIBRANT the esplanade 06 OASIS EnjoyOutdoor a variety of vibrant outdoor courtyards, alfresco dining and fluid indoor/outdoor spaces that bring people together to collaborate and innovate. 07 the esplanade LOBBIES RenovatedModern yet timeless, soaring and marble-lined lobbies make a striking impression. the esplanade 08 ECENTER The Esplanade’s E-Center offers high-tech conferencing and event space for up to 120 people featuring a 165” HD projection screen, video wall and all the latest wireless audio and visual equipment. This comfortably modern indoor/outdoor event space opens up by sliding glass doors to a shaded lounge-style patio perfect for parties and cocktail mixers. NewTAILORED OFFICE PROGRAM Suites ranging from 1,900-6,500 SF with unique features including high-end finishes, abundant natural light, creative break rooms, flexible collaboration space and dramatic reception/entries are now available. the esplanade 10 TYPICAL FLOOR PLATES tower i & ii tower iv & v 11 the esplanade SITE PLAN CAMELBACK ROAD pedestrian tunnel valet TOWER V 115 2555 109/110 118 TOWER I TOWER II 2425 2525 120 THE CAMBY 101 102 103/ 106 130 134 108 104 107 Escalator Escalator valet visitor parking 24 3030 40 50 18 20 01 51 24TH STREET 175 TOWER IV AMC ESPLANADE 14 TOWER III 2575 ESPLANADE PLACE 2415 CONDOMINIUMS PARKING parking ESPLANADE LANE visitor parking parking not a part retail/mixed use office project amenities building addresses esplanade i 2425 east camelback road esplanade iv 2575 east camelback road esplanade ii 2525 east camelback road esplanade v 2555 east camelback road the esplanade 12 CHRISTOPHER’S CRUSH LOUNGE & WHERE WORK MEETS innovatve LIFESTYLE Located in the heartdynamic of Phoenix’s desirable Biltmore neighborhood, enjoy access to world-class dining, shopping, resorts, golf, and more. A dedicated pedestrian tunnel directly connects The Esplanade with the upscale Biltmore Fashion Park. 6 hotels 6 onsite restaurants 40 restaurants 2 golf courses and WITHIN ONE MILE P H O E N I X M O U N T A I N S P R E S E R V E A ARIZONA R I Z O N BILTMORE A HOTEL PHOENIX MOUNTAINS C A N 24th st A L ECH O C RECR AN EAT YO ION N AR EA 12 MINUTE DRIVE C ARIZONA A M M C BILTMORE E HO O L B L U A C LA GOLF CLUB K T N R T A A IL I N H CAPITAL E FENNEMORE CRAIG GRILLE A MEXICAN D ARRIBA APPLE WELLS OLD TOWN COMPASSBBVA GRILL FARGO B PLUS COST SAKS W I SCOTTSDALE FIFTH MACY’S RE 15 MINUTE DRIVE O AVENUE O U.S. BANK TM M L MARCUS WILLIAMS E R O LULULEMON J. CREW M c R AND -SONOMA L G F ATHLETICA S B in o A MILLICHAP U A D t N SS BY THE ARMADILLO l RKET BRENDA’S INFERNO MA GRILL e S RALPH IT Y THE r l T NORTHERN A BLANCO om SAFEWAY n A E aha i ZIN TRUE LAUREN S s T a e N TRUST POTTERY TACOS & te COLLINS H ti L BUR FOOD ak G o r E GER TEQUILA ho BREAKFASTMATT'S BIG P n s Y BARN KITCHEN use RA M K E a CHASE CA N ID E I l N D F E H BANK T YO IR G G A Z P I N B ST A V UNITED A TL A B R A Z A K LSTONE G N D R HIL E A 51 healthcare S EN N A ’ R J N I S A E RLOR P RANT C K M L Y V RESTAU Y E K A N R O L B O A R I A I F A C R I A NORDSTROM H camelback rd a THE GLADLY container RACK merrill JONES r ll O CISCO SYSTEMS e lynch LANG store m s ia B panera bread wells id IL LASALLE S R P DUNKIN’ THE t e n BANKERS C T O DONUTS T e M T SA T H CAMBY fargo iff r c TRUST gra A AT FEDEX n nt ORE A VIS la fitness N B E c V A M P c D E A B l t e thornton P a W LLY RT E m ittler a i CU A ELBACK Home LES camelback s f ICH IZ ES en n b a W SHMAN R F n whole r é EN K d y l A AND TMENTS Smart i COURTYARD N elson a K P R colonnade o EE FLINT by & EFIELD H o BY MARRIOTT S baltaire r A Y n I b II R b o foods tocaya o M ’ a e organica A S in-n-out n trader joe’s sc CBRE C a k z o G Y burger n t e AL a LAGHER D r goldwaterse-center K e e sh ENNED A p r the macinto I Y& B u V I b A L l UBS R Y DOSE ic dy amc COMONCY hopdod GENSLER & GRILL pizzeria bianco theatre DOWNTOWN PHOENIX THE ESPLANADE 12 MINUTE DRIVE TEMPE 10 MINUTESKY DRIVE HARBOR INT’L TO LIGHT RAIL at THE ESPLANADE AMC Theatres Artizen Restaurant at The Camby Bees Knees at The Camby City Market Deli Comoncy E-Center E-Fit FLINT by Baltaire Upstairs at FLINT Goldwater’s MercBar On-Site Banking Optical Expressions Project Center Printing The Camby Hotel Tocaya Organica DEMOGRAPHICS population 2018 population 2023 households 2018 households 2023 138,942 149,882 61,352 66,274 7.9% GROWTH 8.0% GROWTH ± 8,561 $78,030 business entities drive an average household income atmosphere of thriving commerce $426,955 ± 5,923 estimated average home value new apartment units built within within one square mile a 3-mile radius over the past 3 years *All within a 3-mile radius unless stated otherwise. CAMELBACK RD. BILTMORE FASHION PARK TH ST. 17 the esplanade For LEASING INFORMATION office Bryan Taute Corey Hawley Executive Vice President | CBRE First Vice President | CBRE 602.735.5000 602.735.5512 [email protected] [email protected] retail LeDonna Spongberg CBRE 602.735.5555 [email protected] the esplanade 18 .
Recommended publications
  • Ken Matthews: 1934-2019

    Ken Matthews: 1934-2019

    KEN MATTHEWS: 1934-2019 The world’s racewalking community was saddened in June 2019 to hear of the passing of Ken Matthews, Great Britain’s last surviving Olympic race walking Gold medallist. His death occurred on the evening of Sunday 2 nd June in Wrexham where he was a hospital in-patient. Kenneth ("Ken") Joseph Matthews was born on 21 June 1934 in Birmingham and started his race walk career as an 18- year-old, following in the footsteps of his father, Joe, who was a founding member of the now defunct Royal Sutton Coldfield Walking Club. Throughout his athletics career, Ken remained Midlands based, and remained a loyal member of Royal Sutton Coldfield Walking Club. An electrical maintenance engineer at a power station near his hometown of Sutton Coldfield, he became one of England's most successful ever racewalkers and dominated the world stage throughout the early 1960's. He won 17 national titles, as well as Olympic and European gold and, between 1964 to 1971 he held every British record from 5 miles to 2 hours, including a 10-mile world best of 69:40.6. Perhaps surprisingly, he did not dominate as a youngster and it was not until 1959, at age 25, that he won his first British titles – the RWA's 10 miles road title and the AAA's 2 miles and 7 miles track titles. 1 From then on, he was pretty much unbeatable in England, but the British race most people remember is, interestingly, a loss rather than a victory. In spectacle, excitement and sheer athleticism, the 1960 AAA 2 mile duel between Stan Vickers and Ken stands comparison with any of the great races in the history of the championships.
  • The ARTS Bicycle and Pedestrian Plan Update

    The ARTS Bicycle and Pedestrian Plan Update

    “The ARTS Bicycle and Pedestrian Plan Update envisions a seamless network of safe and inviting bicycling and walking paths, trails, and on-street facilities, between South Carolina, Georgia and the four member counties, that equitably supports economic development, active transportation, healthy lifestyles and improved quality of life for all citizens and visitors of the region.” Chapter V Two ision , Goa ls, and Objectives 1.1. Objective: Ensure that accommodations for Introduction bicyclists and pedestrians are provided on Based on goals and objectives of existing local all appropriate infrastructure projects where and regional planning documents, the input of pedestrians and bicyclists are permitted to the Project’s steering committee, the project travel. purpose, and relevant examples from around 1.2. Objective: Integrate bicycle and pedes- the country, vision, goals, and objectives are trian facilities in their projects, including, but listed below. The goals and objectives are not limited to, transit, development, public categorized by five of the six E’s associated works, infrastructure, and recreation facili- with bicycle- and walk-friendly community ties. designations. The five E’s are: Engineering, 1.3. Objective: Improve the level of service for Education, Encouragement, Enforcement, and existing bicycle and pedestrian facilities in Evaluation. Equity is considered a sixth E and the member counties. is interwoven within the goals and objectives 1.4. Objective: Increase the mileage of bicycle provided. Objectives 1.6, 1.7, and 3.3 give and pedestrian facilities by fifteen percent particular attention to equity, though it should in each of the region’s four counties within be addressed within the implementation of the next 5 years.
  • Preferential and Managed Lane Signs and General Information Signs

    Preferential and Managed Lane Signs and General Information Signs

    2009 Edition Page 253 CHAPTER 2G. PREFERENTIAL AND MANAGED LANE SIGNS Section 2G.01 Scope Support: 01 Preferential lanes are lanes designated for special traffic uses such as high-occupancy vehicles (HOVs), light rail, buses, taxis, or bicycles. Preferential lane treatments might be as simple as restricting a turning lane to a certain class of vehicles during peak periods, or as sophisticated as providing a separate roadway system within a highway corridor for certain vehicles. 02 Preferential lanes might be barrier-separated (on a separate alignment or physically separated from the other travel lanes by a barrier or median), buffer-separated (separated from the adjacent general-purpose lanes only by a narrow buffer area created with longitudinal pavement markings), or contiguous (separated from the adjacent general-purpose lanes only by a lane line). Preferential lanes might allow continuous access with the adjacent general-purpose lanes or restrict access only to designated locations. Preferential lanes might be operated in a constant direction or operated as reversible lanes. Some reversible preferential lanes on a divided highway might be operated counter-flow to the direction of traffic on the immediately adjacent general-purpose lanes. 03 Preferential lanes might be operated on a 24-hour basis, for extended periods of the day, during peak travel periods only, during special events, or during other activities. 04 Open-road tolling lanes and toll plaza lanes that segregate traffic based on payment method are not considered preferential lanes. Chapter 2F contains information regarding signing of open-road tolling lanes and toll plaza lanes. 05 Managed lanes typically restrict access with the adjacent general-purpose lanes to designated locations only.
  • Temporary Traffic Control Zone Pedestrian Access Considerations

    Temporary Traffic Control Zone Pedestrian Access Considerations

    Guidance Sheet - Temporary Traffic Control Zone Maintaining Pedestrian Pathways in TTC Zones If a project allows pedestrian access through part of the TTC zone, the pathway should be properly Pedestrian Access Considerations maintained. Note that tape, rope, or a plastic chain strung between devices is not detectable; their use does not comply with the design standards in the ADA or the MUTCD, and these items should not be used as a control for pedestrian movements. When implemented, the following recommendations should improve When developing temporary traffic control (TTC) plans, the importance of pedestrian access in and around safety and convenience: the work zone is often overlooked or underestimated. A basic requirement of work zone traffic control, as provided in the Manual on Uniform Traffic Control Devices (MUTCD), is that the needs of pedestrians, v Inspect pathways regularly, and keep them clear of debris and well-maintained. including those with disabilities, must be addressed in the TTC process. Pedestrians should be provided with reasonably safe, convenient, and accessible paths that replicate as nearly as practical the most v Treat surfaces with non-slip materials for inclement weather. desirable characteristics of the existing sidewalks or footpaths. It is essential to recognize that pedestrians are reluctant to retrace their steps to a prior intersection for a crossing, or to add distance or out-of-the-way v Replace walkway surfaces with holes, cracks, or vertical separation. travel to a destination. This guidance sheet serves to remind TTC designers and construction personnel of v Inspect detour pathways regularly for adequacy of signal timing, signs, and potential traffic the importance of pedestrian access, to stress the need for pedestrian safety, and to offer suggestions that will improve the visibility of pedestrian access.
  • Pedestrian Crossings: Uncontrolled Locations

    Pedestrian Crossings: Uncontrolled Locations

    Pedestrian Crossings: Uncontrolled Locations CENTER FOR TRANSPORTATION STUDIES Pedestrian Crossings: Uncontrolled Locations June 2014 Published By Minnesota Local Road Research Board (LRRB) Web: www.lrrb.org MnDOT Office of Maintenance MnDOT Research Services Section MS 330, 395 John Ireland Blvd. St. Paul, Minnesota 55155 Phone: 651-366-3780 Fax: 651-366-3789 E-mail: [email protected] Acknowledgements The financial and logistical support provided by the Minnesota Local DATA COLLECTION Road Research Board, the Minnesota Department of Transportation (MnDOT), and the Minnesota Local Technical Assistance Program John Hourdos and Stephen Zitzow, University of Minnesota (LTAP) at the Center for Transportation Studies (CTS), University of PRODUCTION Minnesota for this work is greatly acknowledged. Research, Development, and Writing: Bryan Nemeth, Ross Tillman, The procedures presented in this report were developed based on infor- Jeremy Melquist, and Ashley Hudson, Bolton & Menk, Inc. mation from previously published research studies and reports and newly collected field data. Editing: Christine Anderson, CTS The authors would also like to thank the following individuals and orga- Graphic Design: Abbey Kleinert and Cadie Wright Adikhary, CTS, and nizations for their contributions to this document. David Breiter, Bolton & Menk, Inc. TECHNICAL ADVISORY PANEL MEMBERS Tony Winiecki , Scott County Pete Lemke, Hennepin County Kate Miner, Carver County Tim Plath, City of Eagan Mitch Rasmussen, Scott County Jason Pieper, Hennepin County Mitch Bartelt, MnDOT This material was developed by Bolton & Menk, Inc., in coordination with the Minne- Melissa Barnes, MnDOT sota Local Road Research Board for use by practitioners. Under no circumstances shall Tim Mitchell, MnDOT this guidebook be sold by third parties for profit.
  • 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 .
  • PLANNING and DESIGNING for PEDESTRIANS Table of Contents

    PLANNING and DESIGNING for PEDESTRIANS Table of Contents

    PLANNING AND DESIGNING FOR PEDESTRIANS Table of Contents 1. Executive Summary ................................................................1 1.1 Scope of Guidelines.............................................................................. 2 1.2 How the Pedestrian-Oriented Design Guidelines Can be Used........ 5 1.3 How to Use the Chapters and Who Should Use Them ...................... 6 2. Pedestrian Primer ...................................................................9 2.1 What is Pedestrian-Oriented Design? ................................................. 9 2.2 Link Between Land Use and Transportation Decisions .................. 10 2.3 Elements of a Walkable Environment ............................................... 11 2.4 What Kind of Street Do You Have and What Kind Do You Want?... 12 2.4.1 "Linear" and "Nodal" Structures .......................................................................... 12 2.4.2 Interconnected or Isolated Streets ....................................................................... 14 2.4.3 Street Rhythm......................................................................................................... 15 2.4.4 "Seams" and "Dividers" ........................................................................................ 16 3. Community Structure and Transportation Planning.........17 3.1 Introduction ......................................................................................... 17 3.2 Land Use Types and Organization..................................................... 18
  • Crossing Guard Manuals As References

    Crossing Guard Manuals As References

    KANSAS GUIDELINES FOR SCHOOL CROSSING GUARDS PRODUCED BY THE KANSAS DEPARTMENT OF TRANSPORTATION (KDOT) AND THE KANSAS SCHOOL CROSSING GUARD COMMITTEE Summer 2006 ACKNOWLEDGMENTS Sincere appreciation is expressed to the following persons who where instrumental in preparing this document, "Kansas Guidelines for School Crossing Guards." Kansas School Crossing Guard Committee David A. Church, Bureau Chief Bureau of Traffic Engineering Kansas Department of Transportation Cheryl Hendrixson, Traffic Engineer Bureau of Traffic Engineering Kansas Department of Transportation Larry E. Bluthardt, Supervisor School Bus Safety Education Unit Kansas Department of Education David Schwartz, Highway Safety Engineer Bureau of Traffic Safety Kansas Department of Transportation Paul Ahlenius, Statewide Bicycle and Pedestrian Coordinator Bureau of Transportation Planning Kansas Department of Transportation Vicky Johnson, Attorney IV Office of Chief Counsel Kansas Department of Transportation Adam Pritchard, Traffic Engineer Bureau of Traffic Engineering Kansas Department of Transportation Additional copies of these guidelines can be obtained by calling or writing: Kansas Department of Transportation Bureau of Traffic Engineering Eisenhower State Office Building 700 SW Harrison, 6th floor Topeka, KS 66603-3754 Telephone: 785-296-8593 FAX: 785 296-3619 Electronic copies are also available at the following website: http://www.ksdot.org/burTrafficEng/sztoolbox/default.asp 3 TABLE OF CONTENTS ACKNOWLEDGMENTS .......................................................................................................
  • Won't Crosswalks Make It Safer to Cross Streets?

    Won't Crosswalks Make It Safer to Cross Streets?

    About Cross Walks: Won’t Crosswalks make it safer to cross streets? A crosswalk is that area of a roadway where pedestrians have the right of way. Crosswalks may be “marked” or “unmarked”. A “marked crosswalk” is any crosswalk which is delineated by painted markings placed on the pavement. All other crosswalk locations are therefore “unmarked”. Under the Arizona Law, crosswalks exist at all intersections, extending across the street from the corner curbs, or on other parts of the street designated as pedestrian crossing locations by the painted lines, unless signed otherwise. Arizona State law states the following in ARS 28-793. Crossing at other than crosswalk A. A pedestrian crossing a roadway at any point other than within a marked crosswalk or within an unmarked crosswalk at an intersection shall yield the right-of-way to all vehicles on the roadway. B. A pedestrian crossing a roadway at a point where a pedestrian tunnel or overhead pedestrian crossing has been provided shall yield the right-of- way to all vehicles on the roadway. C. Between adjacent intersections at which traffic control signals are in operation, pedestrians shall not cross at any place except in a marked crosswalk. Q: Are marked crosswalks safer than unmarked crosswalks? A: The City of San Diego conducted a study on the issue in the 1970's, and the report conclusions are often cited as the first comprehensive study of crosswalk safety. Investigators in San Diego observed over 400 intersections during a five-year study period. The results demonstrated that during the five- year period, 177 pedestrians were hit in 400 marked crosswalks compared to 31 pedestrians hit in 400 corresponding unmarked crosswalks.
  • 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
  • Dual Carriageways Dual Carriageways – Know the Dangers

    Dual Carriageways Dual Carriageways – Know the Dangers

    ROAD SAFETY EDUCATION Dual Carriageways Dual carriageways – know the dangers Never confuse a dual carriageway with a motorway. Both may have 2 or 3 lanes, a central reservation and a national speed limit of 70 mph, but that’s as far as the similarity goes. When driving on a dual carriageway there are many dangers you need to be aware of. Know the difference between dual carriageways and motorways Unlike motorways… • Dual carriageways may have variable speed limits; • Dual carriageways usually permit right turns; • Dual carriageways allow traffic to join from the left and cross from left to right; • Cyclists, mopeds, farm vehicles and pedestrians are allowed to use dual carriageways; • Dual carriageways may have Pelican Crossings, traffic lights, roundabouts and Zebra Crossings. 2 Know the speed limits Dual carriageways often have lower or variable speed limits shown by red circular signs. Rule 124 of The Highway Code NI says you MUST NOT exceed the maximum speed limits for the road and for your vehicle. The presence of street lights generally means that there is a 30 mph (48 km/h) speed limit unless otherwise specified. 3 Know your stopping distances (Rule 126) Always drive at a speed that will allow you to stop well within the distance you can see to be clear. Leave enough space between you and the vehicle in front so that you can pull up safely if it suddenly slows down or stops. Remember - • Never get closer than the overall stopping distance (see typical stopping distances table); • Always allow at least a two-second gap between you and the vehicle Know how to join a in front on roads carrying dual carriageway fast-moving traffic and in tunnels where visibility is reduced; When joining a dual carriageway • The two-second gap rule should obey signs and road markings.