Chapter 4 MARKINGS
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Chapter 10 Grade Separations and Interchanges
2005 Grade Separations and Interchanges CHAPTER 10 GRADE SEPARATIONS AND INTERCHANGES 10.0 INTRODUCTION AND GENERAL TYPES OF INTERCHANGES The ability to accommodate high volumes of traffic safely and efficiently through intersections depends largely on the arrangement that is provided for handling intersecting traffic. The greatest efficiency, safety, and capacity, and least amount of air pollution are attained when the intersecting through traffic lanes are grade separated. An interchange is a system of interconnecting roadways in conjunction with one or more grade separations that provide for the movement of traffic between two or more roadways or highways on different levels. Interchange design is the most specialized and highly developed form of intersection design. The designer should be thoroughly familiar with the material in Chapter 9 before starting the design of an interchange. Relevant portions of the following material covered in Chapter 9 also apply to interchange design: • general factors affecting design • basic data required • principles of channelization • design procedure • design standards Material previously covered is not repeated. The discussion which follows covers modifications in the above-mentioned material and additional material pertaining exclusively to interchanges. The economic effect on abutting properties resulting from the design of an intersection at-grade is usually confined to the area in the immediate vicinity of the intersection. An interchange or series of interchanges on a freeway or expressway through a community may affect large contiguous areas or even the entire community. For this reason, consideration should be given to an active public process to encourage context sensitive solutions. Interchanges must be located and designed to provide the most desirable overall plan of access, traffic service, and community development. -
I-75/Laplaisance Road Interchange Reconstruction Presentation
I-75 / LAPLAISANCE ROAD INTERCHANGE RECONSTRUCTION PROJECT OVERVIEW END construction limits along PROJECT LIMITS LaPlaisance Road Limited ROW Albain Ramp E City of Monroe Road Davis Ramp C Drain Monroe Township Fire Station No. 2 LaPlaisance Creek Limited Monroe Charter Township extends through ROW the project limits Ramp D Monroe Links of Lake Boat Club Erie Golf Course adjacent to Ramp B project limits Harbor Marine Trout’s Yacht Ramp A Basin Lake Erie BEGIN construction limits along LaPlaisance Road PROJECT DETAILS Interchange study completed to determine best alternative for design and construction Structure study approval from Federal Highway Reconstruction of LaPlaisance bridge over I-75 Reconstruction of LaPlaisance Road interchange Reconstruction of LaPlaisance Road Reconfiguration of interchange PROJECT TIMELINE Project Letting March 5, 2021 Spring 2021 to Spring 2022 Construction! Bridge and • LaPlaisance Rd bridge over I-75 and LaPlaisance Road pavement constructed in 1955 condition • LaPlaisance Rd interchange ramps reconstructed in 1974 • 25-year (2045) traffic projections Interchange • Reconfiguration of interchange Modernization • Shorter bridge to reduce upfront and future maintenance costs PROJECT NEED SPECIFIC PROJECT INFORMATION (INTERCHANGE RECONFIGURATION) LaPlaisance Road over I-75 (existing condition) Bridge currently closed to traffic Requires replacement due to current condition Existing 14 ft-3 inch (SB) minimum posted underclearance LaPlaisance Road and Ramps The existing interchange operates at an -
"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. -
GUIDELINES for TIMING and COORDINATING DIAMOND November 2000 INTERCHANGES with ADJACENT TRAFFIC SIGNALS 6
Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. TX-00/4913-2 4. Title and Subtitle 5. Report Date GUIDELINES FOR TIMING AND COORDINATING DIAMOND November 2000 INTERCHANGES WITH ADJACENT TRAFFIC SIGNALS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Nadeem A. Chaudhary and Chi-Leung Chu Report 4913-2 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project No. 7-4913 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Research: Construction Division September 1998 – August 2000 Research and Technology Transfer Section 14. Sponsoring Agency Code P. O. Box 5080 Austin, Texas 78763-5080 15. Supplementary Notes Research performed in cooperation with the Texas Department of Transportation. Research Project Title: Operational Strategies for Arterial Congestion at Interchanges 16. Abstract This report contains guidelines for timing diamond interchanges and for coordinating diamond interchanges with closely spaced adjacent signals on the arterial. Texas Transportation Institute (TTI) researchers developed these guidelines during a two-year project funded by the Texas Department of Transportation. 17. Key Words 18. Distribution Statement Diamond Interchanges, Capacity Analysis, Traffic No restrictions. This document is available to the Signal Coordination, Traffic Congestion, Signalized public through NTIS: Arterials National Technical Information Service 5285 Port Royal Road Springfield, Virginia 22161 19. Security Classif.(of this report) 20. Security Classif.(of this page) 21. No. of Pages 22. Price Unclassified Unclassified 50 Form DOT F 1700.7 (8-72) Reproduction of completed page authorized GUIDELINES FOR TIMING AND COORDINATING DIAMOND INTERCHANGES WITH ADJACENT TRAFFIC SIGNALS by Nadeem A. -
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
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 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. -
Detail of Toll Plazas at Lahore Ring Road
DETAIL OF TOLL PLAZAS AT LAHORE RING ROAD Location Sr. No. Name of Toll Plaza Name of Interchanges / Underpasses / Cuts 1 1 Gulshan Ravi Main Toll Plaza Main Carriage Way 2 2 Saggian (Alpha) Saggian Interchange 3 3 Saggian (Bravo) 4 4 Sabzi Mandi (Bravo) Niazi Shaheed Interchange 5 5 Main Toll Plaza (Bravo) 6 6 Amir Cut (Alpha) Cut on main Carriage Way 7 7 Amir Cut (Bravo) 8 8 Karol (Alpha) Karol Under Pass 9 9 Karol (Bravo) 10 10 Mehmood Booti (Alpha) TrafficCircleShaheedNiazi Mehmood Booti Interchange 11 11 Mehmood Booti (Bravo) 12 1 Shareef Pura (Alpha) Shareef Pura/Bhini Road Under Pass 13 2 Shareef Pura (Bravo) 14 3 Quaid-e-Azam (Alpha) Quaid-e-Azam Interchange 15 4 Quaid-e-Azam (Bravo) 16 5 Harbanspura (Alpha) Herbanspura Interchange 17 6 Harbanspura (Bravo) 18 7 A-Gul (Alpha) NORTHERN LOOP 19 8 A-Gul (Bravo) Abdullah Gull Interchange 20 9 Chungi Daghaij 21 10 Air Port (Alpha) 22 11 Air Port (Bravo) Cut on main Carriage Way 23 12 Sajpal (Bravo) 24 13 Ghazi (Alpha) TrafficCircleAbdullah Gull 25 14 Ghazi Phase 8 (Alpha) Ghazi Interchange 26 15 Ghazi (Bravo) 27 16 Nawaz Sharif (Alpha) 28 17 Badian (Bravo) Nawaz Shareef Interchange 29 18 Phase 6 (Bravo) 30 1 Kamahan (Alpha) Kamahan Interchange 31 2 Kamahan (Bravo) 32 3 Masjid Aysha (Alpha) On main Carriage Way 33 4 Camp Office Kamahan (Bravo) 34 5 Ashiana (Alpha) Ashiana Interchange 35 6 Ashiana (Bravo) 36 7 Gaju Matta 1 (Alpha) Traffic Circle Kamahan Gajju Matta Interchange 37 8 Gaju Matta 1 (Bravo) 38 1 Kahna Kacha (Alpha) Kahna Kacha Interchange 39 2 Kahna Kacha (Bravo) 40 3 Haluki (Alpha) SOUTHERN LOOP Haluki Interchange 41 4 Haluki (Bravo) 42 5 Lake City (Alpha) Lake City Interchange 43 6 Lake City (Bravo) Traffic Circle Adda Plot 44 7 Adda Plot (Alpha) Adda Plot Interchange. -
130514-CITY COUNCIL MEETING Revised Package.Indd
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. -
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. -
TM 27 – NJ-29 Interchange Roundabout Evaluation Study
Prepared for: I-95/Scudder Falls Bridge Improvement Project TM 27 – NJ-29 Interchange Roundabout Evaluation Study Contract C-393A, Capital Project No. CP0301A, Account No. 7161-06-012 Prepared by: Philadelphia, PA In association with: Kittelson & Associates, Inc March 2006 TM 29 – NJ-29 Interchange Roundabout Evaluation Study Contract C-393A, Capital Project No. CP0301A, Account No. 7161-06-012 I-95/Scudder Falls Bridge Improvement Project TABLE OF CONTENTS Table of Contents ................................................................. i Introduction ........................................................................ 1 Project Background .............................................................. 1 The KAI Assessment Scope ................................................... 3 Development of Additional Alternative Interchange Options4 Option 1A Modified: DMJM Folded Diamond w/Roundabout ........ 4 Option 1C Modified: NJDOT Roundabout Modified ..................... 5 Operational Assessment...................................................... 6 Assessment Tool Selection .................................................... 6 Assessment Results.............................................................. 6 I-95 Northbound Ramps/NJ-29 (Southern Intersection)............. 7 Intersection Levels of Service (LOS) ......................................................................... 7 Volume to Capacity Ratio (V/C) ............................................................................... 9 Intersection Delay .............................................................................................. -
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.