Design Guidelines 5 The design guidelines presented in this section provide 5.1 Design Objectives dards that can further push the principals of descriptions related to the form and function of the four The regional Complete Streets Guidelines are Complete Streets design features. It should be Complete Streets zones: roadside, parking, roadways developed to provide input for planning and noted that the various streetscape components and lanes, median, and intersection. The guidelines design of multi-modal transportation facilities described in the design guidelines section may were developed based on national standards from ITE, in Southern Nevada. Contrary to standards, or may not be applicable on particular streets. COMPLETE STREETS AASHTO, and TCRP as well as local and regional this chapter is pure guidance and not specific, Several factors will determine design guideline standards from Southern Nevada Jurisdictions, RTC, prescriptive requirements. If directed by the applicability, including right-of-way availability, and NDOT (see Appendix D). Individually, each RTC Executive Advisory Committee, these land use context, bicycle plans, transit plans, zone functions for a specific purpose, but taken together guidelines can form the basis for regional stan- and other different factors. the zones enhance the movement of all transporta- tion modes, including walking, bicycling, transit, and Figure 5-1 Complete Street Zones automobiles. The Complete Streets zones (see Figure 5-1) are not meant to limit activities, but rather describe design features and best practices to build a cohesive and welcoming street.

Roadside Parking Roadways and Lanes Median May include frontage, pedestrian May include May accommodate mixed roadway, May include landscaped area, throughway, furnishings and curbside areas. on-street parking bike lanes, and/or lanes turn pockets, transit lanes and and bus turnout midblock crossings. areas. Note: Intersection zone not shown.

Regional Complete Streets Study 41

COMPLETE STREET ZONES Regional Complete Streets Study Streets Complete Regional Bus shelters are often located in the frontage area of the roadside of the roadside area in the frontage often located are Bus shelters zone. of the in the furnishings area feature is a common Landscaping in the furnishings located in this image are trees The zone. roadside area. - - tween the furnishings area and the curb, the furnishingstween area and the curb, parking for utilities and includes space overhangs. Curbside AreaCurbside located be – the space Typical sidewalk configurations include a configurations sidewalk Typical combination of these four elements and are oftypically a function land use and pedestrian Many arterials in the Las and collectors activity. of only one or two include Valley the Vegas unfriendly for pedestrians. areas listed and are Although many of inactive these facilities have side of or back walls subdivision frontages (e.g., defined need for a well little buildings) and have offrontage area, some level accommodation guide should be explored when applying these examples of 5-1 shows Table lines. various configurations. sidewalk • - de Zone Roadsi Frontage the Area – the space between (or walkway) property line and throughway area of the sidewalk. AreaThroughway – the space of pe- the frontageand between destrian furnishings area. Furnishings Area – the space that the primaryprovides the buffer between roadway. area and the throughway sidewalk streetlights, Landscaping, transit stops, bicycle parking, benches, parking meters, support which and utilities the bollards, are commonly streetscape environment found in this area. 5.2 the curb The the area between roadside zone is and property by is intended for use line that a will create A successful sidewalk pedestrians. feeling of comfort, attractiveness, and safety, are importantwhich components for successful Many fac- districts. residential and commercial the safety and comforttors contribute to of the the the interface between pedestrian, including width ofbuilding edge and sidewalk, sidewalk, pedestrian-oriented street trees and foliage, that buffer pe lighting, and amenities activity, destrians from traffic. destrians from traffic. The into four separate zone is divided roadside areas (see Figure 5-1): • • • 42 Chapter 5 Table 5-1 Example Sidewalk Configurations in the Las Vegas Valley Setting Frontage Throughway Furnishings Curbside Area Area Area Chapter 5 Suburban No Yes No N/A

Suburban Yes Yes Yes N/A

Urban No Yes Yes N/A

Urban Yes Yes Yes Yes

Regional Complete Streets Study 43 Regional Complete Streets Study Streets Complete Regional Buildings with minimal setbacks and with entrances that directly that directly and with entrances Buildings with minimal setbacks pedestrian activity. encourage help to area the roadside front for comfort increases traffic automobile speeds in low Creating pedestrians. will infrastructure of transit or the quality service transit Increased of pedestrian activity. higher levels lead to - - – the size and sections of building frontages inactive discourageor high walls pedestrian safety perceived and reduce the activity of height, In addition, the an area. of and variety width, scale, buildings comfort a role in the will play of the use of overall pedestrian and the a pedestrians. facility by Roadway Environment Roadway operational specifications ofoperational specifications a roadway the pe welcomed an impact on how have adjacent roadside zone. destrian feels in the decrease the safety Higher traffic speeds and comfort of Larger curb to pedestrians. facilities create curb distances on roadway longer distances and longer crossing traffic impedances and adding delay cycle lengths, to crossings. Service riders access – many RTC Transit transit service and thus repre- walking by within the road sent pedestrian activity Increased transit serviceside zone. or the quality of transit infrastructure will lead to ofhigher levels pedestrian activity. • • - - – the context of the – buildings with active – buildings with active – land use which Land Use and Intensity – land use which ofproduces a higher number will trips generatelarger a of number pedestrian A higher intensity oftrips. these uses will also increase trips. – buildings Site Design and Urban Form the street with oriented directly toward as opposed to setbacks, minimum those who front an off-street park ing area will experience increased Areas with shorter pedestrian activity. building lengths and continuous block frontages create conditions which also support increased pedestrian activity. Building Design uses on the ground floor and acces- sible entries to the roadside zone will Large encourage pedestrian activity. ◦ ◦ ◦ surrounding the most sig areas plays Adjacent Context nificant role in determining of the level and thus roadside needs. pedestrian activity schools, centers including Major activity and tourist-related centers, employment within an urban area destinations located to pedestrian activity directly contribute on the an impact The have following levels. needs: travel ◦ ◦ ◦ Pedestrian activity levels within the roadside within the roadside levels activity Pedestrian number of a by influenced zone are external design with the are not associated factors which of These include: roadside zone. the • 44 Chapter 5 • Parking Supply and Policies – accom- for pedestrians. Utilize the Regional Plant modation for large amounts of parking, List developed by the Southern Nevada Re- especially at no charge, encourages driving gional Planning Coalition’s (SNRPC) Urban and decreases pedestrian activity levels. Sur- Forestry Work Group to identify appropri- face parking between the building frontage ate landscaping treatments. and the roadway requires large setbacks and Chapter 5 • Spaces for active uses, such as outdoor din- driveway entrances making pedestrian ac- ing or food carts, are encouraged wherever cess to destination more challenging. Struc- appropriate. tured or underground parking concentrates parking supply and preserves frontages for • Where right-of-way is available, ameni- storefronts and other pedestrian-oriented ties may be provided that offer separation Parking structures provide plenty of parking while allowing build- between pedestrians and traffic, such as ings to remain easily accessible to pedestrians in the roadside area. uses. newsstands, bicycle parking, street trees, Design considerations for the roadside zone and street lights. include the following factors: Design guidance for the Roadside Zone is • All elements of the roadside zone must shown in Figure 5-2 and specific treatment meet ADA accessibility standards including descriptions in this zone are presented in the providing an unobstructed path of travel tables that follow. and appropriate grades/slopes of curb ramps to accommodate wheelchairs and other mobility assistive devices. • Accommodate drainage features. • Convenient access is encouraged between the roadway zone and adjacent land uses, such as building entrances, parks, and open space. • Pedestrian-oriented and scaled signage and lighting is encouraged. Roadway lighting may also be accommodated. Spaces for active uses, such as outdoor dining or food carts, are encouraged wherever appropriate. • Landscaping, where provided, should be low-impact, such as drought tolerant plants, and provide adequate shade and protection

Regional Complete Streets Study 45 F E A side Curb- B H ing Regional Complete Streets Study Streets Complete Regional Furnish- G ROADSIDE C way Through J D age I Front- B A d- A dditional Transit his area may also may his area A Transit B wnings and signage may be located in the frontage area. in the frontage be located may wnings and signage rovides a buffer between building frontage and sidewalk and may include and may and sidewalk building frontage between a buffer rovides edestrian scaled lighting in addition to street lighting is recommended in lighting is recommended street edestrian scaled lighting in addition to ocation for parking overhang where diagonal and perpendicular parking is diagonal where parking overhang ocation for Frontage Overhang Parking Lighting Landscaping Furniture Awning/Signage Furnishing Private Cafe, Sidewalk Furnishing Throughway Curbside treet trees and landscaping may be provided in the furnishings area. be provided and landscaping may trees Street in the be provided may receptacles, includes seating and trash Furniture, furnishings area. A area. in the frontage located be furnishings may and private cafes Sidewalk AD to obstacles and conform Must be clear of pedestrian travel. for Area requirements. P or signs). elements (awnings overhanging seating and outdoor L parking is provided. parallel where doors opening vehicle or for provided P with high pedestrian activity. areas nterface between sidewalk and curb for vehicle overhangs. A overhangs. vehicle and curb for sidewalk between Interface overhangs vehicle parking for to adjacent where width should be provided T provided. and perpendicular parking are when diagonal parking meters. include some utilities, and A utilities, etc. streetlights, stops, landscaping transit for Includes space with high pedestrian activity. in areas be provided ditional width may oadside Zone oadside R - - - - - Up to 4 Up to feet - 3 to 6 3 to feet 15 5 to feet 1.5 to 3 1.5 to feet H I J F G D E B C A Roadside 5-2 Figure 46 Chapter 5 Table 5-2 Roadside - Frontage Area Roadside - Frontage Area Definition The frontage area is the space between the property line and throughway (or walkway) area Chapter 5 of the sidewalk.

Suitability Collectors: Widely Used The frontage area is most appropriate when the sidewalk is immediately adjacent to fences, Minor Arterials: Widely Used building edges, or vegetation along the outside edge. Ground floor active uses are encouraged in Major Arterials: Widely Used the frontage area. Benefits Provides a buffer between the sidewalk throughway and the building front, increasing the comfort level of pedestrians along the sidewalk. Can provide space for private street furniture and signage, as well as street cafes. Considerations The frontage area provides a comfortable distance from building façades to accommodate adjacent uses and activities, such as seating, signage, or tree plantings. Private furnishings within the frontage area may include seating and tables, signage, and merchandise displays (subject to permits by the right-of-way owner). Overhanging elements, including awnings and signage, may extend into the frontage area.

Additional buffer distance is encouraged between frontage areas and exposed surface parking lots adjacent to the street.

If the furnishing area cannot be provided, amenities normally found in this area may be accommodated within frontage area.

Regional Complete Streets Study 47 A requirements. Regional Complete Streets Study Streets Complete Regional t the minimum, the throughway zone is always provided with the installation of a sidewalk. It is with the installation of a sidewalk. provided is always zone t the minimum, the throughway A or desired. expected, is present, pedestrian activity where in all areas desirable - It also accom and exits. entrances and busy stops such as transit areas, in high pedestrian volume dditional width is encouraged he throughway area is encouraged to be entirely clear of obstacles and provide a smooth, continuous walking surface with limited with limited surface walking a smooth, continuous clear of obstacles and provide be entirely to is encouraged area he throughway AD to conform land use and must also of adjacent and activity context by vary width may area hroughway he throughway area is the is area he throughway rovides a clear walking space for pedestrians. for space a clear walking rovides P and other hazards. conflicts vehicle from removed movement, and unobstructed safe for Allows T grade. T A roadways. high speed/volume between is no buffer there or where surges, pedestrian volume expected modates - additional sepa provides sidewalk) (detached and roadway the sidewalk a planting strip between is available, right-of-way Where the pedestrian environment. and enhances vehicles moving from ration on both sides of a roadway. encouraged are throughways sidewalk Continuous T be- travel of pedestrian space - and furnish the frontage tween ings areas. Used Widely Collectors: rterials: Widely Used Minor Arterials: Widely Used Major Arterials: Widely Benefits hroughway Area hroughway Definition Suitability Considerations Roadside - Throughway Area - Throughway Roadside oadside - T oadside R able 5-3 T 48 Chapter 5 Table 5-4 Roadside - Furnishings Area Roadside - Furnishings Area Definition The furnishings area provides the primary buffer between the sidewalk throughway area Chapter 5 and the roadway. Landscap- ing, transit stops, streetlights, parking meters, bicycle parking, benches, and utilities which support the streetscape envi- ronment are commonly found in this area. Suitability The furnishing area is most appropriate on all sidewalk facilities to support streetscape and util- Collectors: Widely Used ity needs of the pedestrian and roadway environment. Minor Arterials: Widely Used Width and the depth of amenities are based on adjacent context and pedestrian activity levels. Sidewalks along transit routes with curbside operations (or within areas with active ground floor Major Arterials: Widely Used uses) are encouraged to provide additional width for the furnishing area to accommodate seat- ing, bus stops, and bus shelters. Benefits Provides an important buffer component between the pedestrian walking area and the roadway. Provides space for pedestrian and transit amenities, such as benches and lighting, shelters, landscaping, or bicycle parking. Considerations Bicycle parking can occur in the furnishings area. Not only does it provide a valuable resource for bicyclists, but also can act as a pedestrian buffer from vehicle traffic. The furnishing area may also accommodate amenities of curbside transit stops (see Section 5.6, Intersections).

Additional setbacks of amenities may be required to keep pedestrians in clear sight of motorists’ views.

Street trees, planting strips, street furniture, utility poles, signal poles, signal and electrical cabinets, telephones, traffic signal cabi- nets, signs, fire hydrants, bollards, and bicycle racks are encouraged to be located and consolidated within this area.

The furnishing area can extend into the parking area through the use of curb extension (see Section 5.6, Intersections).

If furnishings are not provided, design features normally placed in this area may be placed in the frontage area.

Regional Complete Streets Study 49 Regional Complete Streets Study Streets Complete Regional he curbside area is most appropriate in areas with: high pedestrian activity, active ground floor ground active high pedestrian activity, with: in areas is most appropriate he curbside area T are pedestrian seating/waiting where parking, or areas with on-street areas to uses, adjacent furnishings area. the adjacent within encouraged djacent to on-street parking, charging stations for electrical cars may be located in the curbside area. be located may electrical cars stations for parking, charging on-street to djacent the shelter. to wheelchair access provide to shelters with stops at transit dditional width is encouraged he curbside area should generally be kept clear of any objects, with the exception of parking meters. objects, with the exception clear of any be kept should generally he curbside area of parking depending on angle will vary which overhangs, vehicle accommodate to is encouraged he width of curbside area he curbside area represents represents area he curbside revents vehicle overhangs from hitting objects adjacent to the curb during parking maneuver. the curb during parking to hitting objects adjacent from overhangs vehicle revents and trucks. vehicles, such as , transit tall vehicles, for additional clearance rovides ermits the opening of parked vehicles doors by providing clearance from any street furnishings. street any from clearance providing by doors vehicles ermits the opening of parked P P P T A T of curb. and type spaces A T the between zone the interface and the curb. furnishings area Used Widely Collectors: rterials: Widely Used Minor Arterials: Widely Major Arterials: Appropriate Benefits Definition Suitability Roadside - Curbside Area - Curbside Roadside Considerations oadside - Curbside Area - Curbside oadside R able 5-5 T 50 Chapter 5 Design Innovations for the Roadside Zone Chapter 5

Detached sidewalks that provide a plant- The availability of safe and convenient ing strip between the sidewalk and road- parking is critical for bicyclists riding tran- way provides additional separation from sit. Bicycle parking can be as simple as a moving vehicles and enhances the pedes- staple rack (see photo above) or an in- trian environment. verted U rack adjacent to a transit shelter. Another style of bicycle parking includes a sophisticated system of pre-rented lock- ers. Bicycle parking used in Southern Ne- vada may need physical cover to protect it from the sun and extreme heat conditions certain times of the year.

Regional Complete Streets Study 51 - Regional Complete Streets Study Streets Complete Regional The parking zone provides benefits to the pedestrian by creating a creating the pedestrian by benefits to provides parking zone The zones. and the roadside the roadway between buffer Design guidance for the Parking Zone is shown Zone is shown for the Parking Design guidance and specific treat 5-3 and Figure 5-4 in Figure ment descriptions in this zone are presented in are presented in in this zone ment descriptions follow. which the tables - - - - - conveniently located for motorist who park for motorist located conveniently on-street? park parallel on-street speeds – Roadway ing is discouraged on roadway with speeds with speeds ing is discouraged roadway on greater 35 mph. Angled on-street than with parking is discouraged on roadway speeds greater than 25 mph. Roadways route without dedi identified as a transit speeds ofcated lanes and have 35 mph or greater from the presence of benefit the the transit vehicle allowing parking zone by lane. the travel to safely load outside Loading/Unloading zones for delivery during certain hours ofvehicles the day; general otherwise. parking lane to hour general purpose travel Peak demand; gen- address concentrated travel and nighttime eral parking during midday hours. transit hour transit only lane to allow Peak service congestion to bypass and easily ac cess curbside stops; general parking during and nighttime hours. midday • Parking for patrons supporting adjacent com Parking use of is the most common mercial activities This is often regulat activity the parking zone. meters or time restrictions to control how ed by long people use the space and the associated cost. This space can also be repurposed based on the demands of uses and the the adjacent These uses include: roadway. • • • - ne rking Zo Pa On-street parking area – an area between area – an area between On-street parking lane and the curb where travel the roadway parking is allowed. Bus turnout away area – recessed areas lane where transit vehicles from the travel can park during loading/unloading or periods. Adjacent land use – is the use supportive of restricted/metered visitor or patron the highest parking? Commercial uses have benefit from on-street parking. Building Design – is the adjacent use the street with its entry oriented toward 5.3 The the curb the area between parking zone is This pro zone lane. or bicycle and roadway vides benefits to the pedestrian by creating a by creating to the pedestrian vides benefits and the roadside the roadway buffer between areas in the there are several Currently, zones. on-street parking that provide Valley Las Vegas including arterialsalong collector and roadways, Hen- and Downtown Vegas Las Downtown primary are described below areas derson. Two within the parking zone: are contained which • • not be included on all or zones may Parking some portion of to right- Complete Streets due or non-sup- safety concerns, limitations, of-way that impact whether Factors land use. portive on a or not a parking zone should be provided Complete Street include: • • 52

Chapter 5 Figure 5-3 Parking Zone Parallel Parking

A 10 to 12 Travel lane

feet If the width of the adjacent parking lane is narrower, a wider travel lane Chapter 5 may be appropriate. (See Roadways and Zone for more information)

B 8 to 12 Parking lane feet Additional width should be provided where bus turnout is provided in F F the parking lane. Where ROW is constrained and where speeds are below 30 MPH width may be lower. F F E E

C 21 to 24 Parking Length feet Parking length should be defined where parking is meters or in com- mercial districts, such as downtowns.

D 40 to Taper Length 60 feet Taper area for bus turnout. E E D D E E E 50 to Bus Turnout Length 70 feet Location for bus turnout adjacent to stop.

D C C Diagonal Parking D D D

A 11 to 12 Travel lane C C C C feet If the width of the adjacent parking lane is narrower, a wider travel lane may be appropriate. (See Roadways and Zone for more information)

B 16 to 18 Parking lane feet Diagonal parking may be provided in special circumstances where vehicle speeds and volumes are low. Dimension varies based on stall angle. A B A B A B A B A B A B Travel Parking Travel Parking Travel Parking Travel Parking Travel Parking Travel Parking C 40 to Taper Length Lane Lane Lane Lane Lane Lane Lane Lane Lane Lane Lane Lane 60 feet Taper area for bus turnout.

D 50 to Bus Turnout Length 70 feet Location for bus turnout adjacent to stop.

E 8-9 Feet Parking Width Width of diagonal parking stall.

Regional Complete Streets Study 53 E C D F B Lane Parking Regional Complete Streets Study Streets Complete Regional A Lane Travel C D F B Lane Parking E A Lane Travel oadways and Zone for more information) more for and Zone oadways ength See R ength urnout L arking lane arking Width ravel lane ravel aper L erpendicular parking may be provided in special circumstances where vehicle vehicle where in special circumstances provided be erpendicular parking may aper area for bus turnout. for aper area ocation for bus turnout adjacent to stop. to bus turnout adjacent ocation for ength of parking stall adjacent to sidewalk. to ength stall adjacent of parking T Bus T P P T L L T f the width of the adjacent parking lane is narrower, a wider travel lane may be ap- lane may travel a wider lane is narrower, parking If the width of the adjacent ( propriate. P low. are speeds and volumes E C D arking Zone P 50 to 50 to feet 70 50 to 50 to feet 70 18 to 24 24 18 to feet 9 feet 11 to 13 11 to feet B Lane Parking E D B C A Perpendicular Parking Perpendicular 5-4 Figure A Lane Travel 54 Chapter 5 Table 5-6 Parking - On-street Parking Parking - On-street Parking Definition On-street parking is an area between the roadway travel lane and the curb where parking is Chapter 5 allowed.

Suitability Collectors: Widely Used On-street parking lanes are encouraged on lower speed roadways (35 mph or less) where con- Minor Arterials: Widely Used text is appropriate, especially areas with ground floor commercial uses. Major Arterials: Appropriate Configuration: Parallel parking is recommended on high-volume roadways; angled parking may be used on low-volume, low-speed roadways (25 mph or less); and reverse back-in parking is recommended along low-volume, low-speed roadways (25 mph or less) with heavy bicycle activity. On-street parking is not recommended near fire hydrants (refer to local code) and: - within 20 feet of the nearside of a midblock crossing - within 20 feet from the curb return of an un-signalized intersection - 30 feet from the curb return of a signalized intersection unless curb extensions are provided (see Section 5.6, Intersections) - 40 feet before or after a midblock bus turnout (see Subsection on Bus Turnouts)

Benefits Supports local economic activity of merchants and visitor needs of residents by providing proximate access for parking. Increases pedestrian comfort by providing a buffer from moving traffic. Provides an indication to motorists that operating speeds are reduced. Places motorist in close proximity to the roadside zone and encourages business to locate entries in the roadside zone. Creates a buffer space between the roadway and roadside zone, which can be used for temporary functions (loading zone for busi- ness, dedicated transit lane, or general purpose travel lane) or permanent features (bus turnouts or extension of the furnishings area).

Regional Complete Streets Study 55 - Regional Complete Streets Study Streets Complete Regional arked cars can also become visual obstructions for visual obstructions for can also become cars arked ccessible spaces must be provided according to local requirements. to according must be provided spaces ccessible lanes. bicycle and/or bus stops, loading activity, truck high parking turnover, with areas for be provided may dditional width A A Because of a roadway. parking to when adding also trade-offs are parking, there on-street to benefits several are While there also can Conflicts is reduced. capacity and vehicle can be slowed traffic during the parking maneuver, the added friction caused P and while opening doors. parking maneuver during the arise with bicyclists motorists when exiting driveways and approaching intersections. Careful consideration of vehicle capacity and land use context is and land use context capacity of vehicle consideration Careful intersections. and approaching driveways when exiting motorists sur roadways, capacity on high parking is being considered on-street when example, parking. For on-street advised when adding parking. of on-street the appropriateness in determining be a factor may land use context rounding use. manage to priced and/or can be metered In some cases parking arking (cont’d) Considerations arking - On-street P On-street arking - able 5-6 P able 5-6 T 56

Chapter 5 Table 5-7 Parking - Bus Turnouts Parking - Bus Turnouts Definition Bus turnouts are recessed areas away from the travel lane where transit vehicles can park during Chapter 5 loading/unloading or layover periods.

Collectors: Not Desirable Bus turnouts are encouraged where curbside transit service is provided and traffic speeds are Suitability Minor Arterials: Not Desirable too high (35 mph or faster) to feasibly allow safe use of a bulb or curb extension. If on-street Major Arterials: Appropriate parking is allowed along the transit route, a no-parking zone should be established where the transit vehicle would pullout.

If on-street parking is not allowed, a curb cut may be provided for the turnout. See Section 5.6, Intersections for nearside and farside stop guidance.

Benefits Allows traffic to proceed around the transit vehicle, reducing delay for automobiles. Clearly defines location of the transit stop. Reduces potential rear-end accidents. Increased distance from roadway may improve pedestrian comfort. Provides a layover opportunity for a transit service at the end of a route location. Considerations Turnouts are primarily associated with midblock stops. If block lengths are large, midblock crossings may be considered near midblock transit stops. Typical bus turnouts usually include an entrance taper, stopping area, and exit taper. Additional length of bus turnouts is encouraged for articulated buses or transit stops that serve multiple routes.

In heavily congested areas, turnouts may be used as a trade-off to improve auto performance.

Regional Complete Streets Study 57 Regional Complete Streets Study Streets Complete Regional his buffer zone protects cyclists cyclists protects zone his buffer Floating parking lanes are where cars cars where are parking lanes Floating the stripes that buffer against parked are cycle lane (or the bicycle from cars parked against of parking directly instead track) T the curb. from running into opening car doors and opening car doors into running from the path of into stepping from motorists cyclist. an oncoming - hey are typically typically are hey Bike corrals typically consist of six to 12 of six to consist typically corrals Bike on- two in one to located racks bicycle T spaces. parking street or corners street to next implemented with destinations that on main streets parking bicycle demand for a high attract with that cannot be fully accommodated cor Bike on the sidewalk. racks bicycle number of large can accommodate rals and visibility, business increase bicycles, at a minimal cost. be provided arklets - succes or three two typically arklets are P a min- into converted parking spaces sive P park or seating area. urban iature with them level make to be raised may with protection level or at street sidewalks traffic. automobile from Design Innovations for the Parking Zone Parking the for Innovations Design 58

Chapter 5 Design Innovations for the Parking Zone Chapter 5

Back-in angle parking provides motorists Parking located in the median area can with improved vision of bicyclists, pedes- provide additional spaces where there is trians, cars, and trucks as they exit a park- high demand for parking. Streets must be ing space and enter moving traffic. wide enough to accommodate median parking, with very slow moving travel speeds and additional pedestrian treat- ments.

Regional Complete Streets Study 59 Regional Complete Streets Study Streets Complete Regional This section of Boulder Highway has specified lanes for bus transit, transit, bus has specified lanes for section of Boulder Highway This automobiles. and private bicycles, markings pavement not feasible, lanes are bike dedicated Where be using the may that bicyclists alert help to and signs can drivers lane. travel - have their own lanes. Design guidance for the Design guidance lanes. their own have in Figure 5-5 lanes zone is shown and roadways treatment descrip 5-6 and specific and Figure in the tables zone are presented tions in this follow. which - - - and Lanes Roadways ties for other modes, as appropriate. ties for other modes, Bicycle Lanes – delineated lanes for bicycle travel. Lanes – dedicated on- Curbside Transit street facility for transit vehicles. Mixed Roadway – the area of Roadway Mixed the street and is flow accommodates vehicle which facili augmented with shared or dedicated • • The of and makeup composition and roadways plans, lanes in Southern is guided by Nevada and codes identified in Section 2.2 ofpolicies, this document. They the help identify where transportationvarious modes share lanes and mized in order to provide greatermized in order to provide accommoda- transit usagetion for bicycle or or to simply speeds for safer pedestrian travel reduce vehicle While offers minimizing lane widths crossings. it is also important to provide many benefits, and appropriate access to emergency vehicles buses. Three are designed within the roadway areas include: and lanes zone which • tures dedicated to movement, including travel travel including to movement, tures dedicated The vehicles. transit, and bicycles, lanes for majority of mobility occurs in all motorized this area of The allocation Streets. Complete of of for each roadway these modes within carefully designed. In some this zone should be be mini lane width may travel cases the vehicle 5.4 fea zone includes all and lanes The roadway 60 Chapter 5 Figure 5-5 Roadways and Lanes Zone Bicycle Lanes

A 4 to 7 Bicycle lane

feet Additional width should be provided adjacent to curbside parking or on Chapter 5 roadways with higher speeds or volumes

B 10 to 12 Travel lane adjacent to bicycle lane feet Auto travel lane. 10’ lane may be appropriate with smaller design ve- D hicle and where ROW may be constrained, vehicle speeds are low and access is retained for emergency vehicles. D

C 10 to 12 Travel lane feet Auto travel lane. 10’ lane appropriate with smaller design vehicle and where ROW may be constrained, vehicle speeds are low and access is A B C retained for emergency vehicles. BicycleA TravelB TravelC Bicycle TravelLane TravelLane Lane Lane D 9 to 11 Parking lane adjacent to bicycle lane feet Additional clearance provided for bicyclist safety.

Bus and Busways

A 11 to 13 feet Transit-only travel lane. Additional clearance provided for vehicle size. C C B 10 to 12 Travel lane feet Auto travel lane. 10’ lane may be appropriate with smaller design ve- hicle and where ROW may be constrained, vehicle speeds are low and access is retained for emergency vehicles. A B A B C 8 to 12 Parking lane adjacent to bus lane Bus Travel LaneBus TravelLane feet No additional width necessary. Lane Lane

CC

AA B TravelTravel Travel Regional Complete Streets Study LaneLane Lane 61 C Lane Travel B Lane Travel Regional Complete Streets Study Streets Complete Regional B Lane Travel B Lane Travel A Lane Travel A Bus Lane A Bicycle C C D dditional clearance dditional clearance OW may be constrained, vehicle speeds are low and low speeds are vehicle be constrained, may OW dditional clearance provided for bicyclist safety. bicyclist for provided dditional clearance - with smaller design ve be appropriate lane. 10’ lane may travel uto arking lane adjacent to shared lane shared to arking lane adjacent ravel lane ravel P hared travel lane with bicycles travel Shared T provided. A Bicycle, auto, and transit shared travel lane. A travel shared and transit auto, Bicycle, A R hicle and where vehicles. emergency for is retained access oadways and Lanes Zone oadways R 9 to 11 9 to feet 13 to 15 13 to feet 12 10 to feet C A B Mixed Roadway Mixed 5-6 Figure 62

Chapter 5 Table 5-8 Roadways and Lanes - Mixed Roadways Roadways and Lanes - Mixed Roadways Definition The area of the street which accommodates vehicle flow and is augmented with shared Chapter 5 or dedicated facilities for other modes, as appropriate.

Collectors: Widely Used Mixed roadways to be provided according to regional and local plans. Transit service and bicycle Suitability Minor Arterials: Widely Used routes are appropriate within a mixed roadway. Major Arterials: Widely Used Benefits Provides basic accommodation for all transportation modes. Typically requires the least amount of right-of-way that minimizes crossing distances for pedestrians. Considerations Mixed roadways are typically most appropriate where right-of-way is limited or roadway congestion is not an issue. Mixed roadways that accommodate bicycles within the travel lane need to provide a wider lane of travel and are encouraged to have speeds of 35 mph or less. These roadways may also utilize sharrow stencil treatments to guide cyclists along the safest path of travel. Sharrows are shared roadway markings intended to show where cyclists can ride on the street without being hit suddenly by an opened car door. These markings can be used even when there is not a bicycle lane. Sharrows should be placed at least 11 feet from the curb face or edge of pavement on streets with parallel parking. On streets with no parking and an outside lane width of less than 14 feet, sharrows should be placed at least four feet from the curb or edge of pavement. In both cases, measurement is to the center of the marking. Sharrows should be placed immediately after an intersection and spaced at intervals of no more than 250 feet. Congested intersections along mixed roadways are encouraged to utilize treatments that add priority and/or safety to transit, bicycles, and pedestrians.

Regional Complete Streets Study 63 - - Regional Complete Streets Study Streets Complete Regional ists. of 35 mph or below. speeds with operating on roadways appropriate lanes are Bicycle encour are origins and destinations that link known lanes and facilities bicycle Interconnected aged. Bicycle lanes are encouraged on roadways when it is desirable to prioritize available road space space road available prioritize to when it is desirable on roadways encouraged lanes are Bicycle and motor bicyclists both by movements predictable more provide and to bicyclists by use for dds to a comprehensive network of recommended routes for bicyclists. for routes of recommended network a comprehensive dds to rterials: Widely Used Minor Arterials: Widely Major Arterials: Occasionally Used conflict. for potential reduces that space dedicated providing by bicyclists for and mobility comfort, safety, Enhances A Delineated lanes for bicycle bicycle for lanes Delineated travel Used Widely Collectors: Benefits Definition Suitability Roadways and Lanes - Bicycle Lanes and Lanes - Bicycle Roadways Lanes and Lanes - Bicycle oadways R able 5-9 T 64 Chapter 5 Table 5-9: Roadways and Lanes - Bicycle Lanes (cont’d) Considerations Additional width is encouraged when the lane is adjacent to curbside parking, vertical curb, or guardrail. This helps to reduce chances of collision with these obstacles, along with increasing bicyclist comfort. At least one additional foot of width is suggested for these circumstances. Additional width is desirable on roadways with higher speeds or higher volumes of trucks and buses. This helps to reduce the Chapter 5 chance of collision and improve bicyclist’s comfort. At least six to twelve inches of additional width is suggested for these circum- stances. Avoid placing head-in angled parking adjacent to bicycle lanes due to the lack of visibility between cyclist and drivers backing out of spaces. Where possible, stormwater drain gates should be removed from bike lanes. Where not practical, pavement markings should be put in place to guide bicyclists around obstructions.

Conflict zones, such as areas with high rates of automobile turning and merging, can be given special treatment. FHWA has ap- proved green pavement markings for bike lanes in these areas. The approval is only an interim approval, not an official approval. While FHWA is evaluating the green pavement markings for possible official approval, requests to use green colored pavement need to comply with the provisions of Paragraphs 14 through 22 of Section 1A.10 of the Manual on Uniform Traffic Control Devices.

Regional Complete Streets Study 65 Regional Complete Streets Study Streets Complete Regional his may require a segment of mixed roadway within roadway a segment of mixed require his may hese lanes are currently provided along corridors along corridors provided currently hese lanes are C. T ransit lanes are designated by the RT by designated lanes are ransit T deemed was use context land and the surrounding existed add them the opportunity to where approach. suitability the same lanes will follow curbside transit Future appropriate. ransit Lanes ransit void application on streets or in areas where unsafe conditions may occur. T occur. may conditions unsafe where or in areas on streets application void outes using curbside transit lanes that make left turns across traffic are encouraged to utilize transit only signal to allow safe safe allow to only signal transit utilize to encouraged are traffic left turns across lanes that make using curbside transit outes rovides area for emergency vehicles to bypass traffic. bypass to vehicles emergency for area rovides avement markings and signage are encouraged to designate the bus only restrictions on these lanes. the bus only restrictions designate to encouraged are markings and signage avement - speeds, and reli operating improve congestion, function independent of roadway to operations transit lanes allow transit Curbside ability. be may stops lanes since transit than center-running right-of-way less lanes use curbside transit corridors, priority On transit zone. within roadside placed P lane. purpose travel a general and/or of curbside parking in loss result May P identify this be used to may Signage with right turn movements. at the intersection shared typically lanes are transit Curbside configuration. A lane. a curbside transit to or adjacent detrimental any determine to should be analyzed loading zones lanes, impacts on commercial curbside transit When considering impacts. R vehicles. transit for maneuver Dedicated on-street facility for for facility on-street Dedicated also Sec- (see vehicles transit tion 5.5, Median Zone) Appropriate Not Collectors: Minor Arterials: Appropriate Major Arterials: Appropriate Benefits Definition Suitability Considerations anes - Curbside T and Lanes - Curbside oadways R Roadways and Lanes - Curbside Transit Lanes Transit and Lanes - Curbside Roadways able 5-10 T 66 Chapter 5 Design Innovations for the Roadways and Lanes Zone Chapter 5

A shared street (or living street) is a pe- Bicycle boulevards are streets with low Buffered bicycle lanes (or cycle tracks) are destrian oriented street where motorists speed limits and vehicle traffic volumes separated by a striped zone or bollards are secondary in the roadway compared that share right-of-way to bicycle traf- on one or both sides of the roadway. This to cyclists and pedestrians through varied fic. The boulevards use a variety of traffic design separates bicycle traffic from park- paving and other features. Pedestrians calming elements (including a bicycle ing and motorized traffic. The lane design should feel comfortable enough to over- lane) and have a distinctive look through makes bicycling more comfortable and flow from crowded sidewalks and cross wayfinding signage so that cyclists and appealing to current and potential cyclists. the street easily. Shared streets are often motorists are aware that the boulevard at one level with no curbs to differentiate exists. sidewalks.

Regional Complete Streets Study 67 Regional Complete Streets Study Streets Complete Regional The median can provide space for dedicated transit lanes. transit dedicated for space provide median can The - - - – delin- – dedicated on-street one Median Z eated lanes for transit vehicles. vehicles. eated lanes for transit Midblock Crossings – the area ofLandscaped Median the and flow vehicle street that accommodates shared or dedicated is augmented with as appropriate. modes, facilities for other Lanes Center-running Transit facility for pedestrians getting to transit stops. 5.5 turn The used to restrict vehicle median zone is reduce ve access, limit automobile movements, • hicle conflicts, provide pedestrian refuges, and refuges, pedestrian provide hicle conflicts, Three treatments are de street trees. provide includes: which zone, signed within the median • • is shown Design guidance for the median zone descrip in Figure 5-7 and specific treatment tions in this zone are presented in the tables tions in this zone are presented in the that follow. 68 Chapter 5 D Figure 5-7 Median Zone Landscaped Median

D

A 4 to 20 Median Chapter 5 feet Center portion of street that separates opposing directions of travel. C Additional width is necessary when used as a pedestrian refuge, for street trees, and left-turn lanes. B

B 2.5 feet Curb and Gutter Interface between median and travel lane. A Median

C 2 feet Tree Clearance C (min) Offset between face of median tree at maturity and face of curb. B

D 8 to 9 Tree Spacing and Height A feet Near the ends of medians, it is important to maintain motorists’ field of view. Trees should be pruned to have no branches lower than 8 Median feet above the curb. Trees can be spaced as close as 15 feet on center, depending on the species.

Transit Median

A 11 to 14 Transit Lane feet Center portion of street is used for transit-only lanes.

B 2 to 3 Transit Lane Buffer feet Additional distance between vehicular traffic and transit lane. B A A B Transit Transit

B A A B Transit Transit

Regional Complete Streets Study 69 Regional Complete Streets Study Streets Complete Regional andscaped medians are encouraged where there is desire to regulate left-turn movements and movements left-turn regulate to is desire there where encouraged Landscaped medians are conditions. safety improve roup to identify appropriate landscaping treatments. appropriate identify to Group Work the SNRPC Urban Forestry egional Plant List by he recommended design of the landscaped median is one wide enough to also accommodate a left turn lane at intersections. also accommodate median is one wide enough to design of the landscaped he recommended - portion of the road he center efer to the R to efer rovides a shaded refuge area for crossings, either at the midblock or intersection. crossings, for area a shaded refuge rovides T andscaping enhances the aesthetics of a corridor and acts as a natural traffic calming treatment. traffic and acts as a natural the aesthetics of a corridor Landscaping enhances P lane. the travel turning across traffic points between the number of conflict reducing by management and access safety Improves treatment. functioning as a gateway environment, in the roadway identify a transition Can be used to with high medians can be used in areas lane. Mountable the travel from separation physical provide to be raised Medians may traffic. vehicle truck or heavy particularly during the extremely landscaping is encouraged, for and sustainable materials vegetation Alternative/contrasting times of the year. warm not impede on sight-distance. to needed in order of landscaping is placement Careful R T a physical that provides way (typically of traffic separation directions) in opposite moving and includes landscaping. Appropriate Not Collectors: Minor Arterials: Appropriate Major Arterials: Very Appropriate Benefits Definition Suitability Considerations Medians - Landscaped Medians Medians andscaped Medians - Landscaped Medians able 5-11 T 70 Chapter 5 Table 5-12 Medians - Center-running Transit Lanes Medians - Center-running Transit Lanes Definition Dedicated on-street facility for transit vehicles along the median. Chapter 5

Collectors: Not Appropriate Designated by the RTC where priority is deemed appropriate. Due to the median configuration, Suitability Minor Arterials: Appropriate treatment is applied in areas where there is a desire to regulate left turn movements. Major Arterials: Appropriate Benefits Allows transit operations to function independent of roadway congestion, while improving operation speeds and reliability. Allows dedicated transit lanes without losing on-street parking or impact commercial loading zones. Considerations Median right-of-way must be wide enough to accommodate stations and areas. Pavement markings or colored pavement and signage may be used to designate the bus only restrictions on these lanes. Restrict movement across the median to only specific locations (typically signalized locations), which may impact property access. Passenger loading occurs adjacent to the transit lane. Passengers must be able to safely access these stops and feel safe while waiting for the transit vehicle to arrive. Left turning movements may require a dedicated signal phase for transit vehicles.

Regional Complete Streets Study 71 his is especially Regional Complete Streets Study Streets Complete Regional arking restrictions are a good alternative where on-street parking on-street where alternative a good are arking restrictions requirements is necessary for crossings and signals at mid-block crossings. crossings for is necessary A requirements Midblock crossings are best used when placed along arterials or collectors that have long block long that have along arterials or collectors best used when placed are Midblock crossings - automo for points. Sight distance crossing signalized lengths spacing between and significant is fully adequate. bile traffic ccess design that complies with AD that complies design ccess rovides a safe crossing location for non-motorized modes. non-motorized location for crossing a safe rovides evel of pedestrian protection may vary depending on traffic conditions and crossing demand. Fully signalized crossing is the high- crossing signalized demand. Fully and crossing conditions depending on traffic vary may of pedestrian protection evel P midblock locations). (especially stops transit to accessibility pedestrians and improves for connectivity Increases within the Island is crossing Offset feet). than 60 (greater midblock crossings Inclusion of median islands is important in longer ideal. L level. is the lowest signage passive while of protection est level T motorists. visible to and making pedestrians more distance be used in minimizing crossing to extensions Curb P parking is provided. on-street where importantroadways along not feasible. are and curb extensions is provided A - non-mo location for Crossing not modes which does torized at the intersection. occur Appropriate Collectors: Minor Arterials: Appropriate Major Arterials: Appropriate Benefits Definition Suitability Considerations Medians - Midblock Crossings Medians - Midblock Crossings Medians able 5-13 T 72

Chapter 5 5.6 Intersections The intersection is the interface point between two roadway facilities. This section describes the fundamental aspects of intersection design, including managing the interface between dif- Chapter 5 ferent modes.

Design guidance for the intersection zone is shown in Figure 5-8 and Figure 5-9, while specific treatment descriptions in this zone are presented in the tables which follow.

Curb extensions help to reduce the length of street crossings for pedestrians. Green pavement markings at this intersection also help to notify both bicyclists and motorists of possible bike movements.

Regional Complete Streets Study 73 I N Regional Complete Streets Study Streets Complete Regional J L H A K G M F

B D STOP BUS E C ength ength dditional radius provided for bus routes with bus routes for provided dditional radius dditional width provided for bus stop afterbus stop turn. for dditional width provided urn Lane Width Curb Radius Curb xtension Width Extension Bus Curb helter L Bus Shelter T helter Depth Bus Shelter Crosswalk Curb Extension Curb Crosswalk top L Bus Stop Crosswalk Width Bus Stop A right turns. frequent igh visibility (longitudinal), textured, and/or and/or (longitudinal), textured, High visibility crosswalks. colored A ntersections Zone Intersections 10 to 35 10 to feet 6 to 8 6 to feet 18 feet 10 to 11 10 to feet 2.5 feet - 80 to 80 to 90 feet 10 to 12 10 to feet 12 10 to feet F I E H D G C A B Intersection 5-8 Figure 74

Chapter 5 Figure 5-9 Intersections Zone

Intersection

J 5 to 6 Bicycle Lane feet Chapter 5 K

H

K 15 to 16 Bicycle Lane with Right Turn Lane E feet F A L D

B BUS STOP

C

L 6 (min) Pedestrian Refuge feet STOP BUS

M I M - Curb Ramps G Where possible provide curb ramps on straight edge of curb, not curved.

J

N

N 20 to On-Street Parking at Intersection 30 feet Distance between edge of crosswalk and front of first parked car.

Regional Complete Streets Study 75 his can be accomplished by by his can be accomplished Regional Complete Streets Study Streets Complete Regional Crosswalks are encouraged to be provided along all legs of an intersection at signalized loca- at signalized along all legs of an intersection be provided to encouraged are Crosswalks locations. an un-signalized sign a stop by controlled tions and along approaches educed street width improves pedestrian safety by shortening the pedestrian crossing distance. T distance. shortening crossing the pedestrian by pedestrian safety width improves street educed reducing number of turning lanes, adding curb extensions, or narrowing travel lanes. travel or narrowing number of turning lanes, adding curb extensions, reducing mproved safety – crosswalks provide a delineated space at intersections to notify roadway users where pedestrians will likely pedestrians will likely where users notify roadway to at intersections space a delineated provide – crosswalks safety Improved cross. safety. improve to treatments be used with other intersection may Crosswalks feet). than 300-400 (no more travel out-of-direction reduce to intervals at regular encouraged are Crosswalks encouraged. are paving markings or textured with longitudinal Crosswalks encouraged. are buttons with push pedestrian refuges exist, medians Where R Delineated space (typically (typically space Delineated in pedestrians assist to marked) the street. crossing Used Widely Collectors: rterials: Widely Used Minor Arterials: Widely Used Major Arterials: Widely Benefits Definition Suitability Considerations Intersections - Crosswalks Intersections Crosswalks - Intersections able 5-14 T 76

Chapter 5 Table 5-15 Intersections - Bus Stops Intersections - Bus Stops Definition Location on transit route, at which transit vehicles stop for passengers to alight and board. Chapter 5

Collectors: Appropriate Bus stops are appropriate on all types of thoroughfares where transit routes are present. Suitability Minor Arterials: Appropriate Major Arterials: Appropriate Benefits Provides designated location for accessing transit. Provides shelter and other amenities to increase the comfort of passenger waiting areas. Helps to ensures adequate access to transit for various users, including disabled and elderly persons. Considerations Bus loading areas should be fully accessible per ADA requirements. Consider advantages and disadvantages of near side and far side bus stops based on volume, lane configurations, and turning movements. Level of bus stop amenities may vary based on several factors, including service type, usage of stop, and available resources.

Regional Complete Streets Study 77 Regional Complete Streets Study Streets Complete Regional Suitable at all intersections. he curved connection of curbs connection he curved shorter curb radius improves visibility of pedestrians waiting to cross the street. cross to of pedestrians waiting visibility improves A shorter curb radius distance. pedestrian crossing reduces A shorter curb radius occur. if they of crashes and severity the speed of turning vehicles lowers A shorter curb radius facility. a roadway identified for the design vehicle accommodate best designed when they are radii Curb consideration. for factor is an essential distance crossing pedestrian areas, in walkable When defining curb radii more provide be used to a widened curb lane may common, and buses are trucks used where is a shorter curb radii In cases where the turn. complete to space sight persons. disabled and limited particularly for tactile pads on curb radii, is needed when placing yellow attention Extra turning and increase with pedestrians/bicyclists conflicts create because they not encouraged lanes are right-turn Channelized pedestrians to for a refuge right turn island can provide or a channelized curb radii a "pork-chop" speeds. In some cases, however, encouraged are they provided, are lanes right-turn channelized lanes. Where the through crossing turn lane before the right cross mph) and high pedestrian visibility. 10 speeds (5 to low be designed for to T the by formed in the corners streets. of two intersection Used Widely Collectors: rterials: Widely Used Minor Arterials: Widely Used Major Arterials: Widely Benefits Definition Suitability Intersections - Curb Radii - Curb Intersections Considerations ntersections - Curb Radii Curb - Intersections able 5-16 T 78

Chapter 5 Table 5-17 Intersections - Curb Extensions (Bulb-outs) Intersections - Curb Extensions (Bulb-outs) Definition Curb extensions (also referred to as bulb-outs) extend the line of the curb into the traveled way Chapter 5 reducing the width of the street.

Collectors: Appropriate Curb extensions may be used on any type of roadway, especially those that are wider. Suitability Minor Arterials: Widely Used Major Arterials: Widely Used Benefits Reduced pedestrian crossing distance and improved driver visibility of pedestrians. Facilitates pedestrian crossing at preferred locations. Considerations Where bicycle lanes exist, locate curb extensions outside the width of the bicycle lane. May be used where there is on-street parking and where only a small percentage of turning vehicles are larger than the design vehicle. Not appropriate for intersections with exclusive right-turn lanes or intersections with a high volume of right-turning trucks or tran- sit vehicles turning onto narrow cross streets. Drainage is an important factor in the design of curb extensions.

Regional Complete Streets Study 79 - Regional Complete Streets Study Streets Complete Regional urn lanes work best when they do not negatively impact conditions for for impact conditions not negatively do best when they urn lanes work urn lanes are appropriate on roadways where the turning movement is high and the vehicle is high and the vehicle the turning movement where on roadways appropriate urn lanes are T T is constrained. capacity modes. non-motorized educes delay on automobiles and transit. on automobiles delay educes roper marking of bike lanes showing the path of transition are encouraged where right turn lanes are present. right turn lanes are where encouraged are the path of transition lanes showing of bike marking roper edestrian refuges may be considered if crossing distances are significantly long. are distances if crossing be considered may edestrian refuges eft turn restrictions may be considered at intersections with low turn demand to eliminate the need for dedicated turn lane pock dedicated the need for eliminate to turn demand with low at intersections be considered may eft turn restrictions ets. P R motorists. for of the intersection the safety increasing thus turning movement, a protected for Allows intersection. time at the pedestrian crossing time and allowable impact the cycle turning phases may Dedicated side stop a opportunity if a far for allowing movements, through for vehicles transit can be used by Right turn pockets is in place. P L Designated lanes for turning for lanes Designated movements. Appropriate Collectors: Minor Arterials: Appropriate Major Arterials: Appropriate urn Lanes Benefits Definition Suitability Intersections - Turn Lanes - Turn Intersections Considerations T - Intersections able 5-18 T 80 Chapter 5 Table 5-19 Intersections - Bicycle Lane Treatments Intersections - Bicycle Lane Treatments Definition Bicycle lanes at intersections require uniformity in facility design, signs and pavement Chapter 5 markings.

Collectors: Appropriate Appropriate wherever bicycle lanes are present Suitability Minor Arterials: Appropriate Major Arterials: Occasionally Used Benefits Minimize conflicts between right-turning motorists and bicyclists proceed straight through an intersection. Considerations On intersection approaches with an exclusive right-turn lane, the bicycle lane should be positioned to the left of the right-turn lane. Adjacent to a near-side or far-side bus stop, bike lane striping should be dashed. Bicycle loop detectors should be provided at signalized intersections with appropriate pavement marking to indicate where the bicyclist should stop.

Regional Complete Streets Study 81 Regional Complete Streets Study Streets Complete Regional aised intersections are installed at are Raised intersections volumes, traffic with lower intersections slow used to speed bumps, are and like placing pedestrians and vehicles By traffic. intersection on the same plane, the raised pedestri- for advantage a safety provides forced physically are ans when motorists their speed. moderate to plaza is an urban open space that func- space is an urban open A plaza or marketplace. tions as a public square he Bicycle boxes are located at intersections at intersections located are boxes Bicycle motorists between collisions prevent to In straight. going turning right and cyclists design, a vehicle safety this intersection and box the bicycle just before stops T turn right on red. to is not allowed to cyclists for an area provides box bicycle - at an intersec of a vehicle pull up in front tion. Initial education and enforcement prior boxes needed with bicycle efforts are implementation. to Design Innovations for the Intersections Zone Intersections the for Innovations Design 82

Chapter 5 Design Innovations for the Intersections Zone Chapter 5

A pedestrian scramble phase is a pe- A queue jump is a lane on the approach to destrian crossing system that stops all an intersection that is often restricted to vehicular traffic and allows pedestrians to transit vehicles only. The queue jump lane cross an intersection in every direction, often has a signal which provides a phase including diagonally, at the same time. specifically for vehicles within the lane. The purpose of the lane is to allow higher- capacity vehicles to bypass the regularly queued traffic to reduce delay and in- crease operational efficiency of the transit system. Some variations of the queue jump may permit bicyclists, mopeds, and/ or motorcycles.

Regional Complete Streets Study 83 Regional Complete Streets Study Streets Complete Regional - - Street l otypica Prot signs of widths 100’, and 120’ right-of-way 80’ purposes for illustration to show are provided ofdifferent levels Scenarios design features. changes including various presented include and sidewalks, wider bicycle lanes, road diets, is also portrayed design Sidewalk landscaping. widths: 8’, 10’, 15’, for four different sidewalk and 20’. Thecross-sections presented in this street the range to show ofsection are provided possibilities for incorporatingcomplete streets They are widths. treatments into typical ROW purposes only and can intended for illustrative future street guidance for be used to provide design efforts. Sections Cross- De pedestrians and transit users. date bicycles, 5.7 The cross-sections provide street following streets to scenarios for redesigning prototypical incorporate features to better accommo design 84 Chapter 5 FigureExisting 5-20 1. 80 E FTxisting ROW 80’ - 4-lanes ROW with- 4 L parkinganes with Parking 80’ ROW Collector and minor arterial streets often have a ROW of 80-feet. Existing 80-foot ROW streets typically include four travel lanes, parking lanes and six-foot sidewalks (see Figure 5-20). Where Chapter 5 parking is not provided a center turn-lane is typically included (see Figure 5-21).

Streetscape improvements to enhance pedes- trian, bicycle, and transit access may include the following:

• Widened sidewalks; 5’-0” 2’ 9’-0” 12’-0” 12’-0” 12’-0” 12’-0” 9’-0” 2’ 5’-0” • Sidewalk and median landscaping and Side- Parking Travel Travel Travel Travel Parking Side- walk Lane Lane Lane Lane walk street trees; and

Curb & Gutter Curb & Gutter • Bicycle lanes. To create space for these improvements the FigureExisting 5-21 2. 80Existing FT ROW 80’ - 4-lane ROW with- 4 L Median/Turnanes with Median/ Lane Turn Lane prototypcial street sections include lane width reductions and/or lane removal. Figures 5-22 through 5-26 show various configurations for incorporating complete street elements into an 80-foot ROW.

5’-0” 2’ 15’-0” 11’-0” 14’-0” 11’-0” 15’-0” 2’ 5’-0”

Side- Travel Travel Turn Lane/ Travel Travel Lane/ walk Lane/ Lane Median Lane Shoulder Shoulder Curb & Gutter Curb & Gutter

Regional Complete Streets Study 85 9’-0” 9’-6”

Sidewalk Sidewalk

Curb & Gutter & Curb 2’ Gutter & Curb 2’ 5’-0” 8’-0” Lane Bicycle Parking 11’-0” Lane 10’-6” Travel Lane Travel Regional Complete Streets Study Streets Complete Regional Lane 10’-6” Travel 10’-6” Lane Travel 4’-0” Median Lane 10’-6” Travel arking Lane 10’-6” Travel 10’-6” Lane Travel Lane 11’-0” Travel 8’-0” anes with P Lanes with Four anes with Bicycle Lanes Lanes with Bicycle Four 5’-0”

Lane Parking

Bicycle Curb & Gutter & Curb Curb & Gutter & Curb 2’ 2’ 9’-0” 9’-6” Sidewalk Sidewalk B. 80 FT ROW - 4-lanes w/bicycle lanes B. 80 FT ROW - 4-lanes w/bicycle A. 80 FT ROW - 4-lanes w/parking ROW - 4-lanes w/parking A. 80 FT 5-22 Figure 5-23 Figure Bicycle lanes. Bicycle arking included. Four travel lanes. travel Four lanes. travel Four P trian and bicycle amenities. trian and bicycle Wider sidewalks and landscaping. sidewalks Wider Wider sidewalks and landscaping added. sidewalks Wider Median removed and lane width narrowed. Median removed ane width narrowed to provide space for pedes- for space provide to Lane width narrowed 86 Chapter 5 FigureC. 80 5-24FT ROW Two - 3-lanes Lanes with with Median/median/turnTurn- lane,Lane, bicycle Bicycle lanes Lanes and and parking Parking

Two travel lanes.

Median/turn lane. Chapter 5

Parking included.

Bicycle lanes.

Wider sidewalks and landscaping.

Two lanes removed and lane width narrowed to provide space for amenities. 8’-6” 2’ 8’-0” 5’-0” 11’-0” 11’-0” 11’-0” 5’-0” 8’-0” 2’ 8’-6”

Sidewalk Parking Bicycle Travel Turn Travel Bicycle Parking Sidewalk Lane Lane Lane Lane Lane Curb & Gutter Curb & Gutter

FigureD. 80 5-25FT ROW Four - 4-lanes Lanes withwith Medianmedian, and 15’Wide sidewalks Sidewalks

Four travel lanes.

Wider sidewalks and landscaping.

Parking removed and lane width narrowed to pro- vide space for amenities.

14’-6” 2’ 11’-0” 10’-6” 4’-0” 10’-6” 11’-0” 2’ 14’-6”

Sidewalk Travel Travel Median Travel Travel Sidewalk Lane Lane Lane Lane Curb & Gutter Curb & Gutter

Regional Complete Streets Study 87

8-0”

walk Side- Curb & Gutter & Curb 2’-0” 5’-0”

Lane

Bicycle Buffer 3’-0” 8’-0” Parking rack Bicycle Lanes Bicycle rack Regional Complete Streets Study Streets Complete Regional Lane 11’-0” Travel 6’-0” Median Lane 11’-0” Travel 8’-0”

Parking Buffer 3’-0” anes with Median and Cycle T Median and Cycle Lanes with wo T 5’-0”

Lane

Bicycle Curb & Gutter & Curb 2’-0” 8’-0” walk Side- parking E. 80 FT ROW - 3-lanes with median/turn lane, cycle-track bicycle lanes and bicycle lanes and lane, cycle-track median/turn ROW - 3-lanes with E. 80 FT 5-26 Figure Median. parking buffer. parking buffer. wo travel lanes. travel wo arking included. T P more pedestrian activity. pedestrian more e-design with wider sidewalks and no e-design with wider sidewalks ments are limited or in commercial areas with areas or in commercial limited ments are - move left-turn where median is recommended rotected bicycle lanes cycle track with protected with protected track lanes cycle bicycle rotected Optional: R P 88 Chapter 5 Local Implementation of Complete Streets

In 2011 the City of Las Vegas adopted Complete Street Standards within the Chapter 5 City’s Unified Development Code. The code includes requirements for street con- nectivity and provides street dimensions and standards that connect land use with street classification.

Regional Complete Streets Study 89

5’-0”

walk Side- Curb & Gutter & Curb 2’ 14’-0” Travel Lane / Shoulder 11’-0” Lane Travel urn-Lane Regional Complete Streets Study Streets Complete Regional Lane 11’-0” Travel 14’-0” Median/ Turn Lane - Application Consid Lane 11’-0” Travel OW streets, with six travel lanes with six travel streets, OW OW: anes with Meadian/ T - Six Lanes with OW Lane 11’-0” Travel OW streets have a speed limit of 45mph. When have streets OW xisting 100’ R Existing 100’ 14’-0” Travel Lane /

Shoulder Curb & Gutter & Curb 2’ Many 100-foot R 100-foot Many it is these streets, to enhancements street complete recommending speed, which is the highest speed the target important consider to support and efficient multimodal to safe a should operate vehicles such as bicycles modes including non-motorized environment travel R 100-foot and pedestrians. On typical be ap- it may curb and gutters), two-foot (with sidewalks and five-foot other the maximum speed in addition to reducing consider to propriate on design speed is available discussion Further design enhancements. under the section titled “ 4 of this report in Chapter erations.” ote regarding design speed in 100’ R regarding Note 5’-0” walk Side- Existing. 100 FT ROW - 7-lane w/turn lane 100 FT ROW - 7-lane Existing. 5-27 Figure - Widened sidewalks; Bus-only lanes; and and median landscaping Sidewalk street trees; and Bicycle lanes. OW • • • • 100’ R to arterial is typically applied The 100’ ROW streets in Clark ROW Existing 100-foot streets. a median lanes, include six travel County usually (see Figure or turn-lane, sidewalks and six-foot 5-27). to enhance pedes Streetscape improvements trian, bicycle, and transit access may include the and transit access may trian, bicycle, following: To create space for these improvements the create space for these improvements To width prototypcial street sections include lane Figures 5-28 reductions and/or lane removal. configurations for various through 5-33 show incorporating complete street elements into an 100-foot ROW. 90 Chapter 5 FigureA. 100 5-28 FT ROW Six -L anes7-Lane with with Median/ narrowerTurn- laneL anewidths and and Wide wider Sidewalks sidewalks

Six travel lanes.

Wider sidewalks and landscaping. Chapter 5 Median landscaping.

Lane width narrowed to provide space for ameni- ties.

10’-6” 2’ 11’-0” 11’-0” 10’-6” 10’-0” 10’-6” 11’-0” 11’-0” 2’ 10’-6”

Sidewalk Travel Travel Travel Median/ Travel Travel Travel Sidewalk Lane Lane Lane Turn Lane Lane Lane Lane Curb & Gutter Curb & Gutter

FigureB. 100 5-29 FT ROW Four - 5-laneLanes with narrowerMedian and lane Curbside widths and Transit curbside Only transit Lanes only lanes

Four travel lanes.

Median/turn lane.

Curbside transit only lanes.

Widened sidewalks and landscaping.

Two lanes removed and lanes narrowed to provide space for transit only lanes and other amenities.

9’-6” 2’ 12’-0” 11’-0” 10’-6” 10’-0” 10’-6” 11’-0” 12’-0” 2’ 9’-6”

Sidewalk Transit Only Travel Travel Median/ Travel Travel Transit Only Sidewalk Lane Lane Lane Turn Lane Lane Lane Lane Curb & Gutter Curb & Gutter

Regional Complete Streets Study 91 7’-6” 7’-6”

Sidewalk

Sidewalk Curb & Gutter & Curb Curb & Gutter & Curb 2’ 2’ 8’-0” Parking Lane 11’-0” Travel 5’-0” Lane Bicycle arking Lane 10’-6” Travel Lane 11’-0” Travel 10’-0” Regional Complete Streets Study Streets Complete Regional Median/ Bus Stop Lane 11’-0” Travel ransit Only Lanes ransit Only Lane 14’-0” Transit 11’-0” Median/ Turn Lane ane, Bicycle Lanes, and P urn-Lane, Bicycle Lane 11’-0” Travel Only Lane 14’-0” Transit Lane 11’-0” Travel Lane 10’-6” Travel 5’-0” Lane Bicycle T Running Center- Lanes with Four Four Lanes with Median/T Four Lane 11’-0” Travel 8’-0”

Parking

Curb & Gutter & Curb Curb & Gutter & Curb 2’ 2’ 7’-6” 7’-6” Sidewalk Sidewalk D. 100 FT ROW - 5-lane w/median, bicycle lanes and parking D. 100 FT ROW - 5-lane w/median, C. 100 FT ROW - 4-lane with narrower lane widths, center transit only lanes with bus stop with transit only lanes widths, center narrower lane ROW - 4-lane with C. 100 FT Figure 5-31 Figure 5-30 Figure arking included. wo lanes removed and lane width narrowed to to and lane width narrowed removed lanes wo wo lanes removed and lanes narrowed to provide provide to and lanes narrowed lanes removed wo Four travel lanes. travel Four lane. Median/turn P lanes. Bicycle and landscaping. sidewalks Wider T amenities. for space provide Four travel lanes. travel Four only lanes. transit Center-running landscaping. and sidewalks Widened T only lanes and other amenities. transit for space 92

Chapter 5 FigureE. 100 5-32 FT ROW Four - 5-laneLanes w/median,with Median/ parking,Turn- andLane, 15’ P arking,sidewalks and Wide Sidewalks

Four travel lanes.

Median/turn lane. Chapter 5 Parking included.

Fifteen-foot sidewalks and landscaping.

Two lanes removed and lane width narrowed to provide space for amenities.

14’-6” 2’ 7’-6” 10’-6” 10’-6” 10’-0” 10’-6” 10’-6” 7’-6” 2’ 14’-6”

Sidewalk Parking Travel Travel Median/ Travel Travel Parking Sidewalk Lane Lane Turn Lane Lane Lane Curb & Gutter Curb & Gutter

FigureF. 100 5-33 FT ROW Four - 4-laneLanes w/median,with Median/ bufferedTurn- bicycleLane, P arking,lanes and and parking Cycle Track Bicycle Lanes

Four travel lanes.

Median/turn lane.

Parking included.

Cycle-track bicycle lanes with three-foot buffer located between parking lane and sidewalk.

Lane width narrowed to provide space for ameni- ties.

7’-6” 2’ 5’-0” 3’-0” 8’-0” 11’-0” 10’-6” 6’-0” 10’-6” 11’-0” 8’-0” 3’-0” 5’-0” 2’ 7’-6”

Sidewalk Bicycle Parking Travel Travel Median Travel Travel Parking Bicycle Sidewalk

Lane Lane Lane Lane Lane Buffer Lane Buffer Curb & Gutter Curb & Gutter

Regional Complete Streets Study 93

5’-0”

walk Side- Curb & Gutter & Curb 2’ 11’-0” Shoulder 12’-0” ‘Lane Travel Lane 12’-0” Travel Regional Complete Streets Study Streets Complete Regional Lane 12’-0” Travel Shoulder Wide urn-Lane and 12’-0” Lane Median/ Turn Lane 12’-0” Travel anes with T - Six Lanes with OW Lane 12’-0” Travel Lane 12’-0” Travel xisting 120’ R Existing 120’ 11’-0”

Shoulder Curb & Gutter & Curb 2’ 5’-0” walk Side- Existing. 120 FT ROW - 7-lane with wide shoulder FT ROW - 7-lane Existing. 120 5-34 Figure - - Widened sidewalks; Bus-only lanes; design; boulevard Multi-way and and median landscaping Sidewalk street trees; and Bicycle lanes. OW • • • • • 120’ R arterial is applied to major The 120’ ROW streets in Clark ROW Existing 120-foot streets. a me lanes, travel include six County typically dian or turn-lane, and six-foot a wide shoulder Figure 5-32). (see sidewalks to enhance pedes Streetscape improvements include the and transit access may trian, bicycle, following: To create space for these improvements the create space for these improvements To width prototypcial street sections include lane Figures 5-35 reductions and/or lane removal. configurations for various through 5-38 show incorporating complete street elements into an 100-foot ROW. 94 Chapter 5 FigureA. 120 FT 5-35 ROW S -ix 7-lane Lanes with with with Median/parking andT urn-narrowerLane, lanes Parking and wider and sidewalks Wide Sidewalks

Six travel lanes.

Median/turn lane. Chapter 5 Parking included.

Thirteen-foot sidewalks and landscaping.

Lane width and shoulder narrowed to provide space for amenities. 12’-6” 2’ 8’-0” 11’-0” 11’-0” 10’-6” 10’-0” 10’-6” 11’-0” 11’-0” 8’-0” 2’ 12’-6”

Sidewalk Parking Travel Travel Travel Median/ Travel Travel Travel Parking Sidewalk Lane Lane Lane Turn Lane Lane Lane Lane Curb & Gutter Curb & Gutter

FigureB. 120 FT 5-36 ROW S- ix7-lane Lanes with with narrower Median/ lane widthsTurn- andLane curbside and Curbside transit only T lanesransit-Only Lanes

Six travel lanes.

Curbside transit only lanes.

Median/turn lane.

Parking included.

Lane width and shoulder narrowed to provide space for transit-only lanes and amenities. 8’-6” 2’ 12’-0” 11’-0” 11’-0” 10’-6” 10’-0” 10’-6” 11’-0” 11’-0” 12’-0” 2’ 8’-6”

Sidewalk Transit Only Travel Lane Travel Lane Travel Lane Median/ Turn Travel Lane Travel Lane Travel Lane Transit Sidewalk Lane Lane Only Lane Curb & Gutter Curb & Gutter

Regional Complete Streets Study 95 9’-0” 9’-0”

Sidewalk Sidewalk

Curb & Gutter & Curb Curb & Gutter & Curb 2’ 2’ 6’-0” 8’-0” Lane Bicycle Parking 11’-0” 10’-0” Lane Travel Travel Lane 4’-0” Median 11’-0” Travel Lane 11’-0” Lane Travel urn-Lane Regional Complete Streets Study Streets Complete Regional 13’-0” Transit Only Lane 11’-0” Lane Travel 10’-0” Lane 16’-0” Median/ Bus Stop Median/ Turn Running Center- Lanes, and urn-Lane, Bicycle 11’-0” Lane Travel 13’-0” Transit Only Lane 11’-0” Lane Travel 11’-0” 4’-0” Travel Lane Median 10’-0” Lane Travel 11’-0” Travel Lane ane Multi-Way Boulevard with Median/T Boulevard Six Lane Multi-Way anes with Median/ T Lanes with Four 8’-0” 6’-0”

Lane Parking

Bicycle

Curb & Gutter & Curb 2’ Gutter & Curb 2’ 9’-0” 9’-0” Sidewalk Sidewalk ransit-Only Lanes ransit-Only D. 120 FT ROW - Multi-way boulevard 4-lane with narrower lane widths, bicycle lanes and center transit only lanes transit center bicycle lanes and narrower lane widths, ROW - 4-lane with C. 120 FT 5-37 Figure T 5-38 Figure arking included. arking included. wo lanes removed and lane width and shoulder lanes removed wo ix travel lanes, Six travel lane. Median/turn P land- by lanes and parking separated Curbside scaped median provide to Lane width and shoulder narrowed amenities. for space Four travel lanes. travel Four lanes. Bicycle only lanes. transit Center-running P T lanes transit-only for space provide to narrowed and amenities. 96 Chapter 5