Avoid isolated developments and preserve the Parkway’s rural character and improving mobility for new development. Land use and transportation are inherently linked. University Parkway was constructed twelve years ago to a four 12-foot lane with median configuration. During this time, while there has been some residential development, the corridor remains largely undeveloped, especially north of the railroad and Robinwood Lane. The land use plan reflects a balanced approach where residential and non-residential growth is targeted south of Upper Mount Vernon Road, while north of Upper Mount Vernon is to remain agricultural and large lot residential in character. However, with new development that is proposed, improvements to the transportation network will be needed, albeit developer-driven improvements.
Crosswalks Crosswalks are used to assist pedestrians in crossing streets and help to alert motorists to their possible presence. Crosswalks legally exist at intersections whether they are marked or not, unless the pedestrian crossing is specifically prohibited. At non-intersections, crosswalk markings are used to legally establish the crosswalk. Parallel striping is the most basic type of crosswalk marking. Continental or ladder crosswalk markings provide greater visibility of the crossing location. Current MUTCD standards state the longitudinal lines should be 12 to 24 inches wide and separated by gaps of 12 to 60 inches. Typically, 24-inch striping and 24 inch gaps are considered appropriate. The design of the lines and gaps should avoid the wheel paths if possible, and the gap between the lines should not exceed 2.5 times the width of longitudinal lines. More recently, decorative, embedded crosswalk markings have become popular because of their high visibility and ability to incorporate branding and system identity in the design. In these cases, the thermoplastic markings are embedded flush or slightly recessed in the asphalt surface rather than applied to the top. It is possible that dirt and dust may settle more easily in these crosswalks. While this is not a serious problem, it should be considered for future maintenance programming. In developing a complete and connected pedestrian and bicycle system, crosswalks should not be isolated to intersections. Appropriate locations for marked crosswalks are: • All signalized intersections • Crossings near transit facilities • Trail/path/greenway crossings • Land uses that generate high pedestrian volumes • Along school walking routes • Where there is a preferred crossing location due to sight distance
51 University Parkway Corridor Plan
• Work with developers to build new streets identified in the plan as new development occurs. • Update zoning and subdivision standards to address the following transportation design elements to: -
Limit the use of cul-de-sacs and create stub streets for future connections into new developments.
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Require at least two accesses if more than 50 lots are created in a subdivision or development.
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Update landscape standards to require a planted buffer yard and setbacks from the roadway.
The corridor should portray a natural appearance in plant types and densities by using native landscape planting treatments in right-of-way. Tree and shrub plantings shall be planted in natural patterns or clusters to convey a naturalistic appearance. Natural woodlands should be protected to the greatest extent possible. Use landscaped berms and screens to minimize conflicts between uses. Landscape any medians Use ornamental lighting and signage with landscape plantings to create a unified theme throughout the corridor.
