6 minute read
Recreation
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 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.
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• 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. - Require at least two accesses if more than 50 lots are created in a subdivision or development. - 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.
Photo by Meghan Stromberg (CC BY-NC 4.0). Copyright 2015 American Planning Association
- Limit access points on University Parkway. - Require frontage roads where needed to help facilitate access and increase flow of development internally. Improve safety at intersections. The improvements being recommended to the transportation network will require other changes to support those transportation improvements. To reduce the number of crashes and improve safety, consistent lighting and signage is needed throughout the corridor.
• Improve lighting along the Parkway, specifically at each J-turn intersection and U-turn location, as it is improved to enhance safety along the corridor at night. Funding to install lighting could be from federal transportation dollars. Work with the EMPO to set aside funding when J-turns are constructed. • Where streets intersect with University Parkway, the sight triangle shall be preserved by limiting the location of landscape, signage and signals to keep clear sight distances at the intersections.
Total Crashes and Total Injuries
Frequency Injuries
67
34
26 28 33
7 2 7 7
5
2012 2013 2014 2015 2016
Manner of Collision
Backing Crash The following intersections had the highest crash rate along the University Parkway Corridor: 7% Collision with Animal/Object Right Turn 2% 7% • University Parkway/Diamond Ave (SR 66) 37 crashes • University Parkway/Marx Road 11 crashes • University Parkway/Upper Mt. Vernon 9 crashes • University Parkway/Hogue Road 9 crashes Head On
Right Angle 12% 28% Left Turn Why provide tWo accesses? Non Collision 1% 0% When building a residential development, there are a number of requirements Opposite Ran Off Road which are placed upon the design of the structures, roadways, etc. Many Direction 12% of these requirements are for the safety of residents. Municipalities are now requiring increased access to new large residential developments to improve circulation and access for emergency services when needed. The Sideswipe 2% Others 3% Rear End 20% best practice of these communities is increasing the number of access points for new developments which exceed 30-50 dwelling units unless each home provides automatic sprinkler systems.
Same Direction Sideswipe 6%
Lighting Condition
Daylight Dawn/Dusk Dark (Lighted) Dark (No lights)
0 50 100 150 200
Access management is the systematic control of location, spacing, design and operation of driveways, median openings, interchanges and street connections to a roadway. By implementing access management tools, a safer, calmer transportation system can be created. Access management seeks to limit and consolidate access along major roadways, while promoting a supporting street system and unified access and circulation system for development. The result is a roadway that functions safely and efficiently for its useful life, and a more attractive network of corridors. While the existing alignment and location of the road corridors and intersections can be modified to accommodate the projected development expansion, several new roads, intersections and driveways will be needed as parcels are developed. These new transportation amenities should include access management solutions to create a safe, efficient transportation system. A variety of access management solutions can be utilized within new development and are discussed in the following sections.
What is iMpervioUs sUrface?
Impervious surfaces are man-made structures (roads, sidewalks, parking lots, buildings, etc.) that are covered by impenetrable materials that do not allow water to seep through the ground into the water table. Impervious surfaces typically increase stormwater runoff, pollutants into the water system, as well as create heat islands.
What is traffic caLMing?
Traffic Calming is a concept concerned with the reduction of vehicle speed and volume of vehicles on a thoroughfare to improve pedestrians and cyclists safety. There are a number of methods to accomplish this which include: • Speed humps • Medians
• Textured Pavement
• Ruble Strips • Raised Crosswalks
• Speed Limit Reductions • Narrowing Driving Lanes Encourage better connectivity with the existing and future street network by redesigning intersections, extending roadways, and adding new roads to improve traffic flow and safety. Provide context appropriate transportation improvements along University Parkway to accommodate projected growth. An overarching goal for any transportation network is to facilitate traffic flow and ensure the safety of all users. The current transportation network supports existing development, facilitates safe and efficient traffic movement. What will become critical for University Parkway is that as development increases, the transportation network is adjusted to ensure connectivity and safety while improving traffic flow. As more traffic is added to the Parkway, this will cause these intersections and others to decrease in service. Therefore, intersection upgrades and access management techniques are necessary to manage congestion, traffic flow, and access.
• Conduct feasibility and alignment studies for the following improvements - Roesner Road (road extension between Majestic Place Access Road to Middle Mount Vernon Road) - Majestic Place Access Road (new road from Posey County Line Road to Eickhoff Road) - University Parkway north of Diamond Avenue (SR 66) to I-64
