HomeMy WebLinkAboutPedestrian Facilities 03-24-11Topic # 625-000-015
Manual of Uniform Minimum Standards
for Design, Construction and Maintenance
for Streets and Highways
CHAPTER 8
PEDESTRIAN FACILITIES
A INTRODUCTION
May - 2007 1
All new highways, except limited access highways, should be designed and constructed
under the assumption they will be used by pedestrians. Provisions for pedestrian traffic
should be incorporated into the original highway design.
In addition to providing pedestrian facilities on new projects, each highway agency
responsible for maintaining or operating streets and urban highways should establish and
maintain a program of pedestrian facilities implementation, maintenance and safety for the
urban highway network.
For additional information conceming the design of sidewalks, refer to Section C.7.d of
CHAPTER 3 — GEOMETRIC DESIGN.
For information conceming the design of shared use paths, refer to CHAPTER 9 -
BICYCLE FACILITIES.
B MINIMIZING CONFLICTS
The planning and design of new streets and urban highways shall include provisions that
minimize vehicle -pedestrian conflicts. Features requiring special attention include
pedestrian crossings, center raised medians, pathways parallel to the roadway, bus stops
and shelters, and other pedestrian activity adjacent to the street or highway.
In some situations it may be possible to eliminate a vehicle -pedestrian conflict. The
elimination of vehicle -pedestrian conflict points requires close coordination with the
planning of pedestrian pathways and activity outside of the highway right of way. Care
should be exercised to ensure the elimination of a given conflict point does not merely
transfer the problem to a different location. A reduction in the number of conflict points
allows for economical and effective control and protection at the remaining points of
conflict, thus providing an efficient method of pedestrian hazard reduction. Procedures for
the elimination of vehicle -pedestrian conflicts are given in the subsequent material.
Pedestrian Facilities 8-1
Topic # 625-000-015
Manual of Uniform Minimum Standards
for Design, Construction and Maintenance
for Streets and Highways
D.4 Diverters
May - 2007 I
A diverter consists of an island or curbed closure, which prevents certain
movements at intersections, and reduces speeds and volumes. By diverting
motorists within a neighborhood they can significantly reduce cut through traffic.
Diverters must be planned with care because they will impact the people who live in
the neighborhood more than ,anyone else. Trip lengths increase, creating
inconvenience to residents. Emergency responders must also be considered when
diverting traffic.
Bicyclists and pedestrians should be provided access through traffic diverters.
TABLE 15-4
DIVERTERS
Treatment
Description
Effect
Concerns
Cost
Diagonal Diverters
Barrier placed
diagonally across an
intersection,
interrupting traffic
flow forcing drivers to
make turns.
Eliminates through
traffic.
May inhibit access by
emergency vehicles and
residents and increase
trip lengths.
Medium
Forced Turn
Barrier/Diverters
Small traffic islands
installed at inter-
sections to restrict
specific turning
movements.
Reduces cut through
traffic.
Could impact emergency
vehicles response time.
Low to
Medium
Road Closures. Cul-
de -sac
One or more legs of
the intersection
closed to traffic.
Eliminates through
traffic improving
safety for all street
users.
May increase volumes on
other streets in the area.
Access restriction may
cause concerns for
emergency responders.
Additional right of way for
proper turnaround at
dead ends may be
required.
Low to
Medium
Median Closures
Small median islands
installed at cross
streets to prevent
through movements
and restrict left turns.
Reduces cut through
traffic.
Could impact emergency
vehicle responses, inhibit
access, and increase trip
lengths or transfer
volumes to other streets.
Low to
Medium
Traffic Calming
15-11
4. Intersections ofsection line roads shall serve as focal points of activity, hereafter referred
to as activity nodes. Activity nodes shall be occupied by any nonresidential components
of the neighborhood including public and semi-public uses. When commercial uses are
warranted, they should be located within these activity nodes. In addition, of the various
residential densities which may be approved in a section through density averaging or on
an individual site basis, the higher density residential uses should be located at or near the
activity nodes.
5. Areas abutting and adjacent to activity nodes should serve as transition areas suitable for
eligible higher residential densities, public and semi-public uses including day care and
congregate living uses.
6. Areas located along section line roads between transition areas are also authorized for
eligible higher residential densities, public and semi-public uses. When section line roads
are served by adequate mass transit, these areas are more suitable for office uses than
such properties not served by adequate transit.
7. Sites located near the center of the section at or near the intersection of half -section roads
may be utilized for neighborhood -serving community facilities such as elementary
schools, day care, recreational uses, and open spaces.
8. Pedestrian circulation shall be provided between activity nodes, all public places, and all
subdivisions through connectivity of section, half -section and local roadways constructed
with sidewalks and supplemented by pedestrian paths.
9. Along arterials, Major and high-speed roadways, pedestrian circulation should be
accommodated by sheltering sidewalks from passing traffic by providing landscaping and
trees at the street edge. In commercial areas, pedestrian access should be further
accommodated by pedestrian pathways from the neighborhood to the business entrances
as convenient as those from parking 'lots, and by providing awnings, overhangs or
porticos for protection from the sun and weather.
10. The walling off of neighborhoods from arterial roadways should be avoided by
alternatives such as placement of other compatible uses being along the periphery of
suburban neighborhoods. These uses include public and semi-public uses, higher density
residential building types, and office uses, where any of such uses are otherwise
permitted by this category and justified. If lower density residential uses arc to be located
on an arterial, the building lots should be provided with ample setbacks, side yards and
block ends should face the arterial, frontage roads may be utilized, or landscaping should
be used in lieu of continuous walls.
I-27
34. FULL STREET t7 RSt SRE
A full street closure is accomplished by -installing a phys-
ical harrier that blocks a sweet to motor vehicle traffic
and provides some means ,for vehicles to turn around.
Full street closures should be used only in the rarest of
circumstances. Neighborhoods with cul-de-sac streets
require extensive out-of-the-way travel, which is not a
mere convenience issue. but has serious implications for
impacts on other streets. All traffic is forced to travel on
feeder streets, which has negative consequences for the
people who live on those streets and forces higher levels
of control at critical intersections.
Access is closed on this residential street.
If a street closure is done, it should always allow for the
free through movement of all pedestrians. including
wheelchair users, and bicyclists. Emergency vehicles
should also be able to access the street; this can be done
widh a type of barrier or gate that is electronically oper-
ated, permitting only large vehicles to traverse it. Exam-
ples are mountable curbs or an accessway with a raised
element in the center that a low vehicle would hit.
though those treatments may nor be able to stop pick-
ups or sport utility vehicles. This is usually only appro-
priate for places with no snow (otherwise the device
would be covered with snow and the accessway could
not be cleared).
Purpose
• Ultimate limitation of motor vehicle traffic to cer-
tain streets.
Considerations
• Part of an overall traffic management strategy.
• Analyze whether other streets would receive divert-
ed traffic as a result of the street closure, and
whether alternative streets exist for through traffic.
• Provide a turnaround area for motor vehicles,
including service vehicles, and provide for surface
drainage.
• Full street closures may be considered for local
streets, . but are not appropriate for collector
streets.
• Do not use if the street is an emergency or school
bus route.
• Do not adversely affect access to destinations in
the community by pedestrians and bicyclists.
• Not an appropriate measure for addressing crime or
other social problems.
Estimated Cost
The cost for a full, landscaped street closure varies
from approximately $30,000 to $100,000, depending
on conditions.
Countermeasures I Pedestrian Safety Guide and Countermeasure Selection System