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Craighead 415
- 1. RECOMMENDED PRACTICES FOR WALKING COMMUNITIES TRADITIONAL GRID VS. CONVENTIONAL GRID RECOMMENDED PRACTICE: THE BLOCK STREETSIDE ZONES PARKING NETWORK RECOMMENDED PRACTICE: STREET RECOMMENDED PRACTICE: AVENUE ALTERNATIVE BOULEVARD RECOMMENDED PRACTICE: BOULEVARD BAILEY CRAIGHEAD
- 2. AMENITY MAIN ROAD TRADITIONAL GRID VS. CONVENTIONAL GRID LOCAL ROAD TRADITIONAL GRID _DISPERSES TRAFFIC RATHER THAN CONCENTRATING IT ONTO LIMITED ROADWAYS _MORE DIRECT ROUTES _LESS VEHILCE MILES OF TRAVEL _FACILITATES CIRCULATION WITHIN AN AREA BY ALL TRAVEL MODES _MORE TRANSIT FRIENDLY SYSTEM= MORE STOPS + BETTER ROUTES _SMALLER BLOCK STRUCTURE THAT INSCREASES FLEXIBILITY OF DEVELOPMENT _REDUNDANCY OF NETWEOK WHICH BENEFITS EMERGENCY SERVICE PROVIDERS _REGULARLY SPACES TRAFFIC SIGNALS THAT CAN BE SYNCRONIZED TO PROVIDE CONSISTANT SPEED AND MORE FREQUENT PEDESTRIAN CROSSING _OPPORTUNITIES FOR SPECIAL THOROUGHFARE USES AND DESIGNS I.E. PEDESTRIAN ONLY STREETS CONVENTIONAL GRID _CONCENTRATION OF TRAFFIC ONTO A FEW ROUTES _REDUCTION OF THROUGH TRAFFIC WITHIN THE NEIGHBORHOOD WHICH RESULTS IN LOVER TRAFFIC VOLUME ON LOCAL STREETS _VERY LOW VOLUME CUL-DE-SACS _PERCEPTION OF INCREASED NEIGHBORHOOD SECURITY AND MORE FLEXIBILITY TO ACCOMODATE LARGE DEVELOPMENTS _INCREASED ADAPTABILITY TO AREAS WITH SEVERE TOPOGRAPHICAL CONSTRAINTS DIFFER IN THREE MAIN WAYS: _BLOCK SIZES _DEGREE OF CONNECTIVITY AND ROUTE CHOICE _DEGREE OF CURVATURE
- 3. MAIN STREET: _THE BUILDINGS ARE ORIENTED TO THE STREET _NO PARKING LOTS VISIBILE FROM STREET SIDE STREETS: _USED FOR PARKING AND DRIVEWAY ACCESSIBILTY CONNECTOR STREET AVENUE PARKING PARKING NETWORK PEDESTRIAN ONLY BOULEVARD MIXED USE SIDE STREET PARKING BUILDINGS IN WALKING COMMUNITIES IT IS IMPORTANT TO PROMOTE A PARK ONCE MENTALITY. IT IS NECCESSARY TO CREATE A NETWORK OF PARKING THAT IS EASY TO NAVIGATE BY CAR AS WELL AS ON FOOT. THE MAIN STREET SHOULD HAVE BUILDINGS FACING THE STREET WITH PARKING IN THE REAR OR ON THE SIDE THAT IS ACCESSIBLE BY SIDE STREETS. PARKING LOTS SHOULD BE SAFE, OPEN AND WELL LIT TO ENSURE PATRONS RETURN. PARKING RATIOS SHOULD BE MAINTAINED WITHIN 500 FEET OF RETAIL ZONE. 5/1000 SF RETAIL PARKING RATIO AND 10/1000 SF RESTAURANT PARKING RATIO CONNECTOR STREET
- 4. BUILDING HEIGHT TO THOROUGHFARE ENCLOSURE MODAL HIERARCHY IN A WALKING COMMUNITY EVERYTHING IS PLANNED AROUND THE COMFORT OF THE PEDESTRIAN. ALL TRANSPORTATION PROGRAMS AND STREETSIDE PROGRAMS WILL FAVOR THE PEDESTRIAN FIRST, THEN TRANSIT RIDERS, CYCLISTS, AND AUTOMOBILES. BLOCK LENGTH 2 PUBLIC TRANSIT 3 BICYCLE 4 CAR _BLOCK LENGTH SHOULD BE NO LONGER THAN 600’ AND NO LESS THAN 200’ TO BE A COMFORTABLE WALKING DISTANCE FOR PEDESTRIANS PEDESTRIAN STREET _NO THROUGH TRAFFIC _COMFORTABLE WALKING ATMOSPHERE _BEST USED IN CONNECTING POCKET PARKS IN MIXED USE AREAS RECOMMENDED PRACTICES 1 PEDESTRIAN IN WALKING COMMUNITIES IT IS VERY IMPORTANT TO SCALE THE ARCHITECTURE TO THE PEDESTRIAN. IN A DENSE URBAN ENVIRONMENT HEIGHT TO WIDTH RATIO SHOULD BE 1:3 OR 1:2. EX. 1:2 THE BUILDINGS SHOULD BE ONE-HALF THE WIDTH OF THE THOROUGHFARE
- 5. MIN: 4’ MAX: 18’ _LANDSCAPING _PEDESTRIAN REFUGE _BUS-RAPID TRANSIT _PROTECTED BIKE LANE _TURN LANE RIGHT OF WAY MIN: 10’ MAX: 11’ _BUS LANE _TRAVEL LANE _BIKE LANE _PUBLICLY OWNED LAND FOR PUBLIC TRAVEL EDGE ZONE MIN: 1.5’ MAX: 2.5’ MIN: 2’ MAX: 8’ _CURBS _BUFFER _BIKE LANE ZONE _SPACE _PARKING _TURN LANE FOR: .PLANTING _SPACE FOR: .DOOR SWINGS STRIPS .PARKING METERS .STREET .CAR OVERHANG FURNITURE _BUFFER .UTILITY BETWEEN TRAV- POLES ELLING CARS AND .CAFES PEDESTRIANS .BIKE RACKS THROUGH WAY ZONE FRONTAGE ZONE MIN: 6’ MIN: 2.5’ _SPACE FOR PEOPLE TO WALK _SPACE BETWEEN THE STORE FRONT AND THE PEDESTRIAN TRAVEL WAY _SHOULD ALLOW FOR WINDOW SHOPPING AND MERCHANT DISPLAY STREETSIDE ZONES MEDIAN FURNISH ZONE
- 6. RECOMMENDED PRACTICES FOR STREETS 16’ RECOMMENDED 12’ CONSTRAINED 6’ MINIMUM 7’ OR 13’ +BIKE LANE 11’ 11’ 7’ OR 1.5’ 13’ +BIKE LANE 6’ 6’ 3’ RECOMMENDED PRACTICES:STREETS _DESIRED OPERATING SPEED: 10-25 MPH _NUMBER OF THROUGH LANES: 2 _LOW TRAFFIC FLOW: 500-5,000 VEHICLES _TRANSIT SERVICE EMPHASIS ON LOCAL TRAFFIC _FRIEGHT MOVEMENT: LOCAL DELIVERIES ONLY _DRIVEWAY ACCESS _ON STREET PARKING _NO MEDIAN
- 7. RECOMMENDED PRACTICES FOR AVENUES 16’ RECOMMENDED 12’ CONSTRAINED 6’ MINIMUM 7’ 6’ 11’ 11’ 6’ 7’ 1.5’ 6’ 6’ 3’ RECOMMENDED PRACTICES: AVENUES _DESIRED OPERATING SPEED: 20-30 MPH _NUMBER OF THROUGH LANES: 2-4 _LOW TRAFFIC FLOW: 1,500-20,000 VEHICLES _TYPICAL WIDTH OF 80’ _TRANSIT SERVICE EMPHASIS ON LOCAL TRAFFIC _FRIEGHT MOVEMENT: LOCAL DELIVERIES ONLY _DRIVEWAY ACCESS _ON STREET PARKING _EMPHASIS ON TRANIST _MEDIAN OPTIONAL: MIN. 4’- MAX. 16’
- 8. _DESIRED OPERATING SPEED: 25-45 MPH _NUMBER OF THROUGH LANES: 4-6 _MODERATE TRAFFIC FLOW: 10,000-35,000 VEHICLES _USUALLY GREATER THAN 100’ IN WIDTH _TRANSIT SERVICE EMPHASIS ON EXPRESS AND LOCAL TRAFFIC _FRIEGHT MOVEMENT: REGIONAL TRUCK ROUTE/LOCAL DELIVERIES ONLY ON ACCESS ROADS _LIMITED DRIVEWAY ACCESS _ON STREET PARKING _EMPHASIS ON TRANSIT _MEDIAN IS REQUIRED 19’ RECOMMENDED 12’ CONSTRAINED 8’ MINIMUM 7’ OR 13’ +BIKE LANE 11’ 11’ 4’ MINIMUM 18’ MAXIMUM 11’ 11’ 7’ OR 1.5’ 7’ 13’ +BIKE LANE 8’ 3’ RECOMMENDED PRACTICES: BOULEVARDS RECOMMENDED PRACTICES FOR BOULEVARDS
- 9. ALTERNATIVE BOULEVARD SIDEWALK PARALLEL PARKING TRAVEL LANE TRAVEL LANE TRAVEL LANE PLANTED BUFFER BIKE LANE TRAVEL LANE 8’ THROUGH TRAFFIC PLANTED BUFFER 11’ PARALLEL PARKING THROUGH TRAFFIC 11’ BIKE LANE 11’ SIDEWALK 122’ 9’ 7’ 5’ 11’ 9’ 8’ 9’ 5’ _PROTECTED BIKE LANES _ON STREET PROTECTED PARKING _PLANTED BUFFER BETWEEN PEDESTRIAN AND TRAVEL LANES 9’ 7’ ALTERNATIVE TO CENTER MEDIAN BOULEVARDS