RIVERSIDE DRIVE: 21st to 41st

Transcription

1 RIVERSIDE DRIVE: 21st to 41st Traffic Calming, Parking Lane, and Bike Lane Traffic Calming Options Traffic Calming Design Alternatives and Recommendations by Road Section Parking Lane & Bike Lane Guidance and Recommendations Final Report Prepared by: CITY OF TULSA Planning & Development Traffic Engineering Engineering Services 12/17/2014

2 Traffic Calming Options The traffic calming elements create a sense and/or perceived need to drive slower for a comfortable driving experience. All these elements are scalable and can be used in a progressive method to achieve varying levels of traffic calming as needed. These options can be used alone or together to complement the overall goal of traffic calming. The result will be a safe, efficient transportation corridor for all users: vehicular, pedestrian, and bicyclists. Option 1 Gateway Treatment landscaped sign installations that announce to motorists that they are leaving a parkway type environment and entering an area where pedestrian activities will be more intense. The motorist should respond by slowing down. Advantages: Effectively reduces vehicle speeds; Aesthetically pleasing; Reflects a community identity; Branding; Demarcation. Disadvantages: Localized impact; Must be combined with other treatments to sustain traffic calming; Right of way requirements; Cost: High RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 1 of 24

3 Option 2 Roadside Landscape Features (Tree Lawn) The use of objects near the edge of the roadway will provide a sense of enclosure and contribute to a reduced apparent width. This narrowing of the roadway will make speeding uncomfortable. Advantages: Effectively reduces vehicle speeds; Trees, landscape boulders, and/or raised planters provide protection to the pedestrian if a vehicle leaves the roadway; Creates visual barrier; The adjacent trees and landscape create a perspective of a narrowed road; Aesthetically pleasing to motorists, pedestrians, and property owners; Cost: Low to medium. Disadvantages: Trees need to be selected carefully to prevent sidewalk heaving; Incorrect placement can create poor sight distance; Incorrect placement can encroach on clear zone RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 2 of 24

4 Option 3 Pavement Markings The use of various markings and/or patterns designed to create the illusion that a driver s speed is increasing in order to trigger driver awareness of the need to slow down. The pavement marking supplements and reinforces signage. Advantages: Effectively reduces vehicle speeds; Flexibility: Modify patterns or alignments to address specific situations; Effective in transition areas; Adds to the effectiveness of signage; Mitigate roadside sign clutter; Cost: Low. Disadvantages: Unfamiliar shapes could cause confusion; If overused it can become cluttered or aesthetically displeasing RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 3 of 24

5 Option 4 Narrowing the Lanes and/or Including a Center Median The addition of a center median between the Gathering Place to 24 th Street and 41 st Street to 33 rd Place would serve to narrow the lanes, which would reduce speeds. Advantages: Effectively reduces vehicle speeds; Mitigate head on collisions by separating the opposing directions of travel; Creates a pedestrian refuge; Can allow full access to public streets or can be used to redirect traffic to other streets; Cost: Low if offset by lane width reduction. Disadvantages: Plantings or landscaping held low to mitigate sight distance obstructions for motorists, bicyclists, and pedestrians; May impact emergency response; Narrowed lanes impact ease of bus operation; Less flexible than striping options RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 4 of 24

6 Option 5 Lane Striping to Visually Narrow the Roadway Visually narrow the street using striped shoulders, textured pavement, and/or colored pavement on one or both sides of the roadway. This may also include the use of reflectors along the roadway to communicate to motorists the locations of pedestrian crossings and obstructions. These reflectors would not attach to the roadway, but mounted on signage, poles, etc. Advantages: Effectively reduces vehicle speeds; Flexibility (striping): Modify patterns or alignments to address specific situations; Doesn t require significant additional design; Narrowing lanes provides additional buffer space between the edge of the traveled way and the sidewalk; Achieves appearance of narrower lane without creating physical barrier; Bus friendly; Cost (Striping): Low; Cost (Textured/Colored): Medium. Disadvantages: Increase noise; Textured pavement not as flexible as striping; Increase resurfacing cost (Textured/Colored) RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 5 of 24

7 Option 6 Static and Dynamic Signs Radar activated signs that dynamically display approaching speeds for individual vehicles and/or display message such as SLOW DOWN or REDUCE SPEED when a vehicle exceeds a certain speed. Dynamic Signs alert drivers of their speed and creates a sense of being monitored. Advantages: Effectively reduces vehicle speeds; Effective educational tool; Encourages speed compliance; Radar activated flash versus continuous flash is more effective; Solar powered; Cost: Low Disadvantages: Not effective by themselves; Increased cost of sign maintenance; Overuse will contribute to sign clutter; The effect may be temporary if there is no further perception of enforcement RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 6 of 24

8 Option 7 Enhanced Pedestrian Crossings High visibility crosswalks increase pedestrian and bicyclists safety. By creating a visual contrast in the roadway section, the driver s eyes are drawn to the potential presence of pedestrians. Elements may include, but not be limited to: Textured / Contrast color walkways; raised crosswalks, intersection tables, pedestrian activated crossings (Rectangular Rapid Flashing Beacon), enhanced lighting, pedestrian refuge etc. General Summary: Medians can serve as refuge points for the pedestrian at intersection crosswalks. Textured crosswalks extend the sidewalk across the street visually and make a distinction for the motorist. Enhanced crosswalks contrasts are achieved with texture, color, or types of materials. Raised crosswalks elevate the roadway to the level of sidewalk providing no grade change for pedestrians. This application needs to be context sensitive. Technology can improve the safety of crosswalks by installing systems that can detect the presence of a pedestrian and then activates lights to alert drivers. Signage can be a combination of static and electrical signs. Many signs are now solar powered. Speed based automatic traffic signage as mentioned in Option 6 Static and Dynamic Signs should be considered. Advantages: Effectively reduces vehicle speeds; Flexibility (striping): Modify patterns or alignments to address specific situations; Doesn t require significant additional design; Bus friendly (Textured/Colored); Cost Varies (Striping): Low; Cost (Textured/Raised/Colored): Medium. Disadvantages: Some textures are non ADA compliant and/or preferred; Emergency responders request evaluation of the specific location and impacts to emergency response times; Raised will increase response times; RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 7 of 24

9 Raised are not bus friendly; May require drainage modification; Increase resurfacing cost (Textured/Colored); Increases noise; Cost (Elevated intersection): High RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 8 of 24

10 Design Alternatives and Recommendations by Road Section (Map on Page 24) Sections: (Map on Page 24) 1. Riverside Drive, 24 th to The Gathering (2700 blk) 2. Riverside Drive, The Gathering (2700 blk) to 31 st 3. Riverside Drive, 31 st to 33 rd Place (including Crow Creek bridges) 4. Riverside Drive, 33 rd Place to 41 st Section 1: Riverside Drive, 24 th to The Gathering (2700 blk) Option 1: Gateway Treatment No real impact in this section southbound or northbound. Option 2: Roadside Landscape Features Add a landscaped, 7 ft wide tree lawn on east side by residences. Option 3: Pavement Markings TBD based on final section selected. Option 4: Narrowing the Lanes and/or Median & Option 5: Lane Striping: o Current 4 13 ft lanes ( ) split as o Alternatives: a. Stripe as or less, no change in road width. b. Introduce 4 ft refuge median, reduce lane widths 4 feet to , no change in road width, stripe as c. Introduce 4 ft refuge median, reduce lane widths 6 feet to , road width reduced 2 feet, stripe as d. Same as b, no median, reduce road width 4 feet. e. Same as c, no median, reduce road width 6 feet. f. Add sidewalk behind Roadside Landscape Features. Option 6: Static and Dynamic Signs Add a southbound, north of 2400 blk Dynamic Sign with speed information with triggered message. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings on all side roads to east. Potential impacts: o Reduction in speed; o Enhanced safety for pedestrians; o Bus lane 11 ft minimum, PlaniTulsa calls for lane widths of 13 to 15 feet for opposing buses and/or other vehicles with larger mirrors. Outside lanes could be at minimum width. Recommendations: Riverside Drive, 24 th to The Gathering (2700 blk) Option 1: Gateway Treatment Don t use in this section. Option 2: Roadside Landscape Features Add a landscaped, 7 ft wide tree lawn on east side by residences. Add sidewalk behind roadside landscape feature with decorative wall/fence. Option 3: Pavement Markings To be added in future as needed to target specific traffic operation issues. None initially, but can be easily retrofitted RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 9 of 24

11 Option 4: Narrowing the Lanes and/or Median Yes/No, reduce curb to curb dimension by 6 feet and no median, Option 5: Lane Striping Stripe as 4 11 ft lanes, Option 6: Static and Dynamic Signs Acquire Dynamic Signs with speed information with triggered message and install as needed. Evaluate after road and The Gathering is in operation. These are solar powered and can be moved around to deal with drivers becoming accustomed to them. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings on all side roads to east. These will consist of colored concrete crosswalks with white transverse stripes bordering the colored concrete. These will tie to ADA compliant ramps with truncated domes RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 10 of 24

12 Section 2: Riverside Drive, The Gathering (2700 blk) to 31 st Option 1: Gateway Treatment Signage and features at entrance to park to be evaluated. Tunnel entrances will have more traffic calming impact than a gateway. Option 2: Roadside Landscape Features Landscaped center median 16 feet wide starts at south side of intersection. Landscape treatment in River Parks and on The Gathering are addressed by others. Adjacent landscapes, grading, and tunnel sections are creating a enclosed feel in this section. Option 3: Pavement Markings Additional markings northbound as exiting tunnel and approaching signalized intersection at the entrance to The Gathering. Also, add to coordinate with Option 7 Enhanced Pedestrian Crossings at signalized intersections. Option 4: Narrowing the Lanes and/or Median & Option 5: Lane Striping: o Current 4 13 ft lanes with a 16 ft to 21 ft landscaped and bridge median ( to ) striped as and o This section of roadway contains: a. Traffic Signal entrance into The Gathering; b. Median: 2700 blk through land bridge then to 21 feet wide under new pedestrian bridge, then towards the 31 st Street intersection where it is wider and provides for a left turn (southbound Riverside to eastbound 31 st ). Left turn lane width is 13 feet with an 8 ft refuge/turning bay median; c. A northbound dedicated right turn lane at the signal entering into The Gathering; d. Parking lot on east side Riverside Drive with northbound only entrance and exit; e. Roadside fills; f foot tunnels with land bridge fill; g. Pedestrian bridge overpass structure; h. Terminates into the 31 st and Riverside signalized intersection. o Alternatives: a. Stripe as (21) or less, no change in road width. b. Reduce lane widths to (21) 11 13, reduce road width 4 feet, stripe as (21) c. Reduce lane widths to (21) 11 12, reduce road width 6 feet, stripe as (21) d. Move The Gathering entrance south to: a) minimize right of way required from private residences to facilitate a southbound left turn lane into The Gathering; b) allow the traffic calming impact of the signal and appurtentant pavement markings to start further to the south to achieve additional traffic calming before you enter the residential neighborhood zone (Section 1). Option 6: Static and Dynamic Signs Signs at tunnel entrances to be evaluated. Flashing feedback sign could be effective north of 31 st and Riverside intersection for northbound RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 11 of 24

13 Option 7: Enhanced Pedestrian Crossings Add enhanced crossings at signalized intersection at The Gathering Entrance, signalized intersection at 31 st Street, entrance drive into The Gathering, and at east side parking facilities as necessary. Potential impacts: o Reduction in speed; o Reduce right of way required on private property; All right of way required for the left turn lane would be from The Gathering property that is just being graded. No improvements in this area are shown on plans. o Enhanced safety for pedestrians; o Bus lane 11 ft minimum, PlaniTulsa calls for lane widths of 13 to 15 feet for opposing buses and/or other vehicles with larger mirrors. Outside lanes could be at minimum width; o If road width is reduced it will decrease clearance in tunnels; o If road width is reduced it will decrease clearance at pedestrian/bicycle bridge. Recommendations: Riverside Drive, The Gathering (2700 blk) to 31 st Option 1: Gateway Treatment Park signs and grading by others will define the gateway entrance into The Gathering. Also, the traffic signal and the tunnels will provide traffic calming. Evaluate moving The Gathering entrance (traffic signal) south to: a. Minimize right of way required from private residence to facilitate a southbound left turn lane into The Gathering. The impact to the last property adjacent to The Gathering is possibly 4 feet to 9 feet reduction. This needs to be designed to determine feasibility and specific reduction. This may create a conflict with the east parking facility on The Gathering and/or other site improvements on The Gathering. b. Allow the traffic calming impact of the signal and associated pavement markings to start further to the south to achieve additional traffic calming northbound before entering the residential neighborhood zone (Section 1). Option 2: Roadside Landscape Features Landscape treatment in River Parks and on The Gathering are addressed by others. No additional treatments at this time. Option 3: Pavement Markings To be added in future as needed to target specific traffic operation issues. None initially, but can be easily retrofitted. Option 4: Narrowing the Lanes and/or Median Yes/Yes. There are 3 subsections to this reach: a block to the north face of the north land bridge Reduce curb to curb width dimensions by 4 feet and maintain current 16 ft landscaped median, b. North face of north land bridge to south face of south land bridge Maintain existing curb to curb width. Maintain 16 ft to 21 ft medians RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 12 of 24

14 c. South face of south land bridge to 31 st and Riverside Drive intersection Reduce curb to curb lane width by 4 feet and maintain current 21 ft landscaped median, Option 5: Lane Striping Stripe as 4 11 ft lanes throughout: a. Stripe as b. Stripe as (21) c. Stripe as (16) Option 6: Static and Dynamic Signs Acquire Dynamic Signs with speed information with triggered message and install as needed. Evaluate after road and The Gathering is in operation. These are solar powered and can be moved around to deal with drivers becoming accustomed to them. Signs at tunnel entrances have potential to be multi functional in purpose: operations, maintenance, messaging, and traffic calming. This will be researched and addressed in final design. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings at signalized entrance to The Gathering on Riverside Drive and entrance drive, also at signalized intersection at 31 st Street and Riverside Drive, provide 8 ft refuge median in north leg of intersection RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 13 of 24

15 Section 3: Riverside Drive, 31 st to 33 rd Place (including Crow Creek bridges) Option 1: Gateway Treatment This section is in Phase 2 and 3 of The Gathering. Preliminary plans showed children s museum and possible mixed use. The intersection serves as a demarcation element on the north. A gateway opportunity on the south end of this section may be more beneficial. Should be considered as part of The Gathering Phase 2 or 3. Option 2: Roadside Landscape Features This road section up to and over Crow Creek is in fill and will ultimately be 9 feet above existing roadway. Grading and trails are on both sides of road, but final grading is not finalized. Trail connections to the east and west will go under the new Crow Creek bridge. Roadside guardrails will be required in bridge section. Too early to define roadside landscape features. Option 3: Pavement Markings Can be incorporated as you approach and exit the twin bridge sections over Crow Creek. Option 4: Narrowing the Lanes and/or Median & Option 5: Lane Striping: o Current 4 13 ft lanes with 21 ft medians. ( ) split as o Alternatives: a. Stripe as or less, no change in road width. b. Reduce lane widths to , reduce road width 4 feet, stripe as c. Reduce lane widths to , reduce road width 6 feet, stripe as d. Note: Bridge sections are architectural elements and were designed to allow light to trails below, therefore 21 ft median upstream and downstream of bridges. Bridge deck separation is minimum of 14 feet. This was a considered a safety and aesthetic item for trail users below. Option 6: Static and Dynamic Signs Signage for bridges will be required. Dynamic feedback signage north of 33 rd Place on Riverside northbound. Add signals at 33 rd Place and Riverside Drive. This is the south boundary of The Gathering Phase 2 and 3. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings on all side roads on east and at intersection of 33 rd Place and Riverside. Potential impacts: o Reduction in speed; o Enhanced safety for pedestrians; o Bus lane 11 ft minimum, PlaniTulsa calls for lane widths of 13 to 15 feet for opposing buses and/or other vehicles with larger mirrors. Outside lanes could be at minimum width; o Crow Creek bridge deck widths must be evaluated for transition to modified road widths for approaches, north and south; o If bridge deck width is reduced it will decrease roadside clearance and would minimize refuge area RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 14 of 24

16 Recommendations: Riverside Drive, 31 st to 33 rd Place (including Crow Creek bridges) Option 1: Gateway Treatment None at this time. Phase 2 and 3 of The Gathering will define gateways. Option 2: Roadside Landscape Features No additional treatments at this time. Option 3: Pavement Markings To be added in future as needed to target specific traffic operation issues. None initially, but can be easily retrofitted. Option 4: Narrowing the Lanes and/or Median Yes/Yes. There are 3 subsections to this reach: a. 31 st to north end of Crow Creek bridges Reduce curb to curb width dimensions by 4 feet and maintain current 21 ft landscaped median, b. Crow Creek Bridges No change. c. South end of Crow Creek Bridges to 33 rd Place Reduce curb to curb lane width by 4 feet and maintain portion of 21 ft median and then transition to 16 ft median near southbound left turn lane at 33 rd Place, (16) Option 5: Lane Striping Stripe as 4 11 ft lanes throughout: a. Stripe as b. Stripe as 11 ft lanes with additional buffer to raised curbs on bridge deck c. Stripe as (16) (Note: Depending on final design, this section may need to transition to a further reduced section at 33 rd Place). Option 6: Static and Dynamic Signs Acquire Dynamic Signs with speed information with triggered message and install as needed. Evaluate after road and The Gathering is in operation. These are solar powered and can be moved around to deal with drivers becoming accustomed to them. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings on all side roads on east and at intersection of 33 rd Place and Riverside. At time of signal installation at 33 rd Place, crosswalks on Riverside Drive should be enhanced RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 15 of 24

17 Section 4: Riverside Drive, 33 rd Place to 41 st Option 1: Gateway Treatment not real impact in this section southbound or northbound away from The Gathering. Option 2: Roadside Landscape Features Add a landscaped, 5 ft wide tree lawn on east side by residences for similar treatment in Section 1. Option 3: Pavement Markings TBD based on final section selected. Option 4: Narrowing the Lanes and/or Median & Option 5: Lane Striping: o Current 4 11 ft lanes with vanished 4 ft median ( ). o Alternatives for rehab project: a. Reconstruct raised 4 ft refuge median and stripe as , no change in road width. b. Same as a, but increase lane widths to Increase width to west, stripe as c. Remove 4 ft median, keep lanes a and reduce road width 4 feet. d. Remove 4 ft median, increase lanes to maintain current road width, stripe as e. Add sidewalk behind Roadside Landscape Features. Option 6: Static and Dynamic Signs Add a northbound and possibly a southbound Dynamic Sign with speed information with triggered message. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings on all side roads to east. Potential impacts: o Reduction in speed; o Enhanced safety for pedestrians; o Bus lane 11 ft minimum, PlaniTulsa calls for lane widths of 13 to 15 feet for opposing buses and/or other vehicles with larger mirrors. Outside lanes could be at minimum width. Recommendations: Riverside Drive, 33 rd Place to 41 st Option 1: Gateway Treatment Don t use in this section. Option 2: Roadside Landscape Features Add a landscaped, 5 ft wide tree lawn on east side by residences. Add sidewalk behind roadside landscape feature. Option 3: Pavement Markings To be added in future as needed to target specific traffic operation issues. None initially, but can be easily retrofitted. Option 4: Narrowing the Lanes and/or Median No/Yes, transition curb to curb dimension to current section between 33 rd Place and 35 th Street. The center, vanished median will be raised. Option 5: Lane Striping Stripe as 4 11 ft lanes, Option 6: Static and Dynamic Signs Acquire Dynamic Signs with speed information with triggered message and install as needed. Evaluate after road and The Gathering is in RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 16 of 24

18 operation. These are solar powered and can be moved around to deal with drivers becoming accustomed to them. Option 7: Enhanced Pedestrian Crossings Add enhanced crossings on all side roads to east. These will consist of colored concrete crosswalks with white transverse stripes bordering the colored concrete. These will tie to ADA compliant ramps with truncated domes. General Impacts Regarding the Traffic Calming Recommendations: Creates a safer, more efficient transportation corridor for all users: vehicular, pedestrian, and bicyclists. Employs a combination of methods to calm traffic in a scalable manner. The methods allow the addition of controls that can achieve varying degrees of traffic calming to the overall corridor and/or specific areas. Recognizes that Riverside Drive serves both local and commuter traffic. Utilization of roadway and roadside treatments to calm traffic. Roadside landscape treatments are aesthetically pleasing versus structural walls and barriers. Lane width reductions ranging from 4 feet to 6 feet in areas will generate sufficient material cost savings to offset costs for the implementation of the other traffic calming measures and the construction of sidewalks. Enhanced crosswalks, reduced lane widths at intersection, and the utilization of refuge islands will improve safety for pedestrians. Curb to curb lane widths meet and exceed minimum lane widths for bus traffic. Obstruction and clear zone distances are maintained at land bridge tunnels, overhead pedestrian bridge abutments, and on the Crow Creek bridges. The resulting recommendations are made unanimously by the staff working group made up of representatives from Planning & Development, Traffic Engineering, and Engineering Services. Items for further evaluation based on Review by the Mayor s Management Team: 1. Dynamic signs with speed detection that could be wired to traffic signals. If excessive speeds are detected, the traffic signal would cycle to yellow then red. Location of signs and signals will need to be determined, but should include the possible addition of a signal between The Gathering and 24 th Street. 2. Intersection improvements and signalization of Riverside Drive immediately south of 21 st Street bridge ft raised median from 33 rd Place to 41 st Street should include portions being vegetated with low profile grasses or plants, e.g. Monkey Grass or other RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 17 of 24

19 Parking Lane On Street Parking Experimenting with various street treatments or designs can be tempting for a designer. However, the motorist benefits from consistent street design. For arterial streets in busy urban environments, there are many demands for a driver s attention, including non transportationrelated distractions. To enhance safety along the arterial corridor, it is important that the designer maintain a consistent approach in selecting design controls and criteria. ITE Urban Street Geometric Design Handbook, 2008, page 303 In July 1973, after the subcommittees of the House Committee on Public Works conducted hearings on highway safety, design, and operations, the committee published the following mandate: Whose responsibility is it to see that maximum safety is incorporated into our motor vehicle transportation system? On this, the subcommittee is adamant. It is the responsibility of the Government and specifically those agencies that, by law, have been given that mandate. The responsibility begins with the Congress and flows through the Department of Transportation, its Federal Highway Administration, the State Highway Departments and safety agencies, and the street and highway units of counties, townships, cities and towns. There is no retreating from this mandate, either in letter or in spirit. AASHTO A Policy on Geometric Design of Highways and Streets, 6th Edition, 2011, page 2 82 Once a particular level of service has been identified as applicable for design, the corresponding service flow rate logically becomes the design service flow rate. This implies that if the traffic flow rate using the facility exceeds that value, operating conditions will fall below the level of service for which the facility was designed. Once a level of service has been selected, it is desirable that all elements of the roadway are designed consistent to this level. This consistence of design service flow rate results in nearconstant freedom of traffic movement and operating speed, and flow interruptions due to bottlenecks can be avoided. AASHTO A Policy on Geometric Design of Highways and Streets, 6th Edition, 2011, page 2 67 Table 7.1, Design Features for Urban Arterial Streets, states that if the target running speed is 25 to 30 mph then on street parking is undesirable. If the target running speed is 35 to 45 mph then on street parking is not permitted RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 18 of 24

20 On street parking generally is suitable only for low speed urban arterials at below capacity conditions. For moderate speed arterials, on street parking is strongly discouraged but sometimes necessary. For high speed arterials, on street parking is not acceptable and should be avoided in all cases. ITE Urban Street Geometric Design Handbook, 2008, pages 306 and 308 On street parking can impact the capacity and traffic flow along a street, and may increase its crash potential. Because the primary purpose of an arterial street is typically the movement of vehicles, it is usually desirable to prohibit parking on major arterial streets. ITE Urban Street Geometric Design Handbook, 2008, page 81 On street parking should be prohibited on major streets with speeds greater than 35 mph due to potential conflicts associated with door openings and maneuvering in and out of spaces. On street parking can result in a 3 to 30 percent decrease in the capacity of the adjacent travel lane, depending on the number of lanes and the frequency of parking maneuvers. ITE Urban Street Geometric Design Handbook, 2008, page 82 Curb parking is usually acceptable on an arterial with speeds of 35 mph or less and relatively low traffic volumes. At higher speeds and during periods of heavy traffic movement, the characteristics of curb parking such as maneuvers or door openings may be incompatible with arterial street operations. ITE Urban Street Geometric Design Handbook, 2008, page 88 In urban areas with high traffic speeds and/or high on street parking turnover, wider bike lanes of 6 to 8 feet are recommended to increase the physical separation between bikes and vehicles. ITE Transportation Planning Handbook, 3 rd Edition, 2009, page 998 On street parking, especially parked cars near intersections, has been cited as a contributing factor in many pedestrian crashes in urban areas. Parked cars block visual access to oncoming traffic, so that neither pedestrians nor motor vehicles can see each other. ITE Transportation Planning Handbook, 3rd Edition, 2009, page 998 On urban arterial street reconstruction projects or on projects where additional right of way is being acquired to upgrade an existing route to arterial status, the elimination of parking should be considered to increase capacity and reduce the potential for crashes RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 19 of 24

21 The desirable minimum width of a parking lane is 8 feet. However, to provide better clearance and the potential to use the parking lane during peak periods as a through travel lane, a parking width of 10 to 12 feet is desirable, which can also accommodate urban transit operations. AASHTO A Policy on Geometric Design of Highways and Streets, 6th Edition, 2011, page 4 73 Where traffic capacity needs to be balanced with on street parking, consider using the curb lane for parking during off peak periods and for traffic during peak periods. It requires consistent daily enforcement and immediate towing of violators. This strategy should be used when traffic congestion causes significant impacts to adjacent residential neighborhoods or in conditions with poorly connected networks and limited alternative routes. ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 148 Special attention should be given to bicycle facilities adjacent to on street parking because these locations have an inherent conflict between motor vehicles and bicycles. ITE Urban Street Geometric Design Handbook, 2008, page 314 On street parking conflicts with the provision of bicycle lanes and increased hazards to bicyclists. It creates visual obstructions for pedestrians crossing intersections, vehicles moving along the thoroughfare and vehicles exiting driveways. It also increases the number of crashes. On street parking should be prohibited on streets with speeds greater than 35 mph due to potential hazards associated with maneuvering in and out of spaces. ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 146 A road diet is the conversion of a wide street to a narrower one, such as the conversion of a four lane undivided thoroughfare into a three lane street composed of two travel lanes and a two way left turn lane. This conversion provides additional space to accommodate other desirable features such as bike lanes, wider street sides, pedestrian refuge, landscaping, or onstreet parking. Case studies demonstrate that road diets reduce conflicts at intersections, reduce accidents and have minimal effect on traffic capacity and diversion on thoroughfares under 20,000 vpd. (The current traffic volume on Riverside Drive at The Gathering Place location is 26,500 vpd.) ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 20 of 24

22 Converting four lane roads to three lanes and adding a raised median and on street parking may result in the thoroughfare failing to meet local fire districts minimum clear travelway requirements. ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 150 Parking lanes can affect the outside lane width, in addition to the modes of transit that can be made available on the street. If parallel parking, angled parking, and reverse angled parking are operational, their presence should dictate if cyclists, public transit, and pedestrians will be able to comfortably use neighboring space. Bike Lanes Complete Streets Procedural Manual, City of Tulsa, 2013, page 25 The recommended bicycle lane width combined with an on street parking lane is 13 feet. ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 145 Bicycle lanes are not required on every street. It is desirable to provide bicycle lanes on major thoroughfares with target speeds of 30 mph or more and on streets with high traffic volumes and speeds less than 30 mph. ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 143 The design of bicycle lanes on major urban thoroughfares is typically coordinated with a community or region s master bicycle plan to ensure overall connectivity and the selection of the best streets for implementation of bicycle lanes. However, absence of a designation in a bicycle plan does not exclude the practitioner from provide bicycle lanes if the need exists. (The River Parks trail adjacent to Riverside Drive has a 10 bicycle path that would limit the usage of bicycle lanes in this section.) ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 143 Availability of parallel bicycle facilities does not eliminate the need to have a bicycle lane on thoroughfares. Bicyclists need to access properties along corridors, and they often benefit from traffic signals and other controls found on urban thoroughfares. ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 144 The type and experience level of bicycle riders and the volume of bicyclists is a consideration in determining the need for bicycle lanes. Where bicycle lanes are needed and right of way is RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 21 of 24

23 constrained, the designer needs to understand the trade offs between adding bicycle lanes and eliminating or reducing the width of other thoroughfare elements (such as travel lanes). ITE Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, 2010, page 145 Wider bicycle lanes may be desirable when adjacent to a narrow parking lane (7 feet) with high turnover such as those serving entertainment venues. A 6 to 7 foot bicycle lane provides more operating space for bicyclists to ride out of the area of opening vehicle doors. AASHTO Guide for the Development of Bicycle Facilities, Fourth Edition, 2012, page 4 14 In locations with higher motor vehicle vehicle speeds where a 2 ft. wide gutter is used, the preferred bike lane width is 6 feet, inclusive of the gutter. AASHTO Guide for the Development of Bicycle Facilities, Fourth Edition, 2012, page 4 15 Where on street parking is permitted, the bike lane should be placed between the parking lane and the travel lane. The recommended bike lane in these locations is 6 feet, and the minimum is 5 feet. AASHTO Guide for the Development of Bicycle Facilities, Fourth Edition, 2012, page 4 16 The addition of a designated bike lane is the preferred method to accommodate bicycle trips on the street network, where right of way is available with appropriate traffic volumes. Additional width to accommodate cyclists can affect overall lane widths as well as on street parking. Both aspects increase the nearside lane to account for door swing and bicyclists sharing the traveled way. When parked vehicles are present 1.5 to 2 feet is added to the lane width to accommodate for a vehicles door swing. Complete Streets Procedural Manual, City of Tulsa, 2013, page 25 The minimum width for a bicycle lane next to a parked car is 5 feet, with a recommended width of 6 feet. 6 feet is preferred next to a curb, though 5 feet from the seam of the gutter pan is adequate on arterials with lower speeds and volumes. Complete Streets Procedural Manual, City of Tulsa, 2013, page RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 22 of 24

24 Recommendations: Parking Lane Bike Lane Based on the guidance provided by ITE and AASHTO, on street parking is not recommended for Riverside Drive from 21 st St. to 41 st St. South. Considering the anticipated traffic speeds and volumes of Riverside Drive, on street parking is not recommended under any lane configuration due to safety concerns. There would not be sufficient time and available space to safely park along the street. Bicycle lanes are possible between 24 th St. and 41 st St. South. Additional right of way would be required to construct bike lanes, while maintaining the current capacity of Riverside Drive. In this corridor, bicycle lanes are not recommended due to the presence of adjacent trails and the need for additional right of way RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 23 of 24

25 RIVERSIDE DRIVE SECTION KEY MAP RIVERSIDE DRIVE: 21ST TO 41ST RSD Traffic Calming Bike Parking RECOMMENDATIONS.docx Page 24 of 24