Section 3.7 CROSS-SECTION STANDARDS FOR TRUCK FREIGHT ROUTES Bicycle/Pedestrian Context in Relation to Freight Routes Context is particularly important when designing for the pedestrian and bicycle environment because these road users are inherently vulnerable to all different types of exposure: injury or death due to crashes, air and noise pollution, extreme and adverse weather, etc. When freight traffic enters the equation, things become even more complicated. Freight vehicles are often loud and may release noxious exhaust, making walking or bicycling unappealing and even unhealthy for people with compromised immune systems or lung disease. The size and handling limitations of large vehicles like freight trucks can make them especially dangerous to bicyclists and pedestrians. An Ohio study examined all of the crashes occurring from 2002 to 2008 involving a motor vehicle and a bike and found that in crashes occurring at intersection locations, the likelihood of severe bicyclist injury increases by 141.3 percent if the crashinvolved motor vehicle is a van. Results from non-intersection locations show the likelihood of severe injuries increases by 99.9 percent if the crash-involved motor vehicle is a heavy-duty truck. 1 A study in New York found that while large vehicles make up between 5 and 17 percent of daily traffic, they contributed to nearly a third of fatal crashes. 2 Ideally bicycle and pedestrian routes would be separated from truck routes to reduce the risk; however that is not always feasible in an urban area and along roadways with multiple land uses. When non-motorized modes must share the ROW with freight, particular care must be taken to consider various aspects of the physical environment that influence the safety and comfort of all modes present. A classification system that carefully considers the size and type of trucks that will use specific routes, and creates restrictions based on those needs, can go a long way towards separating large truck traffic from bicycle and pedestrian space. If a route is expected to have a considerable amount of tractor-trailer traffic, the road and intersections should be designed for these types of vehicles such that they can easily maneuver through them. However, if tractortrailer traffic is expected to be infrequent or if traffic volume in general is low, it may be more feasible to accommodate large vehicle movements, for example by allowing them to use opposing lanes to complete turns. For example, the Florida Department of Transportation recently updated its lane width specifications establish a standard of 11-ft travel lanes for roadways with a divided typical section in or within one mile of an urban area and with a design speed of 45 mph or less, as long as freight volume does not exceed 10%. 3 These 11-ft lanes will accommodate freight traffic, while the 12-ft lanes design for freight traffic. The physical characteristics associated with designing for versus merely accommodating large vehicle movements directly impact pedestrian and bicycle safety. For example, wide lanes may make handling easier for truck drivers; however wider lanes can encourage speeding in 1 Moore, D.N., W.H 4th, Schneider, P.T. Savolainen, and M. Farzaneh. logit analysis of bicyclist injury severity resulting from motor vehicle crashes at intersection and non-intersection locations. Accident Analysis and Prevention, 2011. 2 Benepe, A., T.R. Frieden, R. W. Kelly, and I. Weinshall. Bicyclist Fatalities and Serious Injuries in New York City: 1996-2005. New York City Departments of Health and Mental Hygiene, Parks and Recreation, Transportation, and the New York City Police Department, 2006. 3 FDOT, Roadway Design Bulletin 14-17 1
passenger vehicles. Speed plays an enormous role in the chance of survival in the event of a pedestrian or bicyclist crash with a motor vehicle. Section 3.7.1 - Cross-section Design and Bicycle/Pedestrian Safety Standards The appropriate design characteristics of roadway cross-sections will be determined by several different factors including available ROW, land use, functional classification, freight classification, speed limit, sight distance, frequency of driveways and intersections, and traffic volume. Lane width and configuration should match the intended use and consider the safety needs of the road s most vulnerable users. This is particularly important for bicycle facilities, as there are numerous design options available; and inappropriate facility selection can lead to low facility use, increased crashes, and dangerous behaviors such as sidewalk riding. Bicycle facility options relevant to freight routes include: Bicycle lanes (recommended width of at least 5 feet) Buffered bicycle lanes (includes striped buffer between bicycle lane and travel lane) at least 8 feet wide Separated bicycle facilities, which include some type of physical separation between bicycle lane and travel lane, such as flexible bollards or parked cars (width varies) Multi-use paths that are shared with pedestrians (recommended width of at least 10 feet) While it may be tempting to want to fully separate trucks and bicycles, a multiuse path or separated bicycle facility might not be the best option. There can be visibility issues associated with these facilities, and they require a fair amount of ROW. Multi-use paths and separated bicycle facilities are not a safe option along roads with frequent driveways and/or intersections, as these are conflict points between bicycles and motor vehicles. By separating bicycles from the rest of traffic, these types of facilities makes bicyclists less visible to drivers turning into and out of driveways/adjacent roadways. Drivers crossing the bicycle path at driveways and intersections may not notice path users coming from their right, against the flow of traffic. Stopped motor vehicle traffic or vehicles exiting side streets or driveways may block the bicycle path. In cases where, due to high speeds or the presence of large vehicles, additional protection beyond a normal bicycle lane is desired on a roadway with frequent driveways/intersections, a buffered bicycle lane with flexible bollards is a more appropriate option than a multi-use path or separated bicycle facility. There also may not always be sufficient ROW to accommodate a multi-use path that leaves adequate room for multiple modes (e.g. walking, bicycling). The preferred width for multi-use paths is 10 feet. This allows for safe passing between users and different modes. A width of 8 feet may be used for low-use paths and/or where ROW does not allow for a 10-foot path. 4 Table 1 describes several different types of bicycle facilities that might be used on freight routes and considerations for when to use each. 4 Federal Highway Administration, Designing Sidewalks and Trails for Access. Part II: Best Practices Design Guide, 2014. 2
Table 1: Types of Bicycle Facilities and Design ConsiderationsCriteria 5 Type of Facility ConsiderationsCriteria Multi-use path Provides separation for motor vehicle traffic Bicycle and pedestrian conflicts may occur on high-use paths Not for use along roadways with high frequency of intersections/driveways May be along an existing ROW, such as an old rail bed, which means it may provide less access to homes and businesses than roadways do Separated bicycle facility Also called a cycletrack, this refers to a one- or two way bicycle facility located next to a road, either at road or sidewalk grade. It may be adjacent to parallel parking on the opposite side from the travel lane. Provides separation for motor vehicle traffic Buffered bicycle lane Not for use along roadways with high frequency of intersections/driveways Busy intersection crossings require special design treatment, as illustrated in the NACTO Urban Bikeway Design Guide and the FHWA Separated Bike Lane Planning and Design Guide Substantial ROW is required: o 8 min. for two way o 6 min. for one way (when adjacent to on-street parking, there may be a 5 min. lane plus a 3 buffer next to parked cars) A one-way bicycle lane, in the direction of traffic flow, with a buffer delineated by paint, flexible bollards, or some other type of marking. There may also be a painted buffer between the bicycle lane and on-street parking. Provides more separation from automobile traffic than a normal bicycle lane, particularly important for higher speeds and/or large truck traffic Useful way to delineate a bicycle lane that is wide enough to be mistaken for a travel lane or on-street parking Bicycle lane Minimum width of 5 Minimum width of 12 curb to inner edge of bicycle lane when adjacent to on-street parking, 13 14 preferred May be combined with signage alerting motorists to the presence of bicyclists Signage should indicate if a bicycle lane is about to end Shared lane markings Also called Shared Lane Markings, these are road markings used to indicate a shared lane environment for bicycles and automobiles. 6 (sharrows) Alert motorists to the presence of bicyclists Indicate proper bicycle positioning in the lane to avoid conflicts with opening doors on parked cars Encourage bicyclists to position themselves safely in lanes too narrow for a motor vehicle and a bicycle to comfortably travel side by side within the same traffic lane May be configured to offer directional and wayfinding guidance Shared lane markings should not be considered a substitute for bike lanes, cycle tracks, or other separation treatments where these types of facilities are otherwise warranted or space permits The MUTCD outlines guidance for shared lane markings in section 9C.07 5 Partially adapted from Town of Arlington, MA Context Sensitive Bike Facility Design Guide Matrix, 2006 6 NACTO Urban Bikeway Design Guide, 2014 3
Section 3.7.2 Functional Classification of Truck Freight A freight network may appropriately incorporate several different functional classifications, although the type of truck traffic allowed on each type will vary. Some functional classifications, such as local streets, are not appropriate for freight at all. Table 2 shows the different functional classifications present in the City of Jacksonville that are appropriate for freight traffic along with some characteristics of each. Table 2: Characteristics Classification of thoroughfare types relevant to freight routes Functional Classification Principal Arterial: For regional and local traffic, bicyclists, and pedestrians; may be a busy transit corridor Minor Arterial: Walkable; serves access to abutting land; primarily bicycle and pedestrian routes; may serve local transit Collector: Walkable; serves abutting property; connects residential neighborhoods to each other and to commercial districts; connects local streets to arterials Number of Through Lanes Posted Speed Median Onstreet Parking Sidewalk Width 4 to 6 > 35 mph Usually No 5 min. for rural; 6 min. for suburban 2 to 4 35 mph Optional Optional 5 min. for rural; 6 min. for suburban and urban; 8 preferred for urban 2 to 4 35 mph Optional Optional 6 min. for suburban and urban; 8 preferred for urban Bicycle Facilities Buffered bicycle lane or separated bicycle facility Separated bicycle facility, buffered bicycle lanes, or standard bicycle lanes Separated bicycle facility, buffered bicycle lanes, or standard bicycle lanes Freight Movement Regional truck route Regional truck route and local deliveries Local deliveries only 4
Section 3.7.3 - Context Sensitive Freight Routes Cross-Sections Standards and Diagrams The features of a specific roadway such as the number of lanes, speed limit, and the presence of on-street parking or a median is determined not only by the available ROW, but also by whether the surrounding development density is rural, suburban, or urban. This guidance provides conceptual examples of Context Sensitive freight route cross-sections based on three ROW widths (60, 80, and 100 feet), which are combined with the density types and functional classifications mentioned earlier to form different contextual varieties, as shown in Table 3 below. Table 3: Freight route contextual varieties Principal Arterial Minor Arterial Collector Rural 60 X 80 X 100 X Suburban 60 X X 80 X X 100 X Urban 60 X X X 80 X X X 100 X These contextual varieties are used as a framework for presenting some conceptual examples of Context Sensitive freight route cross-sections, as shown on the following pages. For the urban 80 and 100 cross-sections, there is a version with and without on-street parking. The cross-sections observe existing design standards for sidewalk width (5 minimum 7 ), utility/planting strip (3.5 minimum 8 ), median width (12 minimum 9 ), and travel lane width (11 in urban areas with speeds less than 45mph unless freight volume is greater than 10% 10 ). There are also new standards introduced in these cross-sections, including the following: minimum 5 clearance on sidewalks (free from utility poles, etc.) in rural and suburban areas minimum 8 clearance on sidewalks in urban areas minimum 8 buffered bike lane (5 lane with 3 buffer) minimum 9.5 separated bike lane (6.5 lane with 3 buffer) minimum 7 on-street parking lane 7 City of Jacksonville, Land Development Procedures Manual, Section 2.2.2 8 City of Jacksonville, Land Development Procedures Manual, Section 2.2.3 9 City of Jacksonville, Land Development Procedures Manual, Section 3.5.1 10 FDOT, Roadway Design Bulletin 14-17 5
Figure R-60 6
Figure R-80 7
Figure R-100 8
Figure SU-60 9
Figure S-80 10
Figure S-100 11
Figure U-80 12
Figure U-100 13
Figure U-80-P 14
Figure U-100-P 15
Context Sensitive Streets Standards Committee Task 3 Task 3A Establish context applicability and detail dimensions of on-street parking, parallel and angled and reverse angle parking and create revised parking standards City of Jacksonville Code of Ordinances Zoning Code Sec. 656.607 Design Standards for off-street and on-street parking and loading facilities: (m) For on-street parallel parking spaces, 7 minimum parking stall width is required. An 8 parking stall width is preferred. 7 wide stalls are recommended in residential areas or streets with limited right of way. An 8 parking stall width is preferred on streets classified as collector or higher. For on-street parallel parking spaces located between an on-street bike lane and the travel lane, a 7 parking lane width is acceptable. For on-street parallel parking spaces, 90 degree (perpendicular) parking spaces and 60 degree (angled) parking spaces see Table 1 for minimum dimensions. For on-street parallel parking, a minimum 2 step out zone is required along the adjacent curb. For on-street perpendicular parking 2 overhang zone and a 2 step out zone are required (a total of 4 ). For back in or head in 60 degree angled parking a minimum 2 overhang zone and a 2 step out zone are required (a total of 4 ). See Figures 1, 2 and 3 below for dimension diagrams.
Table 1 - On-Street Parking Dimensions Parking Angle Stall Depth Stall Width 90 (perpendicular/he ad-in) 60 (angled head-in or backin) Stall Length 18.0 8.5 18.0 Car Parking Overhang Step Out Zone 2.0 min. 2.0 min. 20.0 8.5 18.0 2.0 min. 2.0 min. 0 (parallel) 7.0 minimum (residential) 8.0 preferred (collector or higher) 7.0 minimum (residential) 8.0 preferred (collector or higher) 22.0 N/A 2.0 Figure 1 Parallel Parking step out zone requirements Source: Jacksonville Design Guidelines and Best Practices Handbook (Section 1: Commercial Development)
Figure 2 Angled or Perpendicular Parking step out zone and car parking overhang requirements Source: Jacksonville Design Guidelines and Best Practices Handbook (Section 1: Commercial Development) Figure 3 - On-Street Parking Dimensions (not to scale) 90 (Perpendicular, Head-In) 8.5 18
60 (Angled, Back-In) 18 60 (Angled, Head-In) 18 8.5 8.5 20 0 (Parallel) 20 22 8 (preferred)
Task 3B - Establish Bike and Motorcycle parking standards within the right-of way City of Jacksonville Code of Ordinances Sec. 656.607 Design Standards for off-street and on-street parking and loading facilities: (4) Motorcycle parking space. Up to 5 percent of required parking may be provided as motorcycle parking spaces with a minimum length of 6 and a minimum width of 4. dimension of five feet by ten feet per space. (i) Design Standards for on-street parking and loading facilities: On-street motorcycle parking spaces: On-street marked motorcycle parking spaces shall have a minimum length of 6 and a minimum width of 4. Motorcycle parking does not need to be oriented in the same direction as other vehicle parking spaces on the same block. Figure 1 - Motorcycle parking minimum dimensions (not to scale) 90 (Perpendicular) 60 (Angled) 4 6 4 6
Sec. 616.102. - Bicycle racks on sidewalks. No person shall place any A bicycle rack shall not be placed on any sidewalk or in the space between the sidewalk and the roadway of any street without obtaining a permit from the Council City for that purpose. The Council City may grant a permit under such terms and conditions as to it shall seem deemed advisable for the protection of the interests of the City. Violation of this Section shall constitute a cclass C offense. (Code 1965, 38-18; Ord. 70-650-526; Ord. 71-397-181; Ord. 83-591-400, 1) Note Former 330.302. Sec. 804.907. - Parking. No person shall stand or park a bicycle on a sidewalk within a business district. Violation of this Section shall constitute a class A offense. (Ord. 68-82-59, 136; Ord. 70-650-526; Ord. 71-397-181; Ord. 83-591-400, 1) Note Former 312.907. Sec. 804.907- Parking A person may stop, stand, or park a bicycle on a sidewalk if the bicycle does not impede the normal and reasonable movement of pedestrian or other traffic on the sidewalk. Sec. 656.609. - Design standards for off-street parking for bicycles. Off-street parking facilities for bicycles shall follow the City of Jacksonville Bicycle Parking Standards located in Section 3.0 of the Land Development Procedures Manual. The Bicycle Parking Standards outline location, design, placement, and installation requirements. Bicycle parking facilities shall: (a) Be designed to allow each bicycle to be supported by its frame in two places. (b) Be designed to allow the frame and wheels of each bicycle to be secured against theft by a lock. (c) Be designed to avoid damage to the bicycles. (d) Be anchored to resist rust or corrosion, or removal by vandalism. (e) Accommodate a range of bicycle shapes and sizes and to facilitate easy locking without interfering with adjacent bicycles. (f) Be located to prevent damage to bicycles by cars. (g) Be consistent with the surroundings in color and design and be incorporated whenever possible into buildings or street furniture design. (h) Be located in convenient, highly-visible, active, well-lighted areas.
(i) Be located so as not to interfere with pedestrian movements flow on the sidewalk and should not be placed directly in front of doors or disabled parking spaces. (j) Be located as near the principal entrance of the building as practicable. Bicycle parking should be located as close, or closer, to the entrance of the building it serves than the nearest car parking space. (k) Provide safe access from the spaces to the right-of-way or bicycle lane. (h) Have at least 5 feet of clearance between any bicycle rack and a driveway or curb cut. (Ord. 91-59-148, 1) City of Jacksonville Bicycle Parking Standards Bicycle parking should be convenient to users, secure from theft, safe for bicyclists and other road users, intuitively designed, and accommodating to a variety of bicycle types. The following standards describe location, design, placement, and installation of bicycle parking that will ensure these requirements are met consistently throughout the City of Jacksonville. These standards cover short-term parking solutions only; however the City also encourages long-term bicycle parking solutions in new office and housing developments in the form of lockers, shower facilities, and secure cages or bicycle rooms. Details on long-term bicycle parking solutions are forthcoming. Location Bicycle parking should be located as close, or closer, to the entrance of the building it serves than the nearest car parking space. In general, multiple buildings should not be served by a large, distant bicycle parking area, but instead by smaller parking areas near active entrances. Locate bicycle parking within 50 feet of major destinations, transit stations, etc. Bicycle parking areas should be well-lit and visible from the sidewalk so that users can find them, to deter theft, and to ensure bicyclists safety while locking/unlocking their bicycles. A clear zone should be provided around the bicycle parking area to avoid moving vehicles, parked car doors, transit vehicle boarding areas, and pedestrian right-of-way, and allow for bicycle maneuverability between the parking area and any nearby landscaping, buildings, or street furniture. Bicycle parking should not impede pedestrian flow on the sidewalk and should not be placed directly in front of doors or disabled parking spaces. Design There are a variety of styles of bicycle racks available; however some designs do not provide the security from theft, ease of use, and prevention of bicycle damage as well as others. A bicycle rack should:
Support the bicycle upright by its frame in two places Prevent the wheel of the bicycle from tipping over Enable the frame and one or both wheels to be secured by a lock Support different styles of bicycles Allow front-in and back-in parking: a U-lock (Figure 1) should be able to lock the frame and either the front or rear wheel to the rack Not require the user to lift the bicycle onto the rack Figure 1: U-lock Be located so that bicycles can reasonably safeguarded from damage Resist being cut or detached using common hand tools Have a finish that requires minimal maintenance (e.g. galvanized steel) Include no sharp edges or moving parts Adhere to the Americans with Disabilities Act standard as follows: if the protruding edge of the rack is between 27 inches and 80 inches above the sidewalk surface, it may overhang a maximum of 4 inches. (This applies only to relatively tall racks designed to protrude horizontally from the base.) The bicycle rack designs below are recommended best practice for racks in both the public and private right-of-way. The recommended Bicycle Rack Designs below are preferred. Artistic designs may be allowed, subject to meeting the guidelines specified in Section 656.609 of the Zoning Code and subject to approval by the City of Jacksonville Bicycle/Pedestrian Coordinator. Some designs that are approved by the Association of Pedestrian and Bicycle Professionals (APBP) are shown in Figure 2 below. Rack designs that APBP recommends avoiding are shown in Figure 3. Recommended Bicycle Rack Designs Figure 2: Bicycle rack designs approved by the Association of Pedestrian and Bicycle Professionals (APBP Bicycle Parking Guidelines, 1st edition, page 2, www.apbp.org, used with permission from the copyright holder)
Bicycle Rack Designs to AVOID Figure 3: APBP recommends avoiding these racks due to performance concerns (APBP Essentials of Bike Parking, page 8, www.apbp.org, used with permission from the copyright holder)
Placement A bicycle footprint is generally 6 x 2. Each rack should be placed so that no objects obstruct users from entering/exiting the parking area, locking/unlocking their bike, and unloading/loading any cargo. A sidewalk should be at least 9 feet wide for proper bicycle rack spacing, leaving at least 5 width of sidewalk clear of obstructions. Generally, bicycle racks should be installed in the furniture zone and parallel, perpendicular, or angled to the curb line. There should be at least 5 feet of clearance between any bicycle rack and a driveway or curb cut. For racks installed parallel to the curb line, there should be at least 3 feet of space (4 feet when next to on-street parking) between the curb and the rack. Multiple racks should have at least 6 feet in between them (8 feet preferred), as measured from the center of each rack. [See Figure 4] For racks installed perpendicular to the curb line, there should be at least 5 feet of space between the curb and the center of the rack. Multiple racks should have at least 4 feet in between them (5 feet preferred). [See Figure 5] Figure 4: Bicycle rack spacing when installed in furniture zone parallel to curb (adapted from City of Portland Bicycle Rack Permit)
For racks installed angled to the curb line, there should be at least 3 feet of space (4 feet preferred) between the curb and the edge of the rack. Multiple racks should have at least 30 in between them by the nearest edges. Angle for the rack to a perpendicular line from the curb should be between 45 and 60 degrees. [See Figure 6] Figure 5: Bicycle rack spacing when installed in furniture zone perpendicular to curb (adapted from City of Portland Bicycle Rack Permit) Bicycle racks may be placed outside the furniture zone in areas that do not obstruct the pedestrian through-zone, such as in an alcove of a building. Racks should be placed at least 2 feet from any objects (3 feet preferred). Multiple racks installed in this way should follow the spacing described above for end-to-end or side-by-side arrangements. [See Figure 7]
Figure 6: Bicycle rack spacing when installed in furniture zone at an angle to the curb (adapted from City of Portland Bicycle Rack Permit)
Figure 7: Bicycle rack spacing outside of furniture zone (adapted from APBP Essentials of Bike Parking, page 8, www.apbp.org, used with permission from the copyright holder) In areas where demand for bicycle parking is greater than what can be accommodated by sidewalk racks or where sidewalk space is limited, bicycle corrals can be installed in an on-street parking space, typically providing parking for 8 to 12 bicycles. Bicycle corrals are typically intended to serve a nearby business with a high volume of bicycle traffic. Bicycle corrals consist of rows of racks surrounded by a painted or other type of boundary, with flexible delineators and a wheel stop at the end where vehicle may back into the adjacent spot. Racks within a bicycle corral may be installed perpendicular to or angled towards the curb. Angled installations may be more aesthetically pleasing, but require more length to maintain the minimum recommended spacing between racks (36 ). On the other hand, perpendicular installation leaves about one foot less of a buffer between the rack and the roadway. Figure 8 is a diagram for installing bicycle corrals.
Figure 8: Bicycle corral diagram (from SFMTA Bicycle Parking Guidelines) Installation For security, bicycle racks should be installed in concrete. Asphalt is acceptable for bicycle corrals. There are two primary types of bicycle rack installation: surface mount and cast in place. Either is acceptable, but some rack models only allow for one type of installation. Surface mount is used when racks are being installed onto an existing concrete slab. Anti-tampering bolts and other hardware should be used to prevent theft of the whole
rack. Some locations where theft may be an issue can benefit from security fasteners such as concrete spikes or tamper-resistant nuts on wedge anchors, which are shown in Figure 9. Drill any holes at least three inches from concrete edges or joints. If an asphalt substrate is all that is available in the rack location, concrete footings should be poured before surface mounting if possible. If concrete footings cannot be poured, use anchor techniques specific to asphalt. Figure 9: Examples of concrete fasteners (from APBP Essentials of Bike Parking, page 8, www.apbp.org, used with permission from the copyright holder) Cast-in-place is the best option for security purposes, but may be impossible if the rack installation location already has a slab poured or if the chosen rack type does not provide a cast-in-place option. Cast-in-place installation is appropriate for either asphalt or concrete.
Task 3C- Encourage use and accessibility of alleys in the Central Business District and Urban Priority Area City of Jacksonville Code of Ordinances Sec. 654.116. - Design standards: alleys. (a) Alleys shall be provided in commercial and industrial districts, except that the Department may waive the requirement where other definite and assured provision is made for service access such as off-street loading, unloading and parking consistent with and adequate for the uses proposed. The right-of-way width of an alley shall be as required by the Land Development Procedures Manual. (b) Alleys may be provided in residential districts. (c) Alley intersections and sharp changes in alignment shall be avoided but, where necessary, curves shall be cut off sufficiently to permit safe vehicular, pedestrian and bicycle movement. (d) Dead-end alleys are prohibited. (Ord. 91-58-147, 1; Ord. 2002-714-E, 5; Ord. 2013-185-E, 6) Note Former 654.111. Land Development Procedures Manual Alleys Section 3.0 Roadway Design Requirements 3.2.5.2 Minimum Right of Way Widths and Paving Widths Alley: Min. R/W Min. Paving Commercial 30 12 20 Residential 20 10 14 Definitions Step Out Zone: A strip of land adjacent to a curb where on-street parking (parallel or angled) is permitted. It is designed to create a clear space for a pedestrian to exit a car or parking space without having to step into a planter area. Car Parking Overhang Zone: A strip of land adjacent to a curb where on-street parking (perpendicular or angled) is permitted. It is designed to provide space for the front or rear of a vehicle to hang over the curb. This area should be clear of all obstructions. Stall Depth: Distance from back of curb to end of parking lane stripe, measured perpendicular to the curb
Stall Width: Distance between the two stripes of a parking lane stall Stall Length: Distance from back of curb to end of parking lane stripe, measured parallel to parking lane stripe Depth
Task 3D Update Street Classification System Replace conventional COJ street classification system to incorporate context simulating Raleigh Standards prescribing differing design criteria for lane widths, medians, bicycle lanes, transit, on-street parking, etc., depending on context Committee Tasks Review and approve or disapprove new classes for existing roads Review and approve or disapprove cross sections for each roadway class References Number of Through Lanes - Existing conditions Maximum Lane Width - Raleigh Standards, NACTO Design Speed - Raleigh Standards, AASHTO, NACTO Median - 12 minimum width unless otherwise approved by the City Engineer, Land Development Procedures Manual, Section 3.5.1 On-street Parking - Standard dimensions established in Task 3A. Updates will be incorporated into Land Development Procedures Manual and Zoning Code Sidewalk Width - Standard dimensions established in Task 2 and Task 3. Updates will be incorporated into Land Development Procedures Manual Bicycle Facilities - Standard dimensions established in Task 2. Updates will be incorporated into Land Development Procedures Manual and City Standard Details Buffered Bicycle Lane: 5 minimum lane width, 3 minimum buffer Separated Bicycle Facility: 5 minimum lane width, 7 minimum parking stall width Bicycle Lane: 5 minimum lane width Utility Strip/Landscape Buffer - Raleigh Standards, Task 2 and Task 3 Traffic Calming Facilities - Bicycle Pedestrian Master Plan Study Recommendations, NACTO Curb Radii - AASHTO Green Book Section 2, Design Controls and Criteria, Raleigh Standards Definitions COJ 2030 Comprehensive Plan Roadway Functional Classification - The assignment of roads into categories according to the character of service they provide in relation to the total road network. Basic functional categories
include limited access facilities, arterial roads and collector roads, which may be subcategorized into principal, major or minor levels. Those levels may be further grouped into urban and rural categories. Collector Streets Surface streets providing land access and traffic circulation service within residential, commercial, and industrial areas. Collector streets serve to connect local roadway networks to the larger city-wide arterial roadway network. Minor Arterial A facility that connects and augments the principal arterial system. Although its main function is still traffic mobility, it performs this function at a lower level and places more emphasis on land access than does the principal arterial Principal Arterial A highway that serves major through-movements of traffic between important centers of activity and a substantial portion of trips entering and leaving the area. It also connects freeways with major traffic generators. Service to abutting land is subordinate to the function of moving through traffic. NACTO Urban Bikeway Design Guidelines Sharrow: (also called Shared Lane Marking) Road markings used to indicate a shared lane environment for bicycles and automobiles. Shared lane markings reinforce the legitimacy of bicycle traffic on the street, recommend proper bicyclist positioning, and may be configured to offer directional and wayfinding guidance. FDOT 2013 Quality/Level of Service Handbook Bicycle lane - designated or undesignated portion of roadway for bicycles adjacent to motorized vehicle lanes. Median - Areas at least 10 feet wide that are restrictive or non-restrictive that separate opposing-direction mid-block traffic lanes and that, on arterials, contain turn lanes that allow left turning vehicles to exit from the through traffic lanes. Arterial - A signalized roadway that primarily serves through traffic with average signalized intersection spacing of 2.0 miles or less; a type of roadway based on FDOT functional classification. FHWA Urban Boundary and Federal Functional Classification Handbook (published by FDOT, 2003) The urban principal arterial system is divided into principal and minor arterials. The urban principal arterial system is the most important group; it includes Interstate highways, other freeways and expressways, and other principal arterials. The urban principal arterial system serves the major centers of activity of a metropolitan area, have the highest traffic volume corridors, and the longest trip desires; and should carry a high portion of the total urban area travel on a minimum of mileage. It carries most trips entering and leaving urban areas, and it provides continuity for all rural arterials that intercept urban boundaries.
The urban minor arterial system provides service for trips of moderate length and at a lower level of mobility. They connect with urban principal arterial roads and rural collector routes. A rural principal arterial highway network provides interstate and inter-county service so that all developed areas are within a reasonable distance of an arterial highway. The principal arterial network is more significant. It serves virtually all urban areas with populations gr[e]ater than 50,000 people. Additionally, most urban areas larger than 25,000 people are served by rural principal arterial highways. Rural principal arterial highways provide an integrated network without stub connections except where needed because of unusual geographic or traffic conditions (for example, connections to international borders, coastal cities, water ports and airports). The rural principal arterial network is divided into two subsystems, Interstate highways and other principal arterials. A rural minor arterial highway serves an urban area if it penetrates or comes within 2 miles of the urban boundary. A road connecting the rural minor arterial highway to the urban area is not necessary. Collectors provide a lower degree of mobility than arterials. They are designed for travel at lower speeds and for shorter distances. Collectors are typically two-lane roads that collect and distribute traffic from the arterial system. The urban collector system provides traffic circulation within residential neighborhoods and commercial and industrial areas. Unlike arterials, collector roads may penetrate residential communities, distributing traffic from the arterials to the ultimate destination for many motorists. Urban collectors also channel traffic from local streets onto the arterial system. The rural collector system is stratified into two systems: major and minor collectors. Major collectors provide service to any county seat not on an arterial route. They also serve larger towns not accessed by higher order roads, and important industrial or agricultural centers that generate significant traffic (but are avoided by arterials). Minor collectors are spaced at intervals, consistent with population density, to collect traffic from local roads and to insure that all urbanized areas are within a reasonable distance of a collector road. Local roads represent the largest element in the road network in terms of mileage. For rural and urban areas, all public road mileage below the collector system is considered local. Local roads provide basic access between residential and commercial properties, connecting with higher order highways. A route meeting this purpose would connect a home, work, or entertainment trip by connecting the final destination to the roads serving longer trips. Examples of roads meeting the purpose described in this paragraph include those located within a residential subdivision or a cluster of commercial buildings. Documents to be updated by staff: Land Development Procedures Manual o Section 2.0 Traffic Engineering Requirements o Section 3.0 Roadway Design Requirements o Section 9.0 Traditional Neighborhood Design City of Jacksonville Code of Ordinances
o Section 654.133 Required improvements: streets; curbs and gutters; sidewalks; and bikeway requirements 2030 Comprehensive Plan, Transportation Element, Goals, Objectives, and Policies
Functional Classification Principal Arterial Number of Through Lanes Maximum Lane Width Design Speed Median Onstreet Parking Sidewalk Width 4 to 6 11 > 35 mph Optional No Urban: 8' min, Suburban: 6' min, Rural: 5' min Minor Arterial 2 to 4 10 35 mph Optional Optional Urban: 8' min, Suburban: 6' min, Rural: 5' min Collector 2 to 4 10 35 mph Optional Optional Urban: 8' min, Suburban: 6' min, Rural: 5' min Bicycle Facilities Utility Strip Buffered bicycle lane or separated facility Separated facility, buffered bicycle lanes, or standard bicycle lanes Separated facility, buffered bicycle lanes, or standard bicycle lanes Traffic Calming Facilities 5 min. Pedestrian Refuge islands, RRFBs, Highvisibility crosswalks 5 min. Pedestrian Refuge islands, RRFBs, Highvisibility crosswalks 5 min. High-visibility crosswalks Curb Radii 20 at intersections; 10-15 at driveways 15 at intersections; 5-10 at driveways 15' at intersections; 5-10 at driveways Local 2 10' 25 mph Optional Optional Suburban: 6' min, Rural: 5' min Downtown Principal or Minor Arterial Downtown Collector Sharrows and signage as needed 2 to 4 11 30 mph Optional Optional 8 min. Buffered bicycle lane or separated facility 2 to 4 10 25 mph Optional Optional 8 min. Separated facility, buffered or parking protected bicycle lanes 5' min. Chicanes, speed humps, speed bumps, speed tables, mini traffic circles, highvisibility crosswalks 6 min. Pedestrian Refuge islands, RRFBs, Highvisibility crosswalks 6 min. High-visibility crosswalks 5' -10' at intersections and driveways 10-15 at intersections; 5-10 at driveways 10-15' at intersections; 5-10 at driveways