RECOMMENDED PRACTICES FOR WALKING COMMUNITIES TRADITIONAL GRID VS. CONVENTIONAL GRID

PARKING NETWORK

RECOMMENDED PRACTICE: BOULEVARD

RECOMMENDED PRACTICE: THE BLOCK

RECOMMENDED PRACTICE: STREET

RECOMMENDED PRACTICE: AVENUE

STREETSIDE ZONES

ALTERNATIVE BOULEVARD BAILEY CRAIGHEAD

TRADITIONAL GRID CONVENTIONAL GRID

AMENITY

MAIN ROAD

LOCAL ROAD

_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 EMER-GENCY 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

_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 SECU-RITY 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

TRAD

ITIO

NAL

GRID

VS.

CON

VENT

IONA

L GR

ID

CONNECTOR STREET

CONNECTOR STREET

SIDE STREETS:_USED FOR

PARKING AND DRIVEWAY

ACCESSIBILTY

SIDE STREET

PARKING

PARKING

BOULEVARD

AVENUE

MIXED USE BUILDINGS

PEDESTRIANONLY

MAIN STREET:_THE BUILDINGS

ARE ORIENTED TO THE STREET _NO PARKING LOTS VISIBILE FROM STREET

IN WALKING COMMUNITIES IT IS IMPORTANT TO PROMOTE A PARK ONCE MENTALITY. IT IS NECCESSARY TO CREATE A NET-WORK 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 RATIOPA

RKIN

G NE

TWOR

K

12

34

PEDESTRIAN

PUBLIC TRANSITBICYCLE

CAR

RECO

MMEN

DED

PRAC

TICE

S

_BLOCK LENGTH SHOULD BE NO LONGER THAN 600’ AND NO LESS THAN 200’ TO BE A COMFORTABLE WALKING DISTANCE FOR PEDESTRIANS

BLOCKLENGTH

PEDESTRIAN STREET

_NO THROUGH TRAFFIC_COM-FORTABLE WALKING ATMO-SPHERE_BEST USED IN CONNECT-ING POCKET PARKS IN MIXED USE AREAS

BUILDING HEIGHT TO THOROUGHFARE ENCLOSUREIN WALKING COMMUNITIES IT IS VERY IMPORTANT TO SCALE THE ARCHI-TECTURE 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

MODAL HIERARCHYIN A WALKING COMMUNITY EVERYTHING IS PLANNED AROUND THE COMFORT OF THE PEDESTRIAN. ALL TRANSPORTATION PRO-GRAMS AND STREETSIDE PROGRAMS WILL FAVOR THE PEDESTRIAN FIRST, THEN TRANSIT RIDERS, CYCLISTS, AND AUTOMOBILES.

_SPACE FOR PEOPLE TO WALK

_SPACE BETWEEN THE STORE FRONT AND THE PEDESTRIAN TRAVEL WAY_SHOULD ALLOW FOR WINDOW SHOPPING AND MERCHANT DISPLAY

_LANDSCAPING_PEDESTRIAN REFUGE_BUS-RAPID TRANSIT_PROTECTED BIKE LANE_TURN LANE

_BUS LANE_TRAVEL LANE_BIKE LANE_PUBLICLY OWNED LAND FOR PUBLIC TRAVEL

_CURBS_BIKE LANE_PARKING_TURN LANE_SPACE FOR:.DOOR SWINGS.PARKING METERS.CAR OVERHANG_BUFFER BETWEEN TRAV-ELLING CARS AND PEDESTRIANS

_BUFFER ZONE _SPACE FOR:.PLANTING STRIPS.STREET FURNITURE.UTILITY POLES.CAFES.BIKE RACKS

MEDIAN RIGHT OF WAY EDGE ZONEFURNISH

ZONETHROUGH WAY ZONE

FRONTAGE ZONE

MIN: 4’ MAX: 18’ MIN: 10’ MAX: 11’ MIN: 1.5’ MAX: 2.5’ MIN: 2.5’ MIN: 2’ MAX: 8’ MIN: 6’

STRE

ETSI

DE Z

ONES

1.5’7’ OR13’ +BIKE LANE

16’ RECOMMENDED12’ CONSTRAINED6’ MINIMUM

6’ 3’11’ 11’7’ OR13’ +BIKE LANE

RECOMMENDED PRACTICES FOR 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 DELIV-ERIES ONLY _DRIVEWAY ACCESS_ON STREET PARKING_NO MEDIAN

6’

RECO

MMEN

DED

PRAC

TICE

S:ST

REET

S

RECO

MMEN

DED

PRAC

TICE

S: A

VENU

ES

RECOMMENDED PRACTICES FOR 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 DELIV-ERIES ONLY _DRIVEWAY ACCESS_ON STREET PARKING_EMPHASIS ON TRANIST_MEDIAN OPTIONAL: MIN. 4’- MAX. 16’

1.5’7’ 16’ RECOMMENDED12’ CONSTRAINED6’ MINIMUM

6’ 3’11’ 11’7’ 6’6’ 6’

RECO

MMEN

DED

PRAC

TICE

S: B

OULE

VARD

S

1.5’7’ OR13’ +BIKE LANE

19’ RECOMMENDED12’ CONSTRAINED8’ MINIMUM

7’ 8’ 3’11’ 11’ 11’ 11’4’ MINIMUM18’ MAXIMUM

7’ OR13’ +BIKE LANE

RECOMMENDED PRACTICES FOR BOULEVARDS

_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

9’ 7’ 9’7’5’ 5’9’ 9’8’ 8’11’ 11’ 11’ 11’

ALTERNATIVE TO CENTER MEDIAN BOULEVARDS

_PROTECTED BIKE LANES_ON STREET PROTECTED PARKING_PLANTED BUFFER BETWEEN PEDESTRIAN AND TRAVEL LANES

THROUGH TRAFFIC

THROUGH TRAFFIC

122’

PARALLEL PARKING

PARALLEL PARKING

SIDEWALK

BIKE LANE

PLANTED BUFFER

TRAVEL LANE

TRAVEL LANE

TRAVEL LANE

TRAVEL LANE

SIDEWALK

BIKE LANE

PLANTED BUFFER

ALTE

RNAT

IVE

BOUL

EVAR

D