Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Abbreviations and acronyms used without definitions in TRB publications: A4A Airlines for America AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACIâNA Airports Council InternationalâNorth America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FAST Fixing Americaâs Surface Transportation Act (2015) FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers MAP-21 Moving Ahead for Progress in the 21st Century Act (2012) NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005) TCRP Transit Cooperative Research Program TDC Transit Development Corporation TEA-21 Transportation Equity Act for the 21st Century (1998) TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation
75 C A S E S T U D i E S Lessons Learned The application of the Expanded FCS in the case studies demonstrated the following lessons learned: 1. Modal accommodation and balancing in the design could be achieved using the ranges provided in each cell of the Expanded FCS matrix. These considerations included the elimination of turn lanes in the urban core and urban contexts to accommodate bicycle and pedestrian traffic, widening lanes to accommodate buses, and reducing target operating speeds in suburban context to comply with the citywide connector for bicyclists. 2. Consistency of the cross section was also achieved with the use of 11 foot lanes throughout the corridor and wider lanes in the rural context. 3. The use of the Expanded FCS in determining the context and roadway type was easily implemented throughout the corridor. Context sections were easily discernable and the presence of âmajorâ intersections facilitated the clear distinction of the boundaries. Local knowledge of the facility also played an important role in the determination of the context boundaries. 4. Designating the context categories allowed for an easy transition in developing the design concepts and alternative for the design of the cross sections. These preliminary designs can be further developed to address specific location needs and issues. However, it should be noted that the initial development was easily completed by use of the ranges provided in the Expanded FCS cells. 5. An issue to be noted here is that local needs and constraints may affect these design choices and impact the final designs. Designers should become familiar with the existing and future context of the specific sections of the corridor and address their designs to reflect these concerns. 6. In these case studies, the context section boundaries occurred at major intersections and the transition from one section to the next was smooth. Designers should pay attention to these transition points and provide roadway users with adequate information to reach the target operating speeds by the time they enter the next context section. 7. Planning documents were critical to the identification of the network roles and future contexts of the study corridors.