Assessing Interactions Between Access Management Treatments and Multimodal Users (2018) / Chapter Skim
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Pages 94-113
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From page 94... ...
94 A P P E N D I X B : A G E N C Y S U R V E Y Agency Survey Introduction This appendix describes the findings from a national survey of multimodal access management needs and practices. The purpose of the survey was to identify multimodal access management interactions and to guide the research team and panel in selecting interactions to evaluate in greater detail.
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95 interactions between access management treatments and modal performance that have not been adequately evaluated. The purpose of this survey is to obtain practitioner perspectives as to the possible effects of access management treatments (or combinations of treatments)
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96 6. Manage the spacing of signalized and unsignalized access on crossroads in the vicinity of freeway interchanges 7.
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97 Survey Distribution A total of 381 individuals responded to the survey, with the majority identifying as consultants (27.3%) , state transportation agency staff (27.0%)
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98 24.0% 32.7% 42.7% 43.9% 48.6% 49.2% 53.3% 56.7% 57.9% 58.9% 61.7% 61.7% 62.0% 62.0% 63.9% 64.5% Other Install service or frontage roads Install continuous two‐way left‐turn lane on undivided highway (non‐road diet scenarios) Improve supporting network Manage the spacing of signalized and unsignalized access on crossroads in the vicinity of freeway interchanges Manage the location and placement of parking Control driveway design elements Consolidate driveways Manage spacing of traffic signals Install right‐turn lanes Install nontraversable medians Provide adequate sight distance at access points Manage location and spacing of unsignalized access Install roundabout Install or modify left‐turn lanes Manage the location, spacing and design of median openings Figure 2.
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99 Impacts of Access Management Treatments A series of exploratory queries asked respondents to note any adverse or positive safety or operational impacts on non-auto modes of the access management treatments they had implemented. Respondents were further asked to describe the nature of the impacts and whether the impacts were anecdotal or documented.
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100 One respondent summarized the pedestrian safety issues associated with access management as follows: "The primary triggers for negative safety impacts involve multiple-threat scenarios, too many opposing lanes to cross, oncoming vehicle speeds, limited sight distance and time of day/limited light and pedestrians wearing dark closing exercising midblock and diagonal crossings. Uncontrolled street and access placement along multilane corridors with center left turns lanes introduces multiple-threat scenarios that can shadow other approaching vehicle, pedestrian and bicycle traffic." Another respondent summarized the safety and operational issues associated with access management and pedestrians in the following way: "(1)
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101 Some pedestrians choose to cross midblock to save time. Block spacing may be longer than deemed convenient.
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102 constraints due to existing conditions can result in less-than-optimal results or designs in relation to both auto and non-auto modes. The potential for some types of interchanges (e.g., cloverleaf)
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103 Installing pedestrian and bicycle refuges in locations where there are curbed medians. We have most recently installed a raised median in a college town, but admittedly do not handle enough urban sections to have a large influence on non-motorized modes of transport.
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104 Including modal users and vehicles/services in the justification, planning and design of the treatment (and also having developments integrate those modes as part of their impacts and improvements)
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105 Table 66. Treatments identified by 15% or more of respondents as positively impacting operation of non-auto modes.
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106 Consolidating Driveways The positive impact for bikes of consolidating driveways is the ability to create cycle tracks or enhanced bike lanes. Managing how travelers interact throughout the roadway network is beneficial for everyone.
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107 Volume-to-capacity ratio Traffic operations complaints Total responses: 156 Figure 3. Measures of effectiveness for evaluating the effects of access management treatments on non-auto modes.
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108 Walking/Bicycling Generally During draft long-range-planning public discussions, various participants expressed a preference for walking and biking along roadways where driveways/traffic conflicts are managed. The benefit of extending the sidewalk across the driveway entrance (at-grade)
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109 Right-Turn Lanes Right-turn lanes and the related increase in crossing distance for pedestrians; right-turn lanes and conflicts with bike lane treatments; right-turn lanes and possible increase in right-turn-on-red conflicts with pedestrians. Non-Traversable Medians Raised medians are opposed by a furniture store that doesn't have many options for loading/unloading near the front door.
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110 Figure 4. Access management treatments needing additional analysis relative to non-auto modes.
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111 Table 68. Consultant multimodal access management analysis priorities.
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112 Often, pedestrians need to cross streets, but a signal is not warranted because it is too close to an adjacent signal, but too far to reasonably expect a pedestrian to detour. Right-Turn Lanes Right-turn lanes and vehicle approach speeds often conflict with pedestrian crossings, especially combined with right-turn-on-red on suburban arterials.
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113 Left-Turn Lanes The permissive and protected left-turning arrow phase timing may need to be adjusted for different road classifications. This may result in no one standard timing fitting all left-turn signals.
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