mobility options increases, these transit improvements not only become increasingly necessary, but they also become more feasible.
Implement Network and Complete Streets Strategies
Most of the planned projects identified in the TIP, CIP, and 5-year work program address roadway capacity needs in the study area. These capacity projects have the potential to temporarily ease congestion, but additional efforts are needed to improve network connectivity, particularly for major east-west connections, and develop areas that support multimodal transportation. In addition, enhanced complete streets design concepts were not observed in the projects reviewed. As the County continues to update its corridor plan, a more detailed thoroughfare plan is suggested to guide future thoroughfare planning and design. The plan should identify alternative complete streets cross-section designs based on roadway function and land use context (e.g., placemaking corridors versus through movement corridors), and integrate modal priority to emphasize design elements specific to the targeted modes. Access management standards should also be applied to implement block or connection spacing objectives. Update and assign the County access classifications to County arterial and collector roadways to reinforce the thoroughfare plan. The sparsity of the arterial and collector network in areas of South County is a concern in light of the extensive development already planned and approved in the area. Incorporate network spacing guidelines into the corridor plan. One-half mile spacings of 4-lane continuous streets ensure that residents can access a thoroughfare within ¼ mile. This spacing helps reduce congestion by distributing trips across the network and also supports walking, cycling, and transit use. Although an ideal grid is not feasible, due to waterways and other barriers, flexible application of network spacing guidelines forms an essential foundation for an effective thoroughfare plan. Examples of network improvements and complete streets strategies include, but are not limited to the following: Where possible, connect the local street network to provide more direct routes, shorten trip lengths, and encourage non-motorized travel. Construct sidewalks and bike lanes where gaps exist to provide a complete and interconnected network. Identify locations for protected bike lanes and protected bike intersections to encourage less experienced cyclists to use this mode for certain trips. Reduce trip length for non-motorized travel by providing direct access to services from residential areas at logical locations. Add buffers or additional space between sidewalks and the roadway, particularly on roadways with a high posted speed limit and high traffic volumes. In areas such as town centers, decrease the number or width of lanes and lower speed limits to control vehicular speeds and increase bicycle and pedestrian safety.
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