connected, context-sensitive transportation system for all users that supports mobility, healthy living and economic benefit,” supported by three goals— Mobility , Safety , and Opportunity . For Mobility, the MTP includes a network of thoroughfares to provide citywide transportation connectivity and capacity. For Safety, the MTP includes street cross sections that encourage moderate automobile speeds and provide safe accommodations for non-motorized transportation modes. For Opportunity, the MTP includes future transportation facilities serving planned growth areas. The MTP is grounded in the "Complete Streets” idea that supports all transportation users placing an increased emphasis on active transportation (walking and cycling) compared to previous plans. The MTP’s Complete Streets approach to active transportation is two-pronged: 1. Providing basic connectivity and accessibility by including accessible active transportation elements in each street cross section with an eye toward building a citywide network. 2. Focusing on safety and comfort by narrowing street widths wherever possible (to facilitate pedestrian crossings), buffering people walking and biking from automobile traffic where appropriate, and providing space for streetscape elements (such as trees) to calm traffic and provide a more comfortable user experience. The MTP sets “Complete Streets” as the ultimate goal for street types. All street cross sections in the MTP are intended to include some level of bicycle access, whether on-street or off-street. In general, the preference of the ATP—and therefore, the MTP—is to accommodate bicyclists off- street (using a side path/shared-use path) wherever possible. The exception for areas with higher driveway density and low to moderate motorized vehicle volumes and speeds would be buffered bike lanes. Additionally, the assignment for bicycle facility types using the Typical Section Selection flow chart is suggested. The MTP incorporates the concept of target speed—the speed at which the road designer intends for motorists to travel. Target speed has become an important element of a Complete Streets and Safe Systems approach to roadway design. This approach attempts to control vehicle speeds by means beyond horizontal and vertical curvature, most notably, via lane widths and vertical elements (such as street trees). Target speeds in the MTP are set to no lower than 25 miles per hour. The default target speed should be used in the design of all roadway elements, including horizontal and vertical curvature, and should ultimately be the posted speed limit.
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