_Agenda_Packet_092826 - Laserfiche WebLink

50 • 10’ travel lanes are not recommended on 4-lane undivided arterial roadways but may be considered where speeds are 30 mph or less and truck use is low. Considerations • Narrowing existing motor vehicle lanes may result in enough space to create separated bicycle lanes, widened sidewalks and buffers, or a combination of on- street bike lanes and enhancements to the pedestrian corridor. • Narrower lanes can contribute to lower operating speeds along the roadway, which may be appropriate in dense, walkable corridors. • Caution should be taken when considering reducing travel lanes on roadways where there are multiple turn lanes onto the roadway. • Lane widths below 11 ft on multilane urban/suburban arterials are commonly supported in the literature at ≤35–45 mph, often showing no meaningful crash penalty and sometimes safety benefits via lower speeds—but they can create operational and risk-management drawbacks where speeds are higher, truck/bus volumes are higher, lateral clearance is constrained, or where side-swipe / lane-departure risk is elevated. Lane Reconfiguration Lane reconfiguration involves reducing the total number of travel lanes on a corridor to improve safety and provide space for bicycle lanes, turn lanes, streetscapes, wider sidewalks, and other purposes. Lane reconfiguration may be used in conjunction with treatments that reduce crossing distance, such as curb extensions, median refuges, and protected intersections. Lane reconfiguration can take many forms; an example of a four- to-three lane reconfiguration is shown below. In all cases, a traffic analysis is needed to determine feasibility.