11.1 polk county calles completas manual

Prepared by
148970000.12
Polk Transportation
Planning Organization
A P R I L 2 0 1 3

POLK County | COMPLETE STREETS HANDBOOK
POLK COUNTY - COMPLETE STREETS HANDBOOK
Acknowledgements
POLK TRANSPORTATION PLANNING ORGANIZATION
Thomas Deardorff Director
RJ Walters Communications Specialist
Cherie Simmons Office Manager
Ryan Kordek Transportation Planning Administrator
Ben Dunn Senior Transportation Planner
Diane Slaybaugh Senior Transportation Planner
Curtis Knowles Senior Transportation Planner
Laura Lockwood Senior Transportation Planner
Portions of this handbook first appeared in “Designing Walkable Urban Thoroughfares: A Context-Sensitive Approach,”
Institute of Transportation Engineers, 2010.
COMPLETE STREETS STEERING COMMITTEE
CAC Members:
Michael Finch (CAC Vice Chair)
Paul Staes
Walter O’Rourke
TAC Members:
Mark Bennett (TAC Chair) City of Haines City
Richard Lilyquist (TAC Vice Chair) City of Lakeland
Jerry Rodriguez City of Davenport
Richard Ranck CFRPC
Sean Byers City of Winter Haven
Chandra Frederick Polk County Land Development Division
Tom Phillips Citrus Connection
Celeste Deardorff City of Lakeland
Chuck Barmby City of Lakeland
Lori Carlton FDOT
Bill Skelton Polk County Transportation Engineering
Jay Jarvis Polk County Transportation Engineering
CONSULTING TEAM
Christopher Hatton, P.E.
Fred Schwartz, P.E.
Merle Bishop, FAICP, CPM
Jode Ballard, P.E.

POLK COUNTY - COMPLETE STREETS HANDBOOK
Table of Contents
CHAPTER ONE
A COMPLETE STREETS VISION................................3
What Are Complete Streets?................................................ 4
Types of Complete Streets................................................... 5
Standards for Complete Streets........................................... 5
TPO Complete Street Policy............................................... 6
Local Government Complete Street Policy.......................... 7
CHAPTER TWO
USING THIS HANDBOOK.........................................11
New Complete Streets Approach....................................... 12
Balancing Right-of-Way Elements..................................... 13
Roles and Responsibilities................................................. 14
Existing Plans and Standards............................................. 15
TPO 2035 Mobility Vision Plan.................................... 15
Polk County Land Development Code.......................... 15
Winter Haven’s Sidewalk, Pedestrian and
Multimodal Infrastructure Plan................................... 15
City of Lakeland Citywide Pathways Plan...................... 15
Transportation Element of Lakeland’s
Comprehensive Plan................................................... 15
Haines City Vision........................................................15
CHAPTER THREE
DESIGNING THE TRAVELED WAY..........................19
Traveled Way Strategies..................................................... 20
Intersection Strategies....................................................... 22
Intersections for All Users................................................. 23
Road Diets........................................................................ 24
Medians............................................................................ 25
Paving Treatment.............................................................. 26
Bicycle Facilities................................................................ 27
Strategies for Bicycle Facilities........................................ 28
Sharrows........................................................................ 29
Bicycle Lanes................................................................. 30
Cycle Tracks .................................................................. 31
Bicycle Boulevards......................................................... 32
Intersection Strategies.................................................... 33
Bicycle Lanes at Intersections......................................... 34
Bicycles at Signalized Intersections................................. 35
Bicycle Boxes................................................................. 36
Cycle Tracks at Intersections.......................................... 37
Transit Strategies............................................................... 38
Transit Priority............................................................... 38
Bus Stop Location.......................................................... 39
Bus Bulbs....................................................................... 42
On-Street Parking............................................................. 43
Modern Roundabouts....................................................... 44
Modern Roundabout Strategies...................................... 44
Intersection Design Strategies........................................... 46
Stop-Controlled Intersections........................................ 46
Signalized Intersections.................................................. 46
Corner Design.................................................................. 47
Curb Radii Design Strategies......................................... 47
Curb Ramps...................................................................... 48
Curb Extensions................................................................ 50
Best Locations For Use/Design Considerations.............. 50
Pedestrian Crossing Strategies........................................... 51
Crosswalks..................................................................... 51
Design Strategies............................................................ 52
Uncontrolled Pedestrian Crossings................................. 53
Crossing Islands................................................................ 55
Raised Crossings and Intersections................................. 56
Signing and Marking..................................................... 57
Rectangular Rapid-Flash Pedestrian Beacons.................. 59
Traffic Signalization.......................................................... 60
Pedestrian Signal Heads................................................. 60
Accessible Pedestrian Signals (APS)................................ 61
Signal Phases for Pedestrians.......................................... 62
Pedestrian Priority at Signals.......................................... 63
CHAPTER FOUR
DESIGNING THE STREETSIDE................................67
Streetside Strategies........................................................... 68
Streetside Zones................................................................ 69
Polk County Street Types.................................................. 69
Urban Street Types............................................................ 70
The Edge Zone ............................................................. 70
The Furnishing Zone..................................................... 70
The Pedestrian Zone ..................................................... 70
The Frontage Zone........................................................ 71
Suburban Street Types...................................................... 71
Shoulder........................................................................ 72
Swale............................................................................. 72
Sidewalk........................................................................ 72
Easement....................................................................... 72
Streetside Dimensions....................................................... 73
Street Furniture................................................................. 74
Seating.............................................................................. 75
Bicycle Racks..................................................................... 76
Bicycle Shelters................................................................. 77
Bollards............................................................................. 78
Trash Receptacles.............................................................. 79
Bus Stops and Shelters...................................................... 80
Transit Nodes................................................................. 80
Bus Stops....................................................................... 81
Bus Shelters................................................................... 82
Driveways......................................................................... 83
Urban Open Spaces........................................................... 84
Sidewalk Cafés.................................................................. 86
What’s Next for Polk County?........................................... 88

1 A COMPLETE
STREETS VISION
POLK COUNTY | COMPLETE STREETS HANDBOOK

POLK County | COMPLETE STREETS HANDBOOK | 3
CHAPTER ONE
The Polk County Transportation Planning
Organization’s (TPO) mission is to coordinate
funding countywide and share limited transportation
tax dollars sensibly and judiciously. In today’s
economic climate, one trend that counties and
municipalities nationwide are pursuing involves the
establishment of a “Complete Streets” approach for
planned and needed transportation infrastructure. The
Complete Streets philosophy is a smart way for the
TPO to maximize the positive, regional impacts from
limited available funds for roadway, sidewalk, and transit
upgrades. The County’s goal is to provide streets that are
safe and stress free for motorists, bicyclists, pedestrians,
and transit riders — whether young or old, able-bodied
or physically challenged.
Chapter 1 of this handbook presents a vision for
complete streets in Polk County, the benefits provided by
adopting and implementing a complete streets program,
and the principles that guide the development of the
complete streets vision. Chapter 2 addresses how to use
this handbook, as well as a description of the complete
streets process and related handbooks and manuals.
Chapters 3 and 4 include design strategies for the
traveled way and streetside, respectively.
A Complete Streets Vision
Transit streets
Lakeland
Healthy streets
Lakeland
Streets for people
Lakeland Lakeland
Modern roundabout

CHAPTER ONE
4 |
WHAT ARE COMPLETE STREETS?
There has been a trend toward driving less, walking and
cycling more, and taking public transportation. Not
because people have to — but because they want to. But in
the quest for economic growth and unfettered mobility
over the past 50 years, many urban and suburban
municipalities sacrificed neighborhood and community
character, trees, landscaping, crosswalks and sidewalks in
exchange for wide, car-friendly thoroughfares.
As a result, most of today’s roads are designed to favor
one form of transportation — automobiles. “Complete
Streets” is a planning and design philosophy that
considers all modes of travel — cars and trucks, public
transit, walking, and bicycling — so cities and towns
can offer their citizens safe, appropriate choices for any
preferred mode of travel. Workers, drivers, students,
seniors, and disabled persons all benefit from reliable
access to well-planned streets, wide sidewalks, crosswalks,
on-street parking and convenient public transportation.
And communities benefit from the energy and vitality of
people walking, bicycling, and being outdoors.
When planned and implemented properly, Complete Streets
¾¾ Enhance pedestrian, bicyclist, and driver safety
¾¾ Increase foot traffic in downtown business districts.
Retail sales go up. Commercial vacancies go down.
¾¾ Increase property values by providing quick,
convenient access between homes, work, and schools
¾¾ Decrease roadway congestion with enhanced public
transit options
¾¾ Improve air quality with fewer single-occupant cars on
the road, and
¾¾ Conserve limited public infrastructure funds by
maximizing use of existing corridors for multiple
modes of transportation, reducing the need for new
roads and costly overhauls
Complete Streets is not a new idea. Polk County streets
once hosted diverse modes of transportation. In 1914 the
county issued a $1.5 million bond (equivalent to $34.4
million in 2012 dollars) to pave a number of roads. That
bond issue paid for 9-foot-wide roads to connect Bartow
to Mulberry, Lake Wales, Fort Meade, Winter Haven,
Lakeland and Auburndale. According to historical
reports, then-county commission clerk W.S. Wev
suggested erecting an arch over every paved road at its
entrance to Polk County, proclaiming that the motorist
was about to enter “Imperial Polk County.” The name
has since remained.
Polk County has a history of
diverse modes of transportation.

1 | A COMPLETE STREETS VISION
| 5POLK County | COMPLETE STREETS HANDBOOK
TYPES OF COMPLETE STREETS
A Complete Street is designed with its community context
at the forefront. A Complete Street in a rural area would
look much different than a Complete Street in a city.
Features such as sidewalks, bicycle lanes or wide paved
shoulders, dedicated bus lanes, easily accessible transit
stops, safe crosswalks, medians, curb extensions, narrower
travel lanes, roundabouts — or some combination of these
options — are utilized during the planning and design
process. No matter the location, however, the pivotal
focus of Complete Streets is always on balancing the
transportation needs of an entire community; enhancing
pedestrian, bicyclist, and driver safety; and providing for
judicious use of limited infrastructure improvement dollars.
STANDARDS FOR COMPLETE STREETS
Polk County wants to make its streets and roadways
more accessible to all users. This handbook addresses
the following questions as the primary framework under
which roadway improvements are planned, designed, and
implemented in the County:
¾¾ Does the improvement encourage sustainability and
economic growth through improved access to multiple
transportation modes?
¾¾ Do residents, workers, shoppers, seniors, the disabled,
students, and bicyclists have adequate choices for
mobility within the community? Is there a systemic over-
reliance on automobiles for transportation?
¾¾ Are there opportunities for public/private partnerships
to advocate Complete Street principles such as walking
and bicycling for improved health and promoting public
transit for energy efficiency and reduced congestion?
¾¾ Are there adequate set asides for appropriate public
spaces adjacent to roadway corridors to help frame and
define neighborhoods and business districts as places
where people want live, work, shop and visit?
Complete streets foster economic development; not just
transportation.
Winter Haven
Our roadways belong to all of us, no matter how we choose to
travel them.
Lakeland

CHAPTER ONE
6 |
TPO COMPLETE STREET POLICY
The Polk TPO Complete Street Policy was created and adopted by the Polk TPO and the local municipalities within
Polk County. The resolution adopting the TPO Complete Streets Policy (TPO Resolution 2012-05) outlines how the
TPO will support the provision of Complete Streets as part of its planning process. This includes technical support and
funding for local governments.

1 | A COMPLETE STREETS VISION
| 7POLK County | COMPLETE STREETS HANDBOOK
LOCAL GOVERNMENT COMPLETE STREET POLICY
Below is the draft local government policy which is the common policy recommended for adoption by all local
governments in Polk County. It does not represent a mandate, but rather, a statement of intent to provide complete
streets within physical and fiscal constraints.

2 USING THIS
HANDBOOK

CHAPTER TWO
| 11
Using This Handbook
This handbook is a compendium of Complete
Streets information and recommendations
gathered from the documents shown below
combined with the TPO’s study of industry best
practices related to the specific needs of Polk
County. The opportunities available for Complete
Streets implementation in Polk County are as
numerous as they are flexible and the following pages
highlight just a few of the elements that can be used
to create Complete Streets in Polk County.
The manuals listed below are used by engineers to
design intersections and roadways:
¾¾ U.S. Access Board’s Public Right-of-Way
Accessibility Guidelines (PROWAG)
¾¾ AASHTO’s Policy on Geometric Design of
Highways and Streets
¾¾ Florida Department of Transportation (FDOT)
Design Manual
¾¾ FDOT Manual of Uniform Minimum Standards
for Design, Construction and Maintenance for
Streets and Highways (“Florida Greenbook”)
¾¾ Highway Capacity Manual (HCM)
¾¾ Manual on Uniform Traffic Control Devices
(MUTCD)
¾¾ Institute of Traffic Engineers (ITE) Traffic Signal
Timing Manual
¾¾ Designing Walkable Urban Thoroughfares:
A Context Sensitive Approach by ITE
The Polk County Complete Streets Handbook is a
supplement to these manuals and focuses on the
importance of multimodal design of streets and
intersections.
Different design elements that improve conditions
for one mode may negatively impact conditions
for another — there likely will be tradeoffs with
all designs.

CHAPTER TWO
12 |
NEW COMPLETE STREETS APPROACH
From now on, streets and neighborhoods in Polk County
will be planned and designed to be user-friendly for
all primary modes of transportation — pedestrians,
bicyclists, transit users and motorists. The following
guidelines will result in cost-effective, safe, multimodal
and environmentally friendly facilities that optimize
available right of way with adjacent land uses.
¾¾ Polk County will expand its focus from roadway
designs that accommodate only cars and trucks
to roadways that accommodate other modes of
transportation as much as possible.
¾¾ Streets will be designed to limit excessive speeds and
space once primarily dedicated to motorists will be
reallocated as practical to wider sidewalks, bikeways,
on-street parking and green space
¾¾ New roadway design and improvement projects will
blend into the context of their surrounding land
uses with appropriate plantings, building setbacks,
decorative pavers, and median landscaping
¾¾ Complete Streets will be designed and treated as
community resources like public parks, cultural
facilities and green space accessible for use (and
enjoyment) by all citizens
Complete streets are designed with all users in mind, not just motorists.

2 | USING THIS HANDBOOK
BALANCING RIGHT-OF-WAY ELEMENTS
The challenge of thoroughfare design is balancing the
desired design elements of the thoroughfare with right-
of-way (ROW) constraints. The thoroughfare designs at
the planning stage often illustrate the desired elements
within the cross-section, but actual conditions frequently
limit the width of the street. Designing thoroughfares in
constrained rights-of-way requires prioritizing the design
elements and emphasizing the higher-priority elements in
constrained conditions. Higher-priority design elements
are those that help the thoroughfare meet the vision
and context sensitive objectives of the community (the
objectives established through the planning process).
Lower-priority elements have less influence on achieving
the objectives and can be relinquished in cases of
insufficient right-of-way. Often the width of the public
right-of-way varies along the thoroughfare, making the
job of the designer even more challenging. When the
width of the right-of-way varies, it is useful to prioritize
design elements and develop a series of varying cross-
sections representing:
1. Optimal conditions — sections without right-of-
way constraints that can accommodate all desirable
elements;
2. Predominant — representing sections of the
predominant right-of-way width in the corridor that
accommodate all of the higher-priority elements;
3. Functional minimum — representing a typically
constrained section where most of the higher priority
elements can be accommodated; and
4. Absolute minimum — representing severely
constrained sections where only the highest-priority
design elements can be accommodated without
changing the type of thoroughfare.
If the predominant right-of-way is equal to or less than
the absolute minimum, the designer should consider
changing the thoroughfare to a different type while
attempting to maintain basic function, or consider
converting the thoroughfare to a pair of one-way
thoroughfares (couplet)—or, further still, consider other
solutions that achieve the community vision.
Reconsideration of a cross section requires recycling
through the steps of the design process, potentially
requiring a review of the community vision for the
thoroughfare and the area transportation plan and/
or identifying a new context zone/thoroughfare
relationship. If the vision for the corridor is long range,
then the necessary right-of-way should be acquired
over time as the adjacent property redevelops. Under
these circumstances the optimal (or the predominant)
thoroughfare width can be phased in over time,
beginning with the functional or absolute minimum
design in the initial phase. In constrained conditions it
might be tempting to minimize the street side width and
only provide the minimum pedestrian throughway (5
feet). In urban areas, however, even under constrained
conditions, it is critical to provide at least a minimum
width furnishing zone to accommodate street trees,
utility poles and other accouterments. Without the
furnishing zone, trees, utilities, benches and shelters
and other street equipment might encroach into the
throughway for pedestrians or result in an inadequate
width street side when the community’s vision for the
context zone is ultimately achieved.

CHAPTER TWO
14 |
ROLES AND RESPONSIBILITIES
In general, street projects may be initiated by
either the public sector or the private sector.
Projects may be new streets in a new location
or reconstruction projects. Reconstruction
projects may be resurfacing or rehabilitations;
underground utility upgrades that require
replacing the pavement surface afterwards or
complete reconstruction projects. Projects may
be fully funded by a Capital Improvement
Program or financed from the enterprise fund
of the particular utility or combination of both
public funding sources. Projects may be the
result of a public/private partnership in which
private funds are matched by state, federal
or local funds. And finally, projects may be
financed entirely by the private sector.
The table at right lists agencies, authorities
and other organizations that are frequently
involved in the design of streets in Polk
County. This list is provided as a reference tool,
for informational purposes only and is not an
exhaustive list.
Department/Agency Involved in
Roadway Planning Construction
TPO Polk County Transportation Planning Organization
OPD
Polk County Office of Planning and Development
(unincorporated Polk County)
Water Resources Polk County Water Resource Management
Parks Polk County Parks and Natural Resources
Economics Polk County Economic Development and Tourism
Transportation Polk County Transportation Engineering Division
CRA Community Redevelopment Agency
Transit
Polk Transit, Citrus Connection, Winter Haven Area
Transit, and Polk County Transit Services
Local Planning
Department
Municipal planning and/or engineering agencies
(17 municipalities in Polk County)
Water/Sewer
Polk County Utilities Division, City of Lakeland, City of
Winter Haven, City of Auburndale, City of Haines City,
Town of Dundee, City of Lake Wales, City of Bartow,
City of Mulberry, City of Polk City, City of Frostproof,
City of Fort Meade, City of Davenport, City of Alfred,
City of Eagle Lake (water only), Town of Lake Hamilton
(water only)
Parks Parks and Recreation
SWFWMD Southwest Florida Water Management District
SFWMD South Florida Water Management District
Fire Polk County Fire/Rescue
Housing
Polk County Housing Neighborhood Development
(State and Federal Grant projects)
FDEO Florida Department of Economic Opportunity
FDOT
Florida Department of Transportation (District 1 and
Turnpike)
FDEP Florida Department of Environmental Protection
CFRPC Central Florida Regional Planning Council
Communication Verizon, ATT, Bright House Networks
Gas Utilities Central Florida Gas, TECO - People’s Gas
Electric Utility
Providers
Progress Energy, Tampa Electrical Company, City of
Lakeland, City of Bartow, and City of Fort Meade
Streets Street Services
Utilities Atmos, Verizon, ATT, ONCOR

2 | USING THIS HANDBOOK
EXISTING PLANS AND STANDARDS
Polk County and its municipalities have created plans
and standards that support/encourage Complete Streets.
A sampling of these follows.
TPO 2035 Mobility Vision Plan
Defines the transportation needs for the Polk TPO,
including the unincorporated area and cities within
Polk County, establishes priorities and identifies cost
feasible road projects. This plan includes priorities
for bicycle routes, sidewalks, multi-use trails, and
intermodal facilities.
Polk County Land Development Code
Polk County’s unified land development regulations
contains development criteria for the design, location
and construction of subdivision roads, driveways,
vehicle parking and sidewalks. Requirements such
as interconnected parking areas along arterial and
collector roads help to reduce the number of driveways
accessing the road and conflicting with non-motorized
transportation within the roadway corridor.
Winter Haven’s Sidewalk, Pedestrian and
Multimodal Infrastructure Plan
This document is intended to increase and enhance
travel options in the City to allow residents and
visitors to access the City’s key destinations without
using an automobile. The plan is intended to fill gaps
in the existing multimodal transportation network
and address barriers to accessing destinations by
transit or non-motorized modes. The Plan provides
specific recommendations that can be incorporated
and referenced in policy documents that guide capital
improvements funding and long range transportation
decision making. The Plan includes a multimodal
network plan which depicts existing parks and multi-
use trails, and recommends additional bicycle facilities,
multi-use trails, and priority pedestrian corridors.
City of Lakeland Citywide Pathways Plan
The City’s plan provides details for capital funding
of sidewalks. Bicycle lanes and unmarked paved
shoulders are also evaluated for inclusion in all roadway
construction projects. This plan also provides a
classification and evaluation of bicycle and pedestrian
pathways according to the function they serve in
overall mobility.
Transportation Element of Lakeland’s
Comprehensive Plan
The City’s Transportation Element includes Roadway
Typology Designations and cross sections. The roadway
typologies adopted by the City of Lakeland recognizes
the importance of all transportation modes by identifying
specific facilities that must be considered for inclusion
in the design of all public and private road projects and
adjacent development. The City of Lakeland Citywide
Pathways Plan is included in the Transportation Element
of the City’s Comprehensive Plan.
Haines City Vision
The Haines City Vision Plan includes a transportation
circulation plan for existing and planned transportation
corridors within the City. The plan describes different
roadway types, i.e. boulevard/residential and boulevard/
commercial, and identifies how these roads will be
constructed using 16 different roadway cross sections.
All of the road cross sections include space for bicycles
and pedestrians.

3 DESIGNING THE
TRAVELED WAY

CHAPTER THREE
| 19
Designing the Traveled Way
When designing a complete street one must consider
how to allocate the various elements of the street
within the right-of-way. All users must be considered.
Elements within the traveled way will dictate how safe
the roadway is, how much traffic it can carry and how
accessible and attractive each mode of travel is.
An important element of the traveled way is the
intersection. Intersections are often the focus of traffic
engineers because that is where streets converge, where
most conflicts occur and where efficiencies can be
realized. But intersections are also where designers of
complete streets need to focus. Prioritizing intersection
safety for the pedestrian, bicyclist and transit user needs to
play an equal role with moving vehicles efficiently through
the intersection.
Designing a complete street starts with its context —
how the street interacts with adjacent land uses.
The context within which the intersection is found also
needs to be considered. Intersections are an opportunity
to introduce themes of the surrounding space, whether a
neighborhood or a downtown setting.
This chapter addresses the effective design of elements in
the traveled way, including the multimodal intersection.
TraveledWay

CHAPTER THREE
20 |
TRAVELED WAY STRATEGIES
1. Safety First – If one mode is given priority, the street
design cannot compromise the safety of any mode for
the benefit of another.
2. Slower Speeds – The safety and comfort of pedestrians
and bicyclists is reduced by speeding vehicles. For
pedestrian- and bicycle-oriented streets, vehicle speeds
should be slower. A variety of design strategies can
help to reduce vehicle speeds without causing undue
frustration for drivers.
3. Consider All Modes – Street design should include
balanced considerations for every mode — pedestrians,
bicyclists, transit riders, and motorists — and not
dominated by cars.
4. Importance of Context – The design of the traveled
way should complement and reinforce adjacent uses.
This approach can help to increase property values and
foot traffic to local businesses.
There are numerous Complete Street treatments with
various applications depending on the context of the
street. The checklist below is provided to identify only a
sample of the potential Complete Street features that can
be applied to the traveled way and is not meant to be a
comprehensive list of potential applications.
On-street parking.
Lakeland
Street design should strive for clear sight lines between pedestrians
and drivers.
TRAVELED WAY STRATEGY CHECKLIST
Road diets
Medians
Paving treatment
Bicycle facilities
Bicycle lanes
Bicycles at signalized intersections
Bicycle boxes
Cycle tracks
Transit strategies
Bus stop location
Transit prioritization at intersections
Bus bulbs
On-street parking
Modern roundabouts

3 | DESIGNING THE TRAVELED WAY
When designing elements of the Traveled Way a number
of considerations are needed to balance the needs of
the user:
¾¾ Minimum street widths (10 feet) are suitable only in
locations with low truck traffic.
¾¾ Separate bicycle facilities are preferred; however there
may be locations where they cannot be used due to
insufficient width. As a solution, shared lane markings
are permitted on lanes of any width, in locations with
and without parking, in accordance with the Manual
on Uniform Traffic Control Devices (MUTCD).
¾¾ Back-in angled parking is preferred to front-in angled
parking due to its safety benefits for pedestrians
and bicyclists.
¾¾ If parallel parking and bicycle lanes are adjacent to
one another, the minimum combined width is 13 feet.
Decisions regarding parking lane width when adjacent
to bicycle lanes should consider parking turnover rates.
¾¾ Managing vehicle speeds is particularly important on
streets where pedestrian and bicycle use is desired. In
crashes involving bicyclists and pedestrians, vehicle
speed at the point of impact is directly related to
pedestrian or bicyclist survival. Studies have also shown
that motor vehicle crashes decline where roadway
speeds are reduced. Drivers also are far more likely to
yield to pedestrians at crosswalks (in accordance with
Florida Statutes) when speeds are lower.
¾¾ During major roadway construction and
reconstruction projects, the geometric design of
the roadway should make excessive speeds feel
uncomfortable. This can be accomplished through
curves (chicanes), long vistas broken with vertical
elements such as trees, and traffic calming features.
Road diets and medians are used to reduce excess travel lane capacity.
Lakeland
Clearly marked crosswalks and bulb-outs increase pedestrian safety.
Lakeland

CHAPTER THREE
22 |
INTERSECTION STRATEGIES
1. Safety first. Intersections should be designed to
minimize conflicts, reinforce the message that drivers
and bicyclists should slow down, and respect the
needs of pedestrians. National and State of Florida
guidelines for accessible design in the public right-
of-way should be followed with a commitment to
achieving the best outcome for all users within the
constraints of each site. Design should facilitate
predictable movements by all modes, and encourage
everyone to obey traffic laws.
2. Signal cycle lengths should be kept as short
as practical. For coordinated signal corridors,
consideration for pedestrian movements should
be factored into the timing plans. As technology
advances, traffic signalization should move towards
a system that passively detects all modes in order to
become more efficient, reducing delay and improving
safety. Shorter cycle lengths will encourage pedestrians
and bicyclists to obey traffic signal indications.
3. Keep intersections small. Intersections and roadway
design have been traditionally oriented toward
automobile traffic. Undefined and underutilized areas
of pavement not necessary for the efficient movement
of motor vehicles should be used to reclaim street
space for pedestrians, transit users, and bicyclists.
Intersection designs should strive to live within
the current right-of-way, and incorporate green,
sustainable street elements wherever possible to reduce
impervious surfaces, treat stormwater at the source,
and reduce the heat island effect.
Underutilized areas of pavement should be reclaimed for
pedestrian use.
Lakeland
Safe and accessible designs for all modes of transportation must
guide intersection design.

There are numerous Complete Street treatments with
various applications depending on the context of the
street. The following checklist is provided to identify only
a sample of the potential Complete Street features that
can be applied to intersections and is not meant to be a
comprehensive list of potential applications.
INTERSECTIONS FOR ALL USERS
Safety, with an emphasis on safety for at-risk users, is
the driving factor of multimodal intersection design.
Non-motorized users suffer far greater injuries in a crash
with a motor vehicle. Intersections are the places where
modes come together and where the most conflicts and
crashes occur. Regardless whether a trip is made on foot,
by bicycle, via transit or in an automobile, people should
feel safe, comfortable, and experience a minimal amount
of delay. Extensive engineering guidance exists to design
streets for safe motor vehicle use. Specific engineering
factors include horizontal and vertical alignments,
sight distance calculations, capacity, and coordinated
signal timing.
INTERSECTION STRATEGY
CHECKLIST
Curb radii
Curb ramps
Curb extensions
Crosswalk design
Crosswalk markings at
uncontrolled locations
Crossing islands
Raised crossings and intersections
Advance yield markings and signs
In-street yield to pedestrian signs
Rectangular rapid-flash pedestrian
beacons
Pedestrian signal heads
Accessible pedestrian signals (APS)
Exclusive signal phases for
pedestrians
Signalization strategies to reduce
conflicts
People should feel safe, comfortable, and experience minimal delay
during all trips.
Lakeland

CHAPTER THREE
24 |
ROAD DIETS
Sometimes streets are wider than
necessary given the volume of traffic
they carry during peak hours. “Road
diets” are a solution that can be applied
to many streets across Polk County. A
road diet reduces the number of travel
lanes on a roadway, typically one lane
of traffic in each direction, in exchange
for expanded sidewalks, bicycle lanes,
or landscaping. Road diets not only
provide additional space necessary for
a complete street, they also provide
measurable safety benefits to all users.
Research has shown that road diets reduce
total crashes between 20% to 50% and
they are officially recognized by the Federal
Highway Administration as a proven safety
countermeasure. In January 2012, FHWA
Division offices were advised to recommend
the use of road diets with their state DOT
counterparts. Road diets are an important
tool in the implementation of complete
streets principles. The table at right
summarizes issues that should be considered
when reducing travel lanes on streets.
Road diets require special consideration
to the needs of surrounding communities.
Gaining public support is a key aspect in
its success.
Road diets can be implemented during
repaving projects. A low-cost road diet
reconfigures existing roadway space and does not involve
curb reconstruction. While sidewalk widths remain the
same, these types of road diets still benefit pedestrians due
to the larger buffers between the sidewalk and traffic lane.
Road diet with median on Martin Luther
King Boulevard in Lakeland
Lakeland
Road diet with median on Parker Street in
Lakeland
Lakeland
Road Configuration/Location Recommendation
Four-lane roads with ADT volumes
up to 20,000 vehicles per day
Good candidate for road diet.
A capacity analysis may be necessary
to ensure the lane reductions do not
create significant motorist delays.
Six-lane roads with ADT volumes
up to 30,000 vehicles per day
Good candidate for road diet.
A capacity analysis may be necessary
to ensure the lane reductions do not
create significant motorist delays.
Four-lane undivided roadways
Remove two travel lanes and convert
road to two lanes with a center-turn
lane and bicycle lanes.
Five-lane undivided roadways
Additional space can be used for
buffered bicycle lanes, transit
lanes, and expanded streetscape
improvements.
Intersections
Pay special attention to vehicle
capacity issues.
ROAD DIET STRATEGIES

MEDIANS
Raised separators in the center of the roadway are one
form of roadway median. Median widths can vary
greatly, from a minimum of 6 feet to 20 feet or more
along parkways. To add prominence to a segment of
road, medians with landscaping can be used extend a
park-like environment along a corridor and reduce the
heat island effect. Medians can also be used as a safe
haven for crossing pedestrians on multi-lane roadways,
particularly those with uncontrolled crossings — in this
case, landscaping should not obstruct the ability for
pedestrians and motorists to see one another. See page
51 for additional information on pedestrian crossing
strategies.
The minimum width of six feet for center medians
is necessary to ensure that it serves as an adequate
pedestrian refuge. Wider medians are necessary if they
serve a dual purpose as a left turn lane to accommodate
both the width of a turn lane and allow adequate space
for the pedestrian refuge. Signalized intersections with
medians should be designed to allow pedestrians to
cross the entire roadway during a single signal cycle.
Pedestrian cuts through medians should be as wide as the
approaching sidewalks. Consider angling the pedestrian
cut at midblock locations to direct pedestrian sightlines to
on-coming traffic. Care should be taken so that median
plantings do not limit the sightlines for pedestrians
and motorists.
Additional information. Center medians need to be
carefully designed to ensure proper drainage. Drought-
resistant and low-maintenance plant species should be
used. Sidewalk and bicycle lane widths should not be
reduced or eliminated to provide space or additional
width for medians.
Landscaped median for mixed-use / downtown / main street.
Lakeland
Another example of a landscaped median for mixed-use /
downtown / main street.

CHAPTER THREE
26 |
PAVING TREATMENT
One way to reduce speeds, increase durability, manage
stormwater, or indicate special zones like bicycle lanes,
bus stops, or speed tables is to use a special paving
treatment on the roadway surface. Changes in color or
material can be an aesthetic feature and can result in a
traffic calming effect. Some examples include colored
asphalt or concrete, textured asphalt or concrete, pervious
pavement, stamped patterns, and pavers. The location
and amount of special paving materials depend on the
roadway’s design and expected vehicle types and volumes.
Keep in mind how ever, that contrasting paving materials
impact the safety and maintenance needs of the road.
Different materials have different qualities with respect
to road noise, porosity, heat absorption, surface friction,
bicyclist comfort, and maintenance.
Additional information. Noise can be a concern with
textured pavements. Care must be taken to ensure
textured pavements are structurally sound and able to
support the volume and type of vehicles likely to use
the street. Particular care should be taken when placing
pavers made of different materials next to each other
(e.g., concrete pavers adjacent to asphalt). Over time,
the edges between the two materials can become uneven,
creating maintenance issues and a safety hazard. Any
pavement used by pedestrians must be ADA compliant.
Colored and textured pavement
Colored and textured pavement
Lakeland
Location Application/Use
Asphalt and concrete Light colored asphalt and concrete should be utilized wherever possible to reduce heat
Colored pavement Can be used to delineate special lanes for transit, bicycles or on-street parking
Concrete bus pads
Should be considered on high-frequency bus routes where heat and the heavy vehicles can
create channels in asphalt
Porous pavement
Water moves through the pavement to be absorbed into the soil below, rather than running
off into drains and ditches. Porous pavements sometimes collect particulates over time,
which reduces their porosity. Porous pavements are expensive and still experimental.
Crosswalks and sidewalks
The rough texture of pavers may not be desirable for walkers, strollers or other small-
wheeled devices.
PAVING TREATMENT STRATEGIES

BICYCLE FACILITIES
On roads where bicyclists are legally allowed to operate,
they should be anticipated. Bicycling is an excellent
option for short trips (less than three miles). The TPO
Mobility Vision Plan, City of Lakeland Citywide
Pathways Plan, and Winter Haven’s Sidewalk Pedestrian
and Multimodal Infrastructure Plan outlines a vision for
bicycle facilities and identifies specific locations where
roadway retrofits are feasible to accommodate bicycles.
However, simple collisions can seriously injure bicyclists.
For many people, bicycling close to fast moving vehicles
can be an unnerving experience. Inadequate bicycle
accommodations on the street increase the number
of bicyclists on the sidewalk, which in turn conflicts
with pedestrian traffic. Well-designed bikeways reduce
these conflicts and create a more comfortable traffic
environment for everyone. Bicycle facilities can be
divided into two general categories:
Exclusive (where roadway space is designated for
bicycle use)
¾¾ Bicycle lane (typical)
¾¾ Left side bicycle lane
¾¾ Buffered bicycle lane
¾¾ Climbing bicycle lane
¾¾ Contra-flow bicycle lane
¾¾ Cycle track
Shared (where bicycles and other vehicles share
roadway space).
¾¾ Shared roadway
¾¾ Marked shared lane
¾¾ Priority shared lane
¾¾ Shared bus/bicycle lanes
¾¾ Bicycle boulevard
¾¾ Shared use path
Shared facilities are appropriate in low speed ( 35 mph)
environments where motorists can see and react to the
presence of bicyclists. Higher vehicle speeds justify the
need to separate bicyclists and motor vehicles.
Left side bicycle lane
Bicycle lane with parallel parking

CHAPTER THREE
28 |
Strategies for Bicycle Facilities
Road diets and lane diets should be considered to
provide adequate space for bicycle facilities.
Bicycling is exercise and bicyclists are sensitive to
distance and frequent stops. They usually seek the
most direct, continuous route that does not require a
lot of stops and starts. Bikeway design should always
keep this in mind.
Potholes, uneven or sunken drainage structures,
broken and uneven pavement, drainage inlets, and
utility access covers create dangerous hazards to
bicyclists. Where possible, the installation of bicycle
facilities should involve an evaluation of pavement
conditions and improvements as necessary to ensure
a smooth riding surface.
If an on-street bikeway is adjacent to angled parking,
the parking style should be back-in parking. This
configuration improves the exiting drivers’ ability to
see passing bicycles.
More detailed information on several common
types of bicycle facilities is provided on the pages
that follow. Guidance on bicycle facility design at
intersections is provided on page 34.
Buffered bicycle lane, Portland, OR
Drainage inlets and utility access covers create dangerous hazards
for bicyclists.

Sharrows
Sharrows are shared lane pavement
markings on a road that alert motorists to
locations where bicyclists are expected to
ride. They do not designate a particular
part of the road for the exclusive use of
bicyclists. The symbols communicate the
need for drivers to use care when passing
bicycles. Marked shared lanes should be
provided after considering narrowing or
removing travel lanes, parking lanes and
medians as necessary to provide a bicycle
lane or cycle track.
Refer to the MUTCD and the AASHTO
Guide for the Development of Bicycle
Facilities for more information on the
application of shared lane markings.
Location/Conflict Application/Use
Streets with space constraints
Should not be used on streets with speed
limits 35mph
Streets with narrow lanes
Shared lane markings typically placed in
center of lane to indicate motorists must
change lanes to pass bicyclists
Narrow lanes adjacent to on-
street parking
Shared lane markings should be placed
outside the vehicle door zone
Streets with on-street parking
that is underutilized
Shared lane markings are less effective.
Bicyclists often feel more comfortable
riding in the parking lane.
Streets with downhill grades
where bicyclists operate near
same speeds as vehicles
Shared lane markings can be used in lieu
of bicycle lanes
Constrained corridors
Shared lane markings can be used
as a temporary solution to complete
connections between bicycle lanes and
other facilities
SHARED LANE MARKING STRATEGIES
Shared lane markingShared lane marking

CHAPTER THREE
30 |
Bicycle Lanes
The MUTCD and the AASHTO Guide for the
Development of Bicycle Facilities provide more
comprehensive and detailed information on bicycle
lane design.
Bicycle lanes use lines and symbols on the roadway
surface to delineate space for the exclusive use of
bicyclists. They are for one-way travel only and are usually
provided on both sides of two-way streets, or on one side
of one-way streets. Bicyclists do not have to remain in
bicycle lanes on a street. They may leave the bicycle lane
as necessary to make turns, pass other bicyclists, or to
position themselves for other movements. Vehicles can
only momentarily cross bicycle lanes accessing parking
spaces and entering and exiting driveways and alleys.
Note that bicycle lanes require on-going maintenance to
ensure debris does not collect in the lane.
Additional information. Left-side bicycle lanes can be
useful on one-way streets and streets with wide medians,
particularly in the case of heavy bus traffic or frequent
right-turns. Also consider providing a buffered bicycle
lane (three-foot minimum) when additional space is
available. The buffer can either be placed between the
bicycle lane and the travel lane (in locations with higher
speeds and volumes), or between the bicycle lane and the
parking lane (in locations with high parking turnover).
For heavily traveled bicycle routes on one-way streets,
contra-flow bicycle lanes may be used. Wider bicycle lanes
allow a bicyclist to pass a slower bicyclist and increase
separation from traffic. Green-colored pavement is
frequently used to highlight the presence of a bicycle lane
in locations where traffic merges across a bicycle lane.
Bicycle lane with right-turn lane

Cycle Tracks
Bicyclists feel safer if they can be separated from traffic.
Cycle tracks are reserved for the exclusive use of bicyclists
and provide a physical separation between bicycles and
vehicles. There are several ways to create cycle tracks:
some cycle tracks are installed at a higher elevation
than the street, such as curb height. Others are installed
at street level, but are separated from travel lanes by
median, parked cars, bollards, or some combination of
these. Cycle tracks can be one-directional (one-way on
each side of the street) or two-directional (two-way on
one side of the street).
The National Association of City Transportation
Officials (NACTO) Urban Bikeway Design Guide
provides more information on cycle track design.
Cycle track in Stockholm Cycle track
Location/Conflict Application/Use
Adjacent to on-street parking
3 ft. min. buffer between parking and
cycle track (used as pedestrian loading/
unloading zone)
Parking conflicts
Cycle tracks require increased parking
restrictions compared to bicycle lanes
to provide for visibility at intersection
transitions.
Driveway crossings
Frequent driveway crossings are
incompatible with cycle track design.
Transit stops
Transit stops and waiting areas should
be provided between the cycle track and
the roadway to reduce conflicts with
pedestrians loading and unloading.
Drainage and utility structures
The presence of drainage and utility
structures along the curb may reduce the
effective width of the cycle track.
CYCLE TRACK STRATEGIES

CHAPTER THREE
32 |
Bicycle Boulevards
Bicycle boulevards are streets with slower vehicle speed
postings and are designed to let bicyclists travel
comfortably and less stressfully. Bicycle boulevards are
designed as bicycle-priority facilities and through-traffic
at slow speeds is allowed. They are designed to minimize
the number of stops a bicyclist must make along the
route. Separate bicycle facilities (e.g., bicycle lanes) are
unnecessary on bicycle boulevards due to low vehicle
speeds and bicycle priority. Special signage and pavement
symbols typically indicate an area designated as a bicycle
boulevard.
Other information. Ideally, bicycle boulevards should
not carry more than 1,000 motor vehicles per day to be
compatible with bicycling. Diverters and other traffic
management devices are typically used to discourage
motor vehicle through-traffic, while still enabling local
traffic access to the street. Bicycle boulevards should
be long enough to provide connectivity between
neighborhoods and common destinations.
Neighborhoods with a grid
street network
One street can be designated as the bicycle
boulevard. Can also be accomplished by
combining a series of road and trail segments to
form one continuous route.
Major street crossings
Bicycle boulevards may need additional crossing
measures for bicyclists, such as traffic signal
timing and detection or curb extensions.
Controlling vehicle speeds
Traffic calming measures can be used to
maintain lower speeds ( 20 mph)
BICYCLE BOULEVARD STRATEGIES
Bicycle boulevard

Intersection Strategies
Most crashes involving bicycles occur at intersections.
Well-designed intersections reduce crashes and injuries,
make bicycling more convenient and attractive, minimize
delays, and reduce conflicts with vehicles and pedestrians.
Intersections designed to accommodate bicyclists should
provide:
¾¾ Signal designs and timings to accommodate bicyclists
based on an engineering study
¾¾ Access to off-street destinations
¾¾ A direct, continuous facility to the intersection
¾¾ A clear route for bicyclists through the intersection
¾¾ Reduced conflicts with turning vehicles
Intersection improvements for bicycles should be
considered during all roadway/safety improvement and
street redesign projects.
More information about accommodating bicycles at
signalized intersections can be found on page 35.
Well-designed intersections make bicycling more convenient and attractive.

CHAPTER THREE
34 |
Bicycle Lanes at Intersections
When designing intersections for bicyclists, the
approaches should maintain the continuity of the bicycle
facilities to the maximum extent possible. Striping
through unsignalized and complicated intersections
may continue on streets with dedicated bicycle lanes to
provide additional guidance and safety for bicyclists.
This is especially important at intersections with
conflicting vehicle movements, unsignalized crossings,
and/or more than four lanes of moving traffic.
Striping through each intersection may not be required,
however, and should be evaluated case by case. Shared
lane markings can supplement dashed bicycle lane lines
at crossings where bicycles are not anticipated, such as
contra-flow bike or cycle tracks.
Additional information. Bicycle lane markings,
including green colored pavement, shared lane markings,
dashed bicycle lane lines, and signage, may be
provided through intersections. Selective removal
of parking spaces may be needed to provide
adequate visibility and to establish sufficient
bicycle lane width at approaches to intersections.
Shared lane markings can be used where space is
not available for bicycle lanes at intersections.
Although the minimum recommended width for
a bicycle lane is 5 feet, 4-foot-wide bicycle lanes
may be considered at constrained intersections
in order to provide a dedicated space for
bicyclists. Bicycle lanes at the entrance and exit
of roundabouts should allow direct access to a
shared use bicycle/pedestrian path around the
perimeter of the roundabout through properly
designed ramps. They should also enable
bicyclists to mix with traffic and proceed through
the roundabout as would a vehicle.
Bicycle lane at intersection
Location Indication/Application
Markings at intersections
Standard details can be found in the
MUTCD and AASHTO Guide for the
Development of Bicycle Facilities
Major intersection approaches
Dedicated bicycle lanes should be
provided.
Major intersection approaches
on higher-speed roads
Dedicated bicycle lanes may not be
suitable. Context and land use need to
be considered. Grade-separated cycle
tracks or off-street facilities may be more
appropriate.
Intersection approaches on
residential, lower volume roads
Shared lane markings are appropriate
Intersections with a dedicated
right-turn lane
Bicycle lanes should be provided to the
left of the right-turn-only lane unless
bicycle signals and dedicated phasing
is provided
STRATEGIES FOR BICYCLE LANES AT INTERSECTIONS

Bicycles at Signalized Intersections
Special considerations are necessary to design traffic
signals that serve both motorists and bicyclists because
bicycles have different operating characteristics than
motor vehicles. Bicyclists have slower acceleration and
velocity rates than motorists. To offset this disadvantage,
traffic signal design should include minimum green
intervals, clearance time, and extension time to ensure
bicyclists can safely cross the intersection.
Appropriate signal timing can minimize cyclist delays,
discourage red-light running, and reduce the potential
for crashes. Signal progression also should balance the
needs of all users with appropriate design speeds and
traffic signal coordination settings.
Additional information. Refer to the latest edition
of the AASHTO Guide for the Development of Bicycle
Facilities for more details on the signal timing needs of
bicyclists at intersections. Special attention should be
given to signal timing at locations with higher vehicular
speeds and longer crossing distances. At these locations
bicyclists are more likely to have different signal timing
needs than motorists.
Dedicated signal indications can be provided by bicycle
heads. They should be positioned to maximize visibility
to bicyclists. They also should be coordinated with
pedestrian and non-conflicting vehicular movements
to increase safety and minimize overall delay. Bicycle
signal heads should be installed on a case-by-case basis
determined by an engineering study.
Bicycle lane signal call buttons
Intersections with actuated
signals (loop or video detectors)
The signal system should detect bicycles
and motor vehicles. The loop or video
detectors should be adjusted to detect
bicycles, or separate bicycle-detectors
should be installed.
Within bicycle lanes or
bicycle boxes
Detection devices should be located
within lane or box, marked with a
detector symbol, and supplemented
with appropriate MUTCD signage.
If not feasible within bicycle
lanes or bicycle boxes
Detection device should be located
prior to the stop bar and span an
appropriate distance to provide for left-,
through-, and right-turning bicyclists.
Other locations
Bicycle signals can be used to separate
conflicting movements, provide leading
bicycle intervals, provide controls at
shared-use paths, or control an exclusive
left-turn phase.
Intersections with a dedicated
right-turn lane
Bicycle lanes should be provided to the
left of the right-turn-only lane unless
bicycle signals and dedicated phasing is
provided.
STRATEGIES FOR
BICYCLES AT SIGNALIZED INTERSECTIONS

CHAPTER THREE
36 |
Bicycle Boxes
Dedicated space between the
crosswalk and the motor vehicle
stop line used to provide bicyclists
a dedicated space to wait during a
red light is known as a bicycle box.
Putting bicyclists ahead of stopped
traffic at a red light improves visibility
and reduces conflicts. Bicycle boxes
also provide bicyclists a head start
through the intersection, which
helps them make difficult turning
movements and improves safety
and comfort due to the difference in acceleration rates
between bicycles and vehicles. In effect, the bicycle box
puts bicyclists in front of vehicles, allowing them to
“claim the lane.” Bicycle boxes also provide more space
for several bicyclists to wait at a red light as opposed to
being constrained to a 5-foot-wide bicycle lane.
Additional information. Bicycle boxes are typically
painted green with a minimum 13-foot depth and
should be supplemented
with appropriate MUTCD
signage. Where right-turn-
only lanes for vehicles
occur, bicycle lanes should
be designed to the left of
the turn lane. If right-turn-
on-red is desired, consider
ending the bicycle box at
the edge of the bicycle lane
to allow motor vehicles
to make this turning
movement.
Areas with high volumes of
turning bicyclists
Use a bicycle box to allow bicyclists to shift
toward their desired side of the travel way.
Depending on the location of the bicycle lane,
left or right side, bicyclists can shift sides of the
street to align themselves with vehicles making
the same movement through the intersection.
Areas where motor vehicles can
continue straight or turn right
crossing a right-side bicycle lane
Bicycle boxes allow bicyclists to move to the
front of the queue and make the first movement,
minimizing conflicts with right turning vehicles.
In these locations, right-turn-on-red movements
should be prohibited.
BICYCLE BOX STRATEGIES
Bicycle box at an intersection
Lakeland
Bicycle box at an intersection
Lakeland

Cycle Tracks at Intersections
Separated from motor vehicle travel lanes, parking lanes,
and sidewalks, cycle tracks offer bicyclists an exclusive
travelway alongside roadways. Although cycle tracks may
increase bicyclist comfort, this can create a false sense of
security at intersections and decrease visibility between all
modes. Cycle track designs at intersections must manage
conflicts with turning vehicles and visibility for all.
Additional information. Cycle track design often
involves relocating transit stops to the far-side of the
intersection to reduce conflicts. Consider narrowing or
removing the separation prior to the intersection and
providing standard bicycle lanes with bicycle boxes to
raise awareness and increase visibility.
Location/Design Goal Indication/Application
Increasing visibility and
awareness at intersections
Restrict parking 20 ft. to 40 ft. from each corner of the intersection. More space may
be needed based on ultimate sight distance calculations.
Near transit stops
Cycle tracks should be routed behind a transit stop (i.e., the transit stop should be
between the cycle track and vehicle lane). If not feasible, cycle track should include
pavement markings, rumble strips, and signage to alert bicyclists to stop for buses
and pedestrians.
At intersections
Must consider signals and phasing to manage conflicts with turning vehicles. Bicycle
signal heads should be considered, especially for two-way tracks.
At non-signalized intersections
Design options for increased visibility and safety include warning signs, raised
intersections, special pavement markings (including green surface treatment), shared
lane markings, and removal of parking prior to the intersection.
At low-volume intersections Cycle tracks should be given priority, indicated with signage and pavement markings.
STRATEGIES FOR CYCLE TRACKS AT INTERSECTIONS

CHAPTER THREE
38 |
TRANSIT STRATEGIES
Key goals for designing intersections to accommodate
transit vehicles include improving the reliability and
efficiency of transit service. Traffic signal waits account
for 10% of overall bus trip time and up to 50% or more
of bus delays. This section discusses design strategies to
improve transit operations and reduce delays for transit
vehicles at intersections and presents design guidance on
the individual bus stops and sidewalk connections.
Individual strategies can be implemented; however, a
combination of strategies to determine the appropriate
bus stop location and method of traffic signal
prioritization will be the most effective. These strategies
should be complemented by operational improvements
by the bus operator, including smart fare payment
systems and real-time tracking.
Transit Priority
Bus service becomes more reliable and efficient when
transit is prioritized at intersections. Transit prioritization
strategies include signal coordination, signal priority,
transit-only lanes, and queue jump or bypass lanes.
Improved traffic flow needs coordinated signal timing.
In addition to signal coordination, transit signal priority
allows transit vehicles to shorten or extend a traffic signal
phase without changing the phase sequence or overall
signal timing.
Transit-only lanes at intersections allow transit vehicles
to bypass queued traffic. Queue jump or bypass lanes are
specially designated transit lanes at intersections. Queue
jump lanes give an early green or steady green signal for
transit vehicles while other vehicles traveling in the same
direction or through the intersection are given a red light.
Indication Application
Signal coordination
Can reduce delays for transit and motor vehicles. Should not
appreciably increase delays for other modes, however, and
should consider the acceleration rates and speeds of bicyclists.
Signal priority for transit vehicles
Allows transit to stay on schedule during peak hours when
there is congestion. The difference in time can be made up
during the next cycle, but all other signal operations can remain
unchanged. May be considered for late buses to keep them on
schedule.
With dedicated transit-only lanes
Signal coordination and signal priority can be used with or
without the presence of dedicated transit only lanes along a
corridor or queue jump.
Queue jump lanes
Can be can be used at intersections without a bus stop or at
intersections with a bus stop located at either at the near- or far-
side if there is enough space in the roadway.
STRATEGIES FOR TRANSIT PRIORITY

Additional information. Queue jump lanes with a
leading signal phase must take into consideration the
overall signal cycle lengths and impacts to delay for other
users. If space is not available for a queue jump lane
or bypass lane, consider using a right-hand turn lane
to double as a bus advantage lane by allowing buses to
move up in the queue at a signal where right turn on
red is permitted. If right-turn lanes are used, appropriate
signage such as “Right Lane Must Turn Right” must be
accompanied by “Except Buses” placards.
Transit signal priority elements should be considered
on all priority transit routes in conjunction with an
engineering study conducted to assess the impacts on
cross street traffic. Polk transit agencies must train
employees how to handle bus and bicycle interactions in
transit- and bus-only lanes.
Bicycles and transit complement each
other. Allowing bicycles on buses
can extend the area served by transit,
and integrated transit can encourage
bicycling.
Bus Stop Location
All bus stop locations should be safe, convenient, well-
lit, clearly visible and must be ADA-compliant. Proper
spacing and siting of bus stops involves considerations,
such as the bus route, population density, popular
destinations, transfer locations, intersection operations
and geometry, parking restrictions, and sightlines.
Selecting a location for a bus stop at an intersection also
depends on available curbside space, sidewalk condition,
sidewalk width, traffic and pedestrian volumes, number
and width of travel lanes, turning movements, sight
distances, on-street parking, bicycle facilities, and
crosswalks.
Transit service can increase bicycle usage.
Where buses are required to
pull out of traffic
Bus stops should be located at the near- or far-
side of intersections wherever possible (not at
mid-block locations).
Midblock Requires the most amount of curbside space
At intersections
Convenient for passengers because they can
intercept other transit connections, crosswalks,
pedestrian routes and building entrances easily.
Where bus bulbs are provided
The length of the bus stop can be less than the
prescribed minimums because buses do not have
to pull out of traffic. The minimum bus stop
length at bus bulbs should provide a clear and
level landing pad at each door of the bus.
At signalized intersections
Far-side placement is preferred; however,
location selection should be done on a site-by-
site basis in consultation with the bus operator
and local agency representatives.
STRATEGIES FOR BUS STOP LOCATIONS

CHAPTER THREE
40 |
Location Advantages Disadvantages Recommended Uses
Far-side bus stop • Eliminates conflicts with right
tuning vehicles
• Facilitate bus reentry into the
traffic stream
• Requires shorter deceleration
distance
• Encourages pedestrians to
cross behind the bus
• Potential for intersection
blockage by queued buses
• Potential for increase rear-end
collisions
• Obstructed sight distances
for crossing vehicles and
pedestrians`
• When near-side traffic is
heavier than far-side traffic
• At intersections with heavy
right-turn volumes
• At intersections with transit
signal priority
Near-side bus stop • Allows transit drivers to utilize
the intersection and available
sight distance when pulling
away from the curb
• Provides pedestrian access
closest to the crosswalk
• Potentially creates double
stopping at intersections
• Generates conflicts with right
turning vehicles
• Potential for through-lane
blockage by queued buses
• Obstructs sight distances for
crossing pedestrians
• When far-side traffic is heavier
than near-side traffic
• At intersections with
pedestrian safety concerns on
the far side
Mid-block bus stop • Less overall traffic congestion
• Minimized sight distance
concerns
• Ability to directly serve mid-
block generators
• Encourages unsafe pedestrian
crossings
• Increased walking distances
for users crossing the street
• Increase construction costs or
no-parking restrictions
• When there is a major mid-
block passenger generator
• When the interval between
adjacent intersections exceeds
stop spacing recommendations
BUS STOP LOCATIONS
Bus stop locations can be far-side, near-side or mid-
block. Locating stops on the far-side of the intersection
is usually preferred because it encourages pedestrians to
cross behind the bus, reducing conflict and bus delay;
allows buses to take advantage of gaps in traffic flow,
especially with signal prioritization, rather than needing
to be at the front of the queue at an intersection for a
near-side stop; minimizes conflicts between buses and
right-turning vehicles; and provides additional right-turn
capacity on the near-side of the intersection.
Additional considerations related to bus stops, especially from the pedestrian’s perspective, are presented on pages 80
and 81.

Typical Far-Side Bus Stop
Bus Stop AreaNo Parking Area
BusParking
L'55'
Landing Pad Shelter
Bench Trash Receptacle Sign
Legend
Near-side bus stop

CHAPTER THREE
42 |
Bus Bulbs
Curb extensions along the length of a bus stop that
eliminate the need for buses to pull in and out of traffic
are called bus bulbs. Like curb extensions at intersections,
bus bulbs help reduce crossing distances for pedestrians
and provide additional space for street furniture such as
bus shelters, landscaping, and pedestrian queues.
Since the bus remains in the travel lane while stopped,
bus bulbs can result in traffic delays or unsafe maneuvers
by drivers and bicyclists to steer around buses. Designs
must consider the street type, number of travel lanes,
and headways of buses. Bus bulbs are most effective at
reducing travel time if they are utilized throughout a
corridor by eliminating the need for buses to pull in and
out of traffic all-together. A creative application bus bulbs
is the transit node concept shown on page 80.
Additional information. Bus bulbs are effective in
enforcing parking restrictions within bus stops and do
not require as much space as curbside stops because
the bus does not need space to pull in and out of the
stop. They should be installed on a case-by-case basis
determined by an engineering study.
On streets with on-street
parking
These are the only locations
where bus bulbs are
appropriate
Areas with high passenger
volumes
Bus bulbs are appropriate
At near-side intersections
Bus bulbs can interfere with
right-turning vehicles
BUS BULB DESIGN CONSIDERATIONS
Bus Stop Area
Bus
ParkingParking
15' 15'
L
Landing Pad Shelter
Bench Trash Receptacle Sign
Legend
Typical Bus Bulb

ON-STREET PARKING
Local businesses in downtowns depend on on-
street parking. Furthermore, on-street parking
has a positive impact on the pedestrian realm by
buffering the pedestrians from passing traffic.
Pedestrians feel far more comfortable and safe on
streets with occupied on-street parking. Parked
cars help calm traffic by visually narrowing and
increasing friction along the edge of the roadway.
All the ingredients must be in the right mix to
get the maximum benefit from on-street parking.
When on-street parking is under-utilized, the
result is a wider street with faster speeds.
Other information. A parking lane can be designated
for different purposes throughout the day, such as
commercial loading during the morning, public parking
during the day, and valet parking at night. On-street
parking should be prohibited approaching intersections
or driveways because it can obscure site lines for all users
of the road.
Back-in angled parking in Seattle
Lakeland
Parallel parking
Downtowns and residential
streets
Most appropriate locations for on-street parking. Enhances traffic calming effect and improves
access to local shops and residences. Parking lanes (parallel parking) should be a minimum of 7 ft.
wide, with 8 ft. preferred.
Areas with high parking
turnover
Although it is illegal for motorists to open car doors into oncoming traffic, this hazard should
be considered when developing an appropriate design. Crashes can occur in locations with high
parking turnover, such as main streets and commercial streets with restaurants and businesses.
Where there are narrow parking lanes (7 ft.) with high turnover, an adjacent 6-ft. bicycle lane is
recommended.
Controlling vehicle speeds Parking creates traffic calming measures
Areas with angled parking
The preferred orientation is back-in angled parking. It provides more visibility when pulling
back into traffic, and more visibility between bicyclists and motorists. The longer rear overhang
requires the use of wheel stops to ensure parked vehicles do not encroach upon the sidewalk.
ON-STREET PARKING STRATEGIES

CHAPTER THREE
44 |
MODERN ROUNDABOUTS
Circular intersections designed for lower
speeds and yield-controlled entry, are
called modern roundabouts. Pedestrian
access is only allowed across the legs
of the roundabout behind yield lines.
In general, multilane roundabouts are
not recommended because of the safety
concerns for pedestrians (especially those
who are visually impaired) and bicyclists.
Another type of circular intersection is
a neighborhood traffic circle, which is a
smaller type of roundabout and generally
used for low speed, residential streets.
Modern Roundabout Strategies
Installation considerations include
the design vehicle, pedestrian volumes, number of
pedestrians with visual impairments, and pedestrian
route directness. If they create greater vehicle delays or
increase the difficulty for pedestrians to navigate the
intersection, then roundabouts are not recommended.
Roundabouts are not meant for high-speed roadways, and
are more appropriate for collector streets.
Intersections with more than four legs
can be good candidates for conversion to
roundabouts; however, an engineering
study must be conducted in order to
determine whether a roundabout is
appropriate.
Modern roundabouts can result in
reduced relative speeds and improved
traffic flows. Pedestrian crosswalks should
be ADA-compliant with detectable
warning strips and ramps at least 20 feet
from the roundabout entry. Sight distance for drivers
entering the roundabout should be to the left so drivers
are aware of vehicles and bicycles in the circle. (Visibility
across the center of the circle is not critical.) Signing and
pavement markings must conform to the latest version of
the MUTCD.
Residential street roundabouts
Example of markings for approach and circulatory roadways at a roundabout

Modern roundabout
Lakeland
Entry to the roundabout Yield lines should be provided
Crosswalks High pedestrian volumes may require wider crosswalks
Areas with high levels of
bicycle activity
Multi-lane roundabouts are not recommended. Okay with
shared lanes (sharrows).
Areas with high levels of
pedestrian activity
Multi-lane roundabouts are not recommended. Signal
controls should be considered.
Multi-lane roundabouts
Need to provide pedestrian signals and splitter island
medians to reduce crossing distances and allow pedestrians
to cross one direction of travel at a time. At-grade pedestrian
cut-throughs should be provided at splitter island medians
with ADA-compliant detectable warning strips.
Intersections near active
railroad at-grade crossings
Poor candidates for roundabouts since traffic would be
blocked in all directions during train crossings
Sidewalks at roundabouts
Permitting bicyclists to use the sidewalk at roundabouts
should be considered for comfort and safety. Ramps from
the street to the sidewalk and appropriate signage to inform
pedestrians of a mixing zone should be installed if sidewalk
bicycling is allowed
Stormwater management
facilities
Roundabouts are excellent places to implement stormwater
management systems; however visibility must not be
obstructed by plant growth
MODERN ROUNDABOUT STRATEGIES

CHAPTER THREE
46 |
INTERSECTION DESIGN STRATEGIES
The key to safe, efficient, and multimodal intersections
is well-designed intersection geometry. Changes in
geometry can help reduce vehicle turning speeds,
increase pedestrian comfort and safety, and create space
for bicycle facilities. Safety for all users is maximized in
intersections with well-designed geometry and efficient
traffic control measures.
Stop-Controlled Intersections
Stop-controlled intersection approaches are the easiest
for pedestrians to cross because motorists and cyclists
must stop, yield to pedestrians, and reduce pedestrian
wait time. However, the use of stop signs must balance
safety with efficient traffic flow for all modes, including
bicycles and transit vehicles. Stop sign
installation on a major street requires
specific warrants as determined by the
MUTCD. In general, stop signs may be
appropriate if one or more of the following
conditions exist:
¾¾ A street entering a highway or
through street
¾¾ An unsignalized intersection in a
signalized area
¾¾ High speeds, restricted views, or
crash records indicate a need for control
by a stop sign.
Stop signs should be installed in a manner
that minimizes the number of vehicles
having to stop.
At intersections where a full stop is not
necessary at all times, consideration should
be given to using yield signs. The use of stop
signs should also be limited on streets with
bikeways, especially on bicycle boulevards,
as it requires significant energy to stop and start for
bicyclists, resulting in lower levels of compliance and
discouraging cyclists from using the boulevard.
Signalized Intersections
Signalized intersections should provide indications
for motor vehicles and pedestrians. Bicycle signals
and transit signals also should be considered where
appropriate. Signal phasing and timing should be
designed to meet the unique needs of all users at the
intersection. By optimizing signal phasing and timings,
multiple modes are able to move safely and comfortably
through the intersection with limited conflicts and
delays. Signalized intersections should conform to the
latest version of the MUTCD, HCM and the Institute
Lakeland
Stop-controlled intersections
Lakeland
Signalized intersections

of Transportation Engineer’s Traffic Signal Timing
Manual. The MUTCD contains specific warrants for the
installation of a traffic signal at an intersection.
CORNER DESIGN
The radius at the corner has a significant impact on an
intersection. Larger curb radii encourages turns at higher
speeds, while smaller curb radii reduce speeds, shorten
crossing distances for pedestrians, and improve sight
distances. The effective radius and the actual curb radius
are the most important corner design elements. Actual
curb radius refers to the curvature along the curb line;
effective radius refers to the curvature that vehicles follow
when turning. It may be affected by on-street parking,
bicycle lanes, medians, and other roadway features, which
create a larger effective radius.
Curb Radii Design Strategies
The effective radius should be designed to accommodate
the design vehicle. However, the actual curb radius
should be designed so that pedestrian needs on the
sidewalk are accommodated. An actual curb radius
between 5 feet and 10 feet should be used wherever
possible, including where there are higher pedestrian
volumes and an adequate effective radius or where there
are low volumes of large vehicles.
Where there are high volumes of large vehicles making
turns, inadequate curb radii could cause large vehicles to
regularly travel across the curb and into the pedestrian
waiting area. The maximum effective radius for large
vehicles is 35 feet; however, all factors that may affect the
curb radii must be taken into consideration, including:
¾¾ Type of street
¾¾ Angle of the intersection
¾¾ Curb extensions
¾¾ Receiving lane width
¾¾ Design vehicle
R1
R
2
R1
= Actual Curb Radius
R2
= Effective Radius
Adding parking and/or bicycle lanes increases the effective radius of
a corner.
Lakeland
Intersection of Orange Street and Massachusetts Avenue

CHAPTER THREE
48 |
Considerations
Accommodating large vehicles with an adequate effective
radius while maintaining a small actual curb radius to
benefit pedestrians can be achieved with a number of
strategies, including:
¾¾ Varying the actual curb radius over the length of the
turn, also known as a compound curve, creating a
smaller radius as vehicles approach a crosswalk and
larger as they make the turn.
¾¾ Adding parking and/or bicycle lanes to increase the
effective radius of the corner
¾¾ Striping advance stop lines on the destination street
of multilane roadways (at least two lanes in each
direction) to enable large vehicles to make the turn by
encroaching into the opposing lane
¾¾ Installing textured, at-grade paving treatments to
discourage high-speed turns while still permitting
turns by larger vehicles.
CURB RAMPS
A curb ramp provides a smooth transition from the
sidewalk to the street. Appropriately designed curb ramps
are critical for providing access across intersections for
people with mobility and visibility disabilities. One of
the key considerations of intersection geometry is the
location of curb ramps and crossings relative to desire
lines and vehicle paths.
Wherever feasible, curb ramps should be located to
reflect pedestrians’ desired path of travel through
an intersection while also considering sight lines of
approaching motor vehicles. If possible, two separate
curb ramps should be provided at corners instead of a
single ramp that opens diagonally at the intersection.
Curb ramps should be designed to avoid the
accumulation of water or debris to the maximum extent
feasible. The locations and elevations of drainage inlets
should be considered with the design of curb ramps.
Element Specification
Width Minimum 4 ft. wide
Location
Must be contained within a marked
crosswalk
Slope No more than 8.33%
Warning strip
Minimum 2 ft. detectable, color contrast
warning strip
Landing pads At top and bottom of ramp. Must be level
*Always check current federal and Florida ADA standards as they may change.
CURB RAMP DESIGN STRATEGIES*
Polk County buses must be able to navigate intersections.
Lakeland

Additional information. There are a variety of standard
curb ramp designs, including perpendicular ramps and
parallel ramps. The appropriate design for a particular
location is determined on a site-by-site basis. Key factors
to consider include pedestrian desire lines, sidewalk
widths, buffer widths, curb heights, street slopes, and
drainage patterns. Flares are required when the surface
adjacent to the ramp’s sides is walkable, but they are
unnecessary when a landscaped buffer occupies this space.
Where appropriate, elimination of flares can help to
reduce the amount of impervious surface and can increase
the overall capacity of a ramp in high-pedestrian areas.
Curb ramp
Lakeland
Downtown curb ramps
Major thoroughfare curb ramps

CHAPTER THREE
50 |
CURB EXTENSIONS
Curb extensions, also known as neck-downs or bulb-outs,
reduce the effective width of the street by extending the
curb line across a parking lane to the adjacent travel lane.
Curb extensions have a variety of benefits:
¾¾ Reduces crossing distances for pedestrians
¾¾ Enhances visibility between pedestrians and other
roadway users
¾¾ Additional space for pedestrians to queue before
crossing
¾¾ Improves safety by slowing vehicle traffic and
emphasizing pedestrian crossings
¾¾ Creates space for ADA-compliant curb ramps where
sidewalks are narrow
¾¾ Restricts cars from parking too close to crosswalks
¾¾ Provides space for utilities, signs, and amenities such
as bus shelters or waiting areas, bicycle parking, public
seating, street vendors, newspaper stands, trash and
recycling receptacles, and stormwater management
elements
Best Locations For Use/Design Considerations
¾¾ Curb extensions are valuable in locations with high
volumes of pedestrian traffic, near schools, or where
there are pedestrian safety issues.
¾¾ Curb extension installation may require the relocation
of existing storm drainage inlets.
¾¾ Curb extensions are not feasible on arterials that have
peak hour parking restrictions to move traffic more
efficiently.
¾¾ The turning needs of larger vehicles need to be
considered. Where curb extensions conflict with
turning movements, they should be reduced in size
rather than eliminated.
¾¾ Curb extensions may also impact underground
utilities, curbside parking, delivery access, garbage
collection, and street sweepers. These impacts should
be evaluated when considering installation of a curb
extension.
Location Application
In areas with on-
street parking
Should be used, especially at corners
and midblock
Adjacent to travel
lanes or bicycle lanes
Should not reduce travel or bicycle
lanes to an unsafe width
Intersections
May extend into one or two legs
of the intersection, depending on
parking configuration
CURB EXTENSION DESIGN STRATEGIES
Curb extension
Residential street curb ramps

PEDESTRIAN CROSSING STRATEGIES
The most vulnerable users of the transportation
system are pedestrians. High pedestrian activity
should dictate slow motor vehicle speeds on streets,
which can be achieved through roadway design and
traffic calming strategies. Pedestrian-oriented designs
should also minimize conflicts with other modes and
vehicle traffic.
Intersections should be designed for pedestrians of
all abilities. ADA-compliant curb ramps, crosswalks,
and accessible pedestrian signals must be provided
to the extent feasible and follow the guidelines set by
the U.S. Access Board Public Right of Way Accessibility
Guidelines (PROWAG).
Crosswalks
Pedestrian-friendly walking environments depend
on well-designed crosswalks. Crosswalks serve a dual
function of guiding pedestrians to locations where
they should cross the street and alerting drivers of
pedestrian movements. Safety for all, especially those
with disabilities, is the single most important criteria
in crosswalk design. Crosswalks may be marked
or unmarked. While most marked crosswalks are
at intersections, other locations may be marked
specifically to emphasize unique pedestrian lines to
ensure safe access to local institutions, parks, and
housing for the elderly.
Marked pedestrian crosswalk
Pedestrian-oriented signs help minimize conflicts with vehicles

CHAPTER THREE
52 |
Design Strategies
¾¾ All crosswalk designs must conform to the latest
edition of the MUTCD.
¾¾ Crosswalks should be at least 10 feet wide or the
width of the approaching sidewalk, whichever
is greater. In areas of heavy pedestrian volumes,
crosswalks can be up to 25 feet wide.
¾¾ Different types of crosswalk markings can be
used. Typically, two parallel transverse lines
(or continental style) crosswalk markings are
recommended.
¾¾ ADA-compliant curb ramps should direct
pedestrians into the crosswalk and the bottom of
the ramp should lie within the area of the crosswalk
(flares do not need to fall within the crosswalk).
Additional Information. Crosswalk markings should
be located at right angles to the roadway where
practical and must be balanced with pedestrian desire
lines, accessibility requirements, and site constraints.
At complex intersections, crosswalks should be placed
at the safest locations (where there is the least conflict
with other modes) that reflect pedestrian desire
lines. Crosswalk placement should also maximize the
visibility of pedestrians to turning vehicles.
Pedestrian crosswalk with special pavers
Lakeland
Pedestrian crosswalk with special pavers
Lakeland
Textured crosswalk pavement

Uncontrolled Pedestrian Crossings
Guidance is provided in this section as to where marked
crosswalks are appropriate at uncontrolled locations, as
well as where safety enhancements are needed to increase
driver and pedestrian visibility and awareness.
Uncontrolled intersections are defined as placed where no
traffic control devices regulate the movement of traffic.
Users must yield the right-of-way to those already in
the intersection or those approaching from the right.
A midblock crossing is defined as a pedestrian crossing
that is not located at an intersection. If a midblock
crossing is not designated by a marked crosswalk, then
pedestrians must yield the right-of-way to motorists.
NCHRP Report 562, “Improving Pedestrian Safety
at Unsignalized Intersections,” states that the “safest
and most effective pedestrian crossings use several
traffic control devices or design elements to meet
the information and control needs of both motorists
and pedestrians.” Additional safety improvements are
discussed on the following pages:
¾¾ Raised Crossings and Intersections
¾¾ Advance Yield Markings and Signs
¾¾ In-Street “Yield To Pedestrian” Signs
¾¾ Rectangular Rapid Flash Beacons
An engineering study should be performed to determine
the appropriateness of a marked crosswalk at uncontrolled
locations. Marked crosswalks are not appropriate for many
intersections. A study should examine and assess:
1. Traffic speeds and volumes
2. Crossing distances
3. Need/demand for crossing
4. Distance from adjacent signalized intersections and
other crosswalks, and the possibility to consolidate
multiple crossing points
5. Sight distance/geometry of the location
6. Availability of street lighting
7. Locations of drainage structures
The MUTCD outlines specific warrants that must be met in
order to create signalized midblock crossings. Uncontrolled
intersections and midblock crossings should strive to
maximize safety for all users by providing, as appropriate:
¾¾ Lighting
¾¾ Regulatory and warning signage
¾¾ Marked crosswalks (as determined by an engineering
study. See “Crosswalk Markings at Uncontrolled
Locations”)
¾¾ Traffic calming
¾¾ Clear sightlines
Uncontrolled intersections are where no traffic control devices
regulate movement.
Locations where crosswalk markings alone are
insufficient to address pedestrian safety include any
street where any of the following conditions exist:
The roadway has four or more lanes of travel without a
raised median or pedestrian refuge island and an ADT of
12,000 vehicles per day or greater
The roadway has four or more lanes of travel with a raised
median or pedestrian refuge island and an ADT of 15,000
vehicles per day or greater
The speed limit exceeds 35 MPH

CHAPTER THREE
54 |
Considerations
Marked crosswalks may not be appropriate on each leg of
an uncontrolled intersection at major arterials. It is best
to mark only one side of the intersection, particularly to
areas where pedestrians can easily be directed. In selecting
the most appropriate side for the marked crosswalk, the
following should be considered:
¾¾ Pedestrian demand (such as location of bus stops or
metro stations)
¾¾ Vehicle turning movements. Multi-leg intersections
(three or more roadways) require a careful
consideration of vehicular turning movements
balanced against the pedestrian crossing
¾¾ Sight distance
¾¾ Proximity to other marked crosswalks or crossing
locations
In addition to marked crosswalks, there are a
number of measures available to use at uncontrolled
locations to improve pedestrian safety:
Reduce the effective crossing distance for pedestrians by
providing curb extensions, raised pedestrian refuge islands
Install traffic calming measures to slow vehicle speeds
Provide adequate nighttime lighting for pedestrians
Use various pedestrian warning signs, advance stop lines,
rapid-flashing beacons, and other traffic control devices to
supplement marked crosswalks
Install traffic signals with pedestrian signals where warranted
Midblock crossing with pavers
Lakeland
Midblock crossing design should emphasize clear sightlines for
all users.
Lakeland

CROSSING ISLANDS
Medians that provide protected areas within a crosswalk
so pedestrians only have to focus on and cross one
direction of traffic at a time are called crossing islands.
They reduce pedestrian exposure and are best used
along multilane roadways. Although they can be used at
signalized intersections, they should always be designed
to allow pedestrians to cross the entire roadway in one
pedestrian phase. Crossing islands should:
¾¾ Include at-grade pedestrian cut-throughs as wide as
the connecting crosswalks
¾¾ Include detectable warning strips
¾¾ Be gently sloped to prevent ponding and ensure
proper drainage
¾¾ Direct pedestrians at an angle to face on-coming
traffic.
¾¾ Provide a median width at least 6 ft. wide
¾¾ Meet MUTCD standards
Additional information. Crossing islands should be
considered where crossing distances are greater than
50 feet. Where possible, stormwater management
systems should be utilized on crossing islands with
adequate space, but not in pedestrian paths to and from
crosswalks. Plantings should not obstruct sight lines.
One innovative and low-cost pedestrian treatment at
intersections or mid-block is the use of pedestrian flags.
The basic concept is to assist the pedestrian in gaining
the attention of the approaching motorist. With the aid
of the brightly colored flag that can be held out in front
of the pedestrian and/or waved, the pedestrian is better
able to attract the attention of the driver sooner by
becoming more
visible. This is a
device that is low
in cost and can be
installed quickly.
Once the
equipment is
installed at the
crossing, the only
ongoing cost is
the replacement
of the flags.
Crossing island on commercial thoroughfare
Crossing median islands

CHAPTER THREE
56 |
Raised Crossings and Intersections
One traffic-calming device that helps improve sight
lines between pedestrians and motorists is called a raised
crossing. Raised crossings are a type of speed table with
a marked crosswalk on the flat plateau at the top of the
table. They eliminate vertical transitions for pedestrians
and the need for curb ramps, although detectable
warning strips must be provided along the edge of the
roadway to alert visually impaired pedestrians. Raised
crossings can be installed at midblock, at one or more
crosswalks, or an entire intersection can be raised.
Raised crossings should be at least 10 feet wide, and
preferably as wide as the approaching sidewalk. They
normally extend the full width of the roadway and
should be flush with the sidewalk, although sometimes
they are tapered to accommodate drainage needs or
bicycles. Signage should be provided for motorists at
the approach and at raised crossings. High-visibility
or textured pavements can be used to enhance the
contrast between the raised crossing and the surrounding
roadway.
Raised crossings and intersections are most appropriate
at high-traffic pedestrian locations. They help
delineate specific street types, retail districts, or special
destinations. Unless determined otherwise by an
engineering study, raised crossings are not appropriate on
high-speed roadways.
Considerations
¾¾ Raised crossings can have parabolic or trapezoidal
cross sections, however a parabolic profile with a
smooth leading edge is the preferred transition for
bicyclists.
¾¾ Reflective pavement markings conforming to the
MUTCD must clearly delineate raised crossings so
motorists and bicyclists know where they occur and
can adjust their speeds accordingly.
¾¾ Other traffic calming measures can supplement
raised crossings to reduce travel speeds throughout a
neighborhood or corridor.
¾¾ Longer speed tables (up to 22 feet long) with design
speeds between 25 to 30 mph are easier for large
vehicles to negotiate.
¾¾ Avoid placing raised crossings at the bottom of steep
inclines where bicyclists travel at higher speeds and
may be startled by their presence.
¾¾ At unsignalized mid-block locations raised crossings
are particularly useful — at these locations drivers are
less likely to expect or yield to pedestrians.
¾¾ Ramp slope and design speeds must be taken into
consideration.
¾¾ Proper drainage needs to be taken into consideration.
Raised intersections can simplify drainage inlet
placement by directing water away from the
intersection. If the intersection is on a slope, catch
basins should be placed on the high side of the
intersection.
Raised intersection at Orange Street and Massachusetts Avenue
Lakeland

Signing and Marking
Advance yield markings improve motorist
expectations that a pedestrian may be
present on multilane roadways. They are
placed further back from the crosswalk
and used in conjunction with “Yield
to Pedestrian” signs. They help reduce
multiple-threat collisions that occur when
there are several travel lanes in the same
direction and the vehicle in the near lane
yields to the pedestrian, blocking the view
of the motorist in the far lane.
Additional Information. When
determining where to place advance yield
markings and signs within the 20 ft. to
50 ft. range, consider the number of lanes
pedestrians must cross, motor vehicle
speeds, sight lines, on street parking, and
turning movements. Advance yield markings may be
staggered, so that yield markings in one lane are closer to
the crosswalk than the yield markings in an adjacent lane.
Staggered yield
lines can improve
drivers’ view
of pedestrians,
provide better
sight distance for
turning vehicles,
and increase the
turning radius
for left-turning
vehicles.
Advance yield sign
Pedestrian crossing
Lakeland
Two-lane and three-lane roadways Advance yield markings and signs
can be used
Four-lane roadways with operating
speeds of 25 mph or less
Less effective, but can be used
Four-lane roadways with operating
speeds greater than 25 mph
Rapid flashing beacon is a better
solution
Unsignalized crossings Use “Yield Here to Pedestrian” signs
Crosswalks on unsignalized
multilane approaches
Advance yield markings and signs
should be placed 20 ft. to 50 ft.
before crosswalk
Area between yield line and
crosswalk
Parking should be prohibited.
Pavement markings can reinforce
“No Parking” signage.
Areas with stop signs, traffic signals,
or other traffic control device
Yield lines should not be used
STRATEGIES FOR SIGNING AND MARKING

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