Urban transportation systems redesigning main street
Serving both Houston’s Medical District and Rice University, the section of Main Street between Cambridge Street and University Boulevard has a high demand for drivers; however, the street is not equipped to handle such a high capacity, and is constantly afflicted by traffic and delay during rush hour times. There are three major concerns that we will seek to address: (1) Traffic backed into the intersections during rush hour necessitates the stationing of traffic guards to override the traffic signals and moderate traffic flow; (2) The frequency with which cars exit from the 6 parking garages exacerbates the already heavy congestion as they attempt to merge into oncoming traffic; and (3) Un-synced and, what we felt were, unnecessary lights prevent traffic from moving through this area smoothly and efficiently. Our primary goals and considerations when re-designing Main Street were as follows: (1) Redesign and/or re-work the existing system of intersections and parking garage exits to maintain a smooth flow of traffic using only traffic signals and no outside moderation, even during rush hour times when traffic flow is particularly high; (2) Prioritize and ensure that cars, pedestrians crossing the street, and buses moving through this area can all travel to their final destinations with minimum delay; and (3) Remain mindful of the limited space within which redesigning Main Street must occur, and the fact that this section of Main Street does face peak times of need during which more stress will be placed on the system. In the remainder of this report, we will address how we came to our proposed re-design alternatives to meet each of these goals.
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Urban transportation systems redesigning main street
- 1. KASIA NIKIEL JULIANNE CRAWFORD REDESIGNING MAIN STREET
- 2. MAIN ST. Main Street @ University Boulevard to Main Street @ Cambridge Street intersections 0.4 mile stretch with medical center buildings on the south side and Rice University on the north 3 lanes of traffic in each direction with multiple pedestrian crossings and a high density of bus routes and stops Cam bridge St. University Blvd.
- 3. Cambridge Street Intersection MH Medical Plaza Intersection John Freeman Intersection University Boulevard Intersection
- 4. PROBLEM: WHAT ISN’T WORKING HERE ❖ Traffic backed into intersections ❖ Crossing guards stationed in intersections ❖ Frequent exits from parking garages ❖ Un-synced traffic lights and unnecessary lights
- 5. GOAL: WHAT ARE WE HOPING TO DO ABOUT IT? ❖ Smooth flow of traffic using only traffic signals ❖ Minimum delay for cars, pedestrians, and buses ❖ Mindful of space constraints and peak time stresses
- 12. Cambridge Street Intersection MH Medical Plaza Intersection University Boulevard IntersectionJohn Freeman Intersection
- 13. MAIN STREET @ CAMBRIDGE 4:03 p.m. (Not including cars turning right onto Cambridge) Southbound - 29 cars Northbound - 50 cars 4:05 p.m. (including cars turning right onto Cambridge) Southbound - 32 cars Northbound - 50 cars
- 14. MAIN STREET @ MH MEDICAL PLAZA 4:29 p.m. Southbound - 35 cars Northbound - 37 cars* *There would have been more if there wasn’t a backup into the intersection due to a red light at Main Street @ Cambridge Street.
- 15. MAIN STREET @ JOHN FREEMAN This intersection acts as a through street into Main. Internal parking garage exit but doesn’t act as a major blockage to traffic. 5:20 p.m. Southbound - 38 cars Northbound - 31 cars
- 16. MAIN STREET @ UNIVERSITY 5:16 p.m. Southbound - 51 cars Northbound - 14 cars* *Cars were stopped by traffic guard directing traffic to prevent backing up intersection
- 19. MAIN ST. Main Street @ University Boulevard to Main Street @ Cambridge Street intersections 0.4 mile stretch with medical center buildings on the south side and Rice University on the north 3 lanes of traffic in each direction with multiple pedestrian crossings and a high density of bus routes and stops Cam bridge St. University Blvd.
- 20. 6400 FANNIN PARKING EXIT Northern Exit 4:07 - 4:17 p.m. 15 cars Southern Exit 4:19 - 4:29 p.m. 51 cars ❖ Light allowing left turns out of garage backs up traffic ❖ Cars can use exit on opposite side of garage to turn onto Fannin going southbound
- 21. 6400 FANNIN PARKING EXIT Northern Exit 4:07 - 4:17 p.m. 15 cars Southern Exit 4:19 - 4:29 p.m. 51 cars ❖ Light allowing left turns out of garage backs up traffic ❖ Cars can use exit on opposite side of garage to turn onto Fannin going southbound
- 22. MAIN ST. Main Street @ University Boulevard to Main Street @ Cambridge Street intersections 0.4 mile stretch with medical center buildings on the south side and Rice University on the north 3 lanes of traffic in each direction with multiple pedestrian crossings and a high density of bus routes and stops Cam bridge St. University Blvd.
- 23. UT PROFESSIONAL BUILDING ❖ Construction means far left exit will see more outflow. ❖ Unclear which building the blue exit belongs to… ❖ Two lanes of traffic are permitted to turn out of the blue exit at the same time. Orange Exit 4:36 - 4:46 p.m. 4 cars Blue (And A&M) 4:36 - 4:46 p.m. 23 cars
- 24. MAIN ST. Main Street @ University Boulevard to Main Street @ Cambridge Street intersections 0.4 mile stretch with medical center buildings on the south side and Rice University on the north 3 lanes of traffic in each direction with multiple pedestrian crossings and a high density of bus routes and stops Cam bridge St. University Blvd.
- 25. SMITH TOWER PARKING EXIT ❖ Cars can exit from this corner of the parking garage onto both Main Street and University Boulevard. Smith Exit 5:06 - 5:16 p.m. 20 cars
- 27. BUS ROUTES ALONG MAIN STREET
- 28. BUS ROUTES ALONG MAIN STREET ALL DAY AFTERNOON RUSH HOUR MORNING RUSH HOUR
- 29. CROSSING GUARDS
- 31. ROAD LANES “AASHTO highlights benefits of narrower (10 to 11 feet) travel lanes on lower-speed urban streets, including a reduction in pedestrian crossing distance, ability to provide more lanes in constrained rights of way and lower construction cost. The recommended travel lane widths in this report are also consistent with design guidelines in AASHTO’s Guide for Development of Bicycle Facilities (1999) and the recommendations in A Guide for Achieving Flexibility in Highway Design (2004b).” - Page 138, Designing Walkable Urban Thoroughfares: A Context Sensitive Approach from the Institute of Transportation Engineers
- 32. BUS LANES “Vehicles such as transit buses or large tractor- trailers require wider lanes, particularly in combination with higher design speeds if they frequently use the thoroughfare. Modern buses can be 10.5 feet wide from mirror to mirror and require a minimum 11-foot wide lane on roadways with 30 to 35 mph target speeds.” - Page 137, Designing Walkable Urban Thoroughfares: A Context Sensitive Approach from the Institute of Transportation Engineers
- 33. THE SOLUTION
- 34. OPTION 1: REMOVE THE LIGHT
- 36. OPTION 1: REMOVE LIGHT
- 37. OPTION 2: CREATE FAR RIGHT BUS LANE
- 39. OPTION 2: BUS LANES
- 40. PROPOSED SOLUTION Use a combination of the two options: ❖ Prevents car pile up in intersections by eliminating choke points. ❖ Eliminates the need for traffic guards by freeing up traffic flow. ❖ Allows people to exit the parking garage more quickly by giving them a free lane. ❖ Allows buses to move more quickly by clearing up their travel path.