Major streets are typically urban arterial or collector streets with speed limits greater than 25 mph, and more than one lane in each direction.
Where the trail crosses a major intersection mid-block the following apply:
- Greenways should cross streets at a 90 degree angle. Where the greenway approaches a street at a skew, the alignment should be created so the crossing is 90 degrees to the street.
- Vehicular scale greenway signage should be incorporated adjacent to the crossing to alert motorists the greenway is crossing the street. All signage shall conform to MUTCD standards. If the greenway follows the street well before or beyond the intersection, greenway signage should be placed between the trail and the street in advance of the intersection to alert motorists the greenway is sharing the street corridor.
- Regulatory warning and stop signs shall be used for the greenway requiring users to stop before proceeding through the crossing.
- Crossings should be designed to provide high visibility. High visibility lane markings and signage should be used to call attention to the crossing, conforming to MUTCD standards.
- Where the trail and sidewalks intersect, concrete surface shall be applied.
- All mid-block crossings of major streets shall have pedestrian activated traffic signals.
- For the greenway route, all crossings shall be the same width as the trail.
- All crossings shall comply with ADA and/or PROWAG guidelines. The use or configuration of Detectable Warnings and other ADA components may be phased out or significantly changed. ADA components shall comply with the latest ADA and/or PROWAG guidelines and local standards.
- Opportunities to incorporate stormwater management elements and pervious surfaces should be considered to establish the greenway corridor as a sustainable amenity for the communities it serves.
- Existing right-of-way (ROW) widths and locations shall be determined by designers prior to the performance of significant design work. All proposed improvements are to remain within existing ROW whenever possible. Adjustment to roadway widths, parking extents, and other changes to the geometry of trail and intersection components are preferable to ROW acquisition.
- While final design will be based upon specific intersection geometry, elements in the recommended layout should be considered as basis of design.
COMPONENTS: Click below for more information on each component.