The local authority that has jurisdiction over the location of the proposed stopping point conducts a traffic and engineering investigation to determine whether passengers are able to safely enter or exit public transportation vehicles at the proposed stopping point. The local authority that conducts the traffic and engineering investigation pursuant to paragraph 1 of this subsection submits the results of the investigation to the director for review and approval of the proposed stopping point.
The roadway has signed or signalized intersection controls within a jurisdictionally confined boundary. As determined by the director in conjunction with the local authority, the driver drives the vehicle into a pullout or uses any other available method that limits the vehicle from interfering with traffic on the roadway. When street construction is properly marked, you cannot park near it or across the street from it. This could cause traffic to slow down, and your vehicle could actually become a hazard in the roadway.
Do not park on a sidewalk, in a bus stop zone, or within an intersection. Never park so that you block a public or private driveway either. It is discourteous to other drivers and people who may need to get into or out of their driveway.
Do not park within 10 feet of a fire hydrant or within 25 feet of a crosswalk at an intersection. You cannot park within 50 feet of a stop sign or a railroad crossing either. If there is a fire station on the street where you need to park, you cannot be within 20 feet of the driveway entrance when you are parking on the same side of the street.
If you are going to park on the opposite side of the street, you need to be at least 75 feet away from the entrance. You cannot park on any elevated roadways, such as an overpass, or within a tunnel, or on a bridge. Double parking is also against the law. This occurs when a driver parks on the road side of a vehicle that is already parked, which is sure to cause problems with the traffic coming down the road. It could also become a hazard, as people driving down the road will not expect your vehicle to be in the way.
Even if you only need to stop to let someone out for just a second, it is still dangerous and illegal. The primary purpose of restriction parking at intersections is to improve sight distance. In the past, this has been done mainly for the motorist and only resulted as a side benefit for the pedestrian.
The basic requirement for sight distance applies to the crosswalk area and is the stopping sight distance from the AASHTO manual figure Assuming an adult standing on the curb with the basic parking set back of 20 feet, the adult can see 60 feet without looking over or through the vehicle figure This is not adequate. If the adult pedestrian step as halfway though the parking lane, 3 feet into the street the visibility increases to feet figure If the pedestrian, either adult or youth, stands at the edge of the parking lane, the sight distance is limited only by the individual's visual capability.
Angle parking at 90 degrees means the adult has to be 13 to 16 feet into the road before adequate sight distance is available. With the same 20 foot distance restriction from the crosswalk, the sight distance reduces to 40 feet figure To have the same sight distance with 90 degrees parking as with parallel parking angle parking at 90 degrees should be restricted within 30 feet of the intersection.
Angle parking art less than 90 degrees, for example 60 degrees, increases available sight distance for the pedestrian looking to the left but refuses it for the pedestrian looking to the right figure Angle parking at 60 degrees also does not quite match the sight distance as with parallel parking 55 feet for angle, and 60 feet with parallel. As the speed of travel on the thru street increases, the drivers' stopping sight distance increases.
Therefore, the parking restriction area near the intersection has to be increased. For 35 to 45 mph, it is recommended that parking be restricted to 50 feet from the crosswalk. Above 45 mph, parking should be restricted to feet from the crosswalk. As housing density increases, the demand for parking increases. This often leads to parking on sidewalks, and in turn, the pedestrian is forced onto the street. Parking restrictions must be enforced on sidewalks and on the area between sidewalks and curbs.
Midblock pedestrian crossings are usually marked with crosswalks. These crossings require greater advance parking restrictions than crosswalks at intersections, typically feet minimum. Conditions in which curb parking restrictions are most beneficial are:. Disadvantages to restricting curb parking are that it: eliminates parking space for motorist, is usually opposed by nearby business owners, and could lead to increases in vehicle speeds after on-street parking is removed which is undesirable for pedestrians.
The standard for most local jurisdictions state the "No person shall: Stop, stand or park a vehicle: on a sidewalk; within an intersection: on a crosswalk Stand or park a vehicle, weather occupied or not, except momentarily to pick up or discharge a passenger or passenger: within 20 feet of a crosswalk at an intersection; within 30 feet upon the approach to any flashing signal, Stop sign, Yield sign or traffic-control signal located at the side of a roadway.
More substantial improvements are typically needed on high-volume multilane roads. Marked crosswalks are painted pedestrian crossings that specify proper locations for pedestrians to cross the street.
Properly placed marked crosswalks can encourage pedestrians to walk at preferred crossing locations while increasing the visibility of and driver awareness of a pedestrian crossing location. There is, however, no proven reduction in pedestrian crashes resulting from marking crosswalks without adding other more substantial crossing treatments such as raised medians, traffic and pedestrian signals or improved nighttime lighting.
Maintenance costs should also be considered based on the paint material used. Marked crosswalks guide pedestrians and alert drivers to a crossing location, so it is important that both drivers and pedestrians clearly see the crossings. Crosswalks can be marked in paint or a longer lasting plastic or epoxy material embedded with reflective glass beads.
Although more expensive, longer-lasting, high-visibility crosswalk marking materials are a better value over time as they require less maintenance. The minimum crosswalk width is six feet wide but should be wider at crossings with high numbers of pedestrians. School-related crosswalks should be checked annually before the start of the school year.
If necessary, fresh paint should be applied and other improvements made to keep the crosswalks in good condition. The MUTCD allows for two basic types of crosswalk designs, such as 1 traditional parallel lines; or 2 a high-visibility crosswalk pattern, such as a ladder, continental design, or diagonal marking.
Figure 1: In-street yield and and stop signs. The MUTCD added a new option to use the schoolchildren symbol rather than the pedestrian symbol when an in-street sign is used at a school crossing. In-street crosswalk signs must be installed at uncontrolled pedestrian crossings to make the crosswalk more visible and increase drier yielding.
They are more likely to be effective on two-lane, low-speed streets than on multi-lane, high-speed streets, and are prohibited by the MUTCD at signalized intersections. They can be easily damaged and need to be reset or replaced when damaged. In-street pedestrian crossing signs should be placed at the crosswalk in the street or on a median, but should not obstruct the pedestrian path of travel. In-street signs can be permanently installed in the roadway or mounted on a portable base to allow them to be taken in and out of the street as needed.
When portable in-street signs are used for school crossings, they should be monitored by a school official or adult school crossing guard.
0コメント