- #Boulevard of broken roads text post tumblr drivers
- #Boulevard of broken roads text post tumblr driver
- #Boulevard of broken roads text post tumblr full
This is awesome and funny, and in some parts, very sad so maybe not the best choice for this particular moment. All are good, all have Destiel, and they probably have nothing else in common.Īdmin J’s notes: They’re first hunting, and then they ended up… Well, read it. Anyway, I think some of us might have some commitment issues currently due to the trauma caused to us by this 15 years that ended terribly so here’s fics with less than 50k words. Stop building new stroads, and get to work converting existing stroads to boulevards, now.It’s starting to be a pattern that I can’t keep up with my own lists anymore. This, surely, must be politically feasible. And improving the pedestrian realm must improve custom at those businesses. But if your arterial is 100 feet or more wide, you can convert it to a multi-way boulevard or a complete street that removes no car access while enabling the other more land and tax-efficient travel modes. This blog shows plenty alternatives: ignorance is no excuse.īusinesses sometimes worry about loss of through-traffic and loss of parking. Stroad design saps wealth from surrounding streets, kills people and discourages all modes but private automobile travel. This condition is contrary to the design objective of “design consistency.” However, the Green Book includes no specific design criteria for design consistency and the condition described technically complies with the geometric design policy.
#Boulevard of broken roads text post tumblr driver
The differing perceptions of speed by designer and driver are especially problematic where a single minimum-value feature (e.g., minimum radius curve) is located within a segment that generally has an inferred design speed much higher than the designated design speed. What was contemplated by the designer as a factor of safety (with respect to the designated design speed) is often negated by driver speed choice. When these features are combined with over-designed speed sensitive features (i.e., from using above-minimum values as recommended by highway geometric design policy) the visible cues on appropriate speed may be in sharp contrast to the designated design speed. Some roadway segments, such as a long straight section, look the same regardless of designated design speed.
#Boulevard of broken roads text post tumblr drivers
Drivers read the road, not the design plans. The US Federal Highway Agency admits this is problematic:įrequently, roads and streets designed for a particular speed appear suitable for much higher speeds. Since more space means higher speeds, this is clearly false. But it is the standard design for collectors and arterials across North America, because traffic engineers believe more space means safer streets.
#Boulevard of broken roads text post tumblr full
They can have tight corners that force vehicles to slow.ĭesigning a street to encourage high speeds (with multiple wide 12 foot, 3.6m, lanes, larger corner radii, full clear sides) is dangerous madness. This means streets should have travel lanes of 10 feet, or 3 meters, wide, or narrower. In engineering terms, streets must have a low design speed (40km/h - 25mph, or even 30km/h - 20mph) because many users will frequently be stopping, because some users will have low acceleration and top speeds, and because there are vulnerable road users around. Your journey time through streets is not set by your top speed, but by the number of stops you have to make (whether at an intersection, or a bus stop, or at a shop window). Your journey time along a road is definitely set by your top speed, because stops are rare. Think of “ the open road”, even rail-roads. They have minimum distractions on the side, hardly any intersections and are wide enough for little course corrections at speed. Roads connect places: they get you from a-to-b. They have cars pulling over to park, or pulling out from side-streets, and buses stopping and starting. They have sidewalks which provide access to property, homes and businesses. Streets have intersections with crosswalks. Streets are the spaces between buildings. If we want to maximize the value of a street, we design it in such a way that it supports an adjacent development pattern that is financially resilient, architecturally timeless and socially enduring. The street with the highest value is the one that creates the greatest amount of tax revenue with the least amount of public expense over multiple life cycles. The value of a street comes from its ability to support land use patterns that create capturable value.
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