Access Management
Coordination Between Roadway Design And Land Use Development To Improve Transportation
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TDM Encyclopedia
Victoria Transport Policy Institute
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Updated
March 6, 2007
This chapter describes ways of improving coordination between roadway design and land use development patterns to improve transportation.
Access Management is a term used by transportation professionals for coordination between roadway design and land use to improve transportation. It is defined as, “the process that provides access to land development while simultaneously preserving the flow of traffic on the surrounding road system in terms of safety, capacity, and speed.” (Access Management Website).
Access Management involves changing land use planning and roadway design practices to limit the number of driveways and intersections on arterials and highways, constructing medians to control turning movements, encouraging Clustered development, creating more pedestrian-oriented Streetscapes, improved Connectivity, and Road Space Reallocation to encourage efficiency. Although Access Management is primarily intended to improve motor vehicle traffic flow, it can support TDM by integrating transportation and land use planning, and by improving Transportation Options. It can help convert automobile-oriented strip development into more Accessible land use patterns that are better suited to walking, cycling and public transit.
Below are ten access management strategies (CUTR, 1998).
1. Lay the foundation for
access management in your local comprehensive plan.
2. Limit the number of
driveways per lot (generally, one per parcel).
3. Locate driveways away from
intersections.
4. Connect parking lots and
consolidate driveways (so vehicles can travel between parcels without
reentering an arterial).
5. Provide residential access
through neighborhood streets (residential driveways should generally not
connect directly to arterials).
6. Increase minimum lot
frontage on major streets (minimum lot sizes on major arterials should be
larger than on minor streets).
7. Promote a Connected street system (avoid street networks that force
all local traffic onto arterials).
8. Encourage internal access to
outparcels (i.e., locations in shopping centers located on arterial streets).
9. Regulate the location,
spacing and design of driveways.
10. Coordinate with the
Department of Transportation.
Access Management is promoted by transportation professional
organizations, such as the
Access Management can have a variety of impacts on vehicle travel. It can reduce automobile travel if it results in higher-density, more Accessible, Compact, mixed-use, pedestrian-friendly, transit-oriented development, as discussed in Land Use Impacts on Transportation. It can help improve Nonmotorized Travel conditions, accommodate Universal Design (transportation systems that meet the needs of people with disabilities and other special needs), and improve Transit service efficiency. It can support Parking Management objectives, particularly Shared Parking. Not all Access Management activities support TDM objectives. Some projects simply increase arterial traffic speeds and volumes, which can increase automobile travel.
Table 1 Travel Impact Summary
|
Objective |
Rating |
Comments |
|
Reduces total traffic. |
1 |
May include features that
reduce vehicle travel, but other features increase total traffic. |
|
Reduces peak period
traffic. |
0 |
|
|
Shifts peak to off-peak
periods. |
0 |
|
|
Shifts automobile travel to
alternative modes. |
1 |
Can improve nonmotorized
travel conditions and transit service. |
|
Improves access, reduces
the need for travel. |
1 |
May include land use
features that improve access. |
|
Increased ridesharing. |
0 |
|
|
Increased public transit. |
2 |
May improve transit
service. |
|
Increased cycling. |
1 |
May improve cycling
conditions. |
|
Increased walking. |
1 |
May improve walking
conditions. |
|
Increased Telework. |
0 |
|
|
Reduced freight traffic. |
0 |
|
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Benefits include smoother vehicle flow, reduced delay and fewer crashes (Gluck, Levinson and Stover, 1999; Demosthenes, 2003). Clustered development can improve walking, cycling and transit travel (Evaluating Nonmotorized Transport), reduce parking requirements (Parking Management) and improve emergency responses. Effective Access Management planning can also reduce total roadway facility costs by reducing the number of driveways and intersections. Demosthenes (2003) finds that access locations (driveways and intersections) account for more than 60% of vehicular crashes in urban areas, so incorporating access management strategies can significantly reduce urban crash rates, as well as providing mobility and community livability benefits.
Costs include those associated with shifting planning and design practices (e.g. staff training, development of new guidelines and standards) and program management. There may be additional costs associated with specific designs, such as more cluster development, and changes to driveway access. It can favor economic development in some locations over others, which imposes costs on some businesses and property owners, and benefits others. Access Management that reduces traffic conflict and traffic speeds, or reduces total vehicle travel, can increase traffic safety (Safety Impacts of TDM). Access Management that simply increases arterial traffic speeds can increase automobile use, and may discourage nonmotorized transportation.
Table 2 Benefit Summary
|
Objective |
Rating |
Comments |
|
Congestion Reduction |
2 |
Improves arterial traffic
flow. May encourage alternative modes. |
|
Road & Parking Savings |
1 |
Clustering can reduce road
and parking requirements. |
|
Consumer Savings |
0 |
No significant impacts. |
|
Transport Choice |
1 |
Improves nonmotorized and
transit transport. |
|
Road Safety |
2 |
Reduced crash risk. |
|
Environmental Protection |
1 |
Clustering can reduce
automobile travel and pavement area. |
|
Efficient Land Use |
1 |
Can encourage more
transportation-efficient land use. |
|
Community Livability |
2 |
Can reduce local traffic
impacts and improve pedestrian conditions. |
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Access Management activities can have a number of equity impacts. Changing vehicle access and development patterns can harm some businesses and property owners, while benefiting others. Property owners sometimes receive compensation for lost access. Access Management tends to benefit people who are transportation disadvantaged by improving Transportation Options and creating more Accessible land use patterns.
Table 3 Equity Summary
|
Criteria |
Rating |
Comments |
|
Treats everybody equally. |
-1 |
Some property owners may
feel unfairly treated. |
|
Individuals bear the costs
they impose. |
1 |
Reduces some externalities
(congestion and crash risk). |
|
Progressive with respect to
income. |
0 |
No impact. |
|
Benefits transportation
disadvantaged. |
1 |
Can improve walking,
cycling and transit. |
|
Improves basic mobility. |
1 |
Can improve alternative
modes and emergency access. |
Rating from 3 (very
beneficial) to –3 (very harmful). A 0 indicates no impact or mixed impacts.
Access Management is most appropriate on urban and suburban arterials and in urban areas with growing traffic and development. Access Management is usually implemented by state/provincial, regional and local transportation agencies, sometimes with developers’ support.
Table 4 Application Summary
|
Geographic |
Rating |
Organization |
Rating |
|
Large urban region. |
2 |
Federal government. |
2 |
|
High-density, urban. |
3 |
State/provincial
government. |
3 |
|
Medium-density,
urban/suburban. |
3 |
Regional government. |
3 |
|
Town. |
2 |
Municipal/local government. |
3 |
|
Low-density, rural. |
1 |
Business Associations/TMA. |
2 |
|
Commercial center. |
3 |
Individual business. |
1 |
|
Residential neighborhood. |
2 |
Developer. |
2 |
|
Resort/recreation area. |
2 |
Neighborhood association. |
1 |
|
Arterials/strip development |
3 |
Campus. |
1 |
Ratings range from 0 (not
appropriate) to 3 (very appropriate).
TDM Program and Land Use Management
Access Management supports Smart Growth, New Urbanism, Location Efficient Development, Parking Management, Traffic Calming, Transit Oriented Development, Transit Improvements, Nonmotorized Transport Improvements, Universal Design, Prioritizing Transportation, Traffic Operations and Road Space Reallocation.
Access Management programs are usually implemented by local, regional, state or provincial transportation agencies. Business and neighborhood associations are often involved in planning specific Access Management projects.
A major barrier is lack of awareness of Access Management among transportation professionals. There is often institutional resistance to new approaches within transportation agencies, and conflicts among stakeholders. Resistance from property owners who lose driveways connecting directly to arterials can be a barrier to specific Access Management projects.
Various publications and professional organizations listed below provide information on Access Management best practices. Some recommendations include:
· Establish Access Management
programs and policies, so they will be in place as specific projects are
developed.
· Integrate Access Management
with other transportation and land use planning activities, and with TDM
programs.
· Consider Access Management
early during project planning.
· Use Access Management to improve
transit and nonmotorized travel, not just motor vehicle traffic.
· Produce a Transportation Access Guide, which concisely describes
how to a destination by various travel modes.
|
A
ham sandwich walks into a bar and orders a drink. The
bartender says, I am sorry, but we don't serve food here. |
This
project includes case studies that examine both engineering and economic
analysis of various Access Management projects.
This has an extensive bibliography with numerous case studies of different types of Access Management projects.
Transportation Asset Management Today Website (http://assetmanagement.transportation.org) sponsored by the AASHTO Subcommittee on Transportation Asset Management.
CDOT (1998), Access Management Manual, Colorado DOT (www.dot.state.co.us/business/accessmgt/ACCESS/Newbib2.htm).
Access Management Website (www.accessmanagement.gov), Transportation Research Board.
CUTR
(1995), Land Development and Subdivision Regulations that Support Access
Management, Center for Urban Transportation Research,
CUTR
(1998), Ten Ways to Manage Roadway Access in Your Community, Center for
Urban Transportation Research,
Philip Demosthenes
(2003), How Planning
Decisions Impact Highway Collision Histories, 2nd Urban Street Symposium,
FHWA (2002), Life-cycle Cost Analysis Primer, Federal Highway Administration (www.fhwa.dot.gov/infrastructure/asstmgmt/primer.htm).
Ronald K. Giguere (2000), Access Management In The New Millennium, Submitted By The Access Management Committee (A1D07), Transportation Research Board (www.accessmanagement.gov/overvies.html).
Jerome Gluck,
Herbert S. Levinson and Vergil Stover (1999), Impacts of Access
Management Techniques,
(www.trb.org).
Elizabeth Humstone and Julie Campoli (1998), Roadway Access Management Guide, Planners Web (www.plannersweb.com/access.html), Planning Commission Journal, Issue 29, Winter.
ITE (2000), “Access Management: A Key to Safety and
Mobility,” Traffic Engineering Handbook,
Ottawa (2004), Area Traffic Management Guidelines; Appendices (Draft), Department of Public Works and Services City of Ottawa (www.ottawa.ca); available at http://ottawa.ca/calendar/ottawa/citycouncil/trc/2004/10-20/ACS2004-TUP-TRF-0012%20Annex%202.pdf and http://ottawa.ca/calendar/ottawa/citycouncil/trc/2004/10-20/ACS2004-TUP-TRF-0012%20Appendix%20A-H.pdf.
TRB (2003), Access Management Manual, Transportation Research Board (www.trb.org). This comprehensive, 370-page manual provides detailed information on roadway access management, including recommendations for implementing access management programs, and specific design issues.
WCEL (2004), Smart Bylaws Guide, West Coast Environmental Law Foundation (www.wcel.org/issues/urban/sbg). This comprehensive guide describes smart growth practices, provides technical standards and model bylaws that can be tailored to specific municipal circumstances, and includes numerous case studies.
Kristine Williams
and Richard Forester (1996), Land
Development Regulations that Promote Access Management, National
Cooperative Highway Research Program, Synthesis 233, Transportation Research
Board (www.trb.org), 1996.
This
Encyclopedia is produced by the Victoria Transport Policy Institute to help
improve understanding of Transportation Demand Management. It is an ongoing
project. Please send us your comments and suggestions for improvement.
Victoria Transport Policy Institute
www.vtpi.org info@vtpi.org
Phone & Fax 250-360-1560
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