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SECTION F DESIGN STANDARDS# Principal Arterial or Principal Arterial with Median DESIGN STANDARDS Design Service Volume up to 25,000 VPD Desired Operating Speed 40 mph Travel Lanes 4 Bicycle Facility none; unless designated as Multi-Modal Other Lanes Left Turn Lane or Center Median Parking not allowed Paved Width (BOC to BOC) 60' Right of Way min. 80' Sidewalks min. 5' each side Greenspace min. 3' each side; 6-8' preferred Maximum Centerline Grade 9% (5% at intersections—first 30 feet) Min. Stopping Sight Distance 600' or latest AASHTO Policy on Geometric Design Manual Min. Horizontal Radius at Centerline 600' (normal crown) Min. Horizontal Radius at Centerline 500' (super-elevated) Min. Horizontal Tangent Distance Between Reverse Curves 200' Intersection Curb Radius 30' Storm Drainage refer to Drainage Manual ADDITIONAL TREATMENTS TO SPECIFIC COLLECTOR STREETS Refer to the Bicycle and Pedestrian Master Plan, pages 25-40 and 68-71 for additional information and specific treatments. Though the Master Street Plan only depicts connectivity routes associated with streets, the entire bicycle and pedestrian network is located on page 27 of the Bicycle and Pedestrian Master Plan. Though the Bicycle and Pedestrian Master Plan designates St. Louis between Meyers and Main as a Complete Street(a street including sidewalks and bicycle lanes on both side of the street) and the Master Street Plan on page 26 reflects this recommendation, current development patterns along St. Louis will make this a costly modification. The following three options for St. Louis between Meyers and Main are suggested for consideration: 1. Complete Street:Add sidewalks and bicycle lanes along both sides of St. Louis. Given the traffic volume of this road, bicycle lanes should ideally be buffered or protected bicycle lanes, increasing their widths from 6'to 8-10' on each side of the street (to include a horizontal striped or vertical buffer between the bicycle lanes and vehicular lanes). This is the most intensive and expensive option, requiring utility pole relocations on both sides of the street, right-of-way acquisition along both sides of the street, and may include some structural conflicts. The resulting street would be the most bicycle and pedestrian friendly option. 2. Sidewalks only:Add 5'sidewalks behind the back of curb on both sides of St. Louis. This greatly reduces the amount of right of way acquisition needed, however, will require utility relocations along both sides of the street.