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Bikeway Design for Complete Streets
The document discusses various bikeway design options for complete streets, with a focus on the Gateway Bike Plan for St. Louis. It outlines the objectives of understanding bicycle user diversity and preferences, and using a basic and expanded palette of safe, well-designed bikeway types. The top ten considerations for bikeway design are described, including road type, riders, integration, traffic, speeds, maintenance and intersections. Potential bikeway types are then defined and their advantages explained, such as bike lanes, shared lane markings, colored lanes, buffered bike lanes, and intersections treatments like jug handles and bike boxes.
Bikeway Design for Complete Streets
- 1. Bikeway Design for CompleteStreets Steve Durrant :: Paul Wojciechowski
- 2. Bikeways Solutions forSt. Louis
- 3. Objectives • Understandthat there is diversity among bicyclists we are designing for in St. Louis • There is a distinct preference in the type of facilities we are providing in the Gateway Bike Plan. • There are a basic and expanded pallet of bikeway types in the Gateway Bike Plan. • Safety is critical, and good design is mandatory. • Funding is available to get it done • Practice using the bikeway “Top 10”.
- 4. The Bicycle Vision –The Gateway Bike Plan will create the bicycle component to the regional transportation network that accommodates all users and promotes consistent design and development of bicycle facilities.
- 5. The Bicycle Mission –Increase the number of people using bicycles for transportation, while reducing the number of crashes involving bicycles
- 6. Top Ten Considerations for Bikeways 1.Is the roadway a collector , arterial or neighborhood street? 2. Has the bikeway taken into consideration the primary type of riders using the bikeway? 3. How does the bikeway fit into the roadway segment? 4. Has the bikeway type considered the volume of motor vehicles? 5. Has the bikeway type considered speeds of motor vehicles?
- 7. Top Ten Considerations for Bikeways 6.How does the bikeway integrate into the transportation system? 7. Has the bikeway taken into consideration ongoing maintenance? 8. Has the bikeway type considered intersections? 9. What destinations are you connecting? 10. Have you considered the right of way and roadway width ?
- 8. Who are we designing our system for? Shared Roadways Separated Bike Lanes Interested but Concerned No Way, No How 60% 33% 60% Strong and Enthused and Fearless Confident Photo - Trailnet Photo – Roger Geller
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- 11. Bike Network: Note: Bike St. Louis mileage included in the table does not include mileage in the regional network that calls for changes to facility type. Assessment in the plan did not include all BSL routes.
- 12. Great Ideas… but how do we make these ideas in St. Louis? Think Complete Streets!
- 13. PRINCIPLES OF DESIGN 1. Allow cyclists to use the road Provide a smooth riding surface Make room for cyclists 2. Make road inviting to cyclists Slow traffic down Reallocate roadway space 3. Make drivers aware of bicycle presence Stripe or mark or sign when needed 4. Build paths where appropriate To supplement the street system
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- 15. Is the roadway a collector, arterial or neighborhood street?
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- 21. Quiet Streets Essentials Bike/Walk Streets Bicycle PreferredStreets Bicycle Boulevards
- 22. Definition • Operation of a local street modified to act as a through street for bicyclists and pedestrians • Traffic controls give priority to through cyclists and pedestrians • Through auto traffic is encouraged to use alternate routes
- 23. Purpose • To provide continuous low‐stress access within a neighborhood. • To provide a route parallel to desirable high‐ volume travel routes • To create low‐stress connections to family, work and recreation destinations • To provide a network of connected neighborhoods
- 24. Why? Walk or biketo school 1969 42% 2001 16% Health, options, independence and vitality
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- 27. Features • Safe pedestrian environment for all ages and abilities • Safe and convenient bicycle and pedestrian crossings minimizing delay at minor streets • Easy to find and follow • Calming for motor vehicle traffic • Streetscape that slows and discourages through motor vehicle traffic
- 28. Features • Parallel to desirable travel routes lacking dedicated bicycle facilities or that make pedestrians uncomfortable • Accommodate pedestrians and cyclists not comfortable using major roads (even with bike lanes and sidewalks) • A “Family‐friendly” alternative for children and/or less experienced riders
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- 31. • Quiet Streets are also called Bicycle Boulevards or Neighborhood Greenways • Streets where bicycling and walking is prioritized over motor vehicles • Shared roadways with no specific vehicle or bike lane markings (e.g., a residential street) • Streets with lower travel speeds and low or reduced motor vehicle volumes • A safe environment to walk along and cross as a pedestrian
- 32. Why Bother? • Precedent • Finding Our way • Calming • Getting Across • Signals
- 33. AASHTO MUTCD FHWA FTA Precedent
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- 35. NACTO Bike Boulevard Outline Tailor streets to existing conditions and desired outcomes; 1. Slow motor vehicle speeds 2. Low or reduced motor vehicle volumes 3.Minimal bicyclist delays at minor intersections 4. Safe and convenient major street crossings 5. An easy‐to‐find and –follow route
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- 63. Shared Lane Markings Shared roadway pavement markings are markings used to indicate a shared lane environment for bicycles and automobiles. SLMs reinforce the validity of bicycle traffic on the road and suggest proper positioning of cyclists on the street. Portland
- 64. Shared Lane Markings: Shared Lane Markings: “ What does it do? – Shows cyclists where to ride on the street to avoid doors – Alerts drivers to cyclists Where is it appropriate? – Not enough room for lanes – Parallel parking – High occupancy rate
- 65. Use of Shared Lane Markings • Adjacent to on‐street parking to position cyclist outside of door zone • In wide lanes to position away from curb • Narrow lanes (yes, they can go in the middle) • Multi‐lane roads where there is no room for bike lane • Climbing lanes (on downgrade) paired with bike lane • 35 mph or less speed limit
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- 80. Advantages of bike lanes • Create alane so cyclists can travel at their own pace ( priority for bikes that allow passing stopped motor vehicles in travel lanes) • Guide cyclists in a manner consistent with good operation (close to traffic, where they’re visible and drivers can predict their movements) • Reduce bicycle / pedestrian conflicts (cyclists no longer ride on sidewalks) • Striping creates conditions that change behaviors • More cyclists on the road leads to increased driver awareness
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- 82. Bike Lane Basics • Markings are required, signs are optional • Edge lines between bikes and motor vehicles should be 6”, the right bike lane line should be 4” • Keep bike lanes solid and not dotted at unsignalized driveways and alleys • Dot lines through bus stops • In St. Louis we use a helmeted rider and an arrow
- 83. Bike Lane Basics • 5 ft. standard width (4 ft. with no curb and gutter) • 5 ft. bike lane is sufficient assuming a 1 ft. wide gutter • In areas that have 2 ft. wide gutter, a 6 ft. wide bike lane is preferred, with 5 ft. as a minimum width in locations with lower speeds • In extremely constrained, urban low speed environments where 5 ft. cannot be achieved and there is no gutter, a 4 ft. wide bike lane is acceptable (assumes adjacent travel lane has been narrowed to the minimum acceptable width)
- 84. Car Doors and Bike Lanes • Why thisis an issue, and where? • Recommend and reinforcing safer path of travel Use Parking “T’s” extending into bike lane Use parking “T’s” in a wide parking lane Slightly narrower bike lane symbols on the left of lane
- 85. Angled Parking • Bike lanesnot recommended along front-in angled parking, use Shared Lane Markings • Bike lanes are OK with back-in angled parking if: 1. Parking bays are sufficiently long 2. Solid line separates parking and bike lane Yes No
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- 87. Curb, Gutter and Inlets • When measuring for bike lanes, the gutter pan matters • 4’ minimum outside of gutter
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- 94. Colorized Lanes Color applied to bicycle facilities helps alert roadway users to the presence of bicyclists and clearly assigns right-of-way to cyclists. Motorists are expected to yield to cyclists in these areas. Portland
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- 98. Convenience of Colorized Lanes riding on the street with some psychological separation Novice cyclists are more likely to ride in bike lane, not on sidewalk Street appears narrower - motorists drive slower Used in many cities within the US (Seattle, Olympia, Portland) and worldwide
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- 102. Colorized Lanes Portland
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- 106. Other Ideas: Jug-handle- go right to turn left
- 107. Jug-handle: go rightto turn left
- 108. Jug-handle: go rightto turn left
- 109. Intersections with On- or Off-Ramps Jug-handle: go right to turn left
- 110. Jug-handle: go rightto turn left
- 111. Bike Boxes Portland
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- 116. Bike Boxes Portland
- 117. Bike Boxes Portland
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- 120. Bike Boxes Portland
- 121. Bike Boxes Portland
- 122. Buffered Bicyclelane with a spatial buffer to increase the distance between the bicycle travel lane and the automobile travel lane or the parking zone. Portland
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- 125. Buffered Portland
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- 130. Buffered Portland
- 131. Convenience of Buffered (Raised) riding on the street + psychological separation of a barrier Mountable curb allows cyclists to leave bike lane for turning or overtaking Motorists feel bump when they stray into curb Novice bicyclists more likely to ride in bike lane rather than on sidewalk
- 132. Buffered (Raised) Combines the convenienceof riding on the street with the psychological separation of a barrier Mountable curb mountable curb
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- 135. Cycle Track Abicycle exclusive facility that provides physical separation from motorized vehicle traffic within the right of way. Portland
- 136. Cycle Track Abicycle exclusive facility that provides physical separation from motorized vehicle traffic within the right of way. Combines the user experience of a separated path with the on-street infrastructure of a bike lane. Portland
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- 148. Cycle Track Munich
- 149. Cycle Track Munich
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- 155. Cycle Track Portland
- 156. Cycle Track Portland
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- 159. Cycle Track Portland
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- 169. Contra‐Flow Aone-way motorized traffic street with two-way bicycle facilities, including an opposite direction bicycle only lane. Portland
- 170. Contra‐Flow Double yellow linecreates 2-way street
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- 177. Signals Oregon & Interstate,Portland 177
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- 181. Request to Experiment The Process
- 182. Request to Experiment FHWA experimentation procedure: Requestsfor experimentation should originate with the agency responsible for managing the roadway where experiment will take place. That organization forwards the request to the FHWA. The FHWA must approve the experiment before it begins.
- 183. Request to Experiment All requests mustinclude: A statement of the nature of the problem, including data that justifies the need for a new device or application. Describe the proposed change, how it was developed, how it deviates from the current MUTCD. Illustrations that enhance understanding of the device or its use. Explain how the device was developed, if it has been tried, the adequacy of its performance, and the process by which the device was chosen. A statement that the concept of the traffic control device is not protected by a patent or copyright.
- 184. Request to Experiment All requests mustinclude: The time period and locations of the experiment. A detailed research or evaluation plan. Before and after studies, quantitative data enabling a scientifically-sound evaluation of the performance. An agreement to restore the site following completion. Agreement to terminate the experiment if the experiment causes significant safety hazards. An agreement to provide progress reports for the duration of the experiment.
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- 187. Request to Experiment At the conclusionof the experiment: If the experiment demonstrates an improvement, it may remain in place as a request is made to update the MUTCD.
- 188. Request to Experiment Document Everything Look forprecedent Other modes Historic Other places Evaluate effectiveness Before During After Control Refine Document
- 189. Request to Experiment Document Everything Look forprecedent Other modes Historic Other places Evaluate effectiveness Before During After Control Refine Document Document
- 190. Request to Experiment Document Everything Look forprecedent Other modes Historic Other places Evaluate effectiveness Before During After Control Refine Document Document Document
- 191. Parking Oregon & Interstate,Portland
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