Edmond Bicycle Master Plan

October 2012 October 2012 Table of Contents

Acknowledgements IV Section 5 / Implementation 46 5.1 Action Plan ...... 46 Executive Summary V 5.2 Implementation of Bicycle Network Improvements ...... 62 Section 1 / Bicycle Master Plan Overview 2 5.3 Funding Recommended Improvements ...... 65 1.1 Introduction ...... 2 1.2 Master Plan Purpose and Framework ...... 3 Appendix A – Public Outreach and Input 66 1.3 The Case for Investing in Bicycling ...... 4 1.4 Implementation of the Bicycle Master Plan Will Appendix B – Bicycle Plan Network 79 Support the City’s Established Goals and Objectives ...... 7 1.5 Stakeholder Outreach and Input ...... 9 Appendix C – Wayfinding Protocol and Best Practices 80 Section 2 / Existing Conditions Analysis: Introduction ...... 80 Constraints and Opportunities 12 Edmond History and Current Practice ...... 80 2.1 Arterial Streets ...... 12 Policy and Regulatory Framework ...... 80 2.2 Collector Streets ...... 15 Sign Types ...... 80 2.3 Local Streets ...... 16 General Sign Components ...... 84 2.4 Rural Roadways ...... 17 Sign Placement Guidance ...... 85 2.5 Path and Sidewalk Network ...... 17 Signing of the Bicycle Network ...... 86 2.6 Land Use and Development ...... 18 Best Practices ...... 87 2.7 Summary of Existing Conditions ...... 19 Edmond Application ...... 87 Bicycle Dots ...... 88 Section 3 / Recommended Bicycle Network 20 3.1 Bicycle Network Overview ...... 20 Appendix D – Complete Streets Resolution 91 3.2 Considerations for Network Development ...... 21 3.3 Bicycle Facility Descriptions ...... 22 Section 4 / Bicycle Facility Design Approach 26 4.1 Applicable National Standards and Guidelines for Bicycle Facility Design ...... 26 4.2 General Design Strategies for Achieving High Quality Bicycle Facilities ...... 27 4.3 Recommended Bicycle Facility Design by Street Classification ...... 29 4.4 Intersection and Roadway Crossing Treatments ...... 36

October 2012 Acknowledgements

Stakeholders City of Edmond (Project Manager: Jan Ramseyer Fees, AICP) Edmond Bicycle Committee and friends Local residents

Consultant Team Kimley-Horn and Associates, Inc. Toole Design Group CP&Y

Prepared By Tom P. Grant, P.E., PTOE

Suite 275 2201 West Royal Lane Irving, Texas 75063 Tel: (214) 420-5600 KHA Job No. 064421302 October 31, 2012

IV October 2012 Executive Summary

Plan Purpose and Framework facilitating the movement of people and goods in a safe and efficient manner.” In 2010 the City approved a Complete Streets Resolution, which provides a policy The purpose of the Edmond Bicycle Master Plan is threefold: framework for how the City approaches transportation planning and design, and 1. Identify the challenges and barriers to bicycling in the city along with supports the development of a city-wide on-street bicycle network and other recommended solutions; improvements that will help to make bicycling a more viable and safe mode of travel. The Complete Streets Resolution can be seen in Appendix D. 2. Identify opportunities for development of a city-wide, connected and safe bicycle facility network; and Why Invest in Bicycling? 3. Recommend policies, practices, and programs to support and promote bicycling as a viable transportation mode for bicyclists of all skill and There are a number of key trends converging and resulting in a larger national comfort levels. interest in promoting bicycling as a viable transportation mode. These trends relate to economic development, public demand for a broader range of All recommendations and strategies included in this Master Plan are intended to transportation choices, household economics, community livability, and public help the City achieve the Master Plan Goal: health. As many cities across the country can attest to, investing in high quality Increase the number of people bicycling while minimizing bicycle infrastructure is an effective means to address multiple issues while the number of crashes involving bicycles by providing safe, bolstering economic competitiveness and improving quality of life. comfortable, and efficient bicycling conditions, and increasing public awareness and acceptance of bicycles on Edmond streets. Public Outreach and Input Engaging the public was an important component of the Master Plan How the Plan Supports Edmond’s Established Goals development process. Several strategies were deployed (online survey, web- and Objectives based interactive map, two public open houses, and online posting of the draft Edmond Plan IV contains goals and policies that speak directly to, and support the network map and Plan document) to gain an understanding of the public’s development of a comprehensive, high quality bicycle network as part of its goal perceptions about bicycling, including why people are biking or would like of reducing automobile dependency. The Plan’s goals and policies also support to bike, as well as the challenges and barriers preventing people from biking. enhancing mobility and safety for all roadway users. The Edmond Transportation The public also provided many ideas for specific improvements that should be Plan states that needs and improvements [to existing and planned roadways] made to Edmond’s roadways to increase the convenience, safety and comfort of are based on “meeting the City’s projected growth, enhancing mobility and bicycling, which helped to shape many of the Plan’s recommendations.

October 2012 V Overview of Recommended Bicycle Network Maximizing Ridership through Design of High Quality Facilities The Master Plan recommends a city-wide bicycle network that is intended to A fundamental strategy for increasing bicycling rates is to improve the experience provide safe, convenient, and comfortable bicycling conditions that attract and safety of bicycling on the roadway network. In designing high quality bicyclists of different skill and comfort levels, and promote bicycling as a viable bicycle facilities that attract a wide range of bicyclists, i.e. casual, less confident form of transportation throughout the City. The recommended bicycle network and experienced riders, it will be critical to manage motor vehicle speeds, consists of a variety of bicycle facility types, including shared lane markings, provide a separation or buffer between bicycle lanes and motor vehicle lanes bicycle lanes, paved shoulders, and sidepaths. A number of factors were on higher speed roadways, provide signal detection and adequate signal timing considered in the development of the recommended network, including access for bicyclists, and improve crossings of arterial roadways where bicycle routes to parks, schools, shopping, employment areas, and transit, as well as roadway intersect at unsignalized locations. The Master Plan recommends new design conditions such as vehicle volumes and speed, roadway and lane width, and standards for collector and arterial roadways that include narrower (11 foot) network continuity. The table below provides a summary of the recommended vehicle travel lanes, and minimum five-foot bike lanes (with three-foot buffers for bicycle network higher speed roadways).

Summary of Recommended Bicycle Network Miles Promoting a Bicycling Culture through Education, Bike Lane 7.1 Encouragement and Enforcement Bike Lane (long-term improvements)* 36.3 Shared Lane Marking 18.6 Developing a network of well-designed bicycle facilities needs to be Neighborhood Wayfinding 17.6 complemented with educating all roadway users about their rights and responsibilities, and encouraging more people who are interested in bicycling, Sidepath 13.0 but concerned about safety to give bicycling a try. Motorists need to understand Paved Shoulder 30.6 and appreciate that bicyclists have operating characteristics different from Share the Road/3-Feet Signage 23.0 automobiles, and bicyclists need to be skilled in riding in various conditions. Total 146.2 Educating both motorists and bicyclists about state and local laws should be the *Long-term improvements include recommended bicycle facilities that will be implemented as a primary method for encouraging appropriate behavior. Enforcement targeting part of future street construction. Bicycle facilities could include bike lanes, buffered bike lanes, or certain behaviors of each road user group is also important for establishing possibly separated facilities such as cycle tracks. correct behaviors. Motorist behaviors that should be targeted include turning left and right in front of bicyclists, passing too close to bicyclists, parking in bicycle lanes, opening doors of parked vehicles in front of bicyclists, rolling through stop

VI October 2012 signs or disobeying traffic signals, and harassment or assault of bicyclists. Bicyclist The recommended bicycle network will likely be funded and implemented by: behaviors that should be targeted include ignoring traffic control (particularly traffic signals), riding the wrong way on a street, riding without lights at night, • Routinely accommodating bicycle facilities when roadways are and riding recklessly near pedestrians on sidewalks. constructed or substantially reconstructed. This strategy relates to the City’s Complete Streets resolution. Implementation • Required improvements as dictated by the City’s zoning and subdivision codes. The recommended bicycle network will be implemented incrementally over time, and it is anticipated that the majority of bicycle network recommendations • Dedicated funding sources at the local, regional, or state levels. Dedicated can be implemented within five years of the adoption of the Plan. These “short- funding may vary from year to year, but the City should both seek to term” recommendations primarily entail relatively low-cost improvements such reallocate a portion of its transportation budget to implementing the as signing and pavement markings along and within existing roadways. The recommended bicycle network and aggressively pursue funding from table below shows planning-level cost estimates for each recommended bicycle regional and state agencies. facility type. These costs are based on local pricing (where available) and industry In addition to recommending physical improvements to the street network, the standards. Master Plan also presents an “Action Plan” consisting of recommended policies and practices that will improve bicycle safety and promote bicycling as a viable New On-Street Facilities Miles Cost (at full-build out) mode of transportation. Bike Lanes (signing and marking)* 7.1 $143,000 Bike Lanes with Future Widening (signing and 36.3 $726,000 marking)* Shared lane markings (signing and marking) 18.6 $186,000 Signed Roadway (signing only) 23.0 $23,000 Neighborhood Wayfinding (signing and marking) 17.6 $36,000 Adding 4’ Paved Shoulders on Rural Roadways (on 30.6 $12,224,000 both sides of road) Adding 10’ Sidepath (on one side of road) 13.0 $3,901,000 Total 146.2 $17,239,000

* Does not include construction costs if widening is needed

October 2012 VII 2 Bicycle Master Plan Overview December 2011. from theEBCandothers. Work MasterPlan commenced ontheBicycle in approved fundingfor developing MasterPlan basedonrequests aBicycle community. friendly Edmond atrulybicycle of 2011,theCity thespring In step MasterPlan Developing wasfor aBicycle seenasthenext making the Law” enforceable policy (withoutthere beinganaccident orinjury). innewcommercial the developmentsparking andmaking “3 feet, It’s friendly, includingpassingordinances requiring theprovision ofbicycle tohas beenmoving makeEdmond more forward withactions bicycle Edmond, withhelpfrom theEBCandbroader community, bicycling the City’s planning, transportation design, andoperations. The of City community. The EBCworks to ensure are that bicycles considered in The liaisonrole andthebicycling EBCplays between theCity animportant Resolution. Committee wasthe EdmondestablishedperCity Bicycle (EBC) residents for place amore friendly to bicycle live, andplay. work, 2006, In recentIn years, there hasbeenanincreasing demandfrom Edmond 1.1 1/Bicycle Master PlanOverview Section

Introduction Introduction October 2012 October The hasbeen installing City “3 Feet, It’s theLaw” signs onmany ofitsstreets. 3 Bicycle Master Plan Overview Establishes an Action Plan that addresses the five Es: engineering, Es: engineering, the five addresses that Establishes an Action Plan and provides evaluation, enforcement, encouragement, education, collectively for as City staff, as well City Council, direction for bicycle network an on-street in with implementing forward moving manner. and safe effective a cost • Plan Framework Framework Plan are included in this Master Plan and strategies recommendations All Goal: the Master Plan help the City to achieve intended the number of peopleIncrease minimizing the bicycling while comfortable, safe, providing bicycles by involving number of crashes awareness public and increasing conditions, bicycling and efficient streets. of bicycles on Edmond and acceptance of, and a background provide to first Plan is organized the Specifically, supporting bicycling (Section in Edmond 1), then establish a clear case for, including opportunities an overview conditions, of existing provide to bicycle network (Section a recommended and constraints 2), present Edmond’s annual Bike to School event encourages students to ride to class. ride to to students encourages School annual Bike to event Edmond’s October 2012 will 1 Recommend policies, practices, and programs to support to and and programs practices, policies, Recommend bicycling as a viable transportation bicyclistspromote mode for of all skill and comfort levels. Identify the challenges and barriers the bicyclingIdentify to city in the along solutions; with recommended connected of a city-wide, opportunitiesIdentify development for bicycle facilityand safe network; and Builds upon previous plans and links together other ongoing efforts plans and links together Builds upon previous network, trail and efforts in including the City’s bicycling, to related neighboring jurisdictions. public feedback, elected assisting extensive officials Incorporates to see developed. want citizens and staff in understanding what a city-wide bicycle schedule for an implementation Provides time with a focus over implemented be incrementally network to a the most benefit from on short-term will provide projects that ridership perspective.

Master Plan Purpose and Framework Plan Purpose Master 3. 1. 2. • • •

Bic

1 hands-on and assistance, incentives, which provides America program, Bicycle Friendly actively support and businesses that universities communities, for recognition award ofAmerican Bicyclists’ oftheLeague of bike-friendliness. isacomponent Community and cities annually based on their level states and ranks Friendly bicycling, ycle Transforming the City of Edmond into a Bicycle Friendly Community Bicycle a Friendly the City into of Edmond Transforming The purpose of the Edmond Bicycle Master Plan is threefold: Bicycle purpose is threefold: of the Edmond The Plan Master 1.2 happen incrementally over time. The Master Plan provides a framework a framework provides Master Plan The time. over happen incrementally and will serve the City as the go-to this transformation for document for roadway bicycling into integrating tightly with more forward as it moves and land use and development, budgets, capital improvement design, the Bicycle efforts. Specifically, encouragement and community education Master Plan: 4 Bicycle Master Plan Overview funds. systems, decisionsandchoices on how to andmaking bestutilize finite develops itstransportation some points to considerfurther astheCity equity,transportation andreducing environmental Below impacts. are investments,transportation improving publichealth,addressing including economic development, maximizingthereturn on mode, andameanstotransportation achievingmultipleobjectives, areCities across asaviable embracing thecountry thebicycle into dailyroutines, point to theneedfor implementing thisMasterPlan. healthy lifestyles, e.g. for integrating opportunities andbiking walking as well asgrowing publicdemandfor choices, more transportation and systems that andaccess.transportation maximize mobility These trends, and more, isbeingseenasakeycomponent thebicycle ofsustainable costly to maintain over time, lesspolluting, andmore equitable. More less solutionsthat are moreand transportation sustainable—meaning interest amongcitizens andotherstakeholders inpursuingdevelopment are feeling thepressure costs. ofincreasing transportation There isgreat integrating addition,many In households landusewithtransportation. addressing localandglobalenvironmental issues, andmore closely providing cost effectively andequitably, infrastructure andservices Many citiesare facingchallengesinterms ofeconomic development, national interest mode. inpromoting asaviabletransportation bicycling Presently, anumberofkeytrends are converging andresulting inalarger 1.3 progresstracking ofPlan implementation. 5alsoprovides measures for performance 5).Section (Section objectives that isframed around andtargeted for objectives actions achievingthose 4),andfinallyanthrough gooddesign (Section practices “Action Plan” specific information onhow andsafety to maximizecomfort bicyclist 3),provideand themethodologyusedto (Section establishthenetwork

The Case for Investing inBicycling October 2012 October Suburbs?slide=11 2 Economic Development More andmore communities are realizing themultiplebenefitsofpromoting bicycling.

CNBC.c • enhance quality oflife.enhance quality live through theinvestment ininfrastructure andamenitiesthat rate, itcanwork to maintain itsstatus ofbeingagreat place to rate,crime relatively low housing prices, andlow unemployment CNBC’s Suburbs”“10 Perfect list new residents andemployers. While Edmond was ranked #1on andbikeableare seeingdividendsintheformwalkable ofattracting amenities. Citiesinvestments that are making to become more recruit top employees dependssignificantly onlocalculture and oflife.quality Many employers are recognizing to that theirability traditional benefits, suchaslifestyle criteria and buton external and peopleare and choosingwhere to work notjustonsalary manyIn industries, thecompetition for workers isonaglobalscale, om 10 Perfect Suburbs,om 10Perfect 2011.

http://www.cnbc.com/id/44347217/10_Perfect_ 2 becauseofitsgoodschools, low 5 Bicycle Master Plan Overview Communities across the country are finding that developing the country developing finding that across are Communities to way effective cost multi-modal transportation is a more systems mobility than trying needs rather meet demand to meet people’s City has already of Edmond The expansion. roadway through in its transportation infrastructure. investments made substantial bicycle is a key strategy Implementation facilities of on-street a and developing of this investment maximizing the return for transportation balanced system. bicycling far one of the cheapest is by dollar, Dollar for transportation support. modes to High quality bicycle facilities can and relatively space, roadway using existing often be developed markings help can be used to low-cost and/or signage pavement comfortable biking. more and feel people navigate • • Maximizing the Return on Transportation Investments Transportation Maximizing the Return on Bicyclists local businesses. money at spend October 2012 , – Edmond Resident – Edmond

4 Guidelines for Analysis of Investments in Bicycle Facilities Analysis of Investments Guidelines for The American Automobile Association estimates estimates Association American Automobile The 3 . Krizek, (2006), et al. A motor vehicle is the second-highest household expense, after household expense, is the second-highest vehicle A motor housing itself. that Americans spend on average $8,485 each year to own and own to year $8,485 each Americans on average spend that as gas prices each year number increases This a car. operate It about $7,000 of this leaves that is estimated increase. continually while etc.) insurance, fuel purchase, (through the local economy registration, maintenance, taxes, (through about $1,400 remains households the transportation can give choices Providing etc). household up more thus freeing cars, fewer option of owning walking Improved in the local economy. can be spent money that local property increase to and and cycling tend values conditions support local development. Bicycling can be an important component of a city’s tourism and tourism Bicycling can be an important of a city’s component walkabilityThe and bikeability not of a place industries. convention but also the quality its residents, only impacts for the quality of life spend that visitors and can help draw of its visitors, of experience on both capitalize City could of Edmond The money in Edmond. “Historic Bike and support 66 efforts Route such as the proposed of a new and development Lake trail, Arcadia the proposed Trail”, bike-friendly a more becoming by community. center, convention • • Bic Kevin J

3 DC, 2012. Washington Walking, Biking and 4 2012Benchmarking States: intheUnited Report, Walking for Alliance and ycling “I have been to other cities that have bicycle transportation have cities that other been to “I have the quality of life” improve obviously that systems Transportation Research Board, NCHRP Report Board, Research 552 Transportation 6 Bicycle Master Plan Overview our bikes to runerrands, pickupgroceries, etc.” “Better access to businesseswould behelpfulsowe canuse gden CL,Carroll MD, LR,LambMM,Flegal Curtin KM.Prevalence ofhighbodymass index inUSchildren andadolescents, 2007–2008. JAMA 2010;303(3):242–9. 6 5 Health

O • • • http://www.health.gov/paguidelines/ strengthening activities. 3timesaday, orbiking, walking 5days aweek alongwithmuscle- whichisequivalent week, to 10minutes every ofbrisk activity publication recommends aerobic 150minutes ofmoderate-intensity and HumanServices’ 2008Physical GuidelinesforAmerican Activity diets. To ofHealth maintain goodphysical health,theDepartment which islargely aresult andhighcalorie oflackphysical activity hasbeencharacterized asanational publichealthepidemic, Obesity increased from 5.0percent to 18.1percent. prevalence among adolescents ofobesity aged12to 19years from 6.5percent in1980to 19.6percent in2008,nationwide. The The prevalence amongchildren ofobesity 6to 11increased meet theseguidelinesandstay healthy andfit. integrate into theirdailyroutines orbiking canhelpthem walking ridership andallowridership thesystem oftheCity. to expand into otherparts increase lanes, couldsuch asbicycle trails, further andparking and targeting theprovision ofsafe andconvenient facilities bicycle The ofEdmond buses, hasseenlarge City onitsCitylink ridership choices andexpands thereachtransportation ofthetransit system. Pairing improvements facility bicycle withtransit gives peoplemore that ofalongerjourney involvesshopping, oritcanbepart transit. may trip endat orbicycling adestination suchaswork or A walking 5 Providing for peopleto opportunities

6

– Edmond Resident October 2012 October

international data, American JournalofPublicHealth, bid. 9 ctive Transportation Piece istheMissing inOur Transportation System, Rails-to-Trails pager%20plus%20trivia%20final_9-09.pdf Conservancy, http://www.railstotrails.org/resources/documents/ourWork/ATfA/ATFA%20one- 8 ucher, J. etal. 7 Environment their healthy habits.” to seeimprovements residents [for in to bicycling] support “My husbandandIare involved andwould incycling love

I A P • • • • and found statistically significant inverse relationships at alllevels. travel versus in14countries, obesity 50U.S. states, and47U.S. cities, Researchers compared therelationship andwalking between bicycling conventional carswithhybrids. 33 milliontons peryear. This isequivalent to replacing 19million 3.8 billiongallonsayear andreduce greenhouse gasemissionsby from 12%towalking 15%(nationally) could leadto fuelsavings of Increasing themodeshare and madeby ofalltrips bicycling and encouragement for thesemodes. ofotherschoolstocould improve bemadewithinthevicinity safety conducive to for walk orbiketo school, kids andimprovements Many Edmond schoolsare that inneighborhoods are already greatly reduce emissions associated harmful withcold starts. can trips andwalking withbicycling thesecartrips Replacing trips, peoplearepercent—of usingtheircars. theseshortest three miles, ora20-minute bikeride. Yet for thevast majority—78 mile, takenare andhalfofalltrips orabouta20-minute within walk, peopletakeintheUnited ofalltrips States are withina One-quarter Walking andcycling to health:Acomparative analysis ofcity, state, and

9 2010. – Edmond Resident 8

7 7 Bicycle Master Plan Overview – Pedaling to Prosperity Report, Prosperity to – Pedaling May 2012. - Develop a Pedestrian and Bicycle Plan to provide connected and safety connected provide to and Bicycle Plan - Develop a Pedestrian - Create a transportation clearly reflects the social - Create which system dependent less auto that are patterns development land - Promote contains goals and policies that speak directly to, and and directly speak to, and policies that goals IV contains Plan Edmond high quality bicycle supportof a comprehensive, the development Plan’s The network as part dependency. automobile of its goal of reducing goals policies also support all roadway enhancing mobility for and safety GT – Goal Transportation; and policies (PT – Policy goals Applicable users. below: listed Sustainability) Land Use are – Policy PLUS Transportation; PT 4 a full providing by in land use patterns, as evidenced of the City, objectives transportation of and rail for pedestrian, cyclist, vehicular facilities range and recreational, aesthetic, mobility, safety, to with due attention modes, utilitarian needs. PT 5 development, amount of a given For supportand that better options. travel fewer uses generate densities and mixed and employment higher residential Both large-scale the single-family development. density, trips than low auto design should support site and smaller scale of new development pattern and fewer promoting by dependency, automobile goal of reducing this Plan’s ride sharing, transit, through of which may occur shorter many trips, vehicular or walking. bicycling, GT 5 facilities. oriented and obstructions 15 - Minimize hazards on the pedestrian and bicycle PT levels different Allow maintained. is properly ensuring the system by system based on amount and type for certain linkages of use or of maintenance key risk. to exposure More Americans are choosing to bicycle for everyday everyday bicycle for choosing to are Americans More transportation. of 2010, the number 2000 and Between was and nationwide, 40 percent grew bicycle commuters — in some cities. — 77 percent greater even October 2012

aims to ensure that ensure IV aims to Plan Edmond , and incorporate , and incorporate Plan Transportation Edmond goals and policies, general plan, and ordinance plan, and ordinance general goals and policies, establishes the anticipated General Plan The plan. The character of Edmond. future and desired transportation 5 of goals and policies in Chapter of recommendations IV reflect the Plan Edmond the 2030 functional of local classifications Year the roadways. is major roadways to adjacent development and that class, the roadway for compatible acquired. is sufficient right-of-way Providing the community viable and affordable transportation the community viable and affordable Providing bicycling walkingtransit, and include that reduce choices helps to of an equitable and is a key component costs household travel transportation system. Supp Implementation of the Bicycle Master Plan Will Plan of the Bicycle Master Implementation •

Edmond Plan IV Plan Edmond supports enhancing mobility for and safety users. all roadway Edmond Plan IV Plan Edmond official in 2007, is the City’s adopted which was IV, Plan Edmond the how vision for a long-range provides plan, which comprehensive It components: of three is comprised and develop. community should grow direct have and policies that plans City has existing of Edmond The of a city-wide the development for implications planning and design and safe comfortable, convenient, bicycle is continuous, network that Established Goalsand Objectives ort theCity’s they and how plans and policies, These of bicyclists. a wide range for support discussed below. are versa), the Bicycle (and vice Master Plan be strengthened these plans and policies may how for Recommendations support discussed in better are to of the Master Plan implementation Section 5. 1.4 Equity 8 Bicycle Master Plan Overview Edmond TransportationPlan emphasis onconnectivity, andaccessibility. through sidewalks, bike pathsandtrail improvements withparticular PLUS shouldpromote 7-Development activity andbicycle pedestrian land use, protection from neighborhood widerstreets, oreconomic vitality. asmanagingtraffic flow, asimportant goals thatmaybe suchasgoalsfor PT theavailability 19-Reflect ofalternative travel optionsand community recreational pursuits, forsuchactivities. andprovide adequate opportunities PT ofwalking, 18-Recognize theimportance jogging, as andbicycling isidentified.impact PlanBicycle through thedevelopment review process where adevelopment PT sidewalk 17-Secure andtrail improvements withthePedestrian and On May 24 Complete Streets Resolution Transportation Plan The Edmond Plan (2007)orany planadopted inthe future, givingconsideration to and economically feasible, in accordance withourEdmond Transportation Street projects planned, shouldbe designed, andoperated, whenphysically choices inEdmond.” The resolution states that: “supporting thecomplete streets philosophy to expand transportation th , 2010theCity’s Mayor Council andCity approved aresolution collectors, andlocalstreets. lines(milespacing), major along county section consists ofmajorandminorarterials primarily classificationfuture of functional roadways, which safe andefficient manner.” ThePlan establishesthe facilitating themovement ofpeopleandgoodsina City’s projected growth, and enhancingmobility and improvements are basedon “meeting the ofmajor roadways.and plannedextension Needs 25 year planninghorizon, includingtheexisting needsandimprovementstransportation for a adopted in2007,identifies current andfuture The Edmond Transportation Plan, whichwas October 2012 October utilize short off-street segmentsutilize on-street short to facilities.connect recommended to existing facilitiesconnect orplanned trails, bicycle or (andvicean on-street network versa). bicycle For example, several existing andplannedtrail interms ofhow network itcancomplement to determine theirfeasibility. This MasterPlan hasconsidered theCity’s providing destinations, access acloser look to many important deserve are envisionedlinkages to beanintegral component ofthetrail system, forrights-of-way additionorimprovement ofsidewalks. While these accommodate on-road bikefacilities, aswell asspace withinexisting have corridors suggeststhat theidentified thepotential linkage It to plan alsoproposes 48milesofon-road andsidewalk bicycle “linkages.” of proposed trails throughout in37 corridors ofEdmond. theCity The throughout the community. efficiency Itidentifiestransportation 84miles be implemented to improve access to recreation resources andimprove addresses policies, programs, andphysical improvements that should by ofoff-road buildinganetwork paved multi-purpose trails. The plan recommendations for improving access community to outdoor resources The Trails andSidewalks MasterPlan was developed in1999to offer Trails andSidewalks Master Plan Streets canbeseeninAppendix D. Resolution amoreto makebicycling viableandsafe modeoftravel. The Complete andotherimprovementscity-wide on-street network bicycle that willhelp thedevelopment ofa planninganddesign, andsupports transportation This resolution framework provides for apolicy how approaches theCity and publictransit riders ofallagesandabilitiesamongstvehicular traffic. equitable way to accommodate andensure travel forpedestrians, bicyclists, Complete Streets Coalition, to provide forabalanced, responsible, and the accepted standards forComplete Streets, as outlinedby theNational 9 Bicycle Master Plan Overview Approximately 45% of respondents indicated that they would they would that indicated 45% of respondents Approximately use bicycling as their primarypotentially mode of transportation within the City. Stakeholder Outreach and Input and Outreach Stakeholder •

Public Outreach and Input Outreach Public why including about bicycling, perceptions public’s Understanding the and as the challenges as well biking bike, like to people are or would biking a bicycle people from developing is critical to barriers preventing in higher will result ultimately that strategy plan and implementation an was feedback the public and getting Engaging bicycle ridership. and process, important development of the Master Plan component was input Public recommendations. of the plan’s many form helped to methods: using the following sought Online Survey February between online survey and made available An developed was survey questions intended of 16 The consisted 20, 2012. 23 and March understand why help the project team would that elicit responses to Several bike more. get people to take to it would and what people bike, understand who the survey to also asked questions were demographic types of among different differ needs may and how reaching was an email website, survey via the City’s The disseminated was bicyclists. laptops/ on several and made available 300 recipients, over blast to surveyThe had 515 responses. the public open house in March. tablets at a number of important Plan which this Survey points, revealed responses and strategies: its recommendations through address to attempts 1.5 the with City staff, consultation in close developed was Master Plan The section This contains and the public at-large. BicycleEdmond Committee, throughout a summaryreceived effortswas of outreach and the input that process. development the Master Plan October 2012 The City’s Zoning Ordinance (Title Ordinance in 2007, Zoning adopted 22), which was City’s The bicycle parking for facilities (Section provisions contains 22.6.1A (11)), 2010. Bicycle parkingFebruary, are facilities effect in into which went than three more containing developed all new residential for required and institutional office industrial, and commercial, units on the same lot, is enlarged use that existing any Bicycle parking for uses. is also required proportional approval, Plan Site Commercial and requiring or expanded or more uses (three residential of added parking the amount to For area. car parking the first eight units) one bicycle for parking is required space each and an additional bicycle for parkingspaces, is required space office, industrial, commercial, For provided. car spaces additional ten the first and institutional uses one bicycle for parking is required space car parking bicycleeight and an additional parking spaces, is space Bicycle parking provisions thereafter. twenty each car spaces for required and the dimensions to be used, for the rack type of include specifications and the surface Action is installed. on which the rack required, clearance bicycleexisting City’s the on how recommendations 6.4 in Section 5 offers be strengthened. could parking requirements the (Title address Subdivision Code that regulations 21) contains City’s The including block length, access within subdivisions, of streets arrangement contains Code Subdivision 21.02 of Edmond’s Chapter and connectivity. and collector streets local streets dictate how that regulations several improving for Section 5, Action developed. 2.2 lists some strategies are neighborhood connectivity serve better to biking and walking trips. City Zoning Ordinance City Zoning In addition to the trail network recommendations, the Trails and Sidewalks and Sidewalks Trails the networkIn recommendations, the trail addition to bicycle facilities. on-street for guidelines design provides Master Plan based upon national as they are outdated generally guidelines are These been revised since have best practices and that guidelines and standards, upon. and improved 10 Bicycle Master Plan Overview A full summary of survey responses isincluded inAppendix A. ofsurvey A fullsummary • • • • • • horns. narrow, streets, speeding onneighborhood andaggressive useof on cell phones),failingto slow down for whentheroad bicyclists is whenpassing,bicyclists (e.g. driving distracted ortexting talking and traffic signals; and drivers)(for providing adequate space to riding, wrong-way riding, withstop andnon-compliance signs night-time withoutlightsbicyclists) riding orreflectors, erratic be addressed through education andenforcement, including(for There are behaviors anumberofdriver andbicyclist that needto signage. and more shared lanesaccompanied withpavement and markings on-streetstriped bikelanes, drivers theroad sharing withbicyclists, to on,more ride separated bikeways (e.g. sidepaths ortrails), more more are:bicycling often provision ofpaved shouldersfor bicyclists The top five thingsthat would increase thechances of respondents andinsufficient bikeparking, weather. don’t feel safe, suchasintersections, barriers railroads, etc., are:from theirbicycles lackofon-street riding facilities, bicycle The top five that makeitdifficultand factors prevent respondents shopping areas, anddowntown. order): parks, Arcadia Lake, University ofCentral Oklahoma, The top five destinations respondents would bike to are (in miles. 83% would bike30minutes (6miles),and76%would bikeover 10 bike five minutes (1mile),92% would bike ten minutes (2miles), long trips, iftheyfelt itwas safe to doso. 94%ofrespondents would A large numberofrespondents trips, would aswell bikefor as short recreation andexercise. allrespondentsNearly indicated theydoorwould bikefor October 2012 October of whichrelated isneeded. to specificlocations where parking bicycle pages. Atotal of119comments were gathered usingthistool, themajority 300 recipients, andwas featured onvariousotherwebsites andFacebook link to themapwas provided ontheCity’s website, inanemailblastto over or commonly usedroutes, challenging intersections, A andbikeparking. specific information travel, aboutissuesaffectingbicycle suchasdesirable An online interactive mapping tool was utilized geographically to collect InteractiveOnline Map organizations, andbusinessesthat community. are inthebicycling active the City’s Facebook page, aswell asotherFacebook pagesofindividuals, UpdatesMaster andnotifications about the Plan were cross posted on Media Social Online interactive mappingtool 11 Bicycle Master Plan Overview Edmond Bicycle Committee and Friends Bicycle Committee Edmond stakeholders (EBC) Bicycle Edmond Committee and other interested The served development advisory the Master Plan as a citizen for committee and present EBC meetings to several attended project team The process. of the development throughout on draft elements Plan comments receive about the the word spreading in instrumental EBC also was The the plan. provide fill out the online survey, people to and encouraging Master Plan It the public open houses. is and attend map, on the interactive comments and evaluating in monitoring a role the EBC will play that also anticipated plan implementation. City Staff Input and Engineering Works, Public Planning, the of Cityfrom staff group A core departments functioned the advisory as the technical for committee engaged staff on project team The process. development Master Plan of feasibility of roadways, and design the planning to issues related and other factors impact that bicycle improvements, recommended bicycle network and bicycle ridership in of a comprehensive development recommended on the comments and provided reviewed City staff general. bicycle network and the draft document. Master Plan throughout the city of transportation bicycling so that throughout can be a viable form as was public comments theme among A common activity. as a recreational well the quality enhance greatly which would making bicycle friendly, more Edmond live. to place as a desirable its reputation and help bolster in Edmond of life October 2012 It the open houses and the numerous based on discussions at evident, was is there that process, development the Plan throughout received comments bicycling conditions improve community to within the Edmond interest great Open house participants provided valuable feedback on bicycle plan elements. feedback Open house participants valuable provided Open Houses Public 8, 2012. on one hundred was held public open house first March Over The and provide information gather the open house to people attended including goals and objectives and of the Master Plan, input on elements mark asked to were Participants bicycle improvements. recommended about with ideas they have system roadway up maps of the Edmond routes. known and desired challenges and barriers, good bicycle routes, and field analysis direct the project helped to team’s Map comments also bicycle network. were recommended of the Comments development In on draftsought goals and objectives. addition, the online survey was were comments Additional laptops/tablets. on several made available participants and during the question by forms submitted using comment A the project team. by a presentation session, which followed and answer A. in Appendix summary is provided of these comments purpose of The held on September 13, 2012. open house was A second the draft and recommended Plan Master present to this open house was bicycle network, an additional opportunity and provide the public for the open house and provided Over 50 people attended comment. to majorityThe of participants very supportive were of feedback. valuable and the draft bicycle network. recommendations the draft plan’s 12 Existing Conditions Analysis: Constraints and Opportunities Table 1:Edmond Roadway by Functional Mileage Classification and opportunities. roadways, constraints class, and observed ofeachfunctional thepurpose oftheCity’sBelow isadescription classification system functional for its undividedpaved -toCity two-lane streets innotfullydeveloped areas. andgutterswith curb -prevalent ofthe inthemore developed portions from multi-lane,Roadway vary highvolume characteristics dividedstreets ofEdmond’smileage summary street classification. by network functional lines(milespacing). developed oncounty section Table 1shows a roadway, grid collector system consisting ofanarterial/major primarily The ofEdmond owns City andmaintains approximately 680milesof Constraints andOpportunities 2/Existing Conditions Analysis:Section local and collector streets and the major arterials, andfacilitate streetslocal andcollector the andthemajorarterials, between asconnections across serve typically theCity. arterials Minor concentrations, andfacilitate large volumes ofthrough traffic traveling between majortraffic generators as connections andland use serve provision access ofdirect typically to abuttingproperty. arterials Major to provide for beingthe traffic function movement withasecondary ofEdmond’s purpose The primary streets is majorandminor arterial 2.1 Total Freeway andFrontage Roads Arterial Major Arterial Minor Collector Local Functional Classification

Arterial StreetsArterial 680.4 7.6 66.8 108.9 11.8 485.1 (Miles) October 2012 October 10 Edmond. between majordestinations in connections streets provide often Arterial theonly community. movement oflarge traffic distances volumes withinthe over shorter Plan, Edmond Rd/2 between mostmajordestinations. Prior to the2007 Transportation circulation system for theCity, andinmany cases, theonlyconnections have streets beendeveloped, astheprimary currently serve arterial standards street for construction. new arterial streets, astheCity’s for whichserve sections majorandminorarterial Figure 1,takenfrom theCity’s Transportation Plan, shows cross thetypical that have been,orwillbe, linesare developed minorarterials. onsection Blvd,Depot Ave andDouglas All otherstreets asplannedmajorarterials. Plan identified Kelly Ave, Bryant Ave, CovellRd, 33 however, intheCity; designated majorarterials theCity’s Transportation dmond Transportation Plan, 2007. E 10 Given how theCity’s road andresidential network areas nd Ave andBroadway (southof2 and thuslower traffic volumes. concentrations ofdevelopment, areas withlower oftheCity segments within along arterial segments, particularly arterial vehicle speedsare prevalent on the downtown area. High radius from within athree-mile streets vehicles onarterial ranging from 10,000to 27,000 from 2011show traffic volumes Average Daily Traffic data (ADT) rd St, portions ofAir St, portions nd Ave) were theonly 13 Existing Conditions Analysis: Constraints and Opportunities October 2012 Figure 1: Typical Cross Sections for Major and Minor Arterial Streets (from Edmond Transportation Plan) Transportation Sections Major Cross Edmond and Minor for (from ArterialStreets Typical 1: Figure October 2012 14 Existing Conditions Analysis: Constraints and Opportunities Figure 1(cont.): to existing andprojected traffic volumes. vehicle lane, segments whichgenerally isnotfeasible due inmost arterial accommodate on-street dedicated facilitieswithouteliminating a bicycle streets cannot number oflanes)for ofexisting arterial themajority accommodating bicyclists. The existing (i.e. cross widthand section and lanewidths, present somechallengesto safely andcomfortably widths and speedsofthesestreets, aswell astheexisting curb-to-curb wantingbicyclists to access majordestinations, thehightraffic volumes streets couldWhile provide existing arterial routes the mostdirect for and Opportunities Existing andFuture Street Arterial Constraints October 2012 October and instead provide on-street buffered 4.3). Section bikelanes(see corridors lanes asameansto accommodate alongmajorarterial bicyclists recommends reevaluate that theCity ofproviding wideoutside its policy all future andreconstruction ofminorarterials. construction The Plan also City’s street standards, whichincludesincorporation laneson ofbicycle bikeways tracks. suchascycle This planrecommends modifications to the such asbikelanesandbuffered bikelanes, andpossiblyseparated for facilities accommodating withhigh quality opportunities bicyclists there street willbe As continues network, theCity to buildoutitsarterial 15 Existing Conditions Analysis: Constraints and Opportunities

The City’s few collector streets offer opportunities offer collector streets few City’s The for bicycle facility improvements, such as bike lanes. bicycle facilityfor improvements, St, Rankin St, Fretz Ave, Ayers St, Baumann Ave, Baumann Ave, St, Ayers Ave, Rankin St, Fretz St, th University Dr, and Chowning Ave) were observed to have low traffic traffic low observed have to were Ave) and Chowning Dr, University Existing capacity. vehicle and excess during peak hours, even volumes, accommodate smaller traffic volumes over shorter distances. The posted The posted over shorter volumes distances. smaller traffic accommodate collector is typically mph. Mostspeed on collector 25 streets of the City’s circulation internal more provide to been developed have streets within the collector streets The and vicinity. core within the downtown (9 area downtown October 2012 Collector Streets Collector

2.2 of a balance for provide to network of collectors is intended Edmond’s internal is movement often Traffic property and movement access. traffic neighborhoods, with collectors connecting residential areas, localized to involves design Their with the arterial etc. system. churches, parks, collectorsto arterial compared As streets, site-specificconsiderations. Figure 2: Typical Cross Sections for Major and Minor Collector Streets (from Edmond Transportation Plan) Transportation Edmond Sections (from Major Cross and Minor Streets for Collector Typical 2: Figure October 2012 16 Existing Conditions Analysis: Constraints and Opportunities and Opportunities Existing andFuture Collector Street Constraints of 9 widthofthesestreets varieswidelyfrom 20feet (portions curb-to-curb comfortable for a wide range of bicyclists (see Section 4.3for for details). comfortable (seeSection awide range ofbicyclists minor modifications inorder to provide facilitiesthat are bicycle more generally accommodate bicyclists. However, thisPlan recommends The City’s standards (shown inFigure 2)for streets newcollector recommended design practices). requiresthese intersections 4for specialattention detailson (seeSection cases, streets. terminate at Safely arterial accommodating at bicyclists However, streets, streets thesecollector andinmany witharterial intersect for in that network area. developing anddensebicycle a well-connected Collector streets withintheDowntown core provide goodopportunities space for facilitiesandotherroadway bicycle safety improvements. or theelimination ofunneededvehicle travel lanesinorder to provide excess vehicle capacity, whichinsomecasesmay allow for “road diets” these roadways have relatively low traffic volumes, andgenerally have andsafelycomfortably accommodating bicyclists. As mentioned above, streetExisting collector segments have few constraints orchallengesto collector streetcollector construction. streets,and minorcollector astheCity’s whichserve standards for new City’s Transportation Plan, shows for cross thetypical sections major inthedowntownsegments, area. particularly Figure 2,takenfrom the roadways. ispermitted alongmany On-street street collector parking streets, therearterial are ahighernumberofdriveways alongthese streetscollector are intended to provide a higherlevel ofaccess than th St) to 44feet (University Dr, Ayers of9 St, andportions

th St). Because St). Because October 2012 October a meansto respond to resident complaints ofcut-through traffic. some areas. Onsomelocalstreets haspermitted street theCity closures as utilization tend to encourageparking speeding, in whichwas observed 25mph. is primarily Wider localstreets, i.e. 30to 32feet, withlow on-street residences have driveways andgarages. The posted speedon thesestreets to beunderutilizedwhereit was inmostareas, observed particularly 32 feet. ispermitted onmostlocalstreets; On-street however, parking widthsare 26,30,and regular grid. Onlocalstreets, curb-to-curb typical local streets withinthecore oftheCity, whichwere developed inamore streets that are largelycurvilinear discontinuous withtheexception of streets. arterial The localstreet inEdmond network ischaracterized by and distribute traffic between individualparcels or oflandand collector Local to streets provide function andto access collect to abuttingproperty 2.3 conditions for bicycling. Many oftheCity’s localstreets offer good

Local Streets several localstreets. Street closures have beenpermitted on 17 Existing Conditions Analysis: Constraints and Opportunities The City has an of Edmond The network a and sidewalk extensive and trails. paths number of paved located are Most paths existing several are but there within parks, within been developed have that or utilitycorridors. floodways on both sides present are Sidewalks in most developed of the street and widths parts of the City, Many bicyclists were observed bicyclists riding bothon sidewalks Many were 11 Path and Sidewalk Network Sidewalk and Path

to allow theuseofsidewalks governing City modifieditsordinance ofEdmond The with and against the direction of vehicle travel on adjacent roadways. on adjacent travel with and against the direction of vehicle pedestrians and bicyclists along arterial accommodate a means to As sidewalks, construct practice to 10 foot current the City’s it is streets, along Examples of these types of facilities can be found feasible. where constructed (north section St of N Boulevard the recently of E Danforth Rd. W Covell Rd), and along 11 ride their bicyclespeople to outside of Downtown. on sidewalks 2.5 for more confident recreational bicyclists, but high vehicle speeds and but high bicyclists, recreational confident more for roadways bicyclists. of these Some confident less lanes likely deter narrow major or minor arterial the to be reconstructed standard will eventually However, Plan. Transportation the City’s to 1 according in Figure shown within the will likely not be fully reconstructed roadways of these many the addition of paved such as improvements Therefore, future. foreseeable to make could help signage wayfinding shoulders and/or bicycle route of bicyclists. a wider range comfortable for more some of these roadways range from 4 to 10 feet. In some areas, i.e. along arterial sidewalks i.e. streets, In some areas, 10 feet. 4 to from range to access for bicyclists wanting comfortable the most experience offer collector such as shopping malls or connect less traveled destinations to and local streets. The City has a growing network of paths. City has a growing The October 2012

Edmond has many two-lane has many Edmond developed undivided roadways sectionalong county lines, primarily east of I-35 and north Most Rd. of these are of Covell planned as minor or major arterials. in width from range streets These edge) and (pavement 24 feet 22 to shoulders. no paved have generally Intersections roadways of the rural Rural Roadways Rural

Rural roadways are frequently used by used by frequently are roadways Rural cyclists. recreational 2.4 A number of local streets have high potential for incorporation into the into incorporation for high potential have of local streets A number volumes traffic low because they have routes bicycle stress network as low connections within the arterial/collector through and provide and speeds, these Where and/or collector streets. local streets link up with other that grid challenges because these some are intersect arterial there streets streets, traffic gaps in insufficient are and there typically unsignalized are locations In some the street. cross a bicyclist comfortably and safely allow to would that be necessary would bicyclists warning to allow or signal a traffic active cases, attracting critical for are Such improvements the roadway. cross safely to a consistent and providing locations high stress eliminating ridership by (See of comfort Section along a bicyclelevel route 4.4). In are addition, there intersecting a collector or arterial local streets two where locations several short such as sidepath Spot improvements one another. from offset are street be necessary may accommodate and signage to segments (or wide sidewalk) of on- Because of the allowance and direct these locations. bicyclists through not an option on most local streets. parking, bike lanes are street Existing and Future Local Street Constraints Street Local and Future Existing are typically all-way stop controlled. The posted speed on these roadways is speed on these roadways posted The controlled. stop typically all-way are a good experienceriding offer roadways rural City’s The primarily 45 mph. and Opportunities October 2012 18 Existing Conditions Analysis: Constraints and Opportunities of-way, significant environmental constraints, andopportunities. interms ofavailable mapbasedonwhat network isknown right-bicycle trails shown intheCity’s Trails andSidewalks Plan) shouldbeshown onthe planned trails. staffprovided City inputonwhat plannedtrails (i.e. those The recommended map(Appendix network bicycle B)shows existing and andtherefacility isavailable right-of-way anoff-street to construct facility. or where itissimplynotfeasible to accommodate anon-street bicycle and ashared usepath asanalternative canbeconstructed connection, and Opportunities Existing andFuture Path andSidewalk Constraints high. very associated withright-of-way acquisition andengineering are likelyto be many oftheseplannedfacilitiesneedsto bestudiedclosely, asthecosts extensive oftrails network and “on-street linkages”. The feasibility of The City’s Trails andSidewalks Plan (discussedin1.3)identifies an two low stress streets. neighborhood street by onasidewalk riding that connects avoidsbicyclist onabusyarterial riding ofalackon-streetBecause facilities, a street isdiscontinuous network needed, orwhere theexisting on-street facilitiesis bicycle between connection where ashort may bethecaseincludelocations Edmond. Examplesofwhere this in network bicycle comfortable of aconnected, convenient, and component likely beanecessary guidelines) andsidewalks, will (developed to current AASHTO paths andsidepathsOff-street October 2012 October S Broadway, and W 15 shopping areas) isconcentrated alongE2 Beyond Downtown Edmond, retail commercial development (i.e. on-street facilities. bicycle volumes andspeeds, andtherefore, are conducive for theinstallation of employment areas may be accessed by roadways that have lower vehicle are beingdeveloped. With the exception oftheI-35corridor, thesemajor whereand theI-35corridor anumberofmedical-related uses have been/ University ofCentral area, Centennial Oklahoma Blvd/Technology Drarea, areasMajor ofemployment are concentrated around thedowntown/ by plannedtrails.served areas withon-street facilities. bicycle Many oftheseareas would bewell streets, these whichpresentmajor arterial somechallengesto serving Rd. Many ofthesemulti-familydevelopments canonlybeaccessed from 2.6 accessed by discontinuous localstreets. Many ofEdmond’s residential areas are Danforth Rd and N Bryant Ave, andNBryant Rd Danforth E15 andNSanta Fe Rd W Danforth Ave, andNKellyAve, Rd W Danforth E Oklahoma east of N Bryant Ave eastofNBryant ofE2 inthevicinity Oklahoma development isconcentrated, mostnotablyneartheUniversity ofCentral intheseareas.network There are afew areas where intheCity multi-family

Land UseLand andDevelopment th Ave andNSanta Fe Ave. theseshopping Because th St and S Bryant Ave, St andSBryant E15 Bryant AveBryant and15 (defined by Kelly Ave,Rd, Danforth houses. core oftheCity Outside characterized by single-family past three decadesandislargely Edmond hasoccurred over the ofthedevelopmentMuch in developing bicycle aconnected which presents challengesto streets,discontinuous curvilinear development isaccessed by nd St withsmallerpocketsat nd St and Kickingbird St and Kickingbird th St), residential th Ave and 19 Existing Conditions Analysis: Constraints and Opportunities October 2012 Summary of Existing Conditions

2.7 some present patterns and development system street existing The bicycle city-wide serves network a robust that developing challenges to bicyclists for comfortable and convenient and is safe, well all destinations where vicinity, Within the Downtown of all skill levels. and confidence numerous are there densely developed, network is more the street dense and connected bicycle opportunities a relatively developing for network using collector and local streets. of on-street the installation challenges to Existing arterial present streets and constrained speeds and volumes bicycle high vehicle facilities due to construction of arterial streets Future curb within existing lines. space high quality bicycle opportunities facilities. integrating will provide for policies and street City’s to the modifications recommends Plan This accommodated users can be comfortably all so that and safely standards arterial on targeted streets. primarily which occur east of I-35 and north of roadways, rural City’s The bicyclists, confident for a good experience riding offer Rd currently Covell less confident lanes likely deter speeds and narrow but high vehicle be not likely to are which roadways, rural targeted Improving bicyclists. shoulders with paved medium-term, to in the near- fully reconstructed of bicyclists. a wider range to open these roadways may signage and route Off-streetconnections will be a and widened sidewalks such as sidepaths necessary of the bicycle network, short, component critical, providing yet not feasible. bicycle facilities are on-street connections where areas are located on major and minor arterial on major located high traffic with are streets areas there bicycle facilities, on-street adding safe for and no space volumes In some areas. these to bicycle access improving to some challenges are construction under planned or currently are facilities that off-street cases, to how to should be given but consideration will serve areas, these bicyclists along corridors servingaccommodate shopping destinations. October 2012 20 Recommended Bicycle Network Appendix Bcontains themapofrecommended network. bicycle ofmilesfor ofrecommendedprovides facility. eachtype bicycle asummary lanes,shared bicycle paved lanemarkings, shoulders, andsidepaths. Table 3 types, including facility ofbicycle consists network ofavariety bicycle throughoutas aviableform theCity. oftransportation The recommended ofdifferent levels, bicyclists and attract comfort andpromote skill bicycling to provide safe, convenient, conditions that bicycling andcomfortable The MasterPlan recommends that network isintended acity-widebicycle experienced andconfident versus casualandless confident bicyclists. 2, takenfrom theAASHTO Guide, of outlinesthegeneral characteristics of visible, convenient facilitiesisneeded. bicycle andwell-designed Table aphysical asamodeoftransportation, regularly network choosebicycling order In for thisgroup modeoftransportation. to isanecessary the bicycle forthose whoride recreation, withchildren; perhaps andthose for whom but may onpaths onlyride orlow-traffic streets in favorable conditions; frequently for occasionally thosewhoenjoy multiplepurposes; bicycling the population, andincludesawiderange ofpeople:thosewhoride It isthelatterand lessconfident. group of that makesupthemajority groups: theexperiencedinto andconfident, two primary andthecasual of riders. Those peoplethat are are willingto abicycle categorized ride level andcomfort ofvarioustypes probably istheskill more important peopleareof trips likelyto take, e.g. vs. utilitarian recreational, but consideration shouldbegiven network, designing abicycle to thetypes level,comfort physical ability, purpose. andtrip When planningand several ways inwhichto classifydifferentriders, including types ofbicycle The 2012AASHTO Facilities ofBicycle GuidefortheDevelopment 3.1 3/Recommended BicycleNetworkSection

Bicycle Network Overview discusses October 2012 October May cycle longerdistances.May cycle grades, upto 45mphonsteep descents. atMay ride speedsupto 25mphonlevel flow oftraffic on streets. Avoid onsidewalks. riding withthe Ride Prefer amore route. direct or shared-use paths whenavailable. prefer on-street bikelanes, paved shoulders, While onmoststreets, comfortable some lanes.using left-turn a narrow travel lanewhenappropriate and like amotor vehicle, usingthefullwidthof on streets, andare ableto navigate streets are withvehicles riding Most comfortable Experienced/ConfidentRiders Table 2: Total Share Signage theRoad Paved Shoulder Sidepath WayfindingNeighborhood Shared LaneMarking Bike Lane(long-term improvements)* Bike Lane Table 3:Proposed Network Bicycle Source: AASHTO Guidefor the Development Facilities, ofBicycle 2012,Fourth Edition. Casual/Less confidentRiders typical trip distance. trip typical Cycle distances: 1to 5milesisa shorter atMay ride speedsaround 8to 12mph. on sidewalks. noon-street isavailable,If facility may ride trafficwith heavy volumes. routeMay uselessdirect to avoid arterials intersections. may to bicyclists; walk bikeacross pertain be unfamiliarwithrulesoftheroad asthey May have gauging difficulty traffic and may streets. or bikelanesalonglow-volume, low-speed Prefer shared usepaths, boulevards, bicycle Miles 146.2 23.0 30.6 13.0 17.6 18.6 36.3 7.1 * Long-term improvements such as cycle tracks.such ascycle possibly separated facilities lanes, buffered bikelanes, or facilities could includebike street Bicycle construction. offuture implemented asapart facilitiesthat willbe bicycle include recommended October 2012 October 21 Recommended Bicycle Network 12

Considerations for Network Development Network for Considerations

E 2007. Plan, Transportation dmond 12 3.2 different by characterized which are distinct areas, has several Edmond East of I-35, the City mostly conditions. and street patterns development single-family lot lands and large of rural accessed consists development discussion under roadways” “rural (see two-lane, undivided roadways by as reconstructed be to proposed details), which are Section more 2 for arterials in the future. some point at cases major, and in a few minor, bicycle bicycle on several facilities network shows recommended The of the reconstruction minor arterial Since of the proposed streets. this Plan timeframe, not happen within a 20 year may these roadways roadway shoulders on targeted constructing paved recommends users all roadway for safety improve to measure as an interim segments See bicyclists ride of vehicles. out of the path to for a space and provide section arterials cross for Sections and a the recommended 4.3 and 5.2 for of the bicyclediscussion on phased implementation network, respectively. Numerous two-lane streets will be improved over time to include paved shoulders include paved time to over two-lane will be improved Numerous streets or bicycle lanes. October 2012 Access to parks, schools, and other community facilities schools, parks, to Access areas shopping and employment to Access and planned trails existing to Access transit to Access volumes traffic Vehicle speeds Vehicle and connectedness of routes Continuity lane widths and vehicle Roadway major reconstruction, e.g. improvements, roadway Planned widening • • • • • • • • • The recommended bicycle network was developed using the latest the latest using bicycle developed network was recommended The practices guidelines and best in bicycle facility planning standards, an important in the network input played role Stakeholder and design. house and the public open Input from derived process. development Bicycle and meetings with Edmond Committee online survey and map, and network field analysis team’s the project informed and City staff, City existing of a review on public input, Based recommendations. bicycle and best engineering planning and planning documents, of the in the development considered factors were the following practices, bicycle network:recommended constraints in Section analysis conditions existing 2 discusses roadway The the why for and opportunities much of the rationale and provides others. versus on certain network is focused roadways recommended the Developing Methodology for Bicycle Network Recommended 22 Recommended Bicycle Network Rd, Bryant AveRd, Bryant and15 West ofI-35andoutsidethecore (defined City by Kelly Ave, Danforth 15 Within thecore (defined City by Kelly Ave, Rd, Bryant Ave Danforth and with aconsistent level ofcomfort. streetslocal neighborhood andallowing for acontinuous network bicycle intheseareas forimportant providing between routes connections on cases crossing improvements suchassignals andcrosswalks, willalsobe (e.g. streets, widersidewalks orsidepaths) andinmany alongarterial the presence intheseareas.off-street ofbicyclists connections Short, wayfinding withnavigation to assistbicyclists anddraw attention to recommendationsnetwork intheseareas focus onroute signing and be curvilinear, discontinuous, andaccessedstreets. from Bicycle arterial subdivisionswithinternal street that networks tend toof single-family practices and the Manual onUniform andthe Manual practices Traffic Control Devices (MUTCD). of bicyclists. Appendix Cprovides guidance onwayfinding basedonbest routes to drivers destinations, more aware andmaking ofthepresence alongpreferred by network bicyclists directing ofthebicycle functionality network. bicycle Wayfinding signage willenhance the overall and comfort Wayfinding component ofthe signage willbeanimportant recommended excess roadway orunderutilized on-street capacity parking). streets where itispossibleto remove vehicle lanes(i.e. there issignificant roadway widthfor lanes, laneson theinstallation ofbicycle andbicycle onlow volume,markings low speedstreets where there isinsufficient recommendations network bicycle inthisarea focus onshared lane to developmore amore network. opportunities bicycle connected The th St), where thestreet ismore network denseandregular, there are th St), the development pattern largely consists October 2012 October width ofabikelaneshouldnotbelessthan4feet cars, withparked andgutters,conflicts curb etc. The minimumoperating circumstances abikelanewidthof6feet ispreferential dueto potential minimum operating widthis5feet; however, inmany andsuburban urban and movements andmotorists. between bicyclists Bicyclist’s preferred provide additionaldetailandconsiderations for types. eachofthesefacility Development Facilities ofBicycle andNACTO Bikeway Urban Design Guide separated bikeways, tracks. suchascycle The 2012AASHTO Guidefor the and there isanopportunity, facilitiessuchasbuffered bike lanesor may beconsidered newroadways inthefuture constructs whentheCity aswellrecommended astreatments network, intheEdmond bicycle that treatments provides facility This section ofthebicycle that descriptions are 3.3 width cannotbeachieved despite narrowing allother travel lanesto theirminimum widths. constrained, low-speed roadways butnogutter, withcurbs where thepreferred bikelane 13 lane.Bicycle LaneorBikeBicycle Lane drainage inletsare present, thisoperating widthdoesnotincludethe not amotor vehicle lane. scenarios where andgutter In curb ordepressed bike symbols, andsignage, for canclarify drivers that awiderbikelaneis for motor vehicle travel areas. lanesorparking Buffer pavement markings, (unless buffered). Bikelaneswiderthan6 feet are commonly mistaken or roadways andgutter with nocurb and noon-street or on extremely parking, F

Bicycle Facility Descriptions facilitate behavior predictable prevailing traffic conditionsand speed withoutinterference from to at ride theirpreferredbicyclists of bicyclists. Bikelanesenable preferential orexclusive use and pavement for the markings designated by striping, signage, of theroadway that hasbeen A bikelaneisdefinedasaportion 13 or greater than6feet October 2012 October 23 Recommended Bicycle Network Figure 3 Figure A shared lane markingA shared is a symbol consisting pavement of a bicycle chevron with two is placed markings it that above indicating lane in the roadway expect should motorists that the lane with see and share to the legal and indicating bicycles, for line of travel and appropriate Assist bicyclists with lateral positioning positioning bicyclistsAssist with lateral parallel lane with on-street in a shared of the chance parking reduce to in order impacting the open door of a bicyclist’s a parked vehicle, positioning bicyclistsAssist with lateral a motor for narrow too are in lanes that side by and a bicycle travel to vehicle lane, side within the same traffic location Alert lateral users of the road within the occupy to likely bicyclists are way, traveled and passing of bicyclists motorists, by safe Encourage bicycling. of wrong-way the incidence Reduce • • • • • Shared Lane MarkingsShared a bicyclist. Unlike bicycle lanes, they do not designate a particulara bicyclist. designate they do not Unlike bicycle part lanes, of use of bicyclists. the exclusive for the roadway installing for includes new provisions of the MUTCD 2009 Edition The Edition 2009 the directlytaken is from following The markings.lane shared of the MUTCD. be used to: 3 may lane marking shared in Figure The shown Shared lane marking. Shared October 2012 A buffered bike lane is a bike A buffered a from is separated lane that lane or parking a lane by travel 6 feet. of 3 to space preferred one-way and is always lane is The cross-hatched by often buffered a marking, and if used, pavement the the lane for designating sign Flexible use of bicyclists. exclusive also be used to may bollards Provide additional space between parked between cars and the bicycle space additional lane Provide the door zone. help bicycliststo avoid lane. vehicle travel the motor bicyclist from Buffer • • Buffered bicycle lane. Buffered Buffered Bike Lanes Bike Buffered width of the curb and gutter. Wider bike lanes also provide additional lanes also provide bike Wider curbwidth of the gutter. and comfortable riding a more provide generally and maneuvering for space are which is particularly there experience, where important roadways on of heavy vehicles. volume or a substantial volumes, higher vehicle further demarcate the buffered bike lane. The space between cross-hatch cross-hatch between The space lane. bike further the buffered demarcate Cross- markingsfeet. but varies25 5 and typically between is flexible, may vehicles motor where areas through be discontinued may hatching guidelines MUTCD The and bus stops. entrances driveway as at such cross, found in lanes preferential bike lanes per the buffered buffered allow Section 3D.01. to: be used may Buffers on guidance additional provides Guide Design Urban Bikeway NACTO The bike lanes. buffered 24 Recommended Bicycle Network Paved shoulder. Paved Shoulders Cycle Track. Cycle Tracks Development of Bicycle Facilities. ofBicycle Development formeet thecriteria bikelanesoutlinedinthe2012AASHTO Guideforthe however,symbol markings; asabikelaneneedsto ashouldermarked Paved shouldersmay bedesignated asbikelanesby installingbikelane and reduce cars. andturning potential between bicyclists conflicts ofbikelanesmay beneededtosections provide to direction bicyclists note that at intersections, additionalsymbols, signage, arrows, orshort percentage oftrucks, buses, andrecreational to vehicles. isimportant It with highmotor vehicle traffic volumes, high vehicularspeeds, orahigh minimum withacurb. Additional shoulderwidthisdesirable onroadways shoulders shouldbeaminimum4feet 5-foot widewithoutthecurb; have different butallshareforms from Cycle the sidewalk. tracks from motor traffic anddistinct track isphysicallycycle separated of aconventional bike lane. A with theon-street infrastructure experience ofaseparated path that combinesfacility theuser track isanexclusiveA cycle bike and15 Rd are recommended are Coffee Creek roadways where paved shoulders of thetravel lanes. Examplesof pavement damageat theedge for motor vehicles andprevent shoulders alsoimprove safety use. andpedestrian bicycle Paved on theoutsideoftravel lanesfor Paved shouldersprovide space th St east ofI-35.Paved October 2012 October a commercial downtown. may alsobeappropriate onhigh-volume butlow-speed streets suchasin where highervehicleused onlarge speedsexist. multi-lanearterials They higher level relative ofcomfort to motor vehicle traffic, and typically are level orthesidewalk level, i.e. raised. Cycle tracks provide witha cyclists or bothsidesoftheroad. track at canbeconstructed Acycle theroadway oneachsideofatwo-way road,bicycles ortwo-way, andinstalledonone travel lanes, lanes, andsidewalks. parking Cycle tracks canbeoneway for usedforor primarily bicycles, andare separated from motor vehicle common elements—they provide space that isintended to beexclusively The NACTO Bikeway Urban Design Guideprovides tracks. guidance oncycle lighting andfurnishings, plants, etc. treatments, separation,surface sidewalk features vertical suchas trafficpedestrian is present. Separation methodsincludedifferent demarcatedbe separated from orotherwise thesidewalk where cycletrack separatedRaised are vertically from the street andmust methods. planting pots/boxes, landscapedbuffers (trees andlawn) orother curbs, raised concrete medians, bollards, on-street large parking, separated from motor vehicle traffic. Separation methodsinclude Cycle track at street level -usesroadway space andmustbe October 2012 October 25 Recommended Bicycle Network Notes signage Bicycle and wayfinding dots if partLess construction of new road if partLess construction of new road Unit Per Mile Per Mile Per Mile Per Mile Per Mile Per Mile Per Mile Per Wide sidewalk constructed along Boulevard St. constructed along Boulevard sidewalk Wide Planning Level Cost Level Planning $20,000 $35,000 $10,000 $1,000 $2,000 $400,000 $300,000 October 2012 Facility Type Facility Bike Lane (signing and marking)*Bike Lane (signing and marking)* Bike Lane (signing Buffered Lane MarkingShared and marking) (signing only) (signing Roadway Signed and marking) (signing Wayfinding Neighborhood of the road) (on both sides roadways shoulders on rural paved 4’ Adding (on one side of road) Sidepath 10’ Adding Table 4: Planning Level Cost Estimates and Assumptions Estimates Cost Level Planning 4: Table A sidepath is a one or two-way shared use path that parallels a roadway. In roadway. a parallels that use path shared or two-way is a one A sidepath or between cases making points, many connections access trail between arterial high volume where streets encounter that facilities on-street is best bicycle facilities, on-street have to desired it is not possible or short through segments. accomplished sidepath of on several City has been constructingThe segments wide sidewalk both pedestrians and its major arterials accommodate a means to as include recently segments of these wide sidewalk Examples bicyclists. such facilities When Rd. and Covell St Boulevard of constructed segments guidelines meet to they should be designed constructed in the future are Guide for the Development of in the AASHTO found design sidepath for of these facilities. the safety maximize to in order Bicycle Facilities Sidepaths Sidepaths * Does not include construction if widening is needed costs 26 Bicycle Facility Design Approach Department of Department Transportation usesthenational MUTCD (ODOT) in federal MUTCD, andmustbeapproved by theFHWA. The Oklahoma including theirown MUTCDs, theymust substantially conform to the While somestate agencieshave developed theirown setsofstandards, that thetraffic control devices theyuse conform tothe national standard. and localagenciesprivate firms designto ensure and construction must generally conform to thesestandards. The manualisusedby state andsigns. theUnitedroad States, In markings alltraffic control devices These specifications includetheshapes, colors, fonts, sizes, etc., usedin andsignals are markings, designed,road installed, surface andused. of toTransportation specifythestandards by whichtraffic signs, (USDOT) by theFederal Highway Administration (FHWA) oftheU.S. Department withtheMUTCD.in conjunction The 2009MUTCD isadocument issued signals, andpavement for facilitiesshouldbereferenced bicycle markings to roadway normal engineering practices. Guidelinesthat address signs, roadway users. The provisions intheGuideare consistent withandsimilar attaining gooddesign sensitive andother to theneedsofbothbicyclists standards, butrather to present soundguidelinesthat willbevaluable in in auniform manner. The AASHTO guideisnotintended to setabsolute that shouldbereferenced to ensure facilitiesare that bicycle designed onUniformManual Traffic Control Devices (MUTCD) are two publications or BicycleFacility Design The 2012AASHTO Facilities ofBicycle GuidefortheDevelopment 4.1 maximizes safety. and thatridership network attracts developing bicycle ahighquality of bicyclists. Discussionisfocused ontreatments andstrategies for ofEdmondexisting street City standards for improved accommodation applicable to facilitieswithsuggested designing modifications bicycle to providesThis oftheguidelinesandstandards section anoverview 4/Bicycle FacilitySection DesignApproach

Applicable National Standards andGuidelines f and2009 October 2012 October changes to theMUTCD. Control Devices (NCUTCD) advisestheFHWA onadditions, revisions, and Commission ofOklahoma. The National Committee onUniform Traffic Uniform Traffic Control Devices 2009,adopted bythe Transportation accordance Supplement to theFederal withtheOklahoma on Manual but itneedsto besafer to doso.” “I would love to bike more for recreation and exercise, Additional information canbefound here: http://www.ncutcdbtc.org/ and evaluating research andproposals for thefollowing items: technicalThe committee bicycle oftheNCUTCD iscurrently developing Significant changesin2009edition(from the2003 Edition) include: Key provisions oftheMUTCD related include: to bicycling • • • • • • • • • • • • • • • Barrier separated tracksBarrier lanes/cycle Combined lane/bikelanes rightturn to accommodate bicyclists Modifications to the Beacon Hybrid Pedestrian to TrailCrossings Flashing Rapid Beacon Applications oftheRectangular boxesBicycle signals Bicycle guidesigns for shared-useNew mode-specific paths destination guideandrouteNew bicycle signs Type for markers shared-use 3object paths signs laneregulatory nolongerrequiredBicycle New shared-lane pavement markings Trail signs Pavement suchasbikelanesymbols andstriping markings destination guideandrouteBicycle signs andwarningsigns regulatory Bicycle-related – Edmond Resident October 2012 October 27 Bicycle Facility Design Approach

15 However, However, 14 focused on the safety of travel lane of travel on the safety focused 16 O Green Book, Urban Arterial Travel Lane Widths, page 7-29 Widths, Lane Travel Book,O Green Urban Arterial 17 P 2011 AASHT P to Width “Relationship ofLane Harwood, Ingrid, Douglas andRichardKaren,otts, to Width “Relationship ofLane Harwood, Ingrid, Douglas andRichardKaren,otts, TRB SpecialReport 1987.It Roads, isimportant Safer 214–Designing this note to 14 MeetingTRB 2007 Annual Urban Suburban and Arterials, for Safety 15 16 MeetingTRB 2007 Annual Urban and Suburban Arterials, for Safety 17 but this research safety, lanes increased wider travel proving report research documented 2 lane highways. only based on rural, was Narrowing Vehicle Lane Widths Vehicle Narrowing Bicyclists Accommodate Better to not been proven has motorist the for additional lane width Providing roadways. speed urban on low benefit safety any provide to extra space provided to the parked vehicle and the bike lane reduces and the bike lane reduces the parked vehicle to provided extra space a bicyclist between crash an opening and a hazardous for the potential than 5 feet) bike lane width (greater additional Providing door. vehicle a bicyclist bicyclist pass another could where enough space also creates resulting The lane. travel the adjacent into encroach to without having attractuse. to likely comfortablebicycle and is more lane is more improving for lanes as a strategy travel vehicle motor narrower use of The capacity 35 mph on urban arterials and safety speeds are posted where Book, Green which states with the 2011 AASHTO consistent are or lower truck where areas constrained be used in more may “lane width of 10 feet 35 mph”. less than and speeds are low relatively are and bus volumes This is backed up by recent research recent is backed up by This widths varying between 10 and 12 feet for motorists operating on arterial operating motorists widths varying for 10 and 12 feet between lane found research This speeds of 45 mph or less. with posted roadways width had no impact or capacity on safety under the majority of urban in a virtual study resulted the capacity of The elimination conditions. lane to Capacity Manual related in the 2010 Highway reduction formula foot lanes. 11 and 12 10, between little difference widths as it found defining what to with regard Book is vague Green AASHTO The in is guidance there “low”; however, is bus volume of truck and percentage suggest 10% as a decision guidelines that design and pavement research point. October 2012 The quality of provided bicycle facilities qualityThe of provided has a direct impact experience on the have of the bicyclists and will therefore on the ability influence a tremendous of the facility attract and sustain to and high quality Well-maintained use. to been demonstrated facilities have use than poorly of attract higher levels quality or low facilities. maintained with systems interconnected Likewise, and minimal gaps or interruptions essential of comfort are level consistent a functioning to that bicycle system supports and attracts high use. Separation from high volumes of fast-moving automobiles, of fast-moving high volumes from Separation and safely, operate to Maneuverability within the bikeway side-by-side. a social manner, cyclists in ride together to for Space H Achieving for Design Strategies General • • •

Bicycle Level of Service Bicycle Level to new compared of service bicyclists of level is relatively for concept The of service. such, it is important there As that level note of vehicle to that become should models which the designer the existing to limitations are will be forthcoming to research extensive It that is anticipated familiar. has the concept that now of the measurements the reliability improve Capacity Manual the Highway into and incorporated been validated Guidelines. (HCM) and AASHTO Wider bicycle lanes and/or buffers bicycle lanes and/or buffers Wider from separation more provide greater and traffic vehicle motor and comfort for maneuverability bicyclists. 4.2 igh Quality Facilities Bicycle Preference surveys and research studies have found widespread support widespread found studies have surveys and research Preference of the provision to given preferences bicycling with strong for and interest elements: the following which provide high quality bikeways 28 Bicycle Facility Design Approach Managing vehicle speeds on arterial andotherstreets whereManaging vehicle 85 speedsonarterial Speed Management andnearschools.neighborhoods right-of-way canreduce speedingandincrease safety inresidential speeding. Adding bikelanesto thesestreets where there issufficient shouldalsobenoted that widerlanewidthsmayIt encourage motorist Pasadena, andAssociates, Kimley-Horn 22, 2009. Inc.October 19 increases inspeeds. average speeds3-5mph, butasmallnumberofstudieshave alsofound nochangeorslight strategy. ofstudiesavailable for Amajority review generally findnarrower laneslower 18 vehicles perday: listed above, thefollowing are effective for streets with fewer than20,000 additionto thespeedmanagement In measureslane ineachdirection. four butmay laneswide(two lanesineachdirection), onlyneedto beone volume street, and are frequently overbuilt. These streets are typically volume usuallydonotrequire thesamelevel asahigher ofcapacity measures that canbeimplemented. Streets withthis level oftraffic vehicles perday allowtypes ofspeedmanagement more inthe flexibility Streets withaverage dailytraffic volumesbetween 10,000and20,000 Streets withFewer than20,000Vehicles Per Day techniques are appropriate. volumes are for adetermining factor choosingwhichspeedmanagement techniques canbeusedregardless oftheposted speed. Roadway vehicle roads withfewer incidents andlesssevere injuries. Speedmanagement to thestreet’s surroundings. The benefitsofspeedmanagement are safer management theneedsofmultiplemodesand shouldreflect respond speeds usingenforcement, design, andtechnology applications. Speed approach to controlling Speed management isamulti-disciplinary facilitiesthat arebicycle likelyto abroad attract types. range ofbicyclist percentile speedsexceed 40-45mphisessential to providing highquality est Practices in Arterial Speed Management, Final Report prepared SpeedManagement, Finalest Practices inArterial for of Report City ontheeffectiveness ofnarrowingtudies vary travel lanesasaspeed reduction B S 18 19 th

October 2012 October to parallel streets where anincrease intraffic isundesirable. may notbeappropriate onthesestreets traffic because theymight divert Transportation Engineers, Washington, D.C., 1999. 21 Pasadena, andAssociates, Kimley-Horn 22,2009. Inc.October 20 over 20,000 vehicles perday. traffic capacity, however there are examplesof converted streets carrying Roadways withgreater than20,000vehicles perday needto maintain Streets withGreater than20,000Vehicles Per Day . Traffic Institute Calming State of ofthe Informational Report. AnITE Practice: prepared SpeedManagement, Finalest Practices inArterial for of Report City ITE B • • at hillapproaches. reduced, speedsigns shouldconsider thentheCity postingadvisory these roadways. itisdetermined that theposted If speedcannotbe as aroadway safety measure, whichwould on alsobenefitbicyclists determine whetheritispossibleto lower theposted speedlimits and there speedstudiesto shouldconduct ishillyterrain, thecity On rural, roadways two-lane where posted speedsare 45to 50mph speed management measures. isoneofthemosteffectivecorridor combinations ofmajorstreet roundaboutscombination alonga ofroad dietandsingle-lane roundabouts urban at appropriate intersections.Single-lane A refuges. bulboutsorpedestrian suchascurb intersections improvements pedestrian dietsalsoallowof each.Road further at sidewalks andlandscaping, onstreet orsomecombination parking, street dependingonneedsuchasmedians, bikelanes, wider with road dietscanbeusedfor multipleimprovements to the analysis isrequired.but acapacity The additionalwidthgained vehicles perday may alsobeaccommodated by thisconfiguration, accommodated withthisconfiguration. Streets approaching 20,000 average dailytraffic volumesof15,000 to18,000canusuallybe andacenterin eachdirection lane. medianorturn Streets with four laneundividedstreets. This measure provides onetravel lane Four to three effective laneconversion on Diet),particularly (Road 21 Measures that significantly reduce capacity 20 October 2012 October 29 Bicycle Facility Design Approach b Recommended Bicycle Facility Design Bicycle Facility Recommended

4.3 Classification y Street Major Arterial Streets on-street bicycle does not show network generally recommended The bicycle facilities along major arterialof a number of because streets volumes and traffic right-of-way, available (e.g. constraints inherent be opportunities may there integrate to in some cases, speeds). However, bicycle facilities along major arterial See Section corridors. more 2 for of major arterial conditions details on existing streets. 2nd St, a major arterial2nd St, street. October 2012 Signal coordination to a target speed of at least the posted speed least the posted speed of at a target to coordination Signal limit. turn and lanes a maximum of 11-feet, width to lane travel Reduce appropriate. as 10-feet, to be reduced may message Down” “Slow flashing signs speed feedback Permanent coupled when limit (most effective a preset when speed exceeds ability with to powered should be solar Signs with enforcement). location. to location from move speed targeted with regular Corridors Speed Enforcement program. with a public awareness combined enforcement intersections. appropriate at Multi-lane urban roundabouts 15-20 mph. and departure for Approach lanes can be designed corridor. within the same if used in multiple locations Most effective intersections with at not be desirable may Multi-lane roundabouts high pedestrian or bicycle volumes. intersections including a combination at improvements Pedestrian and smaller turning high visibilityof curb crosswalks, outs, bulb speeds of turning vehicles. decrease to radii suburban transitioning involves speed management Long-term and associated Urban contexts, urban thoroughfares. into streets of urban Elements speeds. lower to tend multimodal activity, with the edge of the street buildings built to include thoroughfares trees, street pedestrian activity, generate floor uses that ground parking. and on-street pedestrian-scaled intersection spacing, • • • • • • • Streets with greater than 20,000 vehicles per day will typically of per day consist vehicles than 20,000 with greater Streets at major signals traffic direction, lanes in each and have travel or more two may (which measures speed management most effective The streets. cross below. listed are this tier of street for be combined) 30 Bicycle Facility Design Approach Danforth Rd. and15 Danforth the recommended shows network asidepath alongKellyAve between and appropriate from development anetwork standpoint. For example, accommodated onoff-street facilitiessuchassidepaths, where feasible segments, willgenerallyAlong be someexisting bicycles majorarterial Streets Existing MajorArterial sidewalks intended to accommodate andbicyclists. pedestrians For example, plannedimprovements for Covell includewidened Rd appropriate streets. means to accommodate alongmajorarterial bicyclists provided inFigure othercases, 3.In offstreet facilitiesmay bethemost showingcross analternative section with on-street buffered bikelanesis facilities could bedesigned withminimalpotential conflicts.An example limited access to abuttinglanduses(i.e. minimaldriveways), suchbicycle sidepath facility. And streets given are that intended majorarterial to have higher volume roadways, andgenerally at alower cost thandeveloping a accommodations alonghigherspeed, thathigherridership attract bufferedcycle tracks provide bikelanes and higherquality, safer bicycle 14’ outsidelanesanddiscourages theiruse. facilitiessuchas Bicycle 2012 AASHTO outlinestheoperational BikeGuideclearly issueswith withoutchanging lanes.pass abicyclist considered theminimumwidthneededto allow motorists to safely streets witha14foot designsCity newarterial outsidelane, whichis streets are orreconstructed constructed inthefuture. Currently, the On-street facilitiesshouldnotbe ruled outwhenmajorarterial bicycle Future Streets Construction andReconstruction ofMajorArterial facilities suchasbuffered bikelanes. to signal modifications, would allow for theinstallation ofon-street bicycle respectively. somecasessuchmodifications In to the roadway, inaddition for rechannelization, i.e. road diet, orlane narrowing, i.e. lanediet, that have excess vehicle orvehicle capacity lanewidthsmay becandidates guidelines andrecommendations forsegments sidepaths. arterial Major of theroadway andshouldbedesigned for optimalsafety perAASHTO th St. Sidepaths shouldbeprovided onboth sides The newest guidelineinthe October 2012 October between bike laneandauto traffic.” linesthat haveand section aphysical barrier “Work towards bike lanesfor mainroads portions of15 portions where to itiscritical linkotherrecommended routes network (e.g. that have beenbuiltout(e.g. four-lane dividedorundividedcross section), segments areshoulders. shown Off-street connections onminorarterial off-street (e.g.shows types: connections two facility sidepaths) andpaved Transportation streets, Plan) therecommended minorarterial network targeted segments ofexisting (andproposed-as shown intheEdmond facilities that are likelyto abroad attract range ofbicyclists. Along of inherent constraints that preclude theinstallation ofon-street bicycle streets, haveSimilar to anumber existing majorarterial minorarterials Streets Arterial Existing Minor bothinthenear- network andlong-term.the Edmond bicycle streets have arterial thepotentialMinor to beanintegral component of Streets Arterial Minor but may nothappenanytime intheforeseeable future. for allroadway usersonsegments where roadway wideningisproposed, measure for better accommodating whilealsoimproving bicyclists safety isrecommendedlane undividedcross section) insomeareas asaninterim Adding paved shouldersto unimproved streets (e.g. minorarterial two- installation ofon-street facilitieswithoutimplementing aroad diet. th St), butthere isnoavailable space intheroadway for the – Edmond Resident. October 2012 October 31 Bicycle Facility Design Approach As noted in Section noted As 23 St), local streets are limited in their ability limited are local streets St), th Ibid

2, low traffic volumes (very likely less than 10,000 ADT)(very volumes likely less than 10,000 traffic 2, low observed were a 5 shows Figure times. during peak hour travel even on collector streets with bike lanes. 3-lane of a 4-lane to conversion potential 23 Future Construction and Reconstruction of Collector Streets of Collector and Reconstruction Construction Future construction and reconstruction all future that recommends Plan This for standard current City’s The bicycle include lanes. of collector streets City should adopt The 1 of Section 2. in Figure is shown collector streets new collector for 5 as its standard section in Figure the cross shown travel vehicle four case it is deemed necessary If in any provide to streets. bicycle lanes should also be provided. lanes, Streets Local of low for provision potential great in Section noted offer As streets local 2, common volumes and speeds traffic the low bicyclefacilities given stress Ave, Kelly by city (defined the core of outside However, roadways. these on Danforth Rd and 15 Bryant Ave, conditions tested, road diets have minimal effects on vehicle capacity, capacity, vehicle on minimal effects diets have road tested, conditions left- two-way a common into moved are because left-turning vehicles 20,000 approximately above diets with ADTs road for However, turn lane. will increase congestion traffic likelihood that is a greater there vehicles, routes. of diverting to alternate the point to traffic to provide direct and continuous bicycle routes. bicycle direct routes. and continuous provide to October 2012 Existing collector streets, which are which are Existing collector streets, in the Downtown concentrated more have generally vicinity, capacityis than vehicle motor excess This needed. currently capacity it makes vehicle motor vehicle a motor remove possible to lane without significantly travel By impacting operations. traffic travel vehicle a motor removing Under most average daily traffic (ADT) daily traffic Under most average 22 FHW Their and Measures “Road Diet” A Summary Report: ofLaneReduction Evaluation 22 2004. March and Crashes Effects on Injuries (FHWA-HRT-04-082), Ayers St, a collector street. St, Ayers Existing Collector Streets Existing Collector Collector Streets Collector collector streets, and proposed number of existing City has a limited The they on these roadways, speeds and volumes vehicle the low but given of bicycle facilities such as bicycle opportunities for the integration offer lanes. Future Construction and Reconstruction of Minor and Reconstruction Construction Arterial Streets Future bicyclefacilities of on-street the provision recommends Master Plan This arterial minor Doing constructedon all newly and reconstructed streets. and connectedness of the bicycle the reach expand greatly so would bicycle arterial facilities on minor network. accommodate In to order minor for standard existing the City’s that recommends Plan this streets 1 in Section with the cross 2) be replaced arterial in Figure (shown streets 4. section Figure in shown lane (e.g. reducing a four-lane street to a three-lane street-two through a three-lane through to street street-two a four-lane reducing lane (e.g. installing bicycle for is made available turn lane), space lanes and a center vehicle and pedestrian reducing benefits such as and other safety lanes, also be achieved. may collisions 32 Bicycle Facility Design Approach Figure 3: Existing andProposed Arterial Major Typical Section Var. Var. Sidewalk Width Var. Var. Sidewalk Width Sidewalk Width Sidewalk Width ’0-10’ 5’ ’0-10’ 5’ Sidewalk Bu er (Var.) 0-10’ 5’ Sidewalk Bu er (Var.) Sidewalk Bu er (Var.) 0-10’ 5’ Sidewalk Bu er (Var.)

Bike Lane Bike Lane

Travel Lane Bu er Travel Lane 3’5’ Bu er 14’ 3’5’ 14’

Travel Lane

Travel Lane11’ 11’

Example Major Arterial withBu ered Arterial Example Major Bike Lanes Travel Lane Example Major Arterial withBu ered Arterial Example Major Bike Lanes Travel Lane 14’

Travel Lane 14’ Travel Lane 11’ 11’ Example Existing Major Arterial Example ExistingMajor 120’ -180’ ROW (Variable) Example Existing Major Arterial Example ExistingMajor 120’ -180’ ROW (Variable) October 2012 October 120’ -180’ ROW (Variable) 120’ -180’ ROW (Variable)

Median 86’ 26’ 30’ Median 86’ 86’ 26’ Median 30’ Median 86’

Travel Lane Travel Lane 1 1 3’ 11’ 11’ 1 1 3’ 11’ 11’

4 14’ Travel Lane 14’

4 14’ Travel Lane 14’ Travel Lane Travel Lane

Bu er Travel Lane Bu er Travel Lane Bike Lane

Bike Lane5’ Sidewalk Bu er (Var.) 5’ Sidewalk Bu er (Var.) Sidewalk Bu er (Var.) Sidewalk Bu er (Var.) 0-10’ 0-10’ 0-10’ 0-10’ Existing and Future Cross Section Arterial Existing andFuture Cross Section Arterial Sidewalk Sidewalk Sidewalk

5’ Sidewalk 5’ 5’ 5’ Edmond Bicycle Master PlanEdmond Bicycle Var. Edmond Bicycle Master PlanEdmond Bicycle Var. Var. Var. Draft 10/09/2012 Draft Draft 10/09/2012 Draft October 2012 October 33 Bicycle Facility Design Approach Draft 5/10/2012 Draft 5/10/2012 6’ 6’ 6’ 6’ 6’ 6’

Edmond BicycleEdmond Master Plan BicycleEdmond Master Plan

5’ Sidewalk with 1’ O set 1’ with Sidewalk 5’ O set 1’ with Sidewalk 5’ 5’ Sidewalk with 1’ O set 1’ with Sidewalk 5’ O set 1’ with Sidewalk 5’ 5’ Sidewalk with 1’ O set 1’ with Sidewalk 5’ O set 1’ with Sidewalk 5’ MinorVariations Arterial Cross-Section MinorVariations Arterial Cross-Section 38’ 38’ 34’ 34’ 38’ 38’

5’ 5’

Bike Lane Bike Lane Bike

Bu er 5’ 5’ Bu er

Bike Lane Bike Lane Bike

Travel Lane Travel Lane Travel

Travel Lane Travel Lane Travel

Travel Lane Travel Lane Travel 12’ 14’ 12’ 14’

11’ 11’ 3’ 11’ 11’ 3’

10’ 11’ 10’ 11’

Travel Lane Travel Travel Lane Travel Travel Lane Travel Lane Travel Travel Lane Travel Lane Travel 60’ 60’ 52’ 52’ 52’ 52’ 140’ ROW 140’ 140’ ROW 140’ 140’ ROW 140’ ROW 140’ ROW 140’ 140’ ROW 140’ Option 1 Option 1 10’ 10’ 11’ 11’

12’ 12’

October 2012 Travel Lane Travel Lane Travel

Travel Lane Travel Lane Travel Travel Lane Travel Travel Lane Travel

11’ 11’

Travel Lane Travel 11’ Lane Travel 11’

Travel Lane Travel Lane Travel

14’ 14’

Travel Lane Travel Travel Lane Travel Lanes Bike Restriped Minor Arterial Accomodate to Lanes Bike Restriped Minor Arterial Accomodate to 5’ 5’

3’ 3’

Bu er Bu er

Bike Lane Bike Lane Bike Widened Minor Arterial to Accommodate Bu ered Bike Lanes Bike Bu ered Minor Arterial Accommodate to Widened Widened Minor Arterial to Accommodate Bu ered Bike Lanes Bike Bu ered Minor Arterial Accommodate to Widened

5’ 5’

Bike Lane Bike Lane Bike 34’ 34’ 38’ 38’ 38’ 38’ Minor Arterials in Urban Areas and Minor Arterial in Rural Areas with High Volumes (From Transportation Plan) Transportation (From Volumes with High and MinorMinor Areas Arterial Arterials Areas in Rural in Urban Minor Arterials in Urban Areas and Minor Arterial in Rural Areas with High Volumes (From Transportation Plan) Transportation (From Volumes Highwith Minorand Minor Areas ArterialArterials Areas Rural in Urban in

6’ 6’ 6’ 6’ 6’ 6’

with 1’ O set 1’ with O set 1’ with

5’ Sidewalk 5’ Sidewalk 5’

5’ Sidewalk with 1’ O set 1’ with Sidewalk 5’ O set 1’ with Sidewalk 5’ 5’ Sidewalk with 1’ O set 1’ with Sidewalk 5’ O set 1’ with Sidewalk 5’ Figure 4: Existing and Proposed Minor Arterial Typical Section Typical Minor Arterial and Proposed 4: Existing Figure 34 Bicycle Facility Design Approach Figure 5: Existing andProposed Collector Typical Section Var. Var. SidewalkSidewalk Width Width (Var.) (Var.) SidewalkSidewalk Width Width (Var.) (Var.) Var. Var. 0-6’ 0-6’ -’0-10’ 0-10’ 0-6’ 0-6’

SidewalkSidewalk Bu er Bu er (Var.) (Var.) SidewalkSidewalk Bu er Bu er (Var.) (Var.) 0-10’ 0-10’ Conversion to a44’ Wide Three Collector Lane withBike Lanes Conversion to a44’ Wide Three Collector Lane withBike Lanes Bike BikeLane Lane TravelTravel Lane Lane 5’ 5’ 11’ 11’

TravelTravel Lane Lane Example Existing44’ Wide Collector 4-Lane Example Existing44’ Wide Collector 4-Lane 11’ 11’ 70-100’ ROW (Variable) 70-100’ ROW (Variable) Two TwoWay WayLeft TurnLeft Turn Lane Lane TravelTravel Lane Lane 70-100’ ROW (Variable) 70-100’ ROW (Variable) 11’ 11’ October 2012 October 2 11’ 11’ 12’ 12’

TravelTravel Lane Lane 1 11’ 11’ 11’ 11’

TravelTravel Lane Lane

TravelTravel Lane Lane

Bike BikeLane Lane 5’ 5’ SidewalkSidewalk Bu er Bu er (Var.) (Var.) SidewalkSidewalk Bu er Bu er (Var.) (Var.) 0-10’ 0-10’ 0-10’ 0-10’

SidewalkSidewalk Width Width (Var.) (Var.) SidewalkSidewalk Width Width (Var.) (Var.) 5-10’ 5-10’ 5-10’ 5-10’ Var. Var. Var. Var. Road Diet (4U toRoad 3U with Bike Lanes) Diet (4U toRoad 3U with BikeLanes) Edmond Bicycle Master PlanEdmond Bicycle Master PlanEdmond Bicycle Draft 5/10/2012 Draft 5/10/2012 Draft October 2012 October 35 Bicycle Facility Design Approach 1 Rechannelization - Convert the portion is currently Rechannelization - Convert that of the street lanes with section travel a 3-lane cross vehicle (two 4-lane undivided to This strategy bike lanes. of buffered turn lane) and integration a center users. roadway all for safety increase greatly to has been documented directly northIt segments that should be noted south of Danforth and for not good candidates are and therefore medians, raised have rechannelization. along the is 100 feet - the right-of-way Construction of Sidepaths between least 20 feet is at there areas and in many majority Fe, of Santa opportunitiesthe curb sidewalk, and existing widening or providing for AASHTO with consistent sidepaths to sidewalks existing reconstructing guidelines. reconstruct is sufficient right-of-way there - where reconstruction Street lanes and install vehicle number of motor or increase maintain to roadway a high quality bike lane or bicycle track. facilitycycle such as a buffered

1. 2. 3. FHW

all situation. For example, where AADTs are lower the roadway could be could roadway the lower are AADTs where example, For all situation. buffered section include on-street 3-lane cross to to a 4- from rechannelized be could or reconstruction sidepaths high too are AADTs and where bike lanes safe provide to on how guidance Guide provides Bike AASHTO 2012 The pursued. bicycle facility types. different between and seamless transitions 1 2004. March and Crashes Effects on Injuries (FHWA-HRT-04-082), Their and Measures “Road Diet” A Summary Report: ofLaneReduction Evaluation Santa Fe Avenue Santa Fe bicycle network is a critical corridor within the recommended Avenue Fe Santa portion connectivity in the western of the and access improve greatly would that and trails bicycle routes east-west proposed corridor connectsThis several City. Oklahoma to City. a direct route and provides (AADT) corridor. the along considerably varies Traffic Daily Annual Average high quality bicycle will facilities that providing of options for a number are There of these options are: Three attract ridership along this corridor. could others, and potentially of these options, It any that should be noted fits it is not a one strategy meaning that segment, by be pursued segment be could the roadway lower are AADTs where example, For all situation. buffered section include on-street 3-lane cross to a 4- to from rechannelized be could or reconstruction high sidepaths too are AADTs bike lanes and where safe provide to on how guidance Bike Guide provides 2012 AASHTO The pursued. bicycle facility types. different between and seamless transitions October 2012 Street reconstruction - where there is sufficient right-of-way reconstruct is sufficient right-of-way there - where reconstruction Street lanes and install vehicle number of motor or increase maintain to roadway a high quality bike lane or bicycle track. facilitycycle as a buffered such Rechannelization - Convert the portion is 4-lane Rechannelization - Convert that of the the street lanes with a section travel a 3-lane cross vehicle (two undivided to This strategy bike lanes. of buffered turn lane) and integration center users. roadway all for safety increase greatly to has been documented is sufficient right-of-way, there - where Construction of Sidepaths with consistent a sidepath to sidewalks existing widen or reconstruct guidelines. AASHTO

3. 1. 2. It should be noted that any of these options, and potentially others, could could others, and potentially of these options, It any that should be noted fits it is not a one strategy meaning that segment, by be pursued segment East 33rd Street East 33rd bicycle network is a critical corridor within the recommended Street East 33rd portion connectivity in the southwestern and access improve greatly would that north-south proposed corridor connectsThis bicycle several routes of the City. schools, to connecting Oklahoma access to (including routes City), and provides areas. and employment shopping, but is (AADT) corridor, along the considerably varies Traffic Daily Annual Average 20,000 and just over east of Boulevard, per day 20,000 vehicles below generally diets have road tested, conditions AADT Under most average of Broadway. west into moved are because left-turningvehicles vehicle capacity, minimal effects on above with AADTs diets road for However, left-turn two-way a common lane. congestion traffic likelihood that is a greater there vehicles, 20,000 approximately It should be noted routes. of diverting to alternate the point to traffic will increase largely are access provides St which E 33rd for east of Broadway the areas that will be limited. development by future generated traffic so additional built out, I-35 and Coltrane widen the section between St City to has plans to of E 33rd The segments other For an opportunity bike lanes. which presents Rd, incorporate to high providing of options for a number are built out there are that St of E 33rd of these options are: Three quality bicycle will attract facilities that ridership. The city has a complete streets resolution that recommends accommodations accommodations recommends that resolution streets cityThe a complete has projectsanalyze should roadway new this resolution, With all modes of travel. for sections and other bicycle bike lanes cross taking three account to two into for be calculated should input and a preliminary estimate Public cost facilities. are consider corridorsto example Two is started. design section cross each before discussed in detail below. which are Avenue, Fe and Santa Street East 33rd Bicycle Facilities with Future Design Projects with Future Facilities Bicycle 36 Bicycle Facility Design Approach provides guidance onappropriate crossing treatments for theselocations. tostreet beabletobicyclists safely. getacross thearterial 4.3 Section routes roadways for onlocalstreets witharterial intersect itisimportant local streets where speedingisprevalent. Where recommended bicycle shouldbeinstalled. markings Traffic calmingshouldbe considered on vehicles, orwhere additionalroute guidance may beneeded, shared lane On localstreets where there are highervolumes ormotor ofbicyclists andtherestreets are tend to numerous becurvilinear decisionpoints. local street routes bicycle navigate to helpbicyclists through areas where wayfinding signage andpavement shouldbeinstalledalong markings have At beenincludedintherecommended aminimum, network. bicycle A minimalamount ofimprovements are neededonlocalstreets that Existing Local Streets impediments aspossible.” addition, In “proper reduces street connectivity street that allow connections people andgoodsto move withasfew isefficiency “enhanced whenthere are consistent andadequate The Planning American Association (APA) states that transportation with agrid street network. Older areas ofEdmond were developed Future Construction andReconstruction ofLocal Streets

discontinuous street network. and developed withamore curvilinear Newer areas ofEdmond have been October 2012 October bikeable neighborhoods. strategies for and betterandmore ensuring street walkable connectivity how localstreets streets andcollector are developed. 2.2provides Action of Edmond’s SubdivisionCode contains several regulations that dictate in favor becauseitimproves ofconnectivity response time. Chapter 21.02 (2 miles)distances. Furthermore, are firegenerally strongly departments to (1/4mile)orbicycling reach walking destinations withincomfortable andbiking. walking This for creates andbicyclists pedestrians opportunities provides network Awell-connected and biking. more routes direct for by localstreets, thatlocal trips shouldbeserved anddiscourages walking throughout muchofEdmond forcesarterial streets localtraffic onto for alternate, localroute. by providing offarterials an localtrips helps keepshort, connectivity The of Institute Transportation Engineers (ITE)stresses that improved miles travelled, increases transit use.” non-motorized trips, andsupports Major Urban Urban Major Thoroughfares for Walkable Communities 25 24 accommodations have beenmadefor cyclists. and by reducing thedelayexperience at cyclists locations where no awarenesscyclists, ofpotential areas between motorists and ofconflict lane, highvolume streets safety enhance by cyclist eliminating orraising roadways. Crossing improvements routes onbicycle multi- intersecting cannotsafely ifcyclists crossof limited andcomfortably utility major Improvements streets alongcollector andlocalstreets for are bicycling Crossings at Intersections Major treatments, someofwhichare notintheAASHTO GuideortheMUTCD. providesThis section guidance for andmid-blockcrossing intersection 4.4 nstitute of Transportation Engineers. 2006.Context inDesigning Sensitive Solutions Growth, Planningmerican Association, Policy2002. GuideonSmart I A

Intersection andRoadwayIntersection Crossing Treatments 25 The discontinuous localstreet system common 24

October 2012 October 37 Bicycle Facility Design Approach – Edmond Resident. – Edmond Where bicycle facilities intersect Where with arterials or other roadways actuation, require signals where need to detectionsignal systems detect explicitly to be calibrated of the Sectionbicyclists. 9D.02 bikeways, “On states: 2009 MUTCD timing and actuationsignal shall to and adjusted be reviewed the needs of bicyclists.” consider bicyclists at Accommodating actuated intersections is one in way cost-effective relatively Signals arterial bicyclists cross without intersections allow to streets Signalized to it easier signals make Traffic select traffic. needing to a gap in moving reduce to though it is important the street, make improvements to cross increase may Signals conflicts bicyclists between vehicles. and turning It is important warrants. and must meet MUTCD vehicles motor for delay It is as pedestrians or vehicles. bicyclists be counted that may note to should be checked with bicycles counted warrant the that recommended need from the potential determine and then as pedestrians to as vehicles satisfaction warrant is borderline. both perspectives in cases where Timing and Signal Detection Traffic “In newer areas the developers build isolated build isolated developers the areas “In newer But shortneighborhoods. bicycle/walking links open things up.” really would neighborhoods between The bicycleThe detection symbol should be depict lanes to used in bike lanes or shared optimum detection for spot” “sweet the of detection technology. regardless October 2012 The positioning of the bicyclists, bicyclists, positioning of the The particularly bikes longer bikes or times and crossing with trailers, important for are considerations can get that a crossing designing a busy roadway cyclists across a are There and comfortably. safely number of intersection treatments aid cyclists can that available busy intersections in crossing crossing including signalization, high visibility crosswalks, islands, warningand flashing beacons. Roadway width/number of lanes width/number Roadway volumes traffic Motor vehicle speed Motor vehicle Sight-distance parkingOn-street intersection at nearby at the or signals of traffic Presence intersections Satisfaction warrants of necessary traffic and relevant • • • • • • • Example of an arterial crossing street the needed for are improvements where bicycle network.recommended Many arterial streets are challenging to cross, particularly cross, to during arterial challenging Many are streets bicyclists travel to make it possible for In to periods. order peak travel and must be safe there bikeways, on low-stress Edmond throughout section describesThe the below major streets. cross to places convenient these help bicyclists to cross recommended are that types of treatments treatment crossing Selection roadway of the appropriate major roadways. depends on a number of factors: 38 Bicycle Facility Design Approach users willberequired to leave theroadway to asignal. actuate that shouldnotbeexpected on-road push-button.use thepedestrian It Detection Detection oradditionaltimeto crossdetection at otherlocations. and develop aprotocol for assessingconcerns from regarding bicyclists at asitisimplemented, located network allintersections onthebicycle to accommodate andrevise asnecessary signal timingpolicy bicyclists provided isrecommended toreviewof service bicyclists. It thecity its canmakesignificant which acity strides to improve thesafety andlevel method isnotdesirable for several reasons: The push-buttons useofpedestrian for astheonlydetection bicycles Push Buttons Signal detection • • • disabled pedestrians on the sidewalk. Bicyclists would Bicyclists have onthesidewalk. disabled pedestrians to Push-button placement isdesigned for pedestrians, including bicyclist speeds.bicyclist flashing don’t istimed walk interval for slow speedsnot pedestrian Pedestrian signal timingisexcessive for becausethe cyclists approaches areconflicting at times whenonlybicyclists present. than for bicyclists, whichwould increase thedelay for motorists on The required clearance timefor issignificantly pedestrians longer prefer to onthesidewalk ride and to schoolmay while achildbiking maycyclist prefer in-lanedetection, Specifically, anadult commuter expected. andusertypes of cyclists facilities to accommodate therange there are designated bicycle signalized where intersections shouldbeprovidedDetection at October 2012 October Video Loop andInductive Detection • • • this planto promote andincrease inEdmond. bicycling discouragement from of andwilldetract to theobjectives bicycling danger ofbeingstruckby crossing vehicles. This design isalsoa is inadequate for themto cross theroadway leaving themin or theymay where becaught thetiming onthechangeinterval crossingbicyclists againstthelight where theyare notdetected a pedestrian. They are unlikelyto dosoandthismay result in theirbiketo thesidewalk at to allintersections become carry to isunreasonable have abicyclist toIt expect to dismount and detectors can suchasthe otheritems orbicyclist detect on thebicycle amongthem)thatstandard inductive loop ofSeattle of Portland, City however, theexperience ithasbeen ofmany agencies(Caltrans, City more maybe difficult bicycles todetect; highperformance Note: Some level vehiclessensitivity whilestillrejecting inanadjacent lane. is preferred becausetheycanbesetat ahigher bicycles to detect shouldbeprovideddetector inthebikelane. A Type Dor Type Q existing loop. For locations withaseparate bikefacility, aloop at thestop barasanalternative to increasing ofan thesensitivity locations withshared lanes, asupplemental loopmay beprovided a delay where onadetector there are concerns offalsecalls. For beingdetected.a bicycle Consideration shouldbegiven to adding adjacent lanes. willincreaseThis highersensitivity thelikelihoodof level vehicleshighest sensitivity possiblewithoutdetecting inthe Where are loopdetectors inductive usedtheyshouldbesetto the pavement andsigns detection pertheMUTCD.bicycle markings a bikelaneorshared lane. This zone should besupplemented with zoneszones, detection canbeprogrammed distinct for in bicyclists Video cameras usedfor have detection programmable detection locations where there isnopath to thesidewalk from theroadway. orthrough movement aleft making onmulti-laneapproaches andat difficult forbicyclists access whichmay beparticularly thesidewalk, October 2012 October 39 Bicycle Facility Design Approach Rectangular Rapid Flashing Beacons Rectangular Flashing Rapid at unsignalized installed Rectangular (RRFB) are flashing beacons rapid assist pedestrians and bicyclists to crossing or mid-block crossings street proven Rectangularhave flashing beacons the street. rapid in crossing for increasing intersections uncontrolled at devices be effective to at crashes pedestrian-vehicle and reducing rates yielding motorist consists of a pair of device flashing beacon rapid The locations. crosswalk similar pattern a stutter-flash employ that LED beacons yellow rectangular, often mounted are beacons The used on emergency that to vehicles. the arrow and above warning sign pedestrian crossing a standard below or passive pedestrian (pushbutton activated are beacons The plaque. Presently the MUTCD has no provision for bicycle signals; however bicycle bicycle however signals; for has no provision the MUTCD Presently jurisdictions being in many and are under experimentation are signals the into inclusion for Committee the National by activelyinvestigated permission to require use of bicycle heads would The signal MUTCD. FHWA. from experiment Rectangular Rapid Flashing Beacons, such as this one on the UCO campus, assist pedestrians campus, such as this one on the UCO Rectangular Beacons, Rapid Flashing the street. and bicyclists in crossing October 2012

only “legal” when they enter the crosswalk the crosswalk when they enter “legal” only portion of the signal WALK during solid the shorter which is significantly than the provided in bicyclists time resulting walk+clearance walk portion of disobeying the flashing don’t the cycle them being caught which can lead to in the intersection during the change interval. a longer for bicycle allows signals Providing the walk, to as compared of green display compliance the improves which significantly the MUTCD Further, control. with the traffic are pedestriansignals that explicitly states Bicycle of pedestrians”. use “exclusive the for Install bicycle detector pavement markingsInstall bicycle as and signs detector pavement notify bicyclists to optimum of the in the MUTCD recommended loop detector checks of the with a Field be detected. to location bicycle probability with the highest rim the location confirm should of bicycle detection and a bicycle detector should be symbol location. that applied at chain ring, chain, wheel hubs, shoe cleats, or even a small piece of a small piece or even shoe cleats, chain, wheel hubs, chain ring, strip. the wheel rim attached to intentionally bailing wire • Bicycle Signal Bicycle Signals bicyclists direction to crossing clearer provide Bicycle potentially signals locations intersection. an At enter they may intersections that signalized it is expected cyclists where should follow (typically crossings) trail bicyclists are and timing practices, law under present pedestrian signals, signals can be designed to call a green signal phase through the use of phase through signal call a green to can be designed signals detection or push such as video or radar) loop detectors (or other passive bicycle should be phase signal Bicycle heads and a separate button. signal with very of crossings intersections and trail high volumes at considered phasing for separate provide to it is desirable cyclists where or locations the bicyclists. 40 Bicycle Facility Design Approach submitted to theFHWA Approval. intheInterim to participate with interim approval to installthesedevices. Awritten request mustbe due to late approval status, however, request to studyisnotrequired interim approval by FHWA, theyare notincludedinthe2009MUTCD versus standard flashingbeacons; since thesedevices have been granted warranted. Research hasshown highermotorist yieldingrates for RRFBs more than4travel hybrid lanes),apedestrian beacon orfullsignal may be trafficIf volumes are toohigh, orthere are toomany lanes(generally warningsignspedestrian canalsobeused withtherapid flashingbeacon. which, studiesshow, significantly increases motorist yield rates. Advanced crossing location, beacon athird may andfourth beplaced inthemedian, andplaced onbothsidesofthestreet.detection) amedianexists at the If to provide assistance to cross ahighvolume arterial. The MUTCD locations whichdonotmeettraffic signal warrants where itisnecessary full signal that meetsany ofthe9warrants intheMUTCD aswell asat to streets. cross highvolume arterial The signal may beusedinlieuofa This signal isintended to to allow stop andbicyclists pedestrians traffic Pedestrian street hybrid crossing. beacon at anarterial Activated Crosswalk) Pedestrian HAWK Beacons Hybrid (a.k.a.: Signal-HighIntensity October 2012 October that are timedsequentially. 26 the crossing distance between safety points. provide withaplace ofrefuge andbicyclists pedestrians while reducing center ofaroad to physically separate flow thedirectional oftraffic, and to stage crossing). islands (orcrossing Median islands)are at constructed the to focus orbicyclist pedestrian oftraffic(two- ononedirection atatime by providingarterials space inthecenter oftheroadway, allowing the Crossing islandsfacilitate crossings ofmultiplelaneand/orhigh-volume Crossing Islands Crossing Treatments Other require to permission experiment from FHWA. andpedestrians. bicyclists The provision signal headswould ofbicycle may havethe city theoptionto provide different clearance intervals for to provide adequate guidance. design, uponthedetection Depending networks signal headsonmajor cycling andbicycle detection bicycle be beneficial to retrofit of it, asthe City Oregon hasdone, Portland, with considered. ofsignalWhile isintended thistype for pedestrians, itwould standards. Passive signal suchasvideo orinfrared activation, may alsobe placed inconvenient locations for bicyclists, andabideby otherADA crossings. Pushbuttons shouldbe”hot” (respond immediately)26, be stay intheroadway to activate asignal. Curbside pushbuttons to allow bicyclists n exception may bewhenaHAWK signal needsto becoordinated withother signals A prove inadequate to create safe if otherengineering measures andfornetwork trail crossings crossings inthebicycle arterial this signal beconsidered for isrecommendedhour). It that crossings (excess of2,000vehicles/ anhourforcyclists majorarterial volumes or of20pedestrians provides suggested minimum October 2012 October 41 Bicycle Facility Design Approach Island should be large enough for multiple people to be on the be on the people to multiple for enough be large Island should pedestrians bicyclists, etc. strollers, e.g. once island at is 45 degrees approximately at area refuge the Angling on-coming towards face to direct those crossing to recommended traffic. • • Crossing MarkingsCrossing depending on if the markings bicyclists differ crossing may The used for locations signalized For location. or unsignalized a signalized is at crossing markings the intended intersections indicate bicycle through pavement or ramp. a driveway an intersection of bicyclists or across path through the intersection, through and direct path guide bicyclistsThey on a safe a clear boundary bicyclistsand provide and of through the paths between MUTCD lane. in the adjacent vehicles motor or crossing either through bind to lines the same width and color dotted Section requires 3B.08 include multiple shared Other treatments space. the bicycle crossing Markings indicate the bicyclist’s path of travel through an intersection. through of travel path Markings the bicyclist’s indicate October 2012 Median islands are beneficial to install on roadways that have have that roadways to install on beneficial Median islands are roadway for full too wide are that roadways volumes, high traffic lanes. travel than three with more and roadways crossing, 10 feet 6 feet. on the median is storage Minimum width for a bike with trailer. accommodates • • Crossing islands help pedestrians and bicyclists to safely negotiate multiple lane and/or high- negotiate islands help pedestrians and bicyclists safely to Crossing streets. volume left-turn demand for low have intersections Arterial that roadway Median adding median islands. for candidates can be potential movements center using the available by islands can be constructed on these roadways parking and one side of the street removing from or by turn lane area, be a medium- or long- likely to Median islands are lanes. shifting the travel changes channelization significant where on roadways improvement term the median island. for enough space provide needed to are median for considerations design Guidelines outline AASHTO newest The islands: crossing 42 Bicycle Facility Design Approach arterial streets. arterial tables, however theseare notrecommended onhigherspeed andvolume block locations theymay beusedincombination withraised speed distances, crossing islands, andadvancedAnd at mid- yieldmarkings. crossing crosswalks (tohigh visibility extensions shorten includecurb warning signs.treatments Other that may beusedincombination with should beusedincombination withadvanced crossing pedestrian/bike for crosswalks pedestrians,Highvisibility whichalsobenefitsbicyclists. crosswalks may beusedto create avisiblyprominent crossing location Yield control at At oflocations anintersection. high visibility thesetypes yield priority, suchaswhenthestreet route withthebicycle hasStop or may notbeapplicablefor crossings are to inwhichbicycles expected chevrons,lane markings, orcolored pavement (green). These treatments symbol. modified to includethebicycle R1-5 andR1-5asignage may be Advanced Yield Markings advance crosswalk ofamarked that if yieldlines(shark’s teeth) are used in Here To Pedestrians” (R1-5,R1-5a)sign MUTCD (2009)requires theuseof “Yield and hitsthecrossing pedestrian(s). The which advances through thecrosswalk the otherlaneofamulti-laneapproach thesight linesofthevehicle in blocking lane stops to cross, letthepedestrian threat crash results when acarinone crosswalkmarked locations. Amultiple multiple threat crashes at uncontrolled, have proven to beeffective at reducing with Here“Yield To Pedestrian” signs Advanced inconjunction yieldmarkings October 2012 October incorporated into the2009MUTCD. many signs cancausevisualclutter andleadto noncompliance. This sign is extensions, medianislands, etc. Signs shouldbeusedjudiciously—too when combined withothertreatments, crosswalks, suchasmarked curb maypedestrians notbeexpected. These signs willbemosteffective and pedestrians, especiallyat mid-blocklocations where and bicyclists at trail crossings. These signs canincrease driver awareness ofbicyclists warningsigns andpedestrian are bicycle recommendedHigh-visibility Pedestrian/BicycleHigh-visibility Crossing Warning Signs MUTCD. “Crosswalk Stop OnRed” 2B.53 ofthe (R10-23)shouldbeusedperSection signs. hybrid apedestrian beacon If isusedat acrossing location, thena isrecommended symbolbeincorporated It thebicycle ontoarterials. the hybridpedestrian beacon crossings, boulevard andbicycle crossings of the W11-2 sign. This application shouldbeconsidered at trail crossings, but mustbeonapreceding postandnotblocktheroad user’s viewof withthe used inconjunction “Pedestrian Crossing” warningsign (W11-2) the yieldlineandcrosswalk. Here“Yield To Pedestrian” signs may be nearest shouldbeprohibited crosswalk inthearea line;parking between crosswalk, theyshouldbeplaced together and20to 50feet before the yield linesand Here“Yield To Pedestrians” signs are usedin advance ofa sign may alsobeusedwithouttheinstallation ofadvanced yieldlines. If crosses anuncontrolled multi-laneapproach. Here“Yield To Pedestrians” October 2012 October 43 Bicycle Facility Design Approach W Covell Rd Shortgrass at Rd W Covell St Boulevard Main at St Dr Danforth Rd Faircloud at Creek Whispering at 15th St Lake Ln Fox at 15th St Chimney Hills at 15th St Rd • • • • • • Example Intersections Needing Crossing Improvements Improvements Example Intersections Crossing Needing highly used to moderate intersections represent following The some of the benefit from bicycles could by that crossings unsignalized improvements. crossing aforementioned Sight Distance Improvements Distance Sight Sight-distance obstructions risk the of bicyclists can increase being struck have may Locations crossings. and driveway roadway at vehicles by and other shelters, bus stop poles, light parking, landscaping, on-street While obstructing bicyclists. and drivers between the line of sight features and serve attractive other valuable more can make a street these features drivers’ do not obscure that in locations functions, they should be placed of bicyclists. views Restricting parking within a certain of an intersection— distance certain At locations, distance. sight maintain to typically 30 feet—helps restrict to parking be appropriate furtherit may the desired achieve to distance. in sight improvement October 2012 Several designs have been been have designs Several of crossing facilitate to developed do that “legs” intersections with one from not line up directly across include bicycleThese left- another. a designated turn create lanes that left two-way turns using for space markings, left-turn with pavement a single creates median that raised leftprotected turn using a raised Sidepath connecting offset T-intersection. connectingSidepath offset Median with bicycle left turn pocket. Bicycle left turn lanes. Crossings at Off-Set at Crossings Intersections Greater detail on all of crossing design treatments can be found in the can be found treatments design crossing detail on all of Greater such as PedSafe as other sources as well above, mentioned documents Officials (NACTO) Transportation of City Association and the National website. curb median, and a sidepath. Left turn lanes should be a minimum six feet turn Left curb feet lanes should be a minimum six median, and a sidepath. separated bicyclists in length so that can be completely wide and 8 feet lanes. the travel from 44 Bicycle Facility Design Approach Contrasting Green Color Pavement motor vehicles intheroadway. aboutwhere cyclists to expect pathways andalert andon-street comfort facilitiescanaidinbicyclist across and at wideintersections transition areas between shared-use in Figures 4and5.Providing clearpathway oftravel guidance for bicyclists delineated by dotted white lines. Examplesoftheusecolor are shown ofbikelanesthatcolor previously hasbeenappliedto sections hadbeen areas where vehicles turning mustcross athrough bikelane. Generally, a potential conflicts, ormerge suchasintersections for bicycle-vehicle Contrasting green color pavement to highlight isusedprimarily areas with Intersection Green BikeLanethrough Green BikeUsed to Cross Lane Right-turn October 2012 October Design guidance andapplication from theinterim approval state: Approval.Interim A written request mustbesubmitted to theFHWA inthe to participate but hasthusfarnotbeenshown to reduce crash rates areas. inconflict been shown through experimentation to increase awareness ofbicyclist status by FHWA 15,2011. onApril The useofcontrasting green color has MUTCD Status:The useofcontrasting color wasApproval issuedInterim • • • to thelines ment may beinstalled between theselinesasasupplement an intersection ordriveway, ora ramp, green colored pave If apairofdotted linesisused to extend abicycle laneacross spicuity ofthelaneorextension or withinanextension ofabicycle laneto enhancethecon- Green pavement marking may beused withinabicycle lane chromaticity andslip resistance asphalt orconcrete, othermarkingmaterials withtheproper ties. Thematerial used for green color can bepaint, colored The color green isdesignated asthecolor for bicycle facili- - October 2012 October 45 Bicycle Facility Design Approach Improve sight lines between drivers and bicyclists drivers lines between sight Improve conflicts parked door zone between Reduce cars and bicyclists that parking with parallel occurs vehicles loading and unloading of motor Improve lanes travel to and passenger exposure driver Reduce • • • • Back-in Angle Parking Angle Back-in the of Bicycle Guide discourages Development the for Guide AASHTO The update The parking. angle front-in to lanes adjacent of bike installation angle parking of back-in the benefits Guide speaks to the AASHTO to bicycle to help: lanes which can adjacent it road, existing an at or terminates crosses use path shared a Where bicycle of on-street the system is important into the path transition to the design properly should be taken to Care facilities and sidewalks. intersecting of merging a safe into the bicycle transition traffic to terminus is necessary signing warn and direct both to Appropriate facilities. Each roadway areas. these transition bicyclists regarding and motorists to be designed therefore and should, point, is also an access crossing the from the path users who either enter of path movements facilitate and use the roadway. the path exit or plan to road, October 2012 Bicycle Transitions Facility bicycle Itbicycle to provide facilities is often necessary different use to roadway existing corridor due to same roadway within the access and other right-of-way, available land uses, surrounding conditions, transitions it is important provide occurs, to this condition Where factors. and can be made safer These transitions facilities. different between and bicyclists with appropriate and motorists for understandable more warning signs, as spot directional such signs, treatments consistent as should be provided Transitions markings, etc. curb cuts, pavement provide possible, Where a part the bicycle of facility process. design particularly signalized at intersect roadways, trails where additional space the cross to waiting be likely to users are multiple trail where locations points access and other on-street crossings trail at ramps Curb street. than the trail narrower they are should be assessed and widened where users is high. of trail the volume width and/or where 46 Implementation towards successful implementation oftheMasterPlan. are identifiedSpecific actions foreachobjective tohelpthemove City and acceptance ofbicyclesonEdmond streets. and efficient bicycling conditions, and increasing public awareness ofcrashesnumber involving bicyclesby providing safe, comfortable, bicyclingwhileminimizingthe Increase ofpeople thenumber achieved, willallow to theCity achieve theMasterPlan Goal: The following planisorganized action around eight objectives, whichif 5.1 availability, policies. andCity support, community are willdependonmany constructed factors, includingbudgetandgrant improvementsorder facility inwhichbicycle recommended inthisPlan safety andpromote asaviablemodeoftransportation. bicycling The aswellstreet that aspoliciesandpractices willimprove network, bicycle This Plan provides recommendations for physical improvements to the 5/Implementation Section among departments is critical for iscritical there ensuring areamong departments nomissed arenetwork responsibilities lines. that cross Coordination departmental The design, budgeting, prioritization, andmaintenance ofthebicycle decision makers. make changesto policies, plans, and processes andits that guidetheCity requires internal work by staffand coordinationto amongdepartments needsintobringing bicycle theCity’s missionandcorporate culture. It referred to as “institutionalization.” means ofbicycling Institutionalization Integrating considerations bicycle into policiesandprocesses City is the City’s plans, policies, andpractices. Master 1:Institutionalize Plan theBicycle Objective into

Action Plan Action October 2012 October semi-annually, oronanasneededbasisto: and facilitating thecoordination team. or This team shouldmeetquarterly person whooverseesplanningplays facility akeyrole bicycle inconvening representatives listed above. from thekeydepartments The staff City teamThe shouldinclude responsibilities oftheinter-departmental coordination team. Action 1.1:Establishaninter-departmental basis,project orat theprogrammatic level, include: that may needto beinvolved departments City Other onaproject-by- coordination include: implemented. that shouldbeinvolved Keydepartments inproject asroad andtrail are projects planned,opportunities designed and • • • • • • • • • • • • annual programs, includingmaintenance. recommended improvements bicycle into and capitalprojects Identify fundingneeds(cost estimates) for incorporating roadway users. improvements bicycle priority andsafety improvements for other achieving multipleobjectives, includingimplementation ofhigh Adjust are thescheduleofwhenprojects implemented basedon included intheMasterPlan. ensure integration improvement ofbicycle recommendations upcoming andstreetReview capitalprojects overlay to projects Edmond Electric Water Resources Police Department Fire Department Public Works Planning andZoning Parks andRecreation Engineering Community Development 47 Implementation Action 1.3: Incorporate bicycle facility recommendations in the bicycle facility recommendations 1.3: Incorporate Action Plan. Transportation Edmond the While 2007. in last updated was Plan Transportation Edmond The acknowledgesPlan bicycle important that and pedestrian facilities are the transportation and references system, of the City’s components III (subsequently Plan in Edmond identified and sidewalks of trails system IV), it is primarily Plan Edmond into and incorporated to updated volumes, vehicle of projected accommodation on the future focused Its other modes. accommodating for recommendations and makes few growth assume a steady analysis demand model and alternatives travel City much of the City goals despite throughout volumes in vehicle less auto are that patterns land development call for and policies that support options. better and that dependent travel any into bicycle networkbe incorporated should recommended The the Bicycle Master transportationAlternatively, plan. of the City’s update In addition, reference. by the Plan into should be incorporated Plan transportation needed to determine scenarios traffic modeling of future all incorporates that least one scenario should include at improvements bicycle improvements. recommended major roadway construction and reconstruction projects it is recommended construction projects it is recommended and reconstruction major roadway and the cost/ schematically be developed alternatives three to two that the that to ensure In order be fully analyzed. each alternative benefit of transportation balanced a more its goals of developing City towards works benefits consider it is critical to all modes, accommodates that system such as analyses in cost/benefit considered not traditionally are that reductions, traveled miles reduction,public health, emissions vehicle Cooperative National reduction, and others. accident savings, user cost Report (NCHRP) Analysis 552: Guidelines for Program Research Highway calculating a methodology for provides in Bicycle Facilities of Investments and benefits should costs be and associated Alternatives, these benefits. which determine be used to should the public and feedback to presented design. preferred as the forward should move design schematic October 2012 In addition to establishing a formal inter-departmental team to oversee inter-departmentalIn establishing a formal oversee to addition to team 1.1), it is also important (Action the Master Plan of to implementation processes and implementation design, project modify existing scoping, automatically are in this Master Plan recommendations that ensure to team coordination The all applicable capital projects. into integrated the in identifying a key role in Action 1.1 should play mentioned process, project integration achieving an effective necessary toward steps routinely bicycle that facilities are ensure to oversight and providing phase for the design to proceeding Before projects. in road accommodated Bike to School Event - May 2012 - May SchoolBike to Event Implement the City’s to 1.2: Continue Action Resolution. Streets Complete which resolution, Streets” “Complete a City has adopted of Edmond The users in the and transit bicyclists, pedestrians, accommodating calls for Implementation streets. of Edmond and operations designing, planning, will furtherof this resolution efforts the BicyclePlan, to implement Master Departments versa. and vice and divisions within the City should consult when workingthe Master Plan projects on all in City rights-of-way and other properties. 48 Implementation implemented master plans. theirbicycle andeffective that strategy havean important injurisdictions successfully contractors.designs madeby on-call Suchintegration hasproven to be staff timeis required facilities,to design bicycle or to manageand review plan oramore complex design, intersection Engineering Department planninganddesign. facility Whether itisarelatively simplestriping involved directly ofbicycle the Engineering Department inall aspects to itiscritical havein thePlanning dedicated Department, staff from outreach, andmonitor progress. Coordinator additionto theBicycle In administer education andencouragement programs, public conduct staff time to oversee project coordination andintegration, design, project over time. The implementation willrequire ofthisnetwork dedicated The MasterPlan envisions being developed network acity-widebicycle and Commitment. Action 1.4:Provide Expertise Staff Necessary be evaluated to determine how bestto accommodated bicycles. streets,Arterial whichgenerally provide access themostdirect to majordestinations, should to FTEemployee withinthePlanning Department a minimumofone-half identifying andpursuingfunding opportunities. The shoulddedicate City other entities to provide education andencouragement programs, and with with outsideagenciesandorganizations, initiating and/orpartnering the interdepartmentalteam Committee, andEdmond Bicycle coordinating Plan recommendations are followed through on,convening andcoordinating Having Coordinator aBicycle positionisinstrumentalthat inensuring Master October 2012 October Edmond, stops, Citylink trails, communities. andneighboring to commercial/employment areas, parks, schools, Downtown Action 2.1:Prioritize facilities bicycle thatprovide directaccess levels. ofallskill bicyclists provides efficient access todestinations anduse attracts by consisting that types ofon-street ofavariety facility bicycle 2:DevelopObjective network aconnectedbicycle City’s SubdivisionCode where theymay exist, e.g. implementing plannedtrails, and revising the shouldbemade to identify and establishthrough effort every connections the discontinuous street prevalent areas network oftheCity, incertain is akeystrategy for addressing ofbarriers. As thesetypes for overcoming roadways encounters 4.4)where network thebicycle arterial (see Section Prioritizing androadwaystreet intersection network. crossing treatments high vehicle volumes andspeedsadiscontinuous localandcollector roadways for inEdmond barriers includearterial bicyclists Major with andadiscontinuousbarriers suchasintersections street networks. Action 2.2:Improve accessibility around forbicyclists orthrough 5.3for more Section prioritization. bicycles. discussiononproject See destinations, shouldbeevaluated to determine how bestto accommodate streets, whichgenerally provide access themostdirect to Edmond’s largest for installingon-streetare facilities. particular, bicycle opportunities In arterial notshowncorridors ontherecommended anddetermine ifthere network increases,built outandridership may theCity wishto reevaluate certain these shouldbeprioritized. time, Over astherecommended gets network routes provide access to agreater number ofdestinations thanothers, and recommendeddevelopment Some oftherecommended network. bicycle Providing access to destinations that was informed amajorfactor the implementation includingthedesign involving ofprojects facilities. bicycle toFTE employee manageproject withintheEngineering Department coordinate implementation oftheMasterPlan, andaminimumone-quarter 49 Implementation and articles 27 - Edmond Resident - Edmond 28 The City should also revisit its policy City should also revisit The on neighborhood street easier allow to should be improved closures street Existing closures. • A f H Ryan Snyder, Transportation, ofActive Value studiesinclude:Economic ew relevant 31-45, 1,pp. 9,No. Vol. Urban International, Design bemadesafe? streets Can Bill, illier, Other strategies for improving connectivity and between within improving for Other strategies neighborhoods include: 27 NCHRP Report 552, Kevin J. in Bicycle Facilities, of Investments Analysis 2004; Guidelines for AmericanLeague of Facilities, in Bicycle Benefits of Economic Investing The Krizek, 2006; et al, Walking. Biking for Bicyclists and and Alliance 28 an evidence- streets: safer Designing Bill, published in: Hillier, was 2004. Similar material 45-49, 2004. 48, pp. No. in London, Planning based approach, “Edmond needs more interconnection between between interconnection needs more “Edmond ride on section to have don’t neighborhoods so we go places.” to line roads required, more land will be needed to produce the same number of units – number of units the same produce will be needed to land more required, to allow can be resistance reducing for One strategy profitability. reducing that is also the fear There (20’) in connected developments. streets narrower cul-de-sac priced reducing premium by profitability decrease standards it can be shown In where situations lots. corner larger lots and increasing a strategy a developer, yield for in a lower-lot result regulations the that to or other variance permit a reduction be to in minimum lot sizes may studies numerous are There of units. amount the same allow that show walkability show that effect on property (and bikeability) a positive having walkablein more result that and incentives regulations therefore, values; also numerous are There solution. a win-win are and bikeable communities of connectivity with a higher degree grids street regular show studies that the street of people within walking more and presence encourage that dominated systems street to compared crime rates lower have environment curvilinear and cul de sacs. by streets and discontinuous October 2012

300 to 500 feet. 300 to 350 between to feet) 700 block length (currently maximum Reduce and 550 feet. greater a connectivity for adopt which allows index, Alternatively, Connectivity features. unique site flexibility in accommodating street nodes (i.e. of links to the ratio by measured are indices intersections/cul-de-sac to segments ratio heads): the higher the with 1.7 being a the connectivity system, of the street the greater a typical and 1.2 being grid traditional suburban network. New subdivisions should make provision for the connectivity for or provision should make New subdivisions adjoining areas into of the principal streets existing continuation land is not subdivided adjoining projection where of their proper public be deemed necessary for insofar as may the Commission by requirements. at streets through should be made for provisions In general, (700’), or less. feet intervals hundred of seven avoided. be should Offset streets with be provided subdivisions should Connectivity large through the arterial to points access multiple provide that collector streets system. street streets. and private gated Prohibit cul-de-sacs, the maximum Prohibit a minimum, reduce or at cul-de-sacs, between to length for 1,250 feet, which is currently • • • • • • • • In some cases, local governments have encountered developer resistance to to resistance developer encountered have local governments In cases, some in including developers dealt with it by and have these types of regulations, opportunities developers and giving regulations, of developing the process still meet the spirit that of the the regulations to alternatives provide to connections are if more that fear may developers In particular, ordinance. The following are existing Subdivision Code requirements that address the the address that requirements Subdivision Code existing are following The connectivity network: the local street of of more the development promoting for additional strategies are Below walkable and bikeable neighborhoods: 50 Implementation and access to facilities, anddestinations. services, to facilitate andencourage mobility bicycle Action 2.3:Establishaway-finding signprogram Wayfinding signage. Appendix Cfor more detailsonbikedotsymbols. to provideshared information. lanemarkings additionaldirectional See withpavement suchasbikedotsymbolsor in conjunction markings them to thebestroute for gettingto theirdestination. Signs may beused ondesignatedbicycling becauseusersfeel corridors thesigns willdirect • before plansare approved. access andpedestrian tocomment bicycle to schools onimpacts before plansare approved. Staff have to theability review and accessbicycle between theschoolandsurrounding neighborhoods can work together to ensure safe andconvenient and pedestrian officials, which may include proponents Safe of Routes Schools, to subdivision review orschool process anddistrict sothat theCity receive ofthe Require that schooldistricts notification aspart calming measures that may alsodiscourage cut-through traffic. shouldengagewithresidentsCity to identify appropriate traffic passage for bicyclists. As analternative to future street closures, the The presence of signs encourages ontheroadway. bicycles to expect additional messaging to motorists signsDirectional alsoprovide withouttheuseofamap.network understand andusethebicycle information that helpsbicyclists to majordestinations. Signs provide determine thebestroutes to take and distance to helpbicyclists about destinations, direction Wayfinding signs provide information October 2012 October interconnected systems withminimalgapsorinterruptions are essential. levels maintained facilities. ofusersthanpoorly orlow quality Likewise, facilitieshaveand highquality beendemonstrated to higher attract to sustainuseorto increasedof thefacility attract use. Well maintained andwillthereforebicyclists have atremendous influence ontheability ontheexperience ofthe impact facilities hasadirect ofbicycle The quality and Encourage Bicycling. 3:Engineer FacilitiesObjective Bicycle whichSupport segments thanfor nodes. intersection into the2010Highway Manual. Capacity The research ismore highlydeveloped for midblock torespect motor vehicle traffic while traveling ina roadway corridor. Ithas beenincorporated 29 transitions, andmaintenance practices. design,such asintersection innovative design treatments, design facility engineering. Periodic training may focus onspecific topics ofimportance, planningand andpedestrian inbicycle or consultants withanexpertise and FHWA, aswell asformal andinformal sessionsdelivered by staffand/ courses offered through professional organizations suchasITE, APBP, Trainings may includeattending conferences suchasPro-Walk/Pro-Bike, design. planning andfacility facilitiesand implementbicycle through trainings onbicycle staff toplan,design, Action 3.1:Buildthecapacity ofCity ofservice (quality) bikes ontrails). This research hasresulted intheincorporation level ofbicycle as well asthecomposition ofthetraffic (cars/truckson roadways, people/ separation from adjacent passingtraffic, speedand volumeofadjacent traffic, related isdirectly comfort to theirspace (i.e. laneortrail), widthofbicycle Research hasdocumented ofthebicyclist’s thequality experience and the experience and comfort of the bicyclist operatingthe experienceofbicyclist ontheroadway. andcomfort ycle isanevaluation perceived Level ofbicyclist ofService with safety andcomfort Bic 29 into theHighway whichaccounts Manual Capacity for 51 Implementation for more guidance on right- guidance more for At signalized intersections signalized At 30 Guide for Development of Bicycle Facilities Development Guide for Providing a bicycle the functional facility of the through area Providing intersection. bicycle detection/activation. or improving Adding cross. to time sufficient provide timing to signal Adjusting active warning such as medians, enhancements crossing Providing or signals. devices, the slow to smaller curb includes Geometric that returns design speed of turning vehicles. • • • • • S ee theAASHTO 30 Additional discussion regarding approaches to intersection design for design to intersection approaches regarding Additional discussion in Section 4.4. is provided bicyclists historic crash statistics demonstrate the vast majority the vast occur of crashes demonstrate statistics crash historic the comfort of bicyclists safety and for Improvements within intersections. with bicycle should be extended facilities segments through on street the prior to than terminating the functional of intersections rather area bicycle the left lanes to through develop to intersection. It is preferable allows. space only lanes where of right-turn turn considerations. On higher speed arterials (greater than 40 mph) where the bicycle lane than 40 mph) where On higher speed arterialsturn (greater considerations. bike lanes such as green the left to only lane additional treatments of right-turn is placed draw as a means to should be considered sign BIKES” TO YIELD TURN LANE “BEGIN RIGHT and the bike lane. to attention motorists’ signal operations should consider the bicyclists should consider in actuating both operations the signal At non- intersection to clear the safely. time sufficient and in having signal implementing to should be given consideration intersections, signalized comfort and improve delay crossing which reduce strategies engineering the bicyclists. for and safety the of bicyclists intersections can be obtained by at Accommodation methods: engineering following October 2012 . A fundamental strategy for increasing bicycling rates, is to improve the improve is to bicycling rates, increasing for strategy A fundamental network. of bicycling Nationally, safety and on the roadway experience Action 3.5: Utilize engineering strategies which maximize the maximize which engineering strategies 3.5: Utilize Action safety and comfort (non-motorized) of the most vulnerable intersections at roadway users roadway With the incorporation of bicycle level of service into the Highway of service of bicycle the Highway level the incorporation into With this models will be capable of determining all new traffic Capacity Manual, an objective of alternatives comparison for will allow scoring This score. or preliminary stages for development engineering during concept to the transportation network. or improvements modifications proposed this to implement staff to It training be necessary may provide to recommendation. Action 3.4: Incorporate the evaluation of bicycle level (quality) of of (quality) of bicycle level the evaluation 3.4: Incorporate Action service all projects. into Action 3.3: Develop a desired minimum bicycle level of service bicycle level minimum 3.3: Develop a desired Action projects. off-road and goal for on-road be of service of C or better It a minimum level score is recommended of service and level for of B or better segments on-road for provided Capacityfor more Manual to the 2010 Highway Refer segments. off-road of service bicyclists. details on level for The state of practice for bicycle facility design is constantly evolving based bicycle evolving facility is constantly of practice for design state The sections cross recommended The and lessons learned. on new research and standards, guidelines, in Sectionshown based on the latest 4.3 are of the practice evolves. as the state be updated and should best practices, Action 3.2: Update the City’s street standards to include bicycle include to standards street the City’s Update 3.2: Action and Plan in this Master on the recommendations based facilities for the Development Guide of Bicycle Facilities AASHTO the latest standards. and MUTCD 52 Implementation Additional discussionregarding 4. lanewidthsisprovided inSection This widthcanbeobtainedby extra thefollowing engineering methods: 4 Section for details). benefits (see widthprovidedminimal value whileextra provides to bicyclists extensive streets,speed urban additionalwidthprovided to motorists haszero to cyclebuffered tracks. lanes or Safety bicycle research hasshown onlow utilized to create additionalseparation from adjacent traffic inthe of form provided lanes, viawidershouldersorbicycle to orbe thebicyclist available withinthestreet shouldmaximize cross thespace section streets where vehicleOn arterial speedsexceed 40mph,thespace roadway usersonroadway segments ofthemostvulnerable (non-motorized) andcomfort safety Action 3.6:Utilize engineeringstrategies whichmaximize the effectiveness. Potential facilitieswhichshouldbe considered include: establishedto benchmarks measure the withpre-determined projects potential effectiveness. These facilitiescanbeimplemented aspilot The shouldevaluate City treatments emerging facility bicycle for their Action 3.7:Evaluate treatments. facility newbicycle • • • • • • • • • • • Widening roadways Removing parking Removing travel lanes Narrowing medians Narrowing travel lanes lanes Narrowing parking Green lanes bicycle Cycle tracks Passive detection bicycle signals Bicycle boxesBicycle . October 2012 October on off-street segments. sign replacement, ofbikelanesandvegetation re-painting management Annual maintenance facilitiesincludessweeping, ofbicycle potholerepair, to utilize volunteersopportunities to assistwithsomemaintenance tasks. maintenance, considers weather andseasonalissues, andexplores that includesfullintegration facilitiesinto ofbicycle routine roadway maintenance network The shouldestablish abicycle strategy City Well-Maintained Facilities. Bicycle 4:ImproveObjective through Safety Green lane. bicycle in theNACTO Bikeway Urban Design Guide. treatments 4.4andadditionaldetailscanbefound isprovided inSection Additional discussionregarding somepotential facility newbicycle 53 Implementation , which 31 website - The section bicycle a dedicated on the City’s Create that an online reference host and maintain to City should continue maps of the bicycle tips, safety bicycle to laws, easy access provides should webpage The network, and a calendar of bicycle events. and accessed website section of the City’s in an intuitive be placed City could The remember. is easy to that address a web from such as www.EdmondBikes.com address a web register would forward the user to content on the City’s website. website. on the City’s content the user to forward would and - Educational materials educational and distribute Create billboards, bumper stickers, such as maps, materials promotional a unified theme having social media, etc. flyers, content, website about awareness raising and message can be very in effective City should partnerThe with bicycle shops and bicycle bicycle safety. and encouragement education disseminate to organizations related events. and encouragement and sponsor education information such as the wheel - Organizations City need not re-invent The (PBIC), of and Bicycle League Center Information the Pedestrian and Bicycle of Pedestrian and Association American Bicyclists, materials. educational for good sources are (APBP) Professionals and materials programs education safety for a brand Create the City bicycle of Edmond Establishing an identity program for on all new materials can be applied that brand using a recognizable The message. a consistent and maintain awareness will help spread on all activities are and products apparent should be that brand with the program. associated • • • A andavailable. isunregistered s ofJune12,2012,thisaddress 31 As it moves forward with implementing the recommended bicycle network, the recommended with implementing forward it moves As in partnership should build on existing other organizations, with the City, effortspublic education variety include: a using may of methods that Action 5.1: Expand public education campaigns to promote the promote to campaigns Expand public education 5.1: Action responsibilities the rights and message and road” the “share users about new bicycle as inform roadway well as of all users, they work. and how facilities October 2012 – Edmond Resident – Edmond The bicycle network will be designed to provide safe and convenient and convenient safe provide bicycle to The network will be designed Like Edmond. throughout destinations to bicyclists travel to for access other transportation this network of bicyclefacilities for facilities modes, bicycle facilities example, For be effective. to must be used appropriately bicyclists under the assumption that ride designed the correct are It is also assumed that signals. traffic red at and stop direction on streets when space sufficient provide bicyclists yield to motorists when turning, bicycle lanes. or park in designated and do not drive passing, Education Safety through Objective 5: Promote and Enforcement. “There needs to be a balance of awareness for both drivers drivers both for of awareness “There be a balance needs to the know cyclists need to have and cyclists BUT drivers the laws.” to cyclists must adhere And be there. to right Action 4.2: Encourage bicycle organizations and other bicycle organizations 4.2: Encourage Action activities. with minor maintenance assist to groups community civic community groups, with bicycle City should work The organizations, corridors periodic upkeep along trail provide and businesses to organizations, and certain be more bicycle as facilities on bridges may facilities such that that Examples of initiatives equipment. using standard to maintain difficult a Bridge”. “Adopt or Trail” a “Adopt include should be considered Modifying the City’s existing online citizen comment/feedback system so system comment/feedback online citizen existing Modifying the City’s to directly issues easily report related can more a person maintenance that spot where identify better the City to allow would which bicycle facilities, priorities. set maintenance needed and to is maintenance Action 4.1: Modify existing online “Report a Concern” system to to system Modify 4.1: online “Report existing Action Concern” a bicycle-specificinclude a form. 54 Implementation education materials available for nocharge. The National Center for Safe hasmany Routes toClearinghouse Schools be engagedto provide safety at tips, Rodeos schools. orlead Bicycle interested funding. inpursuing SRTS Edmond Police couldalso Officers and/orindividualschools to theschooldistrict orlendsupport partner age children safetytechniques. andriding aboutbicycle The may City school day, andregular events to Rodeos educate suchasBicycle school program andencourage to allschools getinvolved. Routes to School theSafe Action 5.3:Promote andsupport (LCIs)Instructors The ofEdmond to isfortunate City have anumberofLeague Certified Classes. AdultAction Safety 5.2:Promote Bicycle andSupport which were developed by theLeague. 32 Edmond Biketoevent. School half-day, for orweekly several consecutive weeks. through employers, offeringof course a variety formats, e.g. full-day,two- Strategies for may includeoffering increasing participation courses to publicize efforts andoffer safety bicycle courses. shouldsupport City grows, to offer safety itwillbeimportant classesona regular basis. The movesthe City facilitiesandridership forward withimplementing bicycle classes. The problem to date hasbeenalackofinterest from thepublic. As The League of American Bicyclists certifies instructors to teach Smart to instructors Cyclingteach Smart The classes, League certifies Bicyclists ofAmerican

32 that canbeengagedinproviding safety adultbicycle including bicycle trains,including bicycle biketo Safe Routes toprogram, School school usingstrategies from the children to walk andbiketo shouldbeencouragingSchools and therefore bikeable. are very streets andthesidewalk network, via low stress neighborhood be accessed from neighborhoods Many ofEdmond’s schoolscan October 2012 October Bike Month orBike toBike Month Work Day oneitheranannualorbiannualbasis. addressed orclarified. Suchasummit could beheld inassociation with the variousroadway usersaboutissuesorbehaviors that needto be to have usethesefacilities,bicyclists itwillbeimportant adialogamong As moves theCity facilitiesandmore forward withinstallingbicycle IssuesRelatedto to Discuss Bicycling. Action 5.4:Convene aBike Summitto Provide aVenue inWhich safety class.Bicycle 55 Implementation

Reducing bicycle-related crashes the hinges upon addressing both Educating causes. behavioral and bicyclistsmotorists about should be the laws and local state primary encouraging method for Enforcement behavior. appropriate certain targets that behaviors is also user group of each road important establishing correct for behaviors.

Action 5.7: Increase enforcement, taking a balanced approach approach taking a balanced enforcement, Increase 5.7: Action the behaviorsbicyclists, and of both motorists that improves crashes. and reduces Motorist behaviors that should be targeted include turning left should be targeted and right that Motorist behaviors parking bicyclists, close to passing too of bicyclists, in bicycle in front rolling of bicyclists, in front opening doors of parked vehicles lanes, or assault and harassment signals, or disobeying traffic signs stop through of bicyclists. traffic ignoring include should be targeted Bicyclist that behaviors way on a street, (particularly wrong control riding the signals), traffic and riding recklessly night, near pedestriansriding at lights on without sidewalks. roadway Officers by informing an important role can also play educating distributing be done by could This users of their rights and responsibilities. first time offenders. along with a warning for a tip card and enforcement can also be an effective programs Bicycle diversion to take a an offending cyclists allows Such a program strategy. education they fine (i.e., a traffic paying to as an alternative cycling workshop safety departments can run such the court Police from system). “diverted” are The Edmond Police Departmenthas Police Edmond The an important role to play in improving in improving an important play to role bicycle safety. October 2012 Effective enforcement depends enforcement Effective informed being officers on police pertainingabout the laws to causes of the leading bicyclists, and the operating bicycle crashes, characteristics bicycle of facilities should Trainings and bicyclists. existing to new and be offered on an annual officers enforcement The basis. National Traffic Highway A pocket-sized tip card that contains information about laws pertainingabout laws to information contains that tip card A pocket-sized be could that and basic etiquette pedestrians, yielding to sharing road, the and bike shops and other venues, at made available events, at distributed officers. enforcement law by handed out with warnings (or tickets) Action 5.6: Develop a tip card to inform all roadway users about inform all roadway to 5.6: Develop a tip card Action with a focus on rights and responsibilities their respective pedestrian and bicycle safety. Edmond police should play an important should play police Edmond of cyclists. in the education role Action 5.5: Provide training to enforcement officers on bicycle officers enforcement to training Provide 5.5: Action of bicycles. facility types characteristics the operating and Safety Administration (NHTSA) has made available a 2-hour self-paced a 2-hour self-paced has made available (NHTSA) Administration Safety details More officers. enforcement all law for video training interactive the CD-ROM for can be found information and ordering about the course video entitled Another Enhancing Bicycle“NHTSA Safety”. searching by the from download for which is available Bicyclists”, for Law “Enforcing pertaining a basic overview laws of bicyclists, provides to website, NHSTA lead to it is important that and bicyclist motorist behaviors why address to and the importancecrashes, of reporting crashes. 56 Implementation Such aprogram works likethis: attend thesafety workshops. advocates. Scouttroops, schoolgroups andparents voluntarily often and helpdevelop cooperation amongpolice, parents, safety andbicycle are popularbecausetheyemphasize safety rather thanpunishment Suchprogramsworkshops internally orcontract withanoutsideexpert. • • • • • traffic tickets. Police coordinate andcourts to allow efficient cyclist processing of ticket isprocessed. failsto attend thecyclist theworkshopIf inthespecifiedperiod, the attends thecyclist theworkshop thetrafficIf ticketis void. coordinator iftheyhave any questions. as three months), andinviting theparent to theprogram contact monthly orsemi-monthly)(such withinaspecifiedtime period safety offered thechildto workshopbring abicycle (typically traffic bicycle laws forthesakeofsafety, theparent asking to ofobserving theviolation,describing emphasizingtheimportance isachild, thecyclist police sendastandardIf letter to theirparents Cyclist isticketed for violating atraffic law. October 2012 October agencies andcommunity organizations. encouragement withother inEdmond through partnerships Action 6.1:Promote education andpedestrian bicycle and viable, acceptable, healthy, andfunmodeoftransportation. 6:Expandthepublic’sObjective view that are bicycles a encouraging thewearing ofhelmets. of road users’ rightsandresponsibilities, and othersafety tips, including differenttypes, tips facility for bicycle commuting by bicycle, asummary The mapmay alsocontain other information of suchasadescription system.also beusedasthebasisfor route-finding bicycle aweb-based distributed inpaperform, beposted onlineasaPDFdocument, andmay arebicyclists aware ofnewrouting options. The Facilities mapcanbe to ensure isdeveloped network As that itwillbeimportant thebicycle and Commuter Guide. Action anddistributeMap 6.3:Develop aBicycle new usersto theimprovement. Edmond isagreat way to show offthe City’s and introduces goodefforts Holding events that celebrate thegrowth in network ofthebicycling the community completes anewbicycling-related project. upcommunity celebrationsAction 6.2:Set and/orrideseachtime inEdmond. biking comfortable People levels shouldfeel ofallagesandskill encouragement programs. to offer education and bicycle Coalition,Bicycling andothers Society, Bicycle Oklahoma Committee,Bicycle Oklahoma includingtheEdmond of partners, The willwork City withanumber

57 Implementation

program among businesses and employers as a means as a means employers among businesses and program 33 Establishing a maximum distance bicycleEstablishing a maximum distance parking can be bicycle and requiring entrance a building from located pedestrianparking the circulation be connected to to areas and not developed parking paved ensure are areas i.e. system, pads. as isolated short-term between bicycle and long-term Differentiate and institutional office industrial, parking commercial, for and sheltered secure for and establish requirements uses, lockers and storage showers bicyclelong-term storage, industrial and institutional in commercial, employees for bicycle number of long-term required The developments. should be somewhere offices parking commercial for spaces For feet. 10,000 square per 8,000 to of one space in the range of 15,000 be in the range industrial this number could uses uses the number commercial retail For feet. 20,000 square to bicycleof long-term parking in should be somewhere spaces For feet. 20,000 square per 12,000 to space of one the range ū ū ū ū to encourage them to provide end-of-trip provide facilities such as bike them to encourage to and showers. parking, lockers, clarify and strengthen to Ordinance Zoning ReviseCity’s the bicycle parking for and other support requirements Areas facilities. on include: focus to Develop a bicycle parking program and apply for funding to create create funding to a bicycleDevelop for parking and apply program install businesses to existing encourage be used to to fund a match subsidizing a portionbicycle by racks of the cost. “Bicycle Friendly of American Bicyclist’s League the Promote Businesses” priority locations for bicycle parking, but there may be other be other bicyclepriority may parking, for but there locations prioritization considerations. Create an annual program and establish a goal to install a certain to and establish a goal program an annual Create number new bicycle parking in the public right-of-way. each year racks • • • • http://www.bikeleague.org/programs/bicyclefriendlyamerica/bicyclefriendlybusiness/

33 October 2012 Prioritize locations for installing bicycle installing parking for locations in the public racks Prioritize bike to people may destinations are there where right-of-way Any etc.). stops, transit libraries, parks, areas, commercial (e.g. via the bicycle network should be high accessed destinations • The lack of bicycle parking at destinations such as shopping, places lack of bicycle places The parking such as shopping, destinations at city and as a major barrierto identified facilities was of employment, ensuring adequate about City that should be proactive The bicycling. Cityparking all destinations. at and other support provided facilities are bicycle parking as a part requires code be provided of all new commercial all but the City go further needs to encouraging development, by provide to development) family residential single (excluding development bicycle parking may and support which in the case of employers, facilities, increasing for strategies Several lockers. and storage also include showers bicycle parking and support facilities include: Bicycle campus. parking on the UCO parking and support bike at facilities 6.4: Provide Action the City. destinations throughout 58 Implementation $15 millionwithamedianof$1.6million. improvementsbiking andmaintenance, whichrange from a$200,000to More and citiesare budgetfundsto alsodedicating walking annualcity 35 code requirements. commercial andtenants asanalternative properties orsupplement to Effective Bicycle Parking” has publishedausefulguideentitled “Retailer’s Guideto Implementing Also, parking. guidance onbicycle Alliance theBicycle of Washington Professionalsand Bicycle (APBP) Parking Guidelinesfor more detailed Refer to www.bicyclinginfo.org andtheAssociation ofPedestrian 36 budget. transportation target policies. Albuquerque and Washington D.C. atarget reported equalto 5%oftotal Las Vegas, Louisville, Nashville, Phoenix, Portland, and Washington D.C.) have spending cities (Albuquerque, Austin, Cleveland, Colorado Springs, Columbus, Fresno, Honolulu, 34 adopting policiesthat set spendingtargets for andwalking. bicycling More andmore segments citiesare ofthenetwork. implementing certain improvements. may Public-private alsobeinstrumental in partnerships infrastructure, whichwouldtransportation andpedestrian includebicycle voter-approved investments aimedspecifically at making bondorlevy in programs.non-transportation The may City alsowant to consider a state, andfederal funds andgrants related andeven to transportation from ofsources, avariety includingtheGeneralFund, aswell asregional, Funding for MasterPlan implementation andrelated programs willcome 7:PursueObjective aMulti-Pronged Funding Strategy. lliance and for Biking Report. Walking 2012 Benchmarking ccording to the2012Alliance and thirteen for Biking Report, Walking Benchmarking

A A http://www.bicyclealliance.org/commute/sbblarge.pdf ū ū building setbacksinorder to allow developers more flexibility. to beplaced withinrequired parking bicycle Allow short-term industrial uses over a certain square usesoverindustrial footage acertain (e.g. 100,000). only beapplicablefor commercial office, institutionaland rooms. Requirements for showers andstorage lockersmay should beintherange ofonespace per20to 30rentable spaces lodging parking uses thenumberoflong-term bicycle 34 , whichcould beprovided to allowners ofretail 36

October 2012 October 35

budgeting for improvements bicycle and atarget for overall spending. level cost estimates, whichcanbeusedto establishminimum annual maintenance.implementation andfacility Appendix Dprovides planning- improvements andestablishminimum fundingamounts peryear for plan The ofEdmond shouldsetaspendingtarget City for biking maintenance.for planimplementationandfacility improvementsfacility andestablishminimum annual funding target thatsetsaspending Action 7.1:Adoptfor bicycle apolicy businesses –there simplyisnowhere to lockbikes up” “I seeagreat at needfor mostEdmond parking bicycle standards parking Bike rack percity – Edmond Resident 59 Implementation Action 7.5: Forge partnerships. 7.5: Forge Action funds with those of other agencies and departments will Leveraging public-private As appropriate, efforts. implementation strengthen to partnerships way should be pursued as a organizations with private is partnering One example funds. with utilities and companies leverage product corridors for utilize oil/gas) that communication, water, (e.g. for the space sufficient Sometimes these corridors have conveyance. of development allow willing to are and companies of trails, development access. maintenance e.g. practical reasons, or for as a goodwill gesture, trails Action 7.4: Actively engage with ACOG and ODOT to ensure that that ensure to ODOT and engage with ACOG Actively 7.4: Action bicycle for “good” allow criteria scoring transportation program projects. with other roadway compete to projects in this been identified have bicycle those projects that projects are “Good” safety), connectivity and improve provide projects that (e.g. Master Plan which policy, reflect USDOT and generally guidelines, meet AASHTO affect and negatively cyclists that transportationdiscourages investments the minimum go beyond that investments pedestrians and encourages bicyclists and pedestrians of all facilities for and provide requirements as standalone compete Such projects be able to should ages and abilities. City of The projects. projects and as adjunctroadway larger projects to bodies or other on committees active representation should have Edmond make decisions about transportationthat project and should scoring of in the penalization criteria scoring if it results change existing push to minimum standards. projects with bicycle go beyond facilities that October 2012 A grant match reserve fund could be established as part reservefund could match of the annual A grant setting aside a certain by implementation percentage Plan budgeting for interest Annual funds. bicycle improvement of dedicated 5 percent) (e.g., bicycle implement facility be used to reserve fund could the match from improvements. maintenance then the City should If reserve fund is not feasible, a match establishing be funds to matching for allow would other mechanisms that consider opportunities grant requiring appropriate that ensure to available readily can be pursued. a local match Action 7.3: Establish an internal funding mechanism such as a funding 7.3: Establish an internal Action it possible for the City reserve match to fund that makes grant and of state advantage take to funds available matching have grants. federal Action 7.2: Pursue a variety of grant funding opportunities. funding of grant a variety Pursue 7.2: Action the at sources outside funding pursue to Citycontinue should The of American Bicyclists and League The levels. and federal state, regional, on funding sources and Biking information Walking maintain for Alliance the changes to recent Given bicycle improvements. for and strategies opportunities be more the City to may transportation for there bill, federal important it will be more however, ACOG, through pursue funding coming to of bicycling programs and infrastructure local proponents for than ever of the dedicated several of the new bill, a result As projects. for advocate Transportation e.g. levels, and state the federal at funding sources DOT left state and SRTS, or are up to no longer exist Enhancements and bicycle and pedestrian fund, projects must compete to discretion “Transportation projects directly under the new with other eligible more program. Alternatives” 60 Implementation may notresult inthehighestneedlocation beingprioritized. improvements ontotal (includingmaintenance). crashes strictly Relying topatterns/commonality target willhelptheCity objectively safety Ultimately to determine crash theability rates and/ordiagnose accident that network needattention.within thebicycle system crash andidentify reporting spotlocations ofthebicycle quality data into acrash database forhospital injury to improve bicyclists the isrecommended investigateIt theCity optionsfor coordinating local coordination team. or maintenance issuescanberesolved through theinterdepartmental with ahighrate ofcrashes canbeidentified andany roadway design available Coordinator to theBicycle sothat locations andcorridors do involve shouldbecompiled onanannualbasisandmade bicycles information, etc. regardless ofwhowas at fault. Police that reports specific location, relevant roadway condition factors, demographic for allaccidenta bicycle, itisimportant detailsto benoted, e.g. cause, thosecaseswhereIn police are calledto ascene ofanaccident involving thresholds, orbecausepolice are never calledto thescene oftheaccident. crashes that do notrequire theydon’t apolice report, meetdamage crashesMany are bicycle undocumented becausetheyare singlebike maintenance, education orenforcement. addressed issuesmaybe eitherthrough better design, safety patternthe type, andlocation crashes ofbicycle sothat Action asystem 8.1:Develop foridentifyingandunderstanding Data Analysis andEvaluation ofPlan Implementation. andImprove 8:IncreaseObjective Ridership through Safety October 2012 October (ADBT) forcorridors andareas ofthecity.(ADBT) and average trafficbicycle dailybicycle traffic (AADBT) to extrapolate average activity of bicycle annual daily counts Action asystem 8.2:Develop forusingon-going become available. measuresAdditional may performance beaddedasdata andresources mayCity measures want to listed establishtheperformance in Table 5. measures are over quantifiable point andtrackable the time. As astarting toward MasterPlan implementation. The mostusefulperformance Performance measures are usedto determine progress beingmade for planimplementation. measures Action 8.3:Establishasystem ofperformance countsbicycle andestablishingadjustment factors. Documentation Project for additionalinformation aboutconducting as additionaldata iscollected. Refer to andPedestrian theNational Bicycle into catchment”“bicyclist areas subdivided whichover timecanbefurther thelackofdataadjustment may factors. Initially require bedivided thecity as well asto provide data usefulfor determining seasonal, daily, orhourly installed onmajorregional trails to provide data usefulfor trail corridors, isrecommendedinclude thecounting ofbicyclists. It that trail counters be usage. traffic offacility Allcounts on-going should tracking conducted willallowof theCity thedetermination ofcrash rates for and bicyclists averageDetermining traffic dailybicycle volumes and for corridors areas

61 Implementation Data Collection Frequency Collection Data N/A Annually N/A Annually Annually Annually N/A shape the Master Plan. Community input may be elicited using several using several be elicited may input Community Master Plan. shape the form, hotline or web-based comment including a telephone mechanisms, the Edmond and or every summits annually holding bike other year, which functions as an intermediaryBicycle Committee, the City between or another Bicycle Edmond Committee, The and the bicycling community. or advisory plan for in on the annual work organization weigh body may bicycle network, the recommended also decide implementing and may and accomplishments highlights that card” “report issue an annual to Plan implementation. to Master ongoing effortsrelated Baseline Measurement N/A Number of miles of existing bicycleNumber of miles of existing facilities N/A N/A 2012 2013 N/A October 2012

Performance Target Performance 2013 Install a minimum of 15 miles of bicycle recommended Complete network annually. 2022 network by 2013 20 to 50 racks per year 50 racks 20 to 4 per year 200 per year 2015 (submit application) If unsuccessful, If2015 (submit application) unsuccessful, in 2017 gaps and reapply then address Performance Measure Performance Incorporate bicycleIncorporate network the into recommendations Transportation Edmond Plan Miles bicycle network of on-street wayfinding) (including route complete Establish minimum annual funding for plan Establish minimum annual funding for and facilityimplementation maintenance Number of bicycle parking installed racks and with new in the public right-of-way development Number of trainings and educational and educational Number of trainings officers, police city targeting staff, events users and roadway Number of tip cards (see Action (see 5.6) Number of tip cards on bicycle safety information containing to officers enforcement law issued by bicyclists motorists and Achieve Bicycle-Friendly Community Achieve www.bikeleague. (see http:// recognition bicyclefriendlyamerica/ org/programs/ information) more for communities/ input and accountability. input and with process will be a dynamic Implementation of the Master Plan as factors time such as community input and priorities over changing should input Community consideration. taken into are funding availability and throughout is finalized after sought be the Master Plan to continue of bicyclists ideas and experiences and The phase. the implementation spot installed facilities, with such as their experience users, other roadway and other improvements users, of roadway behaviors issues, maintenance continually should be used to see implemented, like to they would Action 8.4: Establish mechanisms for ongoing community for ongoing Establish mechanisms 8.4: Action Table 5 Table 62 Implementation Phasing andPrioritization toprojects nameafew. street maintenancethatthrough arise other projects, andopportunities to improvements piggy-back bicycle onothercapital improvement and factors, includingavailable funding, anticipated demand, thepotential dependingonanumberof recommended willvary network bicycle over time.etwork ImprovementsThe implementation timelinefor individualsegments ofthe The recommended willbeimplemented network incrementally bicycle 5.2 facilities that are likelyto provide themostbenefitin ofpotentialterms andhelpensure initsimplementationthat canguidetheCity that efforts improvementsPrioritization ofshort-term provides auseful framework improvements. to piggy-back improvementsand/or opportunities withotherroadway providedbe implemented withintheshort-term there issufficient funding ofrecommendedthe majority on-street improvements bicycle canlikely isanticipated andrechannelization.timing/phasing anddetection, that It mayintersections entail additionalcosts associated with adjustingsignal materials, andlabor. However, accommodating through bicyclists signage onexisting roadways are relatively low cost interms ofdesign, e.g.markings, sharedbikelanes, lanemarkings, and/orwayfinding improvementsRecommended bicycle that entail installingpavement Projects (0toShort-term 5years) recommended willbeimplemented network inphases. bicycle made. Taking into thesefactors consideration, itisanticipated that the how,impacts improvements oftransportation when,andwhat type are consists ofareas withdiffering development andstreet patterns, which that requiretypes different levels ofinvestment. the City Furthermore, The recommended offacility consists network ofavariety bicycle

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! ! 64 Implementation private development, grant funding),andfeasibility considerations. (e.g.opportunities cost-sharing withtheCounty to improve rural roadways, oftheseimprovementsImplementation willdepend more on to improvementsMedium- long-term bicycle have not been prioritized. this Plan recommends addingpaved shouldersto existing roadways. widening isunlikelyto occur withina15to 20year timeframe (orlonger), someareas In of theCity,road isunknown. wideningprojects where road 4.3. inSection andcross network sections bicycle The timingofthese many willbedesigned to includebikelanespertherecommended standard. and whenthesestreets If aremajor orminorarterial widened, roadways linetwo-lane existing section beingwidenedto eitherthe reconstruction ofroadways. The Edmond Transportation Plan shows lane roadways, addingoff-street facilities(e.g. sidepaths), and complete these improvements includeaddingpaved shouldersto existing two- timeframe andsignificant fundingdue to their complexity. Examplesof system improvements, e.g. road widenings, ortheyrequire alonger they are dependent ontheimplementation ofmajortransportation reason to live inEdmond.” “Of course [more bike facilities]would beanothergreat investment for theentire system. improvements willlikelyresult inlow andalow ridership return on accommodated through thesebarriers. Foregoing of thesekinds improvements are are madesothat bicyclists safely andcomfortably improve and crossings intersections asrecommended majorarterial Regardless ofhow variousroutes to are phaseditwillbeimportant likely to occur within10years The recommended includesimprovements network bicycle that are toMedium- Long-term Projects (5+years) – orpossiblylonger – eitherbecause – Edmond Resident October 2012 October priorities at orinadvancepriorities ofthemeeting. the general invited public beactively to attend andcomment ondraft one meetingeachyear to address implementation priorities, andthat Committee;the Edmond Bicycle itisrecommended that theEBCfocus The shouldrevisit City itsnear-term listannuallywithinputfrom project PavedShoulder/Road Widenings to include: Medium- long-term projects Sidepaths • • • • • • • • • • • • • • • • • • • • • Danforth Rd (from Rd Danforth Washington St to Dr) Depot Covell are Rd reconstructed) inthenearterm willbeconstructed assomesegmentsfacility of Covell (from Rd Broadway ofthis St to Rd-note Air portions Depot Sooner Rd (from Rd limittoSooner City 2 toand Midwest Post Rd) Coffee CreekRd (from Santa Fe Ave to Broadway; Post (from Rd Coffee CreekRd to 2 Douglas BlvdDouglas (from limitto City 2 Kelly Ave to Rd (from 15 Danforth Kelly Ave (from Waterloo toPark Rd Mitch ) 1st St (from I-35to Creek Spring Park) Coltrane (fromRd) Rd limitto City Memorial Santa Fe Ave (from Waterloo to Rd Covell Rd) N Broadway St (from Waterloo to Rd Coffee CreekRd) (from Rd ColtraneDanforth to Rd Westminster Rd) Westminster to Rd (from Route 66) Rd Danforth W 15 Boulevard to StAve) Rd (from EClegern Danforth (from Rd FaircloudDanforth Drto Coltrane Rd) 33 AveBryant to (fromRd SmilingHill Thunderbird Dr) between Rd Danforth Washington School andSaqouyah Middle W 15 rd St (from Spring Hill Drto St (from I-35Frontage Hill Spring Rd) th th St (from Drto Garrett Fox LakeLn) St (from Whispering Creek Drto KellyPark Rd) nd St) nd th nd St) St) St) 65 Implementation Cost (at full-build out) (at Cost $143,000 $726,000 $186,000 $23,000 $36,000 $12,224,000 $3,901,000 $17,239,000 7.1 36.3 18.6 23.0 17.6 30.6 13.0 Miles 146.2 Routinely accommodating bicycle facilities when roadways are are bicycle when roadways facilities Routinely accommodating to relates strategy This reconstructed. constructed or substantially (see Action 1.2). resolution Streets Complete the City’s and zoning the City’s as dictated by improvements Required subdivision codes. levels. or state regional, the local, at funding sources Dedicated but the City should year, vary to funding may year Dedicated from a portion reallocate of its transportationboth seek to budget to bicycle network (see Action 7.1) the recommended implementing agencies and state regional pursue funding from and aggressively (see Actions 7.2, 7.3, and 7.4) • • • New On-Street Facilities On-Street New Bike Lanes (signing and marking)*Bike Lanes (signing and (signing Widening Bike Lanes with Future marking)* Shared lane markingsShared and marking) (signing Signed Roadway (signing only) (signing Roadway Signed Neighborhood Wayfinding (signing and marking) (signing Wayfinding Neighborhood Adding 4’ Paved Shoulders on Rural Roadways (on Roadways Shoulders on Rural Paved 4’ Adding both sides of road) Adding 10’ Sidepath (on one side of road) Sidepath 10’ Adding Total * Does not include construction if widening is needed costs The recommended bicycle by: network and implemented will likely be funded recommended The bicycle facilities and related of recommended implementation for Funding the General including a variety of sources, from likely come will programs to related funds and grants and federal state, as regional, as well Fund, Objective 7 and transportation non-transportation and even programs. further provide actions on funding discussion discussed above related sources. potential and strategies 6 Table October 2012 Funding Recommended Improvements Recommended Funding Any changes to existing grant programs, or creation of new grant or of new grant or creation programs, grant existing to changes Any affect the that type or number of large-budget funding programs, can be implemented projects that funds City changes in policy local or state affect how Any could that can be spent and how affect where will and land use that zoning Changes to in Edmond occurs development affect which projects which will are of development, pace The requirements developer through implemented City capacityChanges to staff to manage bicycle projects or Bicycle the Edmond Committee through (e.g. input Community neighborhood groups) (policyDirectives otherwise) or elected other officials and from bodies governing partners Oklahoma from Interest (such as , Oklahoma County City, and ODOT) partially are projects that in implementing or entirely within their jurisdiction • • • • • • • •

5.3 bicycling far one of the least expensive is by dollar, Dollar for transportation support. modes to Striped bicycle between lanes cost required of design on level $25,000 and $50,000 per mile (depending and how of intersection improvements and other factors such as level stand alone project or as part (e.g. being implemented the facilities are such as signage project) while other treatments roadway of a larger In lane markings most cases bicycle less per mile. and shared even cost without affecting roadways facilities can be installed within existing people capability move to thus maximizing the roadway’s capacity, vehicle by estimates cost level planning provides 6 below Table and goods. bicycle facility the recommended of implementing type cost and the total bicycle dollar figures. network in current There are many factors that can and should affect project implementation, factors should affect project can and implementation, that many are There including: