chapter 5 :: bicycle facility recommendations 5 - 1 THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER 5 -2 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK speci intended topromoteanorderly pavement markings,andsignage.Stripedbicyclelanesare assigned tobicyclistsandaredesignatedbyalanestripe, Bicycle facility typeisdescribedbelow. exist butmaynotbeappropriateforCedarPark.Eachbicycle offered inCedarParkonappropriatestreets,andothertypesthat travel. Thereareseveraltypesofbicyclefacilitiesthatcouldbe Bicycle facilitiesincludetheinfrastructureonwhichbicyclists TTypes Facilities ofBicycle hazardous ordif conditions, itisnotsuitable forallapplicationsandcanbe or crushedgranitecan makeareasonablesurfaceingood granite orhardsurface pavement.Althoughdecomposed Generally, twotypesof surfacetreatmentsareused:crushed The surfacetypeisacritical componentofmulti-usepaths. users, andbicyclists. users including,butnotlimitedto,pedestrians, skaters,wheelchair another waysuchaswithinparkland.Theyare sharedbymultiple way, withinanindependentright-of-way,or accommodatedin barrier. Multi-usepathscanbelocatedwithin theroadright-of- separated frommotorizedvehicletraf Multi-use Path even whenusingasidewalkbicycleroute. Bicyclists shouldnotrideintheoppositedirection ofvehicletraf than thedesignspeedofsidewalk,approximately 5-10mph. volumes, orheavytrucktraf or therearetraf volumes areexpectedtobelow;right-of-way isconstrained; bicycle accessisneededandvolumes and/orpedestrian movements. through intersections,toallowforbothcyclists andmotoristturning of thebicyclelaneiseitherdroppedordashedpriortoand recon divert motorized traf to bicyclists overcars;thesestreets aredesignedtoeffectively Bicycle prove tobepreferred over theother. anticipated useandits location,onesurfacetreatmentmay y p fi c areasreservedforbicyclists.Typically,thesolidstripe fi e guration ofstop signstofavorthebicycle boulevard, s -Sidewalksmaybeusefulasbicyclefacilities when:

o f -Bicyclelanesareanon-streetright-of-way -Multi-usepathsarethatphysically

fi B fi c safety concernssuchashighspeeds, cult fornarrowbicycletires. Dependingonthe i -Theseare streetswherepreference isgiven c fi c. Designelements couldincludediverters, y c l e fi

c. Bicyclists shouldnottravelfaster F a fl ow oftraf c i l i fi t c by an openspaceor i e fi s c byestablishing fi c, Shared Roadway pavement markings. and motorizedvehicle traf edge ofthegutterpan. Theselanesareusedbybothbicyclists greater than14feetwide, measuredfromthelanestripeto side oftheroadandbene Climbing BicycleLane the useofbicycles,buses,and/ortaxis. Bicycle/Bus/Taxi SharedLane other physicalseparation. motorized vehicletraf Protected BikeLane within theroadway. for theexclusiveuseofbicycles.Itdoesnotnecessarilyhavetobe Wide CurbLane the followingpage. indicate itisasharedlane.Sharedlanemarkings arediscussedon motorized vehicletraf edge ofthegutterpan.Thelanesareused by bothbicyclistsand that are14feetwideorless,measuredfrom thelanestripeto Shared crews. the shoulderbybicycles,emergencyvehicles, andmaintenance crossings ordriveways.Texaslegalcodeallows continuoususeof adequate inwidthandpavementsurfaceas wellashasfew and bicyclists.Ashouldercanaccommodate bicyclistsifitis which canaccommodatestoppedvehicles, emergencyvehicles speeds. Bikeway while supportingthrubicycletraf devices areusedtocontrolvehicletraf still hasaccesstotheresidencesorbusinesses,buttraf improvements athightraf traf paved shoulder. be described inthreeways:shared lane,widecurb and speci legally used bybicyclistsregardless ofwhethersuchafacility is is notdesignated, abicycleboulevard,andthatmaybe fi c calmingdevices,sharedlanemarkings,andcrossing fi cally designated asabicycleroute.Shared roadwayscan -Thisisaroadorpathwaythatspeci -Ashoulderisacontinuousportionoftheroadway -Sharedlanesaretheright-mostthrutraf -Thesearetheright-most thrutraf -Thisisanyroadwayupon whichabicyclelane -Thisisabikelanethatseparatedfrom fi fi c byarowofparkedcars,,orsome c, and havepavementmarkingswhich -Aclimbingbicyclelaneismarkedonone fi c crossings.Motorizedvehicletraf fi fi ts cyclists goingupsteephillsatslower c; however,theydonotalways have -Atravellanethatisrestrictedto fi c. fi c speedsandaccess fi cally designated cally fi c lanesthatare fi fi c lanes c c control c fi c SShared Lane BBicycle Boulevard PProtected BicycleLane h r i c o a y t r e c e c l d e t

e

L B d a o

n B u e i l c e y v c a l r e d

L a n e PPaved Multi-usePath BBikeway BBicycle Lane WWide CurbLane a i i k c i d v e y e e w c d

l C a e

M u y

L r u a b l n

t L i e - a u n s e e

P a t h chapter 5 :: bicycle facility recommendations 5 - 3 Share the signs are often used to inform vehicle drivers that the lane is also used by bicyclists. c fi Shared-lane markings conditions.” Most of the City’s arterial are greater than 40 mph, and proposed to have wide curb lanes for bicycle use. These roads do not necessarily require shared lane markings. be used on a roadway (bike route) or shared (no bike route designation) which has on- parallel parking. If used, shared roadway bicycle markings shall be places so that the centers of markings are a minimum of 11 feet (3.3 meters) from the curb face or edge of paved shoulder. On state highways, the shared roadway bicycle marking shall be used only in urban areas. “If used, the shared roadway bicycle marking should be placed immediately after an and spaced at intervals of 250 feet (75 meters) thereafter. “If used, the shared roadway bicycle marking should not be placed on roadways with a speed limit at or above 40 mph (60km/h). “Where a shared roadway bicycle marking is used, the distance from the curb or edge of paved shoulder may be increased beyond 11 feet (3.3 meters). The longitudinal spacing of the markings may be increased or reduced as needed for roadway and traf

d e

r a h S s

f g o n

- According to i e k s r U a

c control device. The r fi M

e e p n c Control Devices has not o fi c Control Devices (NCUTCD) fi r a c Control Devices Proper Use of Shared of Shared Use P Proper L Lane Markings Shared lanes, wide curb and paved shoulders have limited pavement or right-of-way widths which prevent the feasibility of installing a bicycle lane. To address this issue, several cities across the United States are using shared lane markings, or “sharrows” to indicate where within the shared lane a bicyclist should be positioned. Sharrows encourage fi

Pavement Marking PREFERRED The Preferred Shared Lane Bike and shared lane marking THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER Source: FHWA, 2006, p. 234 the MUTCD, “shared roadway bicycle markings shall only - The Bicycle Technical Committee of the NCUTCD suggests following guidelines for use of shared lane markings: “If used in a shared lane with on-street parallel parking, markings shall be placed so that the centers of markings are a minimum of 11 feet (3.3 meters) from the curb face, or edge pavement where there is no curb. “Shared lane markings shall not be used on shoulders or in designated bicycle lanes. “The shared lane marking should not be placed on roadways with a speed limit above 35 mph (55km/h). “When used, the shared lane marking should be placed immediately after an intersection and spaced at intervals not greater than 250 feet (75 meters) thereafter.” California Manual of Uniform Traf yet adopted sharrows as an accepted traf Federal Administration is anticipated to approve the use of the shared lane marking in 2009. Currently, cities and states are allowed to use them experimentally; standards for their are described below. National Committee on Uniform Traf bicyclists to not ride on sidewalks and away from parked cars. Similar to signs, they also notify motorists that bicyclists may be present. The National Manual on Uniform Traf 5 -4 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK These factorsinclude: established guidelines forselectingroaddietconversionprojects. of aroaddietproject. Literatureandcasestudyresearchhas Recent researchidenti Setting TrendsforLivableStreets environment ofastreet.Accordingtothe Road dietshaveotherbene utilized forotherusesandtravelmodes,includingbicyclelanes. travel lanesareremovedfromaroadwayandthespaceis Road Diets improve bicyclefacilities. calming aretwotechniquesthatcanbeutilizedtoinstalland/or In conjunctionwithinstallingbicyclefacilities,roaddietsandtraf TTools for Facilities Improving Bicycle as: case-by-case basis.Criteriaforbestmodel projects areidenti Potential roaddietconversionprojectsshould beevaluatedona quality oflife.”(Rosales,2006,p.3). access; reducedcollisionsandinjuries; improved livabilityand diet] includereducedvehiclespeeds;improvedmobilityand ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦ o

Streets withoutfrequentbustraf Commercial reinvestmentareas withresidentialfrontage Overall traf constraints (e.g. right-of-way)? intended function oftheroadway? Whataretheroadway Roads withexistingsafetyissues Roadway functionand environment. Moderate motorvehiclevolumes(approximately 20,000ADT) Main streets Scenic roads Historic streets Entertainment districts Economic enterprisezones average daily traf o l s

f -Aroaddietisatypeofroadwayconversionwhere o r fi c volumes and

I m p fi c volumes. Ideallocationsshould havefour fi r es otherfactorsthataffect thesuccess o v fi ts beyondimprovingthebicycling i n fl ow. , “theresultingbene g

fi Evaluatepeak hourand c B i c Whatistheexistingand y c Road DietHandbook: l e

F a fi ts [ofaroad c i l i t i e fi ed s fi c ♦ ♦ ♦ ♦ ♦ ♦ ♦ ♦

Traf evaluated. that aroaddietproject mayhaveonparallelroutesshouldbe divert traf Presence ofparallelroutes. simple re-striping. since roaddietprojects canbedesignedandimplementedby roadway project,aroad dietcouldbeamorefeasiblesolution right-of-way, costs,andacquisitionareconstraints fora service would notbereduced. be preformed toprovethatroadway capacityandlevel of Right ofwayavailability,costandacquisition impacts. in roadway conversiononpedestrianandbicycle activitymay improves thebicycleenvironmentaswell.The effectsofa for roaddietstoresultintheinstallationofbicycle lanes environment isimprovedforpedestrianactivity. Thepotential speed andreducingthenumberoflanes, roadway Pedestrian andbicycleactivity. have highcrashrates. diet conversioncouldbeapotentialsolution forroadsthat severity ofcrashes.”(Rosales,2006,p.106)Therefore, aroad “road dietscanreducecrashratesandthe number and Crash typesandpatterns. impact thisdecisionandshouldbereviewed. operational impactaconversionhasonvehicle delaymayalso the decisiontoimplementaroaddietproject. Additionally,the weaving (lanechanging)andspeedofaroadwaycanaffect Weaving, speed,andqueues. roadway. can signi slow-moving vehicles,suchasbuses,trucksordelivery Frequent stopsandslow-movingvehicles. should beevaluated. affect operationalandsafetycharacteristicsofaroad Turning volumesandpatterns. operations shouldbedeterminedlocally. trips canbeacceptable.Anacceptablelevelofchangein lanes and12,000to18,000dailytrips,howeverup25,000 fl uence aroaddiet’sfeasibility. fi c impactanalysis. fi cantly slowtraf fi c ontoalternativeroutesand streets.Theimpact Adetailedtraf fi c andimpacttraf Severalstudieshavefoundthat Roaddietshavethe potential to Turnvolumesandpatternscan Theneedtodecreasethe Bydecreasingmotorvehicle fi c impactanalysisshould Thepresenceof fi c fl ow ofa When Graphical Representationof Converted street afteraroaddiet Street beforearoaddiet a RoadDiet chapter 5 :: bicycle facility recommendations 5 - c volumes represent Average operating fi c operations and design fi c calming). fi c characteristic factors that fi Intersections pose special The presence of on-street parking Inadequate sight distance relates to situations Higher motor vehicle traf There are six traf The regular presence of trucks, buses, and/or t to the community. fi ects local conditions. Motor vehicle speed can fl c volume. c mix. fi fi challenges to bicycle and motor vehicle operators, especially when bicycle lanes or separated multi-use paths are introduced. The number and/or frequency of intersections where bicycles are being overtaken by motor vehicles and where the sight distance is likely less than that needed for a motor vehicle operator to either change lane positions or slow to the bicyclists speed. This problem is primarily associated with rural highways, although some urban streets have sight distance problems due to poor design and/or obstructions. Number of intersections. recreational vehicles can increase risk and have a negative impact on comfort for bicyclists. All types of bicyclists prefer extra roadway width to accommodate greater separation from such vehicles. The recommendations suggest different design treatments and widths depending on whether or not the volume of trucks, buses, and/or recreational vehicles is likely to have a negative impact on bicycle use. On-street parking. increases the width needed in adjacent travel lane or to accommodate bicycles. This is primarily a concern associated with streets and roadways built an urban section. Sight distance. greater potential risk for bicyclists, and more frequent overtaking situations are less comfortable for group B/C bicyclists unless special design treatments are provided. Average motor vehicle operating speed. speed is more important than the posted limit, and better re Traf have a negative impact on risk and comfort unless mitigated by special design treatments (traf Traf 6. 4. 5. 1. 2. 3. affect bicycle use and preferred facility: commit the resources necessary to provide facilities that meet the recommended design treatments. Only then can facilities be designated for bicyclists to provide the desired access, increased use, and bene What are the current and anticipated traf characteristics of the route that will affect choice a bicycle design treatment? s - e i t i l As i c a F

e l c y c i ed to provide space for fi B

t e e r Bicycle facilities are most easily t s t)? fi - n O

g n ed and evaluated. Future road projects were also fi i t c c route or project must be assessed: tting an existing roadway typically involves re-striping the fi e fi l uenced facility recommendations. e fl S Selecting Bicycle Facilities On-street Bicycle facility selection for the recommendations in this plan was done using a combination of methodologies. Field analysis, alternate routes, potential roadway changes, and public input in First, roadway cross sections were evaluated to determine how the existing roadway could be modi the bicycle facility. Secondly, if an existing roadway could not feasibly accommodate a bicycle facility, potential alternates were identi considered, including the prospect of widening a road where growth might require roadway expansion. Lastly, public input received during the planning process was also considered and incorporated into the recommendations of this plan. FHWA Design Bicyclist Facility Recommendation Methodology The FHWA methodology suggest a two-tiered approach: What types of bicyclists is the route most likely to serve? discussed, preferred facility recommendations will vary depending on the type of bicyclists. Group A riders are experienced adult riders. best served by making every street bicycle friendly and adopting roadway design standards that include wide curb lanes and paved shoulders to accommodate shared use by bicycles and motor vehicles. Group B/C riders are beginner adult and children riders. Group B/C riders are best served by identifying key travel corridors and by providing designated bicycle facilities on selected routes through these corridors. To determine the appropriate roadway design treatment to accommodate bicyclists, several factors associated with the speci What type of roadway project is involved (new construction, reconstruction, or retro installed with new construction or reconstruction of roadways. Retro existing lanes to accommodate bicycles. When working with existing roadways, planners should investigate the opportunity to make at least minor or marginal improvements. However, where the need is to serve group B/C bicyclists, it essential c c fi fi c fi c calming fi c calming devices. fi ts bicyclists or c calming devices fi fi An FHWA illustration of traf Source: FHWA, 2006, p. 325 es other traf fi c calming bene fi cial impacts for bicyclists and pedestrians. fi - When it is not possible to install a bicycle lane, - Lane diets occur through the narrowing of existing c calming devices could include speed cushions, traf c Calming c calming may improve the bicycling environment. Traf c calming techniques (narrowing streets and speed cushions) fi fi fi fi THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER traf calming devices are used to reduce motorized vehicle speeds, improve the environment and livability of a street, provide real and perceived safety for non-motorized users of a roadway. Traf circles, chicanes, semi-diverters, and curb extensions. The Federal Highway Administration (FHWA) identi Traf devices, such as , bulb-outs, center islands, and median barriers. Bicycle may also serve as a traf calming device. It is questionable whether traf causes more problems. According to the Pedestrian and Bicycle Information Center, bicyclists are concerned that some traditional traf have a negative impact on bicyclists. Narrowing streets force motorists to drive closer bicyclists when passing, and speed humps are uncomfortable to bicyclists and may cause drivers swerve around to the edges (possibly into a bicyclists) avoid speed hump. However, if designed and implemented properly, with consideration for the impacts on bicyclists, traf can have bene Lane Diets lanes to accommodate a bicycle facility. Essentially all the of a roadway are narrowed so that bicycle lane can be installed. 5 -6 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK adequate. high securityissecondary toconvenienceandaclassIIIrackis bicycle istobeparked brie circumstances (suchas inacoveredandsecurearea).Ifthe or classIIrackispreferred, andaclassIIImaybeusedincertain protection fromtheweather arethemainconcerns.AclassI park-and-ride stationor of of use.Ifthebicycleistobeparkedallday or overnight,ata class ofbicycleparkingdependsonthetypical expectedlength There arethreetypesofbicycleparkingfacilities. Theappropriate bicycle use,andoftentimesprovideprotection fromtheweather. Bicycle parkingfacilitiescanhelpreducebicycle thefts,legitimize can alsoencouragenewcomerstousebicycles fortransportation. motor vehiclesystem.Thisbene bicycle parkingfacilitiesexistattheirdestinations, similartoa expected tousetheirbicyclesfortransportation unlesssecure and maintainabicyclefriendlyroadsystem. Peoplecannotbe comprehensive bicycleplanning.Itisnotenough todevelop Bicycle Parking provide bicycleend-usefacilitieswhereappropriate. system andmakebicyclingeasiersafer. TheCityshould of thebicyclesystemareimportantelements thatimprovethe facilities, car-sharing,andrepairservices.These components End-of-trip facilitiesincludebicycleparking, showers andchanging trip facilitiesarealsoamajorrequirement. bicycle lanestendtobeastrongerfactorbicycling,theend-of- work signi of facilitiesincludingbicycleparking,showers,andlockerroomsat A reviewofbestpracticesindicatesthat,amongotherthings,lack an individual’sdecisionofwhetherornottocommutebybicycle. The availabilityofend-of-tripfacilitieshasthepowertoin EEnd-of-Trip Facilities ♦ n

lockers orlocked storagerooms, bicycle check-insystems cannot remove abicyclefromit. Examplesincludebicycle inclement weather andisdesigned soanunauthorized person enclosed parking spacewhichprotects thebicyclefrom Class I d lanes, sidewalks,ormulti-usepaths. should beconsideredwhenaddressingtheuseofbicycle - o , thehighestsecuritytype ofparking,isacompletely fi cantly deterbicyclecommuting.Whilebikeways and f - T r -Bicycleparkingisanintegralpartof i p

F a c fi i ce complexforexample,security and fl l y atagrocerystore for example, i t i fi ts not onlycurrentbicyclists,but e s fl uence gauge steel benttoformaU.Pipe endsareeitherinstalled ina inverted-U racks. Theinverted-Urack isasinglepieceof heave The besttypes ofparkingfacilities forshorttermstorage aresimple points above andoneithersideof thebicycles’center ofgravity. Short termparkingracks shouldsupportthebicycleattwoormore clinics, etc.Visibilityand accessibilityarekeyissues. typically foundatretail shopsandpublicbuildingssuchaslibraries, expected todepartwithin twohours.Shorttermparkingis Short TermParking heavy gradechain-link fencingandcontrollingaccesswithlocks. be constructedbyenclosing bicycleracksandaislespacewith indoor storageareas, or roomforlockers,bicyclecagesmay be createdfromanylockerroom.Inlocations withoutavailable appropriate use.Bicycleroomsareanother solution,andcan are bestprovidedonauser-applicationorlease basistoensure lockers. Bicyclelockerscanbeinstalledindoors orout.They either insideabuilding,of The besttypeofparkingfacilitiesforlongterm parkingare parking. providing showersandchangingroomsinaddition tosecure store accessoriesisalsohighlydesired.Employers shouldconsider and accessibilityarekeyissuesforlongterm parking.Aplaceto Safety fromtheftandvandalism,protection fromtheweather, centers, airports,andtransithubs. located atschools,highdensityresidentialareas, employment students, residents,andcommuters.Longterm parkingistypically expected toparkforlongerthantwohours, suchasemployees, Long TermParking ♦ ♦

wheel andtheframetorack. A classIIIrackprovidestheuserwithabilitytolockone Class III breakage. models provideprotectionofthelockfromvandalismor support thebicyclesecurelyinastablepositionandsome padlock orU-lockwithoutremovingawheel.Theseracks and theframecanbesecuredwithonlyausersupplied Class IIbicycleparkingisarackdesignedsothatbothwheels Class II surveillance. in aparkinggarageunderconstantpersonalorelectronic under controlofanattendant,andbicyclestoragefacilities bicycleparkingprovidesamediumlevelofsecurity. bicycle racksarestandard,shorttermuse,utilityracks. ismeanttoaccommodatecyclistswhoare ismeanttoaccommodate visitorswhoare fi ce, guarded enclosure,orbicycle preference asprovided forvehiculartraf by contributingtoaffording bicycliststhesameinformationand utilization, signsandmarkings canenhancethebicyclesystem them toandthroughalternate routes.Withpropercareand bicyclists andmotorists togapsinthesystem,aswellleading City ofCedarPark.Signs andmarkingscanplayaroleinalerting The useofsignageand pavementmarkingscanbeinstalledinthe on beinginformedofroutes. noti preserving theintegrityofbicyclefacilities.Also, justascarsrelyon helps alertmotoristsofthepresencebicyclists andthelaws presence ofbicyclists.Signagesuchas“Share theRoad” way Way of facilitiesinanefforttocreatebicyclecommuter memberships. consider communicationwithareagymsand otherwork-outtypes and aplacetochangeiswillingpayfor. TheCityshould many moreservicesthanabicyclistsimplylooking forashower throughout thecity.However,membership costs typicallycover common and and changingfacilitiesforbicyclists.Gymscurrently offerthemost There areveryfewpubliclyaccessible(even forafee)shower be consideredduringprojectplanning. and maintenanceofautomobileparking, therefore,should bicycle parkingfacilitiesisusuallylessexpensivethanconstruction can exerciseduringlunchhours.Thecombinationofshowerand only commutingcyclists,butother important forbicycletransportation.Thesefacilitiesbene Shower andChangingFacilities pedestrian traf bars maybeboltedtoasecurewallwherecon be attachedataheightof20inchesaboveground.Alternatively, rings holdingabicycleagainstverticalwall.Theseshould shops. Areaswithoutspaceforrackscanprovideparkingthrough are availablecommerciallyoreasilymanufacturedbyfence to asolid, baseorhaveweldedmounting fi cations ofupcomingstreetsorexitramps,sodobicyclistsrely fi fi nding alongaroute,aswellalertingmotoriststothe nding SignsandMarkings fl at surface.Eachoftheseracksholds2bicyclesand fl fi exible optiontobicyclists,astheyarelocated c canbeavoided. provideanimportantrolein inemploymentcentersare fi tness mindedemployeeswho fi c. fl anges bolteddirectly fl icts with icts fi t not t chapter 5 :: bicycle facility recommendations 5 - 7

s

n e l o nding i c fi t y p c i O B

/ t

s e e e r v t i s t S e - a i t n n i r l c areas where it is not feasible or fi O i e

c t r Proposed bicycle lane. These are intended to be on-street, striped, designated bicycle lanes with the appropriate on-street markings and signage. Proposed bicycle route. These are designated routes with way signage and share the road signs. They are not intended to be striped bicycle lanes; rather, bicyclists and motor vehicles are intended to share a wide outside lane. Proposed multi-use path/. These are intended to be off-street facilities where a wide sidewalk can accommodate both pedestrians and bicyclists. These are in high traf too dangerous to add an on-street bicycle facility to the roadway.

l a ♦ ♦ ♦ o Alternatives / Options / Options A Alternatives Bicycle On-Street f for F Facilities The proposed bicycle facilities are divided into three categories: Both the proposed bicycle lanes and proposed bicycle routes are intended to be placed on the street going in both directions. This is so that bicyclists can use the bicycle network regardless of which direction they are traveling. For the purpose of this Master Plan, on- street bicycle facilities are not prioritized. Bicycle facilities are installed or added when a roadway is repaved or widened. It is up to the discretion of City’s Engineering Department to decide when such projects are needed. On-street bicycle facilities should be installed at that time. s e i t i l i

t c c. If a street Table 5 - 1 a $3.00 per linear foot $500.00 each (includes installation). Should be placed at predominate destinations and in close proximity to building entrances. e fi F e ect facilities

fl r e t l S c - y n c i O

B r s Typical Costs for On-Street Bicycle Facilities

f e o i f ective of facilities on one side o fl

t

i s e l t i c s c n o a a C F

n l e e a l t c c n i y i p c a i y Removal of Existing Lane StripingNew Lane Striping (both outside lanes and bicycle lanes) $1.75 per linear foot New Bike Route SignsNew Bike Lane/Shared Lane MarkingsNo Parking/Restricted Parking Sign $250.00 each. Should be placed every 200 feet. Class III Bicycle Parking Rack (accommodates 4 bicycles on average) $500.00 each. Should be placed where necessary. $500.00 each. Should be placed every 1/4 mile. THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER Typical Costs for On-Street On-Street for Costs T Typical B Bicycle Facilities The costs shown on this page are for reference purposes only. Actual costs when implementation of bicycle facilities occurs may vary. The prices shown are re a street; however, bicycle facilities should be provided going the same directions as all vehicle traf is one-way, bicycle facilities should be placed on the right side; if a street two-way, then bicycle facilities should be placed on both sides. Essentially, the overall cost of bicycle facilities should be doubled to re of BicycleM Maintenance Facilities Maintenance of on-street bicycle facilities should be incorporated with typical street maintenance. The most common forms of maintenance are re-surfacing the road and street sweeping. Sweeping of bicycle lanes and routes should be incorporated into all scheduled thoroughfare and residential street sweeping. Off-street facilities should be maintained in a similar manner to any trail or sidewalk in the City. placed on both sides of a street. 5 -8 chapter 5 :: bicycle facility recommendations struction costs provided herein areto bemade on thebasis ofthe Design Professional’s quali In providing opinions ofprobableconstruction cost, theClient understands thattheDesign Professional hasnocontrol overco CONNECTING CEDAR PARK Route 5Bu ig aka ot rsyCekR.DsoeyBv.Cneto oQetVlaePr.$4,000to$6,000 $5,500to$7,500 $5,000to$7,000 $5,000 $5,000 t Connection toRunningBrushyMiddleSchool,Heritage ParkandHOApool Connection toQuestVillagePark. DiscoveryBlvd. BagdadRd. ConnectiontoGoodShepherdLutheranSchool. ConnectiontoWilliamLawsParkandHOA pool. Connection to BlockHouseCreekElementaryandHOApoo ParkSt. BlockhouseMUDPark Connection toVeteransMemorialParkandCarriageHillsPark. BrushyCreekRd. BlockhouseMUDPark Route Route Connection toCoxElementary,ForestOaksPark andHOApool. LakelineBlvd. PrizeOaksDr. WhitestoneBlvd. BlockhouseDr./CreekRunDr. Connectiontocavepreserves,NelsonRanchParkandmajoremploye Route BagdadRd. Route LynnwoodTrail/SpanishOakSt. 18 BrushyCreekRd. BagdadRd. CypressCreekRd. HeritageParkDr./HawkDr. 17 Buttercup CreekBlvd. AndersonMillRd. Route BlueRidgeParkway Route 16 RoyalLane ContinentalPass/BrashearLn. 15 Route NewHopeDr. CedarParkDr./MonarchAve. 14 Route CedarHillsBlvd/ParksvilleWay 13 ParkSt. NelsonRanchRoad 12 Route LynnwoodTrail/DarkwoodsDr. 11 10 6Tmewo r/ihadD.RueNwHp r rserLn oncint idn lmnay $4,000to$5,000 $60,000 to$75,000 $4,500to$6,000 $80,000to$110,000 Connectsto Leander ISDschoolproperty.Majorrouteto connecteasttowes Connects toCoxElementary,ChampionPark,Brushy CreekParkandregional VistaRidgeParkway ConnectiontoRecreation Center,BlockHouseCreekElementary, HOApools,and Connection toLibrary,QuestVillagePark,TownCenter, andCedarPark SaddleRidgeDr. Connection toChampionParkandRanchatBrushy Creek Park. ConnectiontoGiddens Elementary,BagdadParkandHeritage Park. Lakeline Blvd. CedarParkLibrary Route BrushyCreekRd. BlockhouseDr. Darkwoods Dr. Route Whitestone Blvd. Connection tomajoremployersandretail. Route Discovery Blvd. EncirclesRanch atBrushyCreekneighborhood.Connection toRanchatBrush Citylimits Route Parmer Lane Connection toGiddensElementary. Route SaddleRidgeDr. Whitestone Blvd. BrushyCreek Road Citylimits Lane Brashear Lane ParkStreet 31 Saddle RidgeDr. DiscoveryBlvd. 30 Route SaddleRidgeDrive Connection toSilveradoSpringsParkSouthand VistaRidgeHighSchoo 29 New HopeDr. 28 Route MainStreet City limits BrushyCreek Rd. TimberwoodDr./HighlandDr. 27 Lane BagdadRoad 26 25 FrontierLane ParmerLane Route 24 Lane/ WestNewHope/WheatonTrail KenaiDr./AdventureLane 23 ParmerLane 22 21 9Talig rv ot ynodTalPr t oncint oetOk ak $1,500to$2,500 ConnectiontoCedarParkCenter,RegionalMedicaland ConnectiontoForest OaksPark. SamBassRd. ParkSt. MainSt. Lynnwood Trail Lane Route NewHopeDrive TrailridgeDrive 20 19 tetTp trigPitEdn on Notes EndingPoint StartingPoint Type Street # lc re ri ot iteEmTalBtecpCekBv.Cneto oCukCekPr n ao mlyr.$4,000to$6,000 $135,000to$165 $20,00 Potential connection toBrushyCreekRegionalTrailandfutureLakelineVillage Connection toCluckCreekParkandmajoremployers. Buttercup Creek Blvd. MuchofthisroadisnotinCedarPark’sjurisdiction. BellBlvd. CedarParkETJLimit LittleElmTrail Route ConnectiontoButtercupCreekPark&Pool,and cavepreserves. AndersonMillRd. Lane Connectionto Oakwood GlenParkandGold FM 620 Lane/ CluckCreekTrail Lane BellBlvd. LittleElmTrail 9 LimeCreekRoad NelsonRanchRd. Lane 8 AndersonMillRd. LakelineBlvd. SunChaseBoulevard Route Lane/ ButtercupCreekBoulevard 7 SunChaseBlvd. 6 Route LittleElmTrail FallCreekDrive/BarrillaStreet 5 Lane/ 4 ElSalidoParkway OldMillRoad 3 2 AndersonMillRoad 1 Route Route Route Route l ilR.RmlrVle r BikeroutefromOldMillRd.toMilburnParkthen becomesbikelane.Connection RamblerValleyDr. Bike laneuntilitreachesCypressCreekRd.then becomesbikeroute.Connection Old MillRd. Bikelaneuntilitreachesthecavepreservethenbecomesbikeroute.Connection HeatherDr. ParksvilleWay FM 620 FM 620 htsoeBv.KolsEeetr BikeLanewhilealongNew HopeDr.BikeroutealongWestNewand KnowlesElementary Whitestone Blvd. fi cations and experience. The Design Professional makes nowarrant, expressed or implied, asto theaccuracy ofsuch opinions a Alternatives/Options forOn-StreetBicycleFacilities to MilburnParkandDeerCreekElementary. PUD Park. to MilburnPark. to CedarParkHighSchoolandDeerCreekElementary. Town Center. Creek ParkandHOApool. Wheaton Trail.Connection toKnowlesElementaryandVeteransMemorial Park. other majoremployers. collector withintheMUD. Table 5-2 sts orthe priceoflabor, equipment ormaterials, orovertheContractor’s method ofpricing, andthat theopinions ofprobabl fi n ak $4,000to$5,000 nd Park. ls. Encirclesthemajor s $5,000to$7,500 rs. .$6,000to$8,000 l. etr $5,000to $7,000 Center. $3,000to$4,000 . .$20,000 to$60,000 t. ri.$30,000 to$70,000 trail. y LowHigh include wideningofroadway) Potential CosttoImplement s compared tobid oractual costs. $110,000 to$125,0000 $140,000 to$170,000 $200,000 to$250,000 $30,000 to$45,000 $15,000 to$25,000 $15,000 to$23,000 $10,000 to$15,000 $2,000 to$3,000 $2,000 to$3,000 $4,500 to$6,000 $3,000 to$5,000 0 to$35,000 to$7,000 o $7,000 ,000 (doesnot e con- chapter 5 :: bicycle facility recommendations 5 - 9 24 28 24 31 28 24 28 21 F 22 22 21 20 22 F 21 31 21 30 20 19 31 F 10 10 C 10 17 5 20 30 F 5 E 15 D 29 E 15 6 18 29 2 9 5 20 5 9 18 B 30 18 27 2 3 27 11 F 18 6 1 3 A 13 2 11 7 13 4 3 25 13 6 F 30 A 25 14 26 7 A 1 26 12 7 F 16 1 14 1 1 1 12 8 F 23 23 8 8 Table 5 - 3 Suggested Multi-use Sidewalks F Whitestone Boulevard E FM 620 B Cypress Creek Road A Lakeline Boulevard D Buttercup Creek Road C Little Elm Trail Route Street 5 -10 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK The mostsigni 1-ProposedSSector Facilities Bicycle parks, andemployers. neighborhood residentstoareadestinations, suchasschools, the neighborhoodsinthissector.Thegoalis connectthe There areseveralproposedbicycleroutesthroughout motor vehicles. wide outsidelanewhichcanbesharedbyboth bicyclistsand multi-use sidewalk.Thecurrentdesignofthis roadhasa15foot also providesaconnectiontotheWhitestone Blvd.proposed School, thisbicyclelaneshouldbesixfeetin width.BagdadRoad connection fromsurroundingneighborhoods toLeanderHigh A bicyclelaneisproposedalongBagdadRoad. Becauseofthe result, anoff-streetmulti-usesidewalkisrecommended. have ashouldertosafelyaccommodateBandCcyclists.As Currently theroadistoonarrow,andinsomeplacesdoesnot retail businesses,andmajoremployerslocatedalongthiscorridor. the northernportionofCity.Thereareseveralneighborhoods, feasible. WhitestoneBlvd.isamajorarterialconnectionthrough minimum, with12to15feetbeingtherecommendedwidthif and pedestrians.Thissidewalkshouldbe10feetwide,ata Blvd. Thismulti-usesidewalkwillbeintendedforbothbicyclists be theconstructionofamulti-usesidewalkalongWhitestone e c t o r

1 fi cant bicyclefacilityinthissectoroftheCitywill

-

P r o p o s e d

B i c y c l e

F a c i l i t i e s one side. to constructa1215footwidemulti-usesidewalk intherightofwayon to convertintoabicyclelane.Itisproposedthat thesafestalternativeis narrow toaddon-streetbicyclelanes,andthere isnoexistingshoulder Whitestone Blvd. -MuchofthisroadthroughCedarPark’scitylimits istoo recong vehicle lane.Instead,thebicyclelanesneedto befactoredintoany not likelythatbicyclelanescanbeaddedwithout removinganexisting lanes shouldbeadded.Withthecurrentcon Bagdad Road fi guration orimprovementtotheroadinfuture. -WhenBagdadRoadisexpandedorimproved, bicycle fi guration oftheroad,itis chapter 5 :: bicycle facility recommendations 5 - 11 THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER 5 -12 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK sidewalks arediscussedinChapter6ofthisMaster Plan. connection fromonebicyclelaneorrouteto another.These is proposedalongsegmentsofthesestreets to provideasafe and pavingmorerightofway.Therefore,a multi-use sidewalk to addabicyclelanewithoutexpandingthe widthoftheroad and CypressCreekRoad.Bothofthesestreets aretoonarrow A multi-usesidewalkisproposedalongsegments ofLakelineBlvd. Creek RegionalTrail. southwest neighborhoodstothecenterof CityandtheBrushy Trail iscompleted,itwillserveastheprimary connectionfromthe Village PUDParktrails,andeventuallytoRM620.OnceLittleElm the existingBrushyCreekRegionalTrailtofutureLakeline Trail isamajorcorridorbecauseofthepotentialithastoconnect Bicycle lanesarealsoproposedalongLittleElmTrail. where anexistingwidecurbcanbedesignatedasabicyclelane. , SunChaseBlvd.andButtercupCreekareallstreets signage andpavementmarkings.AndersonMillRoad,ElSalido be convertedintoadesignatedbicyclelanewiththeappropriate several streetsthathaveanexistingwidecurb,whichcaneasily This sectorhasgreatpotentialforbicyclefacilities.Thereare 2-ProposedSSector Facilities Bicycle e c t o r

2

-

P r o p o s e d

B i c y c l e

F a c i l i t i e s BButtercup CreekBlvd. u AAnderson MillRoad t t n e d r c e u r p s o

C n

r M e e i l k l

R

B o l v a d d . NNelson RanchRoad e EEl SalidoParkway l l s

S o a n l

i R d a o n

P c a h r

k R w o a a y d chapter 5 :: bicycle facility recommendations 5 - 13 THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER 5 -14 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK Cedar ParkCenter. neighborhoods totheRecreationCenter, Libraryandthe Place neighborhood.Thesebicyclerouteswill connectthe Creek neighborhood,TownCenterresidential areas,andPark Bicycle routesareproposedthroughoutthe BlockHouse replace thebicyclelanes. TxDOT. AnyfuturewideningofthisroadbyTxDOT shouldnot markings. Inordertocomplete,theCitymust cooperatewith formally designatedasabicyclelanewithsignage andpavement bicycle facility,thisMasterPlanrecommends thattheshoulderbe the existingwideshoulderiscurrentlyusedbymanypeopleasa Bicycle lanesarealsoproposedalongParmerLane.Although surrounding neighborhoodsinthenortheastareaofCity. Park Center,theRecreationMedicaland This bicyclelanewillprovidesigni A bicyclelaneisproposedalongNewHopeDr.eastofMainSt. Chapter 6. is alsoproposedforthissectorwhichdiscussedinmoredetail The continuationofthemulti-usesidewalkalongWhitestoneBlvd. 3-ProposedSSector Facilities Bicycle e c t o r

3

-

P r o p o s e d fi cant connectionstotheCedar

B i c y c l e

F a c i l i t i e s connect surrounding residentstonearby destinations. Town Center in therightofway. for on-streetbicyclefacilities.Therefore,amulti-use sidewalkisproposed Whitestone Blvd. -Bicycleroutes areproposedthrough theTownCenterto -WhitestoneBlvd.isamajorcorridorwithlimited ability separate on-streetfacilityshouldstillbeavailable forbicyclists. meandering sidewalkasdesignatedbytheTransportation MasterPlan,a Drive whenitisexpanded.Eventhoughthisstreet willhaveawide New HopeDrive -AbicyclelaneshouldbeaddedalongNewHope chapter 5 :: bicycle facility recommendations 5 - 15 THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER 5 -16 chapter 5 :: bicycle facility recommendations CONNECTING CEDAR PARK Brushy CreekRoad. trail. Themostprobableconnectionisalong ParmerLaneor key goalshouldbetoconnectthebicyclenetwork totheexisting The existingBrushyCreekRegionalTrailislocated inthissector.A Lane. Leander ISDschoolproperties,andthebicycle lanealongParmer Bicycle routesintheseneighborhoodswillconnect residentstothe neighborhood andtheETJof BreakawayPark. Bicycle routesareproposedthroughoutthe SilveradoSprings potential bicycleriders. “share theroad”signswouldbeappropriate toinformvehiclesof because oftheresidentialhomesthatface the street.However, adding signage.On-streetparkingshouldcontinue tobeallowed should formallydesignatethesestreetswith bicycle routesby curb whichcouldeasilyserveasabicyclefacility.TheCity Drive. Thesearebothstreetsthatalreadyhaveastripedwide Bicycle routesareproposedalongLynnwoodTrailandDarkwoods an arterialwithbicyclelanes,signageandpavementmarkings. Similar toSector3,ParmerLaneshouldbeformallydesignatedas roads areimprovedorwidened. bicycle network;therefore,routesarerecommendedasthese Street. Thesearevitalincreatingaconnectiontotheoverall Bicycle routesareproposedalongBrushyCreekRoadandPark 4-ProposedSSector Facilities Bicycle e c t o r

4

-

P r o p o s e d

B i c y c l e

F a c i l i t i e s LLynnwood Trail y n n w o o d

T r a i l bicycle connectioninSector4isviaParmerLane orBrushyCreekRoad. connect totheexistingBrushyCreekRegionalTrail. Themostfeasible Brushy CreekRegionalTrail -Agoalofthebicyclenetworkshouldbeto chapter 5 :: bicycle facility recommendations 5 - 17 THE 2010 HIKE AND BIKE TRAILS MASTER PLAN THE 2010 HIKE AND BIKE TRAILS MASTER