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Chapter 5 :: Bicycle Facility Recommendations

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Chapter 5 :: Bicycle Facility Recommendations chapter 5 :: bicycle facilityrecommendations chapter 5::bicycle THE 2010 HIKE AND BIKE TRAILS MASTER PLAN 5 - 1 TTypesypes ooff BBicycleicycle FFacilitiesacilities traffi c calming devices, shared lane markings, and crossing improvements at high traffi c crossings. Motorized vehicle traffi c SSharedhared LLaneane BBicycleicycle LLaneane Bicycle facilities include the infrastructure on which bicyclists still has access to the residences or businesses, but traffi c control travel. There are several types of bicycle facilities that could be devices are used to control vehicle traffi c speeds and access offered in Cedar Park on appropriate streets, and other types that while supporting thru bicycle traffi c. exist but may not be appropriate for Cedar Park. Each bicycle Bikeway - This is a road or path way that is specifi cally designated facility type is described below. for the exclusive use of bicycles. It does not necessarily have to be Bicycle Lanes - Bicycle lanes are an on-street right-of-way within the roadway. assigned to bicyclists and are designated by a lane stripe, Protected Bike Lane - This is a bike lane that is separated from pavement markings, and signage. Striped bicycle lanes are motorized vehicle traffi c by a row of parked cars, a curb, or some intended to promote an orderly fl ow of traffi c by establishing BBikewayikeway other physical separation. specifi c areas reserved for bicyclists. Typically, the solid stripe of the bicycle lane is either dropped or dashed prior to and Bicycle/Bus/Taxi Shared Lane - A travel lane that is restricted to through intersections, to allow for both cyclists and motorist turning the use of bicycles, buses, and/or taxis. movements. Climbing Bicycle Lane - A climbing bicycle lane is marked on one Sidewalks - Sidewalks may be useful as bicycle facilities when: side of the road and benefi ts cyclists going up steep hills at slower bicycle access is needed and bicycle volumes and/or pedestrian speeds. volumes are expected to be low; right-of-way is constrained; or there are traffi c safety concerns such as high speeds, high Shoulder - A shoulder is a continuous portion of the roadway BBicycleicycle BBoulevardoulevard PPavedaved MMulti-useulti-use PPathath volumes, or heavy truck traffi c. Bicyclists should not travel faster which can accommodate stopped vehicles, emergency vehicles than the design speed of the sidewalk, approximately 5-10 mph. and bicyclists. A shoulder can accommodate bicyclists if it is Bicyclists should not ride in the opposite direction of vehicle traffi c, adequate in width and pavement surface as well as has few even when using a sidewalk bicycle route. crossings or driveways. Texas legal code allows continuous use of the shoulder by bicycles, emergency vehicles, and maintenance Multi-use Path - Multi-use paths are paths that are physically crews. separated from motorized vehicle traffi c by an open space or barrier. Multi-use paths can be located within the road right-of- Shared Lane - Shared lanes are the right-most thru traffi c lanes way, within an independent right-of-way, or accommodated in that are 14 feet wide or less, measured from the lane stripe to the another way such as within parkland. They are shared by multiple chapter 5 :: bicycle facility recommendations chapter 5 :: bicycle edge of the gutter pan. The lanes are used by both bicyclists and users including, but not limited to, pedestrians, skaters, wheel chair motorized vehicle traffi c, and have pavement markings which PProtectedrotected BBicycleicycle LLaneane WWideide CCurburb LLaneane users, and bicyclists. indicate it is a shared lane. Shared lane markings are discussed on the following page. The surface type is a critical component of multi-use paths. Generally, two types of surface treatments are used: crushed Wide Curb Lane - These are the right-most thru traffi c lanes that are granite or hard surface pavement. Although decomposed greater than 14 feet wide, measured from the lane stripe to the or crushed granite can make a reasonable surface in good edge of the gutter pan. These lanes are used by both bicyclists conditions, it is not suitable for all applications and can be and motorized vehicle traffi c; however, they do not always have hazardous or diffi cult for narrow bicycle tires. Depending on the pavement markings. anticipated use and its location, one surface treatment may prove to be preferred over the other. Shared Roadway - This is any roadway upon which a bicycle lane is not designated, is not a bicycle boulevard, and that may be Bicycle Boulevard - These are streets where preference is given legally used by bicyclists regardless of whether such a facility is to bicyclists over cars; these streets are designed to effectively specifi cally designated as a bicycle route. Shared roadways can divert motorized traffi c. Design elements could include diverters, be described in three ways: shared lane, wide curb lane, and reconfi guration of stop signs to favor the bicycle boulevard, paved shoulder. 5 - 2 CONNECTING CEDAR PARK The Preferred Shared Lane PProperroper UUsese ooff SSharedhared be used on a roadway (bike route) or shared roadway (no bike route facilityrecommendations chapter 5::bicycle Pavement Marking designation) which has on-street parallel parking. If used, shared LLaneane MMarkingsarkings roadway bicycle markings shall be places so that the centers of the markings are a minimum of 11 feet (3.3 meters) from the curb face Shared lanes, wide curb lanes, or edge of paved shoulder. On state highways, the shared roadway and paved shoulders have limited bicycle marking shall be used only in urban areas. pavement or right-of-way widths which prevent the feasibility of “If used, the shared roadway bicycle marking should be placed installing a bicycle lane. immediately after an intersection and spaced at intervals of 250 feet (75 meters) thereafter. To address this issue, several cities PREFERRED across the United States are using “If used, the shared roadway bicycle marking should not be placed shared lane markings, or “sharrows” on roadways with a speed limit at or above 40 mph (60km/h). Bike and shared lane marking to indicate where within the Source: FHWA, 2006, p. 234 shared lane a bicyclist should be “Where a shared roadway bicycle marking is used, the distance positioned. Sharrows encourage from the curb or edge of paved shoulder may be increased beyond bicyclists to not ride on sidewalks and to ride away from parked 11 feet (3.3 meters). The longitudinal spacing of the markings cars. Similar to signs, they also notify motorists that bicyclists may be may be increased or reduced as needed for roadway and traffi c present. conditions.” The National Manual on Uniform Traffi c Control Devices has not Most of the City’s arterial roads are greater than 40 mph, and are yet adopted sharrows as an accepted traffi c control device. The proposed to have wide curb lanes for bicycle use. These roads do Federal Highway Administration is anticipated to approve the use not necessarily require shared lane markings. of the shared lane marking in 2009. Currently, cities and states are allowed to use them experimentally; standards for their use are described below. National Committee on Uniform Traffi c Control Devices (NCUTCD) - The Bicycle Technical Committee of the NCUTCD suggests the following guidelines for use of shared lane markings: “If used in a shared lane with on-street parallel parking, shared lane markings shall be placed so that the centers of the markings are a minimum of 11 feet (3.3 meters) from the curb face, or from the edge of the pavement where there is no curb. Share the Road signs are “Shared lane markings shall not be used on shoulders or in often used to inform vehicle drivers that the lane is also designated bicycle lanes. Shared-lane markings used by bicyclists. “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 Traffi c Control Devices - According to the California MUTCD, “shared roadway bicycle markings shall only THE 2010 HIKE AND BIKE TRAILS MASTER PLAN 5 - 3 TToolsools fforor IImprovingmproving BBicycleicycle FFacilitiesacilities lanes and 12,000 to 18,000 daily trips, however up to 25,000 Graphical Representation of trips can be acceptable. An acceptable level of change in a Road Diet In conjunction with installing bicycle facilities, road diets and traffi c operations should be determined locally. calming are two techniques that can be utilized to install and/or ♦ Turning volumes and patterns. Turn volumes and patterns can improve bicycle facilities. affect operational and safety characteristics of a road and should be evaluated. Road Diets - A road diet is a type of roadway conversion where travel lanes are removed from a roadway and the space is ♦ Frequent stops and slow-moving vehicles. The presence of utilized for other uses and travel modes, including bicycle lanes. slow-moving vehicles, such as buses, trucks or delivery vehicles, Road diets have other benefi ts beyond improving the bicycling can signifi cantly slow traffi c and impact traffi c fl ow of a environment of a street. According to the Road Diet Handbook: roadway. Setting Trends for Livable Streets, “the resulting benefi ts [of a road diet] include reduced vehicle speeds; improved mobility and ♦ Weaving, speed, and queues. The need to decrease the access; reduced collisions and injuries; and improved livability and weaving (lane changing) and speed of a roadway can affect quality of life.” (Rosales, 2006, p. 3). the decision to implement a road diet project. Additionally, the operational impact a conversion has on vehicle delay may also Potential road diet conversion projects should be evaluated on a impact this decision and should be reviewed.
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