San Diego Regional Bicycle Plan
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
Madison Avenue Dual Exclusive Bus Lane Demonstration, New York City
HE tV 18.5 U M T A-M A-06-0049-84-4 a A37 DOT-TSC-U MTA-84-18 no. DOT- Department SC- U.S T of Transportation UM! A— 84-18 Urban Mass Transportation Administration Madison Avenue Dual Exclusive Bus Lane Demonstration - New York City j ™nsportat;on JUW 4 198/ Final Report May 1984 UMTA Technical Assistance Program Office of Management Research and Transit Service UMTA/TSC Project Evaluation Series NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers' names appear herein solely because they are considered essential to the object of this report. - POT- Technical Report Documentation Page TS . 1. Report No. 2. Government Accession No. 3. Recipient s Catalog No. 'A'* tJMTA-MA-06-0049-84-4 'Z'i-I £ 4. Title and Subtitle 5. Report Date MADISON AVENUE DUAL EXCLUSIVE BUS LANE DEMONSTRATION. May 1984 NEW YORK CITY 6. Performing Organization Code DTS-64 8. Performing Organization Report No. 7. Authors) J. Richard^ Kuzmyak : DOT-TSC-UMTA-84-18 9^ Performing Organization Name ond Address DEPARTMENT OF 10. Work Unit No. (TRAIS) COMSIS Corporation* transportation UM427/R4620 11501 Georgia Avenue, Suite 312 11. Controct or Grant No. DOT-TSC-1753 Wheaton, MD 20902 JUN 4 1987 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address U.S. Department of Transportation Final Report Urban Mass Transportation Admi ni strati pg LIBRARY August 1980 - May 1982 Office of Technical Assistance 14. -
Pedestrian and Bicycle Friendly Policies, Practices, and Ordinances
Pedestrian and Bicycle Friendly Policies, Practices, and Ordinances November 2011 i iv . Pedestrian and Bicycle Friendly Policies, Practices, and Ordinances November 2011 i The Delaware Valley Regional Planning The symbol in our logo is Commission is dedicated to uniting the adapted from region’s elected officials, planning the official professionals, and the public with a DVRPC seal and is designed as a common vision of making a great region stylized image of the Delaware Valley. even greater. Shaping the way we live, The outer ring symbolizes the region as a whole while the diagonal bar signifies the work, and play, DVRPC builds Delaware River. The two adjoining consensus on improving transportation, crescents represent the Commonwealth promoting smart growth, protecting the of Pennsylvania and the State of environment, and enhancing the New Jersey. economy. We serve a diverse region of DVRPC is funded by a variety of funding nine counties: Bucks, Chester, Delaware, sources including federal grants from the Montgomery, and Philadelphia in U.S. Department of Transportation’s Pennsylvania; and Burlington, Camden, Federal Highway Administration (FHWA) Gloucester, and Mercer in New Jersey. and Federal Transit Administration (FTA), the Pennsylvania and New Jersey DVRPC is the federally designated departments of transportation, as well Metropolitan Planning Organization for as by DVRPC’s state and local member the Greater Philadelphia Region — governments. The authors, however, are leading the way to a better future. solely responsible for the findings and conclusions herein, which may not represent the official views or policies of the funding agencies. DVRPC fully complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. -
Costing of Bicycle Infrastructure and Programs in Canada Project Team
Costing of Bicycle Infrastructure and Programs in Canada Project Team Project Leads: Nancy Smith Lea, The Centre for Active Transportation, Clean Air Partnership Dr. Ray Tomalty, School of Urban Planning, McGill University Researchers: Jiya Benni, The Centre for Active Transportation, Clean Air Partnership Dr. Marvin Macaraig, The Centre for Active Transportation, Clean Air Partnership Julia Malmo-Laycock, School of Urban Planning, McGill University Report Design: Jiya Benni, The Centre for Active Transportation, Clean Air Partnership Cover Photo: Tour de l’ile, Go Bike Montreal Festival, Montreal by Maxime Juneau/APMJ Project Partner: Please cite as: Benni, J., Macaraig, M., Malmo-Laycock, J., Smith Lea, N. & Tomalty, R. (2019). Costing of Bicycle Infrastructure and Programs in Canada. Toronto: Clean Air Partnership. CONTENTS List of Figures 4 List of Tables 7 Executive Summary 8 1. Introduction 12 2. Costs of Bicycle Infrastructure Measures 13 Introduction 14 On-street facilities 16 Intersection & crossing treatments 26 Traffic calming treatments 32 Off-street facilities 39 Accessory & support features 43 3. Costs of Cycling Programs 51 Introduction 52 Training programs 54 Repair & maintenance 58 Events 60 Supports & programs 63 Conclusion 71 References 72 Costing of Bicycle Infrastructure and Programs in Canada 3 LIST OF FIGURES Figure 1: Bollard protected cycle track on Bloor Street, Toronto, ON ..................................................... 16 Figure 2: Adjustable concrete barrier protected cycle track on Sherbrook St, Winnipeg, ON ............ 17 Figure 3: Concrete median protected cycle track on Pandora Ave in Victoria, BC ............................ 18 Figure 4: Pandora Avenue Protected Bicycle Lane Facility Map ............................................................ 19 Figure 5: Floating Bus Stop on Pandora Avenue ........................................................................................ 19 Figure 6: Raised pedestrian crossings on Pandora Avenue ..................................................................... -
Role of High-Occupancy-Vehicle Lanes Highway Construction Management In
TRANSPORTATION RESEARCH RECORD 1280 131 Role of High-Occupancy-Vehicle Lanes In• Highway Construction Management ALLAN E. PINT, CHARLEEN A. ZIMMER, AND FRANCIS E. LOETTERLE The Minnesota Department of Transportation (Mn/DOT) is con 3. How has construction affected use of the HOV lane? structing 1-394 along the portion of US-12 that extends from 4. What was the role of the HOV lane in traffic management do\\lntown MinneapolL5 to the suburb of Wayzata. When com during construction? pleted, I-394 will have high-occupancy-vehicle (HOV) lanes. 5. How has the HOV lane affected the highway construction Mn/DOT builr a temporary HOV lane along US-12 before con structing 1-394 to introduce th , HOV lane concept to commuters project? and to improve capacity during construction. Mn/DOT and the FHW A have been conducting an evaluation of this temporary HOV lane. Phase I evaluated operation in an arterial highway FUTURE 1-394 TRANSPORTATION SYSTEM environment before construction. Phase II evaluated operation and use of the HOV lane during highway construction. Five key When completed, 1-394 will have two mixed traffic lanes in issues were addressed in the Phase II evaluation: (a) what can each direction and two lanes for high-occupancy vehicles (3 be learned about the design and operation of HOV lanes, (b) mi of separated reversible lanes and 8 mi of concurrent flow who uses HOV lanes and what factors cause people to choose diamond lanes). I-394 is being built along the alignment of carpooling or the bus over driving alone, (c) how has con truction existing US-12, from downtown Minneapolis to the third-ring affected use of the HOV lane, (d) what was the role of the HOV lane in construction traffic management, and (e) how has the suburban municipality of Wayzata, 11 mi to the west. -
PBOT Traffic Design Manual Volume 1
Traffic Design Manual Volume 1: Permanent Traffic Control and Design CITY OF PORTLAND, OREGON January 2020 Updated June 2021 0 of 135 Table of Contents Preface .......................................................................................................................................................... 3 Glossary ........................................................................................................................................................ 4 1 Permanent Traffic Control Signs ............................................................................................................... 7 1.1 Regulatory Signs ................................................................................................................................. 8 1.2 Warning Signs .................................................................................................................................. 17 1.3 Guide Signs....................................................................................................................................... 21 2 Pavement Markings ................................................................................................................................. 31 2.1 Centerlines ........................................................................................................................................ 31 2.2 Lane Widths ...................................................................................................................................... 33 2.3 Turn -
FINAL SAR 98-1 STRATEGIC ANALYSIS REPORT On
FINAL SAR 98-1 • 03/08/99 • Page 1 transportation needs in the Multimedia Gulch and potential solutions, and the impact of transportation issues on multimedia business retention. The Board also FINAL SAR 98-1 directed staff to explore welfare-to-work connections/ opportunities in the Gulch. The SAR examines these STRATEGIC ANALYSIS REPORT issues and provides a context and road map for on MULTIMEDIA GULCH policymakers about transportation improvements in the Gulch. It also makes specific recommendations. Initiated by Commissioner Katz Adopted by San Francisco County Transportation The SAR analyzes current conditions and assesses the Authority Board on March 8, 1999 need for transportation improvements in the Gulch. The Gulch is one of the most accessible areas of the City, well Table of Contents served by freeways and regional transit. However, it is clear that traveling within the Gulch by transit can be I. Introduction ......................................................................1 difficult. The SAR also reviews some initiatives to II. Background.......................................................................2 improve the transportation system in the Gulch that are III. Strategic Analysis .............................................................2 being developed by the San Francisco Partnership’s A. Needs Assessment .....................................................2 Multimedia Task Force Transit Work Group. We B. Analysis of Multimedia Transit Work Group evaluated these initiatives in terms of effectiveness, Proposals...................................................................6 -
Arrive in Copenhagen Upon Arrival at the Copenhagen Airport, Claim Your Luggage and Clear Customs
VBT Itinerary by VBT www.vbt.com Scandinavia: Denmark & Sweden Bike Vacation + Air Package Indulge in two of Europe’s most bike-friendly countries – VBT style! Crisp sea air, breathtaking coastal vistas along flat cycling paths and deeply held Scandinavian traditions make this Sweden and Denmark bike tour impossible to resist. Begin and end your seaside sojourn in Copenhagen, and set out on invigorating rides that deliver you to Hamlet’s front door at Elsinore castle … to sandy beaches, forests, and meadows along the Kattegattleden, one of Europe’s most heralded cycling routes … to charming villages steeped in history … and to one of Europe’s most stunning gardens. Along the way, immerse yourself in Scandinavian culture when you partake in a fika (coffee break), tap your feet to folk music and savor an authentic smörgåsbord buffet presented by a local chef. Cultural Highlights Discover the bike-friendly culture of two of Scandinavia’s most fascinating countries: Denmark 1 / 9 VBT Itinerary by VBT www.vbt.com and Sweden. Enjoy magnificent sea views on easy coastal routes, including the Kattegattleden bike path, Europe’s Cycle Route of the Year 2018. Explore Hamlet’s moody castle of Elsinore on a guided tour, then ferry across the narrow Öresund to Sweden. Savor a smörgåsbord dinner catered by a local chef and seasoned with insights into Sweden’s most famous style of dining. What to Expect This tour offers a combination of easy terrain and moderate hills and is ideal for beginning and experienced cyclists. Our VBT support vehicle is always available for those who would like assistance with the hills. -
1976 Southern California Rapid Transit District
SOUTHERN CALIFORNIA RAPID TRANSIT DISTRICT History and Current Status of the Santa Monica Freeway Diamond Lane Project ,rely — 1976 SOUTHERN CALIFORNIA RAPID TRANSIT DISTRICT - History and Current Status of the Santa Monica Freeway Diamond Lane Project ~°,~, July, 1976 ~ ~ -'` The Santa Monica Freeway Diamond Lzne Project was implemented on March Z5, 1976. The following is a brief description of . the project. Definition - Diamond Lane The fast Lane of the Santa Monica Freeway (lanes nearest median) in each direction between Lincoln Boulevard in Santa Monica and the Harbor Fresway {12~ miles) were set aside for vehicles with three or more people by means .of large diamonds pa~nte3 inside the Lane and Icy directional signs which will be strategically placed along the freeway. Usiaq the Diamond Lane. No special permit.or stic3cer is needed' to use the Diamond Lanes. THERE WILL BE NO BARRIERS, SO BUSES AND VEI3ICLES WIfi~i THREE OR MORE PEOPLE CAN ENTER OR LEAVE THE DIAMOND LANE ANY- ~iiH~RE ALONG THE ROUTE. Hours of Operation 'the Diamond Lane Freeway and on-ramp rules apply Monday through Friday between 6:30 a.m. and 9:30 a.m. and between 3: fl0 p.m. and 7: 00 p.m. Using the Ramp Any car w?th two or more passengers (including children) may use the diamond ramp and bypass the meter, but they must use caution in the merging area. All vehicles must obey signals and signs at the street entrance to the ramp. Ramp Locations with Carpool Bypasses Eastbound (to Los Angeles) Westbound (to Santa Monica) Cloverfield Blvd. -
Best Practices Local Bikeway Planning and Design Guide
THE MID-AMERICA REGIONAL COUNCIL AND THE KANSAS CITY METRO CHAPTER OF THE AMERICAN PUBLIC WORKS ASSOCIATION BEST PRACTICES LOCAL BIKEWAY PLANNING AND DESIGN GUIDE 2012 i TABLE OF CONTENTS Chapter Page 1.0 INTRODUCTION ...............................................................................................................8 2.0 DEFINITIONS ...................................................................................................................10 3.0 DESIGNING FOR THE BICYCLE USER .......................................................................14 3.1 BICYCLE USER CHARACTERISTICS ..............................................................14 3.2 TRIP PURPOSE ....................................................................................................15 3.3 PHYSICAL AND COGNITIVE ABILITIES .......................................................16 3.4 LEVEL OF USER SKILL AND COMFORT .......................................................16 3.5 BICYCLE USER TYPES ......................................................................................16 4.0 BICYCLE FACILITIES - AN OVERVIEW .....................................................................17 4.1 DESIGN OF BICYCLE FACILITIES ..................................................................18 4.1.1 Shared Roadways .......................................................................................19 4.1.2 Paved Shoulders .........................................................................................21 4.1.3 Wide Curb Lanes .......................................................................................25 -
8. Design Guidelines
8. Design Guidelines This chapter provides design guidelines gathered from local, state and national best practices. It is intended to serve as a guide for City planners, engineers, and designers when designing and constructing bicycle facilities in the City of Columbus. This chapter includes the following sections: 8.1. Design References describes the documents used to develop the Columbus bicycle facility design guidelines. (Page 8-2) 8.1. Design Principles describes the principles that should be used in implementing the Columbus design guidelines. (Page 8-2) 8.3. Bicycle Facility Classification Descriptions provides general descriptions of shared use paths, bicycle lanes, bicycle routes, and other bicycle facilities. (Page 8-3) 8.4. Bicycle Facility Selection Criteria outlines the criteria that should be followed when selecting a bicycle facility along a roadway. (Page 8-7) 8.5. Complete Streets: Integrating Bikeways into the Roadway illustrates cross-sections for including bicycle facilities in Columbus’ standard roadway designs. (Page 8-9) 8.6. Innovative Treatments describes two innovative on-street bicycle facilities: bicycle boulevards and bicycle-bus lanes. (Page 8-13) 8.7 Bicycle Friendly Intersections provides design guidelines for accommodating bicyclists at signalized intersections, railroad crossings, and shared use path crossings. (Page 8-15) 8.7. Pavement Markings outlines pavement marking requirements for bicycle lanes, and includes innovative designs such as shared lane markings and colored bicycle lanes (Page 8-24) 8.9 Bike Facility Crossings provides design guidelines for bicycle undercrossings and overcrossings. (Page 8-26) 8.9. Signage and Wayfinding describes standard on-street signage, wayfinding and special purpose signage, and innovative signage treatments for shared use path crossings. -
Cost Analysis of Bicycle Facilities: Cases from Cities in the Portland, OR Region
Cost Analysis of Bicycle Facilities: Cases from cities in the Portland, OR region FINAL DRAFT Lynn Weigand, Ph.D. Nathan McNeil, M.U.R.P. Jennifer Dill, Ph.D. June 2013 This report was supported by the Robert Wood Johnson Foundation, through its Active Living Research program. Cost Analysis of Bicycle Facilities: Cases from cities in the Portland, OR region Lynn Weigand, PhD, Portland State University Nathan McNeil, MURP, Portland State University* Jennifer Dill, PhD, Portland State University *corresponding author: [email protected] Portland State University Center for Urban Studies Nohad A. Toulan School of Urban Studies & Planning PO Box 751 Portland, OR 97207-0751 June 2013 All photos, unless otherwise noted, were taken by the report authors. The authors are grateful to the following peer reviewers for their useful comments, which improved the document: Angie Cradock, ScD, MPE, Harvard T.H. Chan School of Public Health; and Kevin J. Krizek, PhD, University of Colorado Boulder. Any errors or omissions, however, are the responsibility of the authors. CONTENTS Executive Summary ................................................................................................................. i Introduction .............................................................................................................................. 3 Bike Lanes................................................................................................................................ 7 Wayfinding Signs and Pavement Markings ................................................................. -
High-Occupancy Vehicle Project Case Studies History and Institutional December 1990 Arrangements
TECHNICAL REPORT STANDARD TITLE PAGE 1. Report No. 3. Recipienl't CaWog No. UMTA/TX-89/1-925-3 S. Report Date High-Occupancy Vehicle Project Case Studies History and Institutional December 1990 Arrangements 1. AUl.bm(•) &. Pezforming Orpniwio11 Report No. Katherine F. Turnbull Technical Report 925-3 9. Performill& Orpniwioa Name ud Addnm 10. Wodt UAil No. Texas Transportation Institute Texas A&M University System 11. Conlract or Gnat No. College Station, Texas 77843-3135 Study No. 2·11-89/1-925 13. 1yPe of Report and Period Covered Texas Department of Transportation P.O. Box 5051 . Austin. Texas 78763 15. Supplememary Noces Research performed in cooperation with DOT, UMTA. Technical Study Title: An Assessment of Freeway High-Occupancy Vehicle Projects 16. Abstncl This report presents an analysis of the history and institutional arrangements associated with high-occupancy vehicle (HOV) projects in Houston, Texas; Minnea~lis - St. Paul, Minnesota; Orange County, California; Pittsburgh, Pennsylvania; Seattle, Washington; and Washington, D.C./Northern Virginia. The report provides a summary of the elements common to the different projects, and a detailed description of the background and institutional arrangements associated with each of the case studies. The analysis includes an examination of the reasons behind the development of the projects, the background and history of the facilities, a discussion of the relevant issues associated with the HOV projects, and roles and responsibilities of the different agencies and organizations involved in the process. The analysis was conducted to identify common elements and unique characteristics leading to the implementation and operation of the HOV facilities.