BICYCLE TRANSPORTATION PLAN

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1 City of Lee s Summit, MO BICYCLE TRANSPORTATION PLAN May 2012

2 Introduction In recent years, the City of Lee s Summit has begun addressing the desire to provide a more bicycle and pedestrian friendly transportation system. The City adopted a Livable Streets policy by Resolution in 2010 that supports bicycle transportation. The Parks and Recreation Department developed a comprehensive city-wide Greenway Plan in 1998, most recently updated in The Greenway Master Plan specifically addresses trail and greenway development that is geared towards recreational users predominately through a network of off-street facilities. While the Greenway system is geared towards the recreational user, it also facilitates non-motorized trips for any and all purposes. The Greenway Master Plan Map (Exhibit 2, Appendix A) illustrates a 38-mile trail loop with over 100 miles of connector routes throughout the City. The trails and connectors also integrate a series of smaller recreational loops (e.g. Legacy Loop, Raintree Loop, Longview Loop, and Lakewood Loop). Connector routes consist of greenways, streamways, shared-use paths (a.k.a. multi-use trails), and several on-street bicycle facilities that serve for network connectivity. The Greenway Plan connects the City of Lee s Summit to the Kansas City metropolitan area Metro Green system of regional trails. The Greenway Master Plan, however, does not holistically address community wide bicycle transportation as an exclusive mode choice for recreational, commute, and utilitarian bicycle travel; typically provided through on-street accommodations rather than off-street facilities. One of the goals for partnership included in the Greenway Plan is to continue to incorporate on-street bicycle improvements and multi-use trails along streets as a routine part of scheduled roadway construction and retrofit projects. The Bicycle Transportation Plan specifically addresses the development of on-street bicycle accommodations for bicycle transportation. Additionally, this plan provides guidance and direction for the development of on-street accommodations related to the Greenway Plan. This plan includes the few on-street facilities noted in the Greenway Plan and connects to bicycle transportation facilities of adjoining jurisdictions. With the development of on-street bicycle accommodations, shared-use paths, and other primary and connector routes via local and collector streets throughout the City, virtually all neighborhoods, recreational areas, schools, businesses, and the historic downtown Lee s Summit will be connected for those who choose to travel by bicycle. There are roadways within the City Limits of Lee s Summit that are privately or state owned and maintained. This plan does not pertain to private roadways, nor does it dictate bicycle facility requirements on state (i.e. Missouri Department of Transportation (MoDOT)) roadways. All roadways in Lee s Summit, owned and maintained by the City, are accessible to bicycles; meaning it is not illegal to use a bicycle on the street. However, not all roadways are bicycle accommodating. Recommended bike routes are those which are not only accessible, but should be accommodating in some form for cyclists and create a connected network of individual routes. The use of all local streets (see Street Classification City of Lee s Summit, MO 1 Bicycle Transportation Plan

3 Map, Exhibit 3, Appendix A), greenways (see Greenway Master Plan Map, Exhibit 2, Appendix A) and routes illustrated on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A) are recommended for bicycle use. Bike routes were identified based on safety and efficiency using a context sensitive approach for Lee s Summit that considered: accessibility, connectivity, facility availability (lanes and roadway design), vehicular traffic volume, speed limit, traffic control, origin/destination attractions, demand, parking, access management, barriers and environment while balancing the needs of all users, varied abilities, and travel modes within the transportation system. The Bicycle Transportation Plan includes a variety of facilities to accommodate bicyclists. Some parts of the bicycle transportation network will be located along independent corridors and shared-use paths that are separated from roadways. Other parts of the network will require motorists and bicyclists to coexist in the same right-of-way. Even among on-road bikeways, there are a variety of different design treatments (bike accommodations/facilities) that will be used, depending on the roadway conditions and traffic environment. Bicyclists need an interconnected system of Greenway trails, shared-use paths, and roadways in order to reach all desired destinations. Different types of bicycle facilities are appropriate in different situations, depending on surrounding land use characteristics, available right-of-way space, traffic volume, traffic speed and composition, on-street parking, roadway grade, etc. Depending upon an individual bicyclist s level of experience and ability, some types of bikeway facilities are preferred over others. For example, new bicyclists tend to prefer off-road shared-use paths and quiet neighborhood streets. More experienced bicyclists usually prefer on-road bicycle facilities such as bike lanes, wide curb lanes, paved shoulders, etc. Sometimes, more experienced bicyclists avoid using trails and shared-use paths because they are crowded with other users. For these reasons, the Bicycle Transportation Plan is composed of a variety of different facility types that can realistically be implemented in a context sensitive and practical approach that will appeal to bicyclists with varying levels of experience and abilities. The Bicycle Transportation Plan in combination with the Greenway City of Lee s Summit, MO 2 Bicycle Transportation Plan

4 Master Plan should address the wide variety of anticipated cyclist needs and abilities throughout the City. A listing of provided bike routes shown on the Bicycle Transportation Plan Map is included in Appendix B. Guidelines Used for Bike Route Planning The following guidelines were considered when planning for the development of the bike route network as shown on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A). The goal of Lee s Summit s Bicycle Transportation Plan is to provide a safe, efficient, and connected bike network between residential areas and: 1. downtown Lee s Summit, 2. schools and colleges, 3. parks, and 4. commercial/employment areas. Significant origin/destination attractions considered in route planning are illustrated on Exhibit 4 in Appendix A. The numerical listing above represents priority. The plan should connect every neighborhood to a preferred bike route shown on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A), or a greenway where recommended in lieu thereof. Bike routes should be connected to provide a network of accessibility to and from origin/destination attractions. If connectivity to a neighborhood is through another neighborhood, the route should be noted on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A); otherwise, neighborhood connections (i.e. collector and local streets) should not be designated. All local streets and residential collector streets are recommended for bicycle use, but normally are not emphasized designated bicycle routes. The Greenway system of shared-use paths should supplement, not substitute, the bike route network in the Bicycle Transportation Plan and may provide route connectivity along major, multi-lane roadways that are determined less safe for on-street cycling based on professional engineering study (e.g. major arterials). Bike routes shown on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A) target intermediate and advanced cyclists (e.g. commuters and sport/fitness users) who typically utilize on-street accommodations. Novice and children cyclists may prefer off-street facilities, such as sidewalks and the Greenway system of shared-use paths. According to the Code of Ordinances, bicycle use on a sidewalk is legal except in the Downtown District, an area specifically defined in the Unified Development Ordinance (UDO). City of Lee s Summit, MO 3 Bicycle Transportation Plan

5 Definitions Several types of bikeway accommodation are included in this Bicycle Transportation Plan. The following is a brief description of discussed terms. Bicycle (Bike) Lane An official lane space designated for bicycle travel with pavement marking and signing in accordance with the Manual on Uniform Traffic Control Devices (MUTCD). Parking is prohibited within a bike lane. Generally, a bike lane must be at least 4 feet in width excluding any curb area. Connector Route A term used in this plan to describe an on-street bike route that does not have special bicycle accommodations such as paved shoulder, bike lane, share-the-road, or wide curb lane. Connector routes are typically low volume, low speed residential streets. Paved Shoulder A paved area beyond the outside travel lane, separated by a solid white line pavement marking. A paved shoulder may exist on an urban (i.e. curb and gutter) or rural (i.e. no curb and gutter) road section. A paved shoulder should have a width of 4-8 feet. Share-the-Road A roadway with no bicycle accommodation that is signed with a Share-the-Road assembly. The Share-the-Road sign assembly is used to warn motorists of potential encroachment by cyclists into the required travel space of vehicular traffic. Typically applied along designated bicycle routes that have an outside lane width less than 13 feet. Shared-Use Path A paved path available for pedestrian, bicycle and other non-motorized recreational activity. A shared-use path typically has a width of feet, but no less than 8 feet. Sidepath A Shared-Use Path that is adjacent and parallel to the roadway, often separated from the roadway by a grass buffer. City of Lee s Summit, MO 4 Bicycle Transportation Plan

6 Sidewalk A four to six-foot walkway intended for pedestrian use. Bicycle use on a sidewalk is permitted in Lee s Summit with the exception of sidewalk in the central business district (i.e. Downtown). Wide Curb Lane An outside through lane having a width of 13 feet or more (14-foot minimum desired). A wide curb lane should not have a width more than 16 feet. Additional pavement markings (white lane line) are not provided with a wide curb lane. Bike Route Designation The following considerations, listed in order of importance, were the basis for bike route designation in the Bicycle Transportation Plan. 1. Bike route designation should be established based on the overall goal of providing a safe, efficient, and connected bicycle transportation network. Avoid unnecessary and superfluous routes. Unnecessary routes bear unnecessary construction and maintenance cost. Unused routes tend to breed disrespect of all routes. Recognize not all streets need to be designated bike routes. 2. Bicycle access is prohibited along Interstates by law and cannot be a designated bike route. The City cannot construct, provide, sign, mark, or otherwise manage bike routes along state highways, state streets, or private streets. The City may designate bike routes along state roadways and rights-of-way of the state (e.g. bridge overpass, highway frontage road, interchange) in the Bicycle Transportation Plan to show a connected bike network within the City Limits and to promote bicycle accommodation, where applicable, to the responsible agency. The City will not designate bike routes along private streets in the Bicycle Transportation Plan. Street classifications, including state roadways and private streets are depicted on Exhibit 3, Street Classification Map, in Appendix A. 3. Reasonably close alternate and parallel on-street bike routes should be sought first in lieu of designation along major arterials, with the exception of arterial roadways built to interim standards. Arterial roadways built to interim standards typically exhibit traffic volumes similar to minor arterials or collectors and should have paved shoulder accommodations. When the interim standard is improved to its long-range plan, the designation of a preferred alternate and parallel on-street route may exist and/or the Greenway Plan may provide for an appropriate off-street shared-use path. City of Lee s Summit, MO 5 Bicycle Transportation Plan

7 The use of major arterials as part of the bike route network shall only be a necessary connection to achieve the goal of bike route connectivity when a parallel alternate route is unavailable and a parallel greenway path either does not exist or is documented undesirable based on professional engineering study of public safety and operational measures. On-street designated bike routes along major arterials should be kept to a minimum to encourage more appropriate utilization of safer alternatives or off-street facilities (i.e. shared-use path). Major arterials typically have parallel off-street facilities (sidepath). Sidepaths along major arterials in Lee s Summit are often an acceptable facility for all bike users due to the successful application of access management, which limits potential conflicts and stops, and is a preferred facility for all but most experienced cyclists. Where access causes poor sidepath suitability for bike route designation, on-street accommodations should be considered. For experienced cyclists that prefer to be on-street, major arterials typically have more than one travel lane per direction of travel which allows for safe passing of cyclists that choose to use the outside lane of an arterial roadway for bike travel. Sidepaths along any street classification, not just major arterials, may exist as a supplement to adjacent on-street bike facilities. This guideline intends to reduce crash probability (and severity) for cyclists and vehicles as well as best maintain the mobility function of major arterials: higher volume-higher speed travel over longer distances, transportation of goods and services, and transit. 4. Minor arterials with a traffic volume that exceeds 12,000 vehicles for average daily traffic (ADT) should be evaluated similar to a major arterial. A Traffic Volume Map, Exhibit 5, is included in Appendix A and illustrates traffic volumes of roadways throughout the City. 5. Streets with a 40 mph or higher speed limit should be evaluated similar to a major arterial. A Speed Limit Map, Exhibit 6, is included in Appendix A which illustrates designated speed limits along roadways through the City. 6. All local streets are recommended for bicycle use. However, on-street bike routes should not be designated along local streets unless to provide bicycle route connectivity throughout the network of bicycle routes. Local street bike route designation disrupts the clarity of preferred routes in a bike route network. City of Lee s Summit, MO 6 Bicycle Transportation Plan

8 7. Bike routes should cross major arterials and highways at controlled locations (i.e. traffic signals and roundabouts). The Intersection Traffic Control Map, Exhibit 7, is included in Appendix A and illustrates the location of traffic signal and roundabout controlled intersections in Lee s Summit. 8. Bike routes are preferred along roadways with a wide curb lane, designated bike lane, or paved shoulder. The creation of a wide curb lane, designated bike lane or paved shoulder shall not result in vehicular travel lanes less than 11 feet in width. 9. Bike routes are preferred along roadways with lower speed limits. 10. Bike routes are preferred along roadways with lower traffic volumes. 11. Bike routes are preferred along roadways without parking activity. The Parking Restriction Map, Exhibit 8, is included in Appendix A and illustrates parking activity throughout the City. Bike Route Identification (Marking and/or Signing) The following guidelines apply to the identification of bike routes by pavement markings and/or signing. Bike routes (bikeways) designated along local and residential collector streets, except where the speed limit is 30 mph or higher or the average daily traffic (ADT) exceeds 5,000 vehicles, need not be signed or marked with Share-the-Road, paved shoulder edge line (or fog line), or bike lane, due to low speed and low traffic volume conditions. These should be the safest bike routes and provide most connectivity. These bikeways will be mapped and advertised only. Exceptions may include pavement marking as a traffic calming technique subject to the City s traffic calming program (Neighborhood Traffic Safety Program). Bike routes designated along arterial and commercial collector streets (and local or residential collector streets with a 30 mph speed limit or higher or ADT that exceeds 5,000 vehicles) that have no wide curb lane, paved shoulder, or bike lane should be signed with a Share-the-Road sign assembly. The Share-the-Road sign assembly, consisting of a bicycle warning sign and supplemental plaque, are detailed with guidance and placement criteria in the Manual on Uniform Traffic Control Devices (MUTCD). Bike Route or Greenway signing (if applicable Greenway) may supplement the Share-the- Road sign assembly along the route. Bike routes designated along arterial and commercial collector streets (and local or residential collector streets with a 30 mph speed limit or higher or ADT that exceeds 5,000 vehicles) that have bicycle accommodations in the form of a wide curb lane or paved shoulder, but not an official bike lane, should be signed as a bike route (not Share-The-Road). When evaluating City of Lee s Summit, MO 7 Bicycle Transportation Plan

9 facility type, streets with on-street parking and parking activity should be considered as such conditions may decrease the available lane width (changing or restricting the applicability of wide curb lanes). Greenway signing may substitute for bike route signs along a route that is part of the Greenway network. Bike routes that have an official bike lane shall be marked and signed in accordance with the Manual on Uniform Traffic Control Devices (MUTCD). Bike lanes must be at least 4 wide, continuous, and connected with a lane in each direction of travel. Parking must be prohibited along bike lanes, unless the parking space is physically separate from the bike lane. Other forms of bicycle route accommodation may exist, such as Bicycle Boulevards, Cycle Tracks, and experimental or emerging bicycle facility treatments. These other forms of bicycle route accommodation, when considered and applied, should be signed and marked in accordance with industry best practice and in compliance with the MUTCD. Similarly, all intersection bicycle treatments shall follow the MUTCD. Other markings and signs may be applicable such as sharrows and Bike May Use Full Lane signs depending on the traffic conditions, bicycle use, and safety assessment. Wide curb lanes and paved shoulders are preferred accommodations in lieu of bike lanes where bicycle activity and related congestion are limited. Paved shoulders can provide the same level of service as bike lanes (based on the Highway Capacity Manual Multi-Modal Level of Service Calculations). Bike lanes often require parking prohibition, have higher installation cost, require additional maintenance, and are more challenging to control conflicting traffic movements (i.e. left and right-turn lane intersection conflicts). Paved shoulders shall not be less than 3 feet in width or else consideration should be given to wide curb lane designation. Greenway designation is independent of bike route designation, but signing should not duplicate route identification. Greenway signs may be used as bike route signs where both exist as the on-street facility. Implementation The Bicycle Transportation Plan outlines the long-term development of networked accommodations for bicycle travel throughout the City. While all roadways maintained by the City are accessible to cyclists, all roadways are not accommodating. This plan addresses those deficiencies and provides a framework for improving roadway segments to be more accommodating to cyclists. Bike route accommodations may be provided through capital improvement projects, maintenance projects, or development and redevelopment projects that include modification to the existing roadway network or the construction of new roadways. Plan implementation will occur through opportunistic road resurfacing, construction, City of Lee s Summit, MO 8 Bicycle Transportation Plan

10 and reconstruction projects over a long period of time. Implementation may be completed through citywide initiatives, large projects, or through small, more specific, improvements that collectively complete the plan. Systematic implementation of bike routes shown on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A) should incorporate the following strategies: Bike route identification (e.g. Share-the-Road signs, edge lines, and bike route signs) should be completed in conjunction with the City s Road Safety Audit (RSA) program, Greenway program, or annual pavement marking program. Identification of segmented routes should be deferred until network connectivity is provided. Upgrade Share-the-Road bike routes to wide curb lanes, designated bike lanes or paved shoulders as identified in the Bicycle Transportation Plan through completion of development or redevelopment, the Capital Improvement Plan (CIP) and surface maintenance programs as opportunities are presented. Plan and construct new designated wide curb lanes, bike lanes, and paved shoulders shown in the Bicycle Transportation Plan as part of the CIP or development and redevelopment projects. Where provided in the Bicycle Transportation Plan, create wide curb lanes, bike lanes, and paved shoulders that are on multi-lane roads and wide-lane roads whenever resurfacing projects require new pavement markings and existing pavement space is accommodating. When applicable, pursue the implementation of wide curb lanes, bike lanes, and paved shoulders shown on the Bicycle Transportation Plan via road diet. Road diets occur when four-lane roads are reduced to three-lane roads, repurposing the pavement area and often resulting in wide curb lanes, paved shoulders, or bike lanes. Road diets should be justified by an engineering study so as not to eliminate necessary vehicular capacity in accordance with the City s desired level of service (LOS) policy. If possible, a road diet should be implemented in conjunction with a resurfacing project. Four-lane roadway shown restriped to a three-lane section with paved shoulder. Prioritize the implementation of bike routes shown on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A) considering: 1. Opportunity, Need and Connectivity. 2. Cost and associated schedule, consideration of barrier mitigation. City of Lee s Summit, MO 9 Bicycle Transportation Plan

11 3. Avoiding segmented routes. Other Bicycle Transportation Considerations When roadways are being improved, the following should be considered regarding bicycle accommodations. Consider providing wide curb lanes on all roadways with four or more lanes in which all of the lanes are 12-foot or more in width through re-striping (pavement marking) the interior lanes to 11-foot leaving the curb lane with a wider section, whether or not a bike route is designated. The roadway may be used by cyclists whether or not a bike route is designated and the wide curb lane can improve bicycle safety. All street improvements should consider structures and design elements that do not create barriers or hazards for cyclists (e.g. bike friendly storm sewer grates). Target intersection and street crossing improvements that accommodate cyclists (e.g. video or radar detection at traffic signals). Bicycle Transportation Plan (Bike Routes) Almost all bicycle facility network segments will have some type of visible cue (i.e. a bike lane, a bike route sign, a pavement marking, a trail, an edge line, etc.) to indicate that special accommodations have been made for bicyclists or the route is preferred for bicyclists and is included in the bicycle transportation network. While the network will provide primary routes for bicycling, it is important to note that, by law, bicyclists are permitted to use all roadways in the City (except limited access freeways or where bicycles are otherwise prohibited) and sidewalks (except those in the Downtown CBD). Therefore, the Bicycle Transportation Plan will serve as a core system of identified routes that can be used to safely access all parts of the city and other parts of the transportation system. Planned bike routes, according to the Bicycle Transportation Plan, are mapped in Exhibit 1, Appendix A, and detailed in Exhibit 1, Appendix B. These routes include a combination of shared-use paths, sidepaths, paved shoulders, wide curb lanes, bike lanes, and connector routes without accommodation. Connector routes represent on-street bike routes without paved shoulder, wide curb lane, share-theroad, or bike lane facilities. Table 1 describes the built and planned bike route accommodations in the Bicycle Transportation Plan by type and a measure of current plan completion (dated by Plan adoption) based on roadway centerline miles (not lane miles of each facility). Table 1 also includes supplemental sidepaths (Greenways) that parallel on-street bike routes and off-street trails included in the Greenway Master Plan that compliment the Bicycle Transportation Plan but are not designated bike route facilities. The supplemental sidepaths may be used as an alternate to on-street cycling where both accommodations are present along the street. Similarly, all off-street Greenways and Streamways (Shared-Use Paths) may be used by cyclists whether or not a designated bike route in the Bicycle Transportation Plan; refer to the Greenway Master Plan for further information and location of these facilities. City of Lee s Summit, MO 10 Bicycle Transportation Plan

12 Table 1: Bicycle Transportation Plan - Bike Route Accommodations Facility Type Existing Plan Plan Plan Facility (Miles) (Miles) Completion Type Connector Route % 12% Share-the-Road Route % 2% Wide Curb Lane Route % 38% Paved Shoulder Route % 22% Bike Lane Route % 0% Sidepath Route % 16% Shared-Use Path (Trail) Route % 10% Plan Total % Sidepath Supplement Shared-Use Path (Non-Bike Route) Note: Existing connector routes exceed plan, being that existing connector routes are planned paved shoulder, wide curb lane, share-the-road, sidepath, or bike lane. As described in Table 1, approximately 68% of the on-street facilities are complete, 68% of the sidepath facilities are complete, and 18% of the off-street trail facilities are complete. About 74% of the network consists of on-street facilities, 16% sidepath facilities, and 10% off-street trail facilities. The off-street facilities are also common to the Greenway Master Plan. Connector routes noted in Table 1 are those on-street routes without wide curb lane, paved shoulder, bike lane, or other on-street bicycle accommodation. These streets typically have lower traffic volume and lower travel speed and do not require special facilities for on-street bicycle use. Table 2 describes the street classification and typical conditions for bike routes in the Bicycle Transportation Plan that have no accommodation (i.e. Connector Route Facility Type). Table 2: Connector Bike Routes Street Classification Residential Collector % (25 MPH Low Volume) Local Residential/Commercial % (25 MPH Low Volume) Commercial Collector % (35 MPH Med Volume) Minor Arterial % (35 to 40 MPH Med to High Volume) Major Arterial % (35 to 45 MPH High Volume) As described in Table 2, local and residential collector roadways account for 75% of the on-street connector bike routes. The remaining roadways without accommodation are commercial collector or arterial roadways. In some instances, a commercial collector or arterial roadway is providing a connection to the network but a sidepath or alternate route is recommended instead. A sidepath may also be the more appropriate bicycle accommodation when crossing a highway (M-291, for example). Of City of Lee s Summit, MO 11 Bicycle Transportation Plan

13 the roadways listed in Table 2 that are commercial collector or arterial with no on-street accommodation, typically a sidepath alternative is provided or planned. Approximately 3.91 miles or 75% of the commercial collector and minor arterial Connector Bike Routes have a sidepath supplement adjacent to the roadway. Some residential collector and local streets also have a sidepath supplement. All bike routes in the Bicycle Transportation Plan along Major Arterials have a sidepath route designation. While most experienced cyclist may not prefer the sidepath, arterial roadways typically have more than one travel lane per direction of travel. This multi-lane road configuration provides for safe passing of cyclists using the outside lane of an arterial roadway. Details regarding each type of bike route accommodation (facility) in the Bicycle Transportation Plan bike route network, existing and planned, are described in Appendix B. Development When development or re-development requires improvement(s) or changes to the public roadway network, consideration should be given to impacts on the bike network, including changes to the Bicycle Transportation Plan. These changes may include bike route modification(s), bike route addition(s), and planned route type change(s). When development or re-development results in new roadway infrastructure; new bike routes and/or revisions to existing and planned bike routes should be considered to advance the Bicycle Transportation Plan. This consideration is especially applicable along future collector streets and where new roadways parallel arterials. The aforementioned guidelines, designation and identification criteria should be used to provide bicycle transportation connectivity or enhance the bicycle transportation network. In some cases an alternate route to the existing or planned bike route may be preferred as development or re-development occurs. Some conceptual expansion or/and revisions that may be related to development activity are depicted in the following illustrations to represent potential bike route changes in the Bicycle Transportation Plan. (In no way do these concepts represent land development conditions or expectations.) The southwest quadrant of the City has seen substantial growth in recent years. With improvements to Ward Road and MO-150, better bicycle accommodations have been provided. As development continues to occur connections such as that illustrated in the adjacent graphic could be provided. The black line depicts a bikeway accommodation from Ward Road to Pryor Road through an area that could experience future development. Providing this connection would improve access to several designated bikeways. City of Lee s Summit, MO 12 Bicycle Transportation Plan

14 Within the northeast quadrant of the City, east of I-470, developing residential areas provide opportunities for improvement to the bike network. As development occurs accommodations could be provided along Bowlin Road to provide access to the west side of I-470. With the construction of new development a current gap in the system (denoted in black) could be eliminated which would provide connectivity between Bowlin Road, Georgian Drive, and Woods Chapel Road. Current residential roadways could be designated as a bike route and with further development provide a connection within the bike network. For example, an existing residential roadway along with improvements made with future development (depicted with the black line) could provide access between Pryor Road and Sampson Road. This would further connect users to Longview Road provding access to the existing Longview Lake bike loop. Performance Measures Performance measures should be developed and reviewed on a periodic basis to monitor and evaluate implementation progress of the Bicycle Transportation Plan and the suitability of existing and planned bike route accommodations. Performance measures may include tracking the percentage of network complete (Table 1), evaluating level of service for bike routes, periodically evaluating the facility type for each route, and reviewing bicycle specific amenities. Evaluate Bicycle Plan Completion Evaluation of the Bicycle Transportation Plan implementation may be accomplished by reviewing the number of miles of planned bike network identified on the Bicycle Transportation Plan Map (Exhibit 1, Appendix A) that are complete. This data can be reviewed in several ways. Table 1 illustrates the progress of plan completion based on facility type. Table 3 illustrates the bike plan completion for all facility types. Total mileage of the bike plan, miles of plan complete, new plan miles provided per year and percent of the plan complete is provided. As illustrated in Table 3, about 64% of the bike plan is complete considering projects accomplished through the end of Table 3a is a graphical representation of the information in Table 3. City of Lee s Summit, MO 13 Bicycle Transportation Plan

15 Table 3: Performance Measures - Yearly Evaluation Year Plan (Miles) Bicycle Transportation Plan Completed Plan (Miles) New Bikeways Provided (Miles) % Plan Complete % % % % Table 3a: Performance Measures - Yearly Evaluation The City Traffic Engineer maintains a database listing all bike routes within the City Limits. That information can be used to develop tables and graphs such as those represented above. Level of Service Evaluation Prior to the release of the 2010 Highway Capacity Manual (HCM), a formalized, recommended procedure for evaluating level of service for the bicycle mode of travel was limited. The 2010 HCM includes significant developments for the evaluation of non-automobile modes of transportation (bike, pedestrian, and transit). While other methodologies for determining level of service for bike routes exist, the City of Lee s Summit uses equations provided in the 2010 HCM, a nationally accepted standard, for consistent, sound evaluation and relative comparisons. Similar to vehicular level of service, the 2010 HCM provides equations that can be used to determine a bicycle level of service score which can be related to a level of service letter A through F. A represents the best operations and F the poorest operations for a facility. This level of service is an average measure of cyclist comfort. The City has established a performance goal of C for bike routes to match the City s adopted level of service goal established for vehicular traffic. Obtaining a level of service A for all bicycle routes would not be feasible. Lee s Summit is an established area, thus some City of Lee s Summit, MO 14 Bicycle Transportation Plan

16 variables considered in the bicycle level of service equation already exist and modification would potentially limit the number of routes that could be developed. At the same time, a level of service F would be deemed unacceptable. As is the case for vehicular level of service, a LOS D or LOS E along individual routes may be deemed acceptable for extraordinary circumstances. By associating a level of service rating to a specific bicycle route, performance of routes can be evaluated and a system of improving the bicycle network, as needed, can be developed. The 2010 HCM equation for bicycle level of service for a segment considers variables such as vehicular lane width, width of a bicycle accommodation (bicycle lane, wide curb lane or paved shoulder), onstreet parking, percent heavy vehicles, traffic volume, speed, intersection control types and number of access points per segment. By considering all of these components of a route, a level of service score can be obtained. This score is then related to a level of service value. Table 5 illustrates the level of service value associated with the correlating score as presented in the HCM. Table 5: Level of Service Criteria: Bicycle Mode Level of Service Level of Service Score A 2.00 B > C > D > E > F >5.00 Using the tools provided in the 2010 HCM, a level of service was determined for existing conditions of all bicycle routes in the plan. The existing bike route network average is operating at a level of service C. Some individual routes that are operating at a level of service D or worse in the existing condition are currently in an interim condition or have planned improvements, such as a paved shoulder or wide curb lane, that have not been completed. The existing and planned facility type is detailed for each route in Appendix B. The planned bike route network average, as detailed in the Bicycle Transportation Plan Map (Exhibit 1, Appendix A) would operate at an improved level of service C. Based on an evaluation of the 2010 HCM bicycle level of service calculation methodology and local community context, access (i.e. driveway/intersection) factors were modified to exclude low-volume residential driveways and incorporate the influence of access management. These adjustments were done to more accurately represent the local measure of cycling conditions. The level of service determined for bicycle routes can be used to evaluate accommodations and determine if additional measures are feasible and the extent of improvement to level of service. The Bicycle Transportation Plan will be reviewed and as roadway improvements are planned, opportunities to improve bicycle level of service will be considered. City of Lee s Summit, MO 15 Bicycle Transportation Plan

17 Evaluation of Bicycle Route Safety Level of service is not the only indicator used to determine appropriate bicycle accommodations. As bicycling continues to increase, preferred routes of travel will develop. Routes that have higher usage by bicyclists may constitute improved on-street accommodations. As the City continues to grow the opportunity for new routes will develop. As new projects are considered opportunities to expand the bicycle network and provide improved facilities should be reviewed. Crash data is periodically reviewed to determine locations within the city that may be experiencing a higher crash rate. If a bicycle route or intersection along a bicycle route is trending with a higher crash rate pattern, opportunities to improve conditions for vehicular as well as bicycle and pedestrian modes of travel should be considered. Any crashes involving bicyclists should be reviewed to determine if bicycle accommodations would be beneficial in reducing the potential for a crash. In some instances it may be determined that a route is no longer recommended for on-road accommodations and that an alternate route exists. Continually evaluating these possibilities results in a bicycle network that continues to evolve and address the needs of its users. Tracking bicycle crashes and comparison to all crashes may help quantify the conditions for bicycle travel and improvements associated with the Bicycle Transportation Plan. Instead of on-street accommodations, a sidepath may be planned. A sidepath is a shared-use path that parallels the roadway and, in Lee s Summit, is typically 10 feet wide. Several methodologies are provided for determining when a sidepath may be a suitable bike route, although a nationally accepted methodology has yet to be determined. The League of Illinois Bicyclists developed a sidepath suitability algorithm based on design issues described in the AASHTO Guide for the Development of Bicycle Facilities. The equation uses several factors such as number of intersections, segment length, speed limit, usage, pedestrian accommodations, and road separation. A score is then developed and equated to the suitability of a sidepath for bicycle use. The State of Florida has developed a sidepath safety index. The equation, which predicts crash rate for a sidepath, considers sidepath width, distance from the roadway, speed limit, and number of through lanes. A positive result indicates that a sidepath would have a lower crash rate than the roadway for a bicyclist regardless of whether or not any on-street bike accommodation exists. A negative result indicates that an on-road facility would have a lower crash rate than the sidepath for bicyclists. Both of the suggested equations may provide guidance in determining if a sidepath is an acceptable alternative to on-road accommodations. Bicycle Friendly Community Evaluation Although it may not typically be considered a performance measure, the City can use the Bicycle Friendly Community process, designation, and feedback report as a way of measuring the quality of bicycle transportation in the City. The League of American Bicyclists promotes the Bicycle Friendly Community designation process. As stated on their website, a Bicycle Friendly Community welcomes City of Lee s Summit, MO 16 Bicycle Transportation Plan

18 cyclists by providing safe accommodation for cycling and encouraging people to bike for transportation and recreation. The City of Lee s Summit applied to become a Bicycle Friendly Community in 2010 and The process to become recognized as a Bicycle Friendly Community includes submittal of an application which is reviewed by a panel of national bicycling experts. Several areas are evaluated through information provided in the application including engineering, education, encouragement, enforcement, and evaluation and planning as they relate to bicycling. With both applications, the City was recognized with honorable mention and received a feedback report with suggestions for improvement. The application process to be recognized as a Bicycle Friendly Community can be beneficial to the City not only for the distinction of the award but also in determining how to better serve the cycling community. The League of American Bicyclists provides feedback with submitted applications, recognizing achievements of the current system as well as identifying areas for improvement. The City can review these recommendations and develop ways to implement ideas, as appropriate. Submittal of the application is also an opportunity for the City to evaluate the status of the Bicycle Transportation Plan, tracking areas of improvement as well as areas needing attention. Plan Adaptability This Bicycle Transportation Plan should not be considered a finality of bicycle transportation planning in Lee s Summit, but rather a document that provides guidance on how to dynamically develop the bicycle transportation network while best utilizing available resources and meeting the needs of the traveling public through context sensitive bicycle transportation accommodations. This plan may need to be adapted considering roadway changes, development, redevelopment, new or different attractions/destinations, varied traffic patterns, and the desires and/or preferences of the cycling community. Similarly, bike route accommodations may need to change or improve based on altered cycling conditions, demand, or level of service and safety. Changes to the bike network in the Bicycle Transportation Plan should conform to the guidelines for route planning, route designation, and route identification specific for Lee s Summit as described herein, and as amended for industry best practices. City of Lee s Summit, MO 17 Bicycle Transportation Plan

19 APPENDIX A Exhibit 1: Exhibit 2: Exhibit 3: Exhibit 4: Exhibit 5: Exhibit 6: Exhibit 7: Exhibit 8: Bicycle Transportation Plan Map Greenway Master Plan Map Street Classification Map Attractions and Destinations Map Traffic Volume Map Speed Limit Map Intersection Traffic Control Map Parking Restrictions Map City of Lee s Summit, MO 18 Bicycle Transportation Plan

20

21

22

23

24

25

26

27

28 APPENDIX B Exhibit 1: Listing of Bicycle Routes City of Lee s Summit, MO 19 Bicycle Transportation Plan

29 Exhibit 1: Listing of Bicycle Routes Route Segment Existing Facility Type Planned Facility Type Street Classification Supplemental Greenway Shared-Use Path 2nd St Blue Pkwy to Jefferson St Wide Curb Lane Wide Curb Lane Minor Arterial 2nd St Douglas St to Green St Arterial Street Wide Curb Lane Minor Arterial Sidepath Planned 2nd St Green St to Independence Ave Arterial Street Wide Curb Lane Minor Arterial Sidepath Planned 2nd St Jefferson St to Douglas St Arterial Street Wide Curb Lane Minor Arterial 2nd Ter Brentwood Dr to Winburn Trl Residential Street Residential Street Local Residential 34th St Ward Rd to Windsong Dr Wide Curb Lane Wide Curb Lane Residential Collector 35th Ter Harbor Cir to Windemere Dr Residential Street Residential Street Local Residential 3rd St Green St to Independence Ave Wide Curb Lane Wide Curb Lane Minor Arterial 3rd St Independence to M-291 Wide Curb Lane Wide Curb Lane Minor Arterial 3rd St M-291 to Ridgeview Drive Wide Curb Lane Wide Curb Lane Commercial Collector 3rd St Ridgeview Drive to Noeleen Lane Residential Street Residential Street Local Residential 3rd St Todd George Pkwy to Windsboro Dr Wide Curb Lane Wide Curb Lane Residential Collector 3rd Ter Noeleen Lane to Brentwood Dr Residential Street Residential Street Local Residential 4th St Jefferson St to Green St Wide Curb Lane Wide Curb Lane Commercial Collector 5th St Green St to Melody Lane Residential Street Residential Street Residential Collector 5th Ter Bordner Dr to Todd George Pkwy Residential Street Residential Street Local Residential 5th Ter Melody Lane to Country Ln Wide Curb Lane Wide Curb Lane Residential Collector 6th St Douglas St to Green St Commercial Street Commercial Street Local Commercial 7th Street Vista Drive to Country Lane Residential Street Residential Street Local Residential 7th Terrace Country Ln to Todd George Pkwy Residential Street Residential Street Residential Collector Anderson Dr Lakewood Blvd to Velie Rd Residential Street Wide Curb Lane Residential Collector Anderson Dr Velie Rd to Lee's Summit Rd Wide Curb Lane Wide Curb Lane Residential Collector Arborlake Dr Arborwalk Blvd to M-150 Wide Curb Lane Wide Curb Lane Commercial Collector Arborwalk Blvd Pryor Rd to west of Arborridge Dr Future Wide Curb Lane Commercial Collector Arborwalk Blvd West of Arborridge Dr to Ward Rd Wide Curb Lane Wide Curb Lane Commercial Collector Bailey Rd Hamblen Rd to Ranson Rd Wide Curb Lane Wide Curb Lane Minor Arterial Sidepath Planned Bailey Rd M-291 to Hamblen Rd Future Wide Curb Lane Minor Arterial Sidepath Planned Bailey Trail RR Trail to Bailey Rd Future Shared Use Shared Use Trail Shared Use Planned Ball Dr Colbern Rd to Ridgeview Dr Residential Street Residential Street Residential Collector Ball Dr Ridgeview Dr to Mulberry St Residential Street Residential Street Residential Collector Banner Park Trail Langsford Rd to Todd George Rd Future Shared Use Shared Use Trail Shared Use Planned Birchwood Dr Chipman Rd to Clubhouse Dr Residential Street Residential Street Local Residential Blackwell Pkwy Colbern Rd to Chipman Rd Sidepath Wide Curb Lane Minor Arterial Sidepath Built Blackwell Rd Chipman Rd to Langsford Rd Sidepath Sidepath Minor Arterial Sidepath Built Blackwell Rd Langsford Rd to Shenandoah Dr Paved Shoulder Paved Shoulder Minor Arterial Blue Pkwy 2nd Street to 3rd Street Arterial Street Arterial Street Minor Arterial Blue Pkwy 3rd Street to East of shopping center Paved Shoulder Paved Shoulder Commercial Collector Blue Pkwy Cumberland Drive to Church Street Paved Shoulder Paved Shoulder Commercial Collector Blue Pkwy East of shopping center to Lakeview Blvd Commercial Street Paved Shoulder Commercial Collector Blue Pkwy Executive Way to Park Lane Commercial Street Wide Curb Lane Commercial Collector Blue Pkwy Jefferson Street to Railroad Paved Shoulder Paved Shoulder Commercial Collector Blue Pkwy Lakeview Blvd to Jefferson Street Paved Shoulder Paved Shoulder Commercial Collector Blue Pkwy M-291 to Todd George Pkwy Paved Shoulder Paved Shoulder Commercial Collector Blue Pkwy Railroad to M-291 Commercial Street Paved Shoulder Commercial Collector Blue Pkwy Todd George Pkwy to Cumberland Drive Commercial Street Wide Curb Lane Commercial Collector Blue Pkwy Ward Rd to 2nd St Commercial Street Commercial Street Commercial Collector Blue Pkwy Ward Rd to Executive Way Paved Shoulder Paved Shoulder Commercial Collector Bordner Dr Country Ln to 5th Ter Future Residential Street Local Residential Bordner Dr Langsford Rd to 5th Ter Wide Curb Lane Wide Curb Lane Local Residential Bordner Dr Langsford Rd to Clubhouse Drive Wide Curb Lane Wide Curb Lane Residential Collector Bordner Dr Todd George Pkwy to Clubhouse Drive Wide Curb Lane Wide Curb Lane Residential Collector Bowlin Rd Campground Rd to Bowlin Rd (East Limit) Commercial Street Commercial Street Commercial Collector Bowlin Rd I-470 to Lakewood Way Paved Shoulder Paved Shoulder Minor Arterial Sidepath Planned Bowlin Rd Lakewood Way to Campground Rd Commercial Street Commercial Street Commercial Collector Sidepath Planned Brentwood Dr 5th Terr to 2nd Terr Residential Street Residential Street Local Residential Bridlewood Dr 3rd St to Sampson Rd Wide Curb Lane Wide Curb Lane Residential Collector Bristol Dr Chipman Rd to Crescent St Residential Street Residential Street Residential Collector Bristol Dr Scruggs Rd to Chipman Rd Residential Street Residential Street Residential Collector Campground Way Trail Bowlin Rd to City Limit Future Shared Use Shared Use Trail Shared Use Planned Channel Dr Woods Chapel Rd to Dick Howser Dr Paved Shoulder Paved Shoulder Residential Collector Cheddington Dr Ascot Dr to M-150 Wide Curb Lane Wide Curb Lane Residential Collector Cheddington Dr Raintree Dr to Ascot Dr Future Wide Curb Lane Residential Collector Chipman Rd Bent Tree Dr to Pryor Rd Arterial Street Wide Curb Lane Minor Arterial Sidepath Planned Chipman Rd Birchwood Dr to Todd George Pkwy Wide Curb Lane Wide Curb Lane Residential Collector Chipman Rd Commerce Dr to Douglas St Sidepath Sidepath Major Arterial Sidepath Built Chipman Rd Douglas St to Independence Ave Sidepath Sidepath Major Arterial Sidepath Built

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