BIKEWAY PILOT PLAN CITY OF GRANDVIEW HEIGHTS 2016 DRAFT

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1 BIKEWAY PILOT PLAN CITY OF GRANDVIEW HEIGHTS 2016 DRAFT NOVEMBER 2016

2 OVERVIEW PURPOSE PREPARED FOR: Bicycling is a popular activity for the residents of Grandview Heights. Its quiet streets, proximity to trails, and compact development pattern are a major asset to Grandview and attract bicycling enthusiasts throughout the Columbus area. The development at Grandview Yard offers opportunities to improve the City s bikeway network, building a wider range of facilities and PREPARED BY: increasing connectivity. New businesses and residents will contribute to Grandview s vitality, and with an expected increase in traffic, the City is taking proactive steps to make improvements to its bicycle infrastructure. The following recommendations will help Grandview preserve BICYCLE TOOLKIT 5 BIKEWAY RECOMMENDATIONS 19 and enhance the safe and convenient bicycling environment that attract so many riders to its streets. This plan offers a detailed road map towards an enhanced bikeway network in Grandview. The Bicycle Toolkit defines the bicycle facilities in our recommendations. The Bikeway Recommendations section provides suggestions for bicycle facilities on a streetby-street basis, including a proposed network of bicycle boulevards that uses Grandview s residential streets to increase ease of bicycling between popular destinations. Additional Recommendations offer several suggestions for education, evaluation, encouragement, and enforcement. In total, we propose over five miles of new bicycle facilities throughout the City of Grandview Heights. All bikeway recommendations are contingent upon review and approval by the City of Grandview. Thorough research and analysis of each site should be conducted before and after any modifications are made, including traffic counts, 2 crash studies, safety studies, and user compliance rates. TRAFFIC ADVISORY GROUP: Sandra Binning Greta Kearns Emily Keeler Tony Lococo Courtney Miller, JD ADDITIONAL RECOMMENDATIONS 43 Melanie Mueller Frances R. Rourke, PE David Pritchard, PE CITY ADMINISTRATION: Mayor Ray DeGraw Patrik Bowman, Director of Admin. & Economic Dev. Darryl Hughes, Service Director PLANNING TEAM: Jason Sudy, AICP Principal, Side Street Planning Joe Ridgeway, PE Principal, EP Ferris Michael Blau, LCI Active Transportation Consultant, Side Street Planning Jakob Dyck Urban Designer, Streetscape Studios, LLC LEGISLATIVE PREFACE In passing the accompanying Resolution supporting the Bikeway Pilot Plan, it is Council s intent that the document will aid in setting future policies. As such, the Plan should be viewed as a tool in crafting such policies, rather than a set of rigid or prescriptive rules that are to be followed verbatim.

3 BICYCLE TOOLKIT 4

4 TOOLKIT - BICYCLE FACILITIES TOOLKIT - BICYCLE FACILITIES Shared Lane Markings Bike Lane Shared lane markings, or sharrows, are in-lane roadway markings indicating the proper positioning of bicyclists in the lane. The markings typically include a bike symbol topped with chevrons. While not a dedicated facility, these markings alert drivers to watch speeds as bicyclists will share the road. Bike lanes provide dedicated space within the roadway reserved exclusively for bicyclists. Requiring adequate pavement width, bike lanes can be added as part of a road diet where vehicle travel lanes are reduced and/or narrowed. Bike lanes are a key part of larger cycling networks. Sharrows on Third Ave at Cambridge Boulevard (Source: City of Columbus) Bicycle lane on Goodale Boulevard - City of Grandview Heights (Source: Side Street Planning) Advantages / Impacts Indicate to drivers where to expect bicyclists. Provide a visual cue to watch speeds. Low cost and easy to adjust locations. Considerations Not a dedicated facility, so roadway must be shared. Should be connected to larger bikeway network to be most effective. Advantages / Impacts Provide dedicated on-street lane for bike travel. Can accommodate riders of various experience levels. Serve as great linkages between other bike network facilities such as bike boulevards and separated multi-use paths. Considerations Must provide adequate width for bicyclists to avoid curbside debris, adjacent parking lane s door zone, and other obstacles. 6 Bicycle sharrow on Neil Avenue (Source: City of Columbus) 7 Bicycle lane on Cambridge Boulevard (Source: Side Street Planning) 7 6

5 TOOLKIT - BICYCLE FACILITIES TOOLKIT - BICYCLE FACILITIES Two-Way Cycle Track Bicycle Boulevard A two-way cycle track allows travel in both A bicycle boulevard is a residential street directions on one side of the road. Bicyclists with low speeds and traffic volumes, are separated from motor vehicles by barriers designed to give priority to bicyclists. They such as bollards, parked cars, landscaping, typically utilize quiet streets that parallel or grade-separation. major roads and commercial corridors, providing safe and convenient facilities for less experienced bicyclists. Source: NACTO Source: NACTO Advantages / Impacts May require less space than two separate bike lanes on either side of the road. Provides more protection than a standard bike lanes. Typically used on streets where most destinations are one side, where there is extra right-of-way on one side, and on streets with high traffic volumes and speeds. Caption Advantages / Impacts Variety of traffic management elements can be used, including pavement markings, signage, and crossing treatments. Provide neighborhood-integrated facilities for less experienced bicyclists. Create linkages between other dedicated bike facilities in larger network. Considerations Requires coordinated signage / roadway markings to clearly define route. Must be actively branded and publicized to ensure adequate usage. 8 Source: bostonbiker.org 8 Bike boulevard signage (Source: City of Columbus) 9

6 TOOLKIT - BICYCLE FACILITIES TOOLKIT - BICYCLE FACILITIES Multi-Use Path Bike Box A multi-use path accommodates bicyclists, pedestrians, and other active modes of transportation in the same space. A path s surface is typically asphalt or concrete. Signage, lane markings, and other symbols are used to designate space between different modes and directions of travel. A bike box designates a space for bicyclists to stop in front of waiting traffic at a signalized intersection. The box is marked with green paint and a bicycle symbol and is usually placed between the stop bar and the crosswalk, if there is one. Source: Side Street Planning Source: NACTO Advantages / Impacts Paths are often part of, or provide access to, a larger network of trails that serve both recreational users and commuters. Considerations Adequate signage and other measures are necessary to mitigate conflicts at roadway crossings. Bicyclists should always yield to other trail users to ensure a safe environment. Advantages / Impacts Makes bicyclists more visible and allows them to quickly pass through the intersection. Often used on bicycle boulevard routes and at intersections where bicyclists frequently make left or right turns. Considerations Without proper education, bicyclists and motorists may misuse or ignore this novel bike facility. 10 Typical signage on a multi-use path (source: FHWA) Source: NACTO 11

7 TOOLKIT - BICYCLE FACILITIES TOOLKIT - BICYCLE FACILITIES Two-Stage Turn Queue Box Intersection Crossing Markings A two-stage turn queue box provides a safe Crossing markings designate the path of way for bicyclists to make left turns without bicyclists through an intersection. They merging across travel lanes. Queue boxes are typically used in conjunction with other are located at the front of an intersection bike facilities, such as bike lanes, bicycle and allow left-bound bicyclists to pull over in boulevards, or cycle tracks. A series of front of stopped cross-street traffic and wait sharrows, dashed lines, or green paint, can for the green signal to proceed through. mark the path through the intersection. Source: NACTO Source: NACTO Advantages / Impacts Increases bicyclists visibility and makes their movements more predictable. Reduces turning conflicts between bicyclists and vehicles. Considerations Takes more time than turning left with motorized traffic. Advantages / Impacts Increases bicyclists visibility and safety. Considerations At crossings in which bicyclists are expected to yield, signage or markings should indicate where bicyclists should stop and wait for the intersection to clear of crossing traffic. 12 Source: NACTO Source: NACTO 13

8 TOOLKIT - BICYCLE FACILITIES TOOLKIT - BICYCLE FACILITIES Median Refuge Island High-Visibility Crosswalks Median refuge islands provide protected Adding high-visibility elements to crosswalks spaces in the center of roadways for further alerts drivers to bicyclists and bicyclists to wait allowing them to cross pedestrians, acting as a strong cue to control one direction of traffic at a time. On bicycle speeds. Elements can include flashing boulevards, they establish priority for beacons, extra signage, textured and colored bicycles by restricting vehicle through pavement, and in-pavement lighting. movements. Source: Nacto High Visibility Crosswalk at McKinley Ave and Harper Rd (Source: Side Street Planning) Advantages/Impacts Decreases delays for bicyclists crossing major streets. Reduces crossing length. Reduces potential for conflict with vehicles. Considerations Minimum width for refuge is six feet. Ten feet or greater is preferred. Advantages/Impacts Encourages bicyclists and pedestrians to use designated crosswalks. Typically used when multi-use paths cross roadways and around destinations where vulnerable users may be present, such as schools. Considerations Best used on moderate-speed roadways, otherwise a signalized crossing may be needed. 14 Median refuge Island on Third Ave (Source: City of Columbus) Source: cmtran.com 15

9 TOOLKIT SUMMARY PREFERRED APPROACHES ROAD WIDTHS < >30 COMPATIBLE: ON- STREET PARKING Shared Lane Markings Bike Lane Two-Way Cycle Track Bicycle Boulevard Multi-use Path Bike Box Two-Stage Turn Queue Box Intersection Crossing Markings Median Refuge Island High-Visibility Crosswalk RIDER COMFORT LEVEL NOVICE INTERMEDIATE EXPERIENCED USING THE TOOLKIT SUMMARY: IDENTIFIED PREFERENCES 1) Compare identified Toolkit preferences to potential roadway locations - Assess potential suitability of roadway width - Identify potential rider type suitability OR 2) Research criteria to identify potential Toolkit solutions - Identify options for specific roadway widths - Identify potential impacts - Compare with intended outcomes and rider comfort level NOTE: The Toolkit provides a catalogue of preferred bike facilities for the community. It is not intended to be a comprehensive set of all applicable techniques, but those that have been identified as most suitable to the character of Grandview, and their suitability to the roadway network. Detailed engineering studies would be needed before any implementation occurs in specific locations throughout the city

10 BIKEWAY RECOMMENDATIONS 18

11 BIKEWAY FACILITIES This summary plan identifies preferred near-term locations for many of the bicycle facility types identified in the TOOLKIT (pg. 6-16). The intent of this strategy is to provide an interconnected bikeway network that: - accommodates riders of all skill and comfort levels; - acknowledges that many casual riders use local streets on an ad-hoc basis and a bikeway; system framework could complement that established pattern of use; - creates bikeway connections between Grandview Yard and the rest of the city; and - links to the regional bicycle network LEGEND: BIKE FACILITIES N Grandview Heights Boundary Existing Existing Facilities Proposed Multi-Use Path Bicycle Boulevard Bike Box / Queue Box Sharrow MUTCD Sign W11-1 Crossing Treatment 20 21

12 RECOMMENDATIONS - GOODALE BLVD CORRIDOR RECOMMENDATIONS - GOODALE BLVD CORRIDOR Lincoln Rd To Grandview Ave Summary Extend eastbound bike lane to intersection using bike box treatment. POTENTIAL USE OF: BIKE BOX EXISTING CONDITIONS Bike lanes currently exist west of Grandview Ave on Goodale Blvd, but the eastbound bike lane ends before the intersection with Grandview, forcing bicyclists to reenter traffic. Eastbound bicyclists trying to access the path at Wyman Woods Park can use the left turn lane onto Grandview Ave or dismount and use crosswalks. Westbound bike lanes on Goodale Blvd end before the curve onto Lincoln Rd. The intersection at Grandview Ave and Goodale Blvd was recently reconfigured. The pork-chop island on the southwest corner was relocated to the southeast corner and traffic control/through lanes were altered as well. There are no plans to extend the eastbound bike lane on Goodale Blvd through the intersection. RECOMMENDATIONS There has been discussion of installing a short multiuse path on the eastbound approach to Grandview Ave, between the existing bike lane s end and the intersection. Bicyclists would travel from this proposed spur on the southwest corner to the existing path on the northeast corner (at Wyman Woods Park) using newly installed brick crosswalks. However, providing off-road facilities for a short distance immediately before an intersection is an unusual treatment, and may be disorienting or unclear for some users, including motorists. As an alternative, it would be possible to extend the bike lane up to the stop bar with a bike box, positioning bicyclists to travel safely through the intersection with traffic. Although redundant bike facilities are usually preferred to Goodale Blvd and Grandview Ave - potential Bike Box location Benefits Facilitates bicyclist left turn positioning during red signal indication. Helps prevent right-hook conflicts with turning vehicles. Groups bicyclists together to clear an intersection quickly. Typical Applications Where a left turn is required to access a shared-use path. At signalized intersections with high volumes of bicycles and/or motor vehicles, especially those with frequent bicyclist left-turns. accommodate different kinds of users, selecting only one of these treatments might provide a benefit here in designating a specified route. Because a bike lane already exists and could likely be extended to the intersection, we recommend a bike box. This option allows bicyclists to safely position themselves at the front of the left turn lane to access the path on the northeast corner and remain on the road as they navigate the intersection. A 50 foot long, minimum four foot wide green bike lane should be installed to connect the bike box with the extended bike lane. Depending upon new lane configuration, the two vehicle travel lanes would need to be slightly narrowed. 22 Eastbound bike box at Goodale Blvd and Grandview Ave (conceptual rendering) 23

13 RECOMMENDATIONS - GOODALE BLVD CORRIDOR RECOMMENDATIONS - GOODALE BLVD CORRIDOR Grandview Ave to Northwest Blvd Northwest Blvd to Olentangy River Rd Summary Extend multi-use path from Wyman Woods Park to C Ray Buck Park. Extend multi-use path from C Ray Buck Park/Palmer Rd to Northwest Blvd Summary Install signage on multi-use path. Extend path to Olentangy River Rd. Install two-stage turn queue box and pocket bike lane at Twin Rivers Dr and Goodale Blvd. Install crossing treatment at Twin Rivers Dr and Goodale. EXISTING CONDITIONS A multi-use path currently travels the length of Wyman Woods Park on the north side of the street, from Grandview Ave to the access road on the park s east side. At this point, the path curves north into the park and a wide landscaped sidewalk continues along Goodale Blvd to Kramer Ave, narrowing to a standard sidewalk on the east side of Kramer. There is sufficient right-of-way (80 feet) on Goodale Blvd, particularly the north side, to extend the multi-use path from Wyman Woods Park to just west of Palmer Rd at C Ray Buck Park. From Palmer Rd to Northwest Blvd, the right-of-way narrows and there are more buildings with shallow setbacks. The south side of the street sees more industrial land use and truck traffic. Parked vehicles blocking the sidewalk are common, creating unsafe conditions for pedestrians. Bike and pedestrianfriendly destinations, such as recreation centers and parks, are concentrated on the north side of the street, making it an ideal location for the multi-use path. RECOMMENDATIONS Because of the high traffic volume and speeds, most bicyclists would probably prefer a multi-use path rather than riding in traffic. In order to achieve a continuous multi-use path from Grandview Ave to Olentangy River Rd, the gap between Palmer Rd and Northwest Blvd needs to be filled in. The sidewalk should be widened to accommodate pedestrians and bicyclists traveling in both directions. Lane markings and signage should be installed as well. If it is not feasible to install a multi-use path from Palmer Rd to Northwest Blvd, wayfinding signage or pavement markings should direct bicyclists towards the proposed bicycle boulevard on Burr Ave. EXISTING CONDITIONS There are currently two ways to access the Goodale- Olentangy Hook (i.e. the Goodale Ramp) and Olentangy Trail coming from Grandview on Goodale Blvd. There is a multi-use path on the north side of Goodale Blvd that runs from Northwest Blvd to the railroad underpass. It lacks any signage indicating that bicyclists are permitted to use the path, which looks like a wide sidewalk. Before reaching the underpass it narrows considerably. Upon reaching Olentangy River Rd and Goodale Blvd, bicyclists can either turn left onto a multi-use path that travels north towards Third Ave, or they can cross Olentangy River Rd using the crosswalk to access the Goodale Ramp. In order to access the trail, a bicyclist traveling in the roadway on Goodale Blvd heading east towards Olentangy River Rd would either use the left turn lane onto Olentangy River Rd or the crosswalk on the east side of the intersection. RECOMMENDATIONS In most cases, it is illegal for adult bicyclists to ride on the sidewalk and equally or more dangerous than riding in the road. Multi-use paths adjacent to roadways use a variety of tools to mitigate these safety issues. Along Goodale Blvd, signage could be installed on the sidewalk to clearly indicate its intended use for bicyclists as well as pedestrians. Ideally, lane markings would also be installed. Any future multi-use path should include signage (MUTCD signs R9-6 and R9-7) and lane markings that communicate its intended use to motorists, pedestrians, and bicyclists. An asphalt or concrete surface, commonly used for multi-use paths, is also recommended. Grandview should work with the City of Columbus to extend the path to Olentangy River Road and connect with existing bicycle facilities. 24 Typical signage (R9-7 and R9-6 on a multi-use path (Source: FHWA) 25

14 BIKEWAY RECOMMENDATIONS - BICYCLE BOULEVARDS BICYCLE BOULEVARDS This proposed Bicycle Boulevard network creates a series of bikeway linkages. The advantage of this approach is the formation of a cohesive network with relatively low costs. If the following recommendations cannot be adopted in whole, prioritized network segments have been identified. The network is phased to enhance bicycle facilities in southeast Grandview first, expanding north and west as phases progress. If all bicycle boulevard treatments are not feasible initially, installing wayfinding signage would allow bicyclists to navigate through Grandview s residential areas and avoid busier roads. This alternative would not provide the safety and convenience that a full bicycle boulevard would afford with warning signage, crossing treatments, and traffic control changes but it would advance Grandview s bicycle network connectivity to some extent. Collecting bicycle counts, traffic volume, and speed data on the highlighted streets before bicycle boulevard treatments are installed will provide a baseline measure of street activity. Post-treatment data can then be collected to determine the effect of bicycle boulevards on motorized traffic speed and volume, identifying further changes if needed. LEGEND: BICYCLE BOULEVARDS Phase I Phase II Phase III Phase IV N Grandview Heights Boundary 27

15 RECOMMENDATIONS - BICYCLE BOULEVARDS Burr-Bluff Bicycle Boulevard miles Bicyclists traveling east-west through Grandview s southeast quadrant (for example, from the commercial corridor on Grandview Ave to Grandview Yard) currently have three options: south on Grandview Ave and east onto Goodale Blvd; east on First, Second, or Third Aves and south onto Northwest Blvd; or use residential Location Avondale Ave. from Second Ave to Bluff Ave. Bluff Ave. from Avondale Ave. to Woodhill Dr. Woodhill Dr. from Bluff Ave. to Burr Ave. Burr Ave. from Woodhill Dr. to Yard St. extension into Grandview Yard (25-26 feet). On-street parking is permitted in both directions on all roads along the proposed route. RECOMMENDATIONS A bicycle boulevard traveling southeast-northwest along streets. Some bicyclists may be uncomfortable using the first two options, which travel along higher speed, higher volume streets. But bicyclists who are unfamiliar with the area could easily get turned around if they stray off of the main roads. A Bicycle Boulevard would provide a direct, well-marked route between Grandview Yard and Grandview Ave, and appeal to bicyclists who would rather avoid higher volume roadways. PROPOSED ROUTE The route would have a western terminus at Avondale Ave and Second Ave, two blocks from the shops and restaurants on Grandview Ave, connecting with the Second Ave Bicycle Boulevard. It would travel south and east using Avondale Ave, Bluff Ave, Woodhill Dr, and Burr Ave, with an eastern terminus at Burr Ave and Yard St. Existing conditions along the proposed route are as follows: Avondale Ave, Bluff Ave, Woodhill Dr, and Burr Ave would enhance connectivity on Grandview s east side and supplement bike facilities on busier roads. Utilizing local streets with low speeds and traffic volumes that cut through the southeast quadrant of Grandview, this route would connect the City s two major commercial and employment hubs: the Grandview Avenue Corridor and Grandview Yard. Residents would gain safe and convenient access to commercial destinations in those areas, as well as commercial and recreational Source: Columbus Underground Bicycle boulevards are typically designated along continuous, linear corridors. Since there are no minor residential streets that directly connect the east side of Grandview to its downtown, the proposed route does require bicyclists to make one non-continuous turn. Avondale Ave runs parallel to Grandview Ave. It has four stop sign controlled intersections between Bluff Ave and Second Ave, at Mulford Ave (all-way), Inglis Ave, Haines Ave, and First Ave. Avondale Ave curves downhill, continuing onto Bluff Ave, which is a short (0.2 mile) east-west street that destinations along Goodale Blvd, which runs parallel to the Burr Ave segment of the Bicycle Boulevard. serves single family homes and apartment buildings. It has one stop sign at Woodhill Dr. Woodhill Dr runs 0.1 mile from Bluff to Burr. It has no stop signs and travels downhill towards C Ray Buck Park, continuing onto Burr Ave. Burr Ave runs 0.5 miles from Woodhill Dr to Northwest Blvd, with an additional 0.2 miles into Grandview Yard, ending at Yard St. There are six stop controlled crossings on Burr Ave: at Palmer Rd, Thomas Rd, Gladden Rd, Northwest Blvd, Bobcat Ave, and Yard St. Plans for future development in Grandview Yard show Burr Ave extending to Rail St. 28 All roads on the proposed route are residential. Most of the route is 21 to 22 feet wide, with the exception of Bluff Ave and Woodhill Dr (27-29 feet) and the Burr Ave Burr-Bluff Bicycle Boulevard Route Other Bicycle Boulevard Grandview Heights Boundary 29 Burr Ave facing west

16 RECOMMENDATIONS - BICYCLE BOULEVARDS Burr-Bluff: Implementation by Street AVONDALE AVENUE Summary Install bicycle boulevard pavement markings and branded signage Install crossing treatment and warning signage at First Ave BLUFF AVENUE Summary Install bicycle boulevard pavement markings and branded signage Install warning signage at parking lot exits and Kramer Ave May need traffic calming to slow vehicles WOODHILL DRIVE Summary Install bicycle boulevard pavement markings and branded signage Install warning signage at apartment complex exits May need traffic calming to slow vehicles In order to increase safety and visibility for crossing bicyclists, branded bicycle boulevard signage and advanced warning signs (MUTCD sign W11-1) alerting motorists to crossing bicycle traffic should be installed on First Ave at Avondale Ave. A series of sharrows should be used to delineate bicyclists travel paths through the intersection; green paint could be used if a higher visibility treatment is needed. Bluff Ave is one of the widest segments of the proposed route. It may also be one of the busier sections, due to the cluster of apartment buildings that it serves. Signage (MUTCD sign W11-1) should be installed at the T intersection with Kramer Ave to alert cross traffic of bicyclists on Bluff Ave. Similar warning signage could also be installed at the Jamestown apartments three parking lot exits just east of the curve. Pavement marking turn arrows or wayfinding signage should be installed at the right turn onto Woodhill Dr. If the street s width and downhill slope encourage speeding, traffic calming treatments should be considered to slow motorized traffic and maintain a safe environment that is conducive to bicycling. Similar to Bluff Ave, Woodhill Dr is lined with apartment complexes and single family homes. The same signage could be used here to slow motorists. Again, if the wide street encourages speeding, traffic calming treatments should be considered. Pavement marking turn arrows or wayfinding signage should be installed at the left turn onto Bluff Ave. To avoid potential conflicts with pedestrians, this phase of the plan should be implemented after sidewalks are installed along the curve from Bluff to Avondale. W11-1 W4-4P 30 Bicycle actuated signal pavement marking (source: NACTO) Turn arrow pavement markings (source: NACTO) Wayfinding signage (source: NACTO) 31

17 RECOMMENDATIONS - BICYCLE BOULEVARDS Burr-Bluff: Implementation by Street Oxley Road Bicycle Boulevard miles BURR AVENUE Summary Install bicycle boulevard pavement markings and branded signage Install wayfinding signage or pavement markings at Oxley Rd Install crossing treatment at Northwest Blvd Due to its residential nature, few stop signs, and connectivity to key destinations, Burr Ave is an ideal location for a bicycle boulevard. The east end of Burr Ave provides direct access to Grandview Yard, while the west end connects to C Ray Buck Park. The trails in the park could be designated as connectors between the bicycle boulevard and the proposed multi-use path and other facilities on Goodale Blvd. Burr Ave runs parallel to Goodale Blvd, which is one block south, allowing bicyclists to access destinations along Goodale while avoiding its higher speeds and traffic volume. Bicycle Boulevard treatment could be included when Burr is extended to Rail St. Wayfinding signage throughout Grandview Yard could direct bicyclists toward Burr Ave. Bicyclists may already use the median to cross Northwest Blvd at Burr Ave in two stages, when gaps in traffic occur in either direction. Depending on the expected volume of traffic on Northwest Blvd once Grandview Yard is fully developed, the need for additional traffic calming measures should be assessed. Branded bicycle boulevard signage and advanced warning signs (MUTCD signs W16-7P and W13-1P) placed on Northwest Blvd would alert motorists to crossing bicycle traffic. A series of sharrows could be W16-7P W13-1P active warning beacon could be installed as well. Active warning beacons are user-actuated amber flashing lights that direct motorists to yield when bicyclists are crossing. These treatments are used at intersections where full traffic signals are not warranted but where pedestrians and bicyclists cross frequently. Location Oxley Road from Goodale Boulevard to Third Ave Summary Install bicycle boulevard pavement markings and branded signage Install crossing treatments, bicycle actuated signals, and bike boxes at First Ave and Northwest Blvd Install warning signage at Mulford Rd, First Ave, Northwest Blvd, and Second Ave EXISTING CONDITIONS Oxley Rd is a 21 to 22 foot wide residential street running 0.7 miles north-south from Goodale Blvd to Third Ave, continuing north into Columbus to 5th Ave. It passes Robert Louis Stevenson Elementary School at First Ave. The segment between First Ave and Northwest Blvd was recently resurfaced, with a speed hump and brick crosswalk at Hilo Ln, in front of the school. There is on-street parking on the west side of Oxley. There are three stop signs (two-way at Burr Ave, all-way at Mulford Rd and Second Ave) and two signalized intersections (at First Ave and Northwest Blvd) on Oxley between Goodale Blvd and Third Ave. RECOMMENDATIONS A bicycle boulevard treatment would designate Oxley as a north-south connector in the bikeway network. It would enhance connectivity of other proposed bicycle boulevard treatments on Burr Ave and Bluff Ave, and provide a safe route from southeast Grandview to access the elementary school by bicycle. MUTCD school warning signs (e.g. S1-1, S4-3P, W16-9P) should be used in combination with branded bicycle boulevard signage to increase bicyclist and pedestrian visibility around the intersections with First Ave and Northwest Blvd. Video actuated bicycle signals and pavement markings could be installed at these intersections, decreasing the waiting time for bicyclists. A series of sharrows should be used to delineate bicyclists travel paths through the intersections; green paint could be used if a higher visibility treatment is needed. Bike boxes in both directions at First Ave and Northwest Blvd could be installed to facilitate turning movements and increase bicyclists visibility. These treatments would work in concert with Grandview s planned Safe Routes to School improvements around the elementary school, such as enhanced crosswalks. Oxley Bicycle Boulevard Route Other Bicycle Boulevard Grandview Heights Boundary used to delineate bicyclists travel paths through the intersection; green paint could be used if a higher 32 visibility treatment is needed. If traffic volume on Northwest Blvd is forecast to increase significantly, an 33 Active warning beacon(source: lincoln.ne.gov) Oxley Rd facing south (source: Google Street view)

18 RECOMMENDATIONS - BICYCLE BOULEVARDS Second Ave Bicycle Boulevard miles Location Second Ave from Edgehilll Dr to Grandview Ave RECOMMENDATIONS A bicycle boulevard on Second Ave would offer an alternative to Third Ave and provide a direct link Summary Install bicycle boulevard pavement markings and branded signage Install wayfinding signage or pavement markings at Oxley Rd and Avondale Ave Install median refuge island at Northwest Blvd Install warning signage at Grandview Ave and Second Ave between the north end of Grandview Yard and the Grandview Ave commercial district. Currently, the irregular T-intersections at Second on either side of Northwest are difficult to navigate. Bicyclists must watch for oncoming traffic on Northwest, Eastview on the east side and Virginia on the west side. Westbound bicyclists must then navigate around the median on Northwest to continue through. The median EXISTING CONDITIONS blocks eastbound traffic on Second Ave from continuing Second Ave runs east-west from Edgehill Dr to Grandview Ave. It is 21 feet in width and is a linear on Second across Northwest; instead they are forced south on Northwest towards the light at Oxley Rd. Second Ave at Northwest Blvd, facing west street, with the exception of a slight jog at Northwest Blvd. The segment from Edgehill to Northwest was Without pathway-cuts through the Northwest Blvd recently resurfaced. On-street parking is allowed on both median allowing bicyclists to continue across on sides from Edgehill to Northwest and on the south side Second, a bicycle boulevard is not appropriate for only between Northwest and Grandview Ave. Second Ave. A median refuge island would simplify the crossing and make it safer, allow bicyclists to cross There are six stop-controlled intersections on Second Northwest in two stages, reduce the overall crossing Ave: all-way at Norton, Parkway North, Oxley, Eastview, Virginia, and Hope; the irregular conditions at Second and Northwest Blvd are discussed below. length, and establish priority for bicycles on Second Ave by restricting vehicle through movements. (A trenched sidewalk was recently intsalled in the median, setting a precedent for similar treatments). In addition, using bollards to reduce the intersection s large corner radii (such as those used at Palmer Ave and First Ave) would calm motorized traffic turning onto Second. On Grandview Ave at Second, advanced warning signs for motorists and wayfinding signs for bicyclists could be installed. On Second, A bicycle actuated signal and pavement marking would accommodate bicyclists waiting to turn onto Grandview Ave. Second Ave Bicycle Boulevard median refuge crossing over Northwest Blvd (conceptual rendering) Second Ave Bicycle Boulevard Route Other Bicycle Boulevard Grandview Heights Boundary Second Ave facing west

19 RECOMMENDATIONS - BICYCLE BOULEVARDS Second Ave Bicycle Boulevard miles 36 Second Ave Bicycle Boulevard median refuge crossing over Northwest Blvd (conceptual rendering) 37

20 RECOMMENDATIONS - BICYCLE BOULEVARDS Broadview Avenue Bicycle Boulevard miles Lincoln Road Bicycle Boulevard miles Location Broadview Ave from Goodale Boulevard to northern city Boundary (Third Ave) Summary Install bicycle boulevard pavement markings and branded signage Install crossing treatments and warning signage at First Ave and Third Ave Install warning signage at Goodale Blvd May need bike-compatible traffic calming between Goodale Blvd and First Ave Study alternatives for speed humps between First Ave and Third Ave EXISTING CONDITIONS Broadview Ave is a residential street running northsouth, one block to the west of Grandview Ave. There is a substantial incline in the roadway when headed north from Goodale Ave to First Ave, where the road is more than 30 feet wide with parking on both sides; from First to Third Ave, the road levels out and narrows to about 22 feet, with parking on the east side only. Aside from RECOMMENDATIONS Broadview is well-situated for a bicycle boulevard treatment, given its proximity to Grandview Ave and lack of intersections. The speed humps between First Ave and Third Ave should be studied for alternatives because they pose a hazard for bicyclists in their deteriorated state. Speed humps could be replaced by other traffic calming measures more friendly to biking, and this consideration should be part of a study of alternative options. Other than a crossing treatment and signage at First and Third Aves, the road needs few alterations, with one caveat: if the street s width and downhill slope encourage speeding, traffic calming treatments should be considered to slow motorized traffic and maintain a safe environment that is conducive to bicycling. Location Lincoln Rd from Bluff Ave to First Ave Summary Install bicycle boulevard pavement markings and branded signage Install crossing treatment at First Ave Install warning signage at Bluff Ave and First Ave EXISTING CONDITIONS Lincoln Rd runs north-south from Goodale Blvd to 5th Ave. Between the curve onto Goodale Blvd and Bluff Ave, there is irregular, off-street parking on both sides in the form of gravel pull-offs with a street width of about 22 feet. Parking is permitted on both sides from First Ave to Bluff Ave, and the street widens to about 28 feet. There is enough right-of-way on the west side of the street to install a short multi-use path between Goodale Blvd and Bluff Ave. RECOMMENDATIONS As a bicycle boulevard, Lincoln Rd would connect the short gap between the existing bike lanes on Goodale, the proposed multi-use path on Lincoln, and the existing bike lanes on Cambridge Blvd. Warning signage should be installed at the offset intersection with Bluff Ave and First Ave, and a crossing treatment could be used to facilitate bicyclists turning left onto First Ave, towards the bike lanes on Cambridge Blvd. If a multi-use path is provided for bicyclists going downhill towards Goodale Blvd, the City should provide facilities that allow bicyclists to safely reenter the roadway as they continue onto Goodale. Due to low traffic volumes, warning signage and pavement markings would likely suffice. a cul-de-sac at Broadview Terrace, there is only one intersection along Broadview, at First Ave. Broadview Bicycle Boulevard Route Lincoln Bicycle Boulevard Route 38 Broadview Ave facing south (source: Side Street Planning) Grandview Heights Boundary Lincoln Rd facing north (source: Side Street Planning) Grandview Heights Boundary 39

21 RECOMMENDATIONS - COST ESTIMATES The following table shows estimated costs for the bikeway network as depicted in the map on pages 22-23, excluding proposed multi-use paths, which Grandview has already budgeted. Costs for certain facilities depend on the combination of markings, signage, and other elements Grandview chooses to use, and are omitted from the estimate. The numbers below reflect capital expenditures; labor and maintenance costs are not included. Bikeway Network Estimated Capital Costs TREATMENT Average Cost Unit # Proposed Total cost Bike box $7 square foot 4 boxes $14,500 Sharrow $ marking 32 $6,000 Bicycle boulevard pavement marking $1,000 marking 38 $38,000 W11-1 sign $55 sign TBD $1,000 Crossing treatment Two-way cycle track Variable Variable TOTAL COST - ESTIMATED (indentifed items, relies on some signal upgrades already planned) $59,500 TREATMENT Bike box Sharrow Bicycle boulevard pavement marking Note cost for green preformed thermoplastic and white bicycle rider symbol cost for 1.5 miles of sharrows on First Ave spaced every 250 feet (maximum MUTCD recommended interval) cost for 3.4 miles of bidirectional markings with arrows in both directions spaced every 500 feet W11-1 sign 24x24" fluorescent yellow reflective aluminum sign 40 41

22 ADDITIONAL RECOMMENDATIONS 42

23 ADDITIONAL RECOMMENDATIONS Encouragement Education Grandview should foster a strong bicycling Bicyclists that are aware of their rights and culture and encourage people to ride by making responsibilities can act as role models to other bicycling a convenient, safe, and efficient means road users. Bicycle education classes for people of transportation. A bike share program, for of all ages and experience levels could be example, would increase accessibility and mobility incorporated into public school curricula, parks and for Grandview s residents and visitors. The City recreation programming, or offered through private of Columbus has a bikeshare program called organizations. In addition, the recommendations CoGo, with stations downtown and in surrounding in Grandview s Safe Routes to School Travel Plan neighborhoods. If Grandview considers adopting that emphasize bicycle education for students and bike share in the future, we recommend partnering parents should be implemented. with Columbus to expand the CoGo network into Source: CoGo Grandview. Potential action steps Launch a bike share program Establish minimum bike parking requirements New businesses should be required to provide bike parking. Established businesses on Grandview Avenue s popular commercial blocks should install bike racks if they do not already offer them. Source: fairfaxcounty.gov Potential action steps Offer bicycle safety classes Evaluation Enforcement 44 Narrowed lanes created by marking Source: aspenpitkin.com Potential action steps Adopt and maintain a bicycle master plan Convene a bicycle advisory task force Apply for Bicycle Friendly Community status A Bicycle master plan should be used to coordinate efforts across the city. A bicycle advisory committee or bicycle coordinator would be responsible for implementing the plan and judging its effectiveness. Grandview can also partner with the League of American Bicyclists to evaluate its progress and provide guidance towards a bicycle friendly community designation. Implementing a bicycle advisory task force will help address bike-related problems and complaints. Grandview could maintain its traffic advisory committee in order to address residents concerns and suggestions regarding the city s bicycle infrastructure. Alternatively, Grandview could convene a task force that focuses exclusively on bike-related issues. Narrowed lanes created by marking Source: The Lantern A cordial relationship between law enforcement and bicyclists is essential to create a safe and inviting environment for riding. Educate police officers on the rights and responsibilities of bicyclists, and maintain or expand existing police bike patrols so that officers are more approachable and able to understand a bicyclist s point of view. Potential action steps Educate police officers on the rights and responsibilities of bicyclists Maintain or expand police bike patrols 45

24 ADDITIONAL RESOURCES / REFERENCES The following resources provide additional information regarding bike facilities, design guidelines, safety, and advocacy from national, state, and local organizations. National Association of City Transportation Officials Urban Bikeway Design Guide Federal Highway Administration: Bicycle Safety Guide and Countermeasure Selection System Pedestrian and Bicycle Information Center League of American Bicyclists Federal Highway Administration: Bicycle Road Safety Audit Guidelines and Prompt Lists Ohio Department of Transportation: Bicycle & Pedestrian Information Mid-Ohio Regional Planning Commission: Bicycle & Pedestrian Information City of Columbus Bike Plan 46

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