BICYCLE FACILITIES & PROGRAMS

Transcription

1 CHAPTER 5 BICYCLE FACILITIES & PROGRAMS This component reviews existing bicycle facilities and issues associated with bicycling in the region. The chapter also presents the regional bicycle route system proposed by the New Hampshire Department of Transportation. Improvements to the routes on the regional map, supporting facilities, and education and outreach needs are addressed through the proposed actions listed at the conclusion of the chapter. Plan Goals Directly Addressed By This Chapter Goal 1: Mobility & Access Goal 2: Safety Goal 5: Land Use And Transportation Goal 6: Economic Development And Transportation The MPO s effort to increase safe bicycling in the region is most directly related to Goal 1, in that improved bicycle facilities will increase mode choice for the people of the region, and provide more viable alternatives to the single occupant vehicle. Goal 2 is addressed in efforts to encourage safe sharing of the region's roadways through education efforts and proper marking of bicycle routes. Goal 5 is addressed in two ways: bicycles are a nonpolluting transportation alternative, and thus support attainment of air quality standards. Also, context sensitivity is an issue in bicycle route design just as in roadway design, and must be considered early in the development process in collaboration with abutters and other stakeholders. Finally, efforts to promote bicycle tourism contribute to the region's economically vital visitor industry. A. Background Increasing public concern over the growth in traffic congestion and growing awareness about environmental issues such as air quality have renewed public interest in alternative modes of transportation. SAFETEA-LU and the previous law, TEA 21 and the Clean Air Act Amendments of 1990 stressed the role of bicycling as a key element in a comprehensive transportation system. As a nonpolluting mode of travel, it needs to be examined more closely for its potential positive impact on both mobility and air quality. Increasing attention is also being paid to bicycling on health grounds. B. Existing Conditions Supporting bicycling as a viable means of transportation in the region involves providing adequate infrastructure for safe and convenient cycling, and raising awareness among cyclists and drivers. 1. Bicycle Facilities For the purposes of this report, bicycle facilities consist of shoulders with a width of four feet or greater on the region s roads, and off-road paved bicycle or multi-

2 5-2 Bicycle Facilities & Programs use paths. Bicyclists may legally and appropriately use many roads without such provisions. The NH Bureau of Trails maintains a number of trails in the region that are unpaved or paved with gravel. There currently exist few paved off road bicycle paths in the region. The remainder of what may be termed as bicycle facilities in the Seacoast region consists of paved shoulders on roads. Largely through the work of Seacoast Area Bicycle Routes (SABR), the region has made considerable progress in improving its network of road shoulder bike routes. Over the past decade, the NHDOT has facilitated a process of identifying statewide and regional bicycle routes. The process seeks to identify the best, safest routes currently available on the existing road network. The results of this process are presented on Map 5.1. At a local level, a need clearly identified through the Regional Transportation Needs Survey is improvement of bicycle and pedestrian facilities connecting residential areas to schools, and providing safe passage for students. Nationally, the Safe Routes To School movement has been growing for several years, as an approach to improve children s safety and health, and limit unnecessary automobile trips and congestion generated by parents shuttling their children to and from school. An assessment of the adequacy of bicycle and pedestrian facilities in school zones in the MPO region will be an important step toward improving bicycle and pedestrian safety 2. Supporting Facilities for Bicycles Providing adequate bicycle support facilities is another key component in making cycling a truly viable transportation alternative. Bicycle parking, in the form of racks or lockers (see Figure 5.1) can be provided at sites such as schools, work-sites, recreational areas, etc. Also important at employee sites is the provision of locker rooms, allowing bicycle commuters to shower and change before work.

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4 5-4 Bicycle Facilities & Programs Parking devices need to be provided at both trip origins (i.e. large apartment complexes) and destinations (i.e. colleges, employment centers, shopping centers, recreation facilities). Schools, libraries, stores and other attractions often provide bicycle racks on a voluntary basis. Bicycle parking ordinances may be used to mandate the provision of bicycle parking. In the region, some larger employers have bicycle amenities. Many employers allow bicycle commuters to bring their bicycles indoors, which may be the preferred option. Many larger employers in the region have shower facilities. Another important role of supporting facilities is to allow for inter-modalism, or better connections between bikes and other modes of transportation. In order to allow the bicycle system to operate as a fully functional component of the overall transportation system, these linkages must be in place. COAST, the regional transit system, has installed bicycle racks on most buses and at selected stops. Similarly, NHDOT has installed bicycle racks or lockers at many of the state's Park & Ride lots. 3. Education, Outreach, and Enforcement In addition to providing adequate infrastructure for safe and convenient cycling, the key element to integrating bicycles into the transportation system is raising awareness among both cyclists and drivers of how to safely share the road. Although most drivers acknowledge the presence of bicyclists on the road and drive accordingly, some retain the perception that bicyclists do not belong on the road. Bicyclists also have a responsibility to drive in a safe and legal manner. Many accidents occur when bicyclists are driving against traffic or at night without proper lights on their vehicles. There are also steps bicyclists can take to increase their protection, such as wearing a helmet, and keeping their bicycle in adequate condition. Public education is needed to convey this message to both drivers and bicyclists At present, educational efforts in the region and much of the state are limited to outreach to young children first learning to ride a bicycle. These programs are an important element of the educational system, but there is a significant need for companion efforts targeting older children, as well as adult cyclists and drivers. NHDOT's "Don't be a Road Warrior" brochure is a first step in this outreach,

5 5-5 Bicycle Facilities & Programs With the exception of interstate highways, bicyclists have the right to use all roads in the State. As bicycling continues to increase in popularity, drivers will need to be increasingly aware and respectful of their presence on the road network. outlining rules of the road for both cyclists and drivers. Excellent model outreach programs targeting junior high and high school students are in place in Maine, Massachusetts, Oregon, and other parts of the country. Establishment of a pilot program in the region targeting older students is currently being discussed by the state Bicycle and Pedestrian Advisory Committee. Greater effort is also necessary to enforce traffic laws related to bicycles. A lack of enforcement results in many cyclists putting themselves and others at risk running through intersections or riding the wrong way on one-way streets. Likewise, traffic enforcement to protect the rights of cyclists is needed. The use of bicycle-mounted police can be an effective approach to both these problems. C. Progress Since Adoption of Long Range Plan Progress in developing regional bicycle facilities has been substantial since the development of the Long Range Plan. The regional network was developed in collaboration with NHDOT, FHWA, and an extensive public involvement process. This work was based on the earlier Plan where the compiled plans from the communities of Dover, Durham, Newington, Rochester, Somersworth, as well as from Seacoast Area Bicycle Routes (SABR), and additional comments received through the public involvement process. While the last plan called for completion of the Great Bay loop by 2003, delays in the Durham-Newmarket segment of the loop have pushed the likely completion date out to Projects constructed since the last plan (or programmed in the TIP prior to 2003) are listed below. Other projects that have been programmed but not yet constructed are listed in Section F. Dover citywide bike improvements including installation of lockers, signs, and lane striping at city parking lot, rail station, and Dover Point Road. NH 108 shoulders in Dover from Back River Road to Madbury town line. Multi-use path in Rochester on B&M railroad land. Progress has also been made at the state level through the activity of NHDOT s Statewide Bicycle and Pedestrian Advisory Committee. Committee accomplishments in the past four years include the development of the state and regional bicycle route maps, and development of the "Don't be a Road Warrior" bicycle safety brochure. NHDOT is also in the process of revising its shoulder

6 5-6 Bicycle Facilities & Programs policy, providing for narrower travel lanes and wider shoulders on road reconstruction projects. D. Bicycle Issues A number of issues must be considered in planning for bicycle facilities. These include accommodating different bicycle users, shoulders vs. separated bikeways, and design, pavement marking, and signage issues. 1. Accommodating Different Bicycle Users In planning for bicycle travel in the region, the MPO focuses both on those who use bicycles purely as a means of transportation, as well as recreational users on the network. While the latter group may be more prevalent, the former group often replaces automobile trips, and therefore contributes to goals of improving congestion and air quality in the region. The MPO also plans with the philosophy that improving bicycle facilities benefits all bicyclists this means accommodating not only those who already bicycle regularly, but also those who would be inclined to do so if adequate facilities were available. 2. Shoulder Bicycle Lanes vs. Separated Bicycle Paths In constructing bicycle facilities, the degree of separation from automobile traffic is a key distinguishing feature. The FHWA has a classification of facilities that includes shared lanes, wide outside lanes, bike lanes, shoulders, and separate bike paths (Selecting Roadway Design Treatments to Accommodate Bicyclists, FHWA, January 1994). Shared lanes and wide outside lanes do not separate automobiles and bikes. Designated bike lanes and shoulders separate bicyclists from automobiles by the use of striping, signage and/or pavement markings. Separated bike paths, often called multi-use paths, are dedicated rights of way that prohibit automobile traffic. Shared roadway and wide outside lanes are usually appropriate on smaller, less traveled roads. However, on state highways and other roads with high volumes, they do not provide an adequate level of security for less experienced bikers. Much of the region s bicycle network is in this category. It is the MPO s goal to upgrade those areas to have four-foot shoulders where possible. Other improvements such as signage can be implemented where shoulder widening is not possible or feasible. Bicycle lanes and shoulder bikeways are distinguishable from one another only insofar as some form of signage or pavement marking is present for lanes, indicating exclusive or preferential use by bicyclists, whereas shoulders may be separated from the rest of the roadway by striping alone. The advantage of these design treatments over shared roadways is fairly obvious - they provide some level of separation from automobiles and therefore safety for bicyclists, especially less experienced ones. There are advantages also. They may be less expensive to construct and maintain. In addition, roadways often provide the most direct

7 5-7 Bicycle Facilities & Programs travel routes for bicyclists as well as cars. This type of facility is suggested for the majority of the region's network. Off-road bicycle paths have a greater level of separation from the roadway. A separated bike path eliminates much of the danger of automobile/bicycle conflict along the facility itself, although care must be taken to make grade crossings with roads safe. This type of separation may also be perceived as providing a more pleasant experience for the bicyclists, and in so doing may encourage more new bicyclists than a shoulder improvement would (see Figure 5.3). Maintenance of off-road paths is an issue to be considered. The state and regional plans recommend off-road paths in selected areas to complement the on-road network. There exist three abandoned rail corridors in the region, some of which are owned by NHDOT. Separated bicycle paths have been built using rail corridors in many areas nationwide. 3. Design, Pavement Markings and Signage Once the type of bicycle facility is chosen, several other design issues still need to be taken into consideration. NHDOT follows minimum design standards set out by AASHTO (American Association of State Highway and Transportation Officials). The FHWA, in a document called Selecting Roadway Design Treatments to Accommodate Bicycles, provides specific design recommendations based upon traffic volumes, automobile speeds and truck traffic. Design: The NHDOT recognizes four feet as the minimum width of an onroad bicycle lane without curbing. Lanes of five or six feet may be of additional benefit to bicyclists, but when lanes begin to approach the size of an automobile travel lane (11 or 12 feet) the greater the possibility of cars using those lanes and conflicting with bicyclists. It is important that facilities are designed to accommodate bike travel in the same direction as motorized traffic. New Hampshire law does not permit two-way bicycle travel on one side of a road. Therefore, on-road bicycle lanes need to be provided on both sides of the highway. The NHDOT recommends that separated bicycle paths be at least eight feet wide to allow for bi-directional travel. Markings: Pavement markings designating bicycle facilities are not commonly used in New Hampshire. For on-road bicycle lanes, pavement marking is becoming the preferred option nationwide. Although New Hampshire has not adopted a marking standard, the silhouette of a bicycle figure and a directional arrow is being used in many states. The symbol should identify the lanes clearly as a bicycle facility and show the legal direction for use.

8 5-8 Bicycle Facilities & Programs Signage: The NHDOT does not presently have plans for a formal bicycle signage program. Again, implementation and maintenance is a role that the communities may be interested in fulfilling, especially in more urban areas. There are roads in the region where bicycle usage is high but four-foot shoulders are not consistently present, and in some cases, where adequate right of way does not exist to allow the needed width to be added. In these cases the use of signage indicating the presence of bicyclists may be appropriate. A sign instructing motorists to share the road with bicycles has been effectively used in other parts of the country. E. MPO Objectives & Proposed Actions Related to Bicycles The following policy recommendations related to bicycle facilities and safety education are keyed to relevant objectives identified in Chapter Two. Objective 1.1: Encourage the coordination and integration of existing modes of transportation, and promote the development of new Intermodal transportation connections, facilities, and services. Encourage transit providers to include bicycle amenities in facility design to create stronger connections between bicycles and other modes (e.g. bike racks on buses, bike lockers at Park & Rides). Encourage employers to provide on-site amenities (e.g. bicycle storage, showers, locker rooms) to encourage bicycle commuting. Objective 1.2: Encourage the expansion of transportation demand management measures in the region. Encourage employers to allow interested employees to telecommute from home whenever possible to decrease travel time from home to work. Objective 1.6: Actively promote the expansion, awareness, and use of transportation alternatives in the region, such as bicycling, walking, and public transportation, instead of single occupancy vehicles. Work with the NHDOT Bicycle/Pedestrian Advisory Committee and Safe Routes to School to develop and pilot bicycle safety outreach programs targeting school children, families, and commuters to increase cycling as a safe, healthy form of transportation. Promote greater awareness of the state and regional bicycle network among the region s residents through maps, signage and pavement markings, and other measures. Objective 1.7: Advocate municipal ordinances and public facility investments that discourage vehicle dependent development. Work with communities to identify needs for bicycle facilities at public schools, town offices, community centers, parks, and other major attractions.

9 5-9 Bicycle Facilities & Programs Objective 2.2: Work with communities and NHDOT to identify and correct deficiencies in pedestrian and bicycle facilities, including implementation of a regional network of safe, direct bicycle routes between and within communities. Ensure that all roadway and bridge reconstruction projects on NHDOT's state and regional bicycle route networks include adequate bicycle facilities. Work with NHDOT and municipalities to develop a prioritized approach to improving substandard facilities on the NHDOT state and regional bicycle networks connecting the region s communities. Support, as a long-term goal, the creation of bicycle links to growing communities in the less urbanized areas of the region. Encourage NHDOT to clearly delineate bicycle routes with pavement marking to indicate the preferential use of the lane for bicycles and the legal direction of bicycle travel. Encourage communities and the state to prioritize sweeping bicycle routes to ensure that shoulders are free of sand and debris. Objective 2.3: Promote the awareness and the enforcement of traffic laws related to bicycles and pedestrians. Work with the NHDOT Bicycle/Pedestrian Advisory Committee. Collaborate with the NHDOT Bicycle/Pedestrian Advisory Committee to ensure that drivers' training adequately addresses laws regarding bicyclists and safely sharing the road. Encourage the state and municipalities to review the laws affecting bicyclists and motor vehicles to ensure that they are sufficient, and encourage local enforcement agencies to enforce those laws. Encourage the use of bicycle-mounted police as an effective enforcement measure and a way of increasing motorist respect for bicyclists. Objective 2.4: Collaborate with communities, public schools and NHDOT to create a regional plan that emphasizes safe bicycle and pedestrian routes for students to travel to and from school. Work with communities and school districts to identify needs for safe bicycle connections between community facilities such as schools and adjacent residential areas.

10 5-10 Bicycle Facilities & Programs Objective 2.5: Educate children of the importance of safety around the region s railroad system. Work with communities and school districts to identify a set of good practices children can use while near railroad tracks and adjacent recreation areas. Objective 10.9: Advocate that aesthetic and scenic values are considered in road design and adjacent land development to maintain a sense of place and scale. Encourage the use of context sensitive design, and close collaboration between project engineers and community residents, in the design of bicycle facilities, to ensure public acceptance and expeditious completion of projects. F. Programmed and Planned Bicycle Projects Bicycle Projects in the TIP Dover Rail Bike Path ($300,000) - Construct bike path along rail line from rail station to NH 108/Bellamy Park. Bicycle Projects in the State Ten Year Plan NH 108 Shoulders from Newmarket to Newfields ($809,000) - Construct bicycle shoulders on NH 108 from Newmarket town center to NH 85 in Newfields. Link in Great Bay Loop Bicycle Projects Envisioned But Not Programmed The following are bicycle facility and planning projects that have been identified by towns or MPO staff as local or regional needs, but that no funding or construction schedule has been determined. Multiple projects within the borders of a single town are combined into one bullet item. Where available, cost estimates, should be taken as order of magnitude only, and are not intended to be used for programming of projects within the TIP. For project programming additional detail regarding the scope, schedule, and costs of a project should be developed. NH 108 Shoulders in Madbury ($340,000) - Construct shoulder bike route on NH 108 from Wagon Track trailhead to Dover city line. Wolfeboro-Brookfield-Wakefield Multi-Use Path ($1.3 Million) - Multi-use path connecting the communities of Wolfeboro, Brookfield, and Wakefield.

11 5-11 Bicycle Facilities & Programs Somersworth Shoulder Projects ($795,000) - Construct shoulder improvements on NH 108 and NH 16B. Northern extension of regional bike route network. Durham Shoulder & Path Projects ($690,000) - Construct shoulder bike lanes on NH 155A from Main Street to Lee town line. Construct multi-use path connection between the proposed Wagon Track trail and Wagon Hill Farm. Rochester Shoulder Projects ($2.1 Million) - Construct shoulder bike routes on US 202, Old Dover Road, North Main Street, and Salmon Falls Road. Northern extension of regional bike route network. Farmington Shoulder and Path Projects ($550,000) - Construct shoulder bike route on NH 153 from downtown to NH 11. Construct 1200' multi-use path from High School to North Main Street. Signage on State and Regional Bicycle Routes ($59,000) - Secure funding for signage to clearly mark state and regional bicycle routes to clarify directions and encourage safe sharing of roadways. Needs Assessment for Bicycle and Pedestrian Facilities in School Zones. The MPO will pursue funding for this study through the State Planning and Research (SPR) grant program. Bicycle Safety Education Program - Secure funding to develop and implement a standard, state-endorsed, school-based bicycle safety education program. G. Conclusion Under SAFETEA-LU, bicycle travel is recognized as an important element of the regional transportation system. Developing alternative modes projects in New Hampshire is almost entirely dependent on local matching funding, and therefore it can be difficult to build regional connections. However, with the development of NHDOT s state and regional bicycle maps and route networks, a broadly accepted framework is now in place for implementing these connections. The MPO will continue to assist communities with securing federal funding for local and regional bicycle projects, and work to raise public awareness of bicycle safety issues and traffic laws such that bicycling becomes a truly convenient and viable transportation option for the region s residents.