Existing Bicycle Travel and Conditions

Transcription

1 Chapter 3 Existing Bicyce Trave and Conditions A. Existing Bicyce Trave Regiona and oca data on bicyce trave and the characteristics of bicycists is imited for a number of reasons. The reativey sma number of bicycists compared to those using other transportation modes makes smascae surveys difficut. Specia area transportation studies (e.g., origin-destination surveys) have often either omitted bicyce trips or grouped them together with waking trips. Most avaiabe data on bicycing is for work trips, however these make up a sma percentage of a bicyce trips. The best current oca data in terms of the characteristics of bicycists and bicycing eves is from transportation surveys the University of Wisconsin (UW) conducts every two years on student and facuty/staff commuting habits. A comprehensive bicyce survey was conducted in 1974 to provide data and information for deveopment of the 1975 Long-Range Bikeway Program for the Madison area. The survey consisted of three parts. The first part was a broad-based questionnaire maied to 4,000 househods. The second part consisted of a series of one-day fied counts and interviews at various intersections, mosty in the centra city. The third part was a questionnaire distributed to a cassrooms or homerooms from 1st to 12th grades at a Madison area schoos. The surveys together provided a reativey compete picture at that time of existing and potentia bicycing eves for different areas, bicyce trip characteristics, and bicycist demographics. This is the ony bicyce survey that has been conducted for the Madison area. The Wisconsin Department of Transportation (WisDOT) recenty conducted a statewide bicyce and pedestrian trave survey. The survey incuded two parts, a phone survey of 1,300 peope and a mai survey of 250 peope who kept a diary of their trips over a three-day period. The phone survey provided basic data on the percentage of peope who had bicyced or waked within the past week, and the percentage of tota trips made by those modes. The mai survey provided more detaied information on trip purposes, distance traveed, and percentage of trips taken by different modes. Bicycing Leves The Wisconsin Bicyce and Pedestrian Survey conducted in August 1999 found that 13% of respondents had bicyced within the past week. For those persons who did bicyce, the overa average percentage of trips made by bicyce was 26.5%. By comparison, 31% had waked within the past week. For those persons who said they had waked, the overa percentage of trips waked was 26.7%, the same as for bicyce trips. The percentage of tota trips bicyced was 3.5% for the phone survey respondents and 2.6% for the mai survey respondents, who fied out one-week trip diaries. The percentage of trips made by waking was 8.1% for the phone survey respondents and 7.9% for the mai survey respondents. Prior to the state survey, the best source of information avaiabe on bicyce trave statewide has been the Nationa Persona Transportation Survey (NPTS). The NPTS has been conducted periodicay since 1969 to provide detaied information on changing persona trave behavior. Information is coected for a sampe of househods nationwide, which is then weighted and adjusted to represent the entire popuation. According to the 1995 NPTS, around 1.8% of a person trips in Wisconsin were made by bicyce compared to 0.7% nationay. The percentage of bicyce trips in the Madison is most ikey consideraby higher than the statewide averages found in the state and NPTS surveys. Bicycing eves are much higher in urban areas in genera, because many more destinations are easiy accessibe by bicyce. Bicycing eves in Madison are ikey to be consideraby higher than other urban areas in the state due to the presence of the university, the arge government empoyment base, the documented reativey high eves of bicyce commuting, and the city s extensive network of bicyce transportation faciities. The Madison has conducted a bicyce path traffic count program since The data is coected from 24- hour bicyce detection devices paced in off-street bicyce paths at various ocations. The program has recenty been expanded to incude ocations on two new bicyce paths (Isthmus, Wingra Creek) in addition to the origina ocations on the Law Park (aong John Noen Drive) and Brittingham 17 Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

2 Park paths. In 1998, average weekday bicyce traffic on the Law and Brittingham Park bicyce paths ranged from a high of 1,116 in the month of August to a ow of 75 in January. The Apri-to-October average was 872 and the annua average was 594. The tota number of bicycists on these paths has increased from 4,948 in 1996 to 7,123 in Traffic count data for the Isthmus and Wingra Creek paths is not yet avaiabe. The city takes continuous bicyce traffic counts on the University Avenue bike anes at the Mis St. intersection. In 1999, average weekday bicyce traffic (two-way combined) on the University Ave. bike anes was over 7,000 from Apri to October. The annua average was 6,200. Bicyce counts were taken in the fa of 1994 at various street intersections within the UW campus area, as part of deveopment of the UW Campus Master Pan. The intersections with the highest voumes of bicyces entering them from 7:30 a.m. to 5:00 p.m. incuded: Intersection Number of bicycists University Ave. at Park St. 6,265 University Ave. at Charter St. 4,595 University Ave. at Randa Ave. 3,795 Breese Ter. at University Ave/Campus Dr. 3,690 Park St. at Observatory Dr./Langdon St. 3,225 Babcock Dr. at Linden Dr. 3,190 Charter St. at Linden Dr. 2,450 Johnson St. at Randa Ave. 2,430 Dayton St. at Randa Ave. 2,230 State St. at Lake St. 1,175 The UW Transportation Services Department conducts a biannua transportation survey on student and facuty/staff commuting habits. According to the 1997 survey, 25% of the 40,000 students and 11% of the 17,500 facuty and staff trave to campus by bicyce in good weather. These percentages have remained generay the same since the ate 1980s, but are sighty ower than the percentages of bicyce commuters in the eary 1980s during the oi crisis. Tabe _ 1 Transportation to Work: 1990 Tota # Bicyce Trips Wak Trips Work Trips 1 Number Percent Number Percent Nationa % % State 2,349,691 11, , Region Dane County 204,399 3, , Madison Urban Area 2 140,388 3, , Centra Madison Area 3 39,716 2, , Seected Cities/Viages Madison, City 105,887 3, , Fitchburg, City 9, Middeton, City 7, Monona, City 4, McFarand, Viage 2, De Forest, Viage 2, Oregon, Viage 2, Stoughton, City 4, Sun Prairie, City 8, Verona, City 2, Waunakee, Viage 3, Incudes those working at home. 2 Encompasses Madison Area MPO s Panning Anaysis Areas (PAAs) Isthmus Study Area (PAAs 1-9,12,13). Source: 1990 Census Transportation Panning Package (CTPP) The U.S. Census, which is updated every ten years, provides trave information at a very detaied geographic eve, but ony for work commute trips. Tabe 1 shows 1990 bicyce commuting information for the region, centra Madison area, and the arger communities in Dane County. Nationa and state data and waking trips are shown for comparison purposes. It shoud be noted that the census data was coected the ast week in March when bicycing eves are generay ower in Wisconsin. Actua bicycing eves are aso probaby underestimated by the fact that the data identifies ony the primary mode of transportation. Many peope may drive or take the bus the majority of time to work, but sti reguary bicyce during good weather. 18 Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

3 Bicyce Trip Characteristics According to data from the mai-in portion of the state bicyce survey, 46% of a bicyce trips were for socia/ recreation/fitness, 17% were for persona/famiy business, 25% for work, and 12% for shopping. Surprisingy, none were for schoo, however this refects the very sma sampe size (82 bicyce trips by 22 different persons) and the fact that ony four persons surveyed were aged The 1995 Nationa Persona Transportation Survey (NPTS) data indicate that around 60% of bicyce trips nationay are for a combination of visiting friends and reatives and other socia and recreationa activities. Around 23% of bicyce trips are for shopping or other persona or famiy business, 9% are for schoo or church, and 9% are made for work. Tabe 2 shows NPTS data on trip purpose distribution for a trips compared to bicyce trips. According to the WisDOT statewide survey data, 70% of a bicyce trips were two mies or ess. 18% were 2-5 mies, 7% 5-10 mies, and 5% 10 mies or greater. The most common distance was ¼ to ½ mie. As one woud expect, the socia/recreationa trips tended to be onger distances. Ony 15% of the trips for other trip purposes were over two mies. This is consistent with 1995 NPTS data and other oca studies around the country, which indicate that the average trave distance for bicyce trips is around two mies. The 1990 Census Journey-to-Work data indicates that both the median and mean trave time to work for those Dane County residents commuting by bicyce was fifteen (15) minutes. Nationa data show the same average trave time for work and socia/recreation trips, whie famiy/persona business trips were somewhat shorter at around eeven (11) minutes. Average trave distances and times to work for Tabe _ Tabe 2 Trip Purpose Distribution A Person Trips Bicyce Trips Work or Work Reated 20% 9% Shopping Schoo/Church 9 9 Visit Friends & Reatives 8 31 Other Famiy/Persona Business Other Socia/Recreationa Other Less than 1 Less than 1 Source: FHWA, 1995 Nationa Persona Transportation Survey UW empoyees are onger than the nationa and regiona averages. According to the 1997 UW transportation survey, 24% of facuty/staff who commute by bicyce ive between five and ten mies from campus. A itte over 50% of UW empoyee bicyce commuters had a trave time of more than twenty (20) minutes, refecting their onger than average trip distances. Tabe 3 shows the distances that UW student and empoyee bicyce commuters ive from campus. Bicycist Demographics Tabe Tabe 3 _ Distance That UW Students and Empoyees Nationa Who data Commute indicate by that Bicyce more Live men From ride Campus bicyces than Distance Students Facuty/Staff Less than 1 mie 40.7% 5.6% 1 to 1.9 mies to 4.9 mies to 9.9 mies to 24.9 mies or more mies Source: 1997 UW-Madison Transportation Survey Bicycist Demographics Nationa data indicate that more men ride bicyces than women. For exampe, the 1995 NPTS found that men made 72% of the tota annua person trips by bicyce. The UW transportation survey found that more mae students bicyce to campus (33%) than femae students (21%). Nationa data and surveys in other communities aso show that the propensity to bicyce decreases with age, with most bicycists aged 45 and under. University cities had an even more pronounced pattern of younger bicycists. The WisDOT survey found that the three younger groups of phone survey respondents (with average ages of 19.5, 14.5, and 12) bicyced more than twice as often as the two oder groups (with average ages of 48 and 44). Around 20% to 29% of the younger groups of respondents had bicyced within the past week compared to 9% of the oder groups. The NPTS data suggests diminishing bicyce usage with increasing income, particuary for work trips. Interestingy, bicyce trip rates tend to be higher for househods with chidren under age 16, even for non-socia/recreationa trips. 19 Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

4 B. Existing Bicyce Faciities and Conditions in the Madison Urban Area The initia step in deveoping an interconnected network of Madison area and countywide bicyce faciities is to inventory existing bicyce faciities, and anayze the current system s strengths and weaknesses. Aong with information on ikey bicyce trip origins and destinations, this type of anaysis can hep in prioritizing faciity improvements to areas where they are most needed. Bicyce faciities refers to any faciity improvement or provisions made to accommodate or encourage bicycing. For roadways, this incudes any specia faciity or provision beyond the standard 11- to 12-foot trave ane. It aso incudes off-street paths, signed bicyce routes, parking faciities, and faciities providing bicyce access to transit stations and vehices. Specia faciities for bicycists are not needed on oca streets where traffic voumes are ow and vehicuar speeds are sow. Likewise, specia faciities are not needed on rura roadways with ow traffic voumes. Nonetheess, these oca streets and roadways are important for bicycing, providing access to many origins and destinations within a neighborhood or rura community. They can provide an exceent route aternative to the higher voume arteria and coector streets, as ong as through connections can be made via connector streets and paths. A we-deveoped network of bicyce faciities aready exists within the Madison area. However, improvements are needed in some areas to fi in gaps (e.g., adding bike anes on key arteria roadways and buiding connecting bike paths) and overcome barriers (e.g., narrow bridges, accessrestricted highways, difficut intersections). In addition, bicyce commuter routes need to be deveoped connecting the centra Madison area and suburban communities, such as Sun Prairie and McFarand. Madison s extensive bicyce faciity network is due to the city s reativey ong history of bicyce transportation panning and faciity deveopment and bicyce-supportive poicies. It has been Madison poicy since the 1970s to incude provisions for bicyces (wide curb anes or, in most cases now, bicyce anes) on arteria streets and coector streets, where feasibe. Regiona poicies have encouraged incusion of bicyce faciities in roadway construction and reconstruction, parks, rairoad rights-ofway, and deveopment projects since the first Madison area bicyce pan was adopted in With the passage of the Intermoda Surface Transportation Efficiency Act (ISTEA) in 1991, a dedicated federa funding source was created for the first time for independent bicyce, pedestrian, and other transportation enhancement projects. The Madison has been very successfu in obtaining funding under this program, in arge part due to past panning efforts and investments in bicyce faciities. ISTEA aso provided a dedicated transportation funding source for urban areas, and gave metropoitan panning organizations (MPO) the authority to distribute the funds. The funds are fexibe and can be used for a wide variety of projects, incuding roadway projects and bicyce faciities. In 1993, the Dane County RPC, the former MPO, adopted a project seection process for these funds, which favors muti-moda projects. This has resuted in the incusion of bicyce anes on most major roadway reconstruction projects in the Madison area. On-Street Bicyce Faciities Bicyce Lanes The most popuar and now-preferred bicyce faciity for arteria and higher voume coector streets is a bicyce ane. Bicyce anes are areas of the road striped off for excusive, or in the case of shared parking/bike or bus/bike anes, preferentia use by bicycists. Bicyce anes have the most potentia for attracting new bicycists, in part because of the psychoogica effect of having space reserved for them. Unike off-street paths, bike anes can be integrated into 20 Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

5 the street network. They can therefore provide direct access to important destinations and take advantage of existing trave patterns. Excusive bike anes shoud be at east four feet wide, excuding the gutter pan. In most cases, the bike anes are aso painted with pavement symbos (a diamond or the now preferred bicyce symbo) and/or the words Bike Lane, in accordance with the Manua on Uniform Traffic Contro Devices (MUTCD). Aong with ane striping, the pavement markings inform motorists and bicycists of the presence of the bike ane. Some bicyce anes in the Madison area are a shared parking/ bicyce ane on either one or both sides of the street. Parking/bicyce anes generay function we where sufficient space is provided a minimum of thirteen feet is recommended and the parking turnover rate is not too high. They are generay not recommended on streets with itte parking, because they tend to get used as an additiona trave ane. There are aso shared bus/bicyce anes on severa major arteria roads. Whie the bus/bicyce anes on the Capito Square function accceptaby, there is a genera probem with right-turning vehices remaining in the bus/bicyce ane between intersecting streets, particuary on Minera Point Rd. Separate bus and bicyce anes are preferabe, and are required where there are reativey arge voumes of buses and bicyces and traffic speeds are high, such as on University Ave. near the UW campus. Within the Madison area, there are 49 mies of arteria and coector streets with striped bicyce anes or paved shouders. Existing bike anes on arteria and oca coector streets in the Madison area incude: Aen Bvd. (CTH Q) Century Ave. (CTH M) to University Ave. in Middeton American Parkway High Crossing Bvd. to south of Hoepker Rd. Bassett St. Dayton St. to Main St. Broadway Facon Cir. to USH 51 in Monona Charter St. University Ave. to Observatory Dr. on the UW campus Dayton St. Randa Ave. to Broom St. Fish Hatchery Rd. Wingra Dr. to Badger Rd. Gammon Rd. Tree Lane to south of Odana Rd. and Watts Rd. to Schroeder Rd. Gorham St. University Ave. to Breary St. High Crossing Bvd. East Springs Dr. to Crossroads Dr. Johnson St. Bassett St. to Breary St. Junction Rd. Od Sauk Rd. to Backwof Dr. Lacy Rd. Fish Hatchery to Seminoe Hwy. in Fitchburg Lien Rd. Eagan Rd. to Zeier Rd. McKee Rd. (CTH PD) Fish Hatchery Rd. to Nesbitt Rd west of Verona Rd. in Fitchburg Miwaukee St. Schenk St. to Wabridge Ave. east of USH 51 Od Middeton Rd. Od Sauk Rd. to Eau Caire Ave. Od Sauk Rd. High Point Rd. to Od Middeton Rd. Packers Ave. (CTH CV) Darwin St. to Tennyson Lane Park St. University Ave. to Regent St. Park Lawn P/Park St. Maywood Ave. to Donna Dr. in Middeton Rimrock Rd. John Noen Dr. to CTH MM Seminoe Highway Manitou Way to Lacy Rd. in Fitchburg University Ave. Gorham St. to Campus Drive through the main UW campus area West Betine Hwy. Frontage Rd (South) Seminoe Hwy. to Landmark Pace in the Madison Wright St. E. Washington Ave. to Pierstorff St. through the main MATC campus Shared bus/bicyce anes incude: Fish Hatchery Rd. Badger Rd. to High Ridge Trai in Fitchburg Minera Point Rd. Whitney Way to the West Betine Park St. Paenert Dr. to Badger Rd. Capito Square State Street There are severa two-ane arteria streets in the greater Isthmus area where parking is aowed, except during the peak commuter 21 Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

6 period in the peak direction. The 12-foot parking/trave ane provides a space for bicycists between the parked cars and the curb ane stripe during non-peak hours. These incude Monroe St., Regent St., Wiiamson St., Atwood Ave., and portions of the Outer Capito Loop. Paved Shouders For streets or highways with a rura cross-section (i.e., no curb and gutter), the addition or improvement of paved shouders is generay the most effective way to accommodate bicycists on those roadways with higher traffic voumes and speeds. They function much ike a bicyce ane if they meet standard specifications, incuding a minimum width of four (preferaby five) feet and a pavement stripe to visuay separate the motor vehice trave way from the shouder. Paved shouders provide motorist safety and maintenance benefits as we by providing space in an emergency, improving drainage, and supporting the traveed portion of the roadway. A 1986 study by the Wisconsin Department of Transportation examined the cost effectiveness of paved shouders in reducing accidents and maintenance costs, and concuded that 3-foot shouders were cost effective (i.e. benefits exceeded cost) on highways with initia average daiy traffic of 1,085-1,640, depending upon whether virgin or recyced asphat mixes were used. 2 Whie paved shouders are not a bicyce faciity per se, state statutes permit bicyces to be operated on them. Roadways with paved shouders at east four feet wide (the current minimum standard) in the Madison urban area incude: Broadway South Towne Dr. to Facon Cir. in Monona (which is being converted to an urban cross-section with bike anes) Campus Dr. Highand Ave. to University Ave. and Randa to Johnson St. Cottage Grove Rd. Thompson Dr. to Sprecher Rd. Minera Point Rd. from Junction Rd. west Fish Hatchery Rd. (CTH D) High Ridge Tr. to Lacy Rd. in Fitchburg Wide Curb Lanes On arteria and some coector streets with heavier traffic voumes, widening the right-hand or curb ane to 14 feet, excuding the gutter pan (16 feet pus the parking ane where parking is aowed) provides additiona roadway space for a motorist and bicycist to operate in the same ane without coming too cose. Wide curb anes do not provide as much space as bike anes and ack the specia designation for bicyce use. As a resut, many bicycists do not fee comfortabe using them. However, they are a second best aternative in those instances where bike anes are not feasibe. Arteria and coector streets with wide curb anes incude the foowing: Agricuture Dr. Pfaum Rd. to Broadway Betine Frontage Rd. (N) Todd Dr. to Emi Betine Frontage Rd. (S) Hammersey to Seminoe Hwy. (where bike anes begin) Cottage Grove Rd. USH 51 North Ramp to S. Thompson Dr. Gammon (S) Rd. Schroeder Rd. to McKenna Bvd High Point Rd. Minera Point Rd. to D Onofrio Dr. and south of Betine to Weton Dr. High Crossing Bvd. Crossroads Dr. to Neson Road Internationa Lane Packers Ave. to end Junction Rd. Backwof Dr. to Minera Point Rd. Lein Rd - East Washington Ave. to Eagan Rd. McKenna Bvd. Gammon Rd. to Raymond Rd. Miwaukee St. Water St. to Schenk St. (where bicyce anes begin) and S. Stoughton Service Rd. to N. Thompson Dr. Odana Rd. Segoe to Frederick Ln. Park St. Erin St. to Oin Ave. Springs (E) Dr. East Towne Bvd to Zeier Rd.. Thompson Dr. Lien Rd. to CTH T W. Washington Ave. Regent St. to Fairchid St. Watts Rd. S. High Point to S. Gammon Rd. Winnebago St. Atwood Ave. to East Washington Ave. 2 U.S. Department of Transportation, Federa Highway Administration, The Effects of Bicyce Accommodations on Bicyce/Motor Vehice Safety and Traffic Operations, (Juy 1994), Pubication No. FHWA-RD , Appendix Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

7 Bicyce Routes The Madison has a signed bicyce route system covering amost a areas of the city and a portion of the Monona. The current route system covers 125 mies. The purpose of the route system is to provide reasonaby direct major routes through the city on streets that most bicycists wi fee comfortabe using. Bicyce paths are used where they are avaiabe and do not necessitate too much out-of-direction trave. The routes are ocated so as to provide access to frequent bicycist destinations, such as schoos, coeges, parks, and empoyment centers. However, the routes are not designed to ink a of these possibe destinations. A streets (except imited access highways) are open to bicyce trave. Therefore, actua route seection is determined more by directness, continuity, aesthetics and persona preference. The bicyce route signs, which are purey informationa, incude a bicyce symbo and directiona arrows. However, individua routes are not typicay identified (e.g., by number or name) and no destination and distance information is provided for those routes connecting major destinations. Severa streets in the Madison, incuding W. Badger Rd. east of Park St., have been signed as bicyce routes. The Cities of Middeton and Fitchburg and the Viage of McFarand do not currenty have signed bicyce route systems. A route system was identified for Middeton in the city s recenty adopted bicyce pan. The city pans on signing the routes in On-street bicyce faciities in the Madison urban area are depicted in Figure 1 and existing signed bicyce routes are depicted in Figure 2. Bicyce Compatibiity Evauation of Madison Area Roadways The underying poicy or concept of a bicyce transportation panning shoud be that every street is a bicycing street. The AASHTO Guideines note that bicyces can be expected to ride on amost a roadways where they are permitted. As a resut, the guideines recommend that a highways, except those where cycists are egay prohibited, shoud be designed and constructed under the assumption that they wi be used by cycists. Therefore, the first task in deveoping a bicyce transportation pan shoud be to evauate the roadway network with respect to the capabiity of the roads to accommodate safey and efficienty both bicycists and motorists. The newy deveoped Bicyce Compatibiity Index (BCI) methodoogy was used to evauate the compatibiity for bicycing of a coector and arteria roadways in the Madison area. 3 The BCI methodoogy is based on research conducted to determine how geometric roadway conditions, traffic operations, and other factors impact a bicycist s decision whether or not to use a specific roadway. This research expanded upon earier stress eve research done to deveop a too that can be used to predict bicycists perceptions of a specific roadway environment and thereby determine the eve of bicyce compatibiity of the roadway. The BCI methodoogy was deveoped for urban and suburban roadway segments (i.e., mid-bock ocations excusive of intersections). It aows anaysis of the compatibiity of roadway segments for shared-use operations by motorists and bicycists, and provides assistance in panning for and designing roadways that are bicyce-compatibe. The BCI mode incorporates the four primary variabes typicay used to assess the bicyce friendiness of a roadway: (1) bike ane or paved shouder width (where provided); (2) curb ane width; (3) traffic voume; and (4) vehice speeds. It aso incudes the additiona variabes of the presence of a parking ane with more than 30% occupancy and the type of roadside deveopment (residentia/open space or other). Finay, adjustment factors are incuded for truck voumes, parking turnover, and right-turn voumes into driveways and minor streets. 3 U.S. Department of Transportation, Federa Highway Administration, The Bicyce Compatibiity Index: A Leve of Service Concept, Impementation Manua ( December 1998), Pubication No. FHWA-RD Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

8 Loca and county roadway geometry, parking, and traffic count and operation information was obtained from data compied by the Wisconsin Department of Transportation (WisDOT) and Madison Traffic Engineering Division (Madison). The primary WisDOT data sources were the 1998 version of the Loca Roads Inventory and the 1998 Wisconsin Highway Traffic Voume Data Report. For the suburban communities and rura areas, the most recent traffic counts were taken in Madison data sources incuded: (1) Condition Diagrams showing roadway cross-sections for numerous intersections throughout the city; (2) Traffic Fow Maps with 1997 traffic count information for roadway segments on most coector and a arteria roads; (3) Madison Area Truck Route Map; and (4) City Speed Zone Map. Speed imit data for roadways outside the Madison was obtained from oca ordinances. A of this information was suppemented by fied investigation where necessary. In those cases where required mode data was not avaiabe, defaut vaues recommended based upon nationa research were used. For exampe, the 85 th percentie speed was assumed to be the posted speed imit pus either five or nine mies per hour, depending on the type and characteristics of the street and the genera area. Ten percent of the annua daiy traffic was assumed to occur during the peak hour the hour of day generay used to evauate bicycing conditions. Large truck voumes were assumed to range from 1.5% for coector streets to 3.5% for principa arteria roadways. The assumed voume for coector streets on an estabished truck route (e.g., Femrite Dr., Internationa Ln.) or bus route with frequent service (e.g., Capito Square) was increased to 2%. Parking occupancy and turnover were based on genera observation and any appicabe time imits. An exception was areas in the Madison where the residentia permit parking program is in effect. The program resuts in significant eves of a day (ow turnover) parking in what is technicay twohour parking zones in severa areas of the city. Bicyce eve of service (LOS) criteria have been estabished based on the range of BCI numerica vaues. Tabe 4 shows the BCI ranges associated with each LOS designation. The different eves of service refect the average adut bicycists comfort and convenience and freedom to maneuver under different roadway environments. It is recommended that faciities generay be designed for LOS C or better, where this is feasibe given traffic voumes, avaiabe right-of-way, parking needs, and other considerations. Whie ess than idea, many of the more experienced bicycists woud sti consider most streets in the LOS D range acceptabe for riding. However, ony a sma percentage of bicycists woud be wiing to ride in streets with LOS E, F, or even D at east during peak traffic conditions. Tabe _ Tabe 4 Bicyce Compatibiity Index (BCI) Ranges Associated With Leve of Service (LOS) Designations LOS BCI Range Compatibiity Leve 1 A Less than 1.50 Extremey High B 1.51 to 2.30 Very High C 2.31 to 3.40 Moderatey High D 3.41 to 4.40 Moderatey Low E 4.41 to 5.30 Very Low F Greater than 5.30 Extremey Low 1 Pertains to the average adut bicycist. Figure 3 depicts the current eve of service for bicycists on a Madison area coector and arteria streets. With a few exceptions, such as in the UW campus area, oca streets were not rated and were assumed to be at LOS C or better due to their ow traffic voumes and speeds. It shoud be noted that the LOS designations generay refect weekday peak hour conditions. The peak hour anaysis wi usuay represent the worst case scenario. The eve of service woud generay be higher during off-peak times, with perhaps some exceptions (e.g., roadways near major shopping centers). In those cases where significant changes in operating conditions occur at different times of day (e.g., presence of peak-hour parking restrictions), the bicyce compatibiity anaysis was conducted for each set of conditions. 24 Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)

9 N Lake Mendota Æ" P Æ" S Æ" K Middeton Verona Verona Lake Monona feet Middeton Æ" PD Springfied Æ" S Æ" K Æ" K Waunakee, Shorewood His, & Middeton S Madison (/ 18 Westport Viage of Shorewood His Æ" PD (/ 18 Viage of Waunakee Lake Mendota Æ# 113 Lake Wingra Madison Fitchburg Æ" D See Inset Viage of Mape Buff C M Burke Æ" CV Æ# 113 Lake Monona Dunn Æ" CV Æ" BW Monona Æ" BB Æ# 30 Madison Lake Waubesa ', 90 ', 94 (/ 18 ', 90 Æ" T N Æ" C ', 94 ', 90 Viage of McFarand Sun Prairie Booming Grove Æ" T Sun Prairie Æ" TT Viage of Cottage Grove Æ" BB Cottage Grove N Peasant Springs Æ" N Figure 1 Existing Bicyce Faciities in the Madison Urban Area Existing On-Road Bicyce Faciities Bike Lane / Paved Shouder (3 feet) Bike Lane / Paved Shouder (4 feet or greater) Wide Curb Lane Existing Off-Street Bicyce Faciities Muti-Use Path / Trai Bike / Pedestrian Over / Underpass Bicyces Prohibited or not Recommended County Park State Park Open Water Map Area N Æ# 69 V Æ# 69 (/ 18 Æ" PB M Æ" B Lake Kegonsa Mies 1 inch = approx. 1 1/2 mies. 1:100,000 Madison Area Metropoitan Panning Organization Map Created 9/2000. Source Info: Civi Division Limits: 5/00, Annexation Records (DCRPC). Roadway Network: 4/95, Orthophoto Derived (DCLIO). Hydrography Network: 4/95, Orthophoto Derived (DCLIO).

10 N Lake Mendota Æ" P Æ" S Æ" K Middeton Verona Lake Monona feet Verona Middeton Æ" PD Springfied Æ" S Æ" K Æ" K Waunakee, Shorewood His, & Middeton Madison S Viage of Shorewood His (/ 18 Westport Viage of Waunakee Æ" PD Lake Wingra Madison (/ 18 Lake Mendota Fitchburg Æ" D Æ# 113 See Inset Viage of Mape Buff C M Æ" CV Burke Æ" CV Æ# 113 Lake Monona Monona Dunn Æ" BW Æ# 30 Madison Æ" BB Lake Waubesa ', 90 ', 94 (/ 18 ', 90 Æ" T N ', 94 Booming Grove ', 90 Viage of McFarand C Sun Prairie Æ" T Sun Prairie Æ" TT Viage of Cottage Grove Æ" BB Cottage Grove N Peasant Springs Figure 2 Existing Bicyce Routes in the Madison Urban Area Signed Bicyce Routes on Lower Voume Roadways and Paved Off-Street Paths Existing Route State Trai (unpaved) State or County Park Map Area N Æ" G Æ# 69 V Æ# 69 (/ 18 Æ" PB M Æ" B Lake Kegonsa Mies 1 inch 1:100,000 = approx. 1 1/2 mies. Madison Area Metropoitan Panning Organization Map Created 9/2000. Source Info: Civi Division Limits: 5/00, Annexation Records (DCRPC). Roadway Network: 4/95, Orthophoto Derived (DCLIO). Hydrography Network: 4/95, Orthophoto Derived (DCLIO).

11 N Lake Mendota Æ" P Miitary Ridge State Trai Middeton Æ" S Verona Æ" # Ashton Lake Monona K feet Verona Middeton Æ" PD Springfied Æ" S Æ" K Æ" K Waunakee, Shorewood His, & Middeton Madison S (/ 18 Westport Viage of Shorewood His Æ" PD Madison (/ 18 Viage of Waunakee Lake Mendota Lake Wingra Fitchburg Æ" D Æ# 113 See Inset Viage of Mape Buff C M Æ" CV Burke Æ" CV Æ# 113 Lake Monona Dunn Monona Æ" BW Æ# 30 Madison Æ" BB Lake Waubesa ', 90 ', 94 (/ 18 ', 90 Æ" T # Burke N ', 94 ', 90 Viage of McFarand Æ" T Sun Prairie Æ" TT Æ" BB Booming Grove Cottage Grove Hope # Sun Prairie Viage of Cottage Grove N Peasant Springs Æ" N Figure 3 Bicyce Compatibiity of Madison Urban Area Roadways Leve of Service B C D E F Map Area N Higher Lower Bicyces Prohibited or not Recommended Not Evauated* County Park State Park Open Water Æ# 69 Æ" 151 Æ# 69 (/ 18 Æ" PB M M M Æ" B Lake Kegonsa Sunnyside # * Roadways within the Madison Urbanized Area that are not rated are oca streets which are assumed to be at Leve of Service C or better due to ow traffic voumes and speeds. For roadways outside the urban area, see the County Roadway Bicyce Suitabiity Map Mies 1 inch = approx. 1 1/2 mies. 1:100,000 Madison Area Metropoitan Panning Organization Map Created 9/2000. Source Info: Civi Division Limits: 5/00, Annexation Records (DCRPC). Roadway Network: 4/95, Orthophoto Derived (DCLIO). Hydrography Network: 4/95, Orthophoto Derived (DCLIO).

12 Approximatey 134 mies or 48% of a the roadway segments anayzed function at Leve of Service (LOS) C or better for bicycists mies or 30% are rated LOS D and 59 mies or 21% are at LOS E or F. The vast majority of coector streets (60%) operate at LOS C or better. Those coector street segments rated LOS D are concentrated in the Isthmus area (e.g., Badwin St., Henry St, Randa Ave, Mis St., Lakeside St.), the West Side (e.g., Regent St west of Speedway Rd, Segoe north of Minera Point Rd, Grand Canyon Dr. between Minera Pt. and Odana Rd, and Watts Rd), and East Towne area (East Towne Bvd. and Eagan Rd). A combination of moderatey heavy traffic voumes, ack of specia bicyce faciities, and, in the Isthmus area, high parking occupancy contributes to the ower eve of service rating on these roadway segments. Due to their generay higher traffic voumes and speeds, ony 16% of arteria roadway mies are rated LOS C. These incude Od Sauk Rd. east of High Point Rd, Buckeye Rd., McKee Rd (CTH PD) east of Commerce Dr., and Broadway (CTH BW) east of Bridge Rd. 37% of arteria road mies are rated LOS D and 47% rated E or F. Those arteria streets with a eve of service of D or better generay have bicyce anes or paved shouders. Even with bike anes, some arteria roads (e.g., Fish Hatchery Rd., Miwaukee St.) sti operate at LOS D due to their very high traffic voumes. However, the presence of the bike ane aows bicycists to use them with greater safety, providing accessibiity to many important destinations. Off-Street Bicyce Faciities Shared-Use Paths Bicyce paths separated from the roadway system are generay referred to as bicyce paths. However, these paths are open to pubic use by wakers, runners, in-ine skaters, and others as we as bicycists. Therefore, shared-use path is the proper term for these faciities, and they need to be designed with these various user groups in mind. Shareduse paths are typicay paved a minimum of ten feet wide and designed for two-way trave. Shared-use paths are significant generators of bicyce use, particuary in areas that are otherwise difficut to access by bicyce. Shared-use paths encourage bicycing by ess experienced bicycists who are not comfortabe riding on many streets. They provide enjoyabe recreation opportunities as we as desirabe commuter routes. Their popuarity is starting to impact their generay ow-stress trave experience in some cases, most notaby on the Law Park path. A community s road system provides the best means of accessing various destinations within a community, but shared-use paths can enhance the primary bikeway system. Shared-use paths are most effective when used to provide bikeway system continuity, inkages, and/or short cuts where no adequate on-street faciities are avaiabe. Rairoad rights-of-way, inear parks, watercourses, akes, and deadend streets (if panned in advance) provide the best opportunities for construction of paths. Some of the onger existing shared-use paths in the Madison area incude: Brittingham Park path, which connects with the John Noen Drive path; John Noen Drive path from Bair St to Waunona Way, which provides a commuter route from the south side and serves as part of the Lake Monona bike route oop; Isthmus path aong the east rairoad corridor currenty extending from Bair St. to Dempsey Rd.; Wingra Creek path connecting the John Noen path to the UW Arboretum; Howard Temin Lakeshore path on the UW campus; Starkweather Creek path aong Aberg Ave. and then eading to the MATC-Truax campus; Pheasant Branch Creek unpaved path in Middeton; and Capita City Trai aong the Nine Springs E-Way in Fitchburg. The newy buit E-way segment of the Capita City Trai wi provide a connection to the Miitary Ridge Trai to the west once an extension of that trai from CTH PB to McKee Rd. is competed in It wi aso provide a connection to the John Noen Drive path once a short connecting path is constructed under the Betine north of Nob Hi Road. The Capita City Trai wi eventuay connect to the Gacia Drumin Trai in Cottage Grove. Numerous other shorter paths provide routes through community parks and across access-restricted highways, and provide shortcuts through residentia neighborhoods. Off-street bicyce faciities in the Madison urban area are depicted in Figure Bicyce Transportation Pan for Madison Urban Area and Dane County (September 2000)