e. 173rd/AVALON bicycle boulevard Shaker Heights Review Meeting

e. 173rd/AVALON bicycle boulevard Shaker Heights Review Meeting - May 9, 2013

Transforming a neighborhood barrier into Greater Cleveland s First Bicycle Boulevard

Project Schedule Phase 1 Site Visit (Documentation & Measurement) Base Mapping & Site Analysis Case Studies Research Phase 2 Develop 2 Preliminary Options for Bike Boulevard and Wayfinding Prepare Presentation for Stakeholder Review Stakeholder Meeting to present Site Analysis, Case Studies and 2 Preliminary Options Phase 3 Revise Options based on Stakeholder Meeting feedback Create Cost Estimates for Revised Option and Wayfinding Stakeholder Meeting to present 2 Revised Options, Wayfinding and Cost Estimates Phase 4 Finalize Presentation graphics and renderings Develop Construction Documents and Specifications Create RFP for bidding

Existing Street Barrier - E. 173rd Street

Lee Road Traffic Study and Corridor Plan

Project Goals Maximize the potential for physical activity and health by creating a safe, efficient and attractive neighborhood bicycle connection between key destinations in Shaker Heights and Cleveland. Create a bike boulevard that re-establishes the historic neighborhood route along E. 173rd Street used by area residents before the street barrier was constructed. Design a desireable street improvement that fits in with the established character of both Shaker Heights and Cleveland. Improve the ability to block illegal vehicular maneuvers around the barrier. Accommodate the needs and preferences of aging adults, families, and youth. Promote ecological sustainability and address stormwater runoff by integrating natural systems into new barrier design.

Bike Boulevard Case Study Location: Baltimore, Maryland

Bike Boulevard Case Study Location: Vancouver connecting Vancouver to downtown Westminister.

Shaker Heights Character Signage

Shaker Heights Character Streetscape

Shaker Heights Character Architecture

Shaker Heights Precedents Avalon Road Curb Extension

Green Street Precedents Brooklyn, NY

Bicycle Boulevard Barrier Design Option 1

Bicycle Boulevard Barrier Design Option 2

Driveway 16-10 Bicycle Boulevard Barrier Design Final Plan Driveway SHAKER HEIGHTS Landscape Boulders Existing Stone Pillar New Tree New 8 x24 Concrete Curb Lighting Reflective Bollards 18 Concrete Wall Decorative Concrete Paving Raingarden Bike Boulevard Signage Stormwater Curb Opening Existing Sidewalk 9-0 2-10 5-0 8-0 5-0 2-10 6-9 24-0 CLEVELAND Existing Sidewalk Driveway 6-3 Driveway

Bicycle Boulevard Barrier Design Plantings SAGES Meadow sage Salvia May Night SEDGES Carex morrowii Carex phyllocephala Sparkler GRASSES Karl Foerster Panicum virgatum

Bicycle Boulevard Barrier Design Plantings FLOWERS Hibiscus Iris siberica Rose mallow TREES Amelanchier Serviceberry Red maple

e. 173rd st. bicycle boulevard Bicycle Boulevard Barrier Design Option 2

e. 173rd st. bicycle boulevard Bike Boulevard Signage Bike Boulevard San Luis Obispo, CA Bike Boulevard Berkley, CA

e. 173rd st. bicycle boulevard Bike Boulevard Signage Wilson Street Bike Boulevard Madison, WI Bike Boulevard Wayfinding Berkeley, CA

e. 173rd st. bicycle boulevard Bike Boulevard Signage Greater Cleveland s First Bicycle Boulevard Welcome to The City of SHAKER HEIGHTS Welcome to The City of CLEVELAND

e. 173rd st. bicycle boulevard Bicycle Boulevard Barrier Design Option 2

Use of bicycles on sidewalks TITLE 45 of the OHIO REVISED CODE 4511.711. Driving upon sidewalk area. No person shall drive any vehicle, other than a bicycle, upon a sidewalk or sidewalk area except upon a permanent or duly authorized temporary driveway. Nothing in this section shall be construed as prohibiting local authorities from regulating the operation of bicycles within their respective jurisdictions, except that no local authority may require that bicycles be operated on sidewalks. Ohio Bicyle Federation Comment: Although this section allows riding on sidewalks, don t do it. Accident studies show that even low-speed sidewalk riding has about double the accident rate as riding on the road. The danger increases with speed. If you ride on the sidewalk, every intersection and even every driveway is a potential collision site. Motorists crossing your path do not look for conflicting traffic on the sidewalk, especially if you are coming from the wrong way.

Design of Shared Use Paths: Restricting Motor Vehicular Traffic A preferred method of restricting entry of motor vehicles is to split the entry way into two sections separated by low landscaping. RESTRICTING MOTOR VEHICLE TRAFFIC Unauthorized access by motor vehicles is a problem on some pathways. In general, this is a greater issue on pathways that extend through independent corridors that are not visible from adjacent roads and properties. Per the MUTCD, NO MOTOR VEHICLES sign can be used to reinforce the rules. The routine use of bollards and other similar barriers to restrict motor vehicle traffic is discouraged, unless there is a known history of use by unauthorized motor vehicles. Barriers such as bollards, fences, or other similar devices create permanent fixed object hazards to path users. Bollards on pathways are often struck by cyclists and other path users and can cause serious injury. Approaching riders may shield even a conspicuous bollard from a following rider s view until a point where he lacks sufficient time to react. Furthermore, physical barriers are often ineffective at the job they were intended for keeping out motorized traffic. People who are determined to use the path illegally will often find a way around the physical barrier, damaging path structures and adjacent vegetation. Barrier features can also slow access for emergency responders. A preferred method of restricting entry of motor vehicles is to split the entry way into two sections separated by low landscaping. Each section should be half the nominal path width; for example a 9 foot (3 m) path should be split into two foot (1.5m) sections. Emergency vehicles can still enter if necessary by straddling the landscaping. Alternatively, it may be more appropriate to designate emergency vehicle access via protected access drives that can be secured. The approach to the split should be delineated with solid line pavement markings to guide the path user around the split.

Design of Shared Use Paths: Bollards & Barriers Where the need for bollards or other vertical barriers in the pathway can be justified despite the hazard posed to cyclists, measures should be taken to ensure they are as safe as possible (13): Section 9B.26 of the MUTCD. bicycles. Bollards should not restrict access for people with disabilities. All users legally permitted to use the facility should be accommodated; failure to do so increases the likelihood that the bollards will be hazardous. them. mm). Some jurisdictions have used taller bollards that can be seen above users in order to reinforce their visibility. users around the object. injuries that are common with rigid bollards. in the center of the path is preferred. When more than one post is used, an odd number of posts at 6 foot (1.8 m) spacing is desirable. Two posts are not recommended, as they direct opposing path users towards the middle,

Design of Shared Use Paths: Bollards & Barriers tion allow path users to complete their navigation of the potential hazard before approaching the roadway. additional safety hazard.

Bike Boulevard Design Guidelines 11.4.16 Restriction of Motor Vehicle Traffic Shared use paths may need some form of physical barrier at highway intersections to prevent unauthorized motor vehicles from using the facilities. Provisions can be made for a lockable, removable (or reclining) barrier post to only permit entrance by authorized vehicles. Bollards are the most common type of barrier used to control motor vehicle access to a materials to ensure their visibility at night. The recommended minimum height for bollards is 30 inches. Bollards need to be adequately spaced to allow easy passage by bicyclists, bicycle trailers, pedestrians and wheelchair users (to meet AAB and ADAAG standards, a minimum width of 36 inches must be provided) Typically, one bollard located in the center of the path is sufficient to control motor vehicle access to the path. As illustrated in Exhibit 11-13, if more than one bollard is needed, the additional bollards should be placed at the path s edges. A minimum of 36 clear width should be maintained. Other entrance treatments can be designed to discourage motor vehicle access, maintain emergency access, and act as an entrance treatment to a shared use facility. One example of an alternative treatment is a short splitter island with low landscaping that can be traversed by an emergency vehicle and does not obstruct sight lines, as illustrated in Exhibit 11-14. Gates and other devices also serve as ways to control vehicular access to paths. Regardless of the type of physical barrier used, it should be maintained to ensure that it does not become a safety issue. Massachussets Department of Transportation -Design Guidelines for Shared Use Paths and Greenways, Ch.11

Bike Boulevard Design Guidelines

Rain Garden Guidelines

e. 173rd st. bicycle boulevard Cost Estimate East 173rd Bicycle Boulevard Improvement City of Cleveland, Ohio Estimate of Probable Construction Costs - Pre-Design Phase Option Improvement Items Quanity Unit Unit Cost Item Cost Subtotal Construction Mobilization, Permits lump sum $3,000.00 $3,000 $3,000.00 Site Demolition / Planter/pavement removal lump sum $5,500.00 $5,500 $5,500.00 Concrete Curbing - 8" x 24" 75 linear feet $30.00 $2,250 $2,250.00 Decorative Concrete Pavement 90 sq. ft. $35.00 $3,150 $3,150.00 Concrete Walls - 24" ht. 16 lin. ft. $150.00 $2,400 $2,400.00 Landscape Boulders 8 each $75.00 $600 $600.00 Raingarden Planting mixture 12 cubic yards $60.00 $720 $720.00 Plantings - 3 trees 3 each $350.00 $1,050 $1,050.00 15 Shrubs 15 each $75.00 $1,125 $1,125.00 45 Grasses / Perennials 45 each $35.00 $1,575 $1,575.00 Signage 2 each $800.00 $1,600 $1,600.00 Subtotal Improvements $22,970.00 Contingency (10%) $2,297.00 Total Project Construction Budget $25,267.00