Bicycle Boulevards and Neighborhood Greenways

Bicycle Boulevards and Neighborhood Greenways

Traffic Safety is Improving for Everyone 90 80 70 60 50 40 30 20 10 0 PORTLAND: TOTAL TRAFFIC FATALITIES 1986-2008 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Traffic Fatalities per 100,000 residents in Portland: Going down 6 times faster than USA Going down 3 times faster than State of Oregon 50000 40000 30000 20000 10000 0 USA: TOTAL TRAFFIC FATALITIES 1986-2008 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 The conditions that improve multi-modal transportation improve safety for everyone: speed reduction, less DUII, better compliance with traffic rules, better organization of modes

300 MILE bikeway network 1 MILE of urban freeway OR

Non-Residential Roadways 30% of Portland s Road Network Regional Trafficway (Freeways) Major City Traffic Street District Collector Neighborhood Collector

Local Service (residential) Traffic Streets 70% of Portland s Road Network

What is a bicycle boulevard? Shared roadway - no specific bicycle or vehicle delineation (e.g., local streets) Low motor vehicle volumes and speeds Logical, direct, and continuous routes that are well marked and signed Access to desired destinations Minimal bicyclist delay Comfortable and safe at intersections

What makes a bicycle boulevard special? Ideal for cyclists of all ages and abilities. Particularly attractive to children and other less traffic tolerant cyclists Accommodates cyclists who are uncomfortable riding on major roads - even those with bike lanes Research by Portland State University Professor Dr. Jennifer Dill

Vancouver Portland Minneapolis Eugene Syracuse Arcata Berkeley Emeryville Palo Alto Ocean City San Luis Obispo Pasadena Tucson Bicycle Boulevards in the U.S. and Canada

Bicycle Boulevards: European Model

Bicycle Boulevard: Planning

Application in Different Contexts Bicycle boulevards tend to work well in grid pattern road networks. Logical and interconnected layout is easy to navigate, tends to be continuous over long distances, and provides many route options to destinations. Several parallel streets remain available to motorists as alternatives. Grid

Application in Different Contexts Often challenging due to a lack of alternate through roadways This street patterns is reasonably good at keeping traffic speeds low and discouraging through traffic, but sacrifices connectivity. If right of way can be acquired pathways can connect streets for bicyclists and pedestrians. Loops and Lollipops

Portland Today: Four Basic Goals Less than 1,000 motor vehicles per day Keep the through traffic on the through streets. Protect the residential character of our neighborhoods Improve safety. Speeds at or under 25 MPH Help people across busy streets Efficiently get people where they want to go

Route Selection: Connectivity Connect to desired destinations: Neighborhoods Schools & Universities Employment & Commercial Centers Recreational Facilities Transit The Bikeway Network

Route Selection: Direct Provide efficient, direct routes to destinations Minimize bicyclist delay Often parallel nearby arterial roadways

Concord Greenway Example New Traffic Barrier Existing Ped/Bike Bridge offers existing traffic barrier

Bicycle Boulevard: Design Elements

Design Elements: Unique to Each Street Design elements must be tailored to the conditions of each corridor A variety of design options are available for use on a bicycle boulevard All or a select few may be employed on a single corridor Traffic engineers must employ good engineering judgment to select an appropriate combination of treatments

Identification Passively market the bicycle boulevard network. May employ distinctive symbols or colors. Signs alone do not create a bicycle boulevard.

Wayfinding Direct cyclists to and along the bicycle boulevard Direct riders to places of interest Visual queue to motorists Placed at key intersections and decision points

Pavement Markings Increase visibility of bicycle boulevards Reinforce that cyclists are on a bicycle facility Direct riders through boulevard twists and turns

Bike Boulevard Pavement Markings Small size: 1 foot diameter Assist with lateral positioning Focus message to bicycle riders Do not alert motorists Placed 600-800 feet Placed 50 feet before and after turns Guide signs are bikeway intersections

Stop & Yield Signs

Selecting Intersection Treatments Roadway Type (Number of Travel Lanes and Median Type) 30 mi/h Vehicle ADT 9,000 35 mi/h 40 mi/h 30 mi/h Vehicle ADT > 9,000 to 12,000 35 mi/h Speed Limit ** 40 mi/h 30 mi/h Vehicle ADT > 12,000 to 15,000 35 mi/h 40 mi/h 30 mi/h Vehicle ADT > 15,000 35 mi/h 40 mi/h 2 Lanes 1 1 1/1+ 1 1 1/1+ 1 1 1+/3 1 1/1+ 1+/3 3 Lanes 1 1 1/1+ 1 1/1+ 1/1+ 1/1+ 1/1+ 1+/3 1/1+ 1+/3 1+/3 Multi-Lane (4 or more lanes) with raised 1 1 1/1+ 1 1/1+ 1+/3 1/1+ 1/1+ 1+/3 1+/3 1+/3 1+/3 median *** Multi-Lane (4 or more lanes) without raised median 1 1/1+ 1+/3 1/1+ 1/1+ 1+/3 1+/3 1+/3 1+/3 1+/3 1+/3 1+/3 1= Type 1 Crossings. Ladder-style crosswalks with appropriate signage should be used. 1/1+ = With the higher volumes and speeds, enhanced treatments should be used, including marked ladder style crosswalks, median refuge, flashing beacons, and/or in-pavement flashers. Ensure there are sufficient gaps through signal timing, as well as sight distance. 1+/3 = Carefully analyze signal warrants using a combination of Warrant 2 or 5 (depending on school presence) and EAU factoring. Make sure to project pathway usage based on future potential demand. Consider Pelican, Puffin, or Hawk signals in lieu of full signals. For those intersections not meeting warrants or where engineering judgment or cost recommends against signalization, implement Type 1 enhanced crosswalk markings with marked ladder style crosswalks, median refuge, flashing beacons, and/or in-pavement flashers. Ensure there are sufficient gaps through signal timing, as well as sight distance. This table is based on information contained in the 2002 U.S. Department of Transportation Federal Highway Administration study Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Intersections (Report No. FHWA-HRT-04-100) and is based on estimated pedestrian crossing times.

High Visibility Crosswalk/Crossbike Creates a visibly prominent crossing for bicyclists and pedestrians Can be combined with a speed table for additional traffic calming

Medians & Refuge Islands Break up crossings into multiple segments only dealing with one direction of traffic at a time Refuge islands allow bicycle entry, prevent through motorist traffic When located between signalized intersection the signals create gaps between platoons of motor vehicles allowing time for crossings

Off-set Intersections Created when the legs of an intersection to do not line up directly across from one another. Three designs developed to facilitate crossings at off-set intersections

Off-set Intersections Left turn pocket within a raised median Two way bicycle left turn lane Two way bicycle sidepath

Bicycle Activated Signals

HAWK Signal (a.k.a. Pedestrian Hybrid Signal) Signal is activated with push-button or loop detection Red lights stops cross traffic Cyclists gets a green light to cross

Residential Speed Limit Discourage motorists from cutting through residential areas by setting a speed limit of 20 mph and implementing necessary traffic calming measures. Apply to an area consisting of several streets rather than an individual streets (UK) Requires Enforcement

Traffic Circles Raised or delineated islands at intersections Reduce vehicle turning and through speeds Yield controlled reduces unnecessary stops If landscaped, consider the use of native and other low-maintenance plants

Speed Tables/Bumps Reduce vehicle speeds Discourage through vehicle trips Gradual and longer speed tables are more comfortable for bicyclists to ride over without reducing their speed.a

Chicanes Series of curb extensions on alternating sides of the street create a gradual shifting of the lanes Also achieved through on-street parking on alternating sides and paint

Curb Extensions Extends the sidewalk or curb face into the parking lane. Reduce crossing distances Create visual pinch point for approaching motorists Can provide additional space for street furniture

Contraflow Lanes A one-way street for motor vehicles that includes an oncoming bicycle only lane Provides direct access and connectivity for bicyclists traveling in both directions Limits on parking might be needed on side with contraflow lane Accompanying signage is needed

Non-Motorized Only Crossings Directs motor vehicle traffic off the bicycle boulevard while allowing through passage for bicyclists and pedestrians May create a dead-end where through street once existed or may require motorists to turn Non-motorized connections can also be created by taking advantage of existing barriers, such as a bridge across a water feature or connecting existing cul-de-sacs to other streets

Bikes continue through Cars must turn

Bikes continue through Cars must turn

How are Neighborhood Bikeways Different? Acknowledge that you don t have to get on a bike to benefit Increase benefits beyond transportation Extending the park experience Trees Pocket parks Yard Habitat Program Public Art Increase priority for maintenance Create alternative walkway type and prioritize Greenway routes Create a complete transportation system

Neighborhood Greenways (Bicycle Boulevards) [Project Example Three]

Neighborhood Greenways (Bicycle Boulevards) [Goals]

Synergy: Element Integration Source: Roger Geller Advance stop bar Crosswalk Curb-extension Stormwater management Curb ramp and Sidewalk Pavement Markings

Safe Routes to School Green Streets Pedestrian Amenities End of Trip Facilities Complimentary Design & Programmatic Elements

Joyride: Pedaling Toward a Healthier Planet, by Mia Birk www.miabirk.com www.altaplanning.com

For More Information Download the IBPI Bike Boulevard Guidebook: www.ibpi.usp.pdx.edu/guidebook.php Portland Bicycle Plan for 2030: www.portlandonline.com/transportation