Agenda - Parks and Recreation Commission - 01/12/1995

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I I I I I ! I I I I I ! I I I I I ! I Feb. 8, 1965 ~ BIKEWAYS The inexperien~d h~cychst will generally prefer the two step approach.i; They will enter the intersection in the right lane and c~oss to the corner and then make another cross/ng to end up on the right lane of the cros~ street. Some of the c~nflicts noted above are partially the result of physical fa~lity provisions for bicychsts and ~w~ and ordinances reladmg to bicycle operation. D. POSSIBLE SOLUTIONS TO INTERSECTION PROBLEMS As noted before,I. techniques to improve safety for the bicyclist will gener~d]y inhibit the experienced cyclist by routing bicycle lanesithrough inter~ections in such a way that the less experienced cyclist will be least exposed to conflict. Since the predominate use of bikeways falls into the less experienced claqs the two-step approach to making a left turn should be pla~' ned for the intersect/on. Possible solution i to the intersect/on problem can take three forms of approach: - Designs can b~ /mplemented which channel the bicycle into specific and!more desirable locations. - The second apI~roach is to improve the motorist's perception of the potential for cyclist-motorist conflict. This could best be don~ by advance warning through s/gns or marldngs at locatiens where heavy cyclist conflicts are expected. - A th/rd approa(zh is to separate traffic flows either by mgnalizanon or grade'separanon. E. SITE OF INTER~EcTION & FIELD EVALUATION Before reviewing ~'Pecific ways of handling a bike- way through an inter~.~cdon, one should do a field walk of it to get an idea of v}hat type of conditions are present. In the review one shc~uld note some of the following: - Is there good perceptual sight distance so both motorist and bicyclist c~n be seen? Are there any buildings, embankments, parked e, ars, or trees and bushes that are blocking the view? - Note traffic control. If signals are present are there pedestrian indicators pro~vided? - Note if a curh~ is present. Are pedestrian ramps in place and are they safe? - Note general crpss section. If bikeway is involved, it will be desirable to kr~:.ow if ditches are adjacent to road. ls landin9 area for bicycles going to be a problem? -31- - Desirable to identify utihties present. - Available traffic volume data. - If intersection looks difficult, should bikeway be added to this road? Is there another alternative? With the above data gathered, you now can properly evaluate the alternative demgns. F. ON-ROAD BIKEWAY TREATMENTS AT INTER. SECTIONS The following on-road bikeways treatments are appropriate at intersections under varying circumstances. No single treatment is universally recommended. Each intersection should be studied on an individual basis to determine the appropriate design. 1. Lane Cont/nuadon The "lane continuation" treatment where the on- road bikeway is marked through the intersection may be appropriate only at intersections where the bikeway on major streets cross minor streets, particularly at "T" intersections and only where right turns from the major street to the minor street are minimal. The purpose is to provide more continuity of flow for the bicyclist. The solid stripe helps alert and remind vehicle (drivers) appro- aching on the minor, low volume, street and right turning motorist on the major street of the existence of the bike lane. See Fig. A. 2. Lane to Intersection Bike lanes carried to the intersection are the recommended treatment when right turning motor vehicle traffic is extremely light or when traffic conditions make bicyclist weaving, to esablish normal postional relationships with motor vehicles for through and left-turn movements, more potentially hazardous than cross conflict with right turning motor vehicles, When this treatment is provided, left turning bicyclists should make two-stage turns. See Fig. B. 3. Lane Termination "Lane Termination" treatment is normally em- ployed under the same conditions as the broken stripe, except that space is unavailable to maintain a bike lane to the intersection. Whether "broken stripe" or "lane termina- tion'' treatment is employed, arbitrary setback distances from the intersection should not be specified as standard points for initiation of treatment. Each intersection should be individually assessed as to appropriate weaving distance required and lane termination or broken stripe initiation should be located accordingly. See Fig. C.