In December 2012, the Berkeley City Council adopted a Complete Streets Policy (Resolution. 65,978-N.S.) to guide future
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CITY OF BERKELEY
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APPENDIX A
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APPENDIX A.
Policy Review a.1 POLICY CONTEXT Five of the City’s most prominent documents - the City of Berkeley General Plan (2002),
• Improve the quality of life in Berkeley neighborhoods by calming and slowing traffic on all residential streets. • Maintain and improve the existing
the Berkeley Climate Action Plan (2009), the
infrastructure and facilities for the movement
Berkeley Complete Streets Policy (2012), the
of people, goods, and vehicles within and
Downtown Area Plan (2012), and the Downtown
through the city.
Streets and Open Space Improvement Plan (2012) - provide a policy framework for the BBP. These documents cut across multiple City planning efforts and City departments. The BBP will be consistent with the bicycle policies and actions, listed throughout the City’s General Plan, Climate Action Plan, and Complete Streets Policy summarized below.
• Create a model bicycle- and pedestrianfriendly city where bicycling and walking are safe, attractive, easy, and convenient forms of transportation and recreation for people of all ages and abilities.
A.1.2 Climate Action Plan The Berkeley Climate Action Plan provides
The City of Berkeley General Plan: A Guide for Public Decision-Making (General Plan) was published in 2002. The purpose of the General Plan is to provide a long-range document of planning priorities and values to guide decision-making processes for future years. The Transportation Element of the General Plan has six primary objectives to guide transportation planning efforts, plus a list of policies and actions to reach the City’s goals. The recommendations in the BBP will support the following relevant
a supportive policy context for the BBP. The Berkeley Climate Action Plan (CAP) was adopted in 2009 with an ambitious mission: reduce community-wide greenhouse gas (GHG) emissions by 33 percent below 2000 levels by 2020, and 80 percent by 2050. The CAP assumes local governments and communities are uniquely capable of addressing the primary sources of GHG emissions: transportationrelated emissions resulting from vehicle-miles traveled, residential and commercial building energy use, and the generation of solid waste.
objectives of the General Plan’s Transportation
The CAP outlines a vision for meeting the
Element:
City’s GHG reduction goals, which prominently
• Reduce automobile use and vehicle miles traveled in Berkeley, and the related impacts, by providing and advocating for transportation alternatives and subsidies that facilitate voluntary decisions to drive less.
features the need to expand mobility options and to accelerate the implementation of the BBP and the City’s Pedestrian Master Plan. To meet that vision, the CAP lists the following policies:
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A.1.1 General Plan
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• Continue to expand and improve Berkeley’s bicycle and pedestrian infrastructure • Partner with local and regional organizations and agencies to promote and market cycling and walking as attractive alternatives to driving • Partner with BART, AC Transit, and other
Metropolitan Transportation Commission and the Alameda County Transportation Commission, and the policy helps connect the reduction of GHG emissions to transportation decisions. The BBP will support the Complete Streets Policy by identifying projects that make bicycling along and across City streets safer and more
trains and buses and at stations and stops
convenient.
operations by maintaining and expanding the fleet of bicycles available for City employees, encouraging City staff to take advantage of the fleet, considering the inclusion of electric bicycles and cargo bicycles into the fleet, providing mileage reimbursement for City’s employee’s personal bicycle use for work trips, and providing secure parking near City employment sites.
A.1.3 Complete Streets Policy
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Adoption of the policy was required by the
transit providers to improve bicycle access on
• Continue to incorporate bicycles into municipal
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responders, seniors, youth, and families.
A.1.4 Downtown Area Plan The City of Berkeley’s 2012 Downtown Area Plan (DAP) serves as the specific guiding document for future development for Downtown Berkeley. Goals of the DAP include Economic Development, Housing and Community Health, Historic Preservation and Urban Design, Land Use, and Streetscapes and Open Space. Specific policies from the DAP that relate to the BBP include:
In December 2012, the Berkeley City Council
Policy ES-2.1: Promote a Green Downtown and
adopted a Complete Streets Policy (Resolution
Model Best Practices. Promote Downtown as
65,978-N.S.) to guide future street design and
a model of sustainability and place that will
repair activities. “Complete Streets” describes
attract visitors who want to see how “green”
a comprehensive, integrated transportation
a city can be. Increase public awareness
network with infrastructure and design that
of environmental features and programs
allows safe and convenient travel along and
Downtown.
across streets for all users, including people walking, people bicycling, persons with disabilities, people driving motor vehicles, movers of commercial goods, users and operators of public transportation, emergency
»» d) Create educational programs that highlight best practices for sustainability, including: green buildings, transitoriented-development, adaptive re-use, and pedestrian and bicycle facilities and
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amenities. Consider establishing walking tours
character of each street, and emphasize the
to highlight sustainability features and the
needs and comfort of pedestrians, transit,
idea of “nature in the city” (such as by offering
and bicycles.
tours of songbird and butterfly habitat, examining the effects of trees and vegetation on microclimate, or considering fish habitat in Strawberry Creek).
–– Modifications should encourage traffic to flow at speeds under 25 miles per hour. »» c) Implement street improvements that benefit pedestrians, bicyclists, and transit.
Policy ES-3.4: Alternative Modes. Enhance and expand transit service, walking, and bicycle use as an alternative to the use and ownership of private vehicles. Policy ES-4.2: Alternative Modes. Modify development standards to promote alternatives to the automobile by providing car share and bicycle facilities, transit passes for residents, and parking regulations that favor alternative modes.
Reallocate parts of public rights-of-way that give unneeded capacity to motor vehicles and can be repurposed to yield pedestrian, bicycle, and/or ecological benefits. Travel lanes should not be eliminated until analysis has determined that safety, transit, and traffic operation can be adequately addressed, however the DAP EIR has indicated that traffic lane reductions appear to feasible in the following locations: –– Shattuck Avenue and Shattuck Square
Policy AC-1.1: Street Modifications. Modify Downtown’s streets and street network to better serve the needs of pedestrians, bicyclists, and transit. While recognizing that automobiles will be an important transportation mode for the foreseeable future, reduce and avoid negative impacts from the private automobile on pedestrians, transit, and bicycles. Development
between University Avenue and Allston; –– University Avenue between Shattuck Square and Oxford; –– Hearst Avenue between Shattuck and Oxford; and –– Closing Center Street to regular traffic between Shattuck and Oxford.
projects that are adjacent to designated street improvements should finance a fair-share of
»» a) Encourage potential motorists to access Downtown using other modes. »» b) Modify streets to slow automobile traffic
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these improvements as condition of approval.
to speeds appropriate to the function and A-4
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»» d) Adopt a Downtown Streets & Open Space Improvement Plan that establishes policies
Discourage the use of single-occupant vehicles
and actions relating to street improvements
(SOVs) by commuters to Downtown and
that can occur throughout the Downtown
encourage commuting with transit, ridesharing,
Area (such as sidewalk bulb-outs, suitable
bicycles, and on foot.
travel lane widths, bicycle parking, street trees, street lighting, furnishings, etc.) as well as major projects (including Center Street Plaza, Center Street Greenway and Civic Center Park, Shattuck Square, University
»» c) Strengthen parking policies that discourage all-day SOV parking while encouraging alternative modes. »» d) Consistent with the Urban Environmental
Avenue Gateway, Shattuck Avenue, and
Accords endorsed by Berkeley, strive to
Hearst Street).
reduce single occupancy vehicles (SOVs) to
»» e) Evaluate street network changes from the perspective of the needs, safety, and comfort of bicyclists and pedestrians, including changes to lanes and turning movements. Where accommodations for private automobiles and accommodations for pedestrians are in conflict, decisions should reflect the priority of the pedestrian. Accept that improvements may result in slowing down vehicular traffic. Reconfigure automobile traffic on Shattuck Square, so that the west side of Shattuck Square accommodates two-way traffic, and the east side of Shattuck Square can become a slow CIT Y OF BERKELEY BIKE PLAN
Policy AC-1.2: Single-Occupant Vehicles.
be no more than 40% of all commute trips by 2020. Monitor peak period trips to the extant feasible, and adjust measures to meet these targets. Policy AC-1.3: Alternative Modes & Transportation Demand Management (TDM). New development and on-going programs should reduce Downtown car use, support alternative travel modes, and consolidate publicly-accessible parking facilities and Transportation Demand Management (TDM) programs. »» a) A fee requirement should be established
street or plaza with a high level of pedestrian
to support alternative modes (i.e. transit,
amenity.
walking, and bicycling) and Transportation Demand Management programs. Parking requirements for new development may be reduced by paying an in lieu fee into a fund to enhance transit, which might be contained within the Streets and Open Space Improvement Plan (SOSIP); in lieu payments for parking should be encouraged.
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»» e) Develop a TDM “toolbox” for new
Transit center improvements should result
development that explains TDM
in an inviting, pedestrian-friendly place with
requirements, and encourages other
negative impacts from buses mitigated to
TDM features such as: showers for bike
the extent possible.
commuters, bicycle sharing kiosks, and plugin facilities for electric vehicles. »» f) Encourage all Downtown businesses to reward customers and employees who arrive
»» b) Enhance access to BART on foot and by bike. Improve the BART Plaza’s function as a transit bug by implementing improvements that make it more pedestrian-friendly.
by transit, by bicycle, or on foot, or who use off-street garages instead of on-street
Policy AC-4.4: Transit and Bikes. Encourage
parking, such as with merchant validation
bicycle access to Downtown for local and
programs and other incentives.
regional transit trips.
Policy AC-3.1: Effective Parking. Manage parking more effectively to promote Downtown economic vitality while simultaneously discouraging all-day parking. Parking standards should support the continued health of Downtown’s retail and cultural uses.
»» a) Increase high-capacity bicycle parking near BART and other major transit stops. »» b) Support the expansion of the Downtown Berkeley bicycle station and high-quality bicycle storage facilities in other transitaccessible locations. »» c) Encourage transit providers to expand
Policy AC-4.3: Transit Center. Improve access to
bicycle access on transit vehicles, including
BART and enhance the Downtown BART Station
increased storage on trains and buses.
as a transportation hub for AC Transit and other transit providers. »» a) Explore alternatives for creating a Downtown Transit Center to link AC Transit to other modes, including shuttles, taxis, bicycles and bike rentals, arrival by car, and walking. Consider how bus turn-around, facilities might be incorporated. The transit center should speed boarding and transfers, but should not be used for bus layovers.
APPENDIX A
boarding platforms, and visitor information
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Policy AC-5.1: Bike Network Improvements. Give bicycles priority over personal vehicles on many streets Downtown. Make bicycling safer and more convenient in and through Downtown by making improvements to Berkeley’s and Downtown’s bicycle network. Provide bikeways on low-speed low-traffic streets and bike lanes where appropriate. Address the needs of bicyclists of all ages and abilities. »» a) Adopt a Downtown Streets & Open Space Improvement Plan with specific policies and actions relating to bike network improvements. »» b) Consider locations in Downtown where
»» d) Promote the creation of an at-grade attended or automated bicycle-parking service. Work with BART to consider replacing the existing bicycle station with a joint City/BART aboveground facility, perhaps in a storefront on Shattuck Avenue. »» e) Require the provision of secure bicycle parking facilities by new development projects (and major renovations), both public and private. Policy AC-5.3: Bike Sharing. Promote convenient “bike sharing” options (i.e., short-
safety and convenience along streets with
term bike rentals) and their use by employees,
higher levels of bicycle use.
residents, and visitors – especially near BART.
the availability of convenient, secure and attractive short- and long-term bicycle parking throughout Downtown. »» a) Increase the availability of secured bicycle parking throughout Downtown, particularly in areas of high use, including bicycle parking options that are sheltered and/or CIT Y OF BERKELEY BIKE PLAN
transit centers and major destinations.
bike-activated traffic lights would improve
Policy AC-5.2: Bicycle Parking. Increase
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»» c) Provide sufficient bicycle parking near
attended. »» b) Increase availability of bicycle racks throughout Downtown, especially where parking meter poles are removed.
»» a) Publicize available bike rentals in Downtown, such as at the Berkeley Bike Station. »» b) Identify criteria for design, program, and location of new bike sharing facilities. Solicit proposals from bike share providers for facilities consistent with these criteria. Give special consideration to locations near BART.
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Policy AC-5.4: Business & Institutional Support.
Policy OS-1.2: Street & Open Space
Make it easier for Downtown employees to
Opportunities. Develop appropriate design
commute by bike, especially employees of the
options for the following street segments, and
City, University, and BUSD.
existing and potential open spaces. »» e) Shattuck Avenue. Make Shattuck a
and substantial renovations to provide
world-class tree-lined “boulevard” that
showers and lockers for employees, so that
is exceptionally attractive, emphasizes
bicyclists can change work clothes at their
pedestrians and bicyclists, and models
destinations.
sustainability. Dedicated a significant portion
»» b) Study the feasibility of subsidizing the cost of bicycles for Downtown employees. Work with Downtown employers and bicycle
of Shattuck’s right of way to be park or similarly active space. »» f) Ohlone Greenway Extension. Extend the
merchants to explore the potential for
Ohlone Greenway from where it ends to
discounts for the purchase of bicycles.
the UC Berkeley Campus by adding bicycle
»» c) If bike sharing is established, consider reducing the cost of bike sharing for Downtown employees and others. »» d) Enhance the CIty’s own bicycle program for City employees. Policy HD-4.1. Pedestrian-Oriented Design.
facilities, street trees, and greenery. »» g) Allston Way as a Special Civic Street. Celebrate Allston Way and abutting community uses by installing decorative special features and making it more pedestrian- and bicycle-friendly.
aesthetic quality of Downtown’s environments
A.1.5 Streets and Open Space Improvement Plan
through appropriate design. New construction
The 2012 Streets and Open Space Improvement
and building alterations should promote
Plan (SOSIP) serves as an implementing initiative
pleasing public open spaces and streets with
of the Downtown Area Plan. The SOSIP presents
frequent street-level entrances and beautiful
a shared vision for the future of Downtown
facades. In commercial areas, buildings
Berkeley’s public realm through strategies and
should encourage activity along the street and
implementing actions that include placemaking,
generally maintain the urban tradition of no
public life, health and comfort, access, and
street-level setbacks.
sustainability. Major bicycle-related projects in
Improve the pedestrian experience and the
»» Provide adequate lighting and safety
the SOSIP include:
APPENDIX A
»» a) Require new office and retail construction
features in garages, in bus shelters, and at bicycle parking.
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• Shattuck Avenue & park Blocks. Shattuck’s wide right-of-way makes dramatic
safer and more convenient in and through
transformations possible. A linear “park block”
Downtown by making improvements to the
between Allston & Kittredge would provide
bicycle network. Consider bicyclists of all ages
active uses, amenities, trees, and landscaping
and abilities.
near BART and Downtown cinemas. Between Durant and Haste, park blocks would provide activities and recreational options for area residents. Sidewalks would be widened where park blocks are absent, and would be accompanied by amenities and “rain gardens” to hold and remove pollutants from the urban runoff that washes off of streets. New bike lanes would offer easy access to local destinations and enhance safety. • Hearst Avenue & Ohlone Greenway Extension.
lanes along Milvia between University Avenue and Allston Way. Consider the elimination of the right-hand vehicle “slip lane” on the southwest corner of Milvia and Allston, and consider pavement markings for bicyclists at Milvia and University. In recognition of high motor vehicle volumes, accompany bicycle lane improvements with traffic calming features. Consider traffic calming features that also have ecological benefits (see Watershed Management &
pedestrian connection to Albany, El Cerrito,
Green Infrastructure). In the long term,
and Richmond, and would be extended to
create a shared street / plaza in front of
the UC Campus with landscaping, continuous
the Civic Center building. To establish bike
bicycle lanes, and pedestrian improvements.
lanes on Milvia between University and
Ohlone Greenway Phase I is listed as a tier II high priority and the Milvia Avenue Bike Lanes and Shattuck Avenue Bike Lanes are listed as tier III priorities. Other “minor opportunities” include CIT Y OF BERKELEY BIKE PLAN
»» a) Milvia Street. Establish continuous bicycle
The Ohlone Greenway provides a bicycle/
Among the major projects, the Hearst Avenue/
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Policy 3.1: Network Connectivity. Make bicycling
making Allston Way into a bicycle route with traffic calming and improving bicycle safety on Oxford Street. Bicycle-related policies and actions included in the SOSIP are listed below:
Center Street, on-street parking would need to be removed on the west side of the street where on-street spaces are also limited by multiple curb cuts and red zones. Avoid a net loss of parking by increasing the availability of nearby parking —such as by providing direct access from the Golden Bear parking lot to Milvia, and/or converting reserved spaces along Civic Center Park to metered spaces. »» b) Hearst Avenue. On Hearst Avenue, bike lanes should be extended from west of Shattuck Avenue to the UC campus.
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»» c) Fulton Street Contraflow Lane. Consider
vehicles, and mitigate potentially dangerous
establishing a northbound contraflow
conditions. Consider features such as “bike
lane on Fulton between Dwight Way
boxes” at intersections, queue jump signals
and Durant Avenue. Fulton Street is an
for bicyclists, bike lanes that pass behind
attractive bicycle/route south of Dwight
bus stops, dashing striped bike lanes, signing
Way, but bicyclists traveling north are
where vehicles blend to indicate where bikes
presently diverted before Dwight where
may not have the right-of-way, and using
they encounter one-way southbound traffic.
“farside” bus stops so that buses can always
Note also that Fulton bike lanes would
pull through intersections before stopping.
reduce bicycle traffic on Shattuck. On-street
Continue to enforce laws that prohibit
parking would need to be removed to create
bicycle riding on sidewalks.
a contraflow bicycle lane. Avoid a net loss of parking, consistent with Policy 1.16, ZeroNet Parking Strategy. »» d) Allston Way. Extend Class 2.5 Bike Route
»» f) Center Street Greenway. Evaluate how to best provide for the safety of bicyclists and pedestrians while also providing a greenway that establishes a landscaped connection
to Oxford in recognition of significant
between Civic Center Park, Center Street
bicycle volumes. Consider ways to calm
Plaza, and the UC Campus. The Major
vehicle traffic on Allston Way, such as
Projects chapter presents options for Center
through the use of “speed tables” and
Street between Shattuck and Milvia.
shared street features. Consider installing a bike-activated traffic signal at the Allston/ Oxford intersection and better connecting bike lanes and paths of travel near that intersection to support bicycle travel from Allston Way to the UC Campus.
»» g) Shattuck Square & University Avenue. Consider how bicycle facilities might be incorporated into eastside Shattuck Square and end of University Avenue improvements, so as to further enhance Berkeley’s bicycle network.
»» e) Shattuck Avenue. Shattuck should be reconfigured to become a “complete street” by adding bicycle lanes south of Center Street. Grade-separate these new bike lanes between bicyclists, buses, and other
APPENDIX A
where feasible. Consider probable conflicts
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Policy 3.2: Bicycle Parking. Increase the supply
Policy 3.3: Bike Sharing. Encourage the creation
of convenient, secure and attractive short-term
of “bike sharing” (i.e., convenient bike rental)
and long-term bicycle parking throughout the
programs in Downtown, and their use by
Downtown Area, but especially near major
employees, residents, and visitors, especially
destinations.
near BART.
»» a) Identify potential locations for new bicycle
»» a) Identify criteria for the design, program,
parking facilities and work with surrounding
and location of bike sharing facilities, by
stakeholders to determine preferred
examining existing programs in North
locations. Use this analysis when installing
American and Europe. Solicit proposals from
bicycle racks.
bike share providers for facilities consistent
»» b) Consider converting on-street car parking to bicycle parking in locations with high demand, since one 20-foot car stall can accommodate up to 12 bicycles without occupying sidewalk space. In these locations, bike racks should be placed such that parked bikes are perpendicular to the curb. Bollards should be used to delineate and protect bicycles from vehicle lanes. »» c) Position bicycle racks to avoid obstructing pedestrian flows and should conform to criteria contained in Berkeley’s Bicycle Plan and Bicycle Parking Specifications (2008). »» d) Consider ways that bike racks can be
CIT Y OF BERKELEY BIKE PLAN
used for artistic expression.
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»» e) Provide adequate sheltered and attended parking options, and support their on-going operations.
with these criteria.
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APPENDIX B
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APPENDIX B.
Collision Analysis Bicycle-related collisions and collision locations
The analysis of reported bicycle-related
in Berkeley were analyzed over the most recent
collisions can reveal patterns and potential
twelve-year period of available data, 2001-2012.
sources of safety issues, both design
A bicycle-related collision describes a collision
and behavior-related. These findings can
involving a bicycle with a second party (e.g.
provide the City of Berkeley with a basis for
motor vehicle, pedestrian, stationary object) or
infrastructure and program improvements
without a second party (e.g. the person riding
to enhance bicycle safety. A list of primary
a bicycle has a solo-crash due to slippery road
findings is below, and described in the
conditions or rider error). The term “collision
following sections.
at least one collision was recorded over the twelve-year period.
• Bicycle-involved collisions were concentrated along roadway segments without bikeway infrastructure near major activity centers
Collision data for this report was generated
such as commercial corridors, UC-Berkeley,
from the California Statewide Integrated Traffic
and Ashby BART station. This suggests that
Report System (SWITRS). Because SWITRS
people bicycling in Berkeley are willing to
combines records from all state and local police
ride on routes without bikeway infrastructure
departments, data varies due to differences in
if it is the most direct and accessible route to
reporting methods. It is important to note that
their destination.
the number of collisions reported to SWITRS is likely an underestimate of the actual number of collisions that take place because some parties do not report minor collisions to law enforcement, particularly collisions not resulting in injury or property damage. Although underreporting and omissions of “near-misses” are limitations, analyzing the crash data lets us look for trends both spatially and in behaviors
• On streets with bikeway infrastructure, Milvia Street had the highest number of total collisions between 2001 and 2012, which suggests that programmatic and design changes may be necessary to accommodate the mix of roadway users along Berkeley’s Downtown Bicycle Boulevards. • Along Bicycle Boulevards, the highest
(motorist and cyclist) or design factors that
density of collisions occurred where the
cause bicycle collisions in Berkeley.
Bicycle Boulevard crossed a major arterial such as Shattuck Avenue, University Avenue, College Avenue, and Martin Luther King Jr Way. This finding aligns with public input, which called for improved crossings of Bicycle Boulevards at major streets.
APPENDIX B
location” describes a geographic location where
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B.1. NUMBER, LOCATION, AND TRENDS • Collisions resulting in severe injuries were
Between 2001 and 2012, there were 1,773 total
concentrated at intersections, particularly
reported bicycle collisions in Berkeley, with a
along Ashby Avenue, Adeline Street, College
concentration of bicycle collisions occurring
Avenue, and Channing Way.
downtown, near the UC campus, and on major
• Approximately 50 percent of reported collisions involved bicyclists between the ages of 20 and 39, over representing the Census’ reported total number of residents within this age range by roughly 10 percent. This may be the most common age of people who bicycle in Berkeley. This finding may also suggest that targeted programming for college students and young professionals could help reduce collisions for which the person bicycling is at fault. • The most common factors resulting in a bicycle-involved collision were a right-of-
roadways. Figure B-4 maps the density of bicycle collisions over the twelve-year study period. The streets with the highest number of bicycle collisions (see Table B-1) include: Shattuck Avenue, College Avenue, San Pablo Avenue, Martin Luther King Jr. Way, and University Avenue, all of which serve important functions as direct routes through the City and as commercial and retail service destinations. None of these streets have bikeways, which suggests that the absence of a bikeway will not necessarily deter a person who wants to bike the most direct route through the city or needs to access a local restaurant, store, or business.
way violation, hazardous violation, unsafe speed, and improper turning. Potential collision mitigation strategies to address these violations may include bikeway channelization along major arterials,
Table B-1: High Bicycle-Involved Collision Corridors, 2001-2012 CORRIDOR
distracted driving programming, additional strategies to slow people riding bicycles on
Shattuck Avenue
101
non-Bicycle Boulevards with steep downhill
College Avenue
66
San Pablo Avenue
64
Martin Luther King Jr Way
60
University Avenue
50
Milvia Street
48
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slopes, and improved intersection design.
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BICYCLEINVOLVED COLLISIONS
Further definition on these collision factors are included below.
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number of bicycle collisions, with a high density of collisions between Hearst Avenue and Derby Street. This location also received a high number of public comments, which is discussed in Section 4.6. Figure B-1 compares the number of collisions to bicycle counts conducted from 2001-2012. The City has conducted comprehensive counts for most years; however, due to staff shortages, limited or no counts were performed from 20062008. There has been an overall 73 percent
2,500
250
2,000
200
1,500
150
1,000
100
500
50
0
Bicyclist-involved Collisions per Year
Boulevard network, Milvia Street had the highest
Figure B-1: Trends of citywide bicycle counts compared with collisions Daily Bicycle Counts at Selected 10 Intersections
On streets with bikeways, including on the Bicycle
0 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010
COUNTS
COLLISIONS
2011 2012
LINEAR (COUNTS)
increase in bicycle volumes and a 5 percent decrease in the number of reported bicycle collisions throughout Berkeley from 2001 to 2012. Although the rate of collisions compared to counts fluctuated from 2001 to 2005, in the more recent years there has been an 18 percent increase in bicycle volumes and a 27 percent decrease in the number of reported bicycle collisions throughout Berkeley, from 194 in 2009 to 141 in 2012 (Figure B-1). This trend is consistent with volume and collision statistics from other cities where the number of bicycle-related collisions correlates inversely with the number of people riding bicycles: the more people riding bicycles, the fewer collisions per bicyclist there are.1 It is important to note that changes in the collision rate may be a result of random variability
1
Jacobsen, P. L. “Safety in Numbers: More Walkers and Bicyclists, Safer Walking and Bicycling” Injury Prevention (2003), 9:205-209. http://injuryprevention.bmj.com/ content/9/3/205.full.
APPENDIX B
or other factors not included in the analysis.
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! !
!
!
!
!
!
!
Tilden Regional Park
!
!
!
ADE LINE ST
!
!
!
! EUCLID ST
!
! !
!
SPRUCE ST
!
AN ST GILM
! ! ! ! !
!
WALNUT ST
!
!
! ! !
T SS IN PK O H
!
JOSEPHINE ST
!
!
!
!
!
ACTON ST
ST AN AN CH BU
!
!
!
!
!
VE
ST
!
!
!
!
E AV
! SUT TER
ALBANY 80
!
!
! !
!
A MED THE ALA
E IN AV MAR
!RIN A M
!
! !
!
AVE COLUSA
!
!
TELEGRAPH AVE
!
! SOLANO AVE
AV E
!
E AV
A
TON LING
A NA D SE
!
!
!
VE
AY EENW NE GR OHLO
EN ! COL! US A
!
! D BLV
A
R
RD
!
!
LY IZZ GR
!
RD ON NY CA
!
FINAL PLAN
WI LD CA T
N YO AN TC CA ILD W
!
!
!
24
N 0
1/2 MI
FIGURE B-1: BICYCLE COLLISION DENSITY
CIT Y OF BERKELEY BIKE PLAN
NUMBER OF BICYCLE-INVOLVED COLLISIONS,
!
!
!
!
!
1-3
4-6
7 - 10
11 - 14
15 - 22
PAVED PATH [1A]
STANDARD BIKE LANE [2A]
SIGNAGE-ONLY [3A]
UNPAVED PATH [1B]
UPGRADED BIKE LANE [2B]
SHARROWS [3C] BICYCLE BOULEVARD [3E]
BICYCLE BOULEVARD NETWORK
B-5
2001 to 2012
PARK/REC
CYCLETRACK [4A]
RAILROAD
BART STATION
AMTRAK STATION
FINAL PLAN
B.1.1. Highest Incidence Locations
The ten intersections with the highest number
Table B-2 illustrates the ten intersections where
with the exception of the two intersections on
the most bicycle collisions have occurred between 2001 and 2012 as recorded in SWITRS, indicating intersections that may warrant priority study for safety improvements.
of collisions are located in downtown Berkeley, College Avenue and the intersection on Adeline Street. The majority of the roadways for these intersections either lack any bicycle infrastructure or are designated as a Bicycle Boulevard and the collisions occurred where the Bicycle Boulevard crosses a major roadway or arterial.
Table B-2: Locations with the Highest Number of Collisions, 2001-2012 NUMBER OF COLLISIONS
1
Martin Luther King Jr Way
University Avenue
22
2
Hearst Avenue
Between Oxford Street and Spruce Street
22
3
Adeline Street
Alcatraz Avenue
22
4
College Avenue
Woolsey Street
21
5
Shattuck Avenue
Durant Avenue
20
6
Shattuck Avenue
University Avenue
19
7
College Avenue
Haste Street
17
8
Milvia Street
Between Allston Way and Kittredge Street
16
9
Channing Way
Shattuck Avenue
16
10
Martin Luther King Jr Way
Hearst Street
15
APPENDIX B
INTERSECTION
B-6
FINAL PLAN
B.1.2. Severity of Collisions
Figure B-2: Summary of collision severity, 2001-2012
52%
Of the 1,773 reported bicycle collisions over the twelve year period, 52 percent (929) of reported bicycle collisions resulted in an
36%
injury categorized as “other visible injury,” 36 percent (633) of reported collisions resulted in a “complaint of pain,” and 7 percent (116) of collisions did not result in an injury. Two collisions, or 0.1 percent of all bicycle collisions, resulted in a fatality. The city has a low proportion of collisions that resulted in a
0.1%
7%
5%
fatality or severe injury. Figure B-3 summarizes collisions by severity of injury and Figure B-3 shows the location of the collisions by severity. The two fatal collisions occurred at the intersection of Adeline Street and Fairview Street, and at the intersection of Bancroft Way
CIT Y OF BERKELEY BIKE PLAN
and Fulton Street.
B-7
FATALITY
SEVERE INJURY
OTHER VISIBLE INJURY
COMPLAINT OF PAIN
NO INJURY
3 TRAIL FIRE
FINAL PLAN
KENSINGTON
EL CERRITO
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A
TON LING
A NA D SE
R LD NIA EN NT CE
MO NTER EY A
CENTER ST
TELEGRAPH AVE
AV E CL AR EM ON T
ST WOOLSEY
RD EL N N TU
ADE LINE ST
PIEDMONT AVE
HILLEGASS AVE
ST DEAKIN
T ST TREMON
ST 65TH AVE ALCATRAZ
COLLEGE AVE
FULTON ST
MILVIA ST
AY ST MURR
ST RUSSELL
KING ST
AVE ASHBY
MLK JR WAY
IA ST CALIFORN
TO ST SACRAMEN
BERKELEY
MABEL ST
AVE ABLO SAN P
RAIL BAY T
WAY DWIGHT
DANA ST
G WAY CHANNIN
H ST BOWDITC
DANA ST
FT WAY BANCRO
SHATTUCK AVE
T 4TH S
T 9TH S
GRANT ST
TY AVE UNIVERSI
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
EUCLID ST
CEDAR ST
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST AN ST GILM
Tilden Regional Park
SPRUCE ST
T SS IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE
E IN AV MAR
E ST AV HEAR
E AV
VE
AY EENW NE GR OHLO
EN CO LU SA
RD
LY IZZ GR
RD ON NY CA
N YO AN TC CA ILD W
WI LD CA T
24
OAKLAND N
EMERYVILLE
0
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FIGURE B-3: BICYCLE COLLISION SEVERITY
MINOR INJURY
SEVERE INJURY
FATALITY
PAVED PATH [1A]
STANDARD BIKE LANE [2A]
SIGNAGE-ONLY [3A]
UNPAVED PATH [1B]
UPGRADED BIKE LANE [2B]
SHARROWS [3C] BICYCLE BOULEVARD [3E] CYCLETRACK [4A]
BICYCLE BOULEVARD NETWORK
PARK/REC
RAILROAD
BART STATION
AMTRAK STATION
B-8
FINAL PLAN
B.1.3. Collisions: Time of Day and the Year As shown in Figure B-5, bicycle collisions peak
Figure B-6 shows that collisions occur
during the evening commute period. Thirty-
throughout the year and peak in September and
seven percent of collisions occurred between
October. This peak in September and October
3 pm and 7 pm. The high number of bicycle
correlates with favorable fall weather and the
collisions in the evening period is consistent with
start of the school year, which also corresponds
the national trend for when bicycle-involved
to the highest levels of cycling during a given
fatalities occur. 2
year, and may bring with it an influx of new people bicycling.
2 NHTSA, 2013 http://www-nrd.nhtsa.dot.gov/Pubs/812151.pdf.
200B-5: Bicycle collision events by hour (all collision Figure events), 2001-2012 180
160
Collision Events
140
120 100
80 60 40
20
150
Collision Eventrs
CIT Y OF BERKELEY BIKE PLAN
Figure B-6: Bicyclist-involved collisions by month of year, 2001-2012 200
100
50
0
JAN
B-9
FEB
MAR
APR
MAY
JUNE
JULY
AUG
SEPT
OCT
NOV
DEC
11 PM
10 PM
9 PM
8 PM
7 PM
6 PM
5 PM
4 PM
3 PM
2 PM
1 PM
12 PM
11 AM
10 AM
9 AM
8 AM
7 AM
6 AM
5 AM
4 AM
3 AM
2 AM
1 AM
12 AM
0
FINAL PLAN
B.1.4. Age of Collision Involved Parties Thirty-three percent of bicycle collisions involved bicyclists aged 20-29 followed by 17 percent of collisions involving bicyclists aged 30-39, and 14 percent of collisions with bicyclists aged 10-19. Figure B-7 illustrates the age distribution of all Berkeley residents according to the 2010 US Census as well as the age distribution of people riding bicycles involved in collisions between 2001 and 2012.
Figure B-7: Age distribution of bicyclist collisions, 20012012 and all residents, 2010
33%
35%
30%
25%
17%
20%
14%
15%
13%
10%
5%
10%
4%
5%
People riding bicycles aged 20-29 and 30-39 are overrepresented in bicycle collisions in Berkeley as compared to their distribution among the
2% 1%
0 0-9
10-19
20-29
COLLISIONS
30-39
40-49
50-59
60-69
70-79
80 AND OVER
BERKELEY AGE DISTRIBUTION
Berkeley population, which may be explained by
APPENDIX B
higher rates of bicycling among young adults.
B-10
FINAL PLAN
B.2. COLLISION FACTORS Table B-3 lists the six most common primary collision factors attributed to bicycle collisions. The primary collision factor can provide insight into people’s behavior or roadway feature(s) that may account for the collision. Twenty-eight percent of collisions were attributed to a right of way violation; other hazardous violations and unsafe speed were each attributed to 18 percent of collisions, and improper turning was attributed to 17 percent of collisions. This Plan will consider how improvements can reduce the most common collision factors.
CIT Y OF BERKELEY BIKE PLAN
Table B-3: Primary Collision Factor Definitions
B-11
PRIMARY COLLISION FACTOR
EXAMPLE
Right of Way
Driver or person on a bicycle fails to yield to and then collides with a vehicle, pedestrian or bicyclist already in an intersection
Other Hazardous Violation
Driver or person on a bicycle is talking on a cell phone
Unsafe Speed
Driver or a person on a bicycle travels above the posted speed limit or at an unsafe speed for the existing roadway conditions
Improper Turning
Driver or a person on a bicycle makes a U-turn at an intersection without a four way stop that resulted in a collision with bicyclist or other vehicle
Traffic Signals and Signs
Driver or a person on a bicycle fails to stop at a stop sign and collides with a vehicle, pedestrian, or person on a bicycle
Wrong Side of Road
Drive or a person on a bicycle is traveling on wrong side of road (against the flow of traffic)
FINAL PLAN
B.2.1. Collision Factors and Fault
PERSON RIDING BICYCLE AT FAULT
Figure B-8 presents a breakdown of collisions by
A right-of-way violation is the most common
the five most common primary collision factors and the party (person riding bicycle or driving motor vehicle) at fault. Figure B-9 and Figure B-10 present collisions by primary collision factor and the party (person riding bicycle or driving motor vehicle) at fault. The collision factors and party at fault may reveal trends along certain intersections or corridors that could benefit from improvements. Overall, people riding bicycles were determined to be at fault for 55 percent of bicycle-involved collisions, and people
type of collision involving a person riding a bicycle. Right-of-way collisions have occurred throughout the city with concentrations on San Pablo Avenue, Shattuck Avenue, Telegraph Avenue, Sacramento Avenue (between Russell Street and Alcatraz Avenue) and along the southern border of the UC Berkeley campus. When a person riding a bicycle is at fault, rightof-way violation occurs when the person riding a bicycle fails to yield to another roadway user who has the right-of-way.
driving, people walking, and other factors were at fault for the remaining 45 percent of bicycleinvolved collisions.
Figure B-8: Six most prevalent primary collision factors for bicycle collisions (out of 1,345 total collisions), 2001-2012
64%
Right of Way
92%
Other Hazardous Violation
26%
8% 74%
68%
Improper Turning
28%
Traffic Signals and Signs
72%
20% 0
32%
80% 50
100
150
200
250
Total Collisions BICYCLIST NOT AT FAULT
300
350
400
APPENDIX B
Unsafe Speed
Wrong Side of Road
36%
BICYCLIST AT FAULT
B-12
FINAL PLAN
The second most common type of bicycle-
There is a pattern of people riding bicycles on
involved collision is one caused by the person
the wrong side of the road on major roads and
riding a bicycle traveling at an unsafe speed. The
commercial streets, including San Pablo Avenue,
majority of the collisions that have occurred in
Shattuck Avenue, and Telegraph Avenue. In
the hills of Berkeley were due to unsafe speed,
general, these types of violations are occurring
which may be due to the steep topography. It
along roadways that lack bicycle infrastructure,
is important to note that most of the collisions
which suggests that the roadway configuration
caused by a person riding a bicycle traveling at
in these areas may not be conducive to riding
unsafe speeds were also solo-collisions, in which
directly to the person’s destination.
the person riding a bicycle did not collide with any other party, such as a vehicle, pedestrian or
CIT Y OF BERKELEY BIKE PLAN
other person riding a bicycle.
B-13
3 TRAIL FIRE
FINAL PLAN
KENSINGTON
EL CERRITO
RD
RD ON NY CA LY IZZ GR
N YO AN TC CA ILD W
WI LD CA T
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A
TON LING
A NA D SE
R LD NIA EN NT E C
MO NTER EY A
CENTER ST
TELEGRAPH AVE
AV E CL AR EM ON T
ST WOOLSEY
RD EL N N TU
ST DEAKIN
T ST TREMON
ADE LINE ST
PIEDMONT AVE
HILLEGASS AVE
COLLEGE AVE
FULTON ST
ST RUSSELL
KING ST
ST 65TH AVE ALCATRAZ
MLK JR WAY
AY ST MURR
IA ST CALIFORN
TO ST SACRAMEN
MABEL ST
AVE ABLO SAN P
RAIL BAY T
AVE ASHBY
MILVIA ST
WAY DWIGHT
DANA ST
G WAY CHANNIN
H ST BOWDITC
FT WAY BANCRO
SHATTUCK AVE
T 4TH S
T 9TH S
GRANT ST
BERKELEY
DANA ST
TY AVE UNIVERSI
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
EUCLID ST
CEDAR ST
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST AN ST GILM
Tilden Regional Park
SPRUCE ST
T SS IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE
E IN AV MAR
E ST AV HEAR
E AV
VE
AY EENW NE GR OHLO
EN CO LU SA
24
OAKLAND
EMERYVILLE
N 0
1/2 MI
FIGURE B-9: BICYCLE COLLISIONS, BICYCLIST AT FAULT
UNSAFE SPEED
IMPROPER TURN
SIGNAL VIOLATION
WRONG SIDE OF ROAD
PAVED PATH [1A]
STANDARD BIKE LANE [2A]
SIGNAGE-ONLY [3A]
UNPAVED PATH [1B]
UPGRADED BIKE LANE [2B]
SHARROWS [3C] APPENDIX B
RIGHT OF WAY
BICYCLE BOULEVARD [3E] CYCLETRACK [4A]
BICYCLE BOULEVARD NETWORK
PARK/REC
RAILROAD
BART STATION
AMTRAK STATIONB-14
FINAL PLAN
PERSON DRIVING MOTOR VEHICLE AT FAULT
Sixty-eight percent of the 231 violations due
As shown in Figure B-10, a right-of-way violation
motor vehicle. An example of an improper turn
is the most common type of collision for which
violation is when a vehicle does not merge into
the motorist is at fault. An example of a right-
the bike lane to complete a right turn. The traffic
of-way violation is when a motorist fails to
law requires that the approach to a right turn be
yield when turning left and hits a person who
made from the far right portion of the road. A
is bicycling straight in the opposite direction.
motorist right turn collision occurs when a right-
The motorist may not have seen the person
turning motorist collides with a cyclist to his or
riding a bicycle, may have underestimated the
her right. It can occur when the motorist tries to
bicycle’s speed, or may have assumed that the
make a right turn from too far to the left, but it
person riding a bicycle would stop. Right-of-way
can also be caused by a bicyclist who passes on
collisions have occurred throughout the city with
the right, in the motorist’s blind spot. Common
concentrations on Gilman Street/Hopkins Street,
locations for improper turning collisions include
Virginia Street, Channing Way, and Telegraph
Shattuck Avenue, Ashby Avenue, and San Pablo
Avenue.
Avenue. In general, these types of violations
The second most common type of motorist-atfault collision is “other hazardous violation.” This includes any type of collision which does not fall under the other set categories, such as a motorist
CIT Y OF BERKELEY BIKE PLAN
being on a mobile phone while driving.
B-15
to improper turning were the fault of the
occur along roadways that have many turns or driveways, but lack bicycle infrastructure. This could mean that drivers are not expecting a person riding a bicycle and therefore not using caution prior to turning. Figure B-10 shows the collision locations where motorists were at fault.
3 TRAIL FIRE
FINAL PLAN
KENSINGTON
EL CERRITO
RD
RD ON NY CA LY IZZ GR
N YO AN TC CA ILD W
WI LD CA T
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A
TON LING
A NA D SE
R LD NIA EN NT CE
MO NTER EY A
CENTER ST
TELEGRAPH AVE
AV E CL AR EM ON T
ST WOOLSEY
RD EL N N TU
ST DEAKIN
T ST TREMON
ADE LINE ST
PIEDMONT AVE
HILLEGASS AVE
COLLEGE AVE
FULTON ST
ST RUSSELL
KING ST
ST 65TH AVE ALCATRAZ
MLK JR WAY
AY ST MURR
IA ST CALIFORN
TO ST SACRAMEN
MABEL ST
AVE ABLO SAN P
RAIL BAY T
AVE ASHBY
MILVIA ST
WAY DWIGHT
DANA ST
G WAY CHANNIN
H ST BOWDITC
FT WAY BANCRO
SHATTUCK AVE
T 4TH S
T 9TH S
GRANT ST
BERKELEY
DANA ST
TY AVE UNIVERSI
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
EUCLID ST
CEDAR ST
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST AN ST GILM
Tilden Regional Park
SPRUCE ST
T SS IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE
E IN AV MAR
E ST AV HEAR
E AV
VE
AY EENW NE GR OHLO
EN CO LU SA
24
OAKLAND
EMERYVILLE
N 0
1/2 MI
FIGURE B-10: BICYCLE COLLISIONS, MOTORIST AT FAULT
RIGHT OF WAY
UNSAFE SPEED
IMPROPER TURN
SIGNAL VIOLATION
WRONG SIDE
PAVED PATH [1A]
STANDARD BIKE LANE [2A]
SIGNAGE-ONLY [3A]
UNPAVED PATH [1B]
UPGRADED BIKE LANE [2B]
SHARROWS [3C] APPENDIX B
OF ROAD
BICYCLE BOULEVARD [3E] CYCLETRACK [4A]
BICYCLE BOULEVARD NETWORK
PARK/REC
RAILROAD
BART STATION
AMTRAK STATIONB-16
FINAL PLAN
B.2.2. Collisions within 1/4-Mile of UC Berkeley Campus In 2014, the UC Berkeley Safe Transportation
Bicycle collisions occurred along major traffic
Research and Education Center (SafeTREC)
corridors surrounding the campus, especially
published a report on bicyclist and pedestrian
Shattuck Avenue, although many were located
safety around the UC Berkeley campus. The
in the interior of campus. The purple circles
researchers asked students to identify locations
represent locations perceived as hazardous by
where they had been involved in a collision or
students, most notably along Bancroft Avenue
areas perceived to be dangerous for pedestrians
and Hearst Avenue. Bicycle-involved collisions
or people bicycling. This data is supplemental
did not occur at every intersection on Bancroft
to SWITRS data and gives a more complete
Way along the board of campus, however
picture of where collisions are occurring or
every intersection is perceived as hazardous by
could occur around the UC Berkeley campus
students. This data suggests that the absence of
so that countermeasures can be considered
bicycle-involved crashes does not eradicate the
as preventative measures. Figure B-11 shows
potential or perceived danger of the location.
a map of the bicycle collisions pulled from the
Further, the perception of a location may
SafeTREC survey and SWITRS data.
influence a person’s decision to bicycle more so than the location’s collision history.
CIT Y OF BERKELEY BIKE PLAN
Figure B-11: Top 15 bicycle collision clusters on and adjacent to UC Berkeley (2002-2011)
B-17
Source: “A Comparative Analysis of Pedestrian and Bicyclist Safety around University Campuses.” University of California Transportation Center. (2014) http://www.uctc.net/research/papers/UCTC-FR2014-03.pdf.
FINAL PLAN
APPENDIX B
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B-18
CIT Y OF BERKELEY BIKE PLAN
FINAL PLAN
APPENDIX C
C-1
FINAL PLAN
APPENDIX C.
Level of Traffic Stress Building on the bicycling preference survey and
gaps in the bicycle network, and gaps between
user typologies, a Level of Traffic Stress analysis
streets with low levels of traffic stress. The LTS
was conducted for Berkeley’s roadway network.
analysis applied the methodology developed by
“Traffic stress” is the perceived sense of danger
the Mineta Transportation Institute Report II-19:
associated with riding in or adjacent to vehicle
Low-Stress Bicycling and Network Connectivity
traffic; studies have shown that traffic stress is
(2012). The Mineta LTS methodology was
one of the greatest deterrents to bicycling.1 The
adapted to provide an objective data-driven
less stressful – and therefore more comfortable
approach to scoring the comfort of bicycle travel
– a bicycle facility is, the wider its appeal to a
on shared roadways.
network is likely to attract a large portion of the population if it is designed to reduce stress associated with potential motor vehicle conflicts and connect people bicycling with where they want to go. Bikeways are considered low stress if they involve very little traffic interaction by nature of the roadway’s vehicle speeds / volumes (e.g. a shared low-traffic neighborhood street) or, as traffic volumes and speeds increase, if greater degrees of physical separation are placed between the bikeway and traffic lane (e.g. a separated bikeway or cycle track on a major street). A Class I shared use pathway is completely separated from motor vehicles traffic and therefore a low stress facility,
Models serve as an effective means to understand how factors in a complex system interact by providing a simplified version of the system for study. However, by definition, models are representations of reality and are constrained by the quality of available data and the complexity of the system under consideration. Throughout the modelling process, significant effort was made to collect the best data possible and follow existing methods while making small adaptations to existing methodologies to best reflect conditions in Berkeley.
C.1.1. Inputs
although within an urbanized bikeway network
The street network is made up of two
there are limited opportunities for these facilities
components: corridors and intersections.
and they also serve multiple non-motorized
Corridors are the sections of uninterrupted
recreational users.
roadway, and intersections are where two (or
A Bicycle Level of Traffic Stress (LTS) Analysis is an objective, data-driven evaluation model which identifies streets with high levels of traffic stress, 1
M. Winters, G. Davidson, D.N. Kao and K. Teschke, “Motivators and deterrents of bicycling: comparing influences on decisions to ride”, Transportation 38, 153-168 (2011).
more) corridors cross. Using available data, corridors and intersections were classified into one of four LTS scores that can be used as a proxy to represent the top travel tolerance different types of people riding bicycles are willing to use: 1) All people riding
APPENDIX C
broader segment of the population. A bicycle
C-2
FINAL PLAN
bicycles (including children), 2) Interested but
acceptable for bicycle travel by “enthusiastic
Concerned, 3) Enthusiastic and Confident, and
and confident” bicyclists; and LTS 4 represents
4) Strong and Fearless.
roads that are only acceptable to “strong
The most desirable bicycling score, LTS 1, is assigned to roads and intersections that would be suitable for inexperienced adults riding bicycles, families with small children, and older children who have begun riding in the street; LTS 2 roads are those that could be comfortably
and fearless” bicyclists who better tolerate roadways with higher motorized traffic volumes and speeds. There are some limitations to the methodology; LTS analysis does not take steep slope, availability of sidewalks, or side paths into account. The LTS factors are shown in Table C-1.
ridden by the mainstream adult population; LTS 3 is the level assigned to roads that would be
Table C-1: LTS Methodology Inputs and Factors INTERSECTIONS
Unsignalized 1.
Average daily traffic (ADT) of cross-traffic
2.
Number of travel lanes
3.
Bicycle/pedestrian refuge islands
4.
Presence of a traffic signal
5.
Right turn lanes
CIT Y OF BERKELEY BIKE PLAN
Signalized
C-3
1.
Segment LTS criteria for bikeway approach
2.
ADT
3.
Number of travel lanes
4.
Presence and character of bicycle lanes
SEGMENTS
1.
Average daily traffic (ADT)
2.
Number of travel lanes
3.
Presence and character of bicycle lanes
FINAL PLAN
After conducting the preliminarily Berkeley LTS analysis (using the published MTI methodology), our team compared the results to our own local experience of using the Berkeley bikeway network. The Project Team found numerous locations where the LTS output scores did not align with levels of stress actually experienced in the field. In all cases these were locations where the analysis results gave a lower LTS score than actually experienced by users; for example a location identified as an LTS 1 (suitable for all users including children) whereas local experience indicates it is appropriate only for more confident adult riders (LTS 2/3). Thus, the initial LTS analysis results did not accurately reflect the experience of bicycling in Berkeley. One explanation for why the initial Berkeley LTS results (using the MTI report input criteria) did not reflect the reality of cycling in Berkeley is local context. The MTI report was developed using the city of San Jose’s roadway and bikeway network, and used street database inputs readily available in San Jose. Number of lanes, speed limit, and functional classification were primary data sources, and in San Jose these generally follow a traditional road classification hierarchy with residential streets being two lanes and posted 25 mph, and many arterial streets being multi lane and posted 40-45 mph. However, Berkeley does not have
a traditional roadway hierarchy. Almost every street in Berkeley has a 25 mph posted speed limit, and a number of major streets like College Avenue or Dwight Way serve in an arterial function and carry high traffic volumes and higher speeds, but have a local residential street cross-section. 2 Thus in order to more objectively compare the differences between the LTS model output and the actual user experience in Berkeley, our team recognized the need to “calibrate” the initial LTS results. The Project Teamused the community bike tour conducted on September 12, 2015 as an opportunity to obtain input from local cyclists on their own perceptions of stress using the Berkeley bike network so that the project team could look at ways to adjust the initial LTS analysis results. At a number of locations along the bike tour representing different roadway and intersection crossing types, the project team polled participants on their perceived level of stress using the same general categories as the LTS analysis (LTS 1 through 4). The greatest discrepancy between the LTS results and user experience was found in the unsignalized arterial crossings along the Bike Boulevard network. The initial LTS results classified most of these locations as LTS 2, indicating suitability for the majority of the population. Input from the bike tour classified 2
This is consistent with the exceptions noted in the MTI report for cities with a low statutory speed limit of 30 mph in Boston and 25 mph in Berkeley. In this case, it is noted that an alternative measure to operating speed should be considered to more accurately quantify stress.
APPENDIX C
C.1.2. Identified Issues from Preliminary LTS Results
C-4
FINAL PLAN
these locations generally as LTS 3/4, indicating that users experience them at a much higher stress level suitable for more experienced cyclists only. Based on our bike tour calibration, the project team found that the primary factor influencing the discrepancy between the LTS results and the actual user perception in Berkeley was traffic volumes. The standard MTI methodology does not use traffic volumes as an input. Instead it uses posted speed limit (or observed travel speed) as well as number of lanes. As noted above, under a traditional roadway functional classification system this is logical: local roads (two lane, posted 25 mph) carry the least traffic, collectors (2-4 lanes, posted 30-35 mph) carry medium volumes, and arterials (generally multilane, posted 40-45 mph) carry the highest volumes. However, nearly all streets in Berkeley have a 25 mph posted speed limit, and a number of two-lane major streets serve in an arterial function and carry high traffic volumes Therefore relying on posted speed limits as a primary Berkeley LTS input did not sufficiently differentiate between the higher volume (and
CIT Y OF BERKELEY BIKE PLAN
higher stress) major roadways and those truly
C-5
local and low-volume streets. Unsignalized crossings along the Bike Boulevard network that the model showed as LTS 2 are in some cases multi-lane crossings of roads with 15,000+ vehicles per day – a very high-stress situation.
C.1.3. Calibrated Level of Traffic Stress Methodology Based on the discrepancy in the comparison, the Project Team calibrated the LTS results using average daily traffic (ADT) volumes. The Calibrated Level of Traffic Stress analysis built on the MTI approach by incorporating the impact of traffic volumes on level of comfort. This Calibrated LTS methodology replaced speed limit (MPH) with average daily traffic volumes (ADT) to calibrate the level of traffic stress for unsignalized intersections, signalized intersections, and bikeway links to conditions observed in Berkeley. Descriptions for each calibration are described in the sections below. At its core, the LTS scores show an increase in level of stress on segments and at intersections as motor vehicle traffic volumes increase and the separation between a person bicycling and motor vehicle traffic decreases. Likewise, the level of stress decreases as the amount of separation between a person bicycling and motor vehicle traffic increases.
FINAL PLAN
INTERSECTIONS
with less than 1,500 ADT) that do not exist in Berkeley. Additionally, the bike tour did not
For this Plan, the LTS analysis for key
survey LTS scores for intersections with less than
intersections were calibrated: bikeway/ bikeway intersections and bikeway/major street intersections. These were the intersections that garnered the most public comments, including during the bike tour and field observations.
5,000 ADT. However, the bike tour calibration increased the scores for streets with up to three lanes and ADT higher than 5,000. As such, calibration is assumed to be needed for similar streets below 5,000 ADT.
Unsignalized Intersections
Finally, LTS score is context sensitive. LTS 1 or
Table C-2 shows the relationship between a
LTS 2 intersections are determined on a case-by-
typical posted speed limit, the posted speed
case basis based on the specific traffic volume of
limit in Berkeley, and the average daily traffic
the street being crossed.
volume that will be used in substitution. Table C-4 shows the LTS score for unsignalized crossings without a median refuge island, and Table 4 shows the LTS score for unsignalized
Table C-4 will not be consistent with those in the MTI report; the scores have been calibrated based on feedback received from the Bike Tour. The calibrations are shown in Table C-3.
crossings with a median refuge island. The LTS scores in Table C-5 are based on Table 7 in the MTI report. The MTI report Table 7 includes street configurations (i.e. 6 lane streets
Table C-2: Street Typology, Speed Limit and Average Daily Traffic Range TYPICAL POSTED MPH
BERKELEY POSTED MPH
AVERAGE DAILY TRAFFIC (ADT) RANGE 2
LOCAL EXAMPLE
Local
25
25
0-1,500
Channing Way
Collector
30
25
1,501-5,000
Euclid Avenue
Minor Arterial
35
25
5,001 – 12,500
Major Arterial
>40
25
>12,500
Cedar Street Sacramento Street
1. Street classifications are based on current Berkeley GIS data typology (local, connector, minor and major) and may differ from classifications in the Berkeley General Plan. 2. Traffic volume range is based on average daily traffic data for Berkeley. The street class and the traffic volume range are generally consistent, but there may be exceptions in each category.
APPENDIX C
STREET CLASSIFICATION 1
C-6
FINAL PLAN
Table C-3: Level of Traffic Stress Criteria for Unsignalized Crossings Bike Tour Calibration TRAFFIC VOLUME
WIDTH*
MTI SCORE
LTS+ SCORE
2
3
BIKE TOUR INTERSECTION AND BIKE TOUR SURVEYED SCORE
Without a Crossing Island 5,001 – 12,500
Up to 3 lanes
Bowditch Street and Bancroft Way (4) Average LTS = 3.275
>12,500
Up to 3 lanes
3
4
Ashby Avenue and Hillegass Avenue (3.8) Virginia Street and MLK Jr. Way (3.2) Hillegass Avenue and Dwight Way (2.8) Shattuck Avenue and Russell Street (3.1)
5,001 – 12,500
4-5 lanes
3
N/A
>12,500
4-5 lanes
4
4
(No calibration data from Bike Tour) Telegraph and Woolsey (X.X) MLK and Channing (X.X)
With a Crossing Island 5,001 – 12,500
Up to 3 lanes
N/A
(No calibration data from Bike Tour)
>12,500
Up to 3 lanes
N/A
(No calibration data from Bike Tour)
5,001 – 12,500
4-5 lanes
Oxford and Hearst (X.X)**
>12,500
4-5 lanes
Sacramento and Virginia (X.X) Shattuck and Virginia (X.X)***
CIT Y OF BERKELEY BIKE PLAN
* Streets below 5,000 ADT were not considered as part of this Collector/Arterial street crossing analysis. ** Crossing island and four lanes on south leg of intersection only. *** Influence of RRFB at this location is not yet fully understood; more study is required. This analysis assumes that because of the increased gaps in traffic it provides, it is equivalent to a crossing island.
C-7
FINAL PLAN
Table C-4: Level of Traffic Stress Criteria for Unsignalized Crossings without a Crossing Island WIDTH OF STREET BEING CROSSED
Traffic Volume (ADT)
Up to 3 lanes
4-5 lanes
6+ lanes1
LTS 1
LTS 2
LTS 4
LTS 1 or 23
LTS 2
LTS 4
5,001 – 12,500
LTS 3
LTS 3
LTS 4
>12,500
LTS 43
LTS 4
LTS 4
1
LTS > 2
LTS > 3
LTS > 4
1
(no effect)
2 or more
(no effect)
15 ft. or more
14 or 14.5 ft.
13.5 ft. or less
(no effect)
12,500 ADT
(no effect)
frequent
rare
ADT (no effect)
APPENDIX C
(no effect) = factor does not trigger an increase to this level of traffic stress. * ADT replaces speed limit or prevailing speed from the MTI Report.
C-14
FINAL PLAN
Table C-8: Criteria for Class II Bikeways Not Alongside a Parking Lane LTS > 1
LTS > 2
LTS > 3
LTS > 4
1
2, if directions are separated by a raised median
More than 2, or 2 without a separating median
(no effect)
Bike lane width (includes marked buffer and paved gutter)
6 ft. or more
5.5 ft. or less
(no effect)
(no effect)
Average daily traffic (ADT) volume*
1,501-5,000 ADT or less
(no effect)
5,001-12,500 ADT
>12,500 ADT
Bike lane blockage (typically applies in commercial areas)
rare
(no effect)
frequent
(no effect)
Street width (through lanes per direction)
(no effect) = factor does not trigger an increase to this level of traffic stress. *ADT replaces speed limit or prevailing speed from the MTI Report.
Table C-9: Criteria for Class III Bikeways TRAFFIC VOLUME (ADT)
2-3 LANES
4-5 LANES
6+ LANES
12,500
4
4
4
CIT Y OF BERKELEY BIKE PLAN
*Use lower value for streets without marked centerlines or classified as residential and with fewer than 3 lanes; use higher value otherwise.
C-15
FINAL PLAN
C.1.4. Calibrated LTS Factor Summary
replaces right-turn lane and pocket bike lane variables with the segment criteria. Table C-10
For analyzing unsignalized intersections and
shows a comparison of methodology factors
segments, the Calibrated LTS methodology
between the original MTI LTS analysis and
replaces posted speed limit from the original
Calibrated LTS.
MTI LTS analysis with ADT. For signalized intersections, the Calibrated LTS methodology
Table C-10: LTS Methodology Factors for Original LTS and Calibrated LTS LTS (MTI)
CALIBRATED LTS
INTERSECTIONS Unsignalized 1. Posted speed limit
1. Average daily traffic (ADT) of cross-traffic
2. Number of travel lanes
2. Number of travel lanes
3. Bicycle/pedestrian refuge islands
3. Bicycle/pedestrian refuge islands
4. Presence of a traffic signal
4. Presence of a traffic signal
5. Right turn lanes
5. Right turn lanes
Signalized 1. Pocket bike lane
1. Segment LTS criteria for bikeway approach a. ADT b. Number of travel lanes c. Presence and character of bicycle lanes
2. Right turn lane
-
1. Posted speed limit
1. Average daily traffic (ADT)
2. Number of travel lanes
2. Number of travel lanes
3. Presence and character of bicycle lanes
3. Presence and character of bicycle lanes APPENDIX C
SEGMENTS
C-16
FINAL PLAN
Table C-11: Level of Traffic Stress Definitions and Types of Bicyclists
CIT Y OF BERKELEY BIKE PLAN
WILL THIS TYPE OF BICYCLIST RIDE ON THIS LTS FACILITY?
C-17
LTS LEVEL
DESCRIPTION
Strong & Fearless
Enthusiastic & Confident
Interested but Concerned
LTS 1
Presenting little traffic stress and demanding little attention from people riding bicycles, and attractive enough for a relaxing bicycle ride. Suitable for almost all people riding bicycles, including children trained to ride in the street and to safely cross intersections. On corridors, people riding bicycles are either physically separated from traffic, or are in an exclusive bicycling zone next to a slow traffic stream with no more than one lane per direction, or are on a shared road where they interact with only occasional motor vehicles (as opposed to a stream of traffic) with a low speed differential. Where people ride bicycles alongside a parking lane, they have ample operating space outside the zone into which car doors are opens. Intersections are easy to approach and cross.
Yes
Yes
Yes
LTS 2
Presenting little traffic stress and therefore suitable to most adults riding bicycles but demanding more attention than might be expected from children. On corridors, people riding bicycles are either physically separated from traffic or are in an exclusive bicycling zone next to a well-confined traffic stream with adequate clearance from a parking lane, or are on a shared road where they interact with only occasional motor vehicles (as opposed to a stream of traffic) with a low speed differential. Where a bicycle lane lies between a through lane and a right-turn lane, it is configured to give people riding bicycles unambiguous priority where cars cross the bicycle lane and to keep car speed in the right-turn lane comparable to bicycling speeds. Crossings are not difficult for most adults.
Yes
Yes
Sometimes
LTS 3
More traffic stress than LTS 2, yet markedly less than the stress of integrating with multilane traffic. Offering people riding bicycles either an exclusive riding zone (lane) next to moderate-speed traffic or shared lanes on streets that are not multilane and have moderately low speed. Crossings may be longer or across higher-speed roads than allowed by LTS 2, but are still considered reasonably safe for many adult pedestrians.
Yes
Sometimes
No
LTS 4
A level of stress beyond LTS 3. Includes roadways that have no dedicated bicycle facilities and moderate to higher vehicle speeds and volumes, as well as those with an exclusive riding zone (lane) but on a high speed and high volume road where there is a significant speed differential. Crossings are challenging and involve multiple lanes of traffic at higher speeds and volumes where gaps may be infrequent and motorists may not readily yield. Suitable for the “strong and fearless” only.
Yes
No
No
FINAL PLAN
The level of stress scores, or relative user
network in Berkeley. Major roadways, such as
comfort, were mapped to illustrate the low
San Pablo Avenue and Martin Luther King Jr.
stress connections and gaps throughout the
Way have a high LTS score, which indicates
City of Berkeley. It is important to note that
they are the most stressful for people riding
people tolerate different levels of stress; a
bicycles. Low-speed and low-volume streets
strong and fearless bicyclist will feel less stress
such as Channing Way and Russell Street
than an interested but concerned bicyclist.
have low LTS scores, which indicates they are
The LTS results map is trying to capture the
more comfortable for younger people riding
user experience for the majority of Berkeley
bicycles and cautious adults riding bicycles. The
residents, however people may have differing
following maps show a breakdown of the results
opinions of traffic stress depending on their own
and the implications of the high stress streets on
experience.
the City’s generally low stress bikeway network. The low stress streets that have an LTS score of 1 or 2 are shown in Figure C-2. These are
Many of the existing bicycle network segments
the streets on which nearly all types of people
in the City of Berkeley score in the LTS 1 or LTS
riding bicycles should feel comfortable. As
2 classification, in other words relatively low
shown, Berkeley has a well-connected network
stress streets that are acceptable for travel by
of low stress bikeways. California Street, 9th
some children (LTS 1) and the majority of adults
Street and Hillegass Avenue provide north-
(LTS 2). These are primarily neighborhood
south connections; Virginia Street, Channing
street Bicycle Boulevards. However, high stress
Way and Russell Street provide east-west
roadways and intersections bisect this low stress
connections. However, there are gaps in the low
network and create barriers for people who
stress network, including a section on the Milvia
bike along the Bicycle Boulevards, cross major
Street Bicycle Boulevard, and a lack of low stress
roadways, or want to access major service and
connections north and south of Virginia Street,
commercial corridors, effectively lowering the
and between Channing Way and Russell Street,
corridor LTS score and dramatically reducing
and surrounding the UCB campus.
comfort.
Figure C-3 shows high-stress (LTS 3 or 4) streets
Figure C-1 shows the Level of Traffic Stress
and intersections along the existing bikeway
(LTS) results of the major roadways and bicycle
network. High-stress intersections are often a result of a bikeway crossing a major roadway
APPENDIX C
C.1.5. LTS Findings
C-18
FINAL PLAN
where the intersection design or stop-control is
individuals traveling on the bike network, and
insufficient. For example, Channing Way, an LTS
likely inhibit the 16 percent of “enthusiastic and
2 Bicycle Boulevard, crosses Sacramento Street,
confident” and the 71 percent of “interested
which is a high-volume roadway. Sacramento
but concerned” residents from biking more
Street traffic does not stop, and people riding
frequently, or at all. As is, there are very few
bicycles must traverse multiple lanes of traffic
continuous low stress segments that provide
to continue. As such, an “Interested but
access entirely across Berkeley.
Concerned” cyclist may feel comfortable biking on Channing Way, but his/her journey becomes far more stressful upon reaching Sacramento Street. While many “enthusiastic and confident” or “interested but concerned” Berkeley residents endure such stressful crossing conditions out of necessity, only the three percent of Berkeley residents who identify as “strong and fearless” would actually feel comfortable bicycling on Channing Way across Sacramento Street. High-
CIT Y OF BERKELEY BIKE PLAN
stress intersections become impediments for
C-19
Finally, Figure C-4 shows low stress (LTS 1 and 2) streets and intersections with high stress (LTS 4) gaps. This map helps illustrate how low stress streets in Berkeley’s network are often disconnected by high stress roadways and intersections. A continuous low stress network is essential for bicyclists of all abilities to travel easily throughout the street network.
3 TRAIL FIRE
FINAL PLAN
KENSINGTON
RD
RD ON NY CA LY IZZ GR
EL CERRITO
N YO AN TC CA ILD W
WI LD CA T
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A NA D SE A
TON LING
AY EENW NE GR OHLO
EN CO LU SA
VE
RD EL N N TU
ST WOOLSEY
CL AR EM ON T
AV E
PIEDMONT AVE
HILLEGASS AVE
COLLEGE AVE
OAKLAND TELEGRAPH AVE
ADE LINE ST
DR
H ST BOWDITC
ST DEAKIN
MO NTER EY A
ST 65TH AVE ALCATRAZ
T ST TREMON
AY ST MURR
KING ST
AVE ASHBY
FULTON ST
MLK JR WAY
IA ST CALIFORN
TO ST SACRAMEN
MABEL ST
AVE ABLO SAN P
RAIL BAY T
ST RUSSELL
DANA ST
BERKELEY MILVIA ST
WAY DWIGHT
SHATTUCK AVE
G WAY CHANNIN
DANA ST
GRANT ST
T 9TH S
T 4TH S
FT WAY BANCRO
EMERYVILLE
L NIA EN NT CE
CENTER ST
TY AVE UNIVERSI
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
EUCLID ST
CEDAR ST
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST AN ST GILM
Tilden Regional Park
SPRUCE ST
T SS IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE
E IN AV MAR
E ST AV HEAR
E AV
24
N 0
1/2 MI
FIGURE C-1: LEVEL OF TRAFFIC STRESS INTERSECTIONS
LTS 1 - ALL AGES AND ABILITIES
LTS 1 - ALL AGES AND ABILITIES
LTS 2 - INTERESTED BUT CONCERNED
LTS 2 - INTERESTED BUT CONCERNED
(Up to 90% of Berkeley residents)
(Up to 90% of Berkeley residents)
(Up to 79% of Berkeley residents)
(Up to 79% of Berkeley residents)
LTS 3 - ENTHUSIASTIC AND CONFIDENT
LTS 3 - ENTHUSIASTIC AND CONFIDENT
LTS 4 - STRONG AND FEARLESS
LTS 4 - STRONG AND FEARLESS
(Up to 16% of Berkeley residents) (Up to 3% of Berkeley residents)
PARK/REC
RAILROAD
(Up to 16% of Berkeley residents) (Up to 3% of Berkeley residents)
BART STATION
APPENDIX C
CORRIDORS
AMTRAK STATION C-20
3 TRAIL FIRE
FINAL PLAN
KENSINGTON
EL CERRITO
RD
RD ON NY CA LY IZZ GR
N YO AN TC CA ILD W
WI LD CA T
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A NA D SE A
TON LING
AY EENW NE GR OHLO
EN CO LU SA
VE
TELEGRAPH AVE
OAKLAND
RD EL N N TU
ST WOOLSEY
CL AR EM ON T
AV E
PIEDMONT AVE
HILLEGASS AVE
COLLEGE AVE
ST DEAKIN
T ST TREMON
ADE LINE ST
DR
H ST BOWDITC
DANA ST
FULTON ST
ST RUSSELL
KING ST
MO NTER EY A
ST 65TH AVE ALCATRAZ
MLK JR WAY
AY ST MURR
IA ST CALIFORN
TO ST SACRAMEN
MABEL ST
AVE ABLO SAN P
RAIL BAY T
AVE ASHBY
BERKELEY MILVIA ST
WAY DWIGHT
SHATTUCK AVE
G WAY CHANNIN
DANA ST
GRANT ST
T 9TH S
T 4TH S
FT WAY BANCRO
EMERYVILLE
L NIA EN NT CE
CENTER ST
TY AVE UNIVERSI
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
EUCLID ST
CEDAR ST
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST AN ST GILM
Tilden Regional Park
SPRUCE ST
T SS IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE
E IN AV MAR
E ST AV HEAR
E AV
24
N
CIT Y OF BERKELEY BIKE PLAN
FIGURE C-2: LOW STRESS NETWORK COVERAGE
LTS 1 - ALL AGES AND ABILITIES
LTS 1 - ALL AGES AND ABILITIES
LTS 2 - INTERESTED BUT CONCERNED
LTS 2 - INTERESTED BUT CONCERNED
PARK/REC C-21
INTERSECTIONS
CORRIDORS
RAILROAD
BART STATION
1/2 MI
APPENDIX C - LEVEL OF TRAFFIC STRESS
0
AMTRAK STATION
3 TRAIL FIRE
FINAL PLAN
KENSINGTON
EL CERRITO
RD
RD ON NY CA LY IZZ GR
N YO AN TC CA ILD W
WI LD CA T
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A
TON LING
A NA D SE
CEDAR ST
R LD NIA EN NT CE
CENTER ST
TELEGRAPH AVE
RD EL N N TU
ST WOOLSEY
CL AR EM ON T
AV E
PIEDMONT AVE
HILLEGASS AVE
COLLEGE AVE
ST DEAKIN
T ST TREMON
ADE LINE ST
H ST BOWDITC
FULTON ST
ST RUSSELL
KING ST
ST 65TH AVE ALCATRAZ
MLK JR WAY
AY ST MURR
IA ST CALIFORN
TO ST SACRAMEN
MABEL ST
AVE ABLO SAN P
RAIL BAY T
AVE ASHBY
BERKELEY MILVIA ST
WAY DWIGHT
DANA ST
G WAY CHANNIN
DANA ST
FT WAY BANCRO
SHATTUCK AVE
T 4TH S
T 9TH S
GRANT ST
TY AVE UNIVERSI
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST AN ST GILM
EUCLID ST
MO NTER EY A
ST
Tilden Regional Park
SPRUCE ST
S IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE E IN AV MAR
E ST AV HEAR
E AV
VE
AY EENW NE GR OHLO
EN CO LU SA
EMERYVILLE
24
OAKLAND
FIGURE C-3: HIGH STRESS NETWORK & HIGH STRESS INTERSECTIONS along the Existing Bikeway Network
INTERSECTIONS
CORRIDORS
LTS 3 - ENTHUSIASTIC AND CONFIDENT
LTS 4 - STRONG AND FEARLESS
LTS 4 - STRONG AND FEARLESS
PARK/REC
RAILROAD
BART STATION
APPENDIX C
LTS 3 - ENTHUSIASTIC AND CONFIDENT
AMTRAK STATION
C-22
FINAL PLAN 3 TRAIL FIRE
KENSINGTON
EL CERRITO
RD
RD ON NY CA LY IZZ GR
N YO AN TC CA ILD W
WI LD CA T
PE AK
D BLV
A
R
AV E
IN AR M
E AV
A
TON LING
A NA D SE
TELEGRAPH AVE
RD EL N N TU
ST WOOLSEY
CL AR EM ON T
AV E
PIEDMONT AVE
HILLEGASS AVE
COLLEGE AVE
ST DEAKIN
ST TREMONT
ADE LINE ST
H ST BOWDITC
DANA ST
FULTON ST
MILVIA ST
SHATTUCK AVE
ST RUSSELL
KING ST
MO NTER EY A
ST 65TH AVE ALCATRAZ
MLK JR WAY
TO ST SACRAMEN
AY ST MURR
BERKELEY IA ST CALIFORN
MABEL ST
AVE ABLO SAN P
RAIL BAY T
AVE ASHBY
DANA ST
GRANT ST
T 9TH S
T 4TH S
FT WAY BANCRO
NG WAY CHANNI WAY DWIGHT
EMERYVILLE
CIT Y OF BERKELEY BIKE PLAN
R LD NIA EN NT E C
CENTER ST
Y AVE UNIVERSIT
AVE HEINZ
RD
T 5TH S
ON ST ADDIS
EY YL GA
AVE HEARST
E ST DELAWAR
University of California, Berkeley
OXFORD ST
ST VIRGINIA
EUCLID ST
CEDAR ST
JOSEPHINE ST
T 6TH S
ACTON ST
ST AN AN CH BU
ROSE ST
AN ST GILM
Tilden Regional Park
SPRUCE ST
T SS IN PK HO
WALNUT ST
ST
80
VE
SUT TER
ALBANY
A MED THE ALA
AVE COLUSA
SOLANO AVE E IN AV MAR
E ST AV HEAR
E AV
VE
AY EENW NE GR OHLO
EN CO LU SA
24
OAKLAND
FIGURE C-4: LOW STRESS NETWORK & INTERSECTIONS WITH HIGH STRESS NETWORK & INTERSECTION GAPS CORRIDORS LTS 1 - ALL AGES AND ABILITIES
LTS 1 - ALL AGES AND ABILITIES
LTS 2 - INTERESTED BUT CONCERNED
LTS 2 - INTERESTED BUT CONCERNED
NETWORK GAPS LTS 3 - ENTHUSIASTIC AND CONFIDENT
INTERSECTION GAPS LTS 3 - ENTHUSIASTIC AND CONFIDENT
LTS 4 - STRONG AND FEARLESS
LTS 4 - STRONG AND FEARLESS
PARK/REC C-23
INTERSECTIONS
RAILROAD
BART STATION
AMTRAK STATION
FINAL PLAN
C.2. BIKEWAY NETWORK GAPS C.1.6. LTS Conclusion
A well-connected bikeway network has low
The Level of Traffic Stress results demonstrate
the City, including schools, libraries, parks, major
the importance of assessing a citywide bikeway
commercial corridors, and employment centers.
not only for connectivity but also for its ability
This section assesses the connectivity and
to serve the diverse needs of its users. Although
continuity of the low stress bikeway network by
the current Berkeley bikeway network has a
identifying high-stress gaps within that network.
seemingly well-connected network of low stress
There are two types of gaps when considering a
bikeways, the high-stress gaps (segments and
citywide bikeway network.
Berkeley residents who identify as “enthusiastic and confident” and “interested but concerned” from bicycling. The implications of this finding are significant. To serve all types of people riding bicycles, a bikeway network should consist of continuous low stress LTS 1 and LTS 2 segments and intersections. By pinpointing and prioritizing the exact locations that likely dissuade people riding bicycles, this Plan can focus on identifying the improvements that will bring the high-stress
1. High-stress gaps occur on the bikeway network where a bikeway segment or intersection has a high-stress score of LTS 3 or LTS 4. On the Bicycle Boulevard network, any bikeway segment or intersection with a score of LTS 2 or above is considered a highstress gap; the Bicycle Boulevard network is presumed to be a primarily low stress network for bicyclists of all ages. 2. Bikeway network demand gaps are missing
LTS 3 and LTS 4 gaps down to low stress LTS 1
bikeway segments where there is high
and LTS 2 levels, thereby removing the barriers
demand but no existing bikeway. Examples
to bicycling for a large proportion of Berkeley
include a neighborhood with a deficiency
residents. The following section identifies the
of bikeway access, or a commercial street
gaps in the low stress Berkeley bikeway network.
that has a density of destinations but lacks a bikeway. These activity generators are the locations that generate the highest demand for bicycling.
APPENDIX C
intersections) likely inhibit the 87 percent of
stress bikeways that link to destinations across
C-24
FINAL PLAN
In comparing the City’s bikeway LTS results,
The most notable network gaps include the
existing bikeway network extents and existing
bikeway segments that score as LTS 3 and LTS
land uses, the project team can identify if the
4 in the LTS analysis, and the major commercial
existing network is serving major land uses and
and retail corridors and areas, including Shattuck
destinations for all types of bicyclists. The gaps
Avenue, University Avenue, San Pablo Avenue,
in the existing low stress bikeway network and
Telegraph Avenue, and Adeline Street.
bikeway demand gaps are listed in Table C-12 and Table C-13. Subsequent chapters of this plan will prioritize these gaps for implementation.
Table C-12: Low Stress Bikeway Corridor Gaps LOCATION
BIKEWAY FACILITY
BIKE BLVD
EXTENTS
From
To
LEVEL OF TRAFFIC STRESS SCORE
CIT Y OF BERKELEY BIKE PLAN
Corridors
C-25
Gilman Street
Class IIA – Standard bike lane
I-80
San Pablo Avenue
LTS 3
Gilman Street
Class IIIC - Sharrows
San Pablo Avenue
Hopkins Street
LTS 4
6th Street
Class IIA – Standard bike lane
Gilman Street
Hearst Avenue
LTS 3
Monterey Avenue
Class IIA – Standard bike lane
Hopkins Street
Posen Avenue
LTS 3
Marin Avenue
Class IIA – Standard bike lane
Sutter Street
The Alameda
LTS 3
Marin Avenue
Class IIA – Standard bike lane
The Alameda
Tulare Avenue
LTS 4
Hopkins Street
Class IIA – Standard bike lane
Monterey Avenue
The Alameda
LTS 3
Hopkins Street
Class IIIA – Signage-only
Gilman Street
Monterey Avenue
LTS 4
Sutter Street
Class IIA – Standard bike lane
Eunice Street
Los Angeles Avenue
LTS 3
Rose Street
Class IIIA – Signage-only
Monterey Avenue
Spruce Street
LTS 4
The Alameda
Class IIA – Standard bike lane
Solano Avenue
Hopkins Street
LTS 3
Hearst Street
Class IIA – Standard bike lane
Sacramento Street
McGee Avenue
LTS 4
Hearst Street
Class IIA – Standard bike lane
McGee Avenue
Milvia Street
LTS 3
Hearst Street
Class IIA – Standard bike lane
Milvia Street
Shattuck Avenue
LTS 4
FINAL PLAN
Table C-12: Low Stress Bikeway Corridor Gaps Continued LOCATION
BIKEWAY FACILITY
BIKE BLVD
EXTENTS
From
To
LEVEL OF TRAFFIC STRESS SCORE
Delaware Street
Class IIA – Standard bike lane
9th Street
Sacramento Street
LTS 3
Oxford Street
Class IIA – Standard bike lane
Bancroft Way
Hearst Street
LTS 3
Center Street
Class IIA – Standard bike lane
Milvia Street
Shattuck Avenue
LTS 3
Gayley Road
Class IIA – Standard bike lane
Bancroft Way
Stadium Rim Way
LTS 3
Tunnel Road
Class IIB – Upgraded bike lane
Bridge Road
Tunnel Road
LTS 3
Tunnel Road
Class IIIC - Sharrows
Vicente Road
Bridge Road
LTS 4
Telegraph Avenue
Class IIA – Standard bike lane
Ashby Avenue
Dwight Way
LTS 3
Telegraph Avenue
Class IIIC - Sharrows
Woolsey Street
Ashby Avenue
LTS 4
Milvia Avenue
Class IIA – Standard bike lane, Bicycle Boulevard
Bike Blvd
Allston Way
Channing Way
LTS 4
Milvia Avenue
Class IIIA – Bicycle Boulevard
Bike Blvd
University Avenue
Allston Way
LTS 4
4th Street
Class IIIC - Sharrows
Hearst Ave
Channing Way
LTS 4
Hearst Avenue
Class IIIC - Sharrows
4th Street
5th Street
LTS 4
9th Street
Class IIIA – Bicycle Boulevard
Anthony Street
Ashby Avenue
LTS 3
Adeline Street
Class IIA – Standard bike lane
Alcatraz Avenue
Shattuck Avenue
LTS 3
Dana Street
Class IIA – Standard bike lane
Dwight Way
Channing Way
LTS 3
Bowditch Street
Class IIA – Standard bike lane
Bike Blvd
Bancroft Way
LTS 2
Channing Way
Class IIIA – Bicycle Boulevard
Bike Blvd
4th Street
Piedmont Avenue
LTS 2
Milvia Street
Class IIIA – Bicycle Boulevard
Bike Blvd
Hopkins Street
University Avenue
LTS 2
Milvia Street
Class IIIA – Bicycle Boulevard
Bike Blvd
Dwight Way
Russell Street
LTS 2
9th Street
Class IIA – Standard bike lane
Bike Blvd
Delaware Street
Bancroft Way
LTS 2
Heinz Avenue
Class IIA – Standard bike lane
Bike Blvd
7th Street
San Pablo Avenue
LTS 2
9th Street
Class IIA – Standard bike lane
Bike Blvd
Heinz Avenue
Anthony Street
LTS 2
Bike Blvd
Dwight Way
APPENDIX C
Corridors
C-26
FINAL PLAN
CIT Y OF BERKELEY BIKE PLAN
Table C-13: Low Stress Bikeway Intersection Gaps
C-27
LOCATION
BIKEWAY FACILITY
CROSS STREET
LTS
BIKE BLVD
6th Street
Class IIA – Standard bike lane
Cedar Street
LTS 4
6th Street
Class IIA – Standard bike lane
Hearst Street
LTS 4
9th Street
Class IIA – Standard bike lane
Hearst Avenue
LTS 2
Bike Blvd
9th Street
Class IIA – Standard bike lane
University Avenue
LTS 2
Bike Blvd
9th Street
Class IIIE – Bicycle Boulevard
Delaware Street
LTS 2
Bike Blvd
9th Street
Class IIIE – Bicycle Boulevard
Dwight Way
LTS 2
Bike Blvd
9th Street
Class IIIE – Bicycle Boulevard
Cedar Street
LTS 3
Bike Blvd
9th Street
Class IIIE – Bicycle Boulevard
Ashby Avenue
LTS 3
Bike Blvd
Adeline Street
Class IIA – Standard bike lane
Ashby Avenue
LTS 4
Adeline Street
Class IIA – Standard bike lane
Russell Street
LTS 4
Bancroft Way
Class IIIA – Signage-only
4th Street
LTS 4
Bancroft Way
Class IIIA – Signage-only
6th Street
LTS 4
Bancroft Way
Class IIIA – Signage-only
7th Street
LTS 4
Bowditch Street
Class IIA – Standard bike lane
Bancroft Way
LTS 3
Bike Blvd
Bowditch Street
Class IIA – Standard bike lane
Dwight Way
LTS 3
Bike Blvd
California Street
Class IIA – Standard bike lane
Hopkins Street
LTS 2
Bike Blvd
California Street
Class IIA – Standard bike lane
Rose Street
LTS 2
Bike Blvd
California Street
Class IIA – Standard bike lane
Cedar Street
LTS 2
Bike Blvd
California Street
Class IIA – Standard bike lane
Hearst Avenue
LTS 2
Bike Blvd
California Street
Class IIA – Standard bike lane
University Avenue
LTS 2
Bike Blvd
California Street
Class IIA – Standard bike lane
Dwight Way
LTS 3
Bike Blvd
California Street
Class IIA – Standard bike lane
Alcatraz Avenue
LTS 3
California Street
Class IIA – Standard bike lane
Ashby Avenue
LTS 4
Center Street
Class IIA – Standard bike lane
Shattuck Avenue
LTS 4
Channing Way
Class IIA – Standard bike lane
Milvia Street
LTS 2
Bike Blvd
Channing Way
Class IIA – Standard bike lane
College Avenue
LTS 2
Bike Blvd
Channing Way
Class IIIE – Bicycle Boulevard
4th Street
LTS 2
Bike Blvd
FINAL PLAN
LOCATION
BIKEWAY FACILITY
CROSS STREET
LTS
BIKE BLVD
Channing Way
Class IIA – Standard bike lane
Shattuck Avenue
LTS 3
Bike Blvd
Channing Way
Class IIA – Standard bike lane
Fulton Street
LTS 3
Bike Blvd
Channing Way
Class IIA – Standard bike lane
Dana Street
LTS 3
Bike Blvd
Channing Way
Class IIA – Standard bike lane
Telegraph Avenue
LTS 3
Bike Blvd
Channing Way
Class IIA – Standard bike lane
Piedmont Avenue
LTS 3
Bike Blvd
Channing Way
Class IIIE – Bicycle Boulevard
6th Street
LTS 3
Bike Blvd
Channing Way
Class IIIE – Bicycle Boulevard
San Pablo Avenue
LTS 4
Bike Blvd
Channing Way
Class IIIE – Bicycle Boulevard
Sacramento Street
LTS 4
Bike Blvd
Colusa Avenue
Class IIA – Standard bike lane
Solano Avenue
LTS 4
Colusa Avenue
Class IIA – Standard bike lane
Marin Avenue
LTS 4
Dana Street
Class IIA – Standard bike lane
Bancroft Way
LTS 4
Dana Street
Class IIA – Standard bike lane
Dwight Way
LTS 4
Deakin Street
Class IIIA – Signage-only
Ashby Avenue
LTS 4
Delaware Street
Class IIA – Standard bike lane
Sacramento Street
LTS 3
Delaware Street
Class IIA – Standard bike lane
San Pablo Avenue
LTS 3
Gilman Street
Class IIA – Standard bike lane
6th Street
LTS 3
Gilman Street
Class IIA – Standard bike lane
9th Street
LTS 3
Gilman Street
Class IIIC – Sharrows
Hopkins Street
LTS 3
Gilman Street
Class IIA – Standard bike lane
San Pablo Avenue
LTS 4
Hearst Street
Class IIA – Standard bike lane
Shattuck Avenue
LTS 4
Hearst Street
Class IIA – Standard bike lane
Milvia Avenue
LTS 4
Hearst Street
Class IIA – Standard bike lane
Martin Luther King Jr Way
LTS 4
Heinz Avenue
Class IIIE – Bicycle Boulevard
San Pablo Avenue
LTS 4
Bike Blvd
Hillegass Avenue
Class IIIE – Bicycle Boulevard
Ashby Avenue
LTS 3
Bike Blvd
Hopkins Street
Class IIA – Standard bike lane
The Alameda
LTS 4
Hopkins Street
Class IIA – Standard bike lane
Sutter Street
LTS 4
Hopkins Stree
Class IIIA – Signage-only
Sacramento Street
LTS 4
King Street
Class IIIE – Bicycle Boulevard
Alcatraz Avenue
LTS 3
Bike Blvd
APPENDIX C
Table C-13: Low Stress Bikeway Intersection Gaps Continued
C-28
FINAL PLAN
CIT Y OF BERKELEY BIKE PLAN
Table C-13: Low Stress Bikeway Intersection Gaps Continued
C-29
LOCATION
BIKEWAY FACILITY
CROSS STREET
LTS
BIKE BLVD
Marin Avenue
Class IIA – Standard bike lane
Sutter Street
LTS 4
Milvia Avenue
Class IIIE – Bicycle Boulevard
Cedar Street
LTS 2
Bike Blvd
Milvia Avenue
Class IIIE – Bicycle Boulevard
Channing Way
LTS 2
Bike Blvd
Milvia Avenue
Class IIIE – Bicycle Boulevard
Dwight Way
LTS 3
Bike Blvd
Milvia Avenue
Class IIA – Standard bike lane
Allston Way
LTS 4
Bike Blvd
Milvia Avenue
Class IIIE – Bicycle Boulevard
Hearst Avenue
LTS 4
Bike Blvd
Milvia Avenue
Class IIIE – Bicycle Boulevard
University Avenue
LTS 4
Bike Blvd
Milvia Avenue
Class IIIE – Bicycle Boulevard
Center Street
LTS 4
Bike Blvd
Milvia Avenue
Class IIIE – Bicycle Boulevard
Russell Street
LTS 4
Bike Blvd
Milvia Street
Class IIIE – Bicycle Boulevard
Hopkins Street
LTS 2
Bike Blvd
Milvia Street
Class IIIE – Bicycle Boulevard
Rose Street
LTS 3
Bike Blvd
Oxford Street
Class IIA – Standard bike lane
Hearst Avenue
LTS 4
Oxford Street
Class IIA – Standard bike lane
Bancroft Way
LTS 4
Oxford Street
Class IIA – Standard bike lane
University Avenue
LTS 4
Rose Street
Class IIIA – Signage-only
Shattuck Avenue
LTS 3
Rose Street
Class IIIA – Signage-only
Spruce Street
LTS 4
Rose Street
Class IIIA – Signage-only
Oxford Street
LTS 4
Rose Street
Class IIIA – Signage-only
Martin Luther King Jr Way
LTS 4
Russell Street
Class IIIE – Bicycle Boulevard
Claremont Avenue
LTS 2
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
College Avenue
LTS 2
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
Shattuck Avenue
LTS 3
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
Martin Luther King Jr Way
LTS 3
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
Telegraph Avenue
LTS 4
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
Adeline Street
LTS 4
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
Sacramento Street
LTS 4
Bike Blvd
Russell Street
Class IIIE – Bicycle Boulevard
San Pablo Avenue
LTS 4
Bike Blvd
Sutter Street
Class IIA – Standard bike lane
Eunice Street
LTS 4
Sutter Street
Class IIA – Standard bike lane
Los Angeles Street
LTS 4
C-29
FINAL PLAN
Table C-13: Low Stress Bikeway Intersection Gaps Continued BIKEWAY FACILITY
CROSS STREET
LTS
BIKE BLVD
The Alameda
Class IIA – Standard bike lane
Solano Avenue
LTS 4
The Alameda
Class IIA – Standard bike lane
Marin Avenue
LTS 4
The Alameda
Class IIA – Standard bike lane
Monterey Avenue
LTS 4
Tunnel Road
Class IIIC – Sharrows
The Uplands
LTS 4
Virginia Street
Class IIIE – Bicycle Boulevard
Oxford Street
LTS 2
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
Acton Street
LTS 2
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
San Pablo Avenue
LTS 2
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
6th Street
LTS 2
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
5th Street
LTS 2
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
Martin Luther King Jr Way
LTS 3
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
Shattuck Avenue
LTS 4
Bike Blvd
Virginia Street
Class IIIE – Bicycle Boulevard
Sacramento Street
LTS 4
Bike Blvd
Woolsey Street
Class IIIA – Signage-only
College Avenue
LTS 4
Woolsey Street
Class IIIA – Signage-only
Shattuck Avenue
LTS 4
APPENDIX C
LOCATION
C-30
FINAL PLAN
The bikeway demand gaps are locations where there is high demand but no existing bikeway facility. The bikeway demand gaps have been identified based on the demand analysis and public feedback discussed in Chapter 4. These are locations where bicyclists are likely already traveling (potentially unsafely or unlawfully).
CIT Y OF BERKELEY BIKE PLAN
Table C-14: Bikeway Demand Gaps
C-31
LOCATION
EXTENTS
DEMAND
LEVEL OF TRAFFIC SCORE
University Avenue
I-80 to Oxford Street
High demand commercial corridor
LTS 4
Shattuck Avenue
Rose Street to Adeline Street
High demand commercial corridor
LTS 4
Sacramento Street
Allston Way to Hopkins Street
High demand commercial corridor
LTS 4
Ashby Avenue
King Street to Claremont Avenue
High demand commercial corridor
LTS 4
Bancroft Avenue
Bowditch Street to Oxford Street
High demand commercial corridor, UCB Access
LTS 4
San Pablo Avenue
Albany City limits to Oakland City limits
High demand commercial corridor
LTS 4
College Avenue
Bancroft Way to Alcatraz Avenue
High demand commercial corridor
LTS 4
Hearst Avenue
Shattuck Avenue to Gayley Road
UCB Access
LTS 4
FINAL PLAN
APPENDIX C
This page intentionally left blank.
C-32
CIT Y OF BERKELEY BIKE PLAN
FINAL PLAN
APPENDIX D
D-1
FINAL PLAN
APPENDIX D.
Proposed Programs This appendix presents the recommended bicycle-related programs for the City of Berkeley. The recommendations are organized in four E’s: • Education programs are designed to improve
D.1. EDUCATION D.1.1. Bike Rental Sidewalk Safety Brochure and Form Berkeley sidewalks tend to be too narrow to accommodate bicyclists and walkers at the same time. Residents and community members who
safety and awareness. They can include
already bicycle may know that the City Municipal
programs that teach students how to safely
Code requires that bicycles be walked on the
ride or teach drivers to expect bicyclists. They
sidewalk or ridden on the street, but visitors and
may also include brochures, posters, or other
new bicyclists may not be aware of this.
information that targets bicyclists or drivers. • Encouragement programs provide incentives and support to help people leave their car at home and try biking instead. • Enforcement programs enforce legal and
RECOMMENDATION This Plan recommends the City develop an informational brochure for bicycle merchants to give to their customers on the rules of riding a bicycle in Berkeley. Additionally, a form can
respectful bicycling and driving. They include
be developed to be given out by bicycle-rental
a variety of tactics, ranging from police
merchants for their customers to read and sign
enforcement to neighborhood signage
after reading the brochure and prior to renting a
campaigns.
bicycle.
• Evaluation programs are an important component of any investment. They help
*This supports Goal 1: Safety First (from Chapter 2: Goals and Policies).
measure success at meeting the goals of this plan and to identify adjustments that may be necessary. It is recommended that Berkeley continue the existing bicycle-related programs described education, encouragement, evaluation, and enforcement programs are an integral part of a bicycle-friendly city.
APPENDIX D
in Chapter 3: Existing Conditions. Bicycle
D-2
FINAL PLAN
D.2. ENCOURAGEMENT D.1.2. Law Enforcement Education
D.2.1. Bicycle Friendly Community
Frequently, new laws are passed nationwide and
The League of American Bicyclists recognizes
in California that directly impact bicyclist safety.
communities that improve bicycling
Sometimes, information about these laws may
conditions through education, encouragement,
not be clearly conveyed to law enforcement
enforcement, and evaluation programs.
officials, so violators may not be cited for their
Communities can achieve diamond, platinum,
transgression.
gold, silver, or bronze status, or an honorary
RECOMMENDATION
schools and attractive downtowns, bicycle
safety, this Plan recommends the City work with
friendliness can increase property values, spur
law enforcement to ensure that officers fully
business growth, and increase tourism.
or warn violators. *This supports Goal 1: Safety First (from Chapter 2: Goals and Policies).
D.1.1. Sidewalk Safety Campaign Berkeley sidewalks tend to be too narrow to
RECOMMENDATION This Plan recommends the City apply for a Bicycle Friendly Community designation after implementation of the priority projects identified in this Plan. This Plan is a valuable resource for completing the LAB application efficiently.
accommodate bicyclists and walkers at the same
More information and application steps:
time. Residents and community members who
http://www.bikeleague.org/programs/
already bicycle may know that the City Municipal
bicyclefriendlyamerica/communities/.
Code requires that bicycles be walked on the sidewalk or ridden on the street, but visitors and new bicyclists may not be aware of this. RECOMMENDATION CIT Y OF BERKELEY BIKE PLAN
a community is healthy and vibrant. Like good
When a new law is passed regarding bicycle
understand the new laws and will work to ticket
D-3
mention. Bicycle friendliness can indicate that
It is recommended the City work with local merchants and UC Berkeley to develop and hang posters that encourage bicyclists to ride on the street instead of the sidewalks. *This supports Goal 1: Safety First (from Chapter 2: Goals and Policies).
*This supports Goal 2: Strength in Numbers (from Chapter 2: Goals and Policies).
FINAL PLAN
D.3. EVALUATION D.2.2. Bike Share Program
D.3.1. Legislation Review
Bike share is a 24-hour personalized public
The City of Berkeley has passed many laws and
transportation system designed for short, one-
policies since it became an official city in 1909.
way trips by bike. In 2015, the City partnered
As such, many of these laws may be out of date
with Metropolitan Transportation Commission
or do not comply with newer laws regarding
and Bay Area Motivate to launch the regional
bicyclist safety.
bike share system, called Bay Area Bike Share,
RECOMMENDATION
bikes and up to 37 stations placed in dense, geographically diverse, mixed use areas of Berkeley. The regional bike share system, owned and operated by Bay Area Motivate will also include the Cities of Emeryville, Oakland, San Francisco and San José. Since the bike share launch and infrastructure is at no-cost to taxpayers, it is important for the City to leverage this free regional public transportation system to meet goals and measures listed in this Plan.
This Plan recommends that the City review current legislation to determine whether new legislation is needed to further protect bicyclists and other vulnerable roadway users. *This supports Goal 1: Safety First (from Chapter 2: Goals and Policies).
D.3.2. Bicycle Counts Conducting regular citywide bike counts can be an important source of information on noncommuting bicycle trips. Regular count data can also help the City track annual trends in bicycle
More information:
travel and measure the impact of newly built
http://www.bayareabikeshare.com/.
parts of the bikeway network. Counts should
RECOMMENDATION
be conducted in accordance with the National
It is recommended to evaluate ridership levels 18
Bicycle & Pedestrian Documentation Project.
months after implementation. If necessary, move
RECOMMENDATION
station locations to better serve users. Expand to
This Plan recommends the City conduct semi-
over 500 bicycles and 50 stations by 2020.
annual bike counts throughout Berkeley. If
*This supports Goal 2: Strength in Numbers (from Chapter 2: Goals and Policies).
possible, the City should seek a partnership with BikeEastBay or UC Berkeley students when conducting counts to defray costs. Count locations should be determined in collaboration with BikeEastBay and major employers to ensure the likeliest routes for bicycle use are
APPENDIX D
in Berkeley in 2016/2017. Berkeley will have 400
incorporated. Prioritizing count locations D-4
FINAL PLAN
D.4. ENFORCEMENT where bicycle infrastructure is planned for future implementation can establish a baseline for bicycle travel and allow for accurate measurement of project impacts over time. *This supports Goal 2: Strength in Numbers (from Chapter 2: Goals and Policies).
D.4.1. Vision Zero Targeted Enforcement Cities that adopt Vision Zero policies, such as San Francisco and San José, have adopted corresponding enforcement goals targeting the vehicle code infractions most likely to result in injury collisions or fatalities. Law enforcement
D.3.3. Annual Collision Data Review Reviewing bicycle and pedestrian related collisions and near-misses on an annual basis can
related to these high-risk infractions. RECOMMENDATION
or corridors. This review should include an
This Plan recommends that, if a Vision Zero
assessment of the existing infrastructure to
policy is adopted, the City coordinate with
determine whether improvements can be
the Berkeley Police Department to implement
made to reduce the number of collisions in the
targeted enforcement within the City of Berkeley.
community.
Targeted enforcement goals will be determined
RECOMMENDATION
following comprehensive study of historical and
Police Department review bicycle and pedestrian related collision data on an annual basis to identify needed improvements. *This supports Goal 1: Safety First (from Chapter 2: Goals and Policies).
CIT Y OF BERKELEY BIKE PLAN
certain percentage of their traffic stops be
help the City identify challenging intersections
This Plan recommends the City and Berkeley
D-5
officers are then tasked with the goal of a
annual collision data in Berkeley. *This supports Goal 1: Safety First (from Chapter 2: Goals and Policies).
FINAL PLAN
D.4.2. Revision of E-Bike Regulations New legislation in California at the state level has provided new guidance for the operation of electric bicycles, while still providing latitude for local jurisdictions to more closely regulate their operations. As electric bicycle use grows, it will be important to craft regulations meeting the needs of Berkeley’s residents. RECOMMENDATION This Plan recommends the City of Berkeley work with the Berkeley Police Department and Alameda County to adopt e-bike regulations for their use in Berkeley.
APPENDIX D
*This supports Goal 2: Strength in Numbers (from Chapter 2: Goals and Policies).
D-6
CIT Y OF BERKELEY BIKE PLAN
FINAL PLAN
APPENDIX E
E-1
FINAL PLAN
APPENDIX E.
Project Recommendation Tables and Prioritization This appendix further details the recommended
develop a continuous and connected network of
projects in Chapter 5: Recommendations and
safe and comfortable bikeways appropriate for
Chapter 6: Implementation.
all users. Table E-1 and Table E-2 summarize the
The goals and policies of Chapter 2, the LTS analysis, and community outreach guided the development of the recommended bikeway network. The primary consideration was to
Table E-1: Summary of Project Recommendations* TYPE Class 1A: Paved Path
MILEAGE 1.5
COST ESTIMATE $5,285,700
Class 2A: Standard Bike Lane
0.1
$10,700
Class 2B: Upgraded Bike Lane
3.0
$541,500
Class 3C: Sharrows
13.9
$71,600
Class 3E: Bicycle Boulevard
12.4
$621,900
Class 4B: Two-Way Cycletrack
18.4
$9,903,300 Total
$16,434,700
*Does not include costs to install interim treatments along the Complete Street Corridor Study roadways.
miles and number of corridor and intersection recommendations. Table E-1 does not include the costs to install interim projects on the Complete Street Corridor Study roadways.
Table E-2: Summary of Intersection Recommendations RECOMMENDED PROJECT TYPE Two-Way Cycletrack Crossing Connector
COUNT
COST ESTIMATE
4
$240,000
Pedestrian Hybrid Beacon (PHB)
16
$4,000,000
Protected Intersection
10
$6,500,000
Raised Intersection
1
$125,000
RRFB
5
$250,000
RRFB + Median
14
$980,000
RRFB + Median + Raised Crosswalk
6
$510,000
Traffic Circle
42
$2,100,000
Traffic Diverter
13
$650,000
Traffic Signal
3
$1,500,000
Total
$16,855,000
RECOMMENDED PROJECTS The following sections detail the project recommendations based on project type or location. Due to overlap between project type and location tables, the totals at the end of each table in this section APPENDIX E
will not add up.
E-2
FINAL PLAN
Upgrades to Existing Class II Bike Lanes and Class III Bike Routes Table E-3 lists the projects that will upgrade existing Class II bike lanes and Class III bike routes. The projects indicated with an asterisk (*) are projects located near the Downtown and UC campus and are also listed in Table E-5.
Table E-3: Upgrades to Class II and Class III Bikeways MILES
COST ESTIMATE
City Limits - East
2.29
$5,500
Spruce St
City Limits - East
1.81
$3,000
Colusa Ave
Tacoma Ave
City Limits - North
0.51
$2,800
6th St
Gilman St
Channing Way
1.25
$225,700
2B: Upgraded Bike Lane
Channing Way*
MLK Jr Way
Piedmont Ave
1.13
$204,100
3C: Sharrows
Woolsey St, The Uplands
Eton Ave
El Camino Real
0.69
$6,300
0.26
$4,300
TYPE
LOCATION
CROSS ST A
CROSS ST B
3C: Sharrows
Grizzly Peak Blvd
Spruce St
3C: Sharrows
Wildcat Canyon Rd
3C: Sharrows 2B: Upgraded Bike Lane
3C: Sharrows
Briefly on Stuart St and Dwight Way
Piedmont Ave
Russell St
Derby St
3C: Sharrows
Grant St
Grant St - North Terminus
Russell St
1.80
$5,800
2A: Standard Bike Lane
Center St*
Shattuck Ave
Oxford St
0.12
$10,700
3C: Sharrows
Gayley Rd*
Hearst Ave
Piedmont Ave
0.56
$2,800
3C: Sharrows
Acton St
Delaware St
University Ave
0.18
$100
3C: Sharrows
Euclid Ave
Bayview Pl
Virginia St
0.48
$2,000
3C: Sharrows
Josephine St
Rose St
The Alameda
$3,500
2.08
$6,800
0.21
$2,100
Spruce St
Virginia St
Wildcat Canyon Rd
3C: Sharrows
Hearst Ave*
Arch St/Le Conte Ave
Euclid Ave
Climbing route
3C: Sharrows
Santa Fe Ave, Talbot Ave
Page St
City Limits - North
0.34
$2,100
3C: Sharrows
Santa Fe Ave
Camelia St
City Limits - North
0.27
$1,400
3C: Sharrows
Peralta Ave
Ohlone Greenway
City Limits - North
0.29
$2,100
3C: Sharrows
Curtis St
Gilman St
City Limits - North
0.12
$700
2B: Upgraded Bike Lane
Alcatraz Ave
King St
Adeline St
0.12
$22,000
3C: Sharrows
Bolivar Dr
Aquatic Park Path
Addison St
0.12
$2,800
3C: Sharrows
Sonoma Ave
Josephine St
City Limits - North
0.26
$4,900
3C: Sharrows
Arlington Ave
The Circle
City Limits - North
1.03
$9,100
3C: Sharrows
Portland Ave
City Limits West
Colusa Ave
0.24
$3,500
4B: Two-Way Cycletrack
Monterey Ave
Hopkins St
The Alameda
0.58 Total
E-3
0.35 Climbing route from Rose St to Los Angeles Ave
3C: Sharrows
CIT Y OF BERKELEY BIKE PLAN
NOTES
* Project also listed in Table E-5.
$350,600 $884,700
FINAL PLAN
New and Enhanced Bicycle Boulevards Table E-4 details the recommended new and
an asterisk (*) are projects located near the
enhanced Bicycle Boulevards, including the
Downtown and UC campus and are also listed in
intersection treatments to enhance the Bicycle
Table E-5.
Boulevard network. The projects indicated with
TYPE
3E: Bike Boulevard
LOCATION
65th St, Harmon St
CROSS ST A
Liquid Sugar Dr
CROSS ST B
NOTES
MILES
COST ESTIMATE
King St
65th St is outside Berkeley
0.88
$44,200
Short segments on 66th, Russell, Ward, Dwight
3E: Bike Boulevard
Idaho St, 66th St, Mabel St, Ward St, Mabel St, Dwight Wy, Bonar St
Harmon St
Bancroft Wy
1.31
$65,300
3E: Bike Boulevard
Woolsey St
Adeline St
Hillegass Ave
0.85
$42,400
3E: Bike Boulevard
Fulton St, Prince St, Deakin St, Wheeler St
Dwight Wy
Woolsey St
0.98
$49,200
3E: Bike Boulevard
Dana St
Dwight Wy
Derby St
0.25
$12,500
1.96
$98,000
0.64
$32,200
Class I Path between Curtis St and Browning St
3E: Bike Boulevard
Addison St*
Bolivar Dr
Oxford St
3E: Bike Boulevard
Kains Ave
City Limits - North
Virginia St
1A: Paved Path
Addison St
Curtis St
Browning St
Connector
0.06
$201,500
1A: Paved Path
Between Bonar St & West St
Addison St
Bancroft Wy
Off-street
0.25
$875,300
3E: Bike Boulevard
Prince St, MLK Jr Wy
King St
Adeline St
0.27
$13,600
3E: Bike Boulevard
Acton St
Delaware St
Virginia St
0.13
$6,300
3E: Bike Boulevard
Virginia St
4th St
6th St
0.12
$6,200
3E: Bike Boulevard
Camelia, Cornell, Hopkins, Rose, Walnut
9th St
Oxford Elementary
2.20
$110,000
RRFB
9th St
Cedar St
-
-
$50,000
PHB
San Pablo Ave
Virginia St
-
-
$250,000
3E: Bike Boulevard
California St
62nd St
Russell St
0.64
$32,200
3E: Bike Boulevard
Derby St
Mabel St
Warring St
1.85
$92,600
3E: Bike Boulevard
Parker St
Mabel St
9th St
0.34
$17,200
RRFB
Oxford St*
Virginia St
-
-
$50,000
APPENDIX E
Table E-4: New and Enhanced Bicycle Boulevards
* Project also listed in Table E-5. E-4
FINAL PLAN
CIT Y OF BERKELEY BIKE PLAN
Table E-4: New and Enhanced Bicycle Boulevards Continued
MILES
COST ESTIMATE
-
-
$70,000
Virginia St
-
-
$250,000
Virginia St
-
-
$70,000
Milvia St
Rose St
-
-
$50,000
PHB
Shattuck Ave*
Virginia St
-
-
$250,000
PHB
Channing Wy
San Pablo Ave
-
-
$250,000
PHB
Channing Wy
Sacramento St
-
-
$250,000
PHB
Russell St
Sacramento St
-
-
$250,000
PHB
Russell St
Adeline St
-
-
$250,000
RRFB
Dwight St
California St
-
-
$50,000
RRFB + Median
Dwight Wy
Hillegas Ave/ Bowditch St
-
-
$70,000
RRFB + Median
Russell St
Shattuck Ave
-
-
$70,000
RRFB + Median
Russell St
Claremont Ave
-
-
$70,000
-
$60,000
-
$250,000
TYPE
LOCATION
CROSS ST A
CROSS ST B
RRFB + Median
Channing Wy
6th St
PHB
Sacramento St
RRFB + Median
MLK Jr Wy
RRFB
Short term Sidewalk
Cycletrack Crossing
San Pablo Ave
Heinz Ave/Russell St
-
PHB
Ashby Ave
Hillegass Ave
-
Cycletrack Crossing
Addison St
San Pablo Ave
-
$60,000
RRFB + Median
Alcatraz Ave
King St
-
-
$70,000
PHB
Sacramento St
Harmon St
-
-
$250,000
PHB
Addison St
Sacramento St
-
-
$250,000
-
$500,000
Future trail project
Traffic Signal
Ashby Ave
9th St
-
RRFB + Median
Addison St
MLK Jr Wy
-
-
$70,000
Protected Intersection
University Ave*
Milvia St
-
-
$650,000
RRFB + Median
Addison St*
Oxford St
-
-
$70,000
Protected Intersection
Channing Wy*
Shattuck Ave
-
-
$650,000
Protected Intersection
Channing Wy*
Telegraph Ave
-
-
$650,000
Protected Intersection
Delaware St
Sacramento St
-
-
$650,000
PHB
Adeline St
Woolsey St
-
-
$250,000
RRFB + Median
Dwight Wy
Mabel St
-
$70,000
Cycletrack Crossing
Bancroft Wy*
Barrow Ln/Bowditch St
-
-
$60,000
PHB
MLK Jr Wy
Prince St
-
-
$250,000
* Project also listed in Table E-5. E-5
NOTES
FINAL PLAN
MILES
COST ESTIMATE
-
-
$50,000
10th St
-
-
$50,000
7th St
-
-
$50,000
Addison St
5th St
-
-
$50,000
Traffic Circle
Channing Wy
7th St
-
-
$50,000
Traffic Circle
Channing Wy
Browning St
-
-
$50,000
Traffic Circle
Mabel St
Carrison St
-
-
$50,000
Traffic Circle
Mabel St
67th St
-
-
$50,000
Traffic Circle
Harmon St
Baker St
-
-
$50,000
Traffic Circle
California St
Blake St
-
-
$50,000
Traffic Circle
9th St
Channing Wy
-
-
$50,000
Traffic Circle
Hillegass Ave
Russell St
-
-
$50,000
Traffic Circle
Parker St
9th St
-
-
$50,000
Traffic Diverter
9th St
Pardee St
-
-
$50,000
Traffic Diverter
Derby St
Hillegass Ave
-
-
$50,000
RRFB + Median
California St
Alcatraz Ave
-
-
$70,000
Traffic Circle
9th St
Page St
-
-
$50,000
Traffic Diverter
9th St
Jones St
-
-
$50,000
Traffic Circle
9th St
Virginia St
-
-
$50,000
Traffic Circle
Fulton St
Parker St
-
-
$50,000
Traffic Circle
9th St
Grayson St
-
-
$50,000
Traffic Circle
Milvia St
Oregon St
-
-
$50,000
Traffic Circle
Woolsey St
Dana St
-
-
$50,000
Traffic Circle
Milvia St
Parker St
-
-
$50,000
RRFB + Median
Woolsey St
Shattuck Ave
-
-
$70,000
Traffic Circle
Bonar St
Channing Wy
-
-
$50,000
Traffic Circle
California St
Channing Wy
-
-
$50,000
Traffic Circle
Harmon St
Idaho St
-
-
$50,000
Traffic Diverter
Channing Wy
10th St
-
-
$50,000
Traffic Diverter
Channing Wy
Curtis St
-
-
$50,000
Traffic Circle
California St
Allston Wy
-
-
$50,000
Traffic Circle
California St
Virginia St
-
-
$50,000
Traffic Diverter
Virginia St
7th St
-
-
$50,000
TYPE
LOCATION
CROSS ST A
CROSS ST B
Traffic Diverter
Addison St
Grant St
Traffic Diverter
Addison St
Traffic Circle
Addison St
Traffic Circle
NOTES
APPENDIX E
Table E-4: New and Enhanced Bicycle Boulevards Continued
* Project also listed in Table E-5. E-6
FINAL PLAN
CIT Y OF BERKELEY BIKE PLAN
Table E-4: New and Enhanced Bicycle Boulevards Continued
MILES
COST ESTIMATE
-
-
$50,000
-
-
$50,000
Hopkins St
-
-
$50,000
San Pablo Ave
Heinz Ave/Russell St
-
-
$500,000
Traffic Circle
Channing Wy*
Dana St
-
-
$50,000
Traffic Circle
Derby St
Regent St
-
-
$50,000
Traffic Circle
Channing Wy*
Ellsworth St
-
-
$50,000
Traffic Circle
Channing Wy*
Fulton St
-
-
$50,000
Traffic Diverter
Channing Wy*
Bowditch St
-
-
$50,000
Traffic Circle
Fulton St
Oregon St
-
-
$50,000
-
$50,000
-
$50,000
-
$50,000
-
$500,000
TYPE
LOCATION
CROSS ST A
CROSS ST B
Traffic Circle
Virginia St
8th St
Traffic Circle
Virginia St
Chestnut Wy
RRFB
Milvia St
Traffic Signal
Traffic Diverter
Virginia St
McGee Ave
-
Traffic Circle
Virginia St
Curtis St
-
Traffic Circle
Virginia St
Kains Ave
-
Reset existing diverters
Add bike detection to existing signal
Traffic Signal
Mabel St
Ashby Ave
-
Traffic Circle
Fulton St
Wheeler St
-
-
$50,000
Traffic Circle
Fulton St
Deakin St
-
-
$50,000
Traffic Circle
Russell St
King St
-
-
$50,000
Protected Intersection
Hearst Ave*
Shattuck Ave
-
-
$650,000
Protected Intersection
Hearst Ave*
Oxford St
-
-
$650,000
Traffic Circle
Mabel St
Haskell St
-
-
$50,000
Traffic Circle
9th St
Heinz Ave
-
-
$50,000
Protected Intersection
Hearst Ave
Arch St/Le Conte Ave
-
-
$650,000
Protected Intersection
Fulton St*
Bancroft Wy
-
-
$650,000
Protected Intersection
Bancroft Wy*
Telegraph Ave
-
-
$650,000
Protected Intersection
Fulton St
Dwight Wy
-
-
$650,000
RRFB + Median
Addison St
6th St
-
PHB
San Pablo Ave
Camelia St
* Project also listed in Table E-5. E-7
NOTES
-
$70,000
-
$250,000
FINAL PLAN
Table E-4: New and Enhanced Bicycle Boulevards Continued
LOCATION
CROSS ST A
NOTES
MILES
RRFB + Median
Cornell Ave
Hopkins St
-
$70,000
Cycletrack Crossing
Derby St
College Ave
-
$60,000
PHB
San Pablo Ave
Parker St
-
$250,000
PHB
Shattuck Ave
Derby St
-
$250,000
Traffic Diverter
Derby St
Fulton St
-
$50,000
PHB
Sacramento St
Derby St
-
$250,000
RRFB + Median
Ashby Ave
California St
-
$70,000
Traffic Circle
Camelia St
Kains Ave
-
$50,000
Traffic Diverter
Rose St
Chestnut St
-
$50,000
Traffic Circle
Rose St
California st
-
$50,000
Traffic Circle
Rose St
Milvia St
-
$50,000
Traffic Circle
Rose St
Walnut St
-
$50,000
Traffic Diverter
Derby St
Grant St
-
$50,000
Traffic Circle
Derby St
Milvia St
-
$50,000
Total
$17,918,700
APPENDIX E
CROSS ST B
COST ESTIMATE
TYPE
* Project also listed in Table E-5. E-8
FINAL PLAN
Downtown and UC Berkeley Campus Area Projects Table E-5 lists the projects in downtown and near the UC Berkeley Campus. Some projects are also considered a Complete Street Corridor Study as noted in the Notes column. Other projects may be listed in Tables E-3, E-4, E-6, or E-7.
Table E-5: Downtown and Campus Recommendations
CIT Y OF BERKELEY BIKE PLAN
TYPE
E-9
LOCATION
CROSS ST A
CROSS ST B
NOTES Class I Path between Curtis St and Browning St
3E: Bike Boulevard
Addison St
Bolivar Dr
Oxford St
2B: Upgraded Bike Lane
Channing Way
MLK Jr Way
Piedmont Ave
4B: Two-Way Cycletrack
Bancroft Way
Milvia St
Piedmont Ave
COST ESTIMATE
MILES
1.96
$98,000
1.13
$204,100
Complete Street Corridor Study
1.00
$600,900
0.25
$150,100
0.89
$534,000
4B: Two-Way Cycletrack
Dana St
Bancroft Way
Dwight Way
Complete Street Corridor Study
4B: Two-Way Cycletrack
Fulton St, Oxford St
Dwight Way
Virginia St
Complete Street Corridor Study
4B: Two-Way Cycletrack
Milvia St
Hearst Ave
Blake St
0.75
$451,500
2A: Standard Bike Lane
Center St
Shattuck Ave
Oxford St
0.12
$10,700
3C: Sharrows
Gayley Rd
Hearst Ave
Piedmont Ave
0.56
$2,800
4B: Two-Way Cycletrack
Delaware St/Hearst Ave
Acton St
Arch St/Le Conte Ave
Complete Street Corridor Study
1.02
$613,000
3C: Sharrows
Hearst Ave
Arch St/Le Conte Ave
Euclid Ave
Climbing route
0.21
$2,100
4B: Two-Way Cycletrack
Shattuck Ave
City Limits South
Rose St
Complete Street Corridor Study
2.08
$124,700
1.09
$654,700
4B: Two-Way Cycletrack
Telegraph Ave
Woolsey St
Bancroft Way
Complete Street Corridor Study
4B: Two-Way Cycletrack
University Ave
Oxford St
4th St
Complete Street Corridor Study
1.88
$1,126,900
0.19
$34,000
0.54
$322,100
2B: Upgraded Bike Lane
Euclid Ave
Virginia St
Hearst Ave
Complete Street Corridor Study
4B: Two-Way Cycletrack
Piedmont Ave/ Warring St
Bancroft Way
Derby St
Complete Street Corridor Study
PHB
Shattuck Ave
Virginia St
-
-
$250,000
RRFB
Oxford St
Virginia St
-
-
$50,000
Protected Intersection
University Ave
Milvia St
-
-
$650,000
RRFB_Median
Addison St
Oxford St
-
-
$70,000
FINAL PLAN
Table E-5: Downtown and Campus Recommendations Continued LOCATION
CROSS ST A
CROSS ST B
MILES
Protected Intersection
Channing Way
Shattuck Ave
-
-
$650,000
Protected Intersection
Channing Way
Telegraph Ave
-
-
$650,000
Cycletrack Crossing
Bancroft Way
Barrow Ln/ Bowditch St
-
-
$60,000
Traffic Circle
Channing Wy
Dana St
-
-
$50,000
Traffic Circle
Channing Wy
Ellsworth St
-
-
$50,000
Traffic Circle
Channing Wy
Fulton St
-
-
$50,000
Traffic Diverter
Channing Wy
Bowditch St
-
-
$50,000
Protected Intersection
Hearst Ave
Shattuck Ave
-
-
$650,000
Protected Intersection
Hearst Ave
Oxford St
-
-
$650,000
Protected Intersection
Hearst Ave
Arch St/Le Conte Ave
-
-
$650,000
Protected Intersection
Fulton St
Bancroft Way
-
-
$650,000
Protected Intersection
Bancroft Way
Telegraph Ave
-
Total
$650,000 $11,289,000
APPENDIX E
NOTES
COST ESTIMATE
TYPE
E-10
FINAL PLAN
Ohlone Greenway Table E-6 details the project recommendations for the Ohlone Greenway.
CIT Y OF BERKELEY BIKE PLAN
Table E-6: Ohlone Greenway Project Recommendations
E-11
MILES/ UNITS
SEGMENT
ALBANY BORDER TO PERALTA AVE
Albany Border to Peralta Ave
1A Paved Path
Santa Fe Ave/Ohlone Greenway
RRFB + Median + Raised Crosswalk
1
$85,000
Gilman St/Ohlone Greenway
Raised Intersection
1
$125,000
Peralta Ave/Ohlone Greenway
RRFB + Median + Raised Crosswalk
1
$85,000
Peralta Ave from Ohlone Greenway to Hopkins St
2 Way Cycle Track
0.1
$60,000
SEGMENT
HOPKINS ST TO VIRGINIA ST
Hopkins St to Virginia St
1A Paved Path
Hopkins St/Peralta Ave
RRFB + Median + Raised Crosswalk
1
$85,000
Rose St/Ohlone Greenway
RRFB + Median + Raised Crosswalk
1
$85,000
Cedar St/Ohlone Greenway
RRFB + Median + Raised Crosswalk
1
$85,000
Franklin St/Ohlone Greenway
RRFB + Median + Raised Crosswalk
1
$85,000
SEGMENT:
VIRGINIA ST TO MLK JR WAY
Acton St from Delaware St to Virginia St
Class 3E Bike Boulevard
0.13
$6,300
Delaware St from Acton St to Sacramento St
Class 4B: 2 Way Cycle Track
0.12
$78,000
Sacramento St/Delaware St
Protected Intersection
Sacramento St to MLK Jr Way
1A Paved Path
0.34
0.36
COST $1,190,000
$1,276,900
1
$650,000
0.50
$1,742,000
Total
$5,638,200
FINAL PLAN
Complete Streets Corridor Studies Several of the recommended projects (including most Class IV facilities), fall under “Complete Streets Corridor Studies” or roadways that will be included as a part of a larger corridor study process with County and local transit agency partners. These roadways will have interim treatments installed while the study and final recommended design is being completed. For example, bike lanes may be striped first, then
treatments include adding sharrow markings to the roadway, installing upgraded bike lanes, and striping standard bike lanes. Table E-7 on the following pages lists the Complete Street Corridor Study recommendations including the cost estimates for the interim treatments and final recommended project. The projects indicated with an asterisk (*) are projects located near the Downtown and UC campus and are also listed in Table E-5.
APPENDIX E
later converted into a Class IV cycletrack. Interim
E-12
FINAL PLAN
E-13
RECOMMENDED PROJECT
INTERIM TREATMENT
Bancroft Way*
Bancroft Way
Piedmont Ave
4B: Two-Way Cycletrack
-
1.00
$600,900
Milvia St
Piedmont Ave
-
3C: Sharrows
1.00
$6,300
Dana St*
Dana St
Bancroft Way
Dwight Way
4B: Two-Way Cycletrack
-
0.25
$150,100
Dana St
Bancroft Way
Dwight Way
-
2B: Upgraded Bike Lane
0.25
$45,000
Fulton St, Oxford St*
Fulton St, Oxford St
Dwight Way
Virginia St
4B: Two-Way Cycletrack
-
0.89
$534,000
Oxford St
Bancroft Way
Kittredge St
-
2B: Upgraded Bike Lane
0.06
$11,300
Fulton St
Bancroft Way
Channing Way
-
4B: Two-Way Cycletrack
0.13
$76,700
Fulton St
Channing Way
Dwight Way
-
3C: Sharrows
0.13
$2,100
Oxford St
Virginia St
Kittridge St
-
2B: Upgraded Bike Lane
0.57
$102,600
Claremont Ave
Claremont Ave
City Limits South
Warring St
4B: Two-Way Cycletrack
-
1.10
$661,100
Claremont Ave
City Limits South
Ashby Ave
-
3C: Sharrows
0.55
$9,100
Claremont Ave, Belrose Ave, Derby St
Warring St
Ashby Ave
-
3C: Sharrows
0.55
$5,600
Delaware St
Delaware St
Acton St
Sacramento St
4B: Two-Way Cycletrack
-
0.13
$78,000
Delaware St
Acton St
Sacramento St
-
2B: Upgraded Bike Lane
0.13
$23,800
Hopkins St
Hopkins St
9th St
Milvia St
4B: Two-Way Cycletrack
-
1.50
$898,700
Cedar St
9th St
San Pablo Ave
-
3C: Sharrows
0.13
$2,100
Hopkins St
San Pablo Ave
Monterey Ave
-
3C: Sharrows
0.80
$11,200
Hopkins St
Monterey Ave
Milvia St
-
2B: Upgraded Bike Lane
0.57
$102,100
Adeline St
King St
Shattuck Ave
4B: Two-Way Cycletrack
-
0.99
$595,200
Adeline St
King St
MLK Jr Way/ Woolsey St
-
3C: Sharrows
0.37
$4,200
Adeline St
MLK Jr Way/ Woolsey St
Shattuck Ave
-
2B: Upgraded Bike Lane
0.62
$111,400
Shattuck Ave
City Limits South
Rose St
4B: Two-Way Cycletrack
-
2.08
$124,700
Shattuck Ave
City Limits South
Rose St
-
3C: Sharrows
2.08
$22,400
LOCATION
CROSS ST A
CROSS ST B
Milvia St
Bancroft Way
Adeline St
CORRIDOR
Shattuck Ave*
CIT Y OF BERKELEY BIKE PLAN
Table E-7: Complete Streets Corridor Studies
* Project also listed in Table E-5.
MILES
COST ESTIMATE
FINAL PLAN
INTERIM TREATMENT
Telegraph Ave*
Telegraph Ave
4B: Two-Way Cycletrack
-
1.09
$654,700
2B: Upgraded Bike Lane
0.87
$156,500
-
2B: Upgraded Bike Lane
0.22
$39,900
San Pablo Ave
San Pablo Ave
City Limits North
4B: Two-Way Cycletrack
-
2.35
$1,408,900
City Limits South
City Limits North
-
3C: Sharrows
2.35
$25,200
University Ave*
University Ave
Oxford St
4th St
4B: Two-Way Cycletrack
-
1.88
$1,126,900
University Ave
Oxford St
4th St
-
3C: Sharrows
1.88
$17,500
4th St
4th St
Virginia St
University Ave
2B: Upgraded Bike Lane
-
0.31
$55,700
4th St
Virginia St
University Ave
-
3C: Sharrows
0.31
$2,800
Gilman St
Gilman St
2nd St
Hopkins St
4B: Two-Way Cycletrack
-
1.19
$712,900
Gilman St
2nd St
San Pablo Ave
-
2B: Upgraded Bike Lane
0.56
$101,200
Gilman St
San Pablo Ave
Hopkins St
-
2B: Upgraded Bike Lane
0.63
$112,700
Euclid St*
Euclid Ave
Virginia St
Hearst Ave
2B: Upgraded Bike Lane
-
0.19
$34,000
Euclid Ave
Virginia St
Hearst Ave
-
3C: Sharrows
0.19
$2,800
Solano Ave
Solano Ave
City Limits West
Northbrae Tunnel
4B: Two-Way Cycletrack
-
0.52
$312,600
Solano Ave
City Limits West
The Alameda
-
3C: Sharrows
0.30
$4,900
Piedmont Ave* Wtarring St
Piedmont Ave, Warring St
Bancroft Way
Derby St
4B: Two-Way Cycletrack
-
0.54
$322,100
Piedmont Ave, Warring St
Bancroft Way
Derby St
-
3C: Sharrows
0.54
$4,900
The Alameda
The Alameda
Hopkins St
Solano Ave
4B: Two-Way Cycletrack
-
0.44
$263,800
The Alameda
Hopkins St
Solano Ave
-
2A: Standard Bike Lane
0.44
$39,600
Colusa Ave
Colusa Ave
Solano Ave
Tacoma Ave
4B: Two-Way Cycletrack
-
0.13
$80,600
Colusa Ave
Solano Ave
Tacoma Ave
-
2B: Upgraded Bike Lane
0.13
$24,200
Hearst Ave
California St
Arch St/Le Conte Ave
4B: Two-Way Cycletrack
-
0.91
$546,000
Hearst Ave
California St
Shattuck Ave
-
2B: Upgraded Bike Lane
0.63
$113,300
CORRIDOR
LOCATION
CROSS ST A
CROSS ST B
Woolsey St
Bancroft Way
Telegraph Ave
Ashby Ave
Bancroft Way
Telegraph Ave
Woolsey St
Ashby Ave
City Limits South
San Pablo Ave
Total
MILES
COST ESTIMATE
$10,342,300
APPENDIX E
RECOMMENDED PROJECT
Hearst Ave*
Table E-7: Complete Streets Corridor Studies Continued
* Project also listed in Table E-5. E-14
FINAL PLAN
PROJECT PRIORITIZATION The sections below list each project falling under each prioritization corridor. Tier 1 should be implemented in the short-term by 2025, Tier 2 in the medium-term (between 2025 and 2035), and Tier 3 in the long-term (by 2035). Several projects are also considered for a Complete
Tier 1 Projects There are 17 Tier 1 projects. Based on the evaluation criteria from Chapter 6: Implementation, these should be implemented by 2025. Table E-8 lists the Tier 1 projects.
Streets Corridor Study. These are indicated in the notes columns below.
Table E-8: Tier 1 Projects
TYPE
LOCATION
CROSS ST A
CROSS ST B NOTES
MILES
Dana St
4B: Two-Way Cycletrack
Dana St
Bancroft Wy
Dwight Wy
0.25
Channing Wy E-15
TOTAL COST ESTIMATE
ID
2B: Upgraded Bike Lane
Channing Wy
MLK Jr Wy
Piedmont Ave
1.13
RRFB + Median
Channing Wy
6th St
-
-
$70,000
PHB
Channing Wy
San Pablo Ave
-
-
$250,000
PHB
Channing Wy
Sacramento St
-
-
$250,000
Protected Intersection
Channing Wy
Shattuck Ave
-
-
$650,000
Protected Intersection
Channing Wy
Telegraph Ave
-
-
$650,000
Traffic Circle
Channing Wy
7th St
-
-
$50,000
Traffic Circle
Channing Wy
Browning St
-
-
$50,000
Traffic Circle
9th St
Channing Wy
-
-
$50,000
Traffic Circle
Bonar St
Channing Wy
-
-
$50,000
Traffic Circle
California St
Channing Wy
-
-
$50,000
Traffic Diverter
Channing Wy
10th St
-
-
$50,000
Traffic Diverter
Channing Wy
Curtis St
-
-
$50,000
Traffic Circle
Channing Wy
Dana St
-
-
$50,000
Traffic Circle
Channing Wy
Ellsworth St
-
-
$50,000
Traffic Circle
Channing Wy
Fulton St
-
-
$50,000
Traffic Diverter
Channing Wy
Bowditch St
-
-
1A: Paved Path
Ohlone Greenway
City Limits North
Peralta Ave
Off-street
0.34
$1,190,000
1A: Paved Path
Ohlone Greenway
Hopkins St
Virginia St
Off-street
0.36
$1,276,900
1A: Paved Path
Ohlone Greenway
Sacramento St
MLK Jr Wy
Off-street
0.50
$1,742,000
3E: Bike Boulevard
Acton St
Delaware St
Virginia St
4B: Two-Way Cycletrack
Delaware St
Acton St
Sacramento St
Protected Intersection
Delaware St
Sacramento St
-
RRFB + Median + Raised
Ohlone Greenway
Santa Fe
$85,000
Raised Intersection
Ohlone Greenway
Gilman St
$125,000
RRFB + Median + Raised
Ohlone Greenway
Hopkins St
$85,000
RRFB + Median + Raised
Ohlone Greenway
Rose St
$85,000
Ohlone Greenway
CIT Y OF BERKELEY BIKE PLAN
CORRIDOR
Complete Street Corridor Study
Complete Street Corridor Study
$195,100
$204,100
$50,000
0.13
$6,300
0.13
$101,800
-
$650,000
Above recommendations for two-way cycletracks are subject to right-of-way availability and pending further study and coordination with affected agencies.
FINAL PLAN Table E-8: Tier 1 Projects Continued
TYPE
LOCATION
CROSS ST A
Ohlone Greenway
RRFB + Median + Raised
Ohlone Greenway
Cedar St
$85,000
RRFB + Median + Raised
Ohlone Greenway
Franklin St
$85,000
RRFB + Median + Raised
Ohlone Greenway
Peralta
$85,000
4B: Two-Way Cycletrack
Peralta Ave
Hopkins St
Ohlone Greenway
0.05
$30,000
4B: Two-Way Cycletrack
Milvia St
Hearst Ave
Blake St
0.75
$451,500
Milvia St
Rose St
-
-
$50,000
University Ave
Milvia St
-
-
$650,000
Traffic Circle
Milvia St
Oregon St
-
-
$50,000
Milvia St
Traffic Circle
Milvia St
Parker St
-
-
$50,000
RRFB
Milvia St
Hopkins St
-
-
$50,000
PHB
Adeline St
Woolsey St
-
-
$250,000
RRFB + Median
Woolsey St
Shattuck Ave
-
-
$70,000
3E: Bike Boulevard
Addison St
Bolivar Dr
Oxford St
Class I Path between Curtis St and Browning St
1.96
$98,000
1A: Paved Path
Addison St
Curtis St
Browning St
Connector
0.06
$201,500
3C: Sharrows
Bolivar Dr
Aquatic Park Path
Addison St
Cycletrack Crossing
Addison St
San Pablo Ave
-
$60,000
PHB
Addison St
Sacramento St
-
-
$250,000
RRFB + Median
Addison St
MLK Jr Wy
-
-
$70,000
RRFB + Median
Addison St
Oxford St
-
-
$70,000
Traffic Diverter
Addison St
Grant St
-
-
$50,000
Traffic Diverter
Addison St
10th St
-
-
$50,000
Traffic Circle
Addison St
7th St
-
-
$50,000
Traffic Circle
Addison St
5th St
-
-
$50,000
RRFB + Median
Addison St
6th St
-
-
$70,000
3E: Bike Boulevard
Fulton St, Prince St, Deakin St, Wheeler St
Dwight Wy
Woolsey St
0.98
$49,200
4B: Two-Way Cycletrack
Bancroft Wy
Milvia St
Piedmont Ave
Complete Street Corridor Study
1.00
$607,200
4B: Two-Way Cycletrack
Fulton St, Oxford St
Dwight Wy
Virginia St
Complete Street Corridor Study
0.89
$726,700
2A: Standard Bike Lane
Center St
Shattuck Ave
Oxford St
3C: Sharrows
Hearst Ave
Arch St/Le Conte Ave
Euclid Ave
Cycletrack Crossing
Bancroft Wy
Barrow Ln/ Bowditch St
-
-
$60,000
Traffic Circle
Fulton St
Parker St
-
-
$50,000
Traffic Circle
Fulton St
Oregon St
-
-
$50,000
Traffic Circle
Fulton St
Wheeler St
-
-
$50,000
Traffic Circle
Fulton St
Deakin St
-
-
$50,000
Protected Intersection
Hearst Ave
Shattuck Ave
-
-
$650,000
Protected Intersection
Hearst Ave
Oxford St
-
-
$650,000
Protected Intersection
Hearst Ave
Arch St/Le Conte Ave
-
-
$650,000
0.12
Climbing route
$2,800
0.12
$10,700
0.21
$2,100
Above recommendations for two-way cycletracks are subject to right-of-way availability and pending further study and coordination with affected agencies.
APPENDIX E
Fulton St, Bancroft Wy
RRFB Protected Intersection
Woolsey St
MILES
Addison St
ID
CROSS ST B NOTES
TOTAL COST ESTIMATE
Milvia St
CORRIDOR
E-16
FINAL PLAN Table E-8: Tier 1 Projects Continued
TYPE
LOCATION
CROSS ST A
CROSS ST B NOTES
MILES
Fulton St, Bancroft Wy
Protected Intersection
Fulton St
Bancroft Wy
-
-
$650,000
Protected Intersection
Bancroft Wy
Telegraph Ave
-
-
$650,000
Protected Intersection
Fulton St
Dwight Wy
-
-
$650,000
4B: Two-Way Cycletrack
Hearst Ave
California St
Arch St/Le Conte Ave
0.91
$659,300
Derby St
PHB
San Pablo Ave
Parker St
-
$250,000
Traffic Diverter
Derby St
Fulton St
-
$50,000
PHB
Shattuck Ave
Derby St
-
$250,000
PHB
San Pablo Ave
Virginia St
-
-
$250,000
PHB
Sacramento St
Virginia St
-
-
$250,000
RRFB + Median
MLK Jr Wy
Virginia St
-
-
$70,000
PHB
Shattuck Ave
Virginia St
-
-
$250,000
RRFB
Oxford St
Virginia St
-
-
$50,000
9th St
RRFB
9th St
Cedar St
-
-
$50,000
Traffic Signal
Ashby Ave
9th St
-
-
$500,000
California St
RRFB
Dwight St
California St
-
-
$50,000
RRFB + Median
Ashby Ave
California St
-
$70,000
Hillegass Ave
RRFB + Median
Dwight Wy
Hillegass Ave/ Bowditch St
-
-
$70,000
PHB
Ashby Ave
Hillegass Ave
-
-
$250,000
Traffic Circle
Hillegass Ave
Russell St
-
-
$50,000
Russell St
PHB
Russell St
Sacramento St
-
-
$250,000
PHB
Russell St
Adeline St
-
-
$250,000
RRFB + Median
Russell St
Shattuck Ave
-
-
$70,000
RRFB + Median
Russell St
Claremont Ave
-
-
$70,000
Cycletrack Crossing
San Pablo Ave
Heinz Ave/ Russell St
-
-
$60,000
Traffic Signal
San Pablo Ave
Heinz Ave/ Russell St
-
-
$500,000
Traffic Circle
Russell St
King St
-
-
$50,000
Alcatraz Ave
RRFB + Median
Alcatraz Ave
King St
-
-
$70,000
Adeline St
4B: Two-Way Cycletrack
Adeline St
King St
Shattuck Ave
Complete Street Corridor Study
0.99
$710,800
Shattuck Ave
4B: Two-Way Cycletrack
Shattuck Ave
City Limits South
Rose St
Complete Street Corridor Study
2.08
$147,100
San Pablo Ave
4B: Two-Way Cycletrack
San Pablo Ave
City Limits South
City Limits North
Complete Street Corridor Study
2.35
$1,434,100
Hopkins St
4B: Two-Way Cycletrack
Hopkins St
9th St
Milvia St
Complete Street Corridor Study
1.50
$1,014,100
4B: Two-Way Cycletrack
Gilman St
2nd St
Hopkins St
Complete Street Corridor Study
1.19
$926,800
PHB
San Pablo Ave
Camelia St
-
$250,000
RRFB + Median
Cornell Ave
Hopkins St
-
$70,000
Virginia St
ID
CIT Y OF BERKELEY BIKE PLAN
TOTAL COST ESTIMATE
Camelia St
CORRIDOR
Complete Street Corridor Study
Future trail project
Short term Sidewalk
Total $25,643,100 E-17
Above recommendations for two-way cycletracks are subject to right-of-way availability and pending further study and coordination with affected agencies.
FINAL PLAN
Tier 2 Projects There are 11 Tier 2 projects. Based on the evaluation criteria from Chapter 6: Implementation, these should be implemented between 2025 and 2035. Table E-9 lists the Tier 2 projects.
Table E-9: Tier 2 Projects NOTES
LOCATION
CROSS ST A
CROSS ST B
3C: Sharrows
Grant St
Grant St - North Terminus
Russell St
1.80
$5,800
3C: Sharrows
Josephine St
Rose St
The Alameda
0.35
$3,500
3C: Sharrows
Sonoma Ave
Josephine St
City Limits North
0.26
$4,900
3C: Sharrows
Piedmont Ave
Russell St
Derby St
0.26
$4,300
3E: Bike Boulevard
Woolsey St
Adeline St
Hillegass Ave
0.85
$42,400
3C: Sharrows
Woolsey St, The Uplands
Eton Ave
El Camino Real
0.69
$6,300
3E: Bike Boulevard
Prince St, MLK Jr Wy
King St
Adeline St
0.27
$13,600
PHB
MLK Jr Wy
Prince St
-
-
$250,000
Traffic Circle
Woolsey St
Dana St
-
3E: Bike Boulevard
65th St, Harmon St
Liquid Sugar Dr
King St
2B: Upgraded Bike Lane
Alcatraz Ave
King St
Adeline St
PHB
Sacramento St
Harmon St
Traffic Circle
Harmon St
Traffic Circle
Harmon St
3E: Bike Boulevard
Briefly on Stuart St and Dwight Wy
MILES
TOTAL COST ESTIMATE
TYPE
-
$50,000
0.88
$44,200
0.12
$22,000
-
-
$250,000
Baker St
-
-
$50,000
Idaho St
-
-
$50,000
Idaho St, 66th St, Mabel St, Ward St, Mabel St, Dwight Wy, Bonar St
Harmon St
Bancroft Wy
Short segments on 66th, Russell, Ward, Dwight
1.31
$65,300
1A: Paved Path
Between Bonar St & West St
Addison St
Bancroft Wy
Off-street
0.25
$875,300
RRFB + Median
Dwight Wy
Mabel St
-
$70,000
Traffic Circle
Mabel St
Carrison St
-
-
$50,000
Traffic Circle
Mabel St
67th St
-
-
$50,000
Traffic Signal
Mabel St
Ashby Ave
-
-
$500,000
Traffic Circle
Mabel St
Haskell St
-
-
$50,000
65th St is outside Berkeley
Add bike detection to existing signal
APPENDIX E
Mabel St
Harmon St
Woolsey St
Piedmont Ave
Grant St
CORRIDOR
E-18
FINAL PLAN
Table E-9: Tier 2 Projects Continued
CIT Y OF BERKELEY BIKE PLAN
Piedmont Ave/Warring St
University Ave
California St
Virginia St
Dana St
CORRIDOR
E-19
TYPE
LOCATION
CROSS ST A
CROSS ST B
3E: Bike Boulevard
Dana St
Dwight Wy
Derby St
Traffic Diverter
Derby St
Grant St
3E: Bike Boulevard
Virginia St
4th St
6th St
Traffic Circle
9th St
Virginia St
Traffic Circle
California St
Virginia St
Traffic Diverter
Virginia St
Traffic Circle
Virginia St
Traffic Circle Traffic Diverter
NOTES
MILES
TOTAL COST ESTIMATE
0.25
$12,500
-
$50,000
0.12
$6,200
-
-
$50,000
-
-
$50,000
7th St
-
-
$50,000
8th St
-
-
$50,000
Virginia St
Chestnut Wy
-
-
$50,000
Virginia St
McGee Ave
-
-
$50,000
Traffic Circle
Virginia St
Curtis St
-
-
$50,000
Traffic Circle
Virginia St
Kains Ave
-
3E: Bike Boulevard
California St
62nd St
Russell St
Traffic Circle
California St
Blake St
RRFB + Median
California St
Alcatraz Ave
Traffic Circle
California St
Allston Wy
-
-
$50,000
4B: Two-Way Cycletrack
University Ave
Oxford St
4th St
Complete Street Corridor Study
1.88
$1,144,400
2B: Upgraded Bike Lane
4th St
Virginia St
University Ave
Complete Street Corridor Study
0.31
$58,500
4B: Two-Way Cycletrack
Piedmont Ave/ Warring St
Bancroft Wy
Derby St
Complete Street Corridor Study
0.54
$327,000
Total
$4,658,400
Reset existing diverters
-
$50,000
0.64
$32,200
-
-
$50,000
-
-
$70,000
FINAL PLAN
Tier 3 Projects There are 15 Tier 3 projects. Based on the evaluation criteria from Chapter 6: Implementation, these should be implemented by 2035. Table E-10 lists the Tier 3 projects.
Table E-10: Tier 3 Projects CROSS ST A
CROSS ST B
Grizzly Peak Blvd
3C: Sharrows
Grizzly Peak Blvd
Spruce St
City Limits East
2.29
$5,500
3C: Sharrows
Wildcat Canyon Rd
Spruce St
City Limits East
1.81
$3,000
3C: Sharrows
Colusa Ave
Tacoma Ave
City Limits North
0.51
$2,800
3C: Sharrows
Spruce St
Virginia St
Wildcat Canyon Rd
2.08
$6,800
3C: Sharrows
Arlington Ave
The Circle
City Limits North
1.03
$9,100
4B: Two-Way Cycletrack
Solano Ave
City Limits West
Northbrae Tunnel
Complete Street Corridor Study
0.52
$317,500
4B: Two-Way Cycletrack
Colusa Ave
Solano Ave
Tacoma Ave
Complete Street Corridor Study
0.13
$104,800
3C: Sharrows
Portland Ave
City Limits West
Colusa Ave
0.24
$3,500
3E: Bike Boulevard
Kains Ave
City Limits North
Virginia St
0.64
$32,200
3C: Sharrows
Santa Fe Ave, Talbot Ave
Page St
City Limits North
0.34
$2,100
3C: Sharrows
Santa Fe Ave
Camelia St
City Limits North
0.27
$1,400
3C: Sharrows
Peralta Ave
Ohlone Greenway
City Limits North
0.29
$2,100
3C: Sharrows
Curtis St
Gilman St
City Limits North
0.12
$700
3E: Bike Boulevard
Camelia, Cornell, Hopkins, Rose, Walnut
9th St
Oxford Elementary
2.20
$110,000
The Alameda
4B: Two-Way Cycletrack
The Alameda
Hopkins St
Solano Ave
0.44
$303,400
3C: Sharrows
Euclid Ave
Bayview Pl
Virginia St
2B: Upgraded Bike Lane
Euclid Ave
Virginia St
Hearst Ave
Climbing route from Rose St to Los Angeles Ave
Complete Street Corridor Study
Complete Street Corridor Study
MILES
APPENDIX E
LOCATION
Kains Ave, Santa Fe Ave
TYPE
Euclid Ave
NOTES
TOTAL COST ESTIMATE
CORRIDOR
0.48
$2,000
0.19
$36,800
E-20
FINAL PLAN
Table E-10: Tier 3 Projects Continued
LOCATION
CROSS ST A
CROSS ST B
Gayley Rd
3C: Sharrows
Gayley Rd
Hearst Ave
Piedmont Ave
0.56
$2,800
Acton St
3C: Sharrows
Acton St
Delaware St
University Ave
0.18
$100
6th St
2B: Upgraded Bike Lane
6th St
Gilman St
Channing Wy
1.25
$225,700
Derby St
3E: Bike Boulevard
Derby St
Mabel St
Warring St
1.85
$92,600
3E: Bike Boulevard
Parker St
Mabel St
9th St
0.34
$17,200
Cycletrack Crossing
Derby St
College Ave
-
$60,000
PHB
Sacramento St
Derby St
-
$250,000
Traffic Circle
Derby St
Milvia St
-
$50,000
Traffic Diverter
Derby St
Hillegass Ave
-
-
$50,000
Traffic Circle
Derby St
Regent St
-
-
$50,000
Traffic Circle
Parker St
9th St
-
-
$50,000
Traffic Diverter
9th St
Pardee St
-
-
$50,000
Traffic Circle
9th St
Page St
-
-
$50,000
Traffic Diverter
9th St
Jones St
-
-
$50,000
Traffic Circle
9th St
Grayson St
-
-
$50,000
Traffic Circle
9th St
Heinz Ave
-
-
$50,000
Claremont Ave
4B: Two-Way Cycletrack
Claremont Ave
City Limits South
Warring St
Complete Street Corridor Study
1.10
$675,800
Telegraph Ave
4B: Two-Way Cycletrack
Telegraph Ave
Woolsey St
Bancroft Wy
Complete Street Corridor Study
1.09
$851,100
Monterey Ave
4B: Two-Way Cycletrack
Monterey Ave
Hopkins St
The Alameda
0.58
$350,600
Traffic Circle
Camelia St
Kains Ave
-
$50,000
9th St
TYPE
Camelia St
CIT Y OF BERKELEY BIKE PLAN E-21
NOTES
TOTAL COST ESTIMATE
CORRIDOR
MILES
FINAL PLAN
Table E-10: Tier 3 Projects Continued
TYPE
LOCATION
CROSS ST A
Rose St
NOTES
MILES
Traffic Diverter
Rose St
Chestnut St
-
$50,000
Traffic Circle
Rose St
California St
-
$50,000
Traffic Circle
Rose St
Milvia St
-
$50,000
Traffic Circle
Rose St
Walnut St
-
$50,000
Total
$4,169,600
APPENDIX E
CROSS ST B
TOTAL COST ESTIMATE
CORRIDOR
E-22
Appendix F
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
F-2
CONTEXT
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
F AppendixAppendix F: Context
F-3
Appendix F: Context
Guidance Basis The sections that follow serve as an inventory of pedestrian and bicycle design treatments and provide guidelines for their development. These treatments and design guidelines are important because they represent the tools for creating a walking- and bicycle-friendly, safe, accessible community. The guidelines are not, however, a substitute for a more thorough evaluation by a professional upon implementation of facility improvements. The following standards and guidelines are referred to in this guide.
NATIONAL GUIDANCE
IMPACT ON SAFETY AND CRASHES
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Walking and biking facilities can have a significant influence on user safety. The Federal Highway Administration’s (FHWA) Crash Modification Factor Clearinghouse (http:// www.cmfclearinghouse.org/) is a web-based database of Crash Modification Factors (CMF) to help transportation engineers identify the most appropriate countermeasure for their safety needs. Where available and appropriate, CMFs or similar study results are included for each treatment.
F-4
The National Association of City Transportation Officials’ (NACTO) Urban Bikeway Design Guide (2012) and Urban Street Design Guide (2013) are collections of nationally recognized street design standards, and offers guidance on the current state of the practice designs.
Appendix F: Context
The California Manual on Uniform Traffic Control Devices (CAMUTCD) (2014) is an amended version of the FHWA MUTCD 2009 edition modified for use in California. While standards presented in the CA MUTCD substantially conform to the FHWA MUTCD, the state of California follows local practices, laws and requirements with regards to signing, striping and other traffic control devices.
Main Street, California: A Guide for Improving Community and Transportation Vitality (2013) reflects California’s current manuals and policies that improve multimodal access, livability and sustainability within the transportation system. The guide recognizes the overlapping and sometimes competing needs of main streets.
The California Highway Design Manual (HDM) (Updated 2015) establishes uniform policies and procedures to carry out highway design functions for the California Department of Transportation.
The Caltrans Memo: Design Flexibility in Multimodal Design (2014) encourages flexibility in highway design. The memo stated that “Publications such as the National Association of City Transportation Officials (NACTO) “Urban Street Design Guide” and “Urban Bikeway Design Guide,” ... are resources that Caltrans and local entities can reference when ma king planning and design decisions on the State highway system and local streets and roads.”
Complete Intersections: A Guide to Reconstructing Intersections and Interchanges for Bicyclists and Pedestrians (2010) is a reference guide presents information and concepts related to improving conditions for bicyclists and pedestrians at major intersections and interchanges. The guide can be used to inform minor signage and striping changes to intersections, as well as major changes and designs for new intersections.
Separated Bike Lane Planning and Design Guide (2015) is the latest national guidance on the planning and design of separated bike lane facilities released by the Federal Highway Administration (FHWA). The resource documents best practices as demonstrated around the U.S., and offers ideas on future areas of research, evaluation and design flexibility.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
CALIFORNIA GUIDANCE
F-5
Appendix F: Context
Bicycle User Type As part of public outreach for the Bicycle Plan, a survey was conducted of Berkeley residents asking about their interests, current habits, concerns, and facility preferences around bicycling. Using a bicycling classification system originally developed by Portland City Bicycle Planner, Roger Geller, respondents were sorted into groups by their differing needs and bicycling comfort levels given different roadway conditions. Geller’s typologies have been carried forward into several subsequent studies in cities outside Portland at the national level, and were used in the City of Berkeley analysis for consistency with national best practices and comparison to other top cycling cities. These categories of bicyclists are described below. Berkeley Distribution of Bicyclist Types Strong and Fearless – This group is willing to ride a bicycle on any roadway, regardless of traffic conditions. Comfortable taking the lane and riding in a vehicular manner on major
3%
streets without designated bicycle facilities.
Strong and Fearless
Enthused and Confident - This group of people riding bicycles are riding in most roadway situations but prefer to have a designated facility. Comfortable riding on major streets with a bike lane.
16%
Enthused and Confident
71%
Interested but Concerned
10%
No Way, No How
Interested but Concerned – This group is more cautious and has some inclination towards bicycling, but are held back by concern over sharing the road with cars. Not very comfortable on major streets, even with a striped bike lane, and prefer separated pathways or low traffic neighborhood
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
streets.
F-6
No Way, No How – This group comprises residents who simply aren’t interested in bicycling and may be physically unable or don’t know how to ride a bicycle, and are unlikely to adopt bicycling in any way.
Appendix F: Context
Facility Selection In order to provide a bikeway network that meets the needs of Berkeley’s “Interested but Concerned” residents (who comprise over 2/3 of the population), bikeways must be low-stress and comfortable. By using a metric called Level of Traffic Stress (LTS), specific facility types can be matched to the needs of people who bicycle in Berkeley. Generally, “Interested but Concerned”, users will only bicycle on LTS 1 or LTS 2 facilities. Levels of Traffic Stress (LTS) DESCRIPTION
STRONG & FEARLESS
ENTHUSIASTIC & CONFIDENT
INTERESTED BUT CONCERNED
LTS 1
Presents the lowest level of traffic stress; demands less attention from people riding bicycles, and attractive enough for a relaxing bicycle ride. Suitable for almost all people riding bicycles, including children trained to ride in the street and to safety cross intersections.
YES
YES
LTS2
Presents little traffic stress and therefore suitable to most adults riding bicycles, but demandsmore attention than might be expected from children
YES
YES
LTS3
More traffic stress than LTS2, yet significantly less than the stress of integrating with multilane traffic.
YES
SOMETIMES
NO
LTS4
A level of stress beyond LTS 3. Includes roadways that have no dedicated bicycle facilities and moderate to higher vehicle speeds and volumes OR high speed and high volume roadways WITH an exclusive riding zone (lane) where there is a significant speed differential with vehicles.
YES
NO
NO
YES
SOMETIMES
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
LTS LEVEL
WHAT TYPE OF BICYCLISTS WILL RIDE ON THIS LTS FACILITY?
F-7
Appendix F: Context
Facility Selection (Continued) The charts below help to identify the preferred bikeway facility type or crossing treatment, depending on roadway volumes and a target bikeway LTS 1 or 2. For Berkeley’s Bicycle Bouelvard network, additional consideration is given to the LTS of street crossings, particularly high-volume or multi-lane crossings.
Recommended Bikeway Type Based on Traffic Volumes Average Annual Daily Traffic (1,000 Vehicles/day Or 100 Vehicles/peak hour)
FACILITY TYPE BICYCLE BOULEVARD
CLASS III BIKE ROUTE
Street Class
Local
Local
CLASS II ON-STREET BIKE LANE NOT ADJACENT TO PARKING
Collector Major
CLASS II ON-STREET BIKE LANE ADJACENT TO PARKING
Collector Major
CLASS IV SEPARATED BIKEWAY
Major
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
(Average Daily Vehicles, per 1,000)
F-8
0
1
1.5
2
3
4
5
7.5+
10+
12.5+
LTS 1
RECOMMENDED
LTS 2
RECOMMENDED
LTS 3
NOT RECOMMENDED
Appendix F: Context Bicycle Boulevard Crossing Treatment Recommendations
TrafficVOLUMES Volumes TRAFFIC CROSSING TREATMENT
VERY LOW
LOW
MEDIUM
HIGH
Up to 3 lanes
Up to 3 lanes
4 lanes
Up to 3 lanes
4 or 5 lanes
Up to 3 lanes
4 or 5 lanes
Marked Crossing
LTS 1
LTS 1 or 2
LTS 2
LTS 3
LTS 3
LTS 4
LTS 4
Median Refuge Island 1
LTS 1
LTS 1
LTS 2
LTS 2
LTS 3
LTS 3
LTS 4
RRFB 2,3
X
LTS 1
LTS 1
LTS 2
LTS 3
LTS 3
LTS 3
RRFB with median 1,2,3
X
LTS 1
LTS 1
LTS 1
LTS 2
LTS 2
LTS 3
Pedestrian Hybrid Beacon (HAWK) 2
X
X
LTS 1
LTS 1
LTS 1
LTS 1
LTS 1
Traffic Signal 2
X
X
X
LTS 1
LTS 1
LTS 1
LTS 1
X No Additional Benefit
X No additional benefit 1 Minimum 6 ft wide median 1 Minimum 6 - ft wide median Subject to successful warrant analysis 2 2Subject successful warrant analysis 3 4-way stop signs may be considered as an alternative to RRFBs 3 4-way stop signs may be considered as an alternative to RRFBs
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
LTS refers to Level of Traffic Stress
F-9
Appendix F: Context
Design Needs of Bicyclists The facility designer must have an understanding of how bicyclists operate and how their bicycle influences that operation. Bicyclists, by nature, are much more affected by poor facility design, construction and maintenance practices than motor vehicle drivers. By understanding the unique characteristics and needs of bicyclists, a facility designer can provide quality facilities and minimize user risk.
BICYCLE AS A DESIGN VEHICLE Similar to motor vehicles, bicyclists and
Bicycle Rider - Typical Dimensions
their bicycles exist in a variety of sizes and
Operating Envelope 8’ 4”
configurations. These variations occur in the types of vehicle (such as a conventional bicycle, a recumbent bicycle or a tricycle), and behavioral characteristics (such as the comfort level of the bicyclist). The design of a bikeway should consider expected bicycle types on the facility and utilize the appropriate dimensions.
Eye Level 5’
The figure to the right illustrates the operating space and physical dimensions of a typical adult bicyclist, which are the basis for typical facility design. Bicyclists require clear space to operate
Handlebar Height 3’8”
within a facility. This is why the minimum operating width is greater than the physical dimensions of the bicyclist. Bicyclists prefer five feet or more operating width, although four feet may be
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
minimally acceptable.
F-10
In addition to the design dimensions of a typical bicycle, there are many other commonly used
Physical Operating Width 2’6”
pedal-driven cycles and accessories to consider when planning and designing bicycle facilities. The most common types include tandem bicycles, recumbent bicycles, and trailer accessories. The figure to the right summarizes the typical dimensions for bicycle types.
Preferred Operating Width 5’
Minimum Operating Width 4’
Appendix F: Context
Bicycle Design Vehicle - Typical Dimensions A: Adult Typical Bicycle
A
B: Adult Tandem Bicycle C: Adult Recumbent Bicycle D: Child Trailer Length E: Child Trailer Width F: Trailer Bike Length
5’ 10”
B
C
8’
E
3’ 11”
F
2’ 6”
3’ 9”
Source: AASHTO Guide for the Development of Bicycle Facilities, 4th Edition
DESIGN NEEDS OF BICYCLISTS The facility designer must have an understanding of how bicyclists operate and how their bicycle influences that operation. Bicyclists, by nature, are much more affected by poor facility design, construction and maintenance practices than motor
Bicycle as Design Vehicle - Design Speed Expectations BICYCLE TYPE Upright Adult Bicyclist
vehicle drivers. By understanding the unique characteristics and needs of bicyclists, a facility designer can provide quality facilities and minimize user risk.
Recumbent Bicyclist
FEATURE
TYPICAL SPEED
Paved level surfacing
8-12 mph*
Crossing Intersections
10 mph
Downhill
30 mph
Uphill
5 -12 mph
Paved level surfacing
18 mph
* Typical speed for causal riders per AASHTO 2013.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
D
6’10”
F-11
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
F-12
F AppendixAppendix F: Context
CLASS BIKEWAYS BIKE PATHS
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
I
F-13
Appendix F: Class I Bikeways - Bike Paths
A
Shared Use Path
I
INTERSECTION
MID-BLOCK
A Shared use paths can provide a desirable facility, particularly for recreation and users of all skill levels, who prefer separation from traffic. Bicycle paths should generally provide directional travel opportunities not provided by existing roadways.
TYPICAL APPLICATION
of signage or other furnishings. Alternatively,
• Commonly established in natural greenway
path.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
corridors, utility corridors, or along abandoned rail
F-14
corridors. • May be established as short accessways through neighborhoods or to connect to cul-de-sacs. • May be established along roadways as an alternative to on-street riding. This configuration is called a sidepath.
DESIGN FEATURES A
Recommended 12’ width to accommodate moderate usage (14’ preferred for heavy use). Minimum 10’ width for low traffic situations only.
• Minimum 2’ shoulder width on both sides of the
consolidate into a single 4’ wide soft surface side
• Recommended 10’ clearance to overhead obstructions (8’ minimum). • When striping is required, use a 4” dashed yellow centerline stripe with 4” solid white edge lines. Solid centerlines can be provided on tight or blind corners, and on the approaches to roadway crossings. • Lighting can improve visibility along the shared use path and intersection crossings at night, if night use is desired. This increases safety for shared use path users. Lighting may also be necessary for daytime use trails in tunnels and underpasses. Typical pedestrian scale lighting is spaced at 30-50 ft and
path, with an additional foot of lateral clearance
should also be concentrated at trail heads, rest
as required by the MUTCD for the installation
areas, street crossings, and other public spaces.
Appendix F: Class I Bikeways - Bike Paths
A
B C D
Bollard Alternatives
I
INTERSECTION
MID-BLOCK
Bollards are physical barriers designed to restrict motor vehicle access to the multi-use path. Unfortunately, physical barriers are often ineffective at preventing access, and create obstacles to legitimate trail users. Alternative design strategies use signage, landscaping and curb cut design to reduce the likelihood of motor vehicle access.
• Bollards or other barriers should not be used unless there is a documented history of unauthorized intrusion by motor vehicles. • If unauthorized use persists, assess whether the problems posed by unauthorized access exceed the risks and issues posed by bollards and other
DESIGN FEATURES A
“No Motor Vehicles” signage (MUTCD R5-3)
B
At intersections, split the path tread into two
C
Vertical curb cuts should be used to
D
Low landscaping preserves visibility and
barriers.
may be used to reinforce access rules.
sections separated by low landscaping.
discourage motor vehicle access.
emergency access.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-15
Appendix F: Class I Bikeways - Bike Paths
C B A
R9-6
E W11-15, W11-15P
R1-5
D
Raised Path Crossings
INTERSECTION
I
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
The California Vehicle Code requires that motorists yield right-of-way to pedestrians within crosswalks. This requirement for motorists to yield is not explicitly extended to bicyclists, and the rights and responsibilities for bicyclists within crosswalks is ambiguous. Where shared-use paths intersect with minor streets, design solutions such as raised crossings help resolve this ambiguity where possible by giving people on bicycles priority within the crossing.
F-16
TYPICAL APPLICATION
B
• Where highly utilized shared-use paths cross minor
C
Curb extensions shorten crossing distance and
D
Parking should be prohibited 20 feet in advance
E
Path priority signing (MUTCD R1-5) and stop or
crossings is prioritized over vehicular traffic.
DESIGN FEATURES A
Raised crossing creates vertical deflection
deflection to draw driver attention to changed conditions at the crossing.
streets. • Where safety and comfort of path users at
Median refuge island creates horizontal
position users in a visible location.
of the crosswalk.
yield markings are placed 20 feet in advance of
that slows drivers and prepares them to yield
the crossing and function best when path user
to path users, while high-visibility crosswalk
volumes are high.
markings establish a legal crosswalk away from intersections.
Appendix F: Class I Bikeways - Bike Paths
Raised Path Crossings
Bicycle lanes provide an exclusive space, but may be subject to unwanted encroachment by motor vehicles.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Geometric design should promote a high degree
Studies have shown a 45% decrease in vehicle/
of yielding to path users through raised crossings,
pedestrian crashes after a raised crosswalk is
horizontal deflection, signing, and striping.
installed where none existed previously. (CMF ID: 136)
streets depends on an evaluation of vehicular traffic, line of sight, pathway traffic, use patterns, vehicle speed, road type, road width, and other safety issues such as proximity to major attractions. • Raised crossings should raise 4 inches above the roadway with a steep 1:6 (16%) ramp. The raise should use a sinusoidal profile to facilitate snow
CONSTRUCTION COSTS • Striped crosswalks costs range from approximately $100 to $2,100 each. • Curb extension costs can range from $2,000 to $20,000, depending on the design and site condition. • Median refuge islands costs range from $3,500 to
plow operation. Advisory speed signs may be used
$40,000, depending on the design, site conditions,
to indicate the required slow crossing speed.
and landscaping.
• A median safety island should allow path users to cross one lane of traffic at a time. The bicycle waiting area should be 8 feet wide or wider to allow for a variety of bicycle types. • Elements will be constructed with no variation in the surface. The maximum allowable tolerance in vertical roadway surface will be 1/4 of an inch.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• The approach to designing path crossings of
F-17
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
F-18
F AppendixAppendix F: Context
CLASS BIKEWAYS BIKE LANES
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
II
F-19
Appendix F: Class II Bikeways - Bike Lanes
C
A D B
Bicycle Lanes
INTERSECTION
II
MID-BLOCK
On-street bike lanes (Class II Bikeways) designate an exclusive space for bicyclists through the use of pavement markings and signs. The bike lane is located directly adjacent to motor vehicle travel lanes and is used in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge or parking lane.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-20
• Bike lanes may be used on any street with adequate space, but are most effective on streets with moderate traffic volumes ≥ 6,000 ADT (≥ 3,000 preferred).
DESIGN FEATURES A
Mark inside line with 6” stripe. (CAMUTCD
B
Include a bicycle lane marking (CAMUTCD
9C.04)
moderate speeds ≥ 25 mph.
• May be appropriate for children when configured as 6+ ft wide lanes on lower-speed, lower-volume streets with one lane in each direction.
Figure 9C-3) at the beginning of blocks and at regular intervals along the route. (CAMUTCD
• Bike lanes are most appropriate on streets with
• Appropriate for skilled adult riders on most streets.
9C.04) Mark 4“ parking lane line or “Ts”.1
C
6 foot width preferred adjacent to on-street parking, (5 foot min.) (HDM)
D
5–6 foot preferred adjacent to curb and gutter (4 foot min.) or 4 feet more than the gutter pan width.
1 Studies have shown that marking the parking lane encourages people to park closer to the curb. FHWA. Bicycle Countermeasure Selection System. 2006.
Appendix F: Class II Bikeways - Bike Lanes
FURTHER CONSIDERATIONS
Bicycle Lane
• On high speed streets (≥ 40 mph) the minimum bike lane should be 6 feet. (HDM 301.2) • On streets where bicyclists passing each other is expected, where high volumes of bicyclists are present, or where added comfort is desired, consider providing extra wide bike lanes up to 7 feet wide, or configure as a buffered bicycle lane. • It may be desirable to reduce the width of general purpose travel lanes in order to add or widen bicycle lanes. (HDM 301.2 3) • On multi-lane streets, the most appropriate
Bicycle lanes provide an exclusive space, but may be subject to unwanted encroachment by motor vehicles.
bicycle facility to provide for user comfort may be buffered bicycle lanes or physically separated bicycle lanes.
Place Bike Lane Symbols to Reduce Wear
Manhole Covers and Grates: • Manhole surfaces should be manufactured with a shallow surface texture in the form of a tight, nonlinear pattern • If manholes or other utility access boxes are to be located in bike lanes within 50 ft. of intersections or within 20 ft. of driveways or other bicycle access points, special manufactured permanent nonstick surfaces are required to ensure a controlled travel surface for cyclists breaking or turning. • Manholes, drainage grates, or other obstacles
Bike lane word, symbol, and/or arrow markings (MUTCD Figure 9C-3) shall be placed outside of the motor vehicle tread path in order to minimize wear from the motor vehicle path. (NACTO 2012)
Roadway surface inconsistencies pose a threat to safe riding conditions for bicyclists. Construction of manholes, access panels or other drainage elements should be constructed with no variation in the surface. The maximum allowable tolerance in vertical roadway surface will be 1/4 of an inch.
CRASH REDUCTION Before and after studies of bicycle lane installations show a wide range of crash reduction factors. Some studies show a crash reduction of 35% (CMF ID: 1719) for vehicle/bicycle collisions after bike lane installation.
CONSTRUCTION COSTS The cost for installing bicycle lanes will depend on the implementation approach. Typical costs are $16,000 per mile for restriping.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
should be set flush with the paved roadway.
F-21
Appendix F: Class II Bikeways - Bike Lanes
B
A
Colored Bicycle Lanes
INTERSECTION
II
MID-BLOCK
Colored pavement within a bicycle lane may be used to increase the visibility of the bicycle facility, raise awareness of the potential to encounter bicyclists and reinforce priority of bicyclists in conflict areas.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-22
• Within a weaving or conflict area to identify the potential for bicyclist and motorist interactions and
DESIGN FEATURES A
controlled cross-streets.
stripe) are used to outline the green colored pavement.
assert bicyclist priority. • Across intersections, driveways and Stop or Yield-
Typical white bike lanes (solid or dotted 6”
B
In weaving or turning conflict areas, preferred striping is dashed, to match the bicycle lane line extensions.
• The colored surface should be skid resistant and retro-reflective. (CAMUTCD 9C.02.02) • In exclusive use areas, such as bike boxes, color application should be solid green.
Appendix F: Class II Bikeways - Bike Lanes
Colored Bicycle Lane
A colored bicycle lane on Laurel Street in Santa Cruz, CA alerts users to potential merging in advance of an intersection. Photo by Richard Masoner via Flickr (CC BY-SA 2.0).
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Green colored pavement shall be used in
Before and after studies of colored bicycle lane
compliance with FHWA Interim Approval.
installations have found a reduction in bicycle/
(CAMUTCD 1A.10) (FHWA IA-14.10)
vehicle collisions by 38% and a reduction in serious
• While other colors have been used (red, blue, yellow), green is the recommended color in the U.S. • The application of green colored pavement within
injuries and fatalities of bicyclists by 71%. 2 A study in Portland, OR found a 38% decrease in the rate of conflict between bicyclists and motorists after colored lanes were installed. 3
bicycle lanes is an emerging practice. The guidance recommended here is based on best practices in cities around the country.
CONSTRUCTION COSTS The cost for installing colored bicycle lanes will depend on the materials selected and implementation approach. Typical costs range from $1.20/sq. ft. installed for paint to $14/sq. ft. installed for Thermoplastic. Colored pavement is more expensive than standard asphalt installation, costing 30-50% more than non-colored asphalt.
1 FHWA. Interim Approval for Optional Use of Green Colored Pavement for Bike Lanes (IA-14). 2011.
2 Jensen, S.U., et. al., “The Marking of Bicycle Crossings at Signalized Intersections,” Nordic Road and Transport Research No. 1, 1997, pg. 27. 3 Hunter, W. W., et. al., Evaluation of the Blue Bike-Lane Treatment Used in Bicycle/Motor Vehicle Conflict Areas in Portland, Oregon, McLean, VA: FHWA, 2000, pg. 25.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
1
F-23
Appendix F: Class II Bikeways - Bike Lanes
B A
Buffered Bicycle Lanes
INTERSECTION
II
MID-BLOCK
Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and/ or parking lane.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-24
• Anywhere a conventional bike lane is being considered. • On streets with high speeds and high volumes or high truck volumes. • On streets with extra lanes or lane width. • Appropriate for skilled adult riders on most streets.
DESIGN FEATURES A
The minimum bicycle travel area (not including
B
Buffers should be at least 2 feet wide. If
buffer) is 5 feet wide.
buffer area is 4 feet or wider, white chevron or diagonal markings should be used. (CAMUTCD 9C-104)
• For clarity at driveways or minor street crossings, consider a dotted line. • There is no standard for whether the buffer is configured on the parking side, the travel side, or a combination of both.
Appendix F: Class II Bikeways - Bike Lanes
Buffered Bicycle Lane
Buffered Bicycle Lane
The use of pavement markings delineates space for cyclists to ride in a comfortable facility.
The use of pavement markings delineates space for cyclists to ride in a comfortable facility.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Color may be used within the lane to discourage
A before and after study of buffered bicycle lane
• A study of buffered bicycle lanes found that, in order to make the facilities successful, there needs to also be driver education, improved signage and proper pavement markings.1 • On multi-lane streets with high vehicles speeds, the most appropriate bicycle facility to provide for user comfort may be physically separated bike lanes. • NCHRP Report #766 recommends, when space in limited, installing a buffer space between the parking lane and bicycle lane where on-street parking is permitted rather than between the bicycle lane and vehicle travel lane. 2
1 Monsere, C.; McNeil, N.; and Dill, J., “Evaluation of Innovative Bicycle Facilities: SW Broadway Cycle Track and SW Stark/Oak Street Buffered Bike Lanes. Final Report” (2011).Urban Studies and Planning Faculty Publications and Presentations. 2 National Cooperative Highway Research Program. Report #766: Recommended Bicycle Lane Widths for Various Roadway Characteristics.
installation in Portland, OR found an overwhelmingly positive response from bicyclists, with 89% of bicyclists feeling safer riding after installation and 91% expressing that the facility made bicycling easier. 3
CONSTRUCTION COSTS The cost for installing buffered bicycle lanes will depend on the implementation approach. Typical costs are $16,000 per mile for restriping. However, the cost of large-scale bicycle treatments will vary greatly due to differences in project specifications and the scale and length of the treatment.
3 National Cooperative Highway Research Program. Report #766: Recommended Bicycle Lane Widths for Various Roadway Characteristics.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
motorists from entering the buffered lane.
F-25
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
F-26
F AppendixAppendix F: Context
CLASS BIKEWAYS BIKE ROUTES
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
III
F-27
Appendix F: Class III Bikeways - Bike Routes
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Bicycle Boulevards
F-28
INTERSECTION
III
MID-BLOCK
A Bicycle Boulevard is a roadway that has been modified, as needed, to enhance safety and convenience for people bicycling. It provides better conditions for bicycling while maintaining the neighborhood character and necessary emergency vehicle access. Berkeley’s Bicycle Boulevards are intended to serve as the primary low-stress bikeway network, providing safe, direct, and convenient routes across Berkeley. Key elements of Bicycle Boulevards are unique signage and pavement markings, traffic calming features to maintain low vehicle volumes, and safe and convenient major street crossings.
TYPICAL APPLICATION • Parallel with and in close proximity to major thoroughfares (1/4 mile or less).
• Local streets with traffic volumes of fewer than 1,500 vehicles per day. Utilize traffic calming to maintain or establish low volumes and discourage vehicle cut through / speeding.
• Follow a desire line for bicycle travel that is ideally long and relatively continuous (2-5 miles). • Avoid alignments with excessive zigzag or circuitous routing. The bikeway should have less than 10% out of direction travel compared to shortest path of primary corridor.
DESIGN FEATURES • Signs and pavement markings are the minimum treatments necessary to designate a street as a bicycle boulevard.
Appendix F: Class III Bikeways - Bike Routes
Bicycle Boulevards
• Implement volume control treatments based on the context of the bicycle boulevard, using engineering judgment. Motor vehicle volumes should not exceed 1,500 vehicles per day. • Intersection crossings should be designed to enhance safety and minimize delay for bicyclists, following crossing treatment progression to achieve Level of Traffic Stress 1 or 2.
Streets along classified neighborhood bikeways may require additional traffic calming measures to discourage through trips by motor vehicles.
CRASH REDUCTION In a comparison of vehicle/cyclist collision rates on traffic-calmed side streets signed and improved for cyclist use, compared to parallel and adjacent arterials with higher speeds and volumes, the bicycle boulevard as found to have a crash reduction factor of 63 percent, with rates two to eight times lower when controlling for volume (CMF ID: 3092).
FURTHER CONSIDERATIONS
CONSTRUCTION COSTS
Bicycle boulevard retrofits to local streets are
Costs vary depending on the type of treatments
typically located on streets without existing
proposed for the corridor. Simple treatments such
signalized accommodation at crossings of collector
as wayfinding signage and markings are most cost-
and arterial roadways. Without treatments for
effective, but more intensive treatments will have
bicyclists, these intersections can become major
greater impact at lowering speeds and volumes, at
barriers along the bicycle boulevard and compromise
higher cost.
safety. Traffic calming can deter motorists from driving on a street. Anticipate and monitor vehicle volumes on adjacent streets to determine whether traffic calming results in inappropriate volumes. Traffic calming can be implemented on a trial basis.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Bicycle boulevards are established on streets that improve connectivity to key destinations and provide a direct, low-stress route for bicyclists, with low motorized traffic volumes and speeds, designated and designed to give bicycle travel priority over other modes.
F-29
Appendix F: Class III Bikeways - Bike Routes F
D
A
E
C
B
Traffic Calming
INTERSECTION
III
MID-BLOCK
Traffic calming may include elements intended to reduce the speeds of motor vehicle traffic to be closer to bicyclist travel speeds, or include design elements that restrict certain vehicle movements and discourage motorists from using bicycle boulevards as cut-through corridors.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Traffic calming treatments can cause drivers to slow down by constricting the roadway space for more careful maneuvering. Such measures may reduce the design speed of a street, and can be used in conjunction with reduced speed limits to reinforce the expectation of lowered speeds. They can also lower vehicle volumes by physically or operationally reconfiguring corridors and intersections along the route.
TYPICAL APPLICATION • Bicycle boulevards should have a maximum posted speed of 25 mph. Use traffic calming to maintain an 85th percentile speed below 20
DESIGN FEATURES SPEED MANAGEMENT A
mph (25 mph maximum). Bikeways with average
used with a marked crossing.
traffic calming measures.
B
a constricted length of at least 20 feet in the direction of travel. • Bring traffic volumes down to 1,500 cars per day (4,000 cars per day maximum). Bikeways with daily volumes above this limit should be considered for traffic calming measures.
create a pinchpoint for vehicles and offer shorter crossing distances for pedestrians when
speeds above this limit should be considered for
• Maintain a minimum clear width of 14 feet with
Median islands in the center of the roadway
Chicanes slow drivers by requiring vehicles to shift laterally through narrowed lanes, while preserving sightlines.
C
Pinchpoints, chokers, or curb extensions restrict motorists from operating at high speeds on local streets by visually and physically narrowing the roadway. An effective configuration narrows the roadway to a single lane so only one vehicle travelling in either
F-30
direction can proceed at a time.
Appendix F: Class III Bikeways - Bike Routes
D
Neighborhood traffic circles reduce vehicle speed at intersections by requiring motorists to move cautiously through conflict points. Traffic circles can be landscaped but must be maintained to preserve sightlines.
E
Street trees narrow a driver’s visual field and creates a consistent rhythm and canopy along the street, which provides a unified character and facilitates place recognition. Speed humps slow drivers through vertical deflection. To minimize impacts to bicycles, use a sinusoidal profile and leave a gap along the curb so that bicyclists may bypass the hump when appropriate. Speed cushions operate in a similar fashion to speed humps, but allow for unimpeded travel by emergency vehicles.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
F
F-31
Appendix F: Class III Bikeways - Bike Routes
A
B
Traffic Circles
III
INTERSECTION
Traffic circles are a type of horizontal speed management typically installed along low speed, low volume streets and bicycle boulevards. They are raised islands located in the center of intersections that narrow the roadway, and require motorists and bicyclists to reduce their speed in order to navigate around.
TYPICAL APPLICATION • Traffic circles can be an effective traffic calming tool on bicycle boulevards and other low speed, low volume bicycle routes with less than 2,000 AADT. • Placing traffic circles at concurrent intersection locations can have enhanced traffic calming
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
effects.
F-32
• Are often installed to replace stop signs at intersections along a bike boulevard. • Should be installed in consultation with neighborhood residents and emergency vehicle operators.
• At intersections with a minor street, stop signs should be placed on the minor street approaches. • At intersections of two bike boulevards, all approaches should yield to oncoming traffic. • Traffic circles feature raised curbs and/ or mountable aprons to provide access for emergency vehicles. • Approaches can feature mini channelization islands or pavement markings to further narrow the roadway and delineate travelways. • The visual footprint of the traffic circle can be expanded in the intersection with integral colored pavement, or visually patterned surface
DESIGN FEATURES A a
Traffic circle radius depends on roadway width, and curb radii, to provide adequate horizontal deflection.
B
Distance from traffic circle to curb edge should be approximately 15’ to provide sufficient emergency vehicle access.
treatments. • Traffic circles can be landscaped but must be maintained to preserve sightlines.
Appendix F: Class III Bikeways - Bike Routes Traffic Circle Design Specifications from 2000 Berkeley Bicycle Boulevard Design Tools and Guidelines
1'-0"
Sign pole
18'-0"
Architectural bollards with reflective band Note: Street dimensions vary 36.0 '
Elevation Change in pavement grade, color, and texture (could be rumble strip, cobblestone, or other material) Curb Low-maintenance landscape (rocks / shrubs) Broad canopy tree - placement based on location of underground utilities
Bicycle Boulevard
Architectural concrete bollards Safety sign Visually patterned or integral colored pavement
Yellow safety stripe w/ raised reflector markers
STOP Berkeley Bicycle Plan: Bicycle Boulevards City of Berkeley WILBUR SMITH ASSOCIATES
ENGINEERS • PLANNERS in association with:
2M Associates, Landscape Architects HPV Transportation Consulting
Bike Boulevard crossing sign
Plan
Intersection of Bicycle Boulevard and Minor Street
This guideline is conceptual and for planning purposes only. Program information, scale, location of areas, and other information shown are subject to modification. Application of the design guidelines for specific street designs will be developed in coordination with affected local neighborhoods. 12/29/99
Strategy
D.1.1
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Bicycle boulevard identity sign
F-33
Appendix F: Class III Bikeways - Bike Routes
Traffic Diverters
III
INTERSECTION
Traffic diverters are an effective traffic volume management tool that allow bicycles and emergency vehicles to proceed through an intersection, but restrict all other vehicle through-movements (requiring vehicles to turn right). Traffic diverters are installed on local roadways designated as bicycle boulevards.
TYPICAL APPLICATION
DESIGN FEATURES
• Traffic diversion reduces vehicle volumes on
• Traffic diverters can be landscaped to enhance the
bicycle boulevards. • Existing non-landscaped traffic diverters without
overall attractiveness of the bike boulevard. • Colored concrete pavers and visually dramatic
cut-throughs can be retrofitted to allow through-
striping should be used to further delineate the
access for bicycles and emergency vehicles.
diverter from the roadway, and reinforce the vehicle turn restriction.
• Traffic Diverter designs should be developed in consultation with neighborhood residents and
• At-grade curb cuts, or mountable curbs provide
emergency vehicle operators.
convenient access for bicycles.
• Design and neighborhood outreach processes
• Bollards, stanchions, and remaining metal and
should inform the type and precise location of
concrete “staples” on existing traffic diverters
diverters, with consideration given to traffic
should be removed. These obstacles pose a crash
volume, and the direction of the diversion, with
hazard to cyclists. They can be replaced with small,
the goal of routing motorized traffic to the
properly design median islands.
nearest collector or major street.
DESIGN FEATURES - VOLUME MANAGEMENT BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
a
Partial closure diverters allows bicyclists to proceed straight across
and left-turn vehicle movements along the bikeway and provide a refuge for bicyclists
to turn left or right. All turns from
to cross one direction of traffic at a time. This
the major street onto the bikeway
treatment prohibits left turns from the major
are prohibited. Curb extensions with
street onto the bikeway, while right turns are
stormwater management features and/or
still allowed.
Right-in/right-out diverters force motorists
d
Full/Diagonal diverters block all motor vehicles from continuing on a neighborhood bikeway,
to turn right while bicyclists can continue
while bicyclists can continue unrestricted.
straight through the intersection. The
Full closures can be constructed to preserve
island can provide a through bike lane
emergency vehicles access.
or bicycle access to reduce conflicts with right-turning vehicles. Left turns from the major street onto the bikeway are prohibited, while right turns are still allowed. See Toucan Signalized Crossing
F-34
Median refuge island diverters restrict through
the intersection but forces motorists
a mountable island can be included.
b
c
for signalized intersection configuration.
Appendix F: Class III Bikeways - Bike Routes Traffic Calming Treatments to Reduce Motor Vehicle Volumes
a
Partial Closure Diverter
b
Right-In/Right-Out Diverter
c
Median Refuge Island Diverter
d
Full Diverter
Traffic Diverter Design Specifications from 2000 Berkeley Bicycle Boulevard Design Tools and Guidelines
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Bollards can be removed from older diagonal diverter installations, and replaced with landscaped median islands to reduce the risk of cyclists crashing into them, and enhance the attractiveness of the bike boulevard.
F-35
Appendix F: Class III Bikeways - Bike Routes
MUTCD R4-11 (optional)
A MUTCD D11-1 (optional)
Shared Lane Markings
INTERSECTION
III
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Shared Lane Marking stencils are used in California as an additional treatment for Bike Route facilities and are currently approved in conjunction with on-street parking. The stencil can serve a number of purposes, such as making motorists aware of the need to share the road with bicyclists, showing bicyclists the direction of travel, and, with proper placement, reminding bicyclists to bike further from parked cars to prevent collisions with drivers opening car doors.
F-36
TYPICAL APPLICATION • Shared Lane Markings are not appropriate on paved shoulders or in bike lanes, and should not be used on roadways that have a posted speed greater than 35 mph. • Shared Lane Markings should be implemented in conjunction with BIKES MAY USE FULL LANE signs.
DESIGN FEATURES A
Placement in the center of the travel lane is preferred in constrained conditions.
• Markings should be placed immediately after intersections and spaced at 250 foot intervals thereafter. • When placed adjacent to parking, markings should be outside of the “door zone”. Minimum placement is 11 feet from the curb face.
Appendix F: Class III Bikeways - Bike Routes
Shared Lane Markings
Sharrows also serve as positional guidance and raise bicycle awareness where there isn’t space to accommodate a full-width bike lane.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Consider modifications to signal timing to induce a
A study that compared injury crashes per year
• Though not always possible, placing the markings outside of vehicle tire tracks will increase the life of the markings and the long-term cost of the treatment. • A green thermoplastic background can be applied
per 100 bicycle commuters on facilities in Chicago built between 2008 and 2010 found that sharrows had a significantly weaker effect in reducing injury crashes compared the no-build condition by about 20 percent in contrast to bicycle lanes which saw a 42 percent reduction.1
to further increase the visibility of the shared lane
CONSTRUCTION COSTS
marking.
Sharrows typically cost $200 per each marker for a lane-mile cost of $4,200, assuming the MUTCD guidance of sharrow placement every 250 feet.
1 The Relative (In)Effectiveness of Bicycle Sharrows on Ridership and Safety Outcomes. Ferenchak, N and W. Marshall. 2015. Transportation Research Board 2016 Annual Meeting.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
bicycle-friendly travel speed for all users.
F-37
Appendix F: Class III Bikeways - Bike Routes
Green Infrastructure
INTERSECTION
III
MID-BLOCK
Green infrastructure treats and slows runoff from impervious surface areas, such as roadways, sidewalks, and buildings, and are appropriate along all Class I, II,III, and IV bikeways, but are especially suitable on bike boulevards. Sustainable stormwater strategies may include bioretention swales, rain gardens, tree box filters, and pervious pavements (pervious concrete, asphalt and pavers). Bioswales are natural landscape elements that manage water runoff from a paved surface, reducing the risks of erosion or flooding of local streams and creeks, which can threaten natural habitats. Plants in the swale trap pollutants and silt from entering a river system.
TYPICAL APPLICATION
DESIGN FEATURES
• Install in areas without conventional stormwater
Bioswales
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
systems that are prone to flooding to improve drainage and reduce costs compared to installing
Bioswales are shallow depressions with vegetation
traditional gutter and drainage systems.
designed to capture, treat, and infiltrate stormwater
• Use green infrastructure to provide an ecological and aesthetic enhancement of traditional traffic
while recharging the underlying groundwater table.
speed and volume control measures, such as along
In order to meet the minimum criteria for infiltration
a bicycle boulevard corridor.
rates, bioswales are designed to pass 5-10 inches
• Bioswales and rain gardens are appropriate at curb extensions and along planting strips. • Street trees and plantings can be placed in medians, chicanes, and other locations. • Pervious pavers can be used along sidewalks, street furniture zones, parking lanes, gutter strips, or entire roadways. They are not likely to provide
F-38
runoff by reducing velocity and purifying the water
traffic calming benefit on bicycle boulevards.
of rain water per hour. The overflow/bypass drain system should be approximately 6 inches above the soil surface to manage heavier rainfall. Bioswales have a typical side slope of 4:1 (maximum 3:1) to allow water to move along the surface and settles out sediments and pollutants.
Appendix F: Class III Bikeways - Bike Routes
Green Infrastructure
Green infrastructure such as bioswales and rain gardens helps manage stormwater while improving the aesthetic appearance of bike boulevards and other bicycle and pedestrian facilities.
Pervious Pavement In areas where landscaping such as swales are less desired or feasible, pervious pavement can also effectively capture and treat stormwater runoff.
cut-outs at least 18 inches wide should be provided intermittently (3-15 feet apart) to allow runoff to enter and be treated. Low curbs, barriers, and/ or hardy vegetative ground covers can be used to discourage pedestrian trampling.
The desired storage volume and intended drain time is determined by the depth of the pervious layer, void space, and the infiltration rate of underlying soils. An
CRASH REDUCTION
underdrain system must be used to treat overflow,
To the extent that any associated traffic
or drain excess runoff to the municipal sewer system,
calming reduces the likelihood of crashes, green
and allow the facility to drain within 48 hours.
infrastructure can have a positive impact on roadway
FURTHER CONSIDERATIONS Bioswales
CONSTRUCTION COSTS Bioswales range from $6-$24/square foot depending
Engineering judgment and surrounding street
on the type of facility, with $15/square foot
context should be used when selecting the
representing a typical rate.1
permeable surface, whether it is pavers, concrete or asphalt. Some decorative pavers may be more appropriate for bicycle and/or pedestrians areas due to the potential for shifting under heavy loads.
Permeable pavers can range from $6/square foot for pavers on the low end to $12/square foot for concrete on the high end. The average cost tends to be around $6-7/square foot.
Pervious Pavement The edge of the swale should be flush with the grade to accommodate sheetflow runoff, with a minimum 2-inch drop between the street grade and the
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
safety.
finished grade of the facility. Where there are curbs, 1 Center for Neighborhood Technology. Green Values Stormwater Toolbox. http://greenvalues.cnt.org/national/cost_detail.php
F-39
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
F-40
F AppendixAppendix F: Context
CLASS PHYSICALLY SEPARATED BIKE LANES
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
IV
F-41
Appendix F: Class IV Bikeways - Physically Separated Bike Lanes
B
C A
One-Way Separated Bikeway
INTERSECTION
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
One-way protected bicycle lanes are on-street bikeway facilities that are separated from vehicle traffic. Separation for protected bicycle lanes is provided through physical barriers between the bike lane and the vehicular travel lane. These barriers can include bollards, parking, planter strips, extruded curbs, or on-street parking. Protected bike lanes using these barrier elements typically share the same elevation as adjacent travel lanes, however, the bike lane may also be raised above street level, either below or equivalent to sidewalk level.
F-42
TYPICAL APPLICATION • Along streets on which conventional bicycle lanes would cause many bicyclists to feel stress because
DESIGN FEATURES A
Pavement markings, symbols and/or arrow markings must be placed at the beginning of
of factors such as multiple lanes, high bicycle
the separated bike lane and at intervals along
volumes, high motor traffic volumes (9,000-
the facility based on engineering judgment to
30,000 ADT), higher traffic speeds (25+ mph), high
define the bike direction. (CAMUTCD 9C.04)
incidence of double parking, higher truck traffic (10% of total ADT) and high parking turnover.
B
volumes or uphill sections to facilitate safe passing behavior (5 foot minimum). (HDM
• Along streets for which conflicts at intersections
1003.1(1))
can be effectively mitigated using parking lane setbacks, bicycle markings through the intersection, and other signalized intersection treatments.
7 foot width preferred in areas with high bicycle
C
3 foot minimum buffer width adjacent to parking lines (18 inch minimum adjacent to travel lanes), marked with 2 solid white (NACTO, 2012).
Appendix F: Class IV Bikeways - Physically Separated Bike Lanes
Street Level Separated Bicycle Lanes
Street Level Separated Bicycle Lanes can be separated from the street with parking, planters, bollards or other design elements.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Separated bike lane buffers and barriers are
A before and after study in Montreal of physically
covered in the CAMUTCD as preferential lane
separated bicycle lanes shows that this type of
markings (section 3D.01) and channelizing devices
facility can result in a crash reduction of 74% for
(section 3H.01). If buffer area is 4 feet or wider,
collisions between bicyclists and vehicles. (CMF
white chevron or diagonal markings should be
ID: 4097) In this study, there was a parking buffer
used (section 9C.04). Curbs may be used as a
between the bike facility and vehicle travel lanes.
channeling device, see the section on islands
Other studies have found a range in crash reductions
(section 3I.01). Grade-separation provides an
due to SBL, from 8% (CMF ID: 4094) to 94% (CMF ID:
enhanced level of separation in addition to buffers
4101).
and other barrier types.
markings or removable curbs should be oriented towards the inside edge of the buffer to provide as much extra width as possible for bicycle use. • A retrofit separated bike lane has a relatively
CONSTRUCTION COSTS The implementation cost is low if the project uses existing pavement and drainage, but the cost significantly increases if curb lines need to be moved, as in the case of a grade-separated facility. A parking
low implementation cost compared to road
lane is the low-cost option for providing a barrier.
reconstruction by making use of existing pavement
Other barriers might include concrete medians,
and drainage and using a parking lane as a barrier.
bollards, tubular markers, or planters.
• Gutters, drainage outlets and utility covers should be designed and configured as not to impact bicycle travel. • For clarity at driveways or minor street crossings, consider a dotted line for the buffer boundary where cars are expected to cross • Special consideration should be given at transit
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Where possible, physical barriers such as tubular
stops to manage bicycle & pedestrian interactions. F-43
Appendix F: Class IV Bikeways - Physically Separated Bike Lanes A
B
Two-Way Separated Bikeway
INTERSECTION
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Two-Way Separated Bicycle Lanes are bicycle facilities that allow bicycle movement in both directions on one side of the road. Two-way separated bicycle lanes share some of the same design characteristics as one-way separated bicycle lanes, but may require additional considerations at driveway and sidestreet crossings.
TYPICAL APPLICATION • Works best on the left side of one-way streets.
DESIGN FEATURES A
• Streets with high motor vehicle volumes and/or speeds. • Streets with high bicycle volumes. • Streets with a high incidence of wrong-way bicycle riding. • Streets with few conflicts such as driveways or cross-streets on one side of the street. • Streets that connect to shared use paths.
12 foot operating width preferred (10 ft minimum) width for two-way facility.
• In constrained an 8 foot minimum operating width may be considered. (HDM 1003.1(1))
B
Adjacent to on-street parking a 3 foot minimum width channelized buffer or island shall be provided to accommodate opening doors. (NACTO, 2012) (CAMUTCD 3H.01, 3I.01)
• A separation narrower than 5 feet may be permitted if a physical barrier is present. (AASHTO, 2013) • Additional signalization and signs may be necessary to manage conflicts.
F-44
Appendix F: Class IV Bikeways - Physically Separated Bike Lanes
Two-Way Separated Bicycle Lanes
A two-way facility can accommodate cyclists in two directions of travel.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• On-street bike lane buffers and barriers are
A study of bicyclists in two-way separated facilities
covered in the CAMUTCD as preferential lane
found that accident probability decreased by 45% at
markings (section 3D.01) and channelizing devices,
intersections where the separated facility approach
including flexible delineators (section 3H.01).
was detected between 2-5 meters from the side
Curbs may be used as a channeling device, see the
of the main road and when bicyclists had crossing
section on islands (section 3I.01).
priority at intersections. (CMF ID: 3034) Installation
• A two-way separated bike lane on one way street should be located on the left side.
of a two-way separated bike lane 0-2 meters from the side of the main road resulted in an increase in collisions at intersections by 3% (CMF ID: 4033).
at street level or as a raised separated bicycle lane with vertical separation from the adjacent travel lane. • Two-way separated bike lanes should ideally be placed along streets with long blocks and few driveways or mid-block access points for motor vehicles. • Caltrans is developing guidelines to be released in 2016.
CONSTRUCTION COSTS The implementation cost is low if the project uses existing pavement and drainage, but the cost significantly increases if curb lines need to be moved. A parking lane is the low-cost option for providing a barrier. Other barriers might include concrete medians, bollards, tubular markers, or planters.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• A two-way protected bike lane may be configured
F-45
Appendix F: Class IV Bikeways - Physically Separated Bike Lanes Barrier Separation
3’ Buffer and Spatial Envelope for Barriers
Media Separation Raised Curb (2’ min. width)
Flexible Delineators (10’-40’ spacing) Wheel Stops (6’ spacing, 1’ from travel lane)
Optional Planting
Grade Separation Raised Bike Facility
Planter Boxes (consistent spacing)
Parking Separation Buffered Door Zone (2’ min. and optional Flexible Delineators)
Jersey Barriers (consistent spacing)
P
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Separated Bikeway Barriers
F-46
INTERSECTION
IV
MID-BLOCK
Separated bikeways may use a variety of vertical elements to physically separate the bikeway from adjacent travel lanes. Barriers may be robust constructed elements such as curbs, or may be more interim in nature, such as flexible delineator posts.
TYPICAL APPLICATION Appropriate barriers for retrofit projects: • Parked Cars • Flexible delineators • Bollards • Planters • Parking stops
Appropriate barriers for reconstruction projects: • Curb separation • Medians • Landscaped medians • Raised protected bike lane with vertical or mountable curb • Pedestrian safety islands
Appendix F: Class IV Bikeways - Physically Separated Bike Lanes
Bikeway Separation Methods
Raised separated bikeways are bicycle facilities that are vertically separated from motor vehicle traffic.
DESIGN FEATURES
CRASH REDUCTION
• Maximize effective operating space by placing
A before and after study in Montreal of separated
curbs or delineator posts as far from the through
bikeways shows that this type of facility can result
bikeway space as practicable.
in a crash reduction of 74% for collisions between
• Allow for adequate shy distance of 1 to 2 feet from vertical elements to maximize useful space. • When next to parking allow for 3 feet of space in the buffer space to allow for opening doors and
bicyclists and vehicles. (CMF ID: 4097) In this study, there was a parking buffer between the bike facility and vehicle travel lanes. Other studies have found a range in crash reductions due to SBL, from 8% (CMF ID: 4094) to 94% (CMF ID: 4101).
passenger unloading.
and safety islands increases comfort for users and enhances the streetscape environment.
FURTHER CONSIDERATIONS • Separated bikeway buffers and barriers are covered in the CAMUTCD as preferential lane markings (section 3D.01) and channelizing devices (section 3H.01). Curbs may be used as a channeling device, see the section on islands (section 3I.01). • With new roadway construction a raised separated bikeway can be less expensive to construct than a wide or buffered bicycle lane because of shallower trenching and sub base requirements.
CONSTRUCTION COSTS Separated bikeway costs can vary greatly, depending on the type of material, the scale, and whether it is part of a broader construction project.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• The presences of landscaping in medians, planters
• Parking should be prohibited within 30 feet of the intersection to improve visibility.
F-47
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
F-48
BIKEWAY INTERSECTION TREATMENTS
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
F AppendixAppendix F: Context
F-49
Appendix F: Bikeway Intersection Treatments
C
A
W11-15, W16-7P
B
Marked Crossings
INTERSECTION
I
II
III
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Crosswalks exists at the intersection of roadways, whether they are marked or unmarked. The Uniform Vehicle Code requires that motorists yield right-of-way to pedestrians within crosswalks. Marked crosswalks draw attention to the crosswalk area and may remind motorists of the requirement to yield.
F-50
TYPICAL APPLICATION • At the intersection of streets, where increased awareness of a crossing location is desired.
DESIGN FEATURES A
and path users are expected to travel within the
preferred marking type at uncontrolled marked crossings. (FHWA 2013)
• Where paths intersect with a street in close proximity to an existing signalized intersection,
High-visibility crosswalk markings are the
B
Crosswalk markings should be located to provide a straight pedestrian path in line with the connecting sidewalk. Crosswalk markings
crosswalk.
should be located so that the curb ramps are within the extension of the crosswalk markings.
C
Continental or Pair Bar style marking should be placed to avoid the wear path of motor vehicle tires.
Appendix F: Bikeway Intersection Treatments Marked Crosswalks
Marked crosswalks are used to raise driver awareness of pedestrian and pathway crossings and help direct users to preferred crossing locations.
FURTHER CONSIDERATIONS On roadways with high speed and high volumes of motor vehicles, or multiple lanes, crosswalk markings alone are often not a viable safety measure. This should not discourage the implementation of crosswalks, but should rather support the creation of more robust crossing solutions. (Zeeger 2001) This includes: measures designed to reduce traffic speeds, shorten crossing distances, enhance driver awareness of the crossing, and/or provide active warning of pedestrian presence. On roadways with more than two consecutive lanes without a median refuge island, a marked crosswalk alone is not a viable safety measure. Continuous center turn lanes with no median islands are not considered adequate pedestrian refuge areas. (Zeeger 2001) Studies have shown that motorists were statistically more likely to yield righ-tof-way to pedestrians in a marked crosswalk than an unmarked crosswalk. (Mitman 2008)
pedestrians. Crosswalk usage increases with the installations of crosswalk markings. (Knoblauch 2001) Pedestrians are particularly sensitive to out of direction travel and undesired crossing may become prevalent if the distance to the nearest formal is too great.
CRASH REDUCTION
CONSTRUCTION COSTS
A study of the installation of a marked crosswalk on
The cost of striped crosswalks range from
the minor approach of a 4-legged stop-controlled
approximately $100 to 2,100 each, or on average
intersection showed a 65% decrease in crashes. (CMF
approximately $7 per square foot. A high visibility
ID: 3019)
crosswalk can range from $600 to $5,700 each, or around $2,500 on average
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Motorists decrease speed in the vicinity of marked crosswalks, indicating an increased awareness of
F-51
Appendix F: Bikeway Intersection Treatments Running curb
Extended curb
Crossing distance is shortened
Curb extension length can be adjusted to accommodate bus stops or street furniture.
1 foot buffer from edge of parking lane preferred
Curb Extensions
INTERSECTION
I
II
III
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Curb extensions minimize pedestrian exposure during crossing by shortening crossing distance and giving pedestrians a better chance to see and be seen before committing to crossing.
F-52
TYPICAL APPLICATION
DESIGN FEATURES
• Within parking lanes appropriate for any crosswalk
• For purposes of efficient street sweeping, the
where it is desirable to shorten the crossing
minimum radius for the reverse curves of the
distance and there is on-street parking adhjacent
transition is 10 feet and the two radii should be
to the curb.
equal where possible.
• Curb extensions may also be possible within non-
• When a bike lane is present approaching the
motorized-travel areas of a roadway if there is
intersection, the curb extension should terminate
additional or excess space.
one foot short of the parking lane to maximize
• Curb extensions are particularly helpful at midblock and/or unsignalized crossing locations.
bicyclist safety.
Appendix F: Bikeway Intersection Treatments Curb Extensions
Curb extensions help to shorten the pedestrian crossing distance and visually narrow the roadway.
Curb extensions can be located at intersections or mid-block locations with an existing parking lane. This creates a de facto parking setback from the curb which increases visability of pedestrians and bicyclists crossing the street.
FURTHER CONSIDERATIONS
CONSTRUCTION COSTS
Curb extensions that include planting may be
The cost of a curb extension can range from
designed as a bioswale or infiltration basin for
$2,000 to $20,000 depending on the design and
wtormwater management.
site condition, with the typical cost approximately
corner curb return radii, and help to facilitate a more direct orthagonal pedestrian crossing.
$12,000. Green/vegetated curb extensions cost between $10,000 to $40,000.
CRASH REDUCTION There are no Crash Modification Factors (CMFs) available for this treatment.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Curb extensions can also provide for a reduced
F-53
Appendix F: Bikeway Intersection Treatments
Cut-through median refuge islands are preferred over curb ramps to better accommodate wheel chairs users.
W11-15, W16-7P
Median Refuge Islands
INTERSECTION
I
II
III
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Median refuge islands are located at the midpoint of a marked crossing at intersections and midblock locations. They help to improve pedestrian safety by allowing pedestrians to cross one direction of motor vehicle traffic at a time. Refuge islands also improve pedestrian safety by minimizing exposure to traffic by reducing crossing distances, and thereby increase the number of available gaps in traffic for pedestrian crossing opportunities.
TYPICAL APPLICATION
DESIGN FEATURES
• Median refuge islands can be applied on any
• The island must be ADA accessible, preferably with
roadway with a left center turn lane or existing
at-grade passage through the island, as opposed
median that is at least 6 feet wide.
to ramps and landings. Detectable warning
• These may be appropriate on multi-lande roadways depending on speed and volume. Consider configuration with active warning beacons for improved motor vehicle yielding compliance. • Refuge islands are also appropriate to implement at existing signalized or unsignalized crosswalks.
surfaces must be full-width and 3 feet in depth from the roadway to warn pedestrians with any visual impairments (DIB 82-05, 2013). • Refuge islands require a minimum of 6 feet between motor vehicle travel lanes (8-10 feet is preferred to accommodate bikes with trailers and wheelchair users). At minimum, the refuge islands shall be 20 feet in length along the roadway, with 40 feet being preferred. Clear width of 4 is required for the passage through the refuge island, but preferably the clear width should be the same as the crosswalk. • On streets with speeds higher than 25 mph, there should be double centerline markings, reflectors,
F-54
and “KEEP RIGHT” advisory signs.
Appendix F: Bikeway Intersection Treatments Median Refuge Islands
Offset or diagonal median refuge islands re-direct pedestrians so that they are facing the direction of approaching traffic before crossing the second crosswalk leg.
Median refuge islands provide a place to mount a second pedestrian crossing warning signage and Rectangular Rapid Flashing Beacon, resulting in enhanced visibility of the unit and increased motorist yielding compliance.
FURTHER CONSIDERATIONS
CONSTRUCTION COSTS
If a refuge island is landscaped, the landscaping
The cost to install median refuge islands range from
should not compromise the visibility of pedestrians
$535 to $1,065 per foot for a typical total cost range
crossing in the crosswalk. Shrubs and ground
from $3,500 to $40,000, depending on the design,
plantings should be no higher than 1.5 feet.
site conditions, landscaping and whether the median
On multi-lane roadways, consider configuration with active warning beacons for improved motor vehicle yielding compliance.
CRASH REDUCTION Based on a comparison of crash rates on arterials with 3 to 8 lanes and minimum 15,000 ADT, median refuge islands were found to reduce vehicle/ pedestrian collisions by 46% at marked crosswalks (CMF ID: 75). This test controlled for pedestrian and vehicular traffic volumes.
can be added as part of a larger street rebuild or utility upgrade.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
W11-15, W16-7P
F-55
Appendix F: Bikeway Intersection Treatments
W11-15, W16-7P
Rectangular Rapid Flashing Beacon (RRFB) I
II
INTERSECTION
III
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Rectangular Rapid Flashing Beacons (RRFB) - a type of active warning beacons are user-actuated illuminated devices designed to increase motor vehicle yielding compliance at mid-block crossings or other unsignalized locations, especially high volume multi-lane roadways. RRFBs have been found to elicit the highest increase in compliance of all the active warning beacon options.
F-56
TYPICAL APPLICATION
DESIGN FEATURES
• RRFBs are suitable for collector and arterial streets
• RRFBs shall not be used at crosswalks that are
where posted speeds are 25-45 mph and there are
controlled by STOP or YIELD signs, or traffic
three lanes of traffic (or four lanes with a median
signals.
refuge island). • These are implemented at high-volume pedestrian
• RRFBs shall initiate operation based on pedestrian or bicyclist actuation and shall cease operation at a
crossings where a signal is not warranted or
predetermined interval after actuation to allow an
desired, including midblock locations.
adequate amount of time for any potential users to
• RRFBs are typically activated by road users manually with a pedestrian and/or bicyclist push-
clear the crossing. • Median refuge islands may have an additional
button. They can also be actuated automatically
push-button, and provide additional comfort for
via passive detection systems,
pedestrians on longer crossings. Median islands may also be offset or angled to direct users to face oncoming traffic.
Appendix F: Bikeway Intersection Treatments
W11-15, W16-7P
Preferred RRFB configuration with median refuge island
FURTHER CONSIDERATIONS
Pedestrian push buttons can be configured to
When a median refuge island is present, mounting a
the crossing during the flashing don’t walk interval.
improves conspicuity and has been shown to improve motorist yielding behavior. A study of the effectiveness of going from a no-beacon arrangement to a two-beacon RRFB installation increased yielding from 18 percent to 81 percent. A four-beacon installation raised compliance to 88%. Additional studies of long-term installations show little to no decrease in yielding behavior over time.
The CAMUTCD requires signage indicating the walk time extension at or adjacent to the push button (R10-32P).
CRASH REDUCTION A study of the effectiveness of going from a nobeacon arrangement to a two-beacon RRFB installation increased motor vehicle yielding rates for
The minimum walk interval time is 7 seconds. The
pedestrians from 18 percent to 81 percent. A four-
walk and pedestrian clearance times can be adjusted
beacon arrangement with units located on medians
to account for the elderly, wheelchair users, and
raised compliance to 88 percent. Additional studies
visually-disabled people who typically need more
of long-term installations show little to no decrease
time to cross. The walk time can be calculated based
in yielding behavior over time.
on a slower walking speed, 2.8 fps - 3.0 fps, and/or a longer crossing distance from pushbutton-to-far curbside (or pushbutton-to-pushbutton), instead of curb-to-curb. A pushbutton outfitted with a pilot or indicator light and/or audible/vibrotactile feedback acknowledges that the pedestrian call has been placed, reassuring the pedestrian that they have been detected.
CONSTRUCTION COSTS RRFB costs average around $23,000 per unit, including installation.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
second RRFB unit in the median for each approach
provide additional crossing time when they arrive at
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Appendix F: Bikeway Intersection Treatments
All-Way Stop Controlled Intersections
I
II
III
IV
INTERSECTION
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
All-way controls are used at intersections where traffic volumes on the intersection streets are similar. When all vehicles are required to stop, pedestrian and bicycle delay is minimized, as are conflicts for all road users. The delay caused to all roadway users should be taken into account before selecting this intersection treatment option. Additionally, all-way stop controls are often utilized as an interim measure, when an intersection signal has met signal warrants and is in the process of being brought up to the standards of full signalization. TYPICAL APPLICATION • All-way stop control is especially important in areas with high pedestrian volumes, limited visibility at corners for any or all road users, and intersections with left-turn conflict issues. • An engineering study should be performed to determine whether crash and minimum volume criteria for an all-way stop treatment are met. On bike -priority streets, other treatments to increase pedestrian safety (such as enhances crossings and/or median refuge islands) should also be considered. F-58
DESIGN FEATURES • “All-way” stop supplemental signs R1-3P should accompany all stop signs..
Appendix F: Bikeway Intersection Treatments
FURTHER CONSIDERATIONS Recommended Minimum Crash Criteria: 5 or more crashes of the type susceptible to correction by all-way stop control (such as right- or left-turn collisions and right angle collisions) in a 12 month period.
Recommended Minimum Volume Criteria: Average of 300 vehicles per 8 hour period, and average of 200 units for all users in an 8 hour period, and a minimum of a 30 second delay per vehicle during peak hours for vehicles on the minor street. If the 85th percentile speed on the major street is greater than 40mph, than the volume warrants are reduced to 70%** of the values listed above. **If at least 80% of each of the above crash and volume criteria are met, this condition does not apply. See additional criteria in CA-MUTCD section 2B.07
Typical stop sign placement, with R1-3P supplemental placard and stop bars on each leg of the intersection.
for additional details and exceptions.
CRASH REDUCTION A recent review of the effectiveness of various strategies in reducing crashes concluded that conversion from two-way to all-way stop control could reduce total intersection crashes by 53%. Another study determined that converting to an allway stop from a two-way stop may reduce overall crashes at urban locations by up to 71%. Similarly, right-angle crashes (72%), rear-end crashes (13%), and pedestrian crashes (39%).
CONSTRUCTION COSTS Typical street sign costs range from $100-$250, including the cost of installation.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
reductions were seen for left-turn crashes (20%),
F-59
Appendix F: Bikeway Intersection Treatments
Pedestrian Hybrid Beacon (HAWK)
INTERSECTION
I
II
III
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
A hybrid beacon, formerly known as a High-intensity Activated CrosswalK (HAWK), consists of a signal-head with two red lenses over a single yellow lens on the major street, and pedestrian and/or bicycle signal heads for the minor street. There are no signal indications for motor vehicles on the minor street approaches. Hybrid beacons are used to improve non-motorized crossings of major streets in locations where side-street volumes do not support installation of a conventional traffic signal or where there are concerns that a conventional signal will encourage additional motor vehicle traffic on the minor street. Hybrid beacons may also be used at mid-block crossing locations.
TYPICAL APPLICATION
DESIGN FEATURES
• Suitable for arterial streets where speeds are
• Hybrid beacons may be installed without meeting
30-45 mph and there are three or more lanes of
traffic signal control warrants if roadway speed and
traffic (or two lanes with a median refuge).
volumes are excessive for comfortable pedestrian
• Where off-street bicycle facilities intersect major streets without signalized intersections. • At intersections or midblock crossings where there are high pedestrian volumes.
crossings. • If installed within a signal system, signal engineers should evaluate the need for the hybrid signal to be coordinated with other signals. • Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk to
F-60
provide adequate sight distance.
Appendix F: Bikeway Intersection Treatments
Enhanced Pedestrian Hybrid Beacon (HAWK) configuration with channelization and median refuge islands on a bike boulevard
Preferred Pedestrian Hybrid Beacon (HAWK) configuration with channelization and traffic diverter on a bike boulevard
Hybrid beacon signals are normally activated by push buttons, but may also be triggered by infrared,
A bicycle-specific HAWK requires an FHWA/CTCDC Request to Experiment approval to be installed as part of plan implementation.
microwave or video detectors. The maximum delay for activation of the signal should be two minutes, with minimum crossing times determined by the width of the street. Each crossing, regardless of traffic speed or volume, requires additional review by a registered engineer to identify sight lines, potential impacts on traffic progression, timing with adjacent signals, capacity, and safety. Hybrid beacon systems should be considered for longer crossings where providing a median refuge island of any kind is not feasible.
CRASH REDUCTION Pedestrian Hybrid Beacons have shown a crash reduction of 29% for all crash types (CMF ID:2911) and 15% for fatal or serious injury crashes (CMF ID: 2917).
CONSTRUCTION COSTS Full intersections typically range in cost from
Bicycle signals used in conjunction with Pedestrian
$50,000 to $130,000 depending on mounting
Hybridge Beacons are not currently permitted in
hardware.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
FURTHER CONSIDERATIONS
FHWA Interim Approval for Optional Use of a Bicycle Signal Face (IA-16).
F-61
Appendix F: Bikeway Intersection Treatments
Traffic Signal Detection and Actuation
I
II
III
IV
INTERSECTION
At fully signalized intersections, bicycle crossings are typically accomplished through the use of a standard green signal indication for Class II and III bikeways. A number of traffic signal enhancements can be made to improve detection and actuation and better accommodate bicyclists. An exclusive bicycle phase provided by bicycle signals offers the higest level of service and protection, especially for Class I and IV bikeways, but feature the same detection and actuation devices used at intersections with standard traffic signals. For more information on bicycle signals, see Protected Bicycle Signal Phase.
TYPICAL APPLICATION • Bicycle detection and actuation is used to alert the signal controller of bicycle crossing demand on a particular approach. Proper bicycle detection should meet at least two primary criteria: 1) accurately detect bicyclists, and 2) provide clear guidance to bicyclists on how to actuate
• Detection shall be place where bicyclists are intended to travel and/or wait. • On bicycle priority corridors with on-street bike lanes or separated bikeways, consider the use of advance detection placed 100-200’ upstream of the intersection to provide an early trigger to the signal system and reduce bicyclist delay.
detection (e.g. what button to push or where to stand). Additionally, new technologies are being developed to provide feedback to bicyclists once they have been detected to increase the likelihood of stop compliance.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Detection mechanisms can also provide bicyclists
F-62
with an extended green time before the signal turns yellow so that bicyclists of all abilities can reach the far side of the intersection. • All new or modified traffic signals in California
DESIGN FEATURES • Bicycle detection and actuation systems include user-activated buttons mounted on a pole facing the street, In-pavement loop detectors that trigger a change in the traffic signal when a bicycle is detected, video detection cameras that use digital image processing to detect a change in the image at a location, and/or Remote Traffic Microwave Sensor Detection (RTMS) which uses frequency
must be equipped for bicyclist detection, or be
modulated continuous wvae radio signals to detect
placed on permanent recall or fixed time operation.
objects in the roadway.
(CalTrans Traffic Operations Policy Directive (TOPD) 09-06.
Appendix F: Bikeway Intersection Treatments Push Button Actuation
Type D Loop Detector
Direction of Travel 15”
30”
27”
15” 30” 27” Bicycle push button actuators are positioned to allow bicycle riders in roadway to stop traffic on busy cross-streets.
Type D loop detector have been shown to most reliably detect bicyclists at all points over their surface.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• The location of pushbuttons should not require
Properly designed bicycle detection can help deter
bicyclists to dismount or be rerouted out of the
red light running and unsafe behaviors by reducing
way or onto the sidewalk ot activate the phase.
bicycle delay at signalized intersections.
Signage should supplement the signal to alert bicyclists of the required activation to prompt the
• In-pavement Type D Loop detectors are induction circuits installed within the roadway surface to detect bicyclists as they wait for the signal. This allows the bicyclists to stay within the lane of travel. Loop detectors should be sufficiently sensitive to detect bicyclists and be marked with pavement
CONSTRUCTION COSTSCONSTRUCTION Costs vary depending on the type of technology used, but bicycle loop detectors embedded in the pavement typically cost from a$1,000-$2,000. Video detection camera systems typically range from $20,000 to $25,000 per intersection.
markings instructing bicyclists on where to stand.
Other traffic signal programming enhancements
CAMUTCD provides guidance on stencil markings
can be made to existing traffic signal hardware with
and signage related to loop detectors.
relatively little to no additional hardware costs
• Remote Traffic Microwave Sensor Detection (RTMS) is unaffected by temperature and lighting which can affect standard video detection. • Bicyclists typically need more time to travel through an intersection than motor vehicles. Green light times should be determined using the bicycle crossing time for standing bicycles. See Leading Bicycle Interval for more information on extending the green phase with Bicycle Signals.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
green phase.
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Partial closure improves safety Appendix F: Bikeway Intersection Treatments
B A
All crossing movements focused at traffic signal
C
Two-way Separated Bikeway Connector
INTERSECTION
I
II
III
IV
MID-BLOCK
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Offset intersections can be challenging for bicyclists who are required to briefly travel along the busier major cross street in order to continue along the bicycle boulevard. Because bicycle boulevards are located on local streets, the route is often discontinuous. Wayfinding signage and pavement markings assist bicyclists with navigation on the route.
TYPICAL APPLICATION • Can be constructed to connect multiple facility types, including bicycle boulevards, bike lanes, or
DESIGN FEATURES A
separated bikeways.
and the type of bicyclist using the crossing.
barriers such as concrete medians, bollards, planters, etc. provide enhanced protection for bicylists and pedestrians
• Appropriate treatments depend on volume of traffic including turning volumes, traffic speeds
Grade separation and the use of physical
B
Pavement markings provide clear delineation
C
At signalized crossings, bicyclists should be
between pedestrian and bicyclists travel spaces
able to trigger signals and safely maneuver the crossing.
F-64
Appendix F: Bikeway Intersection Treatments Two-way Separated Bikeway Connector
Pavement markings provide clear delineation between bi-directional bicycle traffic
If located at an unsignalized location, bicycle crossing should align with existing pedestrian crossing locations
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Partial closure of a two-way street on one or both
• A two-way separated bike lane as illustrated
of the minor unsignalized street legs provides
here provides grade separation from traffic and
enhanced safety by reducing the likelihood of
temporal separation with the use of a bicycle/
a collision between a bicycle and a left-turning
pedestrian signal.
vehicle • Bike boxes can be installed to increase visibility
• Crossing treatments should be provided on both sides to minimize wrong-way riding.
and give bicyclists priority positioning during the
• A bicycle signal should be considered for use only when the volume/collision or volume/geometric warrants have been met. (CAMUTCD 4C.102) • FHWA has approved bicycle signals for use, if they comply with requirements from F.C. Interaction Approval 16 (I.A. 16). • Bicyclists typically need more time to travel through an intersection than motor vehicles. Green light times should be determined using the bicycle crossing time for standing bicycles. • Bicycle detection and actuation systems include user-activated buttons mounted on a pole, loop detectors that trigger a change in the traffic signal when a bicycle is detected and video detection cameras, that use digital image processing to
CONSTRUCTION COSTS The implementation cost is low if the project uses existing pavement and drainage, but the cost significantly increases if curb lines need to be moved. A parking lane is the low-cost option for providing the two-way separated bike lane. Bicycle signal heads have an average cost of $12,800. Video detection camera system costs range from $20,000 to $25,000 per intersection.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
red signal phase.
detect a change in the image at a location. F-65
Appendix F: Bikeway Intersection Treatments C
B
A
Protected Intersection
IV
INTERSECTION
A protected intersection uses a collection of intersection design elements to maximize user comfort within the intersection and promote a high rate of motorists yielding to people bicycling. The design maintains a physical separation within the intersection to define the turning paths of motor vehicles, slow vehicle turning speed, and offer a comfortable place for people bicycling to wait at a red signal.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-66
• Streets with separated bicycle lanes protected by wide buffer or on-street parking.
DESIGN FEATURES A
speed, space constrained conditions.
two-stage left-turn movements can be provided
B
• Helps reduce conflicts between right-turning
radius slows motor vehicle speeds. Larger with a deeper setback or a protected signal
speeds and providing a forward stop bar for
phase, or small mountable aprons. Two-
bicycles.
stage turning boxes are provided for queuing bicyclists adjacent to corner islands.
• Where it is desirable to create a curb extension distance.
Corner safety island with a 15-20 foot corner radius designs may be possible when paired
motorists and bicycle riders by reducing turning
at intersections to reduce pedestrian crossing
for one passenger car to queue while yielding. Smaller setback distance is possible in slow-
• Where two separated bicycle lanes intersect and for bicycle riders.
Setback bicycle crossing of 16.5 feet allows
C
Use intersection crossing markings.
Appendix F: Bikeway Intersection Treatments
Protected Intersection
Protected intersections feature a corner safety island and intersection crossing markings.
Protected intersections incorporate queuing areas for two-stage left turns.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Pedestrian crosswalks may need to be further set
Studies of “bend out” intersection approaches find
back from intersections in order to make room for
that separation distance of 6.5 – 16.5 ft offer the
two-stage turning queue boxes.
greatest safety benefit, with a better safety record
provided to help bicycle riders navigate through the intersection. • Colored pavement may be used within the corner refuge area to clarify use by people bicycling and discourage use by people walking or driving. • Intersection approaches with high volumes of right turning vehicles should provide a dedicated right turn only lane paired with a protected signal phase. Protected signal phasing may allow different design dimensions than are described here.
than conventional bike lane designs. (Schepers 2011).
Schepers et al. Road factors and BicycleMotor vehicle crashes at unsignalized priority intersections. 2011.
CONSTRUCTION COSTS • Reconstruction costs comparable to a full intersection. • Retrofit implementation may be possible at lower costs if existing curbs and drainage are maintained.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Wayfinding and directional signage should be
F-67
Appendix F: Bikeway Intersection Treatments
A B
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Protected Bicycle Signal Phase
II
III
IV
INTERSECTION
Protected bicycle lane crossings of signalized intersections can be accomplished through the use of a bicycle signal phase which reduces conflicts with motor vehicles by separating bicycle movements from any conflicting motor vehicle movements. Bicycle signals are traditional three lens signal heads with green, yellow and red bicycle stenciled lenses.
TYPICAL APPLICATION • Two-way protected bike lanes where contraflow bicycle movement or increased conflict points warrant protected operation. • Bicyclists moving on a green or yellow signal indication in a bicycle signal shall not be in conflict with any simultaneous motor vehicle movement at the signalized location • Right (or left) turns on red should be prohibited in locations where such operation would conflict with a green bicycle signal indication.
F-68
I
DESIGN FEATURES A
An additional “Bicycle Signal” sign should be
B
Designs for bicycles at signalized crossings
installed below the bicycle signal head.
should allow bicyclists to trigger signals and safely maneuver the crossing.
• On bikeways, signal timing and actuation shall be reviewed and adjusted to consider the needs of bicyclists. (CAMUTCD 9D.02)
Appendix F: Bikeway Intersection Treatments
Protected Bicycle Signal Phase
A bicycle signal head at a signalized crossing creates a protected phase for cyclists to safely navigate an intersection.
A bicycle detection system triggers a change in the traffic signal when a bicycle is detected.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• A bicycle signal should be considered for use only
A survey of separated bike lane users in the United
when the volume/collision or volume/geometric
States found the 92% of respondents agreed with
warrants have been met. (CAMUTCD 4C.102)
the statement “I generally feel safe when bicycling
comply with requirements from F.C. Interaction Approval 16 (I.A. 16). Bicycle Signals are not approved for use in conjunction with Pedestrian Hybrid Beacons. • Bicyclists typically need more time to travel through an intersection than motor vehicles. Green
through the intersections” when asked about an intersection with a protected bicycle signal phase.1
CONSTRUCTION COSTS Bicycle signal heads have an average cost of $12,800. Video detection camera system costs range from $20,000 to $25,000 per intersection.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• FHWA has approved bicycle signals for use, if they
1 NITC. Lessons from the Green Lanes. 2014.
F-69
light times should be determined using the bicycle crossing time for standing bicycles. • Bicycle detection and actuation systems include user-activated buttons mounted on a pole, loop detectors that trigger a change in the traffic signal when a bicycle is detected and video detection cameras, that use digital image processing to detect a change in the image at a location.
Appendix F: Bikeway Intersection Treatments
Leading Bicycle Interval Vehicle conflicts can occur when drivers performing turning movements do not see or yield to bicyclists who have the right-of-way. Bicyclists may also arrive at an intersection late, or may not have any indication of how much time they have to safely cross the intersection. Bicycle traffic signal enhancements can be made to provide bicyclists with a head start, called a Leading Bicycle Interval.
TYPICAL APPLICATION
DESIGN FEATURES
• Leading Bicycle Intervals (LBI) provides bicyclists
• Typically employed with a bike signal, and/or
with a priority headstart across the intersection. • Leading Bicycle Intervals (LBI) are used to reduce
pedestrian signal. • The through bicycle interval is initiated first,
right turn and permissive left turn vehicle and
in advance of the concurrent through/right/
bicycle conflicts.
permissive left turn interval by 3-10 seconds.
• At locations where increased bicyclist stop compliance is needed. • Can be paired with Leading Pedestrian Intervals (LPI).
• If paired with an LPI, bicycle pushbuttons can be configured to provide additional crossing time when bicyclists arrive at the crossing during the concurrent flashing don’t walk interval. The MUTCD requires signage indicating the walk time extension at or adjacent to the push button (R10-32P). • Actuation may be achieved with either a
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
pushbutton or other passive detection devices..
F-70
Bicyclists receive a green bike signal indication in advance of adjacent travel lane
Signal louvers or visibility-limited signal faces reduce the likelihood of motorist in adjacent travel lanes mistaking the bike signal indication with a circular or arrow indication for their travel lane
FURTHER CONSIDERATIONS
CRASH REDUCTION
• These signal enhancements facilitate safer, more
A Leading Bicycle Interval provides a form of
predictable, and conspicuous crossing conditions.
temporal separation from other movements and can
The Leading Bicycle Interval provides additional
reduce vehicle-bicycle conflicts by giving bicyclists
time for bicyclists who may need more time to
a headstart, thereby making them more visible, and
cross the street such as the elderly, and children.
minimizing exposure times.
• Leading Bicycle Intervals are considered a successful application of bike signals as approved under current FHWA Interim Approval for Optional Use of Bicycle Signal Faces (IA-16). • See Traffic Signal Detection and Actuation for more information on detection and actuation devices.
CONSTRUCTION COSTS Bicycle signal heads have an average cost of $12,800.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Bikeway Intersection Treatments
F-71
Appendix F: Bikeway Intersection Treatments
A C
B
Roundabouts
I
II
III
IV
INTERSECTION
At roundabouts it is important to indicate to motorists, bicyclists and pedestrians the right-of-way rules and correct way for them to circulate, using appropriately designed signage, pavement markings, and geometric design elements.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-72
• Where a bike lane or separated bikeway approaches a single-lane roundabout.
DESIGN FEATURES A
Design approaches/exits to the lowest speeds possible. 10-15 mph preferred with 25 mph maximum circulating design speed.
B
Allow bicyclists to exit the roadway onto a separated bike lane or shared use path that circulates around the roundabout.
• Also allow bicyclists navigating the roundabout like motor vehicles to “take the lane.”
C
Maximize yielding rate of motorists to pedestrians and bicyclists at crosswalks with small corner radii and reduced crossing distance.
Appendix F: Bikeway Intersection Treatments Bike Box
FURTHER CONSIDERATIONS
CRASH REDUCTION
• The publication Roundabouts: Informational
Research indicates that while single-lane
Guide states “... it is important not to select
roundabouts may benefit bicyclists and pedestrians
a multilane roundabout over a single-
by slowing traffic, multi-lane roundabouts may
lane roundabout in the short term, even when
present greater challenges and significantly increase
long-term ...traffic predictions...” (NCHRP 2010 p
safety problems for these users.
6-71) • Other circulatory intersection designs exist but they function differently than the modern roundabout. These include: »» Traffic circles (also known as rotaries) are old
CONSTRUCTION COSTS • Roundabouts cost $250,000 - $500,000 depending on the size, site conditions, and rightof-way acquisitions. Roundabouts usually have
style circular intersections used in some cities
lower ongoing maintenance costs than traffic
in the US where traffic signals or stop signs are
signals, depending on whether the roundabout is
used to control one or more entry.
landscaped.
»» Neighborhood Traffic Circles are small-sized circular intersections of local streets. They may be uncontrolled or stop controlled, and do not channelize entry
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
This roundabout with a separated bikeway and sidewalk help reduce conflicts between motorists and bicycle riders.
F-73
Appendix F: Bikeway Intersection Treatments
A
B
C
Bike Box
II
III
INTERSECTION
A bike box is an experimental treatment, designed to provide bicyclists with a safe and visible space to get in front of queuing traffic during the red signal phase. Motor vehicles must queue behind the white stop line at the rear of the bike box. On a green signal, all bicyclists can quickly clear the intersection. This treatment is currently under experiment, and has not been approved by Caltrans.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
F-74
• At potential areas of conflict between bicyclists and turning vehicles, such as a right or left turn locations. • At signalized intersections with high bicycle
DESIGN FEATURES A
14 foot minimum depth from back of crosswalk
B
A “No Turn on Red” (CAMUTCD R10-11) or “No
to motor vehicle stop bar. (NACTO, 2012)
Right Turn on Red” (CAMUTCD R13A) sign shall be installed overhead to prevent vehicles from
volumes.
entering the Bike Box. (Refer to CVC 22101 for
• At signalized intersections with high vehicle
the signage) A “Stop Here on Red” (CAMUTCD
volumes
R10-6) sign should be post mounted at the stop line to reinforce observance of the stop line.
C
A 50 foot ingress lane should be used to provide access to the box.
• Use of green colored pavement is optional.
Appendix F: Bikeway Intersection Treatments Bike Box
A bike box allows for cyclists to wait in front of queuing traffic, providing high visibility and a head start over motor vehicle traffic.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• This treatment positions bicycles together and
A study of motorist/bicyclist conflicts at bike boxes
on a green signal, all bicyclists can quickly clear
indicate a 35% decrease in conflicts. (CMF ID: 1718)
the intersection, minimizing conflict and delay to
A study done in Portland in 2010 found that 77% of
transit or other traffic.
bicyclists felt bicycling through intersections was
experience reduced vehicle encroachment into the crosswalk. • Bike boxes are currently under experiment in
safer with the bike boxes.1
CONSTRUCTION COSTS Costs will vary due to the type of paint used and the
California. Projects will be required to go through
size of the bike box, as well as whether the treatment
an official Request to Experiment process.
is added at the same time as other road treatments.
This process is outlined in Section 1A.10 in the CAMUTCD, and jurisdictions must receive approval prior to implementation.
The typical cost for painting a bike box is $11.50 per square foot.
1 Monsere, C. & Dill, J. (2010). Evaluation of Bike Boxes at Signalized Intersections. Final Draft. Oregon Transportation Research and education Consortium.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Pedestrian also benefit from bike boxes, as they
F-75
Appendix F: Bikeway Intersection Treatments
B A
Two-Stage Turn Boxes
II
III
IV
INTERSECTION
Two-stage turn boxes offer bicyclists a safe way to make turns at multi-lane signalized intersections from a physically separated or conventional bike lane. On physically separated bike lanes, bicyclists are often unable to merge into traffic to turn due to physical separation, making the provision of two-stage turn boxes critical.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
TYPICAL APPLICATION
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• Streets with high vehicle speeds and/or traffic volumes. • At intersections with multi-lane roads with signalized intersections. • At signalized intersections with a high number of bicyclists making a left turn from a right side
DESIGN FEATURES The two-stage turn box shall be placed in a protected area. Typically this is within the shadow of an on-street parking lane or protected bike lane buffer area and should be placed in front of the crosswalk to avoid conflict with pedestrians.
A
8 foot x 6 foot preferred depth of bicycle
B
Bicycle stencil and turn arrow pavement
facility.
storage area (6 foot x 3 foot minimum).
markings shall be used to indicate proper bicycle direction and positioning. (NACTO, 2012)
Appendix F: Bikeway Intersection Treatments Two-stage Turn Box
On separated bike lanes, the two-stage turn box can be located in the protected buffer/parking area.
FURTHER CONSIDERATIONS • Consider providing a “No Turn on Red” (CAMUTCD R10-11) on the cross street to prevent motor
CRASH REDUCTION There are no Crash Modification Factors (CMFs) available for this treatment.
vehicles from entering the turn box.
turn” or “pedestrian style turn.” • Some two-stage turn box designs are considered
CONSTRUCTION COSTS Costs will vary due to the type of paint used and the size of the two-stage turn box, as well as whether the
experimental by FHWA and are not currently under
treatment is added at the same time as other road
experiment in California.
treatments.
• Design guidance for two-stage turns apply to both bike lanes and separated bike lanes. • Two-stage turn boxes reduce conflicts in multiple ways; keep bicyclists from queuing in a bike lane or crosswalk and by separate turning bicyclists from through bicyclists. • Bicyclist capacity of a two-stage turn box is influenced by physical dimension (how many bicyclists it can contain) and signal phasing (how frequently the box clears.)
The typical cost for painting a two-stage turn box is $11.50 per square foot.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• This design formalizes a maneuver called a “box
F-77
B
Appendix F: Bikeway Intersection Treatments A
Bike Lanes at Intersections where Right Turns are Permitted II
III
IV
INTERSECTION
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
In California, right turning vehicles are required to turn from the lane closest to the curb. When a bicycle lane approaches an intersection adjacent to a through/ right option lane, the bicycle lane should be designed to permit right turning vehicles to enter the bicycle lane prior to turning.
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TYPICAL APPLICATION • Streets with curbside bicycle lanes approaching an intersection where right turns are permitted.
DESIGN FEATURES A
advance of the intersection.
lane at intersections.
in areas with on-street parking and high turn volumes, but not enough room for a bicycle lane and a right turn only lane.
from the general purpose travel lane, the solid bike lane should be dashed 50 to 200 feet in
• Streets with curb extensions occupying the parking
• Consider a Combined Bike Lane/Turn Lane
Where motorist right turns are permitted
B
Dashed striping should be 6 inch lines in 4 foot segments with 8 foot gaps. (CAMUTCD Detail 39A)
Appendix F: Bikeway Intersection Treatments
Dashed Bike Lane in Advance of the Intersection
The dashed bike lane line reminds drivers that they should enter the bike lane to make their right turn.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• The City of Sacramento is experimenting with
Studies have shown a 40% decrease in crashes at
dashed green pavement in the approach to
signalized intersections with through/right lanes
intersections.
when compared to sharing the roadway with motor vehicles. (CMF ID: 3255)
CONSTRUCTION COSTS The cost for installing bicycle lanes will depend on adequate width for reconfiguration or restriping, costs may be negligible when provided as part of routine overlay or repaving projects. Typical costs are $16,000 per mile for restriping.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
the implementation approach. On roadways with
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Appendix F: Bikeway Intersection Treatments
D C
A
B
Bike Lanes at Added Right Turn Lanes
II
III
INTERSECTION
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
The appropriate treatment at right turn only lanes is to introduce an added turn lane to the outside of the bicycle lane. The area where people driving must weave across the bicycle lane should be marked with dotted lines and dotted green pavement to identify the potential conflict areas. Signage should indicate that motorists must yield to bicyclists through the conflict area.
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TYPICAL APPLICATION • Streets with right-turn lanes and right side bike lanes. • Streets with left-turn lanes and left side bike lanes.
DESIGN FEATURES A
Mark inside line with 6” stripe.
B
Continue existing bike lane width; standard width of 5 to 6 feet (4 feet in constrained locations.)
C
Use R4-4 BEGIN RIGHT TURN LANE YIELD TO BIKES signage to indicate that motorists should yield to bicyclists through the conflict area.
D
Consider using colored in the conflict areas to promote visibility of the dashed weaving area.
Appendix F: Bikeway Intersection Treatments
Through Bicycle Lane to the Left of a Right Turn Only Lane
Drivers wishing to enter the right turn lane must transition across the bicycle lane in advance of the turn. Maintaining a straight path for bicyclists is important to emphasize their priority over weaving traffic.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• The bicycle lane maintains a straight path, and
Studies have shown a 3% decrease in crashes at
drivers must weave across, providing clear right-of-
signalized intersections with exclusive right turn lanes
way priority to bicyclists.
when compared to sharing the roadway with motor
priority of bicyclists over turning cars. Drivers must yield to bicyclists before crossing the bike lane to enter the turn only lane. • Through lanes that become turn only lanes are
vehicles. (CMF ID: 3257)
CONSTRUCTION COSTS The cost for installing bicycle lanes will depend on the implementation approach. On roadways with
difficult for bicyclists to navigate and should be
adequate width for reconfiguration or restriping,
avoided.
costs may be negligible when provided as part of
The use of dual right-turn-only lanes should be avoided on streets with bike lanes (AASHTO, 2013). Where there are dual right-turn-only lanes, the bike lane should be placed to the left of both right-turn lanes, in the same manner as where there is just one right-turn-only lane.
routine overlay or repaving projects. Typical costs are $16,000 per mile for restriping.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Maintaining a straight bicycle path reinforces the
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C
Appendix F: Bikeway Intersection Treatments D
B
A
Based on Figure 4-21 from AASHTO 2013
Bike Lanes at Through Lane to Right Turn Lane Transition II
INTERSECTION
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
When a through lane transitions directly into a right turn only lane, bicyclists traveling in a curbside bike lane must move laterally to the left of the right turn lane. Designers should provide the opportunity for bicyclists to accept gaps in traffic and control the transition.
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TYPICAL APPLICATION
DESIGN FEATURES
• Streets with curbside bike lanes where a moderate-
A
high speed (≥30 mph) through travel lane transitions into a right turn only lane.
a low stress crossing is desired in these locations,
at least 125 feet in advance of the intersection to indicate to bicyclists to enter the general purpose travel lane. (CAMUTCD 9C.04)
• This treatment functions for skilled riders, but is not appropriate for riders of all ages and abilities. If
End the curbside bike lane with dashed lines
B
consider a Protected Bicycle Signal Phase.
Use Shared Lane markings in the general purpose to raise awareness to the presence of bicyclists in the travel lanes during the transition segment..
C
Reestablish a standard or wide bicycle lane to
D
The transition area should be a minimum of 100
the left of the right turn only lane.
feet long. (CAMUTCD Figure 9C-4b)
Appendix F: Bikeway Intersection Treatments Bike Lanes at Right Turn “Drop” Lanes
After having transitioned from the curbside bike lane across the shared space in advance of the intersection, bicyclists are positioned to the left of the right-turn lane, in a “pocket bike lane” to reduce the likelihood of conflicts with right turning vehicles at the intersection. In this example, the bike lane continues across the intersection and transitions back to a curbside bike lane.
FURTHER CONSIDERATIONS
CRASH REDUCTION
The design should not suggest to bicyclists that
There are no Crash Modification Factors (CMFs)
they do not need to yield to motorists when moving
available for this treatment.
important details: • Do not use a R4-4-YIELD TO BIKES sign • The bike lane line should not be striped diagonally
CONSTRUCTION COSTS The cost for installing bicycle lanes will depend on the implementation approach. On roadways with
across the travel lane (with or without colored
adequate width for reconfiguration or restriping,
pavement), as this inappropriately suggests
costs may be negligible when provided as part of
to bicyclists that they do not need to yield to
routine overlay or repaving projects.
motorists when moving laterally. Right turn only drop lanes should be avoided where possible. Alternative design strategies include roadway reconfigurations to remove the dropped lane, or bicycle signals with a protected signal phase to eliminate turning conflicts.
Typical costs are $16,000 per mile for restriping.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
laterally. This differs from added right turn lanes in
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A
Appendix F: Bikeway Intersection Treatments
C
B D
Combined Bike Lane/ Turn Lane
II
III
INTERSECTION
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Where there isn’t room for a conventional bicycle lane and turn lane a combined bike lane/turn lane creates a shared lane where bicyclists can ride and turning motor vehicles yield to through traveling bicyclists. The combined bicycle lane/ turn lane places shared lane markings within a right turn only lane.
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TYPICAL APPLICATION • Most appropriate in areas with lower posted speeds (30 MPH or less) and with lower traffic volumes (10,000 ADT or less). • May not be appropriate for high speed arterials or
DESIGN FEATURES A
Maximum shared turn lane width is 13 feet;
B
Shared Lane Markings should indicate preferred
percentages of right-turning heavy vehicles.
positioning of bicyclists within the combine lane.
intersections with long right turn lanes. • May not be appropriate for intersections with large
narrower is preferable. (NACTO, 2012)
C
A “RIGHT LANE MUST TURN RIGHT” sign with an “EXCEPT BIKES” plaque may be needed to permit through bicyclists to use a right turn lane.
D
Use R4-4 BEGIN RIGHT TURN LANE YIELD TO BIKES signage to indicate that motorists should yield to bicyclists through the conflict area.
Appendix F: Bikeway Intersection Treatments
Combined Bike Lane/Turn Lane (Billings, MT)
Shared lane markings and signs indicate that bicyclists should right in the left side of this right turn only lane.
FURTHER CONSIDERATIONS
CONSTRUCTION COSTS
• This treatment is recommended at intersections
The cost for installing a combined turn lane will
lacking sufficient space to accommodate both a
depend on the implementation approach. On
standard through bike lane and right turn lane.
roadways with adequate width for reconfiguration or
motor vehicle right turn movements. • Combined bike lane/turn lane creates safety and comfort benefits by negotiating conflicts upstream of the intersection area.
CRASH REDUCTION A survey in Eugene, OR found that more than 17 percent of the surveyed bicyclists using the combined turn lane felt that it was safer than the comparison location with a standard-width right-turn lane, and another 55 percent felt that the combinedlane site was no different safety-wise than the standard-width location.1
1 Hunter, W.W. (2000). Evaluation of a Combined Bicycle Lane/RightTurn Lane in Eugene, Oregon. Publication No. FHWA-RD-00-151, Federal Highway Administration, Washington, DC.
restriping, costs may be negligible when provided as part of routine overlay or repaving projects. Typical costs are $16,000 per mile for restriping. Typical yield lines cost $10 per square foot or $320 each. Typical shared lane markings cost $180 each. BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Not recommended at intersections with high peak
F-85
Appendix F: Bikeway Intersection Treatments
A
B
Intersection Crossing Markings
II
III
IV
INTERSECTION
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Bicycle pavement markings through intersections guide bicyclists on a safe and direct path through the intersection and provide a clear boundary between the paths of through bicyclists and vehicles in the adjacent lane.
F-86
TYPICAL APPLICATION
DESIGN FEATURES
• Streets with conventional, buffered or separated
• Intersection markings should be the same width
bike lanes. • At direct paths through intersections.
and in line with leading bike lane.
A
• Streets with high volumes of adjacent traffic. • Where potential conflicts exist between through bicyclist and adjacent traffic.
Dotted lines should be a minimum of 6 inches wide and 4 feet long, spaced every 12 feet. (CAMUTCD Figure 39A)
• All markings should be white, skid resistant and retroreflective (CAMUTCD 9C.02.02)
B
Green pavement markings may also be used.
Appendix F: Bikeway Intersection Treatments
Intersection Crossing Markings
Intersection crossing markings can be used at signalized intersections or high volume minor street and driveway crossings, as illustrated above.
FURTHER CONSIDERATIONS
CRASH REDUCTION
The National Committee on Uniform Traffic
A study on the safety effects of intersection crossing
Control Devices has submitted a request to include
markings found a reduction in accidents by 10% and
additional options bicycle lanes extensions through
injuries by 19% 2
Their proposal includes the following options for striping elements within the crossing:
A study in Portland, OR found that significantly more motorists yielded to bicyclists after the colored pavement had been installed (92 percent in the after
• Bicycle lane markings.
period versus 72 percent in the before period.) 3
• Double chevron markings, indicating the direction
CONSTRUCTION COSTS
of travel. • Green colored pavement. 1 Letter to FHWA from the Bicycle Technical Committee for the MUTCD. Bicycle Lane Extensions through Intersections. June 2014.
The cost for installing intersection crossing markings will depend on the implementation approach. On roadways with adequate width for reconfiguration or restriping, costs may be negligible when provided as part of routine overlay or repaving projects. Typical shared lane markings cost $180 each.
2 Jensen, S.U. (2008). Safety effects of blue cycle crossings: A before-after study. Accident Analysis & Prevention, 40(2), 742-750. 3 Hunter, W.W. et al. (2000). Evaluation of Blue Bike-Lane Treatment in Portland, Oregon. Transportation Research Record, 1705, 107-115.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
intersections as a part of future MUTCD updates . 1
F-87
Appendix F: Bikeway Intersection Treatments B E D
A C
Mixing Zone
II
III
IV
INTERSECTION
A mixing zone creates a shared travel lane where turning motor vehicles yield to through traveling bicyclists. Geometric design is intended to slow motor vehicles to bicycle speed, provide regulatory guidance to people driving, and require all users to negotiate conflicts upstream of the intersection.
TYPICAL APPLICATION BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
• Most appropriate in areas with low to moderate
F-88
right-turn volumes.
DESIGN FEATURES A
intersection.
storage length to promote slow motor vehicle travel speeds.
• Streets with a right turn lane but not enough width to have a standard width bicycle lane at the
Use short transition taper dimensions and short
B
The width of the mixing zone should be 9 feet
C
The transition to the mixing zone should begin
D
Shared lane markings (CAMUTCD 9C-9) should
minimum and 13 feet maximum.
70 feet in advance of the intersection.
be used to illustrate the bicyclist’s position within the lane.
E
A yield line should be used in advance of the intersection.
Appendix F: Bikeway Intersection Treatments Mixing Zone (New York City, NY)
Mixing zone (Photo via NACTO)
FURTHER CONSIDERATIONS
CONSTRUCTION COSTS
• Not recommended at intersections with high peak
The cost for installing mixing zone will depend on
motor vehicle right turn movements. • The zone creates safety and comfort benefits by having the mixing zone upstream of the intersection conflict area.
the implementation approach. On roadways with adequate width for reconfiguration or restriping, costs may be negligible when provided as part of routine overlay or repaving projects. Typical costs are $16,000 per mile for restriping.
A survey of separated bike lane users in the United States found the 60-80% of respondents agreed with the statement “I generally feel safe when bicycling through the intersections” when asked about intersections with mixing zone approaches.1
Typical yield lines cost $10 per square foot or $320 each. Typical shared lane markings cost $180 each.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
CRASH REDUCTION
F-89 1 NITC. Lessons from the Green Lanes. 2014.
Appendix F: Bikeway Intersection Treatments
B A
ADA generally limits ramp slopes to 1:20
D
Overcrossing
C
D Undercrossing
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Grade Separated Crossings
F-90
INTERSECTION
I
MID-BLOCK
Grade-separated crossings provide critical non-motorized system links by joining areas separated by barriers such as railroads, waterways and highway corridors. In most cases, these structures are built in response to user demand for safe crossings where they previously did not exist. There are no minimum roadway characteristics for considering grade separation. Depending on the type of facility or the desired user group, grade separation may be considered in many types of projects.
TYPICAL APPLICATION • Where shared-use paths cross high-speed and high-volume roadways where an at-grade
DESIGN FEATURES A
with 14 feet preferred and additional width provided at scenic viewpoints.
signalized crossing is not feasible or desired, or where crossing railways or waterways.
Overcrossings should be at least 8 feet wide
B
Railing height must be a minimum of 42 inches
C
Should be designed at minimum 10 feet height
for overcrossings.
and 14 feet width, with greater widths preferred for lengths over 60 feet.
D
Centerline stripe is recommended for gradeseparated facility.
Appendix F: Bikeway Intersection Treatments
Overcrossings
Undercrossings
Grade-separated crossings help people walking or biking cross barriers such as freeways, railroads, and rivers.
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Overcrossings require a minimum of 17 feet of
Grade separated crossings, when used, eliminate
vertical clearance to the roadway below versus a
conflicts between users that would be present at at-
minimum elevation differential of around 12 feet
grade crossing locations.
elevation differences and much longer ramps for bicycles and pedestrians to negotiate. • Overcrossings for bicycles and pedestrians
CONSTRUCTION COSTS Costs will vary greatly based on site conditions, materials, etc. Overpasses have a range from $150 to
typically fall under the Americans with Disabilities
$250 per square foot or $1,073,000 to $5,366,000
Act (ADA), which strictly limits ramp slopes to 5%
per complete installation, depending on site
(1:20) with landings at 400 foot intervals, or 8.33%
conditions. Underpasses range from slightly less than
(1:12) with landings every 30 feet.
$1,609,000 to $10,733,000 in total or around $120
• Overcrossings pose potential concerns about visual impact and functional appeal, as well as space requirements necessary to meet ADA guidelines for slope. • To mitigate safety concerns, an undercrossing should be designed to be spacious, well-lit, equipped with emergency cell phones at each end and completely visible for its entire length from end to end.
per square foot. (PBIC).
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
for an undercrossing. This can result in greater
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BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Appendix F: Context
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BIKEWAY SIGNING AND AMENITIES
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
F AppendixAppendix F: Context
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Appendix X: F: Bikeway Context Signing and Amenities
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Wayfinding Sign Placement
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INTERSECTION
I
II
III
IV
MID-BLOCK
Above is a typical wayfinding sign placement scenario showing a decision sign (D) being located prior to an intersection of two bicycle facilities. A confirmation sign (C) is provided after the turn movement as well as periodically along the route to confirm for users that they are still on the intended facility.
Appendix F: Bikeway Signing and Amenities
Above: Current proposed standards for post mounted objects. Left: Limits of protruding objects. For more information on protruding objects and clearances, see 2010 ADA Standards for Accessible Design, Chapter 3, section 307.
As wayfinding systems often relate to accessible routes or pedestrian circulation, it is important to consider technical guidance from the ADA so that signs and other elements do not impede travel or create unsafe situations for pedestrians and/or those with disabilities. The Architectural and Transportation Barriers Compliance Board provides the following guidance for the design and placement of wayfinding guide signs: • Vertical Clearance: Shall be 80 inches mimimum,
more than 27 inches and not more than 80 inches
or 27 inches maximum when the signs protrude
above the existing grade shall protrude 4 inches
more than 12 inches from the sign post.
maximum horizontally into the circulation path.
• Post-Mounted Objects: Where a sign is mounted
• Required Clear Width: Protruding objects shall
between posts or pylons and the clear distance
not reduce the clear width required for accessible
between the posts is greater than 12 inches,
routes. Generally this requirement is met by
the lowest edge of the sign shall be 27 inches
maintaining four feet minimum clear width for
maximum or 80 inches minimum above the existing
maneuvering. This requirement applies to both
grade.
sidewalks and pedestrian circulation paths.
• Protruding Objects: Objects with leading edges
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
Accessibility Standards
F-95
Appendix F: Bikeway Signing and Amenities
STATE OF CALIFORNIA - DEPARTMENT OF TRANSPORTATION
C
K
D
E
PASS
F G
A
H
3FT MIN
B
G J E
R4-11
R117 (CA) A
ENGLISH UNITS A B 24 5E 30 6E 36 7E
W11-1 with custom “ON ROADWAY” legend plaque
R117 (CA) C .5 .5 .625
D .625 .75 .875
E 2.75 3.25 4
F 4D 5D 6D
G 1.25 1.5 1.75
H 8.5 10.5 12.5
J 4C 5C 6C
K 1.5 1.875 2.25
Safety & Warning Signs COLORS: BORDER & LEGEND - BLACK BACKGROUND - WHITE
INTERSECTION
I
II
III
IV
MID-BLOCK
Signs may be used to raise awareness of the presence of bikes on the roadway 11/07/2014 beyond that of the conventional “Bike Route” sign. These signs are intended to reduce motor vehicle/bicyclist conflict and are appropriate to be placed on routes that lack paved shoulders or other bicycle facilities.
TYPICAL APPLICATION
DESIGN FEATURES
• In higher speed contexts, a bicycle warning sign
• Use with travel lanes less than 14 feet wide, which
(W11-1) paired with a legend plaque reading “ON BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
ROADWAY” may clarify to motor vehicle drivers to expect bicyclists. • In relatively dense areas, “Bikes May Use Full Lane” (BMUFL) (R4-11) signs encourage bicyclists to take the lane when the lane is too narrow. They typically work best when placed near activity centers such as schools, shopping centers and other destinations that attract bicycle traffic. • The “SHARE THE ROAD” (W16-1P) plaque is discouraged for use due to a lack of shared understanding among road users. • In California, the state-specific “PASS Bicycle (symbol) 3FT MIN” symbol (R117) can be used to remind motorists to provide adequate space when passing. F-96
are too narrow for safe passing within the lane. • Signs should be placed at regular intervals along routes with no designated bicycle facilities. • Dedicated bicycle facilities are recommended for roadways with speed limits above 35 mph where the need for bicycle access exists.
Appendix F: Bikeway Signing and Amenities
FURTHER CONSIDERATIONS
CRASH REDUCTION
• Regulatory signage specific to bicycle and
Regulatory and warning signs as set forth in the
pedestrian travel are typically rectangular in shape
CAMUTCD, are designed to indicate the traffic laws
with a white background and a black border.
and regulations of the road and provide warning of
Bicycle and/or pedestrian warning signage is
specific roadway conditions to reduce the likelihood
yellow or fluorescent yellow-green with a black
of motor vehicle, bicycle and pedestrian-involved
border, and diamond -shaped. Consult CAMUTCD
crashes and injury.
Chapter 2 for more information regarding design,
• Monitor signs along bikeways for vandalism, graffiti, and normal wear and replace signs in the bikeway network as needed.
CONSTRUCTION COSTS The cost of a safety and warning sign needs depend on the scale and complexity of the approach. Signs and posts range from $200 to $1,000, including installation costs. Costs are further reduced if mounted on existing posts.
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
size, placement of regulatory and warning signage.
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Appendix F: Bikeway Signing and Amenities
A
HILLEGASS HILLEGASS - BOWDITCH
B AVE
Bike Route X
4200
Bike Route X
BICYCLE BOULEVARD
B
To Downtown To Downtown
Community Wayfinding Signs TYPICAL APPLICATION • Within a downtown or neighborhood district area
INTERSECTION
I
A
IV
MID-BLOCK
Community wayfinding guide signs may use
to provide a cohesive local wayfinding system to
background colors other than green in order to
road users, including pedestrians.
provide a color identification for the wayfinding destinations by geographical area within the overall wayfinding guide signing system, and
be used on a regional or statewide basis. For
per MUTCD guidance, 70% contrast must be
wayfinding systems at these scales, standard
maintained between the sign lettering and
MUTCD wayfinding signs should be used. • These informational guide signs shall not be installed on freeway or expressway mainlines or ramps. BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
III
DESIGN FEATURES
• Community wayfinding guide signs should not
F-98
II
background color.
B
Other graphics that specifically identify the wayfinding system, including enhancement markers, may be used on the sign assembly and sign supports. Up to 20% of the sign blade may be used for identity graphics and logos.
FURTHER CONSIDERATIONS The standard colors of red, orange, yellow, purple, or
mounting structures, colors, and/or an identifying
the fluorescent versions thereof shall not be used as
enhancement marker. Section 2D.50 of the MUTCD
background colors for community wayfinding guide
describes standards for Community Wayfinding.
signs, as these colors are reserved for other specific sign types (e.g. advisory and regulatory signs).
The spectrum on the following page shows a range of wayfinding elements that have been implemented
While community wayfinding signs are allow more
by municipalities around the nation. The range
flexibility than standard wayfinding signs, the use
extends from more rigid adherence MUTCD to those
of federal funds is more likely to be approved when
having a more flexible interpretation.
the MUTCD is more closely followed. Options for adhering to the MUTCD include adding unique
Refer to chapter 9 of the MUTCD for more information on guide sign standards for bicycle facilities.
Appendix F: Bikeway Signing and Amenities
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BIKE PARKING
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
F AppendixAppendix F: Context
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Appendix F: Bike Parking
Bike Parking Treatments
INTERSECTION MID-BLOCK
SHORT-TERM BICYCLE PARKING Short-term bicycle parking is for use by shoppers, customers, messengers, and other visitors by providing a convenient and readily accessible place to park their bicycles for less than roughly two (2) hours. Short-term bicycle parking shall serve the main entrance of a building and be visible to pedestrians and bicyclists, with the goal of providing such parking at each principal building entrance. A. Short-term bicycle parking located on the project site shall be: • Visible from the public right-of-way, • Within 50 feet of a main building entrance, • At the same grade as the adjacent right-of-way or accessible along a clear path of travel with an ADA compliant grade and a minimum width of six feet
BERKELEY BICYCLE FACILITY DESIGN TOOLBOX
B. Short-term bicycle parking located in the public right-of-way shall be: • Within 50 feet of a main building entrance, • Approved by the Traffic Engineer, • In compliance with the minimum layout requirements contained within this document
LONG-TERM BICYCLE PARKING Long-term bicycle parking serves employees, students, residents, commuters, customers and others who need a secure location to park a bicycle for a longer duration. Long-term bicycle parking provides a secure and weather-protected place to park bicycles for more than roughly two (2) hours on the project site. A. Long-term bicycle parking shall be: • Accessible only to the intended users of the parking • Covered such that bicycles are fully protected from inclement weather
F-102
Appendix F: Bike Parking
BIKE PARKING RACK GUIDELINES • The rack type must be a City of Berkeley approved style of rack or an artistic rack (subject to approval). • The bicycle frame and one wheel can be locked to the rack with a high security, U-shaped shackle lock if both wheels are left on the bicycle. • A bicycle six feet long can be securely held with its frame supported in two locations so that the bicycle cannot be pushed or fall in a manner that will damage the wheels or components. • The rack must be securely anchored.
SIGNS Bicycle parking signs must be provided in the following circumstances: • If required bicycle parking is not visible from the street or main building entrance, a sign must be posted at the main building entrance indicating the location of the bicycle parking. • Signs Along Path of Travel. If the parking is located more than 150 feet from the entrance, signs shall be placed on the street or nearest bikeway guiding the user to the bicycle parking.
PARKING AND MANEUVERING • Each required bicycle parking space must be accessible without moving another bicycle. • The area devoted to bicycle parking must be hard surfaced: concrete, asphalt, decomposed granite, or equivalents. Short-term parking shall be located: Outside of the building, unless the minimum, or portion thereof, amount of bicycle parking requirement can provided indoors. If all or a portion of the minimum parking requirement is met indoors, the parking should be visible from the building entrance and accessible along a clear path of travel wide enough to walk a bicycle
FACILITY DESIGN The City recommends that the lot coverage conditions of the project site dictate the type of long-term parking strategy. For instance, parcels with relatively high lot coverage (>85%) should provide long-term parking indoors, via a secure bike room or cage (if indoor or basement space is available). Parcels with lower lot coverage (