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HomeMy WebLinkAbout2019-07-01; Traffic Safety Commission; ; CLASS II BIKE LANES AND CHICANES ON GATEWAY ROADItem # 2 Meeting Date: July 1, 2019 To: Traffic Safety Commission Staff Contact: Massoud Saberian, City Traffic Engineer massoud.saberian@carlsbadca.gov or 760-268-4796 Subject: Class II Bike Lanes and Chicanes on Gateway Road Recommended Action Information only. Background Gateway Road is classified as a Local/Neighborhood Street in the Mobility Element. It is fully improved with sidewalk, curb and gutter and street lighting on both sides of the street. The roadway is 52 feet wide and has a posted speed limit of 40 mph per an Engineering and Traffic Survey dated 11/20/2015. The roadway has one vehicle travel lane in each direction separated by a two-way left turn lane. On-street parking is prohibited and there are painted Class II bicycle lanes on either side of the street. Earlier this year, as part of a development project (Uptown Bressi Lots 1-4, CT 14-09), a set of two chicanes were added to Gateway Road per City Council direction. The chicanes are located on either side of Innovation Way and utilize striping and raised medians to create a curvilinear path and thereby reducing vehicle speeds on Gateway Road. Discussion During the design review, it was determined that preserving the existing bicycle path along the curb line would be in the best interest of cyclists. Therefore, the design was approved with the bike path remaining uninterrupted along the curb as vehicles travel through the chicanes. The width of the bicycle path through the chicanes is 6 feet. The design is compliant with the California Manual on Uniform Traffic Control Devices and the National Association of City Transportation Officials (NATCO) Urban Bikeway Design Guide. Based on our engineering judgement, what is in place provides the safest alternative for the cyclists. Necessary Council Action None. Next Steps The signing and striping on Gateway Road and the chicane segments will be reviewed and additional clarifying signing and markings can be installed if necessary. Exhibits 1. Pictures of the Chicanes and Gateway Traffic Calming (6 pictures) 2. Various Bike Lane Definitions and graphics Bicyclists at Intersections Protected Intersections Separated bikeways at intersections can be designed as a protected intersection— providing greater separation and protection for bicyclists and minimizing the number of conflict points with motor traffic. Corner islands keep bicyclists to the right, placing them downstream of the cross street and allowing right- turning motorists to complete a turn before interacting with bicyclists. Bicycle crossings are placed next to, but separated from, pedestrian crossings. Protected intersections can facilitate left turns for bicyclists by providing a waiting area to complete the crossing in two stages. REFERENCE: CALTRANS DESIGN INFORMATION BULLETIN 89 – CLASS IV BIKEWAY GUIDANCE, SECTION 2.2; FHWA SEPARATED BIKE LANE PLANNING AND DESIGN GUIDE, CHAPTER 5, STEP 4 TIBURON BLVD, STATE ROUTE 131, TIBURONRENDERING OF PROTECTED INTERSECTION RENDERING OF ROUNDABOUT BROADWAY, OAKLAND RENDERING OF CONFLICT AREA WITH GREEN PAVEMENT A GUIDE TO Bikeway ClassificationBike Signals A bicycle signal is a traffic signal that uses bicycle signal faces and directs bicyclists to take specific actions when there are no conflicting movements. Use of bicycle signal faces is analogous to using pedestrian signal heads. Implementation is based on engineering judgment. REFERENCE: CAMUTCD SECTION 4D.104(CA); FHWA INTERIM APPROVAL IA-16; NACTO URBAN BIKEWAY DESIGN GUIDE/ SIGNALS Intersection Bike Boxes The intersection bike box, a designated area on the approach to a signalized intersection, provides bicyclists a space to wait in front of stopped motor vehicles during the red signal phase so that they are more visible to motorists at the start of the green signal phase. REFERENCE: FHWA INTERIM APPROVAL IA-18; NACTO URBAN BIKEWAY DESIGN GUIDE/ INTERSECTIONS/ BIKE BOXES. Two-Stage Turn Queue Boxes Two-stage turn queue boxes offer bicyclists a way to make left turns at multi-lane intersections by separating the turn into two moves, which is helpful for bicyclists who are uncomfortable merging across multiple lanes of traffic to make a left. REFERENCE: FHWA INTERIM APPROVAL IA-20; NACTO URBAN BIKEWAY DESIGN GUIDE/ INTERSECTIONS/ TWO-STAGE TURN QUEUE BOXES Green-Colored Pavement Through Conflict Areas Green-colored pavement can be used on Class II or Class IV bikeways. When bikeways cross intersections or motorists need to merge across a bikeway, green- colored markings become dashed. This can be useful at ramp intersections to increase visibility and draw attention to the presence of bicyclists. REFERENCE: FHWA INTERIM APPROVAL IA-14; CAMUTCD FIGURE 9C-103(CA) Bicyclists at Roundabouts Roundabouts are circulatory intersections where motorists and bicyclists yield to enter. While roundabouts have been shown to reduce the number and severity of crashes overall, it is important to design them for all users by minimizing the design speed and the number of lanes and conflict points to reduce exposure for all users. . Bicyclists are allowed to take the lane with vehicle traffic, but can also be provided a separated bikeway or a shared use path that circulates around the roundabout to reduce the level of stress. While single-lane roundabouts are easier for bicyclists to navigate, multilane roundabouts require additional considerations at conflict points and bikeway crossings. REFERENCE: NCHRP REPORT 672: ROUNDABOUTS, AN INFORMATIONAL GUIDE; MASSDOT SEPARATED BIKE LANE PLANNING AND DESIGN GUIDE Several techniques can improve the safety and operations of bicyclists at intersections. Traffic control devices such as signage, roadway markings and signals, or geometric design features can reduce ambiguity for all roadway users and draw attention to the presence of bicyclists. Many of these strategies are found in the Caltrans Complete Intersections Guide. Some techniques are relatively new or newly approved in California. A few examples are provided here. PRESENTED BY CALTRANS IN CONJUNCTION WITH THE DISTRICT 4 BICYCLE PLAN PREPARED BY JULY 2017 ,.. Path Class I bikeways, also known as bike paths or shared-use paths, are facilities with exclusive right of way for bicyclists and pedestrians, away from the roadway and with cross flows by motor traffic minimized. Some systems provide separate pedestrian facilities. Class I facilities support both recreational and commuting opportunities. Common applications include along rivers, shorelines, canals, utility rights-of-way, railroad rights-of-way, within school campuses, or within and between parks. REFERENCE: HDM INDEX 1003.1; CAMUTCD SECTION 9C.03 Vine Trail, Napa Valley Bay Bridge Trail, Oakland Bike Lane Class II bikeways are bike lanes established along streets and are defined by pavement striping and signage to delineate a portion of a roadway for bicycle travel. Bike lanes are one-way facilities, typically striped adjacent to motor traffic travelling in the same direction. Contraflow bike lanes can be provided on one-way streets for bicyclists travelling in the opposite direction. REFERENCE: HDM INDEX 301.2; CAMUTCD SECTION 9C.04 Buffered Bike Lane A buffered bike lane provides greater separation from an adjacent traffic lane and/or between the bike lane and on-street parking by using chevron or diagonal markings. Greater separation can be especially useful on streets with higher motor traffic speeds or volumes. REFERENCE: CAMUTCD SECTION 9C.04, FIGURE 9C-104(CA); NACTO URBAN BIKEWAY DESIGN GUIDE/ BIKE LANES/ BUFFERED BIKE LANES State Route 12, the Springs Region of Sonoma Sloat Blvd, State Route 35, San Francisco Separated Bikeway/ Cycle Track A Class IV separated bikeway, often referred to as a cycle track or protected bike lane, is for the exclusive use of bicycles, physically separated from motor traffic with a vertical feature. The separation may include, but is not limited to, grade separation, flexible posts, inflexible barriers, or on-street parking. Separated bikeways can provide for one-way or two-way travel. By providing physical separation from motor traffic, Class IV bikeways can reduce the level of stress, improve comfort for more types of bicyclists, and contribute to an increase in bicycle volumes and mode share. REFERENCE: CALTRANS DESIGN INFORMATION BULLETIN 89 – CLASS IV BIKEWAY GUIDANCE; FHWA SEPARATED BIKE LANE PLANNING AND DESIGN GUIDE; NACTO URBAN BIKEWAY DESIGN GUIDE/ CYCLE TRACKS Fulton St, Berkeley Division St, San Francisco Bike Route Class III bikeways, or bike routes, designate a preferred route for bicyclists on streets shared with motor traffic not served by dedicated bikeways to provide continuity to the bikeway network. Bike routes are generally not appropriate for roadways with higher motor traffic speeds or volumes. Bike routes are established by placing bike route signs and optional shared roadway markings (sharrow) along roadways. REFERENCE: HDM INDEX 1003.3; CAMUTCD SECTION 9C.07 Bicycle Boulevard A Bicycle Boulevard is a shared roadway intended to prioritize bicycle travel for people of all ages and abilities. Bicycle Boulevards are typically sited on streets without large truck or transit vehicles, and where traffic volumes and speeds are already low, or can be further reduced through traffic calming. REFERENCE: NACTO URBAN BIKEWAY DESIGN GUIDE/ BICYCLE BOULEVARDS; CAMUTCD SECTION 9C.07 2nd St, Oakland Milvia St, Berkeley CLASS I BIKEWAY CLASS III BIKEWAY CLASS II BIKEWAY CLASS IV BIKEWAY a \:_ --:, Bikeway Types Oakland's Bikeway Network includes the following types of bikeways: Bike Paths (Class 1) are paved rights-of-way completely separated from streets. Bike paths are often located along waterfronts, creeks, railroad rights-of-way or freeways with a limited number of cross streets and driveways. These paths are typically shared with pedestrians and often called mixed-use paths. Bike Lanes (Class 2) are on-street facilities designated for bicyclists using stripes and stencils. Bike lanes may include buffer striping to provide greater separation between bicyclists and parked or moving vehicles. Bike lanes are the preferred treatment for all arterial and collector streets on the bikeway network, and not typically installed on low-volume, low-speed residential streets. Bike Routes (Class 3) are streets designated for bicycle travel and shared with motor vehicles. While the only required treatment is signage, streets are designated as bike routes because they are suitable for sharing with motor vehicles and provide better connectivity than other streets. Arterial Bike Routes (Class 3A) are installed on arterial streets where bike lanes are not feasible, and parallel streets do not provide adequate connectivity. These streets may be designed to promote shared use with lower posted speed limits (preferably 25 mph), shared lane bicycle markings (“sharrows”), and signage. Bike Boulevards (Class 3B) are bike routes on residential streets that prioritize through trips for bicyclists. Traffic calming is included as needed to discourage drivers from using the boulevard as a through route. Oakland's Bike Boulevards are marked with shared lane bicycle markings (aka “sharrows”) and signage. Protected Bike Lanes (Class 4), also known as cycle tracks, provide space that is exclusively for bicyclists and separated from motor vehicle travel lanes, parking lanes, and sidewalks. Parked cars, curbs, bollards, or planter boxes provide physical separation between bicyclists and moving cars. Where on-street parking is allowed, it is placed between the bikeway and the travel lanes (rather than between the bikeway and the sidewalk, as is typical for Class 2 bike lanes). Phase 1 of the Telegraph Ave Complete Streets Implementation Plan constructed the first parking-protected bike lane in Oakland in May 2016. What is a sharrow? Sharrows are pavement markings that indicate shared-use lanes. The markings are intended to encourage bicyclists to ride clear of the “door zone” and to alert motorists to expect bicyclists to occupy the full lane.