Loading...
HomeMy WebLinkAbout2017-06-05; Traffic Safety Commission; ; Bicycle and Pedestrian Design TreatmentsCITY OF CARLSBAD TRAFFIC SAFETY COMMISSION STAFF REPORT COMMISSION MEETING OF: June 5, 2017 ITEM NO. 6-A LOCATION: N.A. INITIATED BY: Transportation Manager REQUESTED ACTION: Inform Traffic Safety Commissioners on Treatments for Bicycle Facilities BACKGROUND: This informational item on treatments for bicycle facilities is intended to provide a technical background for future Traffic Safety Commission agenda items. DATA: Providing attractive bicycle facilities is an important component of our General Plan and Climate Action Plan. Following are excerpts from the General Plan Mobility Element goals and policies related to bicycle facilities: • Keep Carlsbad moving with livable streets that provide a safe, balanced, cost- effective, multi-modal transportation system (vehicles, pedestrians, bikes, transit), accommodating the mobility needs of all community members, including children, the elderly and the disabled. (3-G.1) • Utilize transportation demand management strategies, non-automotive enhancements (bicycle, pedestrian, transit, train, trails, and connectivity), and traffic signal management techniques as long-term transportation solutions and traffic mitigation measures to carry out the Carlsbad Community Vision. (3-P.8) • Improve and enhance parking, connectivity, access, and utilization for pedestrians and bicycles to COASTER stations, utility corridors, and open spaces consistent with city planning documents. (3-P.28) • Evaluate incorporating pedestrian and bicycle infrastructure within the city as part of any planning or engineering study, private development, or capital project. (3-P.29) • Require developers to improve pedestrian and bicycle connectivity consistent with the city’s bicycle and pedestrian master plans and trails master planning efforts. (3- P.32) RECOMMENDATION: The presentation is informational only. NECESSARY CITY COUNCIL ACTION: None. Bicycle and Pedestrian Design Treatments for Carlsbad Traffic Safety Commission June 3, 2017 Federal Highway AdministrationSEPARATED BIKE LANE PLANNING AND DESIGN GUIDE MAY 2015 Complete Streets Design Seminar·-NACTO l=I p I MENU National Association of City Transportation Officials Complete Streets Design Seminar·-NACTO 1=1 I :: National Association of City Transportation Officials Bike Lane Buffers College approaching Cannon High-Visibility / Continental Crosswalks College at Cannon Back-In Diagonal Parking Coast Hwy 101 - Del Mar Back-In Diagonal Parking Coast Hwy 101 - Del Mar Advanced Yield Lines Coast Hwy 101 - Del Mar Slip Lane Ramps Cassia Road - soon Conflict Zone Treatment NACTO Urban Bikeway Design Guide Color shall be applied to the road surface to delineate space, increase visibility and emphasize proper vehicle priority. Normal white bike lane lines shall be provided along the edges of the colored lane to provide consistency with other facilities and to enhance nighttime visibility. The color green shall be used to minimize confusion with other standard traffic control markings. Colored surface should be skid resistant and retro-reflective. Color may be applied along a dashed pattern within a dashed bicycle lane to indicate merging areas. Dashed application of colored pavement mimics typical traffic striping layouts, where dashed markings indicate areas where merging maneuvers are permitted. VEHICLES t l,iri . TURNINGr+ ~ V r00~ Vi .. Variant of MUTCD R10-15 or R1-5, 1-Sa "Yield to Bikes" sign should be used at intersections or driveway crossings to reinforce that bicyclists have the right-of-way at colored bike lane areas. ·-NACTO •• Voltaire Street at Mendocino Blvd Conflict Zone Treatment Voltaire Street at Mendocino Blvd Conflict Zone Treatment Linda Vista Road at Via Las Cumbres Combined Right Turn Lane w/ Bike Lane Pocket Conflict Zone, Bike Lane & Cycle Track Friars Road at Napa Street Conflict Zone at Free Right Morena Blvd at Linda Vista Road W Morena Blvd at Morena Blvd Conflict Zone at Free Right Conflict Zone at Free Right/Through W Morena Blvd at Morena Blvd Road Diets Lane Capacity Guidelines •6,000 to 12,000 ADT per lane •Capacity dependent on intersections Road Diet & Curb Extensions 25th Street at Broadway Fairmount Avenue at Olive Street Road Diets Clairemont Drive Road Diets Madison Avenue Road Diets 5th Avenue at Laurel Street Road Diets Lane Extension LinesCalifornia MUTCD 2014 Edition (FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 9C – Markings November 7, 2014 Part 9 – Traffic Control for Bicycle Facilities Page 1391 California MUTCD 2014 Edition (FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 9C – Markings November 7, 2014 Part 9 – Traffic Control for Bicycle Facilities Page 1386 Lane Extension Lines California MUTCD 2014 Edition (FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 9C – Markings November 7, 2014 Part 9 – Traffic Control for Bicycle Facilities Page 1397 Lane Extension Lines California MUTCD 2014 Edition (FHWA’s MUTCD 2009 Edition, including Revisions 1 & 2, as amended for use in California) Chapter 9C – Markings November 7, 2014 Part 9 – Traffic Control for Bicycle Facilities Page 1401 Lane Extension Lines Lane Extension Lines Design Guidance Intersection Crossing Markings Required Features © ~i~:t~~~~::s~~:~;:~.the See MUTCO Section 38.08 for dotted line extensions through intersections .... @ :~~~~;~/: ::c~~~:~jacent to motor vehicle travel lanes and shall otherwise match the width and lateral positioning of leading bike lane striping. except when using elephant's feet mark1ngs.M1 Recommended Features @ :;:~1~~;~~~o~~:tt~!:~. Markings should be white, skid resistant and retro-rellect1ve. @ ~~;:~n!i~t~ea~~d~~:~:~8 of the leading bike lane. 0 ~;t~~o:~;~:c~: :::~:~Y ma1k1ngs should indicate that there is two-way traffic either by marktng the path center line through the intersection, or byma1k1ng bicycle silhouettes and/01 chevrons in opposite directions in the two lanes See Two-Way Cycle Tracks. Elephant's teat markings may ba u15ad as an alternative to dotted tine extensions to offer lncrc111sedvlslblllty. . . : 14to20: Equal : : ! Inch ! distance ! ! : square_: spacing : ............ : Optional Features @ ~:::~:~ :~~~::~~h:~r conflict areas or across entire intersections. Placement shall be in the middle of the moving lanes. and close to crosswalks. 0 ;i~:r,:d9~~:) :::::~:~d~:;o increased visibility within cooflict afeas or across entcre 1nte,sect1ons. Placement shall be in the middle of the moving lanes, and dose to crosswalks.«> © ;Ye~:~~:~~:~eo~tb~;~~:gs may be used for increased visibility within conflict areas or across entire intersections. Placement should consider a ,otated symbol lacing cross-traffic in the m iddle of the bieycletane.~7 strlpa width: 6 lnchas Dotted Ur,as should be 2 foot lines with 2 to 6 foot spaclr,g. @ ~;!~r;i ~nac~:;s:: ;s~~i~~Y within conflict areas 01 across entire intersecticns.68 @ :~~::;~: ~:e::~~~~!: may to dotted line extensions to offer increased visibility. If used. the markings stiould be 14 to 20 inches square, with equal distance spacing between markings. Markings should be pcs,t1oned on outside ol lane.'9 @ ;h°:7i:::~t~~~:,:~~esv::: ;'e considered to ir1c1ease v1s1bility. @ ~~~1:r~t;:~~~~~;Yo;en :s:d when crossing dnveways and alleyways to mark the edge of the bikelane.70 4UBZXJUIJOUIFNBSLJOHTXIFOUSBWFMJOHUISPVHIUIFJOUFSTFDUJPO5IF NBSLJOHTMFBEUPUIFCJLFMBOFPOUIFPUIFSTJEFPGUIFJOUFSTFDUJPOBOE increase bicyclist visibility and predictability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otoristsBicyclists YYJW Lane Extension Lines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otoristsBicyclists $ D B A %FTDSJQUJPO "UXPTUBHFUVSOCPYBMMPXTCJDZDMJTUTXIPBSFOPUDPNGPSUBCMFNFSHJOHJOUPUIFUSBWFMMBOFUPQPTJUJPOGPSBUVSOBUBOJOUFSTFDUJPO5IFZ QSPWJEFBWJTJCMFTUPSBHFTQBDFBXBZGSPNNPUPSJTUTBOEPUIFSCJDZDMJTUTBMMPXJOHFBTJFSMFGUUVSOTGSPNBSJHIUTJEFCJLFMBOF PSSJHIUUVSOTGSPNBMFGU side bike lane. YYJJ Lane Extension Lines Raised Crosswalks & Mid-block Crossings Coast Hwy - Del Mar Raised Crosswalks & Mid-block Crossings Coast Hwy - Del Mar Raised Crosswalks & Mid-block Crossings Coast Hwy - Del Mar Green-Backed Sharrows Coastal Rail Trail - State Street? Protected Bike Lanes Avenida Encinas? Required Features 0 Acyc[etrack.likeab1kelane. is a type of p,efe,ential lane as defined by the MUTC0.19 @ =~:~~ ::r~~;~~k::;:bol, (MUTCO Figure 9C-3) shall be placed at the beginning of a cycle track and at periodic intervals along the facility based on engineering judgment. @ ~fops:~ea7:1:\;;r~:~!~:r1: used parking lanes from the preferential bicycle lane. solidwh,te lane line markings shalt be used. Diagonal crosshatch markings may be placed in the neut1al area for special emphasis. See MUTCD Section 38.24. Raised medians or other barriers can also provide phySlcal separation to the cycle track. Recommended Features © ;;ea ;~:i::r:ci:~eu~;~~th 5 feet. In areas with high bicyclist volumes or uphill sections. the minimum desired width should be 7 leet to allow for bicyclists passing each other. 20 © ~;f:::::~: ~:~::~::~1::;:r passenger loading and to prevent door collisions .... @ ::~;c:~n~:v~~~~:marking buffer. desired parking lane and buffer combined width is 11 feet to discourage motor vehicle encroachment into the cycle track. G) :;~~a~~recnir~~:h:•:~n~!um desired with of the painted buffer is3 ft. The buffer space stioold be used to locate bolla,ds, planters, signs or other forms of physical protection.12 @ ~rr~:::~:sa::~ :~~:~:;~:~lenge to cycle track design. A review of existing facilities and design practice has shown that the following guidance may improve safety at crossings of driveways and minor intersections: · If the cycle track is parking protected, parking should be prohibited near the intersection to improve visibility. The desirable no-parking area is 30 feet from each side of the crossing.u . For motor vehicles a1tempt1ng to cross the cycle track from the side street or driveway. street and sidewalk furmshings and/or other features should accommodate a sight triangle of 20 feet to the cycle track from minor street crossings. and 10 feet from driveway crossing. . Color. yield lines, and-Yield to Bikes" signage should be used to identify thecorif1ict area and make it clear that the cycle track has priority over entering and exiting traffic.2' · Motor veh1c!e traffic crossing tne cycle track giould be constrained or channelized to make turns at sharp angles to reduce travel speed prior to the crossing. ~ Gutter seams. drainage inlets, \.::.J and utility covers should be configured so as not to impede bicycle travel and to facilitate run-off. @ ;~:::t~k/i~=~ ~:~~:;~~hings pedestrian use of ttie cycle zone. @ ~:r 1 i~al~~;;~~s5:~~;~~:e gutter seam extends more than 12 inches from ttie cu,b.~ Optional Features @ ~~:~:::~~:e~:;::r::kuf~:: the ad1acent travel lane. The color of the tubular markers shall be tne same color as the pavement marking they supptement.1" @ ~o~:l~~~~~~::v~~ l:~::e~more minor intersection approaches to put bicyclists clearly in the field of view of motorists. See Cycle Track Intersection Approacn for other mett1ods of trans1tiomng a cycle track to an intersection.n @ :/:~~:de~=~~:~ ~::~~b, configured in the cycle track buffer a,ea to accommodate transit stops. Bicyclists should yield to pedestrians crossing the roadway at these points to reach the transit stop. @ ~::';;i~1 ~ ~~C::;~t~~:~~: behind the transit stop zone to reduce conflicts w,tn transit veniclesand passengers. Bicyclists should yield to pedestrians in these areas. At intersection bus stops. an extended mixing zone may be provided with s1gnage directing bicyclists to yield to buses and loading passengers Cycle tracks may be configured on the left side of a one-way street to avoid conflicts at transit stops @ ~;:k:Y ~;~:::;a (~e~;~~t:~~e port1on of the street for preferential use by bicyclists. A supplemental "No Cars-selective exclusion sign may be added for further cla1ification. © ;~~I~~~~ ::~::;:uTCO supplement the preferential lane word or symbol marking.i$ @ ~:::~::~:~~=~~:'::Y::eused space. At transit stops, consider wrapping the cycle track behind the transit stop zone to reduce conflicts with transit vehicles and passengers. 8BUDIGPSUVSOJOHWFIJDMFTXIFOBQQSPBDIJOHJOUFSTFDUJPOT ESJWFXBZT and alleys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icyclists Motorists A B F D $& Description "CBSSJFSQSPUFDUFECJLFMBOFDPNCJOFTUIFFYQFSJFODFPGBOPGGTUSFFUQBUIXJUIUIFDPOWFOJFODFBOEBDDFTTJCJMJUZPGBOPOTUSFFU CJLFMBOF#BSSJFSQSPUFDUFECJLFMBOFTQIZTJDBMMZTFQBSBUFCJDZDMJTUTGSPNNPUPSWFIJDMFUSBGmDUISPVHIUIFVTFPGPOTUSFFUQBSLJOH CPMMBSET  BOEPSSBJTFEDVSCT4QFDJBMBUUFOUJPOJTSFRVJSFEBUJOUFSTFDUJPOT ESJWFXBZT BOEBMMFZDSPTTJOHTUPDMBSJGZSJHIUPGXBZ JODSFBTFWJTJCJMJUZBOE NBYJNJ[FTBGFUZ8IFSFPOFXBZCBSSJFSQSPUFDUFECJLFMBOFTIBWFCFFOJOTUBMMFEJO/FX:PSL$JUZBMPOHUIBOEUI"WFOVFT JOKVSJFTUPBMM SPBEVTFSTIBWFEFDSFBTFECZBOESFTQFDUJWFMZ vi Delineators Raised Cycle Tracks Design Guidance Rasted Cycle Tracks Required Features 0 ::r~i~:~l~ :~::~=ea~\~;m the street at an intermediate or sidewalk level. @ =~c:~; !:r::w~~~k:::bol. (MUTCD Figure 9C-3) shall be placed at the beginning of a cycle track and at periodic intervals along the facility based on engineering judgment. @ ::i:;!~Yf~~~r~~: ::~~:~, motor vehicle travet lane. Protection strategies may include a raised or mountable curb, street furnishings, low vegetation or a parking lane. © ~u~~e!~~~d :~~;~~!~ope edge without any seams or lips to interfere with bike tires to allow for safe entry and exit of the roadway This curb should not be considered a ridable surface when determining cycle track w1dth.J1 Recommended Features @ ~=~~~~~::i:~;:::r:ii~~~ ~cle 6.5 feet to allow side-by-side riding or passing Desired minimum width is 5 feet at intersections and pinch points. Add1t1onal width may be needed for protection from traffic or parking and/or shy d1starice to sidewalks or furnishings.D @ :~=i~;~:~:.u;~:e~~= :~: a minimum desired width for a parking buffer to allow to, passenger loading and to prevent dooring cotlisions. The buffer can be at street level or at the level of the cycle track." 0 ~~~; :~:~~~rt:=v:~~~~:.a the desired minimum width of a mountable curb is 1 foot, depending on elevation. Raised curbs m ay require additional width for added shy distance from the curb edge. Raised curb buffer minimum width should be increased to 3 feet or greater when buffer space is used to locate lamp posts. bollards, street furniture, low vegetation, arid/or trees.l4 © ~he;:~:~::;:~:ot~::::1:en track should be between 1 and 6 inches. Higher separation values discourage illegal parking. © ~he;~~:::~::~a:1~; ~e;ween sidewalk should be between zero (flush with the sidewalk surface) and 5 inches. A separation of 3 inches or greater discouragesconllie ts with pedestrians. Raised Cycle Track with Parking Buffer Protection strat•si.s may lnclud• a curb, fumlshlnp, wa•tatlon or a pe.rkln&laM. e ~a~~rf~~::::::~1:t:~::~d be given to the curb design. Curbs of 6 inches can be hazards to bicyclists by interfering with the space needed for pedaling, but can be more effective deterrents to illegal parking or loading Consider the use of alternative bicycle· friendly curb profiles where poss1ble . .n The cycle track shallbevertlcally separated from the street at an Intermediate or sidewalk level. 0 :~:~:~:~~~ ~h: :~::;:: the entrance to curb protected cycle tracks to encourage bicyclists to keep their distance. @ ~;~:::::sa::: :~~q0 ~::~=l~enge to cycle track design. A review of existing facilities and design practice has shown that the following guidance may improve safety at crossings of dnveways and minor intersections: Raised Cycle Track with Mountable Curb WMnplaclld Mfjmcenttoatrawl lane,one-wayralHd cycle trmcks may be conflsurlld with a mountable curb. 0 0 If used, the mountable curb should have 4:1 slope edge. ~-----+----------------i I foot 6.5 tu t , If the cycle track is parking protected, parking should be prohibited near the intersection to improve visibility. The des11ab\e no-parking area is30 feet from each side of the crossing..k. · For motor vehicles attempting to cross the cycle track from the side street or driveway. street and sidewalk furnishings and/or other features should accommodate a sight triangle of 20 feet to the cycle track from minor street crossings, and 10 feet from driveway crossings. . Color, yield lines. and-Yield to Bikes· s1gnage should be used to identify the conflict a,ea and make it clear that the cycle track has priority over entering and exiting traffic.37 · Motor vehicle traffic crossing the cycle track should be constrained or channelized to make turns at sharp angles to reduce travel speed prior to the crossing. · The crossing should be raised, in which the sidewalk and cycle track maintain their elevation through the @ =~gvhe1;:;;:~et Intersections: 10to20feet crossing. Sharp inclines on either side from road to sidewalk level serve asa speed hump for motor vehicles.:. , If configured at a he1&ht flush with the sidewalk. color, pavement markings, textured surfaces. landscaping. or other furnishings should be used to discourage pedestrian use of the cycle zone. @ ~t1r~:~~~=i~:~~ !~~ees ~oh~h~d be in adjacent travel or parking lane. e !;~~~:~::dt~na~:i:~~:::~!s turns from the cycle track facility Optional Features @ ::: :~~:~~Y ~:~h~et~=~:~1:nes on minor intersection approaches to put bicyclists clearly 1n the field of view of moto11sts."'° @ :a:: :~:~:n:~:~:7:i::~ cycle tracks may be configured with a mountable curb to allow entry and exit from the bicycle lane for passing other bicyclists or to access vehicular turn lanes. This configu,ation has also been known asa ftra1sed bike lane: @ ~/~i~~:c~~kt;:~:/::~:i~~~ady raising the cycle track to sidewalk level and wrapping the cycle track arourid the transit stop zone to reduce conflicts with transit vehicles at midblock or signal protected intersections. BicycliSts should yield to pedestrians in these areas @ ~~~:=~~~;ab~:::~r::~ay configuration to offer further physical protection for contra-flow riders @ ~~~:::;t:i:a~f ~eoc:e~~:;ed street to avoid conflicts at transit stops. @ :~/~rt;::d~:cue~~d:d~~~rti::t area or to increase the visibility of the cycle track in conflict areas.