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HomeMy WebLinkAboutquestion on amendment and responseBoard of Directors Communication TO: HONORABLE MAYOR AND BOARD OF DIRECTORS FROM: BRUCE T. MOORE, CITY MANAGE SUBJECT: QUESTIONS REGARDING, MASTER STREET PLAN DATE: APRIL 3, 2015 Vice -Mayor Hines had requested the following responses to the questions regarding the Master Street Plan, Bicycle Plan and the proposed Complete Streets Ordinance, and the following: 1. 2. 3 Diagram: Principal Arterial Design Standards Stage 2 (Final) Construction (from the Master Street Plan, Design Standards Chapter, showing a divided six (5) -lane street). "What does this section look like with Class II bike lane? The bike lane would be striped along the outer lane of both sides of the street so there would be four (4) lanes for motorized travel (two (2) in each direction) and two (2) bike lanes. Will we have adequate long term capacity with just two lanes for traffic?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed icir rnutur vehicle needs, the three (3) travel lanes in each direction would remain and no bike lane would be required. Years hence, future study by the Public Works Department might show further adjustments are needed, as with any street corridor, in which case the changes could then be made. Diagram: Initial Construction of Principal Arterial (from the Master Street Plan, Design Standards Chapter, showing a divided 4 -lane street). "What does this section look like with Class II Bike Lane?" The Bike Lane would be striped along the outer lane. This would result in one (1) motorized lane in each direction with one (1) bike lane in each direction. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motorized travel, the two (2) travel lanes would remain and no bike lane would be required. Section: Principal Arterials with Altemative Design Standards (90 -foot right-of- way with 5 lanes, one of which is a turn lane) City of Little Rock, Arkansas "Some of these streets are shown as Class II Bike Lanes will these alternate sections have adequate capacity w/ bike lanes marked out in each direction?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motorized vehicle travel, the two (2) travel lanes with center turn - lane would remain and no bike lane would be required. 4. Section: Principal Arterials with Alternative Design Standards "Will the Bike Lanes be safe with the speeds and traffic?" By State Law, bicyclists have the right to ride their bicycles on public streets. The reason for a Class II Bike Lane, rather than just allowing bicycles to mix with motorized vehicles, is to increase safety. 5. Diagram: Minor Arterials Five (5) -Lane Design Standard) "Where do we place the Class II bike Lanes when we need this section based on traffic volume?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle travel, the two (2) travel lanes with center turn -lane would remain and no bike lane would be required. Otherwise, there would be no center lane but four (4) lanes for motorized travel and two (2) striped bike lanes in the outer lanes. 6. Diagram: Minor Arterial Four (4) -Lane with Median "Bike Lanes?" The Bike Lane would be striped along the outer lane. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle travel, the two (2) travel lanes in each direction would remain and no bike lane would be required. (This is basically the same situation as in Question 2 above.) 7. Diagram: Minor Arterial with Bike Lane "What do we do if we need the center turn -lane for driveway traffic?" If a left turn -lane is needed for a development at a particular location, then the same design would be employed as is used at an intersection where traffic merges together into the right lane to accommodate placement of a turning lane. (This is basically the same situation as in Question b above.) 8. Diagram: Standard Collector with Bike or Parking Lane "What does this section look like with Class II Bike Lanes on each side?" There would no parking on the one side shown in the graphic, unless the street is a one (1) -way street, in which case both the parking and the bike lane could be accommodated on the street. "What do we do if we need a center turn -lane due to traffic volume?" The Public Works Department would review the specific street volumes on the street to determine capacity issues. If the study showed a need for a center lane, there would only be a striped center lane and a travel lane in each direction and no bike lane would be striped. (This is a similar situation to the Question 5 above.) 9. Diagrams: Other Collector Design Options (showing five (5) different collector design options) "What do these sections look like with Class II Bike Lane on each side?" Three of the four (4) diagrams note that they are without bike lanes, so no bike lane would be present on either side for the situations represented by those three diagrams. As to the one diagram labeled Residential or Minor Commercial Collector (Special Conditions) w/ Bike or Parking Lane, the bike lane is shown on the right-hand side. The Public Works Department would review the specific street volumes, the needs for bicycle travel, and the needs for parking and determine whether a bike lane or a parking lane would be placed in the six (6) -foot area of the pavement. Note that this is a rare road configuration usable only in special circumstances after a request of the developer. 10. & 11. Section: Minor Arterials with Alternative Design Standards Subsection: Right-of-way seventy (70) feet with four (4) -lane section, five (5) - lanes at major intersections with additional right of way "Same questions adequate capacity w/ 2 bike lanes?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle travel, the two (2) travel lanes would remain and no bike lane would be required. (This is a similar situation to Question 3 above.) "Will Bike Lanes be safe w/speed & Traffic?" The reason for a Class II Bike Lane rather than just allowing bicycles to mix with motorized vehicles, as they are allowed to do by State Law, is to increase safety. (This is a similar situation to Question 4 above.) 12. Section: Class /(with Road or without Road) Bike Paths "What does this mean?" (We assume this question is about the nearby sentences stating that Class I Paths are to be used when motor vehicle speeds or volumes are too high for Class 11 bike lanes and where connections need to be made where no roadways exist, such as following a creek bed.) The sentences mean that the Public Works Department would review the specific street volumes and speeds on that particular street and if there were safety concerns about bicycle travel, a Class I Path separated from traffic might be recommended. Class I Paths are also recommended where connectivity is needed to ensure continuity of bicycle travel. The Bicycle Plan now shows few Class I routes, with several such routes having been eliminated in the last change to the Bicycle Plan accomplished in 2011. 13. Section: Class 11 Bike Lanes "Not consistent with cross sections." Staff does not see any inconsistency. "Don't we need the turn lane for adequate capacity?" Please see the answer to Question #6 above, except this answer applies to a commercial street rather than a collector. Commercial streets and collector streets share the same design standard. 14. Section: Class 111 Bicycle Routes "Do we show any Class III where speeds are 30+ MPH or 50% on capacity?" The bulk of the streets where Class III Bicycle Routes are designated in the Master Bike Plan are collectors and local streets. Local street design speed is twenty-five (25) MPH and for collectors is thirty (30) MPH. As to capacity, as a general rule the City only regularly performs counts on arterials and intersections. We do not; therefore, have this information, The Public Works Department will review the speeds and volumes of specific streets prior to a bike route being marked, however. 15. Section: Construction Standards (Bicycle Chapter) "Are we going to bring existing Class I Paths up to these Standards? Do they meet them now?" As with all sections of the Master Street Plan, over time and as projects are proposed, the City is working to implement all sections of the plan, whether it involves a street, sidewalk or bicycle facility. Acquisition of property for Class I Bike Paths and construction to Class I Bike Path standards will be accomplished by the City as it has grants or other funding available and as a priority need arises. 16. Section: Construction Standards (Bicycle Chapter) "Total width is eighteen (18) feet - do our paths comply?" Class I paths have various widths depending on whether they are to be one (1) -way or two (2) -way paths or have pedestrian use as well as bicycle use. The maximum standard of eighteen (18) feet is only needed where two (2) -way bike and two (2) -way pedestrian travel is required. Many of the current Class I Bike Paths, just as many of our city streets, are not currently to full standard. 17. Section: Construction Standards (Bicycle Chapter, footnote stating that if on - street parking is desired, additional right-of-way and paving will be required, subject to Traffic Engineering approval.) "Please explain criteria for decision." As with any street, whether bicycle travel is or is not involved, if a development wants on -street parking, the design must be reviewed by the City engineers for each specific location for safety and traffic movements. If additional information is needed, please advise. TO: VICE MAYOR LANCE HINES FROM: BRUCE T. MOORE, CITY MANAGER SUBJECT: QUESTIONS REGARDING MASTER STREET PLAN DATE: MARCH 11, 2015 Per your request, I asked staff to prepare responses to the questions that you submitted regarding the Master Street Plan, Bicycle Plan and the proposed complete streets ordinance. The questions presented are about the Master Street Plan and generally fall into a few similar categories. Most of the questions concern the various cross-section diagrams showing options for various street types with an even number of lanes or odd number of lanes. Other questions are about how the City would address alternative design standards. A third group of questions deals with capacity, marking issues and some questions ask about the design standard for bicycle facilities under various existing conditions. The questions are responded to individually. (1) Diagram: Principal Arterial Design Standards Stage 2 (Final) Construction (from the Master Street Plan, Design Standards Chapter, showing a divided 6 -lane street). "What does this section look like with Class II bike lane? The bike lane would be striped along the outer lane of both sides of the street so there would be 4 lanes for motorized travel (2 in each direction) and 2 bike lanes. Will we have adequate long term capacity with just two lanes for traffic?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle needs, the 3 travel lanes in each direction would remain and no bike lane would be required. Years hence, future study by the Public Works Department might show further adjustments are needed, as with any street corridor, in which case the changes could then be made. (2) Diagram: Initial Construction of Principal Arterial (from the Master Street Plan, Design Standards Chapter, showing a divided 4 -lane street). "What does this section look like with Class II Bike Lane?" The Bike Lane would be striped along the outer lane. This would result in one motorized lane in each direction with one bike lane in each direction. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motorized travel, the 2 travel lanes would remain and no bike lane would be required. (3) Section: Principal Arterials with Alternative Design Standards (90 -foot right-of-way with 5 lanes, one of which is a turn lane) "Some of these streets are shown as Class II Bike Lanes will these alternate sections have adequate capacity w/ bike lanes marked out in each direction?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motorized vehicle travel, the 2 travel lanes with center turn lane would remain and no bike lane would be required. (4) Section: Principal Arterials with Alternative Design Standards "Will the Bike Lanes be safe with the speeds and traffic?" By state law, bicyclists have the right to ride their bicycles on public streets. The reason for a Class II Bike Lane, rather than just allowing bicycles to mix with motorized vehicles, is to increase safety. (5) Diagram: Minor Arterials (5 -lane design standard) "Where do we place the Class II bike Lanes when we need this section based on traffic volume?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle travel, the 2 travel lanes with center turn -lane would remain and no bike lane would be required. Otherwise, there would be no center lane but 4 lanes for motorized travel and 2 striped bike lanes in the outer lanes. (6) Diagram: Minor Arterial 4 Lane with Median "Bike Lanes?" The Bike Lane would be striped along the outer lane. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle travel, the 2 travel lanes in each direction would remain and no bike lane would be required. (This is basically the same situation as in Question 2 above.) Diagram: Minor Arterial with Bike Lane "What do we do if we need the center turn lane for driveway traffic?" If a left turn lane is needed for a development at a particular location, then the same design would be employed as is used at an intersection where traffic merges together into the right lane to accommodate placement of a turning lane. (This is basically the same situation as in Question 5 above.) (7) (8) Diagram: Standard Collector with Bike or Parking Lane "What does this section look like with Class II Bike Lanes on each side?" There would no parking on the one side shown in the graphic, unless the street is a 1 -way street, in which case both the parking and the bike lane could be accommodated on the street. "What do we do if we need a center turn lane due to traffic volume?" The Public Works Department would review the specific street volumes on the street to determine capacity issues. If the study showed a need for a center lane, there would only be a striped center lane and a travel lane in each direction and no bike lane would be striped. (This is a similar situation to the Question 5 above.) (9) Diagrams: Other Collector Design Options (showing 4 different collector design options) "What do these sections look like with Class II Bike Lane on each side?" Three of the four diagrams note that they are without bike lanes, so no bike lane would be present on either side for the situations represented by those three diagrams. As to the one diagram labeled Residential or Minor Commercial Collector (Special Conditions) w/ Bike or Parking Lane, the bike lane is shown on the right-hand side. The Public Works Department would review the specific street volumes, the needs for bicycle travel, and the needs for parking and determine whether a bike lane or a parking lane would be placed in the 6 -foot area of the pavement. Note that this is a rare road configuration usable only in special circumstances after a request of the developer. (10) (11) Section: Minor Arterials with Alternative Design Standards Subsection: Right-of-way 70 feet with four -lane section, five -lanes at major intersections with additional right of way "Same questions adequate capacity w/ 2 bike lanes?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and, if needed for motor vehicle travel, the 2 travel lanes would remain and no bike lane would be required. (This is a similar situation to Question 3 above.) "Will Bike Lanes be safe w/speed & Traffic?" The reason for a Class II Bike Lane rather than just allowing bicycles to mix with motorized vehicles, as they are allowed to do by state law, is to increase safety. (This is a similar situation to Question 4 above.) (12) Section: Class I (with Road or without Road) Bike Paths "What does this mean?" (We assume this question is about the nearby sentences stating that Class I Paths are to be used when motor vehicle speeds or volumes are too high for Class II bike lanes and where connections need to be made where no roadways exist, such as following a creek bed.) The sentences mean that the Public Works Department would review the specific street volumes and speeds on that particular street and if there were safety concerns about bicycle travel, a Class I Path separated from traffic might be recommended. Class I Paths are also recommended where connectivity is needed to ensure continuity of bicycle travel. The Bicycle Plan now shows few Class I routes, with several such routes having been eliminated in the last change to the Bicycle Plan accomplished in 2011. (13) Section: Class II Bike Lanes "Not consistent with cross sections." We do not see any inconsistency. "Don't we need the turn lane for adequate capacity?" Please see the answer to Question #6 above, except this answer applies to a commercial street rather than a collector. Commercial streets and collector streets share the same design standard. (14) Section: Class III Bicycle Routes "Do we show any Class III where speeds are 30+ MPH or 50% on capacity?" The bulk of the streets where Class III Bicycle Routes are designated in the Master Bike Plan are collectors and local streets. Local street design speed is 25 mph and for collectors is 30 mph. As to capacity, as a general rule the City only regularly performs counts on arterials and intersections. We do not, therefore, have this information. The Public Works Department will review the speeds and volumes of specific streets prior to a bike route being marked, however. (15) Section: Construction Standards (Bicycle Chapter) "Are we going to bring existing Class I Paths up to these Standards? Do they meet them now?" As with all sections of the Master Street Plan, over time and as projects are proposed, the City is working to implement all sections of the plan, whether it involves a street, sidewalk or bicycle facility. Acquisition of property for Class I Bike Paths and construction to Class I Bike Path standards will be accomplished by the City as it has grants or other funding available and as a priority need arises. (16) Section: Construction Standards (Bicycle Chapter) "Total width is 18 feet - do our paths comply?" Class I paths have various widths depending on whether they are to be 1 -way or 2 -way paths or have pedestrian use as well as bicycle use. The maximum standard of 18 feet is only needed where 2 -way bike and 2 -way pedestrian travel is required. Many of the current Class I Bike Paths, just as many of our city streets, are not currently to full standard. (17) Section: Construction Standards (Bicycle Chapter, footnote stating that if on -street parking is desired, additional right-of-way and paving will be required, subject to Traffic Engineering approval.) "Please explain criteria for decision." As with any street, whether bicycle travel is or is not involved, if a development wants on -street parking, the design must be reviewed by the City engineers for safety, traffic movements, etc. { c;" After you have had an opportunity to review the information, I would like to set-up a meeting with you and staff to make sure that all the questions have been answered or address any other issues that you might have. If additional information is needed, please advise. .PRINK PAL ARTERIALS, FUNCTION: The primary function of a Principal Arterial is to serve through traffic and to connect major traffic generators or activity centers within an urbanized area. Lower design standards are required for Principal Arterials compared to Expressways. Since these roads are designed for through traffic and are generally located three or more miles apart, dedication of additional right-of-way is required to allow for future expansion to six through lanes plus left and right turn lanes. Right-of=way of 110 feet is required but may vary due to topography, floodway or other constraints eliminating or reducing future adjacent development. DESIGN: The standard Principal Arterial is to be used in all cases except where the City Staff and Planning Commission find an unusual condition occurs. Some arterials have special design standards. These arterials are listed on page 12. DESIGN STANDARDS, Principal Arterial Stage 2 (Final) Construction WHAT BIKE wn k -k W now ]DOES THIS SECTION LOOK LM WITNi CLASS II 4.Rw� s LANES x WILL WE HAVE ADEQUATE LANG TERK CAPACITY Design Speed .M$ TM LANES FOR TRA4r Ph :t. s 5 Maximum Centerline Grade 8% (5914 at intersections --first 30 feet) Minimum Stopping Sight Distance 400' or latest AASHTO Poiicy on Geometric Design Manual Min. Horizontal Radius at Centerline 900' (norma[crown) Min; Horizontal Radius at Centerline 500' (super -elevated) Min. Horizontal Tangent Distance Between Reverse Curves Service Volumes: Minimum Right of Way Minimum Pavement Width (BC to BC) Intersection Curb Radius :Sidewalks Required Driveways Storm Drainage at crossing 10 300' 25,000 110' Two 37', with 14 foot median 30' Both Sides .(5' wide at property line) Deceleration Lane not required Provisions required --100 yeair storm event INITIAL CONSTRUCTION OF PRINCIPAL ARTERIAL IN UNDEVELOPED AREAS: Divided Principal Arterial Stage 1 (initial) Construction Note: see page 24 for sketches of Arterial intersection designs. W= Thi]$$' . TUISt ° BECTi" LOOX LIiY, T I7 H GLA 3 . It AIKE LAM PRINCIPAL ARTERIALS _YVITH ALTERNATIVE DESI N STANDARD • Right -of -Way 70 feet with a four -lane section, 5 -lanes at major intersections with additional right- of-way 80 feet. DESCRIPTION:. FROM: Arch Street Roosevelt Road 33`d Street Roosevelt Road Asher Avenue 1-30 Interchange • Right -of -Way 90 feet with typical lane cross-sections, 5 lanes at major intersections with additional right-of-way. QFFSCB I PTIQN:_ FROM .. Colonel Glenn/Asher Stagecoach Road Roosevelt Road Baseline Road 1-30 Interchange Arch Street Pike Chicot Road Mabe}vale Cutoff Bs.I.rta.Rod,. > Cantrell Road/LaHarpe Polk ItElarkfiarriJ�'t�eslttiy�>!It' Gfidton::atl��,t7tle +� �"� �1 • Rock Creek alignment, June 1987 — Ordinance No. 15287. ` Four lane "Parkway Section", Ordinance No. 16,682 and 16,652: ` tr +t. DESCRIPTION- FROM: ion' Chenal/Financial Parkway Cantrell Road Siiackigford ■ Right -of -Way 80 feet with four -lane section, additional lanes at ItiteFseiolld' aK ABn SQ8IPTIQN; FROM: M Broadway Arkansas River Roosevelt Road Arch Street 33rd Street 651h Street • Engineering alignment and design standard will be presented to area property owners before construction. DESCRIPTION: N_. FROM: Ferndale Cut -Off Road Hwy. 10 Denny Road + Alignment see South Loop Bypass: A Planning and Preliminary Engineering Report, December 1986 Ordinance 15,284. Median is required with breaks cut arterials and turnarounds, direct access from only arterials and collectors (right turn only) with right-of-way of 126 feet. 1z;111419 11i1" South Loop. FROM: 1-30 Interchange Right -of -Way 100 feet with typical lane cross sections,. DESCRIPTION:. FRC]M: University Ave. Lee 12 ro: 1-530 Interchange Markham MINOR ARTERIALS FUNCTION: The Minor Arterials provide the connections to and through an urban area. Their primary function is to provide short distance travel within the urbanized area. Generally these roads are spaced at one mile intervals and have a right-of-way of 90 feet. Since a Minor Arterial a high volume road, a minimum of 4 travel lanes is required: Current platted Master Street Plan Minor Arterials are five lane sections. At the time of redevelopment via boundary street widening platting or public funded reconstruction, a change in the section may be desirable. Applicants wishing to change the five lane section to either a four lane section with bike lanes or a divided four lane section may do so through an amendment to the Master Street Plan. Newly created or existing Minor Arterials that have not been partially constructed may select either of the three approved sections at the time of preliminary plat application. A lesser standard may be acceptable:in areas of rugged topography or other areas where development will be limited. This lesser standard can only be used in cases where unusual conditions would substantially reduce or eliminate the amount of direct access to the road and substantially reduce the density of surrounding development. The standard Minor Arterial is to be used in all cases except where the City Staff and Planning Commission find an unusual condition occurs. The curb cuts should allow both a continuous flow of traffic and access to adjoining property. See page 15 for a list of Minor Arterials with special design standards. DESIGN STANDARDS: W pOW . Sff i— Trnvof ! TMM ` Twn hslsi Yrati+i ' . Futuro FU7T�i d6YOY Turct 4.�rw WRn r WHERE, DO WE PLACE THE GLASS II � ES 7 TH.I'N WE NEED THIS SECTION BASIM ' ODS.. TRAFFIC VOLUME? Design Speed Maximum Centerllne Grade Minimum Stopping Sight Distance Min. Horizontal Radius at Centerline Min. Horizontal Radius at Centerline Min. Horizontal Tangent Distance Between Reverse Curves Service Volumes Minimum Right of Way Minimum Pavement Width (BC to BC) Intersection Curb Radius Sidewalks Required Driveways Storm Drainage 13 40 mph 9% (5% at intersections --first 30 feet) 325' or latest AASHTO Policy on Geometric Design Manual 600' (normal crown) 500' (super-eleVated) 200' 18,000 90' Two 26', with 14 foot median 30' Both Sides (5' wide at property line) Deceleration Lane required Provisions required -100 year storm event OTHER MINOR ARTERIAL DESIGN OPTIONS: MINOR ARTERIAL 4 LANE WITH MEDIAN: Ta' PaVam ant ---^I �•-- 2B' Pa Vehl 6hl �i 1d' �'l-- FraralT�Tr.�nl--12°.•-+7'- -•5 91JerreWt FVlIlu,Lef Future Right Irrn Lane TurnLane w Addilanet Ri Aa q BM IMEV MINOR ARTERIAL LANE WITH BIKE LANE*: '�--^--�--� 9d ROW ^— II I `ii'dY91�'r�if{Vel �'riuvbi 2' i L—skek Future Rlih, Lane WNh Addltbnal ROW An nnni JrFlri COLLECTORS FUNCTION: A Collector street is the traffic connection from Local Streets to Arterials or to activity centers, with the secondary function of providing access to adjoining property. The Collector system should not be continuous but should direct traffic to Arterials. This class of road is generally at a spacing of a quarter to a half -mile. DESIGN: The spacing of Collectors may be decreased and/or the right-of-way and paving 'surface increased due to density of residential development and locations of cornmercial areas or other large traffic generators. At the time of the subdivision, the exact location and additional need for Collectors will be determined by the Little Rock Planning Commission upon advice of the City Staff. Sidewalks are required on one side 'of Collector streets, but are required on both sides of Commercial Streets: Local public streets which are abutted by non-residential zoning or use are considered "Commercial Streets". In addition to non-residential zoning and use, if the adjoining land is more Intense residential than duplex or two -unit residential, then the Local Street is a Commercial Street. This type of street has a design standard (right-of-way, width, etc.) the same as a Collector. Certain Collectors have special design standards. For a list:of these Collectors, see page 19 . WnAT DOES THIS :SECT.IOX. LOOK LIKE.: WITH CLASS 7I BIKE LANES ON EACH 31DE2 Standard Collector with Bike or. Parking :Lane WRIt VDo IF WE NEED A CEI�iM ;TORT LANE DUE TO TRAPPIC f . - , 0 0 naw - - -- -- -- Design Speed Maximum Centerline Grade Minimum Stopping Sight Distance Min. Horizontal Radius at Centerline Min. Horizontal Radius at Centerline Min. Horizontal Tangent Distance Between Reverse Curves Service Volumes Minimum Right of Way Minimum Pavement Width (BC to BC) Intersection Curb Radius Sidewalks Required 17 30 mph 12% :200' or latest AASHTO Policy on Geometric Design Manual 275' (normal crown) 235' (super -elevated) 100' 5,000 60' 36' 30' One side for residential land use Both sides for publicly maintained commercial streets OTHER COLLECTOR DESIGN OPTIONS: WHAT Do THESE SECTIONS LOOK.LIKE WITH CLASS II BIKE LANE ON EACH SIDE? Standard Collector without Bike or Parking Lane Standard Collector without Bike or Parking Lane (Commercial Street) ROW ,a •is• to TURNu r�ildlVL - 2 Residential or Minor Commercial Collector -(Special Conditions) w/ Bike or Parking Lane �—*- ---� 64' ROW '^ 31' 21 7F11� TRAVEL Residential or Minor Commercial Collector (Special Conditions) without Bike or Parking Lane G0' ROW • - ' 13.6' iF TRAVEL TRAVEL 18 MQp'fiih1p ll���TUfi,2N� ' Y� TFIAVC£L• —.. 2�; Standard Collector without Bike or Parking Lane (Commercial Street) ROW ,a •is• to TURNu r�ildlVL - 2 Residential or Minor Commercial Collector -(Special Conditions) w/ Bike or Parking Lane �—*- ---� 64' ROW '^ 31' 21 7F11� TRAVEL Residential or Minor Commercial Collector (Special Conditions) without Bike or Parking Lane G0' ROW • - ' 13.6' iF TRAVEL TRAVEL 18 MINOR ARTERIALS WITH ALTERNATIVE DESIGN STANDARDS • Construction staging Ordinance 17,183. DESCRIPTION; Rahling (West Loop) Fngm .. Me Taylor Loop Road Chenal Parkway • Right -of -Way 80 feet with a four -lane section, additional requirements at major Intersections. DESCRIPTI.ON�. FROM: TO: Main Street 1-630 Interchange Roosevelt Road Right of -Way 70 feet with a four -lane section, five -lanes at major inttorsectivns with ung q additional right-of-way. DESCRIPTION- FROM: O. Asher Avenue Roosevelt Road' Wright Avbhu-e Fair Park Blvd, Markham Asher Avenue Mabelvale Cut -Off Rd. Mabelvale Main Geyer,Sprinas Rd. " Markham /6 Chenal Parkway Airport Terminal Mississippi Cantrell Road lw630 $ C Interchange Scott Woodrow Main Street -Bridge 1-630 Interchange .1630 WHOM Avenue SVS0 West 121h Street Rodney Parham Road Woodrow 'Cedar to Woodrow with a lour -lane section as exists duly 1, 1996 (same pavi width), additional rlght-of-way as may he needed for two 6 -Fool sidewalk clearance. • Right -of -Way 70 feet with a three -lane section, additional requirements at major intersections. 2ESCI1IPTON: Kavanaugh Blvd,. Van Buren West 36th Street FROM: Cantrell Road Kavanaugh Blvd. Shackleford Road TO: Van Buren Markham Colonel Glenn Rd,:, ■ Right of -Way 60 feet with a four -lane section, additional requirements at major intersections. DESCRIPTION: FROM: TO: Bond 61"Street Roosevelt Road Chester LaHarpe Wright Avenue 15 Minor Arterial Alternative Design Standards (Cont.) Right of -Way 60 feet with a three -lane section, additional requirements at major Intersections or major new developments. DESCRIPTION; FROM: , 17 i1wright Avenue Asher Averue Broadway Before.construction a public hearing shall be held to receive comment from area property owners on the engineering alignment and design of the road. DESCRIPTION:.. FROM; 191 Garrison Road State Hwy. 10 Ferndale Cut -Off Rd. • Alignment per engineering study "Bowman Road Alignment March 1980, Ordinance 15647, DESCRIPTION: Bowman Road FROM: Kanis Road TO: Colonel Glenn Rd. • Design Standard 20 foot wide paving with two 6 -foot paved shoulders, two 2 -foot green shoulders with a 10=foot utility corridor, open drainage with ditches at a 3 to 1 slope. East of State Park property, Industrial street open drainage standard section. DESCRIPTION FROM:, Pinnacle Valley Road Hwy: 300 TO: County Farm Rd ■ Design Standard 22 foot wide pavement for 2 travel lanes, two 7 -foot paved shoulders and open ditches. DESCRIPTION: FROM: TO: Pinnacle Valley Road County Farm Road Cantrell Road • Right -of -Way 90 feet with a four -lane section and 14 -foot center median, media cuts limited to 600 minimum spacing, additional requirements at major intersections. DESCRIPTION; FROM; ROM;. TO: Kanis Road Rock Creek: Bowman Road ■ 90 feet right-of-way: with 3 -lanes and increased grades: DESCRIPTION: FROM: T0: Reservoir Road Cantrell Road Rodney Parham • Paving with 22 feet with two 4 -foot gravel shoulders. DE6CRIPTION: FROM. TO; Kanis Road Burlingame Road Stewart Road 16 CLASS I (WITH ROAD OR WITHOUT ROAD) BIKE PATHS Class I bikeways or 'Bike Paths" are constructed and designed for the exclusive use of bicyclists. These paths are completely separated from motor vehicle traffic. Bike Paths are the safest for prevention of accidents with motorized vehicles. The main advantage of a Class I Bike Path is the total separation between automobile traffic and bicyclists. It is, in essence, a road for bicyclists designed to accommodate speeds of up to 35 MPH with sharpturns and meandering pathways avoided whenever possible. Class I Bike Path should be used when motor vehicle traffic volumes or WMT speeds are too high for Class II Bike Lanes, Class I (without road) Bike Paths are also DaEs THIS necessary when connections need to be made where no roadways exist (such as following a creek bed). a While Class I Bike. Paths -are the safest and provide enjoyable rides, they are the most costly to construct and maintain. A reliable and continuing maintenance program is essential to the continued use and safety of the Bike element of the Master Street Plan. Design of Class I (non -road or road) Bike Paths must be done with care:to insure safe intersections avoiding bicycle -motor vehicle accidents. GLASS II BIKE LANES NOT CONSISTENT WITH CROBS SECTIONS Class II Bike Lanes consist of a paved area b th sldes of a roadway with a painted stripe separating the bikeway from motor vehicle traffic, A Class 11 Bike Lane Is used for safety reasons where mixing of bicycle and motorized vehicles is unsafe for both. These routes may either be a smooth paved shoulder. or a section of the paved roadway. Class II Bike Lanes require minimal construction and are likely to be located on higher volume and vehicular traffic major roadways. Class Il Lanes on collector roads should use the existing paved area. This'Would mean that in commercial areas with a Class..11 Lane, DON'T WE only two traffic lanes would be allowed, except at intersections. Only a painted line on ABED THE -11M the street separates bicyclists from motorists, additional pavement markings and LANE FOR ADEQu� signage are requlrod. Class II Bike Lanes are easier to maintain and allow for maxlmuMATE C"ACITY' design flexibility. Accommodations can be made for automobile parking between the l bike lane and curb. where: street parking Is required. In orderto accommodate parking on new (improved) roads. additional ROW and paving will be required If parking is included. When space Is limited, parking may have to be restricted to one side of the street. CLASS III BICYCLE ROUTES Class III Bicycle Routes have only special signage. These routes use the existing vehicular area with no physical separatlon. Generally, Class I II Bicycle Routes -are local DCWE +aW streets or higher class streets when speeds are less than 30 miles per hour and volumes;: CUSS III less than half design volume.. Since there is no additional area, Class III Bicycle Routes WHERE SPEE09 have no additional maintenance requirements (except for signage). ARE 30+1 10H The maln;disadvantage of Class III Bicycle Routes is that they provide the bicyclists with OR _50Z+ ON minimal protection from vehicular traffic. Safety concerns make shared facilities C"ACITY insufficient for high-speed streets with heavy traffic. Vq 33 �S CONSTRUCTION STANDARDS ARE WE GOING TO BRING EXIST-ING CLASS I PATHS OF TO THESE STANDARDS? DO THEY MET THEM NOW? Class I Bike Paths may have an initial construction phase with a lesser standard. These routes should be designated "Development Routes", Any Development Route must be constructed with industrial sand or screening of 100% crushed material or compacted soil. Off-road (large wheel) or mountain bikes will be recommended for these paths. In all cases the path must be constructed so it will properly drain. Class I Bike Paths should be constructed to be permanent. Proper drainage is important to prevent standing water on the route. Construction should be of 2" flexible paving on a compacted 4" gravel base or 4" flexible paving on compacted or undisturbed suitable soil. A sloped surface of 1/4" in 1 foot will allow for drainage, Paths should be constructed at least 10 feet from large trees to minimize root damage to paths and decrease the possibility of a cyclist/tree collision. For safety, separate paths should not run immediately parallel and adjacent to streets. A one way bike path, while not recommended should be minimum of 5 feet wide, and a two way path should be at least 10.0 feet wide with a strlpe down the middle to separa the two lanes, For Class I Bike Paths, non -road, routes where pedestrian traffic is u� expected,. separate lanes 4 feet wide should be constructed for their use. TOTAL WIDTH I9 18" Class I Bike Paths build as part of an arterial will require an additional 10 feet of right -of- DO OUR PATHS way (5 foot each side for one-way path) or an easement in which the path is placed. COMPLY? The required sidewalk along these streets can be incorporated into the bike path. The result would be a 9 -foot wide path on each side of the road. A four -foot section of the path should be marked for pedestrian use. Class II Bike Lanes should be of the same construction as the streets on which they are constructed. The minimum width Is 6 feet from back of curb. If roadway shoulders are used for'Bicycle Lanes, the shoulder :should be 5 feet wide. This width should discourage vehicular traffic use and keep the path free of debris, Class III Bicycle Routes are part of the street. No additional construction is required, The AASHTO "Guide for Development of Bicycle Facilities (1991) Is the recognized standard for bikeway design and should be utilized by bikeway designers. 1. If art -street parking is desired, additional ROW and paving will be required, subject to Traffic Engineering approval. PLUSH F"LAIN CRITERIA FOR. DECISION 2. Two one-way 5 feet each side, one two-way 10 feet one side ] 34 Class III Class Il (1) Class l With Road (2) Class 1 Without Road e.g, RAHLING ROAD No additional No additional 10 feet additional No addltional R -O -W aving No additional No additional 9 feet (4 feet for pedestrians) 10 to 13 feet 1. If art -street parking is desired, additional ROW and paving will be required, subject to Traffic Engineering approval. PLUSH F"LAIN CRITERIA FOR. DECISION 2. Two one-way 5 feet each side, one two-way 10 feet one side ] 34 Response to Master Street Plan Questions: The questions presented are Master Street Plan questions and generally fall into a few similar categories. They deal with the various street cross-section diagram options for various road types — either the even number of lanes or odd number of lanes. A second group of questions ask how the City would address alternative right-of-way or alternative surface area arterial. A third set deal with capacity and lane marking issues. Then there is a group of questions that ask about the design standard for bicycle facilities various existing conditions. (1) Principal Arterial Design Standards Stage 2 (final) construction (Design Standard chapter Master Street Plan — 6 -lane divided) "What does this section look like with Class II Bike Lane? Will we have adequate long term capacity with just two lanes for traffic?" The Bike Lane would be striped along the outer lane. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the three travel lanes would remain and no bike lane would be required. (2) Initial Construction of Principal Arterial (Design Standard chapter Master Street Plan — 4 -lane divided) "What does this section look like with Class II Bike Lane?" The Bike Lane would be striped along the outer lane. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the two travel lanes would remain and no bike lane would be required. (3) Principal Arterials with Alternative Design Standards (90 Right-of-way with 5 lanes) "Some of these streets are shown as Class II Bike Lanes will these alternate sections have adequate capacity w/bike lanes marked out in each direction?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the two travel lanes with center turn -lane would remain and no bike lane would be required. (4)"Will the Bike Lanes be safe with the speeds and traffic" The reason for a Class II Bike Lane rather than just allowing bicycles to mix with motorized vehicles is to increase safety. (5) Minor Arterials (5 -lane design standard) "Where do we place the Class II bike Lanes when we need this section based on traffic volume?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the two travel lanes with center turn -lane would remain and no bike lane would be required. (6) Other Minor Arterial Design Options: "Bike Lanes?" The Bike Lane would be striped along the outer lane. The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the two travel lanes would remain and no bike lane would be required. "What do we do if we need the center turn lane for driveway traffic?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the two travel lanes with center turn -lane would remain and no bike lane would be required. (7) (8)Collectors "What does this section look like with Class II Bike Lanes on each side?" There would no parking on the one side shown in the graphic. "What do we do if we need a center turn -lane due to traffic volume?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the travel lanes with center turn -lane would remain rather than travel lanes with bike lane would be striped. (9)Other Collectors "What do this sections look like with Class II Bike Lane on each side" As noted on the page (Page 18) these are options and some show a bike lane option some show roads without bike lanes. (10) (11) Minor Arterials with Alternative Design Standards (Right of -way 70 feet with four lane section) "Same questions adequate capacity w/2 bike lane?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the two travel lanes would remain and no bike lane would be required. "Will Bike Lanes be safe w/speed & Traffic?" The reason for a Class II Bike Lane rather than just allowing bicycles to mix with motorized vehicles is to increase safety. (12) Class I (with road or without road Paragraph — p33 of Master Street Plan) "What does this mean?" (Assuming question is about sentences dealing with Class I Paths when volumes or speeds too high for Class II) The Public Works Department would review the specific street volumes and speeds and if there were safety concerns a Class I Path might be recommended. (13) Class II Bike Lanes paragraph - page 33 Master Street Plan "not consistent with cross sections" See responses above "Don't we need the turn lane for adequate capacity?" The Public Works Department would review the specific street volumes to determine capacity issues for motorized vehicle needs and if needed - the travel lanes with center turn -lane would remain rather than travel lanes with bike lane would be striped. (14) Class III Bicycle Routes paragraph - page 33 Master Street Plan "Do we show any Class III Where Speeds are 30+ MPH or 50% on capacity?" These numbers could change over time, the Public Works Department will review the speeds and volumes of specific streets at the time a bike route is marked and as needed into the future as with any street where a bike facility is located on it or not. (15)Construction Standards section Master Street Plan Bicycle chapter — Page 34 "Are we going to bring existing Class I Paths up to these Standards? Do they meet them Now?" As with all sections of the Master Street Plan as projects are proposed and over time the City is working to implement all sections of this document whether a street, sidewalk or bicycle facility. (16)"Total with is 18 feet do our paths comply?" Class one paths have various widths depending on if there are one-way or two-way or have pedestrian use as well as bicycle use. Many of the current Class I Bike Paths just as many of our City Streets are not currently to full standard. "Please Explain Criteria for Decision?" (This is on a footnote about on -street parking) as with any street if a development wants on -street parking the design most be reviewed by the City Engineers for safety, traffic movements, etc.