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HomeMy WebLinkAbout17022• 481 ORDINANCE NO. 17,022 AN ORDINANCE TO AMEND THE MASTER STREET PLAN (15,519) ADDING A SECTION 6: BICYCLE PLAN, MODIFYING SECTION 5: AUTHORITY, JURISDICTION AND ENFORCEMENT AND FOR OTHER MATTERS. WHEREAS, a group of citizens requested and worked to adopt a new Bicycle Plan; and, WHEREAS, City Staff conducted several information meeting around the City and contacted interested groups and individuals for comment and review; and, WHEREAS, City Staff from Parks, Planning and Public Works Departments have developed and reviewed the documents and can support the proposal; and, WHEREAS, the Planning Commission has discussed the Plan and after conducting a public hearing on the matter recommends the adoption of the Bicycle Plan. NOW, THEREFORE, BE IT ORDAINED BY THE BOARD OF DIRECTORS OF THE CITY OF LITTLE ROCK, ARKANSAS. SECTION 1. The Master Street Plan text is amended to add "Section 6: Bicycle Plan" with the attached text. SECTION 2. The Bicycle Plan Map as described in the attached text is adopted as an element of the Master Street Plan. SECTION 3. The Master Street Plan text in the Section entitled "Definitions" is amended to added the following definitions: Class I Bicycle Route (Bike Paths) - A route designated for the sole use of bicycles and physically separated from vehicular lanes- (NOnroad - not in the right -of -way of a street. Road - in the right -of -way of a street) Class II Bicycle Route (Bike Lanes) - A route designated for bicycle use with 5 feet of paving width for the sole use by bicyclists. Class III Bicycle Route - A route designated with signage for bicycle use. Bicycles share the pavement with motorized vehicles. SECTION 4. The Master Street Plan text in the Section entitled "Authority, Jurisdiction and Enforcement" Subsection A, first paragraph is amended to add the following sentence: Applicants for site plan review and building permit are not required to dedicate or construct any bicycle path or route as described in the Plan. SECTION 5. Ordinance 13,578, Little Rock Bikeway System Master Plan is hereby repealed. PASSED: November 21, 1995 ATTEST: City Clerk Robbie Hancock APPROVED: Mayo Jim Dailey 482 0 • PROPOSED BICYCLE PLAN 483 Revised 10//95 c:bikeplan.doc It is the City's intention to provide bicycle accessibility throughout Little Rock. This can be accomplished with the use of the existing street network, with additional bicycle paths and lanes where necessary for safety and continuity. In addition to the existing street network, the City of Little Rock has adopted a network of routes to be specially designated for bicycle use. This Plan provides a system of Class III and Class II (shared) routes and Class I (physically separated) routes. It is the proposal of the City of Little Rock to review these routes on a regular basis to determine the need of upgrading the routes to Class II (shared) Routes or Class I Routes, and to review the need for additional routes. The decision to upgrade the routes will be based on usage, safety and speed and volume of motorized vehicular traffic. The City of Little Rock also intends to implement Class I (not associated with a road) Routes in phases. A Class I non -road Route (bike path) may be opened and built to a reduced standard (paving surface). If a Class I Route is built to less than the standard, the actual standards of these "Development Paths" will be designated on the plan map. Any Class I non -road route must be reviewed and approved by the City of Little Rock Parks Department. The City is using the phasing process in an attempt to speed the process of implementation. Over time the Class I may be upgraded to full bike path standards. Class I (road) routes must be included in the review of new streets by the Public Works Department. All bicyclists wish to have safe, direct routes for nonrecreational trips. The most advanced riders can generally operate under most traffic conditions. However the more casual user often will feel intimidated by the vehicular traffic. This i i i 1 1 1 1 1= M 484 combined with high volume and high speed vehicular traffic and few direct routes available creates the need for a bicycle route system desirable for all users. BICYCLE FACILITIES Bicycles are legally classified as vehicles which may be ridden on public roadways. Therefore, any facilities designed for the sole use of bicycles must allow the bicyclists to emulate vehicle drivers. It should be noted: however, bicycles have the right to share all city streets. Thus, all streets, unless otherwise stated, should be considered "shared facilities ". On shared facilities, the bicyclist shares the normal vehicle travel lanes with motorized vehicles. Where bicycle travel is significant or high volume and high speed vehicular traffic is present, additional bicycle facilities are recommended. Bicycle only facilities are of two types: Bike Paths and Bike Lanes. A bicycle path is a physically separate, bicycle -only facility. A bicycle lane is a specifically designated area on a street for the sole use of bicycles. 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 bikeway 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 sharp turns and meandering pathways avoided whenever possible. Class I bikeways should be used when motor vehicle traffic volumes or speeds are too high for Class II bikeways. They are also necessary when connections need to be made where no roadways exist. While Class I bikeways 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 2 485 Master Street Plan. Design of Class I (non -road or road) bikeways must be done with care to insure safe intersections avoiding bicycle - motor vehicle accidents. Class II bikeways or 'Bike Lanes" consist of a paved area both sides of a roadway with a painted stripe separating the bikeway from motor vehicle traffic. A Class II bicycle route 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 bikeways require minimal construction and are likely to be located on higher volume and vehicular traffic major roadways. Class II Routes on collector roads should use the existing paved area. This would mean that in commercial areas with a Class 11 lane, only two traffic lanes would be allowed, except at intersections. Only a painted line on the street separates bicyclists from motorists, additional pavement markings and signage are required. Class II Bikeways are easier to maintain and allow for maximum design flexibility. Accommodations can be made for automobile parking between the bike lane and curb where street parking is required. In order to 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 bikeways have only special signage. These routes use the existing vehicular area with no physical separation. Generally, Class III bikeways are local streets or higher class streets when speeds are less than 30 miles per hour and volumes less than half design volume. Since there is no additional area, Class III routes have no additional maintenance requirements (except for signage). The main disadvantage of Class III bikeways is that they provide the bicyclists with minimal protection from vehicular traffic. Safety concerns make shared facilities insufficient for high speed streets with heavy traffic. 3 CONSTRUCTION STANDARDS Class I bikeways may have an initial construction phase with a lesser 486 standard. These routes should be designated 'Development Routes ". Any Development Route must be constructed with a industrial sand or screening of 1000/0 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 bikeways 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 stripe down the middle to separate the two lanes. For Class I, non -road, routes where pedestrian traffic is expected, separate lanes 4 feet wide should be constructed for their use. Class I bikeways build as part of an arterial will require an additional 10 feet of right -of -way (5 foot each side for one -way path) or an easement in which the path is placed. 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 Bikeways 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 El !a16-M-10mmMMMMMMM- -- • 0 487 shoulders are used for bikeways, the shoulder should be 5 feet wide. This width should discourage vehicular traffic use and keep the path free of debris. Class III bikeways are part of the street. No additional construction is required. The AASHTO "Guide for Development of Bicycle Facilities ", (199 1) is the recognized standard for bikeway design and should be utilized by bikeway designers. 1. If on -street parking is desired, additional ROW and paving will be required, subject to Traffic Engineering approval. 2. Two one -way 5 feet each side, one two -way 10 feet one side The Plan should include proposed, development and existing routes. 5 Class III Class H (1) Class I With (2) Road Class I Without Road R -O -W No additional No additional 10 feet additional No additional Paving No additional No additional 9 feet (4 feetfor edestrtans) 10 to 13 feet 1. If on -street parking is desired, additional ROW and paving will be required, subject to Traffic Engineering approval. 2. Two one -way 5 feet each side, one two -way 10 feet one side The Plan should include proposed, development and existing routes. 5 ia mil iasW =_ M_W r F_ I DESIGN SPECIFICATIONS • ' For no more than 500 feet * Use associated street standards SIGNAGE AND MARKING .. Signage for bikeways consists of pole mounted signs and painted graphics on the roadways. Pole mounted signs include: usual traffic signs; bike route signs Indicating the degree of difficulty of the bikeway; signs giving bikeway designations: bicycle bus stop and color coded signs to aid bicyclists in following routes. Bike crossing signs should be used to alert motorists to the presence of bicyclists. All classes of bikeways should be signed. Signs and graphics painted on the pavement may vary depending upon the class of a particular bikeway. Class I bikeways utilized by bicycles and /or pedestrians should have a solid or dashed 4" wide yellow or white line separating the various use lanes. Intersections should be appropriately striped to warn motorists to be aware of bicyclists. Class II bikeways require 8" wide, solid or dashed, yellow or white striping to denote the bike lane. Additional striping may be needed at intersections. 19 Class I All Others (non -road) Design speed 35 MPH Maximum grade 10 %, Minimum clearance vertical 8 ft. lateral 1 ft. Sight distance street intersection 100 ft. bike intersection 30 ft. Horizontal curves (between reverse curves) 200 ft. Horizontal radius 100 ft. (at centerline) ' For no more than 500 feet * Use associated street standards SIGNAGE AND MARKING .. Signage for bikeways consists of pole mounted signs and painted graphics on the roadways. Pole mounted signs include: usual traffic signs; bike route signs Indicating the degree of difficulty of the bikeway; signs giving bikeway designations: bicycle bus stop and color coded signs to aid bicyclists in following routes. Bike crossing signs should be used to alert motorists to the presence of bicyclists. All classes of bikeways should be signed. Signs and graphics painted on the pavement may vary depending upon the class of a particular bikeway. Class I bikeways utilized by bicycles and /or pedestrians should have a solid or dashed 4" wide yellow or white line separating the various use lanes. Intersections should be appropriately striped to warn motorists to be aware of bicyclists. Class II bikeways require 8" wide, solid or dashed, yellow or white striping to denote the bike lane. Additional striping may be needed at intersections. 19 • r r r r r • •. Class I and II bikeways should be marked with on street bicycle graphics in white paint with directional arrows directing the flow of bicycle traffic. Class III bikeways may be marked with on street bicycle graphics as described above. For Class II routes at intersections where it is necessary for bikes to merge with automobile traffic due to right turn lanes, the bike lane should resume on the other side of the intersection. Rating bikeways as to degree of difficulty and using color coded signage to designate them is helpful for cyclists. The bikeways can be color coded as black for difficult, red for moderate, and blue for a minimal level of difficulty. Marking specific routes with street graphics is important to keep cyclists aware of what direction they are traveling. East -west routes are designated with even numbers, with north -south routes designated with odd numbers. The most important aspect of signage is that it remain consistent from bikeway to bikeway. This will reduce confusion for and aid those using of Bikeways. 7 �,. 490 z cs J7 l Q. Tn I T o� r N T� v s I H VO v V lL � u 1 L a V QS H •u�w o -Q I p � ja • 0 491 Y' O J3 QT I �- ` s } Q i F Q fy V 3 N � s 3 s _3 d- I _, Q- r V lL � u 1 L a V QS H •u�w o -Q I p � ja • 0 491 Y' O J3 QT I �- ` s } Q i F Q fy V 9 S�� 3 qj s v p G 3 v u d 492 lll z VV�1 sQ N Q \�l J t� 0 I S Q �3 v 3 G 3 v u d 492 lll z VV�1 sQ N Q \�l J t� 0 I wft== == N La S 3 E Ln L ItT CD �- -i■� rir m r m •• 493 `o v� s� fJ u U B U� Z � t da �' vl � � z N V i ■ i 494 0 Z 1 v d� �g <a i • • 495 FUNCTIONAL CLASSIFICATION OF BIKEWAYS CLASS I: DESCRIPTION Downtown - Riverfront Rock Creek Fourche Creek (West) 1 -630 Cedar Hill Road Rebsamen Park Road Reservoir Connection West Outer Loop Jamison Creek Twin River Park Brodie Creek FROM Riverfront Drive I -630 Trail Rock Creek Trail Shackleford Road Hill Road Riverfront Drive Reservoir Road Pebble Beach Rebsamen Park Road Rebsamen Park Road Stagecoach Road TO Bond Mabelvale Pike Outer Loop Fair Park Oakhurst Lile Terrace Reservoir Park Kanis Road Cantrell Road Twin River Park Fourche Creek (West) • • ass CLASS II: DESCRIPTION FROM TO Chenal Valley Dr. Chenal Parkway West Loop Champhgnole Chenal Valley West Loop La Marche Unnamed Chenal Valley Stagecoach Road Brodie Creek County Line Road Jones 13th Street 14th Street 14th Street Jones Dr. Martin Luther King, Jr. Dr. Dr. Martin Luther Woodlane 14th Street King, Jr. Dr. Rebsamen Park Road West Terminus Riverfront Drive 2 CLASS III: DESCRIPTION Riverfront Drive Heights /Hillcrest Overlook Rockwood Pine Valley Kavanaugh Markham • FROM Rebsamen Park Road Rebsamen Overlook Rockwood McKinley Kavanaugh Fair Park /Mabelvale Pike Zoo Drive Med Center /Downtown is TO Cantrell Road Rockwood Pine Valley McKinley Markham Railroad Gum Springs Zoo Drive Fair Park Monroe Monroe West 7th Zoo Drive West 7th Monroe Shuffield Shuffield West 7th Elm Elm Shuffield Capitol Capitol Elm Johnson Johnson Capitol Avenue 7th 7th Johnson Woodlane Woodlane 7th 4th 4th Woodlane Louisiana Louisiana 4th 6th Chenonceau Blvd. Cantrell Road Chenal Parkway River Mountain Road Hwy. 10 I -430 SW Little Rock Loop Oak Grove Lane Valley Baseline Road Cloverdale Drive Baseline Road Hinkson Road Hinkson Road Cloverdale Drive Azalea Azalea Hinkson Juniper Juniper /83rd Street Azalea Geyer Springs Road Carlyle Geyer Springs Road Keats Drive Keats Drive Chaucer Lane Dreher Lane Dreher Lane Keats Drive Baseline Road Sunset Baseline Little Fourche Creek 3 �4 498 CLASS III: (Cont.) DESCRIPTION FROM TO Old Forge Drive Rodney Parham Road Reservoir Road Wakefield 'Nail Patterson Mabelvale Pike 65th Street 65th Street Patterson West Wakefield West Wakefield West 65th Wakefield Road Wakefield Road West Wakefield Portsmouth Dr. Portsmouth Dr. Wakefield Road Young Road Stanton I -30 Baseline "H" Street Mississippi Kavanaugh Bryan Evergreen "H" Street Evergreen Biscayne Bryan Biscayne Reymere Evergreen Reymere Reservoir Park Biscayne Pine /Cedar Kavanaugh Capitol Avenue Rebsamen Park Road Class I Old Cantrell Road 32nd Street Fair Park Coleman Creek 14th Street Dr. Martin Luther Commerce King, Jr. Drive East Downtown Trail Commerce Markham Capitol Capitol Commerce Sherman Sherman Capitol 8th Street 8th Street Sherman Commerce Commerce 8th Street 17th Street State Riverfront Philander Smith College Gaines Philander Smith 14th Street Chester 14th Street Roosevelt Main 17th Street Terminous 4 I 499 CLASS III: (Cont.) 17th Street College 15th Street FROM Main 17th Street College E TO College 15th Street East Little Rock Trail