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Exh 8C.-, AGENDA ITE1'I #8C AUGUST 1'2, 2002 i CITY OF ATLANTIC BEACH CITY COMMISSION STAFF REPORT r ~, AGENDA ITEM: Bike and pedestrian pathway master planning ~.., SUBMITTED BY: Sonya Doerr, AICP Community Development Director DATE; July 29, 2002 ;,.A, BACKGROUND:.. Attached is a copy of the preliminary bikeway plan, which is the result. of three community meetings jointly held by the cities of Atlantic Beach, Neptune Beach and Jacksonville Beach. A summary of the public participation process is provided within the ,~ Introduction on pages 1 and 2 of the report. This .effort. yielded .three priority routes, and possible combinations thereof, which would traverse the beaches in a north-south pattern, with east-west routes that connect schools, shopping, the beach, parks and other recreational destinations. At this time, Staff is not requesting that a decision be made regarding the preference of any ~^ particular route. It is staff's opinion that further evaluation and technical analysis needs to be done to determine which route, or portions of routes, offers the more feasible. and practical potential for actual .development. The purpose of the public process to this point has been to ~^" determine what the stakeholder group desires in terms. of routes-and `the overall level of . support the beaches communities have for such a project. The stakeholder group was '` advised from the initial meeting that the. next step was anticipated. to be a more in depth level ~'"' of design and engineering analysis that would help to further define a "buildable" system. This next phase may also be the appropriate time to carefully consider other issues, such as possible funding sources from State and Federal agencies, coordination with. the City of ~"' Jacksonville, and neighborhood support and opposition. i As the Commission is well aware,-there is controversy associated with the first priority route, '"" which proposes a Seminole Road. connection to Hannah Park. A primary. objective repeatedly expressed by those participating in the planning effort was to provide a connection . to Hannah .Park, which .would in turn. provide. a connection to the trail project :being ~"" `developed by the National Park Service through the Timucuan Ecological and Historic Preserve. Hannah Park and the Timucuan Preserve are regionally, and in fact nationally recognized, as superb recreational resources. It is .logical that those who participate in hiking *** _ and cycling and recreational biking would desire a connection to .these facilities.. While Seminole Road provides the most direct connection to Hannah Park from the beach communities, there maybe other opportunities to create this connection. The second priority '~ proposes a route to Hannah Park using Selva Marina Drive and the old Sherry Drive right-of- ,. way. `~ Regardless of which route may be pursued, there is likely to be some degree of isolated -objection. Every community that has developeda bikeway system has experienced this same ` ~,,, issue, but such systems are widely viewed as a progressive and highly valued community .1GE\TDA ITEM #SC „~,,, ~U GUST 12, 2002 {. ~ ~* asset once developed. It is Staff's opinion that there is a broad and very genuine level of s support and enthusiasm for this project, and that there is an appropriate manner in which to deal with obstacles. to proceeding with the project. ~, Throughout this.-process, staff has continued to coordinate with other agencies involved in similar projects. The National East Coast Greenway Alliance has expressed a very strong "~'" interest in coordinating with the beach cities to add a section of the national. geenway system through the beaches. We have optimism that there may be significant opportunity for funding assistance through this program. (For information of the East Coast Greenway, you- ,""" may wish to explore their website at www.greenway.org.) ..The next step in this project is dependent upon direction from the elected officials of each of ;"""' the three beach cities. Again, it may be prudent not to focus on one particular route at this time, but rather to engage in engineering and design-study that could provide more detailed analysis of cost and feasibility associated with development of all three routes or portions of °>~" the various routes. Accordingly, Staff requests support from the Commission to proceed '~ with this effort and to evaluate technical feasibility ofthe proposed routes. ~'"'"' 4~ .. b ,. - .. . .. y:: , . ,~ '. ,~.. ... . F i. - ~ _ %: - . ` ' `BUDGET: Funds needed for this project to be determined based upon direction from Commission. ` (Funding for further evaluation and. study of proposed routes maybe available from grant sources.) RECOIVIMENDATION: Support from .Mayor and Commission to proceed with .this planning effort and to evaluate technical feasibility of proposed routes. 4 ATTACHMENTS: Preliminary Bikeway Planning Report d map of proposed routes. REVIEWED BY CITY MANAGER: 2 ~: " ~ ~GEl\DA ITEM #8C AUGtiST 12.2002 ~.. ,, , _ . ~O Introduction ~ The diverse and varied opportunity for recreation within the Duval County Beaches area is a significanfcontributor tothe excep- tional quality of life found in the northeast Florida region. Hiking, walking, cycling, surfing, skating, boarding... The abundance of these outdoor sports and recreational opportunities, whether enjoyedby families, casual enthusiasts, or those commifted athletic types, is enormously important to the fabric of the "beaches lifestyle." r, Residents at the beaches recognize that it is important to have spaces and places to accommodate this lifestyle and these many activities, and that there is a need to provide connections between these places that do not always require the use of our cars. ~"` -The three. Duval County beach cities -Jacksonville Beach, Neptune Beach and Atlantic Beach -have joined together in a collaborative planning effort to develop a master plan for a system of bike and pedestrian pathways that would link the Beach ' communities to each other and to surrounding recreational, shopping, neighborhood and school destinations, the wealth of fine n public parks in the area, and of course, the beach. During the firsf six months of 2002, a series of public workshops was field to determine the desires of the community and to „~, consider possible routes that would actually be feasible to create or designate as part of a connected beaches system. The ;planning effort involved all ages, with diverse and wide-ranging interests, from the cycling enthusiast who may ride fifty or more `~ ` miles in a weekend, to those who are looking for a safe route for a weekend family ride, to those who just want a way to get to the beach without the search for a parking place. Others have expressed a need to be able to walk to shopping areas, schools and public transportation. While the project has been referred to as a bikeway, the over-arching goal has from the inception. of the project been to create a ~"" system that could be used and enjoyed for all manner of activities. Recognizing that different interests groups have different desires and needs, the focus has been towards developing the type of pathways that are most suitable to the particular location where these may be planned. Some pathways may simply take the form of wider sidewalks to accommodate multiple uses; other t^' portions may involve providing wider and safer shoulders on.existing roadways, while other areas might be developed (or more appropriately, designated) as off-road trails left in a fairly natural condition. The three beach communities are Eby-and-large developed in a rather compact manner such that manylogical opportunities to create linked pathways already exist. Sidewalks ~,,,, exist throughout many of the neighborhoods, and- the predominant historical pattern of linear streets and roadways. near the u - beach-creates a likely north-south route. In addition to citizen participation, other public agencies have been involved'in the project. Some aspect of bikeway and trail °~ planning has been undertaken by a number of local, State andFederal agencies. The City of Jacksonville, theNational Park ` Service, the Florida Department ofTransportation,the Jacksonville Transportation Authority, the St. Johns River Water Manage ment District, the Florida Department of Environmental Protection and the NortheastFlorida Regional Planning Council have all ~""" initiated some type of project involving bike routes, hiking trails or greenways. Of particular note are the National Park 5ervice's e Timucuan Ecological and Historic Preserve trail and greenway system and the national East Coast Greenway. Connections to' these significant trail systems as well as to Kathryn Abbey Hanna Park, have been recognized as a priority since the first meeting *-+ of citizen group. A further goal of the beaches' effort willbe to complement, rather than: duplicate, these projects that are already underway or planned for the surrounding area. ~,,,, _ The. result of this initial planning effort has been to identify first, second and third priority routes as determined by the general consensus of those participating in the process. The proposed routes are presented herein. An assurance of objectivity was ,. made to the planning group at the beginning of this process, and the proposed routes are solely the result of the public citizen ~~ participation in the process. The only routes that were eliminated during this first planning phase were those that presented ~ technical obstacles to the degree that development of such routes would be near impossible because of cost, design or environ- mental constraints. ,_ ,~ l~ _. - nw~wri ,.., _=~GEVDr~ITEM #8C AL GUST 12, 2002 ,.. _~ _ F - M ~^* It is acknowledged that some of these routes may not be practical to further consider for development due to neighborhood opposition, political constraints, inadequate or unavailable right-of--ways, and as always, cosf issues. The next phase of this project will be dependent upon the consensus of the planning group, the direction, interest and commitment provided by elected ~.., :officials from the three beach Cities, and possibly the City of Jacksonville, and general support of the surrounding communities to fl move towards funding and implementation ofthe plan. The planning process has to this date revealed a keen and eager interest ` in this effort. Other cities and communities across the country have initiated similar effort's with great success, and often with few ~,,,, of the natural and abundant resources we have here in our Beach cities. The Mayors, the City Councils and Commissions and staff from the City of Atlantic Beach, the City of Neptune Beach and the City of Jacksonville Beach wish to thank all of those who have given of their time, interest and enthusiasm in this first phase of the '"~ project. Your continued involvement and support will be needed as we move ahead. .Sonya Doerr, AICP ~'^ Community Development Director City of Atlantic Beach, Florida ,~, ~^^ . r ~, ,.., }., ~ _ t: ~•- ~... p. ~.. E L -: ... ~:~~~~ ~~ - _. ' !~! - ~ ... P""A AGENDA ITE`1 #8C AUGUST 12, 200? €'"* a _ O .., .Contents... ~, /ntroduction ............................................................................................ 4 ........Sharing the Road .................................................................................... 4 Florida's Bicycle Laws ..................................................................... 10 ""'' The Public Participation Process ....................................................... 12 '2 Charrett #1 ..... ... ....................... ...................................... .......... ............... .... ,... Charrett #2 ................................................................................................................ 13 """ Charrett #3 ................................... ......................... ................. .................. ... ..... ...... . 15 y ...Cost Estimates .................................................................................... ~9 _~. ~, Bikeway Guidelines :............................................................................ 2 ~ Design Guidelines for On-road and Off-road Facilities :.......................................... 22 Traffic Calming and Bicyclists:............ ..., .... ..... ...................................................... 24 _: ~. .-, ; ~~; ,~,, ,_ ... r- ~- ~'^ ~='r ~GE~~D~ ITE1~1 CSC Ati Gti ST 12. 2002 ~*++; ; F _ ~.:! «~ Sharing the Road Any discussion of a bicycle "bikeway" must begin with the assumption That all or part of any system will share existing roadways ~ meant for motor vehicle traffic, primarily out of necessity: necessity, because the roadways are already in place and directed to the places people want to go, and necessity because of the lack of available right-of-ways,. easements, or other viable. convey- ance areas. As such, this sharing of existing roadways means the potential for conflict between bicyclisf and motorists. Any ~-- such conflict is usually in the motorist's favor (physically), although the motorist may take on an equal amount of emotional anguish should there be a severe physical injury to a bicyclist. ` ,,,,,~ The desire to lessen the potential far conflict leads us to look for ways to saFely share the road with motor vehicles, either by widening the roadway to a safe width, by providing a separate, dedicated bicycle lane or sidewalk, or by providing frequent ' notice to drivers that they are, in fact, sharing the road. r•., _ ~: i"° ; ~ ~ l~' .~. ~** st ~' ,7`'~ ~ - ``: e .... ~f. ~ `r ~...,..-~~~ ~4: a ,~ y, ~ J Y ~. ~ ~~ ~. ~,, ..~ r r ~ '~ I ,L ~~"~ -'' ~r Since the fact exists that the. majority of the Beaches Bikeway will have to share existing roads built before the awareness of '" ' bicycles on the road, the following excerpffrom a paper published by the Florida Bicycle Association is offered: "The Bicyclist's Legal Grounds for "Taking the Lane" fi This paper is presented in the interest of shedding light on the subsection of Florida traffic law -that pertains to roadway position for bicyclists. It is the position of this .author that Florida's laws r,,, and roadway design standards provide sufficient latitude to allow a bicyclist, in many cases, to lawfully claim use. of an entire lane when he or she feels it is necessary for his or her safety and mobility. This paper will discuss the appropriate lane widths for safe sharing between bicyclists and motorists, the issue of impeding other traffic, and discretion used by law enforcement officers and ~" agencies in the interpretation and enforcement of the law. Howr~arrow is too narrow? Bicyclists are required to drive as far right as practicable unless certain circumstances exist (FS 316.2065 (5)); this includes a substandard width lane. The statute says that, for the purposes of that subsection, a "substandard width lane" is one that a cyclist and another vehicle cannot safely ""~ share. The question then becomes, "How' narrow is too narrow" to safely share? ~•+ ;~::_ ,„~ ~+ ., =r AGENDA ITEM#8C AUGUST 12, 2002. r~ Since the law does not provide a specific measurement, we must consider a number of perspec- ` tives to make a sound judgment: that of the law enforcement officer, that of the roadway designer, k that of the passing motorist, and that of the bicyclist. While more and more law enforcement officers are using bicycles for police work; there are still many who do not fully appreciate the stresses, harassment and difficulties involved in cycling on major roadways, To a motorist or officer who does not drive a bicycle, an 11- or 12-foot lane may or ?~^+ may not seem adequate for sharing. On the other hand, there are some roadway configurations that would obviously allow for safe lane sharing between bicyclists and motorists, such as when the lane is extraordinarily wide, in the range of 16 to 20 feet. w Many multi-lane roadways have 14-foot curb lanes. The Florida Department of Transportation chose this width in the early 198Os, prior to the currently preferred bike lane treatment, as being safe and adequate for sharing. The FDOT now strives to provide a 4-foot bike lane next to an 1 1-foot _, or 12-foot general use lane. While it is true that the FDOT's current preferred width standard for general use lanes is 12 feet, that width has only been reduced from 14 feet since the implementation of the bike lane configuration. The 12-foot lane width .standard was never presented as a means to provide a shared use lane. ,, "w .. ~~ When bicyclists drive extremely far to the right -often on the white edge line. -they inadvert- ently encourage motorists to pass in a space that is inadequate. Motorists, being impatient and often - perceiving bicyclists as intruders or obstructions (as opposed to fellow vehicle drivers and citizens); -will attempt to pass even when space is insufficient. ~, Clearly, in the relationship of the bicyclist and the motorist, the cyclist is the roadway user at ' greater risk of physical harm. For this reason, the bicyclist's decision should be held primary in the judgment of whether a .lane is wide enough to safely share,. as the cyclistsuffers the most harm should the judgment be made in error. If a cyclist in a wide lane claims use of the entire lane and °"`"'"' delays the motorist(s) behind, those motorists suffer only delay. if a cyclist in a narrow lane keeps to the far right edge of the lane and allows motorists to pass; motorist delay still occurs (though not to the degree of when the cyclist claims the entire lane), since the narrow lane will make them slow ~,,,, before passing. If a cyclist in a narrow lane misjudges the width, keeps to the far right edge of the lane, and is strucK by an incompetent motorist attempting to pass; many more'motoi-fists are delayed and the cyclist suffers personal injury and property damage. In this author's study of bicyclist- versus-motorist crashes during 1993 and 1994, the vast majority of daytime overtaking crashes occurred on roadways with lanes 12 feet or less in width, and involved motorists who saw the bicyclist but failed to pass safely ,,.~ Many motor vehicles -especially the increasingly common sport utility vehicles- are seven feet wide. Large trucks; buses and landscaping and boat trailers are often eight feet wide. The generally accepted safe space for a motorist passing a bicyclist is three feet (Florida Driver's Hand- book, Chapter Three). At higher speeds and with larger vehicles this width increases, due to the ~^^ windblast effect. The "Guide for the Development of Bicycle Facilities° by the American Association of State Highway and- Transportation Officials (which sets national standards for transportation ' facilities) states: - ~"""" "[B]icyclists require at least 1.0 m (40 inches) of essential operating space based solely on their profile. An operating space of 1.2 m (4 feet) is assumed as the minimum width-for any facility designed for the exclusive or preferential use by bicyclists. Where motor vehicle .~ - traffic volumes, motor vehicle or bicyclist speed, and the mix of truck and bus traffic increase, F amore comfortable operating'space of 1.5 m (5 feet) or more is desirable." ;~., ~, ~~ ~,~ ~^ ... ; AGENDA ITEM #8C AUGUST 12, 2002 a ~ - -~ ~* Totaling even the smallest of these measurements - 40 inches (cyclist), plus seven feet (motor vehicle), plus three feet (safe passing width} -equals 13.33 feet, 11% wider than a 12-foot lane. Totaling-the maximum measurements results in 16 feet. .• Impeding Traffic F Florida defines bicycles as vehicles (FS 316.003 (2)), and states that bicyclists have al( the ~ same rights and duties as the driver of any other type of vehicle. As a roadway user with equal ` standing, a cyclist has the right to travel. There is, however, no right to travel at any particular " ' - .speed. The right to travel and to do so safely must generally prevail over the desire to travel at a higher speed and pass. Slower roadway users must make way for the overtaking user only if it is ~. reasonable and safe to do so. To say that a bicyclist can use the entire lane only if he or she is not ;. ;, delaying other traffic sets up an absurd and unjust situation where the cyclist must leave the roadway (in essence, to cease traveling) each time the driver of a wide, faster vehicle wishes to pass. s-s The law requiring bicyclists to keep right is written in the same spirit as the more generic slow- moving vehicle statute, but takes into consideration the narrower profile of the bicyclist. The na- r-~ tional Uniform Vehicle Code sets the example for this;. CHAPTER 11 -Uniform Vehicle Code: Rules of the Road " ARTICLE III. DRIVING ON RIGHT SIDE OF ROADWAY OVERTAKING AND PASSING; USE OF ~ ROADWAY i 11-301. Drive on right side of roadway exceptions ' (b) Upon all roadways any vehicle proceeding at less than the normal speed of traffic at the time and place and under the conditions then existing shall be driven in the right-hand lane ~ then available for traffic, or as close as practicable to the right-hand curb or edge of the . _ roadway, except when overtaking and. passing another vehicle proceeding in the same direc- tion or when preparing for a left turn at an intersection or into a private road; alley, or driveway. The intent of this subsection is to facilitate the overtaking of slowly moving vehicles `~' by faster moving vehicles. Florida's lave is similar:. ~* FS 316.081 Driving orr right side of roadway; exceptions.- - (2) Upon all roadways, any vehicle proceeding at less than the normal speed of traffic at the time and place and under the conditions then existing shall be driven in the right-hand lane then """ > available for traffic or as close as practicable to the right-hand curb or edge of the roadway except when overtaking and passing another vehicle proceeding in the. same direction or when preparing `. for a left turn at an intersection or into a private road or driveway. '_ ` And the bicycle section presents the same issue while keeping in mind the vehicle's narrow ~' profile: - .. FS 316.2065 Bicycle regulations.- - ~. . (5)(a) Any person operating a bicycle upon a roadway at less than the normal speed of traffic: at the time and place and under the conditions then existing shall ride as close as practicable to the " ,~• right-hand curb or edge of the roadway except under any of the follovving situations: 1. When overtaking and passing another bicycle or vehicle proceeding in the same direction. - 2: When preparing for a left turn at an intersection or into a private road or driveway. a~ 3. When reasonably necessary to avoid any condition, including, but notTimited to, a fixed or `` moving object, parked or moving vehicle, bicycle, pedestrian, animal, surface hazard, or sub- ~' ". standard-width lane, that makes it unsafe to continue along the right-hand curb or edge. For. .., ~~~1~ a, ! ;, - :~-~, ~ ~ ~ AGEND A ITE1bI +SC ~,,~ AUGUST 12, 2002 , . , '. O , ` '` the purposes of this subsection, a "substandard-width lane" is a lane that is too narrow for a bicycle and another vehicle to travel safely side by side within the lane: ~„A The intent here is clearly - as the national Uniform Vehicle Code states - to "facilitate the overtaking of slowly- movingvehicles by faster moving vehicles" (emphasis added), not to guarantee i "'' it. Each circumstance catalogued in 316.2065 (5)(a) 1., 2. and 3. presents the potential to delay one or more motorists.. Making a left turn, in particular, can delay following motorists for a significant ~* period of time if the turn occurs from atwo-lane roadway without a left turn lane. Indeed, a left turning bicyclist -just Like a left to"ruing motorist -will often come to a complete stop to wait for a ` safe gap in on-coming traffic. A bicyclist traveling straight and claiming the entire lane wilt only slow following traffic to the cyclist's own speed. On a multi-lane roadway this delay is reduced further "~~" still This subsection goes even further in granting discretion to the bicyclist by stating that he or she r may leave the right-hand side of the lane to"avoid anv condition ... that makes it unsafe to continue along the right-hand curb or edge" (emphasis added). Certainly, the need to take control of the ,..~, -distance which motorists provide in passing must be assumed to be as important for the bicyclist`s ~ travel needs as making left turns, avoiding other vehicles, objects and surface hazards, and passing .; ; ; .other bicyclists. .. '~ Florida law makes no statement on whether a single bicyclist may or may not impede traffic by traveling at less than the normal speed of traffic. FS 316.183 Unlawful speed states; "(5) No person shall drive a motor vehicle at such a slow speed as to impede or block. the normal and reasonable ~+, movement of traffic, except when reduced speed is necessary for safe operation or in compliance ,with law." It must be noted that this item :applies only to motor vehicles. Indeed, the law would be ` ' self-contradicting if it were to allow cyclists to Leave the right hand. side of the road when the lane is too narrow to share and yet prohibit them from impeding faster traffic. FS 316.2065 (6) states, '~'" "Persons ridin~ty~to.al~ast [on bicycles] [21r'3_y not imnede traffic (emphasis added) when traveling at less than the normal speed of traffic at the time and place and under the conditions then existing and' shall ride within a single lane."However, should two cyclists drive in a substandard width lane, they ,~. should be allowed to drive two-abreast since a single cyclist would be allowed to "take the lane" in that situation anyway and the impact on overtaking motorists would be the same. Communities and transportation agencies around .Florida are striving to encourage bicycling as °"~ a modeof transportation. Increased bicycling will impart a number of significant benefits to `our communities, including improved air quality, improved public health, reduced traffic congestion, and " better communication among neighbors. Telling bicyclists that their need for safe, adequate space on f», _;, the roadway is. secondary to .the desires of higher-speed motorists does not encourage bicycling; e indeed, it discourages~it and effectively confines those who must user or choose to use - a "bicycle for transportation to second-class citizenship. It is detrimental for a society, an"enforcement agency, or a court to interpret aspects of the law that are vague and relatively inconsequential so that " """' otherwise law-abiding citizens are forced to choose between intolerable options. These choices are to - become a lawbreaker, to abandon one's own safety, to relinquish the 'right to protect oneself from those using dangerous devices, or to surrender the freedom to drive a vehicle on public roadways.`'' Reasons for Highway Shoulders The following comments (excerpted) from the Oregon Department of Transportation are offered as additional explanation for the " need to share existing roadways, with the emphasis (where added) to highlight the benefits to bikers. ..~, """" 'Wilson, Mighk, Florida Bicycle Association, March 16,2001 ~;M ~~ ,~ e~ ~"~ ~ F '( -.. ,. ~s ~, AGENDA ITEM #8C , ,,,,,,~ AUGUST 12, 2002 ,. ~"" "Before the 1971 "Bike Bill" was passed, `and the terms "shoulder bikeways" or "bike lanes" were commonly used, the Oregon Highway Division advocated (1) building paved shoulders when constructing roads and (2) adding paved shoulders to existing roads. These were often referred to as ~,,, "safety shoulders." There are good reasons for this term. The following reasons are what AASHTO has to say about the benefits of shoulders in three important areas: safety, capacity and maintenance. Most of these benefits apply to both shoulders on '" rural highways and to marked, on-street bike lanes on urban roadways. Safety- highways with paved shoulders have lower accident rates, as paved shoulders: -, ,.:; ., , ; rt Provide space to make evasive maneuvers;. • Accommodate driver error; p. Add a recovery area to regain control of a vehicle, as well as lateral .clearance to I roadside objects such as guardrail, signs and poles (highways require a "clear zone," and ' paved shoulders give the best recoverable surface); • Provide space for disabled vehicles to stop or drive slowly; '"" Provide increased sight distance for through vehicles and for vehicles entering the roadway (rural: in -cut sections or brushy areas; urban: in areas with many sight obstruc- tions) ,,.,,, -Contribute to driving ease and reduced driver strain;- f Reduce passing conflicts between motor vehicles and bicyclists and pedestrians; (em- . phasis added) , • Make the. crossing pedestrian more visible to motorists; and P^ Provide for storm water discharge farther from the travel lanes, reducing hydroplan- ing, splash and spray to following vehicles, pedestrians and bicyclists. (emphasis added) *^* Capacity -highways with. paved shoulders can carry more traffic, as paved shoulders: • Provide more intersection and safe stopping sight distance; r-- Allow for easier exiting from .travel lanes to side streets and roads (also a safety benefit); • Provide greater effective turning radius for trucks; • Provide space for off-tracking of truck's rear wheels in curved sections; ~. ~ Provide space for disabled vehicles, mail delivery and bus stops; and 4 Provide space for, bicyclists to ride at their own pace; (emphasis added) ` ~ Benefits of Urban Bike Lanes to beher Road Users. Urban streets have to satisfy many needs: various modes use them, and they provide local ~+ - access to a community as well as mobility for through traffic. Many of the benefits of shoulders. listed on the first page also apply to bike lanes in urban areas, whether they were created by restriping or by widening the road Some street enhancements cannot be measured with numbers alone, as they .,offer values (e.g. trees) that simply make a community better. Thee following discussion should be """' viewed in this context. Bike lanes can provide the following benefits: ~,~ For Pedestrians: • Greater separation from traffic, especially in the absence 'of on-street parking or a "~ planter strip, increasing comfort and safety. This is important to young children walking,. playing or riding their bikes on curbside sidewalks. • Reduced splash from vehicles passing through puddles (a total elimination of splash _.` : ; J; ,~~-`~ ~ ` _ e, .c~yu ~., ~, AGENDA ITEM #8C AtiGUST 12, 2002 : ~ _~ ^~`"' where puddles are completely contained within the bike lane). An area for people in wheelchairs to walk where there a're no sidewalks, or where sidewalks are in poor repair or do not meet ADA standards. ~ A space for wheelchair users to turn on and off curb cut ramps away from moving. • traffic. t The opportunity to use tighter corner radii, which reduces intersection crossing dis- tance and tends to slow turning vehicles. '"""" In dry climates, a reduction in dust raised bypassing vehicles, as they drive further F from unpaved surfaces. ` ~, For Motorists:. • Greater ease and more opportunities to exit from driveways (thanks to improved sight distance). ..Greater effective turning radius at corners and driveways, allowing large vehicles to """` turn into side streets without off-tracking onto curb. ` A buffer for parked cars, making it easier for motorists to park, enter and exit ve- k f hicles safely and efficiently. This requires a wide enough bike lane so bicyclists aren't "doored." • Less wear and tear of the pavement, if bike lanes are restriped by moving travel lanes (heavier motor vehicles no longer travel in the same well-worn ruts). ` For Other Modes: -, • Transit: A place to pull over next to the curb out of the traffic stream. ` Delivery vehicles (including postal service): a place to stop out of the traffic stream. • Emergency vehicles: Room to maneuver around stopped traffic, decreasing response time. rte • Bicyclists: Greater acceptance of people bicycling on the road, as motorists are re- .. minded that they are not the. only roadway users; Non-motorized modes: An increase in use, by increasing comfort to'both pedestrians ~^+ and bicyclists (this could leave more space for motorists driving and parking). i _ - For the Community (Livability factors): • A traffic calming effect when bike lanes are striped by narrowing travel lanes. ~ Better definition of travel lanes where road is wide. (lessens the "sea of asphalt" look). An improved buffer to trees, allowing greater plantings of green canopies, which also has a traffic calming effect."2 ~,,, One can gather from the above commentaries that the road-sharing experience is a near requirement for getting most places . on a bicycle, and that this experience, while at times unnerving, can still be a safe one, provided that all parties - govern- ment, planners, engineers, motorists, and the bikers themselves -adhere to the basic rules of the road, safe roadway .(re)design, and. courtesy among all roadway users. ' The underlying principle of the above discussion is that the roadway is the only place in which the Beaches Bikeway can be accommodated. Such is not the case, and in many of the preferred routes to be discussed in a lattersection, sidewalks will ' ' provide the primary bicyde circulation for the casual or recreational rider. The use of sidewalks, however, presents conflicts between the bicyclist and pedestrians, where the conflicts are similar to those befinreen motor vehicles and bicycles, except that ~~ _• .. ~, iri tfie case of the sidewalk conflict, ttierequirement for safe passing falls fothe bicyclist. - A thorough review of the applicable Florida Statutes is prudent at this poirif, as follows this section. ~.. ~""'+ zRonkin, Michael, Oregon Department of Transportation, undated (http:/Iwww.odotstate.or.usltechservlbikewalkJwhyhave.htm) '-~' ` P' ~ { ~., ` AGENDA ITEtiI #8C AtiGUST 12, 2002 - 10' F1loriida's Bicycle Laws '~"' In Florida, the bicycle is legally defined as a vehicle. Bicyclists have the same rights to the roadways, and must obey the same ' traffic laws as the operators of other vehicles. These laws. include stopping for stop signs and red lights,. riding with the flow of traffic, using lights at night, and yielding the right-of-way when entering a roadway. s' There is only one road and it is up to bicyclists and motorists to treat each other with care and respect. Strict adherence to the. law is the foundation. for his respect. Traffic Law Highlights Bicycle Regulations (see Section 316.2065, F.S.) - < A bicyclist must obey all traffic controls and signals. • A bicyclist must use a fixed, regular seat for riding. • No bicycle may be used to carry more persons at one time than the number for which it is designed or equipped. '~'' . - At least one hand must be kept on the handlebars while riding. • Parents and guardians must not knowingly allow a child or minor ward to violate any provisions of this section. Every bicycle must be equipped with a brake or brakes, which ""' allow the rider to stop within 25 feet from a speed of 10 miles per hour -~- on dry, level, clean pavement. ' ' ~r Sidewalk Riding (see Section 316.2065, F.S.) - ~ When riding on sidewalks or in crosswalks, a bicyclist has the ~~~,,~,r, _- samerights and duties as a pedestrian. ~{ --'~.,`~,,~''~• ~;~ .{ • A bicyclist riding on sidewalks or in crosswalks must yield the ,,, "! • -~~ ~ ;~- , : ~; right-of-way to pedestrians and must give an audible signal before ~ r ,,~ = ° LL ~••, passing. I-~~ ~ ~ `~ ,mow„ ~ ~ ~ " Lighting (see Section 316:2065, F.S.) - 1 ~ ~~~ •~~' -'""`"~' • A bicycle operated between sunset and sunrise must beequipped - "'' ` '' - '~'~' with a lamp on the front exhibiting a white light visible from 500 feet to ~ ~ ,,,;~ ... y- :~ ~ ~ ~.. .. the front and both a red reflector and a lamp on the rear exhibiting a ~--- --~~'~ ~" red light visible from 600 feet to the rear. ~"'° Additional lighting is permitted and recommended.. x Roadway Position (see Section 396.2065, F.S.) _ A bicyclist who is not traveling at the same speed of other traffic must ride as close as practicable to the right hand curb .~+ or edge of the roadway. A bicyclist may leave the right-most portion of the road in the following situations: when passing, " ' making a left turn; to avoid road hazards, or when a lane is too narrow for a bicycle and a car to share safely: • A bicyclist operating on a one-way street with two or more traffic lanes may ride as close to the left-hand edge of the ~ roadway as practicable. Persons riding bicycles-upon a roadway shall not ride more than two abreast except on paths or parts of roadways set aside far. the exclusive use of bicycles. Persons riding two abreasf shall not impede traffic when traveling at less thari the normal speed of traffic at the time and place and under the conditions existing, and shall ride vvithin a single lane. " "~"" Left Turns (see Section 316.151 (1)(b)(c), F.S.) ` • _ A bicyclist intending to make a vehicle left turn is entitled to full use of the lane from which the tum is made. After scanning, signaling, and moving to the center of that lane, the bicyclist must check the signal, then proceed when it is green ~^ and safe to do so. P , T :~ ~~a~_ .., ' / I\\ ` ~,\\` - ~ AGENDA ITEl1 #8C AtiGtiST 12, 2002 ~. ~ _.: "~" ~ In addition to the normal vehicle left tum, a bicyclist may proceed through the right-most portion of the intersection and tum as close to the curb or edge as possible at the far side. After complying with any official traffic control device, the bicyclist may proceed in the new direction. ^ Signaling Turns (see Sub-section 316.155(2) and 316.157(2), F.S.) t • ` A signal of intention to turn must be given during the last 100 feet traveled by the vehicle before turning. If a bicyclist. needs both handsfor control, the signal need not be given continuously. ~.., A bicyclist may signal intent to turn right either by extending the left hand and arm upward orbyextending the right hand and arm horizontally to the right side of the bicycle. - Headsets (see Section 316.304, F.S.) A„ A bicyclist must not wear a headset, headphone, or other listening device other than a hearing aid when riding. Wearing a headsef blocks out important audio clues needed to detect the presence of othertraffic. Civil Penalties (see Sub-section 318.18{1),{2),&(3), F.S.) Non-moving violations, such as failure to use required lighting equipment when riding at night, failure to have working ``~' brakes $32 • Moving violations, such as running stop sign or signal, riding against traffic $52 • Violations of Chapter 316, F.S.. by a bicyclist 14 years of age or younger $17 Local Ordinances _ „~, The local governments of counties, cities, towns, and other municipalities can adopt ordinances regulating bicycle riding. Some . - towns may also have registration and licensing ordinances. Sidewalk riding may be prohibited entirely or only in certain areas: ` ' such as business districts. Local law enforcement agencies can provide copies of local ordinances..:. ^ Atlantic Beach No aaplicable ordinance regulating the use or location of bicycle ways ` `Neptune Beach ~"" Section 27-473: Definitions: k Bikeway means any transportation facility which is specifically designated for bicycle use, whether or not such facility is designated for the exclusive use of bicyclists or is to be shared with other vehicles. r~ - `- Section 27-478: Dediciation of right-of-way: c) Protection and use of right-of_ way. The following provisions apply to the use of right-of-ways: ~,,,, (3) Sidewalks and bicycle ways shall be placed within the right-of-way. . ~ Jacksonville Beach ~ Sec..31-5. Riding bicycles on sidewalks prohibited. f - It shall be unlawful for anyone to ride a bicycle on the sidewalks or boardwalks in the city. (Code 1955, § 21-8) ~.: State law references: Bicycle regulations, F.S. § 316.2065. ~ 2 , r ~. r.~, r / 4-~: ~, AGEND:~ ITE1~1 #SC AUGUST 12, 200 ~^" . - 12, ""' The Pubic Participation Process Charrett #1 The first of three public participation meetings was held Thursday, March 13, 2002 at the Sea Turtle Inh in Atlantic Beach.. _ _ Notices of the meeting were placed in the Beaches Leader and the Florida Times Union Shorelines section, in local bicycle ~'"'" shops, and at the three beaches' City Halls. Organizers prepared for a large, partisan group of bike advocates, and that is what they got, as approximately 60 people showed up for the meeting. Attendance sheets were passed for notification of future meetings. . . The participants were divided into ten equal groups, and listened to a 30-minute introduction of the project, where the goals and objectives were stated, a problem statement was developed, and the design process was explained. Following the introduction, the groups were provided with maps of the Beach, drafting supplies, and little else in the way of direction, with .the hope being that they, as groups,. would be unencumbered by the wishes of the organizers. The groups were asked to provide routes to and from all points of interest at the Beach, regardless of relative importance, and ~" to label these points of interest.. They included schools, shopping centers, parks, government centers, restaurants, and the beach. They were also asked. to consider where these routes mightbe accommodated; whether they be in public right-of-ways, easements, or through parks. Also to be considered was the priority of construction, what type of users might be expected, "" safety issues, and what amenities might be useful, such as air supply, and drinking fountains. ~,; The leaders of the planning effort included Brett Godard, ASIA of Godard Design Associates, Inc., a local landscape architec- turelplanning firm, Sonya Doerr & Jim Hanson from Atlantic Beach, Steve Lindorff & George Forbes of Jacksonville Beach, and 4 Jeff Alexander & Lindsay Haga of the Northeast Florida Regional Planning Council. These leaders circulated -about the room during the design session, answering questions and provided helpful planning insight. ~* Following the 90-minute design session, each group selected a leader to present its proposed bikeway system to the other groups. Following the meeting adjournment, the maps were collected for consolidation into a large master plan for the next . meeting. a ~ The planning leaders gathered fora review of the meeting and to look for similarities between,the plans upon which to base a ..bikeway system. All routes were placed on the consolidated map, with similarities between individual groups' maps assumed be ""' 'the higher priorities. A "windshield survey" was conducted to preliminarily assess whatthe existing coriditions were along each k.. of the selected-routes. Charrett #2 w ; . The next meeting was held on Thursday, May 2, again at the Sea Turtle Inn. Notices were again placed in the local papers and ~,, at the bike shops. Previous attendees were notified by mail and/or e-mail Although attendance at this meeting was less robust than at the first. one,. the turnout was nevertheless encouraging. The attendees were seated in groups of 6-7, and comprised 7 groups. The session began witha review of the first meeting, and the ~" ` '' work that had been accomplished. since it. The consolidated map was presented in large format, and in smaller versions placed , at each table. c, r• a ~~ ,., m - .... AGENDA ITEM #8C ~,UGUST 12, 2002 ~"* 13 '"' Each route was discussed with respect to the windshield survey findings, indicating where potential construction problems might occur. The typical problems observed through .the windshield survey included a lack of sidewalks and dedicated bike lanes, unpaved routes, and an infrequent supply of bicycle facilities, including racks and air supply. The end product of the meetings ~" was discussed so that the attendees would know what their efforts would bring, and the two main users groups were considered: the "recreational biker„ and the "enthusiast". After discussing each route, the groups were asked to prioritize each route, using construction requirements, perceived costs, and rider usability and usefulness as their criteria `This prioritized list would provide each City government with a "wish list", developed by their citizens, for developing an implementation plan. This implementation plan will likely include engineering, design standards development, and funding acquisition. The meeting leaders then circulated around the room, assisting the "citizen planners' in their efforts, and collected the results . after the meeting in preparation for the next meeting. The prioritized routes are as follows: ~^^ Atlantic Beach Bikeway - Priority #1 .., { The Priority 1 bikeway found in Atlantic Beach stretches from the Mayport Ferry to the intersection of Atlantic Boulevard and 15~ Street. At its most northern point, the bikeway meets the Mayport Ferry at Ocean Street, and continues south for 2112' to SR ,~,,,,, A1Al Mayport Road. Traveling for approximately 6072', SR A1A! Mayport Road intersects at Wonderwood Expressway, and follows Wonderwood Drive to the east. Woriderwood Drive runs for 5808' until it reaches Hanna Park: From Naona Park, the ` bikeway moves around the edge of the park, along its most northern to its most eastern boundaries, until it converges onto Seminole Road. After 7920', Seminole Road connects with Ocean brive. Ocean brive then, progresses southward for 3696' to ~' Beach Avenue. The bikeway then follows Beach Avenue for 2112' until it dead-ends into the Town Center located at the intersection of Atlantic Boulevard and 15' Street. ~' Priority #2 The bikeway designated Priority 2 indicates an alternative path between 4Vonderwood Drive and Ocean Drive and another major ~* arterial path for travel. This cohesive path offers variety from the Priority 1 bikeway. Beginning at-the intersection of Wonderwood Drive and Selva Marina, this path takes the bicyclist through the western extent of Hanna Park, and then moves south along. ' _,. Selva Marina for 6864'. Selva Mariria converges into Seminole Road and continues south for 1320'. At-this point Selva Marina ~,,,, meets. Plaza Street, which runs 1320' to the east onto Ocean Drive. The bikeway also connects Semirole Road and Selva .' Marina.along 20"' Street. This stretches for 1320': The Priority 2 bikeway also includes SR A1A/ Atlantic Boulevard from the Intracostal Waterway (ICW) to the eastern coasf of Atlantio Beach, 6336'. " ` Prioriity #3 All routes collectively named Priority 3 bikeways of Atlantic Beach do not combine to create an additional cohesive path. Rather, ~" the disconnected roads offer variety to the higher priority bikeway. The bikeway travels along: § Broad Street, from the intersection ofSR A1A/Ocean Street east to lighthouse-.total length 1056', ~* § Wonderwood Expressway, from the intersection of SR A1A! Mayport Road west- tota(length 528', ~. § Mayport Road, intersection of Wonderwood Drive south to Atlantic f3oufevard-.total length 11,616' ~z ~ - AGE\DA ITI/JI ~8C AUGUST 12, 2002 __`J' , ~" § Dutton Drive, from the Dutton Island park east to the intersection of Church Road and Main Street- total length 1056' - § Church -Road (paved and unpaved), from Dutton. Drive east to Mayport Road- total length 792' paved and 1320'unpaved § Main Street, intersection of button Drive south to Levy Road- total length 1584' § Levy Road, Main Street east to Mayport Road- total length 1478' ~; § Rose Street, connecting Levy Road and West Plaza Drive- total length 528' § Donner Road, Mayport Road east to the intersection of Sandpiper Linkside- total length 2218' '' r ' § Sandpiper Linkside, connecting Donner Road and Selva Linkside- total length 1056' § Selva Linkside, from Sandpiper Linkside east to 11'~ Street- total length 1056' § 11"' Street, Selva Linkside east to Seminole Road- total length 528' ' § Seminole Road, intersection of 11 u, Street and Selva Marina east to intersection of Seminole Road and Ocean. Drive- total length 1320' ~"" § Plaza Drive and West Plaza Drive, Rose Street east to the intersection of Seminole Road- totallength 8184' § Skate Road, Plaza Drive south to Aquatic Drive- total length 1848' ~* - § Aquatic Drive, Skate Road to Atlantic Boulevard-.total length 1320' § Royal Palm Drive, Plaza Drive south to Atlantic Boulevard- total length 2640' ~., (See Figure.#7) Neptune Beach Bikeway _ ,.~ , Priority #1 Neptune Beach's Priority bikeway extends from the southern tip of Atlantic Beach's Priority 1 bikeway. From the intersection of ~'"" Atlantic Boulevard and 1 S' Street, the bikeway continues south along 1 s~ Street for 5808' to Seagate Avenue. The portion of . FloridaBoulevard betvveen Atlantic Boulevard and Penman Road, approximately, 5808', is also included in the Priority 1 bikeways of Neptune Beach. Priority #2 ~., , The Priority 2 bikeway found in Neptune Beach is connected, yet, not complete. Florida Boulevard, Penman Road, and SR A1A! 3~ Street are included in the Priority 2 category. From 15' Street, Florida Boulevard runs west to the intersection of Penman ' ' Road, approximately 4224'. At this intersection, the bikeway turns south onto Penman Road for 2112'. SR A1A13rd Street also branches off of Florida Boulevard and travels south for 2112'. Priority #3 ~'"' Priority 3 bikeways include a fairly disconnected route through Neptune Beach: ~, § Penman Road, connecting Atlantic Boulevard and Florida Boulevard- total length 4224' ~+ .; § Forest Avenue, east to Kings Road- total length 396' ` § Kings Road, from Forest Avenue towards Seagate Avenue-total length 4752', construction to connect - roads is needed „~, § Seagate Avenue,1s~ Street west towards ICW-total length -4488' (See Figure #2) i::;, ~, ~~;w,r AGENDA ITEM #8C ~ =, ~~ AUGUST 12, 2002... ~~ ~. JacksonvilleBeach Bikeway ~.. '. Priority#7 ~., From Neptune Beach's Priority 1 bikeway along 1~' Street, the Jax Beach Bikeway begins. It continues south along 1~ Street, past Beach Boulevard for 15048' to Ocean Drive. Ocean Drive runs for 2640' until it reaches Duval Drive, which continues south for 2640'. Duval Drive ends at the intersection of Ponte Vedra Boulevard. a- Priority #2 _ ~,,,,, Running parallel to the Priority 1 bikeway, the Priority 2 bikeway in Jax Beach includes SR A1A/ 3~d Street, Penman Road, 15'h Street, Fairway Lane, Seabreeze Avenue, and SouthBeach Parkway. SR A1A/ 3~d Street continues from Neptune Beach south into Jax Beach. It runs for 18450' until 'it reaches Ponte Vetlra Boulevard... Ponte Vedra Boulevard moves south for approxi- ~,,, mately 3432' until intersecting with Duval Drive. Penman Road, also running parallel to the Priority 1 bikeway and continuing from a Priority 2 bikeway from. Neptune Beach, travels over 7392'. After intersecting with Beach Boulevard, the bikeway ` continues south on 15m Street for 3696'. 15'h Street, then merges into Fairway Lane and travels until reaching Seabreeze ~,,,, Avenue. It is about 2904' along Fairway Lane. Seabreeze Avenue runs east, 2640' to South Beach Parkway. Once at the M intersection of South Beach Parkway, thebikeway bends south for 5808'. ' ~. Priority #3 The Priority 3 bikewayin Jax Beach includes more disconnected routes of transportation.. These routes. include: - '~ § 10~h Street, beginning at Seagate Avenue and running south to South Beach Parkway- total length 12,144' § Beach Boulevard, !CW east to coastline- total length 8976' § Jacksonville Drive, intersection. of South Beach Parkway moving east to Duval Drive- total length 3432'. ~~-+ (See Figure #3) '~ C~arre#t #3 Tonight's meeting is a review of the prioritized routes, and a final .chance for changes to the plan before the results are passed ~"'' to City leaders for implementation. ,.., ,.., -,_ ' - EIGENDA ITEM ~8C } `16 AUGUST 12, 2002 ~ ~ ' -- o~ f ~Y ~~`` '}. ~, . It i~ Y'"- ~ ~ ,. ... ... -* . ~~aor~ty #3 ~ i j~ ~~ -~: - ~ i y t- _ ~f , I~_ .~ t~~ ~ f ~ 1 } I r ., f ~~~~ ~ sir v y v-_. -~.J$i'a~c~ r )~~; f ;i /~ ~ ~ ~~,,,, - ~~ ^~ Try' , ,. H ~ • ` F~<;;;c}~`"`~ ~~-.-`_'~ cr 7 i f ~..~, ' i' ,~ ~ ~.~-- . - - 1~ i~ ~ - ~ ,,y ~.L Rio S^ `~ ( - t~~ l ~t' - ,,\ - .~.n t• J ~..1v ~ (sr.wm.ca %~ ~ !~~ Y ~jf k~ iL j!!iJ ! Jr(} 11 ~.rf1[ ~ ,n~7`.4.1~~~ CJ~ ~ ~ k ~ ~ `~ . ate d 1(IT~H~I / ,"" ~ 1 e.o.. (`~ fry : ` 'ti fi .,75~ ~~ 7 7`~f~Cl7 ~ ~ ifl~`Cf ria.,w rawt ~i ~[~~pf`[~gG''~~^~~~+~E-'~^Xy~~f~~~ 1 (~H _ -~-. ~. La lr~... J!~-_~~~ ~ ~ I I ' CC1L I ~~ I ~ ~\ ~ ~ : ~~~eA~~J~ Taw~CYyw - ~ 4~1 ~- a~^+ , r AGENDA ITEM #3C - AUGUST 12, 2002 ~., - ~ 7 1 ,~ ~"" ~; A.; ~; Figure 2 Priority #'9 H ------- Priority #2 k ------ Priority #3 r.~ ;. ... r-~ ,~: .~ >< .~ _~GE\D_~ ITEM CSC - :~LTGUST 12, 2002 - '18 ~- ~. i r- k, , p. ~~ l; ....... ,.. ~~ ~1 1~, F. x :'..: F '~.... ~~.. ... f ~~ e r~gure s r~* ~` AGEVDA ITE1~I ;*8C AUGUST 12, 2002 ~^^ l19 Cost Estimates i. The following cost estimate for each city's portion of the Bikeway is based on the basic improvements recommended for each ~* selected route, as outlined in the previous section. Rather than a definitive, all-items-considered cost estimate, the following is intended to provide an "Order of Magnitude" estimate of the expected costs. Simplified, it serves as a "ballpark figure", and should give City leaders a preliminary idea of the overall cost for budgeting, feasibility studies, and funding acquisition. Based on the ,~,,, following totals, the individual cities may decide to proceed with all or portions of the prioritzied routes within theirjurisdictions. ' In order to identify each of the selected routes, end to provide consistency, an allowance for a Beaches Bikeway sign has been provided. Each sign has been spaced at 114-mile intervals, with each route receiving at least one sign, regardless of length. ., ~. , ~, ,~ r- =Atlantic Beach _ _ ,. F Improvements Road necessary Units (LF} Unit Cost per LF Unit Cost per Signs (EA1 sign ~ Tot<~I Priority#1 - -- ---- -- --- --- - ----- JI'-- ~ I Ocean Street Sgnage 2 150 -- -- 300 SRA1A! Mayport Road 4' Paved bicyde lane 10560 15 8 150. 159600 Wonderwood Odve 4' Sidewalk 528 $10 1 150 5430 Seminole Road 4' Sidewalk 1056 10 1 150 10710 Seminole Road 4' Paved bicyde lane 2640 15 7 150 39900 Ocean Road 4' Sidewalk 1584 10 1 150 15990 Beach Avenue 4' Paved hicyde lane - - 2112 15 2 150 31980 Priori #2 --- --- --- r- ----- , -_ __-~-- ----- - ---- _ __ ___m._ Selva Marina Orive S' Wooden boardwalk 2640 35 8 150 93600 Plaza Drive, east Signage 1 150 150 20Th Street Sgnage 1 150 150 SRA1AIAtlanOcBoulevard -- Sulnage - _ 4 150 600 Priority #3 _ - - ~ - _ i -- -- - - -- - Broad Street (Mayport) 4' Sidewalk 1056 10 1 150 10710 Wondenvood Expressway arrendy under construction N/A N!A 0 Mayport Road Signage 8 150 1200 Dutton Drive . 4' Paved bicyde lane 1056 15 1 150 15990 Church Road (Paved) Sgnage 1 150 150 Church Road (Unpaved) 4' Paved bicyde lane 1320 15 1 150 19950 Main Street Signage 1 150 150 Levy Road Sgnage 1 150 150 Rase Street, 4' Sidewalk 528 10 1 150 5430 Donner Road 4' Sidewalk 2218 10 1 150 22330 Plaza Orive, west Signage 6 150 900 Sandpiper Linkside 4'Sidewalk 1056 10 1 150 10710 11th Street Signage 1 150 150 Selva Linkside 4'Sidewalk 1056 10 i 150 10710 Skate Road 4'Sidewalk 1848 10 1 150 18630 Aquatic Orive 4' Paved bicycle lane 1056 15 2 150 16140 Royal Palm Orive 4' Paved hicyde lane 1003 15 2 150 15345 Total Cost _ I--- ~ _ - 507055 Improvements Unit Cost per Unit Cost per Read necessary I Units (L~ LF ~~ Signs (EA) ~ sign Tot<31 Priority #1 ------ - - -_ ------ -- - - - - -- _~ 1st Street to Seagate Avenue Sgnage 4 150 600 Florida Blvd., AUanGc to Penman FDOT contrack FY2003 8 150 1200 Priority #2 ! _ i Flodda Blvd., Penman to 1st Signage 4 150 600 Penman Rd., Florida to Seagate Signage 3 150 450 Priority #3 -- ~ -- i Penman Rd., Atlantic to Florida Sgnage 3 150 450 m ~~ ~~~ Forest Avenue 4' Sidewalk 396 10 1 150 4110 Kings Road 4' Sidewalk 4752 10 3 150 47970 Seagate Avenue 4' Sidewalk 1320 10 1 150 13350 Total Cost ! -__-_- ----_-1 -- 68730 ,~ - - - - Jacksonville Beach Road Imnecessaryts Units (LF) ~ Unit ~ t per- l-Signs (EA) Units 9nt per I I - Total . Priority #1 __ - i ~ _ 1st Street, Seagate to Ocean Dc 4' Sidewalk 2640 10 2 150 - - - 26700 Ocean Drive 4' Paved bicycle lane 2640 15 2 150 39900 Duval Drive 4' Sidewalk 2640 10 2 150 26700 Priority #2 ~~ ~ - - - -- ---- i - 3rd Streetl SR A1A - - _ Signage - - 13 150 1950 Penman Rd., Seagate to Beach Signage 5 t50 750 15th Street 4'Sidewalk 3168 10 2 150 31980 ___.. Fairway Lane- Sgnage 1 150 150 ~ Seabreeze Avenue Signage 2 150 300 South Beach Parkway 4' Sidewalk 1056 10 1 150 10710 Priority #3 ~-- ~ ~~ - ---- 10th Street - --- 4' Paved bicycle lane - 2640 - -- 15 --- 2 150 ---- 39900 _....................._........._._._.-. Beach Boulevard 4' Paved bicycle lane 2640 15 2 150 39900 Jacksonville Drive Signage 2 150 300 Total Cast _ _ ~ 219240 _-_ _ ---- .:......_ _........ .......: E ._. ,, ......................_.. t ,..._.:,..........._ ` ~> ~: :AGENDA ITEM #8C AUGUST 12, 2002 ' _~ ' . t ... = ~ 1 """ Bikeway Guidelines. Bicycle Safety Information: h ,, ~: • Bicyclists are held to same standards and must obey all rules that apply to the drivers of motor vehicles... ~* ^ Obey Lane Rules: '. Ride with traffic flow along nghf-most portion of road when lane is wide enough to share with motor vehicles; use bike Janes if possible; if neither are available, ride at a safe distance further into the franc lane ,~, ^ Use Lights at Night: Law requires front white headlight, visible from at least 500; and a rear reflector, visible from a distance of 600' or greater; almost 60% of all fatal accidents occur during fwilight and nighftime hours ' •,„ ^ Watch for Open Car Doors: Ride a car's width away from parked vehicles, approx. 5`- 6' ^ Never Weave Between Cars: Both the bicyclist and motorist are placed in a precarious position '~, ^ Use Hand Signals: F . Act of courfesy and protection ^ Ride Slowly on Sidewalks: ~^^ . ° Respect pedestrians, they have the right-of--way; yield to tragic upon entering roadways ' ^ Scan the Road Around You: . . Be cautious, make certain you are seen by drivers before acting; use rear-view mirrors or learn to carefully ,~. look over should while riding, without swerving, to protect yourself from oncoming fraffrc x ^ Follow. lane markings ` ' ^ Choose the Best Way to Turn Left: „~, . Two possible solutions: r ~ As in driving; move to left lane and proceed to tum left or, ` : ~. , • Similar to a pedestrian, right si:raight to far sidewalk and walk bike across traffic Either way, use hand signals ~ , : ^ Do Not Pass on the Right:. _ s . Do no overtake an automobile at an intersection or ignore turn signals ^ Never Ride Against Traffic: """ . Since Florida's bikes are legally defrned as a vehicle, bicyclist must ride on the appropriate side ^ Always Wear a Helmet: f . Approximately 75% ofall bicycle-related deaths are caused by head trauma; for those 16 yrs. and older, ., helmets are optional, but the slate of Florida requires (hose younger to wear bicycle helmets that meet safety 'requirements ,~.~„ Benefits? ' The-"Five E's" of a comprehensive bicycle program: ,~•, - Engineering Establishment Education ,~, Encouragement; and Enforcement ~, - say®r ~ ~^ , ~ r ., _ ~ AGEND a ITE1~~1 CSC AUGUST 12, 2002 s^^ h ,: = ,22 "'"' `Engineering incorporates the physical construction of the infrastructure and the maintenance essential for safe bicycle w transportation. This includes-bike lanes and paved shoulders and sidewalks. 1Nith sfructuressuch asbridges, tunnels, and supporting infrastructure, which consists of intersection treatments, signage, parking facilities, and roadway improvements are also considered. - Establishment involves both coordination and cooperation between public agencies and citizen groups in order to facilitate bicycle programs. Bicycle facilities and program planning and implementation mustbe recognizedand preserved as ,~,, an important asset to Jacksonville's transportation system. Education is a responsibility of each motorist and bicyclist. They must be aware of all rights. and responsibilities as operators of vehicles. These rights must be respected so as to make the transportation system safe for all uses whether vehicular, pedestrian, or bicycle. The youth must also become involved in the educational aspect of bicycle safety through ~'< teaching. Encouragement introduces the importance of changing people's. perception about bicycling into one, which views it as a practical transportation alternative. Incentives and other perks including, awards from employers, parking facilities, bike ""' lockers, and commuters, can also encourage more people to travel to work via bikes. ~ ~ - _ <_ Enforcemenf programs aim to improve the behavior of motorists and bicyclists and make (raveling safer. By raising awareness of both vehicular and bicycle laws, each group will become more educated and respectful of their fellow traveler. ~•, , .. It " Design Guidelines for On-road and Off-road Facilities: ~., Frequently,' bicyclists are not comfortable riding beside motorists in bike lanes and normal travel lanes. Many times children do not have the. experience or knowledge to safely ride on the road. Therefore, bike trails and off-road bicycling is more appropriate for this group of people. Other bicyclists with greater skill, understanding; and experience, however, fee(more at ~,, ease riding with traffic, opposed to sidewalks where other pedestrian and vehicular hazards exist. Toacconimodate all classes of bicyclists, Jacksonville's transportation system should recognize all elements of on-road and off-road bicycle facilities. '~" , On-road Facilities: FDOT must comply with the `Bicycle Facilities Planning and Design Handbook" under policy rule. to consider the needs of bicyclists on all projects. Bike lanes and paved shoulders are generally used in conjunction with other roadway "'"'' improvements. The Manual continues to state that since bicycles are permitted on all non-limited access roadways, bicycle facilities must also be included at these places, unless there is a convincing reason not to, Another policy of the e. Jacksonville Urbanized Area, Comprehensive Bicycle/Pedestrian Plan supports FDOT's`design standards for incorporating bicycle and pedestrian facilities into the design of Jacksonville's roadways. ' Bicycle Lane Widths: Wherever right-of-way and drainage conditions allow for bicycle. lanes, they should be ,~,; implemented in order to maximize safety and efficiency. FDOT's lane width standards should also be enforced to maintain thislevel of satisfaction. A minimum of four feet must be allotted for the safe travel of bicyclist along the right- most portion of the roadway. In a situation where parked cars are also present, the standard is engthened to five feet. This adds an extra. buffer and more space to maneuver safely around car doors. Rural roadways should also'be five feet `""' wide. Even though thereare few intersections and minimal bicyclists present, many travel at high speed making the . additional foot a safety precaution for the bicyclist. The .five feet bicycle lane not only benefits bicyclist, but also enhances the motorist's experience and increases roadway drainage.. - ,: o When designated bike lanesare not feasible, a wide outside curb lane may be the onlyoption. Although the least preferable, this solution promotes safe movement. Outside lanes should be at least twelve feet wide, but ..-, fourteen feet is preferable, the standard for Jacksonville where bike lanes and other facilities are not possible. r e~-! _. ~~~~^ ~~' ~, ~ ~± .. , ~-,, :AGENDA ITEM #8C ` AUGUST 12, 2002 ^,"'" Roadway Improvements to Accommodate Bicycle Traffic: ~, Presently, transportation systems are being designed with bicyclists in mind: This was not-the case initially, and, therefore, ~, retrofitting must take place to accommodate standards and increase safety. Drainage grates, gutters, metal-bridge decks and ` laterals, and railroad crossings can present bicycle hazards which need to be redesigned. ~„ Drainage Facilities and Lateral Joints: r The positioning ofbicycle lanes along the edge of a roadway presents an issue with drainage. Due to the crown of ` the road, rainfall flows towards the gutters and grates. that lie along those same edges. These drainage facilities must. be designed to still drain water at a rapid speed while being narrow enough for bicyclist to easily move over them. Lateral ' - joints should also be retrofitted to lessen the impact ofbicyclists: M_ . , °' Railroads Crossings: - ~"'"' To promote bicycle safety along train tracks, highway-railroad graded crossings should be at right angles to the tracks. When 90 degrees intersections are not possible, they should be designed to be as close to 90 degrees as possible. Surface treatments can also provide a safer option, as well as pavements markings, signs, and crossing gates ~^* to warn oncoming bicycle traffic. Bicyclists at Intersections: • Bicycle lanes may complicate movements since they tend to make bicyclists and motorists hesitant to merge by ` encouraging bicyclists to stay on the right side of the roadway .and motorists to stay orr the left. Striping and signing should encourage efficient path crossings to occur in advance. of the intersection. ` Traffic Control ,Systems at Intersections: " ' `~ Intersections with high volumes of pedestrian and bicycle traffic should be equipped with traffic control devices including, push buttons to activate crossing signals and bicycle loop detectors. ,.,~, Signage and Pavement Markers: ' FDOT requires all designated bike lanes fo identified'by signs and pavement markers. Motor vehicle lanes and `~"" bicycle lanes should be separated by a solid line six to eight inches wide. A diamond symbol and arrow are used to .identify the direction of travel in the bike lane. '""' Medians, Mid-blocks, and Other Crossing Treatments: • Medians and street sides can be equipped with leaning rails in areas where bicycle traffic occurs. Used as a stabilizing element, these leaning rails allow bicyclists to have quicker and safer starts. In some locations, due to high volumes of traffic, it is safer to minimize intersections and avoid crossing roadways at hazardous locations. Structures for Bicyclists: ~.,, Bicycle transportation must be convenient and safe to encourage bicyclists to continue to do sa Barriers, such as waterways, freeways, and arterial highways make the bicycle. route tedious and circuitous. In these instances, bridges, °" ' ~ ' overpasses and tunnels can act as the perfect solution to link two previously separated bicycle lanes. Natural or man- ,~ made barriers should not restrictbicycleond pedestrian flow. Supplemental Bicycle Facilities: • Parking: ""~" ^ Bicycle facilities should be: :. . Located, as close to a main entrance of use, while not impeding vehicle or pedestrian flow; ~. AGENDA ITEM #8C AUGUST 12, 2002 _-~ M _ ~a - Located at any land use accessible. to bicyclists, for example neighborhoods, shopping plazas, and service e 'areas; _, , Designed to prevent the: damage of other bicycles and vehicles during storage; ,~., . Free of barriers to ensure accessibility; ~ . Signed to nofify the bicyclist of the location for efficient. parking; ~ : Positioned in clear view of a main entrance for land use and illuminated at night. Bicycle Facilities and Ordinances Three classes comprise the various types of bicycle storage facilities available to '~ the public and should be used according to their intended use. They should be located only at land uses where bicycle traffic is common and where they will be utilized. Class I bicycle lockers offer the highest level of security and are most appropriate where daylong or longer storage """'' is needed on a regular basis. Employment sites and transit stations are two such locationswhere this facility is used. In most cases these spaces are rented or reserved in advance, therefore a management system should also be established with. this facility. ~^+ Class !/provides areas for bicycle tires and frames to be secured for repeated use. " ' "Class ll! warrants storage facilities recommended for short-term use such as commercial and- retail locations. These places include hitching posts, rails, inverted "U" racks, wheel racks, and ribbon racks. Jacksonville's Land Development Code establishes requirements for bicycle parking facilities. These ordinances support the establishment of bicycle transportation as a viable alternative. The Code sets a required number of bicycle .parking spaces far Residential, Institutional, .Educational, Recreational, Professional, Commercial, and Industrial use areas: ,.•., ' Traffic Calming and Bicyclists: Traffic calming measures are effective elements for introducing more livable communities and enhance the overall experience " for those involved. These tools consist of bicycle pass-throughs of speed humps, traffic diverters, cul-de-sacs, buffer or barricade devices,, and roundabouts. """" Roundabouts: Bicyclists are at a greater risk in signalized intersections than low flow roundabouts. In roundabouts, ` the bicyclist no longer stays in the right-most portion of the road; they are to claim the motor vehicle lane. When. bicycle lanes are present, they should end approximately 75 to 100 feet before reaching the roundabout, and reduce their speed ~'^ to safely merge into the motor vehicle lane.. At high capacity. roundabouts, or where more than two lanes are present, or n in rural roundabouts where speeds are increased, special crossing areas where bicycle lanes transition into multi=use - trails should be considered. These crossing should beset at (east 20 feet back from the roadway. P _ . Off-Road Facilities:...: ~ ^ 8enefita include: ~,,, _ _ . Increase in pedestrian safety; ` } . Additional travel opfions forpedesfrians; Opportunities for additional linkages to existing facilities; Recreafional opporfuriities; and "~' . Land preservation for future transportation needs ~ r '- o Trailheads are used at the entrance to the trail to identity rest and preparation facilities, water, trail information, trash receptacles, air facilities for bike tires, temporary storage such as bicycle racks, vehicle parking, ~"^ and possible restroom facilities. ~_ ~,~~_ :. ::_ ~: AGEND:~ ITE1I #3C aTrrrmrri~ ~nn~