HomeMy WebLinkAboutTransportation Meeting Supplemental November 2019 - Siskiyou VeloNational Association of City Transportation Officials, December 2017
Non-profit organization
•Cycling club, incorporated in 1986, serving S. Oregon & N. California
•Membership organization with 215 members
•roughly one-third are Ashland residents
•annual membership fee is $20
•the Club hosts weekly rides at all endurance and pace levels
•Annual membership events
•Ice Cream Social
•BBQ and Bike Wash
•Holiday party
•Sponsor Ride of Silence
•Co-sponsor of the Up and Down Ride (60 –100 mile ride along the Cascades
Siskiyou Scenic Bikeway)
The Club’s Purpose
•Plan, promote and conduct bicycle rides, tours and special events.
•Plan, promote and conduct bicycle safety education classes
•Promote cycling as a fun and healthy activity
•Promote fellowship among cyclists
•Encourage bicycle commuting
•Support legislation/ordinances that advance the interests of cycling
safety and enjoyment
•Promote awareness of cyclists’ rights and responsibilities on public
thoroughfares
•Improve the image of cyclists and cycling within the community at
large
•Engage in other cycling-related activities as deemed desirable by the
Board of Directors and the membership
Who Bicycles?
Nationwide studies, including one in Portland, have found that the
majority of citizens are “interested in cycling but concerned.” They are
concerned about their SAFETY and, more particularly, afraid to share the
road with motor vehicles.
Source: Four Types of Cyclists, Roger Geller, 2006
You shouldn’t have to be brave to
bicycle.
Adapted from Designing for All Ages & Abilities, NACTO, December, 2017
Conflicts Increase with Motor Vehicle
Speeds & Volumes
Average Daily Traffic (ADT)
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Source: http://guide.saferoutesinfo.org/engineering/slowing_down_traffic.cfm
Pedestrian Injuries at Impact Speeds
Reducing Vehicular Speeds
Decreases Crash Risk and Crash Severity
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Bike Facility Preference and Safety
Source: Safety & Route Type, Bicyclists’ Injuries and the Cycling Environment, University of British Columbia
Off Street Trails
Boulevards
Separated in Roadway
Existing Bike Facilities
(LTS 1)
National Association of City Transportation Officials, December 2017
What are “All Ages & Abilities” bike facilities?
Safe -directly correlated with increased safety for people
walking and driving as well
Comfortable –will attract traditionally under represented
bicyclists, including women, children, and seniors.
Equitable -provides safe places to ride and manages motor
vehicle driver behavior
What is Meant by “All Ages & Abilities?”
•Children
•Seniors
•Women
•People Riding Bike Share
•People of Color
•Families
•People with Low Income
•People with Disabilities
•People Moving Goods or Cargo
•Confident Cyclists
They are PEOPLE who are:
The All Ages & Abilities
Design Toolbox
Five major types of bikeway provide for most bike network needs.
1 -Low-Speed Shared Streets -local streets
2 -Bicycle Boulevards -local streets
3 -Buffered & Conventional Bicycle Lanes -low volume and low speed streets
4 -Protected Bicycle Lanes (also known as Separated Bike Lanes or Cycle Tracks)
-suitable on moderate to high volume and higher speed streets
5 -Shared-Use & Bicycle Paths -like the Central Bike Path
1 -Low-Speed Shared Streets
▪Very low operating speeds
▪Volume of people walking/bicycling greater than motor vehicle volume
There are no local examples of this type of street.
2 -Bicycle Boulevards (or neighborhood greenways)
▪Provide continuous comfortable bicycle routes through the local street
network
▪Often on narrow streets with no major destinations
▪Traffic calming and diverting motor vehicle traffic may be needed
3 -Buffered & Conventional Bicycle Lanes
▪Improve safety and comfort for all users
▪Suitable where motor vehicle speeds are less than 25 MPH and volumes under 2,500
▪Buffered bike lanes are almost always higher comfort than conventional bike lanes
4 -Protected Bicycle Lanes
(also known as Separated Bike Lanes or Cycle Tracks)
▪Use a combination of horizontal and vertical separation
▪Needed when motor vehicle speeds exceed 25 MPH or volumes exceed 6,000
vehicles per day
▪Robustness of bikeway separation often scales with motor vehicle speeds and
volumes
The percentage increase in the number of people riding bicycles within
one year of installation ranges from +21% to +171%.
5 -Shared-Use & Bicycle Paths
▪Can serve as the backbone of an on-street All Ages & Abilities network
▪Usually do not take riders to their destinations
▪Ideally bicycles should be separated from pedestrians (where volumes are significant)
The Central Ashland Bike Path is a good local example of a shared-use path.
Design –changing the cross-section
Changing the Street: Design, Operation, Networks
Operation –avoiding conflicts
Changing the Street: Design, Operation, Networks (continued)
Change the Network
Benefits
• Improving community health through active transportation
• Increasing mobility for everyone and reducing both motor
vehicle congestion and parking demand
• Improving neighborhood livability
• Stimulating a more vibrant and equitable economy
• Reducing vehicle emissions especially those that contribute to
climate change and increase particulate pollution
• Making Ashland a better place to live through the creation of a
bicycle-centric rather than car-centric city
▪All Ages and Abilities designs are achievable
▪All Ages and Abilities designs offer multiple approaches to creating a
safe and convenient bicycle network
▪More of the city’s citizens will bicycle with safe and convenient facilities
▪The existing on-street bicycle transportation system is unsafe for most
adults, youth, disabled persons, senior, and families
▪Though challenges lie ahead, we are confident the City’s engineers and
planners can design and implement a safe and convenient bicycle
network that serves EVERYONE
Conclusions
Recommendations
❑Include in the TSP a commitment to plan, design, fund, construct new and
reconstruct existing bicycle facilities to ensure that they serve everyone -“all ages
and abilities.”
❑Specify in the TSP a bicycle mode share goal for the year 2035 (and intermediate
years) and plan, design and construct bicycle specific facilities to achieve the goal.
Thank YOU!
❑Reduce existing posted speeds:
❑▪On residential streets to 20 MPH (see ORS 810.180(10)
❑▪On all streets with bicycle facilities, that do not conform to the NACTO
designs, to a maximum of 20 MPH (see ORS 810.180(8) -as a safety
measure)
*NOTE: For each one percent bicycle mode share increase there is an approximate
one percent reduction in the transportation sector’s green house gas emissions,
congestion, and parking demand
Thank You.
The End
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