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HomeMy WebLinkAboutAppendix B2a Appendix-A-Infrastructure-Toolkit-PDFAppendix A: Infrastructure Toolkit Introduction Walking and bicycling are healthful, affordable and convivial activities that serve transportation and recreation needs and enhance the places where they are accommodated. Cities large and small are rethinking their approaches to mobility to better integrate walking and bicycling into their fabric, and are exploring new approaches for maximizing sustainability and prosperity while improving quality of life. This toolkit supplements the Edina Pedestrian and Bicycle Plan, and includes a description of best practices for the development of walking and bicycling infrastructure. The tools and approaches included are based on a survey of national applications and case studies, and pro-vide guidance for improvements to street cross sections, intersections, and signals. This toolkit should not be the only resource to determine appropriate measures or infrastructure. Rather, it is part of an overall planning and engineering toolbox that includes the requirements of the MN-MUTCD and engineering study and judgment. Contents A.1 Selecting treatments to improve conditions for walkingA.2 Selecting treatments to improve conditions for bicyclingA.3 Pedestrian and bicycle facilitiesA.4 Intersection treatmentsA.5 Wayfinding and signageA.6 Bicycle parking guide A-2 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan A.1 Selecting treatments to improve conditions for walking The following detailed guidance is provided to assist in selecting treatments to improve the conditions for pedestrians in Edina. Spe-cific recommendations responding to this guidance can be found in Chapter 5 - Engineering Recommendations. Edina current policies Edina follows the Minnesota Manual on Uniform Traffic Control Devices (MNMUTCD) and its own local traffic control policies. The MNMUTCD regulates the design and placement of traffic signs and provides guidelines for their installation. The recommendations provided below supplement current city practices as detailed on the city’s website at www.edinamn.gov/529/Traffic-Management Stop & Yield Signs Stop signs are used to help assign right-of-way to vehicles at an intersection. Stop signs are not installed to control motor-vehicle speed or volume. This plan recommends using street design, includ-ing installation of traffic-calming elements, to control these traffic characteristics. Speed Limit Speed limits are set by Minnesota State Statute. Edina is classified as an urban district and the speed limit for urban districts is 30 mph un-less otherwise specified. Current Minnesota State Statutes allow the road authority (City Council) to, without any additional engineering or traffic investigation, adopt a 25-mile-per-hour (mph) speed limit for its residential roadways, or for any roadways under its jurisdiction that include a bicycle facility. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-3 Marked Pedestrian Crosswalks The City of Edina’s local traffic control policy regarding marked pe-destrian crosswalks is as follows:• Marked crosswalks are placed at locations that are unusually hazardous or at locations not readily apparent as having pedestrian movement • Marked crosswalks will only be placed in an area that has 20 or more pedestrian crossings in a two-hour period • Marking for crosswalks will be established by measuring the “Vehicle Gap Time.” This is the total number of gaps between vehicular traffic recorded during the average five minute period in the peak hour. Criteria for markings are: »More than five gaps - pavement marking and signage only »Less than five gaps - add actuated pedestrian signals • Crosswalks will not be placed on arterial roads or roads with a speed limit greater than 30 mph unless in conjunction with signalization • Other conditions that warrant crosswalks include: »Routes to schools »Locations adjacent to libraries, community centers, and other high use public facilities »Locations adjacent to public parks »Locations where significant numbers of persons with physical or cognitive disabilities cross a street »Locations where significant numbers of senior citizens cross a street• Crosswalks should be placed at intersections or - if deemed needed and appropriate by an engineering study or judgement - at mid-block locations A-4 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-5 Selecting Crossing Treatments at Uncontrolled Locations (adapted from the City of Boulder Pedestrian Crossing Treatment Installation Guidelines) Notes A-6 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Table 1 - for Selecting Crossing Treatments at Uncontrolled Locations (adapted from the City of Boulder Pedestrian Crossing Treatment Installation Guidelines) Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-7 Table 1 (continued) - for Selecting Crossing Treatments at Uncontrolled Locations (adapted from the City of Boulder Pedestrian Crossing Treatment Installation Guidelines) A-8 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Guidelines for the Installation of Pedestrian Hybrid (HAWK) Beacons, Pedestrian Signals, or Rectangular Rapid Flash Beacon (RRFB) Signs on Low-Speed Roadways (adapted from the City of Boulder Pedestrian Crossing Treatment Installation Guidelines) Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-9 Guidelines for the Installation of Pedestrian Hybrid (HAWK) Beacons, Pedestrian Signals, or Rectangular Rapid Flash Beacon (RRFB) Signs on High-Speed Roadways (adapted from the City of Boulder Pedestrian Crossing Treatment Installation Guidelines) A-10 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Selecting Crossing Treatments at Controlled Locations (adapted from the City of Boulder Pedestrian Crossing Treatment Installation Guidelines) Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-11 A.2 Selecting treatments to improve conditions for bicycling The following detailed guidance is provided to assist in selecting treatments to improve the conditions for bicycle riders in Edina. Specific facility recommendations responding to this guidance can be found in Chapter 5 - Engineering Recommendations. Many design manuals and best practices guides offer guidance on when, where and how to implement bicycle facilities and treatments. The tables included in this section are recommended for reference when investigating new or improved facilities in Edina. Widths spec-ified in the tables are minimum recommended widths. Protected or buffered bicycle lanes are recommended along primary routes whenever space permits. Two sets of tables are provided in this section:• A set of “Safe Minimums for Bicycle Facilities” that offer guidance on minimums recommended for safe facilities, based on MnDOT recommendations and adapted to reflect a range of facilities • A “Comfort-Centric Facility Selection Matrix” that is calibrated to match the traffic tolerance of members of the mainstream adult population (including those who do not regularly ride bicycles today) and is based on current practice in the Netherlands (which has the highest rates of bicycle use among all members of the adult population) supplemented by US research and adapted for this plan Three-lane safety conversions Please note that four lane roads with fewer than 18,000 ADT are ideal candidates for conversion from four lanes (two lanes each way) to three lanes (one lane each way, with a left-turn only lane). These “road diet” conversions are recommended by FHWA as a “proven safety countermeasure” that reduces crash frequency and severity for all users (pedestrians, bicycle riders and motorists). The roadway space gained through the conversion can be used to provide sepa-rated or buffered bicycle lanes that significantly improve safety and comfort for bicycle riders. A-12 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Levels of separation for bicycle facilities Separation from motor-vehicles is a key factor determining the relative comfort for members of the mainstream adult popula-tion (typically about 60% of a community’s adult population). To increase bicycling in Edina it will be important to address the needs of this population. In general, bicycle routes where higher motor vehicle traffic speeds and volumes are present should offer riders greater separation from motor vehicles. This will result in facilities that offer greater percep-tion of safety and comfort to current and potential bicycle riders and will invite use by larger number of riders and through a greater range of ages and abilities. Task 6 – Toolbox Page 12 of 72 Levels of Separation for Bike Facilities Separation from motor-vehicles is a key factor determining the relative comfort for members of the mainstream adult population (typically about 60% of a community’s adult population). To increase bicycling in Edina it will be important to address the needs of this population. In general, bicycle routes where higher motor vehicle traffic speeds and volumes are present should offer riders greater separation from motor vehicles. This will result in facilities that offer greater perception of safety and comfort to current and potential bicycle riders and will invite use by larger number of riders and through a greater range of ages and abilities. On-Street Bicycle Facilities Not Shared with Motor Vehicles On-Street Bicycle Facilities Shared with Motor Vehicles Neighborhood Slow Street / Bicycle Boulevard Sharrow (shared-lane arrow) Roadway shoulder Bike lane Buffered bike lane Separated / protected bike lane or cycletrack Off-Street Bike Facilities (Shared-Use Facilities Shared with Pedestrians) Shared-use sidepath Shared-use path/trail Increasing Separation from Motor VehiclesIncreasing Separation from Motor Vehicles Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-13 Safe minimums for bicycle facilities The table below may be referenced when investigating new or improved facilities in Edina. Please note that the widths specified below are minimum recommended widths. Protected or buffered bicycle lanes are recommended along primary routes whenever space permits. Using the “User comfort-centric” facility selection matrix provided in this document is recom-mended instead, to ensure that facilities selected provide the characteristics consistent with the “All Ages and Abilities” network envisioned for Edina. Safe minimums: Bikeway Design Selection for Urban (Curb/Gutter) Cross Section - Adapted from MnDOT Bicycle Facility Design Guide (2007)* A-14 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan “User comfort-centric” facility selection matrix This table presents a matrix for selecting facilities that provide comfortable condi- tions and address “perception of safety” needs of members of the mainstream adult population. Where more than one option is shown, the options presented higher in the list provide higher separation and user comfort. High-Visibility Crosswalks Continental markings. Design guidance: • Advanced stop bars should be considered when multiple motor vehicle travel lanes per direction are present in order to minimize risk of “hidden threat” crashes.• Crossings marked with pavers are discouraged as they can be difficult for those with mobility impairments.• High-visibility marked crossings are preferred because they are easier for motorists to see.• Minimum markings consist of solid white lines between 6-24” in width (MUTCD). Description Marked crosswalks help to create a continuous route network for people walking and biking by alerting motorists to their potential presence at crossings and intersections. Below is a sample of different types of high-visibility crosswalk markings. Application of facility • Should be used at fully-controlled intersections where sidewalks exist (all-way stop signs, traffic lights, or user-activated crossing beacons); • Should be used where bicycle trails or shared-use paths cross a roadway; and • Should not be used at uncontrolled crossings as a stand-alone device when speeds exceed 40 mph, to discourage unsafe crossings. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-15 A.3 Pedestrian and bicycle facilities Median Refuge Island Median refuge islands make it easier for people walking and biking to cross the street. Photo source: Carl Sundstrom Design guidance: • In addition to signage, trees and low ground cover increase visibility to alert drivers of the presence of the median island.• Minimum width of 6’.• Adequate lighting should be provided.• Refuge area in the median should be angled so that users face traffic before crossing, while still allowing bike riders (when present) to navigate without dismounting. Description Median crossing islands make crossings safer and easier by dividing them into two stages so that pedestrians and bicyclists only have to worry about crossing one direction of traffic at a time. Median crossing islands make high-volume roads safer and easier to cross, especially for slower walkers such as children and the elderly who might otherwise get stranded in the middle of the roadway. Space can sometimes be a constraint as crossing islands require the provision of a median in the center of the road. Application of facility • Two-way, multi-lane roads; • Roads with high traffic speeds and/or volumes; and • Near schools, transit hubs, trails, shopping centers and employment centers. A-16 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan HAWK / Pedestrian Hybrid Beacon A HAWK Beacon makes it easier for pedestrians and bicyclists to cross a busy street. Design guidance: • Should include installation of a high-visibility crosswalk and advanced stop bar ahead of crosswalk.• When used to facilitate bicycle movements, a bicycle signal head should be installed in addition to pedestrian signal heads. The bicycle signal head should display a flashing red to bicyclists when the hybrid is dark, allowing bicyclists to treat the intersection as a “stop” when the beacon is not activated.• The MUTCD provides guidance on establishing the length of signal phasing. Description A Pedestrian Hybrid Beacon (more commonly known as HAWK or High-Intensity Activated crossWalK beacon) is a pedestrian-activated red-indication signal designed for locations where a standard traffic light does not meet traffic engineering warrants. The HAWK gives pedestrians a bicyclists a chance to comfortably cross busy roads at intersections or mid-block locations protected by an enforceable, red-indication signal for motorists. The HAWK remains dark until activated by a pedestrian or bicyclist pressing the crossing button. Once activated, the signal responds immediately with a flashing yellow pattern that changes to a solid red light providing unequivocal “Stop” guidance to motorists. HAWK signals have been shown to elicit very high rates of motorist compliance. Cost for installation of a HAWK typically ranges from $75,000 to $150,000. Application of facility • At crosswalks where no traffic signal is present; • At mid-block or intersection locations; and • The MUTCD (Chapter 4F) has guidance for applying a HAWK based on motor vehicle speeds and volumes, crossing length, and pedestrian volumes. Bicyclists are not specifically considered, however bicycle crossing volumes may be added to pedestrian crossing volumes for evaluation purposes. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-17 Rectangular Rapid Flashing Beacon (RRFB) An RRFB at a mid-block crossing alerts drivers when a pedestrian or bicyclist is crossing. Image courtesy of Michael Frederic. Design guidance: • Employ RRFBs only at crossing problem areas, school routes, or high volume routes in order to prevent a decrease in compliance.• A beacon should be placed between the pedestrian crossing sign and the attached arrow plaque.• For overhead signs, no arrow plaque is required. Description The Rectangular Rapid Flash Beacon (RRFB) is a high-intensity flashing sign assembly that is placed ahead of a crosswalk. The RRFB is user-activated, and uses an irregular “stutter” flash pattern with very bright amber lights (similar to those on emergency vehicles) to alert drivers to yield to pedestrians who wish to cross. The RRFB offers a higher level of driver compliance than other flashing yellow beacons, but lower than the HAWK signal. Installation cost ranges from $10,000 to $15,000 for two assemblies (for installation on each side of the street). Application of facility • At crosswalks where no traffic signal is present; • Suitable for two-lane roads (one assembly on each side of the street) and four-lane roads (one assembly on each side of the street and in the median or center island); • Not compatible with three-lane approaches if roadside-mounted signs are used (due to potential line of sight issues / obstruction of signs); and • FHWA permits the overhead placement of RRFBs, when it is not possible to achieve clear visibility of roadside signs; for placement, FHWA directs: “Only a minimum of one such sign per approach is required and it should be located over the approximate center of the lanes of the approach or where optimum visibility can be achieved.” A-18 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Conventional Bike Lane A conventional bicycle lane in Saint Paul, Minnesota. Exclude the gutter pan width when measuring curbside bicycle lanes. Design guidance: • Provide door zone clearance when bike lanes are located adjacent to parked vehicles.• Apply bike symbol markings frequently to indicate that the space is a bike lane.• Place pavement markings out of the path of turning vehicles to minimize wear.• Preferred recommended width of 6’, minimum width of 5’ (excluding curb and gutter pan). Description Bike lanes designate a portion of the roadway for preferential use by bicyclists. Lanes are defined by striping, pavement markings and signage. Bike lanes create separation between biking and driving and increase comfort and visibility of people biking. On some roads, space availability may be a constraint; however, implementing a “road diet” (for example, by converting a four-lane roadway to three-lanes), or decreasing the width of travel lanes (down to 11 ft or 10 ft in urban settings) can often free up additional roadway space and provide a solution to this issue. Application of facility • Bike lanes should be considered for streets that exceed 3,000 or higher motor vehicle average daily traffic (ADT); and • Bicycle lanes should be paired with shared-use path on roads with speeds of 45 mph or greater and the following ADTs: 2-Lane Road with ADT greater than 10,000; and 4-Lane Road with ADT greater than 20,000. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-19 Buffered Bike Lane A buffered bike lane. This example has a buffer on the left for sepa-ration from moving vehicles and a buffer on the right for separation from parked cars (Park Avenue, Minneapolis). Design guidance: • Apply pavement markings frequently to identify that the space is designated for people biking.• Color may be used at the beginning of each block to clearly indicate to motorists that the space is a buffered bike lane.• Buffer is typically marked with 2 solid white lines with optional diagonal hatching of 3’.• In constrained space: 3’ buffer + 4’ bike lane next to the curb may be considered a 7’ bike lane. Description Buffered bike lanes provide cyclists with extra space between bikes and traffic, increasing comfort for bicycle riders. Buffers can provide cyclists with room to pass slower riders without having to merge into motor vehicle traffic. Buffered bike lanes also separate people from motor vehicle traffic as they exit and enter parked cars. Application of facility • All locations where a bike lane is considered; • On streets with higher travel speeds and/or higher travel volumes; • On streets that provide additional lane width; and • Buffered bike lanes may provide a safer and more comfortable designated bicycling space for parents with schoolchildren than conventional bike lanes and should be considered for routes serving school locations. A-20 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Protected Bike Lane A painted buffer and bollards physically separate bicyclists using the two-way protected bike lane from motor vehicle traffic. Design guidance: • Design with consideration for intersections and driveways.• Colored pavement may be used to define the lane.• One-way protected bike lane width: 6’ to 12’. Description A protected bike lane (also known as a separated bike lane or cycletrack) is an exclusive space for bikes separated from motor vehicle traffic by a painted buffer and/or physical barrier (such as a curb, parked cars, or bollards), and separated and distinct from the sidewalk. Protected bike lanes significantly increase bicycle ridership for people of all ages and experience levels because the significant separation from motorized vehicles greatly increases rider comfort. Protected bike lanes also increase safety by reducing the likelihood of dooring crashes and potential conflicts from passing motor vehicles. They require more space and infrastructure than conventional bike lanes, and require special design attention Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-21 at intersections. Separated bike lanes are the preferred on-street bicycle accommodation where the right-of-way space allows for its installation. Application of facility • Along roadways with few cross streets, longer blocks, and limited driveways; • Major roadways with medium to high motor vehicle traffic speeds and volumes; and • Streets with parking lanes. Neighborhood Slow Street A traffic circle helps to calm traffic along a Neighborhood Slow Street. Design guidance: • Traffic calming devices (traffic circles, speed tables) will reduce motor vehicle speeds and create a safer environment for people walking and biking.• Roadway markings should be used to designate the roadway as a bikeway and remind motorists to be mindful of people walking and biking.• Stop signs should be turned to face cross streets to reduce the number of stops for bicycle riders.• Wayfinding markers should be used to direct people biking to neighborhood slow streets from major thoroughfares and to alert motorists to the presence of bicycle riders.• Signals, roundabouts, and/or median refuges should be used at major intersections when necessary to calm and/or redirect through traffic. Description A neighborhood slow street (also sometimes known as a bike boulevard or neighborhood greenway) is a lower volume, lower speed residential street designed to prioritize bicycle travel while encouraging motor vehicles to use other routes and maintaining relatively low motor vehicle speeds. Application of facility • Residential streets where traffic calming is desired; A-22 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan • Residential streets a block or two away from a major thoroughfare with high traffic volumes; • Target speed for motor vehicle traffic on a bike boulevard should be no higher than 20 to 25 mph; and • Motor Vehicle traffic volumes on a bicycle boulevard should be no higher than 3,000 ADT. Shared-Use Path / Trail The shared-use trail in the Edina Promenade uses texture and color to distinguish between uses. Design guidance: • Minimum width should be 10’ to 12’.• Dual side paths recommended along high speed / volume roadways, or roadways with limited crossing opportunities to minimize unsafe crossing behavior. Description Off-road shared-use paths (SUPs), also often known as multi-use trails, provide separated space away from the street for non-motorized transportation users. These paths often link parks and other recreation destinations, and some serve broader regional connection purposes. Shared-use paths may run parallel to roadways, or away from streets in parks, along railways, and in wetland areas. Shared-use paths are generally very comfortable for users of all ages and abilities. Application of facility • Along corridors where there is a sufficient width of continuous right-of-way; and • Along roads with speeds of 45 mph or greater with the following traffic volumes: 2-Lane Road with ADT greater than 10,000 4-Lane Road with ADT greater than 20,000 Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-23 Shared-Lane Markings Priority shared-lane markings include additional striping to further establish the route as a bikeway. Design guidance: • Typical bike-and-chevron symbol dimensions are 9’3” by 3’3”.• High frequency of markings indicate shared lane environment.• Markings should be placed in the center of travel lanes and out of turning vehicles’ paths to minimize wear from automobiles.• Should not be used as a substitute for bicycle lanes where space allows.• Not appropriate for routes that are part of a Safe Routes to School (SRTS) network (except when applied within a Neighborhood Slow Street). Description Shared-lane markings (often called sharrows) are pavement markings used to communicate bicyclists’ right to use the full roadway space for their travel. Sharrows help bike riders position themselves safely in travel lanes that cannot accommodate a bike lane or other facility. Sharrows may also be used to mark Neighborhood Slow Streets. Priority shared-lane markings include additional colored paint or striping to bring further attention to the facility and highlight a bicyclist’s placement and presence in the roadway. Application of facility • Streets with fewer than 3,000 motor vehicles per day, and where right-of-way width does not allow a bicycle lane or protected bike facility; • If right-of-way width allows room for a bike lane on only one side of the street, a sharrow may be used in downhill direction, with a bike lane in the “climbing” direction; • Can be used to clarify bicyclist movement and positioning in challenging environments such as intersections and at a combined turn/bike lane; and • May be used as a treatment for streets identified as Neighborhood Slow Streets. A-24 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Colored Treated Bike Facilities A shared-use trail in Edina, Minnesota uses texture and color to distinguish between uses. Design guidance: • Provide signage to accompany pavement markings.• Use green high-friction surfacing rather than paint.• Consistency in coloring bike facilities is important. Green is standard in U.S. applications. • Color can be provide in conflict areas alone, or throughout the facility.• White border lines should be provided along the edges of the colored lane to maintain consistency with other bike facilities. Description Bike lanes are made more visible by colored pavement. This treatment distinguishes the lane from the rest of the roadway, making bike riders more visible. It is recommended that high-friction surfacing be used over standard paint because it is more slip-resistant and it doesn’t have to be reapplied as often (standard paint has to be reapplied every year or two). Color recommendation • PMS 375 Application of facility • Within conventional, buffered, and protected bike lanes; • Corridors with heavy auto and bicycle traffic; • Through busy and/or complex intersections and at conflict points, such as driveways; • Use thermoplastic treatment with anti-slip characteristics - has a 7-8 year life expectancy; and • Areas where illegal motor vehicle parking in the bike lane is common. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-25 Bike Box Bike boxes enhance the visibility of bicyclists and allow them to get out in front of motor vehicles at intersections. Design guidance: • Box may be ineffective without application of surface color.• The box may be disregarded by motorists if it is not commonly filled by bicyclists.• Box depth: 10‘ to 16’.• Ingress bike lane should be used to define bicycle space and allow people biking to bypass stopped motor vehicles.• High-visibility pavement markings and green-colored pavement surfacing should be used.• “WAIT HERE” marking should be used to guide motorists to stop before the box. Description A bike box is a designated area for bike riders at the head of an intersection. Pavement markings guide motorists to stop a greater distance ahead of an intersection, allowing bike riders to move forward and stop in the bike box, increasing visibility and decreasing the risk of “right hook” crashes. This treatment also gives bike riders priority at a green light by allowing them to be the first to begin movement when a traffic signal turns from red to green. Ideally, bicycle boxes are paired with bicycle specific traffic signals. Application of facility • Signalized intersections with high volumes of bicycles and/or motor vehicles, especially those with frequent bicyclist left-turns and/or motorist right-turns. A-26 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Bicycle Detection Systems Design guidance: • The most effective loop detection design is a Type D Loop, also known as a diagonal quadrupole pattern. This loop is sensitive over its entire width with a quick drop off in sensitivity outside its perimeter to avoid detection of vehicles in adjoining lanes.• Sensitivity setting for the loop amplifier should be tested and adjusted to ensure that the detector can be activated by using only a bicycle wheel. Description OBicycle detection systems allow people biking to make movements through intersections in a timely way without requiring the detection of a motorized vehicle or push button. Detection systems include in-pavement loop detectors and mounted camera detectors. Loop detectors detect the presence of bikes on the roadway. Detectors should be installed to cover areas of the road where people biking are likely to ride, including the right edge of travel lanes and the center of bike lanes. Pavement markings may be used to direct riders to the proper spot where their presence will be detected. Cameras can be used to detect roadway users, including people biking. Once detected, a signal change is initiated to allow users to travel through the intersection. Hennepin County is installing camera detection technology when signals are upgraded or installed with the goal of providing camera detection at all signalized county road intersections. Application of facility • Implement appropriate detection whenever traffic signals are added or significantly upgraded; • At intersections with traffic control; • At intersections that require vehicle detection to initiate a signal change; • Crossings with traffic signals for bicycles. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-27 Pavement marking recommended to encourage proper positioning of bikes at loop detectors (Source: MN-MUTCD) Bicycle Traffic Signals A bicycle traffic signal in Minneapolis helps people biking to safely cross a busy street. Design guidance: • Identify which signal treatment is appropriate by analyzing the factors involved: speed limit, average daily traffic, anticipated bicycle crossing traffic.• Determine a clearance interval appropriate for the specific intersection.• The bicycle clearance interval should be sufficient to accommodate at least 85% of bicyclists at their normal travel speed, including reaction time and acceleration from a stop. Description Traffic signals for bicycles are traffic control devices used to provide guidance specific to people biking at intersections. Bicycle signals are coordinated with motor vehicle signals to provide a protected crossing for bike riders at intersections, reducing stress and delays, and increasing safety and comfort. They also discourage illegal and unsafe crossing maneuvers. Traffic signals for bicycles include: • Bicycle Signal Heads and supplemental “Bicycle Signal” sign, clearly visible to oncoming bike riders (and motorists, if applicable); • Signal detection and actuation; and • Intersection crossing markings. Application of facility • Intersections where high volumes of bike riders have to travel across roadways with high motor vehicle traffic volumes and/or speeds. A-28 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan 1 4 5 2 2 3 Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-29 Description Common problems at trail crossings include:• People walking and biking are blocked by motor vehicles which have inched forward and are preparing to turn onto the main road;• Elevation changes at curb ramps / through the intersection affect walking and biking conditions; and • High motor vehicle speeds as they turn from the main road and travel across the path crossings. Design Concepts for Protected Trail Crossings The concepts shown here address these issues by identifying measures that can, when used in combination, mitigate challenges for users. At a T-intersection, this concept sets sidepath crossings about 20 feet back from the parallel street (to provide space for motorists to queue up outside of the crossing when waiting for a gap in traffic), and provides a continuous path at a constant elevation for people walking and biking.Additional components and configuration elements (including turning radius, medians, signs and markings) reduce the probability of drivers blocking the path of pedestrians and bicyclists, and provide traffic-calming benefits near the sidepath crossing. Figure A.4 – Protected Trail Crossing Concept Protected trail crossings are set back from parallel streets to provide room for motorists to queue up outside of the crossing. Additional design elements include: 1. Speed table for the crossing2. Medians and median extensions3. Reduced turning radius 4. Clear sight triangle between motorists and sidepath users 5. 6 foot waiting zone. A.4 Intersection treatments A-30 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Design Considerations Crossing is pulled back 20 feet from parallel street• Allows room for one vehicle to queue up, without blocking pedestrian or bicycle travel, to wait for a gap in traffic; and• Allows sufficient distance for motor vehicles turning from the parallel roadway to see pedestrians or bicyclists using the crossing and to react and stop if needed. Crossing is raised• Addresses the issues of elevation changes affecting wheelchair users, pedestrians and bicycle riders at crossings;• Calms traffic by functioning as a speed table, giving motorists more time to notice approaching pedestrians or bicyclists; and• Discourages motorists from stopping on the crossing, maintaining a clear travel-way for sidepath users. Medians and islands are provided, and include mountable curbs• Channelize and calm motor vehicle traffic while allowing access for freight trucks and emergency vehicles. Crossing is visible and legible• Crossing location is visible and understood by all users of the road and path (appropriate pavement markings and signs are used); and• Maintains clear and unobstructed sight lines at corners. Turning radius is reduced• Tightens corner radii and includes installation of median extensions to slow motor vehicles turning into and out of the intersection to/from all directions; and• Accommodates freight vehicles and emergency vehicles with mountable curbs. Additional Design ConsiderationsAdditional design considerations for improved safety and functioning of crossings include:• Speed table slope should be 1:10 except on emergency or freight routes when it can be lowered to 1:25;• 6 feet waiting zone for path users between perpendicular path and curb; and• Maintain a clear sight triangle between motorists and sidepath users at crossing approach. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-31 Description Arterial intersections carry large volumes of motor vehicle traffic. Conventional geometric design for arterials, which focused on optimizing traffic flow for motor vehicles and did not fully consider the needs of other users, has negative implications for the safety, comfort and experience of people walking or biking through an intersection.At locations where high numbers of people are expected to walk Design Concepts for Arterial Intersections or bike, the roadway designer should strive to eliminate conflicts completely if possible, or to modify roadway designs to reduce motor vehicle speeds and make them more compatible speeds of people walking and biking (10-15 mph) at locations where conflicts cannot be avoided. Figure A.5 – Components of Arterial Intersection Design Design components: 1. Protected-Only Left Turn Signal Phase2. Conventional Turn Lanes3. Shared Right/Through Lane and Slow Speed Geometry4. Protected Right Turn Signals5. No Turn on Red6. Leading Pedestrian Interval (LPI)7. Pedestrian-Friendly Channelizing Islands 8. Other Channelized Turn Lane Enhancements A-32 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Design Considerations 1. Protected-Only Left Turn Signal PhaseExclusive left turn lanes should use protected-only signal phasing at intersections with sidepath crossings. This type of operation is recognized to provide the safest left-turn operation. Permitted-only or protected/permitted left turn phasing should not be allowed at crossings of high-priority bicycle and pedestrian routes. 2. Conventional Turn LanesChannelized turn lanes generally offer larger radius, higher speed turns than conventional turn lanes, which may pose a pedestrian and bicyclist safety issue (FHWA 2013). Conventional right turn lanes with smaller curb radii will reduce vehicular turning speeds, minimize pedestrian crossing distances, and reduce the potential severity of vehicle-pedestrian collisions. In situations where a right-turn lane is necessary, preference should be given to a narrow conventional turn lane with a small corner radii over a channelized turn lane. 3. Shared Right/Through Lane and Slow Speed GeometryIn areas with lower right turn volumes and lower speeds, a right turn only lane may not be warranted. By using a shared right/through lane in place of an exclusive right turn only lane, pedestrian crossing distance is decreased and turning speeds are reduced. The pedestrian signal commonly runs concurrently with the adjacent right/through lane. Because this creates a potential conflict between right turning vehicles and crossing path users, it is essential to use geometric design to create a slow speed turning movement. To design for slow speed turning movements, use a very small corner radius and narrow receiving lanes. Like EPIIC intersections at T-intersections and minor streets, the crossing should be setback around 20 ft from the intersection. 4) Protected Right Turn SignalsAt signalized intersections, right turn lanes are commonly served the circular green signal of the adjacent through lane. Assuming pedestrian signal phase occurs at this time, right turning vehicles are expected to yield for crossing pedestrians and bicyclists in the crosswalk.Reconfiguring the signals to offer a protected right-turn phase may allow a fully protected pedestrian signal phase, allowing efficient and safe mobility for path users. Protected right-turn signalization may be established concurrently with the left-turn signal phase of the cross street, while the pedestrian signal phase is provided concurrently with the adjacent through movement. This type of “protected but concurrent” phasing provides the benefits of protected signalization without adding additional delay to the intersection that comes with exclusive phase operation (please see diagram on previous page). A note on arterial intersection design recommendationsPlease note that signalization, lane configuration and user volumes all have an effect on vehicle throughput, delay and safety. All intersections are unique, and there is no single typical design that can serve all needs. Each intersection requires review by a registered Professional Engineer to identify sight lines, potential impacts on traffic progression, timing with adjacent signals, capacity and safety for all users. Notes and references• FHWA Signalized Intersections: An Informational Guide, 2013• TRB NCHRP 780: Design Guidance for Intersection Auxiliary Lanes, 2014• TRB NCHRP 674: Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision Disabilities, 2010 Simple Ring/Barrier Diagram for Protected but Concurrent Phasing. 1 5 6 7 8 2 3 4 Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-33 Design Considerations Cont. 5. No Turn on RedThe Minnesota Manual on Uniform Traffic Control Devices (MN-MUTCD) states that a No Turn on Red (NTOR) sign should be considered when an engineering study finds “an unacceptable number of pedestrian conflicts with right-turn-on-red maneuvers, especially involving children, older pedestrians, or persons with disabilities.”Given the likelihood and desire to support high volumes of bicycle and pedestrians along priority paths, an engineering study should be performed to evaluate the potential benefits of NTOR prohibitions at path crossings. When right-turn-on-red is prohibited, there may be more right-turn-on-green conflicts between motor vehicles and pedestrians when both the right turning motorists have a green light and the pedestrian has the walk signal on the adjacent crosswalk. The use of leading pedestrian intervals can reduce this effect, and the use of protected signal phasing can eliminate it. Alternatives to NTOR prohibitions include “Yield to Pedestrian in Crosswalk,” “Turning Vehicles Yield to Pedestrians,” and “No Turn on Red When Pedestrians are Present.” 6. Leading Pedestrian Interval (LPI)The Minnesota Manual on Uniform Traffic Control Devices (MN-MUTCD) states that “at intersections with high pedestrian volumes and high conflicting turning vehicle volumes, a brief leading pedestrian interval, during which an advance WALKING PERSON (symbolizing WALK) indication is displayed for the crosswalk while red indications A-34 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Design Considerations Cont. continue to be displayed to parallel through and/or turning traffic, may be used to reduce conflicts between pedestrians and turning vehicles.” All path crossings at signalized intersections should be evaluated for leading pedestrian interval use where there is a desire to support high volumes of bicycle and pedestrian travel. 7. Pedestrian-Friendly Channelizing IslandsWhenever possible, channelized turn lanes should be avoided in pedestrian- and bicycle-oriented areas. If their use cannot be avoided, efforts should be made to mitigate their negative effects on these users. If channelized turn lanes and yield or free-flow operation is necessary, pedestrian-friendly geometry should be used to promote slow driver speed through the channelized turn lane and promote yielding of motor vehicles to people crossing the street.Channelizing island geometry should promote clear visibility of people in the crosswalk, and provide space for safe yielding to people walking, biking, or driving (TRB 2014). The alignment of the turn lane should be a nearly right-angle entry to the cross street, giving the channelizing island a shape like an acute right triangle. There should be adequate length of the turn lane to store yielding motor vehicles both before and after the crosswalk area. (b) (a) (c) (a) Vehicle speed is prioritized; (b) Pedestrian safety is improved as well as driver sight lines; (c) Removing channelized turns maximizes pedestrian space and minimizes turning speeds. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-35 Design Considerations Cont. 8) Other Channelized Turn Lane EnhancementsChannelized turn lanes can be particularly challenging to navigate for pedestrians with vision impairments (TRB 2010). Recommended strategies to assist these users include the use of raised crossings through the channelized turn lane to slow driver turning speeds and/or use of Rectangular Rapid Flash Beacons (RRFB) to improve yielding rates. These improvements also greatly benefit sighted users and should be considered where possible.Each intersection/crossing has its own unique challenges. Concepts should be considered and implemented on a case by case basis. Example of a raised crossing Photo source: Richard Drdul Description A bicycle wayfinding system is a comprehensive network of signing and pavement markings indicating destinations along preferred bicycle routes. Wayfinding signage encourages cycling by familiarizing riders with the bicycle network and by making it easier for cyclists to reach preferred destinations. Types of signs There are three types of bicycle wayfinding signs:• Confirmation signs• Turn signs• Decision signs Confirmation signs Confirmation signs reassure bicycle riders that they are on a designated bikeway, and make motorists aware that they are driving on a route where they can expect to encounter bicyclists. They can include destinations, and possibly distance or time. They don’t typically include directional arrows. Confirmation signs are placed every quarter to every half mile on off-street facilities, and every 2 to 3 blocks along on-street facilities, unless another types of sign is used (for example a turn or decision sign). Confirmation signs should be placed soon after turns to confirm destinations still ahead. Pavement markings also act as confirmation to bicyclists that they are on a designated route. Turn signs Turn signs indicate where a bikeway turns onto a new street, or when a bicyclists should turn to reach a particular destination. Pavement markings can also be used for this purpose. Turn signs typically include destinations and arrows. Turn signs are placed on the near-side of an intersection where a bike route turns. Pavement markings can also be used to indicate the need to turn. A-36 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Pavement markings reinforce routes and direction signage. A.5 Wayfinding and signage Decision signs Decision signs inform bicyclists of the designated bike routes that provide access to key destinations. Decision signs include destinations and directional arrows. Distances and travel time should also be included. Three main components are needed for useful decision signs. They can be thought of as the 3 “Ds”: DestinationThe destination is the main element, and communicates where things are that a bicycle rider may not have already known. DirectionThe direction component guides riders to their destination. The direction is indicated simply by using an arrow on the sign that directs users to proceed forward or to prepare to turn. Directional signage also gives motorists warning to expect cyclists on the road, and to anticipate cyclists’ turning or crossing movements. DistanceThe distance and time component informs riders how long their trips will be, adding a measure of certainty and convenience when planning trips. Distance should be communicated in miles and time, calculated at a biking speed of 10 miles per hour. Decision signs should be placed on the near-side of intersection in advance of a junction with another bicycle route, or along a route to indicate a nearby destination. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-37 Decision signs are located at the intersection of one or more bikeways, and inform bicyclists of the designated routes that provide access to important destinations. Description Bike parking is an end of trip facility that makes it more convenient and inviting for people to arrive by bicycle to a destination. Provision of adequate bicycle parking cannot be overlooked. If bicycle parking spots are inadequate or if finding them is enough of an inconvenience, bicycle riders will next time choose a different mode for arriving or may choose another destination altogether, even if the provided bicycle routes are perfectly safe and convenient. Key Components of Bike Parking Bike Rack DesignChoose a style that allows secure locking of the bike (frame and front wheel) to the rack without need of lifting the bike. The “Inverted U” and “Post and Loop” style bike racks are preferred. Avoid rack designs that do not provide support at two places on the bike. These types include: “Wave”, “Comb”, Spiral”, and “Wheel Well’. Bike Parking LocationLocate bicycle parking with consideration for the rack’s proximity to the building entrance it serves, its placement along the natural path used by cyclists to approach the building, and its visibility from both the interior and exterior of the building. Bike Parking Area DesignBike parking should be easily accessed and constructed on a paved surface with ease of access for regular use and for maintenance operations in mind. Pavements should extend 1-3 feet beyond the parking spaces to allow for perimeter circulation. Circulation areas should be provided within the bike parking area to efficiently facilitate groups of students moving into and out of the area quickly with bikes. Quantity of ParkingThe amount of bike parking needed will depend on the capacity of your school, the ages of students, and the number of staff. But remember: be aspirational! Provide parking for the number of students and staff you’d like to see biking! A-38 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan A.6 Bicycle Parking Guide The Bike Rack The rack should support the bicycle upright by its frame in two places, enabling the frame and one or both wheels to be secured while preventing the bicycle from tipping over. Additionally, the rack should not require a cyclist to lift their bike to be able to lock it securely. A useful rack design should allow a bicyclist to roll-in or back-in their bicycle to lock it. Recommended Bike Racks • Inverted U • Post & Ring Not Recommended • Wave • Comb • Spiral • Wheel Well Secure Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-39 Two of the preferred types of bicycle racks: the“Inverted U” (top) and the “Post and Loop” (bottom). Location of The Rack AreaOne of the most important considerations in providing useful and functional bicycle parking is the location of the rack area in relation to the building it serves. Some guidelines for locating the rack area include: • The recommended location for a bicycle parking area is immediately adjacent to the entrance it serves, preferably within 50 feet. It should be located as close as possible without blocking the entrance or hindering pedestrian movement to or from the building. • The rack area should be clearly visible from the entrance it serves and from the building’s approach line. • Bike rack areas should be as close as or closer than the nearest car parking space. • Buildings with multiple active entrances should include bike rack areas at each entrance. • Racks that are hard to find, are far from principal entrances, or perceived to be unsafe will not be used by cyclists. A-40 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Bicycle parking located next to restrooms and other facilities in an Edina Park. The Rack AreaThe rack area is the “bike parking lot” defined by the racks and the space needed to access the racks. To be functional and useful, certain minimum clearances and access rules should be observed: • Individual racks should be located no closer than 30 inches to each other in order to allow sufficient space for easy entry and removal of bicycles on either side. • No rack element should be closer than 24 inches to a wall or other obstruction in order to allow full usability and easy access to perimeter racks. • Large rack areas, or rack areas with high turnover, should provide more than one entrance to ease circulation of cyclists and pedestrians. • Rack areas should preferably offer protection from rain and snow in order to ease loading and unloading of bikes and to keep bike saddles dry. • When multiple rows of bike racks are provided, the circulation space provided from the wheel of a bike on one row to the closest wheel of a bike on the next row should be a minimum of 48 inches. Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-41 Arrangement of a bike parking area with a central aisle for circulation Type Short Term Long Term Office:• 1 space for each 5,000 sf; minimum 2 spaces • 1 space for each 10,000 sf; minimum 2 spaces Retail: • 1 space for each 2,000 sf; minimum 2 spaces Multifamily residential • 0.1 space for each bedroom; minimum 2 spaces • 0.5 spaces for each bedroom Institutional / public uses (libraries, hospitals, parks, religious uses, etc)• 1 per 2,000 sf; minimum 6 spaces • 1 per 10,000 sf or 1 space per 20 employees; minimum 2 spaces Manufacturing, industrial none required;• Consider minimum 2 spaces at public building entrance • 1 space for each 10,000 sf; minimum 2 spaces Transit facilities • Space for 1.5% of daily a.m. boardings; as space allows at walk-up facilities • Space for 4% of daily a.m. boardings; as space allows at walk-up facilities Minimum Parking GuidelinesThe following provides guidance regarding the number of bicycle parking spaces that should be provided under particular circumstances: A-42 | Appendix - The City of Edina Pedestrian and Bicycle Master Plan Table A.3 Urban Areas, dense suburbs, or within 1/4 mile of transit facilities Type Short Term Long Term Office:• 1 space for each 20,000 sf; minimum 2 spaces • 1 space for each 12,000 sf; minimum 2 spaces Retail: • 1 space for each 5,000 sf; minimum 2 spaces Multifamily residential • 0.05 spaces for each bedroom; minimum 2 spaces • 0.5 spaces for each bedroom Institutional / public uses (libraries, hospitals, parks, religious uses, etc)• 1 per 5,000 sf; minimum 6 spaces • 1 per 30 employees; minimum 2 spaces Manufacturing, industrial none required;• Consider minimum 2 spaces at public building entrance • 1 space for each 15,000 sf; minimum 2 spaces Appendix - The City of Edina Pedestrian and Bicycle Master Plan | A-43 Table A.4 Low density suburban, exurban, or rural uses