Title:ایده های جدید برای جوامع دوستدار دوچرخه

۲۰۱۱-۰۵-۱۹ ارائه دهندگان: پیت فریتز و شین ای. بورکهارت این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. دوچرخه سواری به عنوان یک گزینه مناسب هم برای تفریح ​​و هم برای حمل و نقل به رشد خود ادامه می دهد. در حالی که بسیاری از جوامع از رشد دوچرخه سواری تفریحی برخوردار بوده اند، گرایش های زیادی برای تسهیلات دوچرخه وجود دارد که آب و هوای دوچرخه را به عنوان حمل و نقل بهبود می بخشد. این پخش اینترنتی ایده های جدیدی را برای برنامه ریزی، طراحی و اجرای امکانات دوچرخه که برنامه ریزان می توانند در حال حاضر در جوامع خود از آنها استفاده کنند، بررسی می کند. شرکت کنندگان ویژگی هایی را که جوامع دوستدار دوچرخه را در اروپا، کانادا و ایالات متحده تعریف می کند، کشف خواهند کرد. سخنرانان نمونه‌هایی از تلاش‌های موفق برنامه‌ریزی دوچرخه و امکانات ساخت دوچرخه را نشان می‌دهند و در عین حال درباره مناسب بودن راه‌حل‌های مختلف برای طیف وسیعی از برنامه‌ها و برنامه‌ها به تفصیل بحث می‌کنند. این جلسه نشان خواهد داد که چگونه برنامه ریزی برای دوچرخه می تواند بخشی جدایی ناپذیر از یک سیستم حمل و نقل چند وجهی باشد. شرکت کنندگان در مورد دو مطالعه موردی خواهند شنید، یکی برای طرح و اجرای یک مسیر دوچرخه چند منظوره در یک محیط شهری مرکز شهر و دیگری در مورد اینکه چگونه ایندیاناپولیس یک شبکه دوچرخه در سطح شهر ایجاد کرده و به شناخت جامعه دوچرخه پسند در سطح برنز دست یافته است. شرکت کنندگان یاد خواهند گرفت که چگونه این جوامع با ذینفعان و برنامه ریزان محلی کار کردند تا ایده های جدید را به اجرای موفقیت آمیز بیاورند و رویکردهای جدیدی را که می توانند فوراً در جوامع خود استفاده کنند، از بین ببرند.

قسمتي از متن فيلم: Hello i’d like to welcome everybody to today’s broadcast new ideas for bicycle-friendly communities we’re excited to have you with us today my name’s jennifer evans cowley and i serve as the webcast coordinator for the apa chapters divisions and universities planning webcast series i have a few introductory items to go

Over and then we’ll be turning it over to our speakers for today to go over and introduce you to today’s session first of all the slides from today’s session will be available after the session at the utah hyphen apa.org website in the cast archive so you can pick up the

Slides and the recording of today’s session there after the broadcast if you have a question during today’s session you’re welcome to type that into the go to webinar box located in your go to webinar toolbar we will be taking those questions and our speakers will be

Responding to those at the end of the session if you have a technical or administrative question then i’ll be responding to those as they come in we have added some a new webcast address that started at the a little earlier this year it’s utah hyphen apa.org backslash webcast and this is where you

Can find all the latest on the webcast schedule our uh this webcast is in part the collection of our chapters and divisions that bring you the webcast series throughout the year our sponsor for today’s webcast is the indiana chapter and we appreciate their participation in making this webcast possible for you

We have a number of upcoming webcasts that are available i want to point out a couple of new ones that have been added to the schedule in the last couple of weeks next week we’re offering the revitalized chesapeake bay restoration program that session is sure to be exciting with

Great officials from epa and other agencies that’s sponsored by the intergovernmental and regional planning division so that’s a new one to look out for another new one is on june 24th the introduction of the h t affordability index and applications for planning that’s sponsored by the technology

Division some of you may be familiar with the center for neighborhood technologies housing and transportation affordability index that’s what they’re going to be talking about in that session and another new one sponsored by the economic development division is on june 17th planning for regional innovation clusters that one’s now

Available for registration so you can sign up for all of those i do want to point out that the real estate finance session scheduled for june 10th is almost full so if that one’s of interest i would encourage you to go ahead and register for that in the next couple of

Days as we will be closing registration shortly on that session because it is almost full to log your credits for today’s session you’ll be going to the planning.org cm website you can click on today it is a full day of events so you have to click

On the date to get the full list and you’re going to select new ideas for bicycle friendly communities so you can go ahead and log your credits after the conclusion of today’s event we have two wonderful speakers with us today pete fritz and shane burkhard i’m

Going to go ahead and introduce them and then turn things over to them so pete fritz has his bachelor’s in landscape architecture and he’s an aicp planner he’s a healthy communities planner with the indiana state department of health division of nutrition and physical activity he has over 25 years of extensive experience in

Urban planning urban design transportation related design trail planning and working with project stakeholders and planning and designing great communities with a focus on promoting healthy and active lifestyles through change in the built environment pete has a unique background in community planning and landscape architecture having worked in both the

Public and private sectors pete’s current projects include developing and facilitating a series of bicycle-friendly community workshops and a statewide bicycle facility and policy survey he’s also developing partnerships with the isdh and other state agencies pete serves on the board of directors for bicycle indiana a statewide bicycle advocacy group he’s also the bike

Commuter chair for the central indiana bicycling association and has served as the bicycling representative on the trail advisory board for the indiana department of natural resources pete also volunteers for the indianapolis department of public works mayor’s bicycle advisory council shane burkhardt is an aicp planner and director of planning and urban design

Services with america structure point incorporated as director shane oversees a wide range of urban planning urban design and economic development services including comprehensive planning land use regulations economic and demographic analysis strategic planning and specialized studies shane’s most recent work was a master planner of the speed zone master plan a redevelopment of a

۴۰۰ acre site just south of the indianapolis motor speedway and the city of whiting lakefront master plan a plan for the lake michigan shoreline to enhance public access and provide for habitat restoration both plans call for multimodal facilities to improve mobility for pedestrians and bicyclists shane also serves on the design team for

The urban design and transportation projects that include specialized bicycle facilities shane is a 1998 graduate of the urban planning program at ball state university and holds degrees in urban planning and development and political science shane has been a lifelong avid cyclist a member of the league of american bicyclists association for

Pedestrian and bicycle professionals and grew up with both his parents as league certified cycling and structure instructors he knows his hand signals so with that i’m going to turn it over to pete and shane great well hello well this is pete fritz i’m shane and we’re and we’re here we’re

Very happy to be here and uh welcome and good morning or good afternoon depending on where you are right now in the country and uh we’re going to jump right into this right now with our first slide just a quick overview we’re going to we’re going to start out with some some

General discussion of bicycling statistics also some health issues around cycling and and then talk about various bicycle facility types um some some specific things that are happening here in indianapolis and then shane’s going to talk about a a project that he’s working on that’s very unique that integrates cycling into an urban setting

So to get things going i want to talk a little bit about some bicycling statistics i think the the timing of this session is is good that this is bike to work week that many of you may be involved in in your communities i know the the weather is typically getting better around

The country and people are getting out on bikes and what we’ve seen is is quite a bit of change in bicycling in the last few years um cycling community is a diverse group just like any demographic group there are wide range of cyclists with differing abilities different differing social economic

Characteristics and adult cyclists typically though have a mean income of sixty thousand dollars and i think uh many many people don’t understand that typically the um the the cycling community uh typically has money to spend and and this is important to think about as you’re planning for

Uh for bikes in your community and it’s also a good reason to do it there are more bicyclists in the u.s and skiers golfers and tennis players combined it’s a big market bicycling is supported by a large bicycle manufacturing industry as well as the sales industry and you can take

Advantage of the sales bike shops in your community many of them now are embracing advocacy and promoting bicycling and are volunteering their time in their communities and their money to promote bicycling as a as just a good thing to do in communities a couple examples and these in indianapolis and columbus

Here in the midwest have seen drastic increases in bike commuters and you can easily measure this if you get on census data and start to see this this columbus over 150 percent increase in bike commuting um in the last few years indianapolis saw over a half increase in bike commuting

And um and again this shows that when these communities make an asserted effort to provide facilities for bikes um bike bicycling increases and it’s it’s something that is a that you can easily measure in your communities and it’s i think it’s something to to be um be aware of

So um and the next slide shows um some bicycling statistics um that you can you can get access to the the league of american uh bicyclist has has these um has these statistics and charts that they track for their communities that are certified as bicycle-friendly communities so this is another source that

The planners can get a hold of to start to prove and show how communities that are really working at this purposefully can see great increases in the percentage of bike use in their community so there’s a definite relationship to investment in bike facilities and people using those

That you can you can start to start to use in in promoting bicycling in your community so what are some of the types of bicyclists when we think of of uh of promoting bike friendly communities uh like i said bicycling is a range of bicycle types um and there are um

There are different types of of cyclists certainly kids riding on sidewalks are one group but also occasional casual cyclists riding on streets trails and bike lanes um are another and when you think about how to target um certain groups in your community for promoting bikes or or building bike

Facilities this casual cyclist who sometimes goes off and rides but would ride more if they had safer and better facilities is really your target audience for most of your projects and your planning if you if you design it and plan it for them you will

Really be be meeting the needs of of all cyclists both advanced cyclists and even those um that are maybe less skilled or just starting to bicycle certainly though for experienced cyclists prefer to be on the streets many of them are on the roads even if

You build um even if you build uh bike paths and many of them will be in the road and mixing it up with cars and that’s something to to remember plus also people who don’t drive and maybe who can’t drive either by choice or because they don’t own cars is

Another type of cyclist the teens people who don’t have driver’s license and many people who are lower income don’t have a choice and the bicycle is their form of transportation that’s how they get around and those those types of cyclists are all over our communities as well

That’s important to understand as we go forward with this discussion so i want to talk a little bit about um how bicycling promotes healthy communities and this is a this is an emerging trend in communities all over america um is the obesity epidemic and how can we get people out and moving

Cycling is certainly a way that we can do that and bicycling keeps people healthy it promotes active living it’s a way that that people can get on their bikes and run errands um it’s bicycling is much more than just recreation it’s it can be transportation if you have make

The facilities for that available and it’s inexpensive certainly a bike is 30 times less expensive to buy and maintain than a car that’s that’s kind of a no-brainer but it really is true and even in now in these past economic times cycling is becoming much more desirable for people that just

Want to save money as well as have a healthy lifestyle so um many of you might have seen these um these centers for disease control maps i just have four of them here but um it’s a way to really show that obesity is a is a skyrocketing issue in

The u.s you know we can certainly see how it advanta has advanced since just the mid 80s and has become a real um epidemic in the united states so much so that that whole funding sources and staffs at departments of health are really focusing on this issue

And it’s something that really needs to be dealt with and cycling is one way we can do that so what are some of the health benefits of physical activity and cycling there are certainly strong evidence that proves that that cycling would reduce your risk of early death certainly coronary heart

Disease and stroke getting out and moving deals with high blood pressure type 2 diabetes certainly cancers depression i know when i when i commute to work um i am certainly in much better way to start my work day than if i were to to drive my car um it just makes me

Feel good and i think that that there’s a definite correlation with that cognitive decline and um and falling in older adults all these things getting out and moving and cycling can can play a piece of that in providing these these health benefits so the one one thing i think is important to

Understand is that there are certainly um guidelines that the federal government puts out that bicycling can help meet these physical activity guidelines um are put out by the department of health and human services we’ve had these out now since about 2008 um the idea is that we we need to at

Least get out for 150 minutes a week of moderate intensity activity or 75 minutes of highly aerobic activity and the interesting thing about this is this doesn’t have to be all at one time it can be spread out over a week into 30 day or 30 minute periods even during

That day it can be three ten minute periods um so the idea is is that getting on your bike and running to the grocery store or even um you know just running drive riding around your neighborhood starts to meet this this um this need um so how does bike lane

Bicycling improve health status certainly you can provide daily travel and recreation it can meet those guidelines it can be integrated into our daily lifestyle if those facilities are available to uh to to facilitate that and that people feel comfortable out on their bike and we’ll be talking about that later

And obviously more people biking can help control health care costs and reduce obesity and chronic disease this is a huge issue and workplace wellness where we’re finding the trend that that businesses and industries are seeing that getting people healthy and even getting people out on bikes it helps our bottom line and there’s

Proof to this and more and more communities are even getting into uh promoting bike commuting as a way to create to improve the health of their employees um so a couple things uh here just some statistics in in indiana the the obesity attributable health care spending is is

Very high it’s even this was in 2008 it’s even higher now it’s over 500 per adult across the entire state and just uh just three hours a week can reduce a person’s risk of heart disease by 50 percent um and it’s amazing that that just just putting some of this

Activity on bikes as part of that can really have an impact and and finally this is an interesting little chart that um that john pooker who’s uh he’s he’s a bicycle advocate he lectures on bicycling from rutgers university put this together and it shows uh usa is on the far left

The green dots are um our percent of of active transit which is biking and walking the red line is obesity so you see u.s has a low rate of active transit a high obesity rate that’s even higher now than 25 percent um but you see as you go through some of these

International communities the higher the rate of active transportation the less the rate of obesity and there’s a there’s a direct correlation to this um and this is a great chart if you can use this in your efforts to really show and prove that there is a direct correlation to getting people moving in

Transportation active transit and the impact on their health so with that maybe some thoughts about the netherlands all of us have heard about what the netherlands has have done with cycling at one point they were like us um after world war ii they were they were a car dominated culture but they

Embraced this idea of cycling and you see where they are now certainly these images show people out riding um many of them don’t wear helmets which is a whole other issue but it’s a very safe environment it’s it’s a whole different culture in that respect people have

Their kids on bikes i think this is a prime minister who regularly rides to his office as an example for the rest of the country and some of these images show people using petty tabs riding in work clothes to work carrying musical instruments their pets you know it’s just part of their life

And and in many um us communities are starting to discover this and you start to see hints of this and i think that’s a good sign that um this this country has taken this route and has made major changes in her culture around uh cycling yeah you know pete i had the uh

Opportunity to to live in the netherlands six months or so while i was studying and i mean i’ll tell you right away just for anecdotally i dropped 20 pounds uh in almost a month uh in living over there and it was the same with all the other folks that came

Over from both the united states and and canada just because the lifestyle is so different and you don’t realize how much physical activity you’re getting in just in your daily commutes a lot of walking and bicycling that you don’t even notice as part of your lifestyle and just moving around

Everything is so convenient over there uh but i mean it’s definitely a healthier culture and uh their health care costs are a lot lower than the united states because of that right and as i said the interesting message is that this didn’t just happen by itself um it

Was a it was a government mandate that they went through and it took them a long time and they’ve just started a lot earlier than we have and there’s no reason to think that we can’t get there and i think that’s an important part of this message too is that

That it is attainable and it’s just something that we the communities have to do in a very proactive manner so what are some of the trends in the united states now we’re going to go through some some of these ideas about bike lane innovations um uh how some some signals and um

Traffic management issues with bikes how about bike commuters how can you commute to work and use bicyclist transportation um and then end up with a talk about cycle tracks which are very specific type of bike facility in an urban setting so first of all to set the kind of

Framework there are many standards for cycling these national standards and guidelines that planners and engineers and public officials use even bike advocates can use these to a large extent um the the asto standard is is we want to talk about those are there are a couple of these one is the um

Is the green book the geometric design of for highways and streets this is an interesting standard that the if you don’t know what astro is it’s the american association of state highway transportation officials and um and this came out in early 2000 it’s the idea here is this is the green book

That engineers use to to figure out the geometric layout of roadways and bicycles are part of that um the one of the important pieces to take from this is many times you can reduce roadway uh road lane widths to accommodate cyclists many roads are over designed

And they’re in their lane widths and in the correct settings you can reduce those and find room or lost space that you can put bikes bikes in the next one is another um astro standard uh basically you know obviously those of you that that are engineers or work with engineers know

That the ashtow green book is is very much the the bible when it comes to a lot of transportation planning and the design of road facilities and in the mid to late 90s ashto finally came out with a set of standards for bicycle facilities and and the green book for bicycles

Developed in 99 is still in place for setting a lot of the standards for federal funding projects when it comes to designing bicycle facilities but but these these guidelines have really started to stagnate as communities have developed innovations well and above what we were talking about in the 80s

And 90s that were embodied in this manual ashtow has started to update this process but it has stalled a a number of times in the meantime one of the other bibles in terms of traffic signal devices which is also extremely important when you’re planning bicycle facilities is the manual uniform uh traffic control

Uh devices manual uh the mutcd and uh this uh basically was just updated in 2010 a lot of the states are currently in the process of adopting uh the new version they’re supposed to have that complete by the end of this year but the new version actually does embody

More in terms of some of the bicycle facilities signage and lane markings that are starting to become more standardized across the u.s and pete and i will talk a little more about those as they apply throughout the presentation now in the in the absence of of really ashtow being able to update their

Standards there’s been a number of states that have adopted up updated guidelines for their state departments of transportation that includes a draft manual here in indiana wisconsin has an absolutely exemplary uh type of a manual that that i actually use as a set of guidelines here but nacto which is the uh

National association of city transportation officials has recently come out with a new uh manual that is just absolutely amazing in terms of detail guidelines as well as illustrations and i would urge you if you’ve not gone to the website nacto.org that you take a look at that this is a

Free publication to be able to download and uh it has a lot of great information on a lot of the new facilities that are out there that communities are starting to implement okay yeah the necto guide is really user friendly too it’s it’s uh it’s useful for engineers but it’s also

Used for useful for lay people and bike advocates it has a lot of great computer graphics it’s filled with photographs that you can use and uh it’s very user friendly it has both electronic version and a pdf version now available so now we want to talk about what what

Are some current approaches to a bike network in terms of bike planning and certainly bike route systems uh bike lanes and rail trails and greenways are the traditional ways that the communities have been approaching bike networks and we want to talk about those those a little bit i think the the idea

Of uh bike route systems um many times communities that’s their first things they do and that and that’s very useful they identify bike routes and they sign them with with signage and many times those bike routes may or may not have markings on them and it’s important to understand many roads right

Now may be appropriate for cycling and that’s and that’s a great start identifying those roads that are typically low volume have plenty of pavement width and and are suitable for cycling and those can become a bike route system or your initial kind of planning effort maybe

Then it seems like um and rails trails also play a role as kind of a backbone of your network system many communities have rail trail networks now and if your community doesn’t have one sometimes it’s seen as well why don’t you it’s such a uh a ubiquitous thing and and people

Take them for granted sometimes but the thing is with rail trails and greenways they don’t go where everyone wants to go um certainly they’re great as a as a backbone or as your primary kind of bike a thoroughfare but cyclists want to go other places too and

That’s where bike lanes come into play so many times then bike lanes become the next step in communities is figuring out well how do you get from your home on a bike to the trailhead rather than putting your bike on the back of your car and driving to a

Trailhead to ride on a trail wouldn’t it be great if we can just ride our bike to that trail and either recreate or use that trail to maybe go to my next bike lane and go to my destination wherever that may be so i think that’s where

That’s where many communities are now is the next stage of development to figure out what is that network and grid of bike lanes and systems to get around town well we’re really going to focus a lot of today on the innovative on-street uh uh facilities and some of the the

Demand management side uh that goes along with that because as pete talked about trails and greenways you know if your community has not developed these yet you’re probably behind the eight ball uh but these are great systems and we’re not going to get it much into cost

But these are systems that are extremely pretty expensive per lane mile uh to develop and when pete talked earlier about targeting the the recreation and the casual riders a lot of times improving your roads for cycling whether it’s creating a safe shared use facilities on the roadway or bicycle lanes

Actually helps move some of those casual and recreational riders onto your on-street facilities that can be constructed as linkages throughout your community at a fraction of the cost of trails and so you really want to think about how all these systems can come together as a part of a larger

Network and do a bike plan that really looks to spend get the best bang for your buck in terms of expanding your bicycle facilities right and just just real quickly one one interesting thing that’s emerged is is um is is bicyclists are kind of indicators of bike friendliness and especially women on bikes

Are the biggest indicator of how your community is doing there’s some research that’s available now that shows if you can get women to ride bikes and get an increase of women riding that really shows that your community is increasing and there’s been a lot of increasing in

Getting people on bikes um and that’s a lot of research has been done on that because women are typically risk adverse in terms of cycling um and uh and that’s another good target audience is is making your bike facilities comfortable for all users and including women so next innovative

Bike lanes we’re going to talk about a number of these including bike boxes colored lanes floating lanes buffered lanes and uh contraflow lanes which are bike lanes that go against traffic which is a little counter-intuitive um but there there are places for all of these things we’d like to upset the engineers

With that lap yeah and that’s that will raise your eyebrows in your communities but there are there are places where they are appropriate and it’s been proven that these these things really work um so colored bike lanes are something that have been used in europe in a long time

And starting in in many communities but a lot of communities it’s a new idea on how to use paint um within bike lanes to to help alert motorists of cyclists and also show cyclists uh where to go in a lot of cases here in the united states the the the colored lane markings

Are used especially where you would want your facility to pop uh if it’s a more congested intersection uh if you have a lot of information that a driver is trying to process at one time but you need to make sure that the bike lane is one of those

Priority items for them to process adding some color to the bike lane can can really help this can also help in pedestrian congested areas because it also makes the pedestrian more aware of the bike lane so you can reduce pedestrian bicycle conflicts we’re all which are also are a leading cause of injury

For both the pedestrian and the bicyclist you can see here uh communities throughout the united states have experimented with uh various different colors uh to varying degrees of success from uh cranberry to to blue uh to green uh to mauve you name it it’s but basically as of late federal highways has

Determined that green is the new black so this season green is really what we’re going to be seeing in terms of bicycles they’ve made an advisory ruling now that you will no longer have to seek experimental status for federal funds i would be using for colored bike lanes

As long as you’d be using the green and most of the major cities including new york city indianapolis has just selected as well have moved to the green standard the reason the other ones aren’t used is because they’ve been either selected for purple for example is now for hov and toll lanes

The blue they’re concerned about the conflict with accessibility uh so basically that’s that’s why they selected the the green standard and you see those a lot where you have lane shifts where bike lanes shift at intersections where you might even have just a piece of it painted to show the driver and the

Cyclist that the bike lane is shifting to a through lane say at an intersection bike boxes are another uh another interesting thing that incorporates painted pavement as well as um trying to get cyclists up to the stop bar and intersection actually in front of vehicles it’s kind of a

There are many communities are starting to do this in the united states but it’s still not a common thing that you see very often here it’s one one advantage is it creates this it increases visibility of cyclists and it eliminates right hand cut off many um many accidents are from turning

Movements of cars as they make right turns into cyclists that are going through intersections and that’s a primary way that cyclists get hurt so this is one way to get cyclists in front of cars and let them go through the intersection first it’s combined many times with a

Short cycle phase of your signal phasing and again it does although it does eliminate the right turn on red option because if the if there are bikes up there you know certainly cars can’t go through and make a right turn on red cambridge massachusetts was one of the first communities to start integrating

These they’ve done that with with a lot of success we’re starting to integrate those here in indianapolis as well you can see though that it does create a situation where the the stop bar for traffic is uh further behind the light that a lot of engineers are typically

Comfortable with but you have to remember that the bicyclists would basically count as your first car going through that light so it still does allow for that intersection to be clear for the oncoming traffic next is um is raised in contraval lanes the raised lanes um this example here is

Shown at an intersection to also has a traffic calming effect and contra flow lanes many times are used in urban settings where you have a series of one-way networks and as cyclists especially commuting cyclists in urban areas we want to get places at the same convenience as vehicles but many times

That is uh you can you can make it even more convenient for cyclists by providing access through these one-way networks because it’s difficult in one-way networks to get to where you want to go as a cyclist many times you have to go out of your

Way a couple blocks and on a bike that takes a lot longer than a car so contra flow lanes make it easier for cyclists to get through these kind of one-way networks uh in a lot of cases though obviously state laws and and city ordinances would need to be adjusted for

Some of these to be able to be legal but you have to look at how pedestrians and bicyclists for that matter interact in terms of finding the shortest route for spaces and pete’s exactly right because of the amount of energy expended to go out of your way

Further which can add 10-15 minutes to your journey in some cases this can sometimes provide a better option oftentimes these are installed for example on the right is in boston massachusetts these are installed typically on low capacity streets with with low speeds and often after studying bicycle traffic

And seeing a lot of illegal contraflow traffic they will go ahead and install of these to basically already adapt to how the traffic is moving along the street anyway the the race lane on the on the left really goes along with a lot of traffic calming today

Just like you would have a raised crosswalk this works in the same manner uh by reducing vehicle speeds by 10 to 15 percent and slowing that uh slowing that approach very similar to a speed table the next is is shared lanes with transit and um many times along along transit corridors

You have extra right-of-way where you can get a bike path many times there might already be a bike path there on a rail trail corridor and then that corridor opens up for transit use which is going to be the case um here in indianapolis in the future um but but

Bikes and transit can co-exist many times it has to do with the speed of that transit the the minneapolis version on the left is um kind of a light commuter transit and if you look at that the only the only barrier between those two is a three strand wire fence

It’s it’s really not a big issue and this is a very heavily commuted corridor um right going into downtown and uh and it’s it really works very well and obviously the the switzerland example is these on-street transit cars are mixing it up with pedestrians and cyclists and it’s very

Compatible so it’s something to look at as you’re doing your transit planning to make sure that bikes can coexist with transit buffered lanes are another issue and these are where you get maybe bike lanes put in on a higher volume roadway and maybe a little higher speed

Um the idea is is is to provide a little extra space between the uh the the bike lane and the cars to help really bring that level of service or that comfort level up so you can attract casual cyclists and many times with that little bit of buffer

You might get someone who would feel comfortable on that and that if you didn’t have the buffer they wouldn’t go out there and use it um so there are certain times where the buffered bike lane would work not all cases but again if it increases the comfort level and

The amount of the number of people that’ll use that facility and you have enough room that certainly is a good example and both of these pictures are from new york city and uh this is uh broadway uh in both of these pictures uh that this was their first attempt at installing a

Buffered bike lane just due to the sheer amount of volume that broadway carries through manhattan and it’s been met with a great success and new york city’s bike network has really expanded and made a very significant mobile shift uh for bicyclists within the city you can see also that they’re augmenting some of

Those buffered areas with uh reflective barriers as well for some added protection the next is talking about floating lanes and this is kind of interesting where you have a a corridor maybe a major commuting corridor that has has parking on the street during certain times but during commuting times parking

Is not allowed on the street and in that case you can find an opportunity to put a bike lane in there when parking is not allowed and have a bike lane next to the curb a typical bike lane situation and then when parking is allowed that bike lane actually floats out

Outside the parking realm and right next to the parking and there’s some interesting kind of technology the technical things where you have to get your dimensions right you have to get your your striping right but these floating lanes are a way to really accommodate both on-street parking and cyclists on key commuter

Routes coming into your community these really work best in shared parking situations such as residential collector streets when you’re not going to have a lot of parking during commuter hours the same with a lot of entertainment districts where your parking demand is going to be after commuter hours

So you really allow the shared use of the bicycles during the commuting hours and the parking during the non-commuting hours this is the embarcadero in san francisco where that takes place and you can see the lane striping here to where during the nine commuting hours you see the bicyclists

Going to be outside the parking during commuting hours they will not allow the parking in this area and the bicyclist would actually be in in the lane next to the curb and you would have an additional through lane of traffic hello hi are you in the parking lot

Okay yeah this is uh we’re now going to talk a little bit about retrofitting bike lanes um many many of your communities one of your biggest ways you can make gains is to retrofit obviously um uh roads are already built out and you you want to get bike lanes on those

Roads so retrofitting is really a good way to do it and it’s kind of low hanging fruit in a lot of a lot of times certainly those bike lanes are can can be put in during capital improvements during resurfacing if you’re going to be going in there milling and resurfacing and re-striping

Anyway you can retrofit and get those in there you’re doing a storm sanitary storm sewer work that may be along your curb line that’s another way to get these put in and it’s uh it’s a really good way to find lost space as we talked about and especially if you can re-stripe

Look at your lane widths and be able to get a bike lane in and uh and just spend some some money on paint and get that done uh certainly some design you need to invest in design as well to make sure that uh that it meets

All the ashto standards um the part of this is finding and identifying current routes uh that bicyclists use to to uh to prioritize those as retrofit as low-hanging fruit and again making sure that you field check their cross-sections find out what the existing lane widths are where are your

Transit connections to make sure you don’t have conflicts there look at your traffic counts look at the types of traffic how much how much say truck traffic and even delivery traffic you might have i know sometimes you retrofit in areas and you may have delivery trucks wanting to park in those

Bike lanes that’s going to be an enforcement issue and it’s good to know that ahead of time so you can work with these delivery agencies to make sure that that they know they’re going to change the way they do business all of these things come into

To play on these retrofit but they can be some of your best and earliest bike facility construction efforts another kind of issue is to identify hurdles and pavement and certainly the pavement condition lane widths drainage railroad crossing medians all of these things you’re going to have to look at as well but they’re

Certainly easy to deal with once you know what they are and and work with your design engineer during designer best would be pre-construction for your striping layout change so they know that they’re going to be um be striping for bikes as part of the design criteria and that that those pavement markings

And signage are all going to be part of that design effort so here’s an example of retrofitting bike lanes this was in in indianapolis one of our major thoroughfares that goes through downtown and into our downtown campus for uh indiana university purdue university before it was a basically a um a two-lane cross-section

With with parking and we were able to to to get a bike lane in there and just re-stripe and i don’t even think that was a repaving effort it was more of a re-striping effort at that point and uh we were able there was enough

Room to be able to re-stripe and make it work during the during the initial uh studies on this they actually used regular paint to do the re-striping as they went back through and preparing for the hopeful super bowl that that indianapolis may may host assuming the nfl lends their lockout

Basically they’re going to be regrading milling and regrading a lot of these roadways so they’re coming back as they do that and using a thermoplastic inlay that actually stands up and and over the long term is much cheaper in terms of maintenance and has a better visibility

But you can see here that the lane sizes were rather excessive so this was a good example of a road diet to where you aren’t reducing the volume of the street but you actually are slowing traffic traffic calming by reducing the sizes of the lanes and still being able to add in

The three-foot bike bank right and that was a one-way facility so there was room to uh this bike lane is only on the right-hand side on that one this is an interesting example from england it’s they call it an advisory lane on a rural road this was between

Two villages that had a lot of bike traffic going back and forth on this rural road and before you could see there were relatively narrow kind of inconsistent shoulders um that is the two-way facility and what they did is they went ahead and striped um dashed bike lanes

And kept a a a single wide travel lane and you kind of while if there’s no cyclists in that bike lane you can go you can be in that bike lane to the edge of the road striping and two cars can pass but if there are cyclists you have

A decision to make and you have to slow down and avoid that cyclist and the oncoming traffic does as well it’s kind of a you know this this would be difficult to make to happen right now in the united states but it is an interesting example how

They were very creative in in how to bring bicyclists and cars within uh this this very kind of important roadway for them so shared roadways with with bikes are a very popular way to to use to get get bikes um identified on a roadway in in a setting that is typically low

Speed and low volume for cars and they’re called sharrows and many of you probably have seen these in your communities it’s basically a chevron with a bike uh marking and with some with some paving or i mean with some signing and the idea is is to to make it aware to the motorists

Primarily that bikes are going to be here many times in these urban areas even if you just did signing with a bike route it’s not going to be that apparent for for motorists that bikes are going to be here pavement markings are really the most effective way to show motorists

Or bikes in the area and it also um shows cyclists how to align and ride in these areas especially on the lower left hand where you have on-street parking you’ll see where the chero is actually aligned to to give a to to show the cyclists that they can take the lane

If they write if they ride right down the middle of that chevron you know they’re going to be in the lane of traffic it also shows them that they’re outside of the door zone for that car that’s going to be opening a door so it gives you can actually help channelize

Bike traffic with these shareholders also uh city of denver was actually one of the first cities to to use the cheryl and they actually use it in their urban area and they work really well for urban arterial corridors to where they are higher volumes but very low speed

Traffic and it really does do a better job than just share the road signage itself in terms of alerting the driver to how important it is that bicycles are sharing that area another added benefit especially in the urban areas especially when you have the urban riders that

May have to use bicycles as their primary mode of transportation often those are your wrong way riders and education and outreach programs can go so far and i think most communities need to do a better job we’ll kind of talk a little more about that later but at the same time these pavement

Markings also indicate to the bicycle uh which side of the road and which direction they should be riding um they’re also used uh another form of kind of shared roadway are these bicycle boulevards this was a term that was kind of coined in berkeley and um in in california about

In in campus settings to show that these are these are roadways that are expected to be shared between automobiles and bicycles and uh there’s a lot of different uh methods to to make these roads accommodate both vehicles and cyclists and the the graphic on the right shows a plan of many of the

Typical kind of tools they use many times it’s pavement markings many times it’s um it’s uh traffic diverters at intersections to allow bicyclists through but to divert traffic um this one the image on the lower left shows that the right turn only for for cars but cyclists can go straight through

And that’s very important to allow those connections for bikes but is slowing traffic uh and managing traffic for vehicles in these neighborhoods um and other other campuses i know um in indiana university is looking at incorporating some bicycle boulevards and cheryls and maybe some some of these

Ideas in and around their campus it’s a very effective way to channelize bikes and cars and make it safe for everyone i forgot to mention one other item with the shareo is the 2010 mutcd does adopt the cheryl as an official street marking pattern so you no longer have to seek

Experimental approval for for its uses in your states adopted the new mutcd uh it includes the uh the uh the on the ground uh pavement marking as well as the may use full lane uh sign that would be used uh in conjunction with the pavement market okay

Next we’re going to talk a little bit about bike signals and um and cycle tracks and bike signals are something that’s been used in europe for some time and starting to see a need for this and as you start getting higher volumes of cyclists many times you there’s a need to

To get cyclists through intersections with their own signals and their own timing phases and it’s really a function of of the volume of bikes that you have at intersections to make it safer for cars and here’s a couple of examples that show you know typical separate signals

For bikes or integrated signals on the signal poles um uh for vehicles and they’re they’re now are starting to in the united states uh starting to emerge um standards for this yeah uh on the on the left uh this is a fully separated phasing uh for bicycles uh this is in

Hernigan netherlands uh so you can see that they’re dismounted and waiting for uh the green signal uh on the right uh this is on uh jane jacobs away in uh in new york city and uh this is uh not a separate phase signal but similar to what they’re doing for transit uh this

Is kind of a a jump ahead where they have a uh a protected green that allows the bicyclist to get out ahead of the remainder of the traffic okay next we’re going to talk about cycle tracks cycle track is kind of a new term that if you haven’t don’t have one of these

In your community or haven’t worked with them you may not be aware of it but it is it is a um it’s a facility that basically identifies um a an area for cyclists that is that is very well defined many times it’s either on atop the curve or

Below the curve or separated from a raised curve from traffic um and it’s it’s this has been used for a long time in canada uh in europe and in the netherlands and we’re starting to see these starting these are emerging in the united states as a way where you

Create again a facility that is very comfortable for casual cyclists when you’re in these facilities on these cycle tracks you’re typically separated from traffic in one form or another and and you feel it’s very comfortable you have um at intersections uh the the crossings are very well marked

You have typically typical signals that go along um maybe with some of the bike signals that we have shown and they’re very well signed so again if you want to get casual cyclists in also in specifically an urban setting cycle tracks are a good way to go

It should be noted that there are some issues with cycle tracks though because of the fact that a lot of our recreational casual science cyclists have kind of grown up exposed to the rail trail and the greenways which are completely segregated facilities a lot of communities have gravitated more towards

Cycle tracks or also known as side paths uh in their community to follow roadways and there are some drawbacks to these types of facilities one is going to be cost number two is uh depending upon the number of uh streets that would cut across the side path you can actually see an increase

In the number of accidents and so sometimes side pass may be a great opportunity especially for higher speed roadways where you don’t have a lot of cross cuts intersecting streets as well as uh in other areas such as rural highways but they may be drawbacks uh to where bicycle lanes may be safer

For recreational uh cyclists in other areas especially where you have uh on street parking and a lot of other issues and we’ll kind of talk about making some of those decisions yeah and it’s important to know for bike commuters especially sometimes they may want even though you

Have a cycle track in an urban area or a side path that they may want to ride in the street regardless especially if there’s a lot of pedestrians or or slower riders and they’re on a mission to get to work or to go to their destination they might want to mix it up

With cars and and and i think it’s important to allow cyclists choice and if you do have a side path or a cycle track don’t make it an ordinance that people cannot still ride in the street if they choose to and i think that’s important for the cycling community now commuting facilities um

These are starting to pop up all over the country as there’s an increasing need um and demand for people who commute to work or to to downtown or suburban locations to have places where they can park their bike securely even outside the weather that they can have a place to take a shower

They can have a place to even have their bike fixed if they have a problem and and it’s really a way to promote people for using their bike for transportation certainly bike stations or bike commuter hubs are are a way to do that and and they also many of these provide bike sharing

Programs where you can rent a bike kind of your traditional bike rental or you can even um share a bike uh and and check it out for a certain amount of time bring it back there’s lots of uh interesting things happening around bike commuter facilities

One of these is um i want to talk about also then is bike parking how how do we then deal with with all these bikes we get all these people on bikes in our communities where are they going to park certainly that’s a big issue this this

Uh this bike on the left i don’t know if that’s really a true commuter that carries that many locks with them i think it’s more of a political statement um but certainly the one on the right this is a true you can really see a true need for

All this parking um and we can only hope that someday we might have that need uh certainly um interesting kind of examples in in taiwan and tokyo this idea of looking at underground bike parking people are really starting to think about this and how do you

Get uh get all these bikes organized and parked so so more people can can ride bikes these these uh these two level bike racks on the left are very effective and many people are starting to use these in in enclosed spaces as part of bike commuter facilities um

And uh and many cities are doing this already minneapolis has one the one on the left is um is is a facility uh in in minneapolis that is very it’s very well used there’s a bike shop in there there is a coffee shop they have showers

And it’s very heavily used on right off one of their major greenways then from there you can go in and walk right downtown or wherever you need to go it’s right next to a major medical facility of a hospital certainly on the west coast all over the country these these bike

Community commuter facilities are are starting to uh pop up and here in indianapolis we’re just getting ready to open the door for a facility that’s over 2500 square feet it’s a shared facility being shared with a local ymca so it’ll also have have fitness classes and access and areas so it’s

Sometimes uh finding partnerships with uh with other organizations like ymcas uh you have shared kind of interests and uh you can also do a shared management where in this in indianapolis the y is going to manage part of it they’re going to contract out the bike shop to another

Group and we’re really able to make that work right downtown and it’s an interesting kind of private public partnership as you’re planning for cyclists even if you’re not a cyclist yourself it’s it’s really important that you understand the needs of the various different user groups when you’re looking at any kind

Of transportation demand management strategy such as bike parking or in this case the bicycle commuter facilities unless you have 55 to 60 degree weather year around and it and it doesn’t rain in your community if so please let me know basically you know cyclists are going to

Need a place to store clothing uh typically locker uh facilities uh they need a place to securely uh store their bicycle uh they would prefer to have facilities that they can store them out of the elements these all become extremely important for commuters that are looking at at more than just recreational rides

As they’re commuting and so in this case a lot of these communities encourage as part of their demand management programs for companies to construct and build these types of facilities uh at the places of employment uh but smaller employers may not be able to do that and so these uh

Public facilities uh help service those smaller startup and small businesses that would like to see some of their employees commute by bicycle but may not be able to have those facilities themselves okay um next we want to talk a little bit about bike bike sharing programs and

This is the something that uh that’s really coming online pretty fast in the last two years many times these are community-wide programs that allow people that even if they’re visiting the community to have access to a bike or if you’re residents as well um paris they’ve done these in in europe

And denver canada uh washington has a great pilot project that’s that’s going on right now um and the um um these many of these also started first with corporate or limited programs and uh human and a corporation in louisville which is uh which is a health insurer um

Has has really done it for their own resident for their own employees they had a bike share program right out in their front door it’s very visible it was very much of a way to show the public how they value getting their employees on bikes it was

So um popular they had to open it up to the public and now they have a public bike share in louisville that’s being um this is being spearheaded by humana tucson the one on the left is actually just a very small bike share where they had

The the city bought a bunch of bikes they kept them in their in their facilities garage and they rented them out with a sign out sheet it can be as simple as that or it can be as complicated as um or or as maybe organized as a uh

As a pre-designed kind of almost like a bike vending system but whatever works for you you can do it in any number of scales it’s very scalable yeah paris’s program is now a full bike vending system where you can drop the bikes off at any of these facilities

They’re equipped with gps so the the company that manages them can go around and locate these bikes as they move throughout the community and this shows you some of these bike vending systems um that are that are very becoming very popular and they’re very proven um this was experimental as

As recent as five years ago and um it’s really proving itself to be a very effective way for communities to to um to use these systems and and make them very viable and they’re also a tourism tool that if you have conventions coming to town people can

Can use these bikes and and can get around town so another um thing that’s that’s coming up and providing around comprehensive bike planning is the new national bike route network um this is something that is is being developed um and is something that’s kind of ongoing now i believe that ash

Toe has has adopted this network plan and they’re in in the in the throes now of implementing some of the priority routes this is very exciting for people for touring cyclists and and also for communities that are on these routes to accommodate these cyclists as they come through their communities

This is going to be a it’s a long-term vision and it is one that is ongoing right now in terms of very detailed route selection um and it’s uh it’s it’s great if you can get online and look at that map um it’s something that is if you’re if it’s on if your

Community is on that route take advantage of that certainly now we want to talk about comprehensive bike planning within communities many times these are integrated into local comprehensive plans and transportation plans sometimes they’re started by the department of public works as almost a capital improvements plan for bikes and

Then integrated later on every community has to kind of figure out where they are and what works best for them and the the main thing that that that we have seen is uh that having political buy-in from from the top down politically is very important it’s difficult for bike

Advocates to do a bike plan you really need the support of the mayor of your political um and your planning kind of infrastructure your mpos everyone really needs to be on board with that and um there are many many strategies to make that work and um and everyone kind of has to

Figure that out as they go forward but certainly one way that’s worked in is statewide bike raw plans many states have done this and a lot of this has been kind of started through tourism these bike route plans are are very popular for touring cyclists that will go to a

State they get a hold of these and um and they spend weeks touring through through states these also become very important even for regional cycling for people that want to go in state for from destination to destination and if your state doesn’t have one of these yet

I think most states are going are going to and there’s starting to be a demand for states that don’t have this to start doing it so i want to talk a little bit about the planning and how how the league of american bicyclists uh 5es start to really get into our planning efforts

They have the the league has a very organized bicycle friendly community designation program and you can use those five e’s to leverage your planning efforts especially if you get your mayor on board and this is a picture of mayor ballard in indianapolis that has within the last two years become a

Bronze designated bicycle friendly community and that really made all the difference to our mayor to understand the importance of bike planning indianapolis had done a bike plan in the past and was was doing many things but once we knew and the mayor knew that they could get a national designation as

A bicycle friendly community they could get this plaque they could get some press for it um that he became much more interested in it yeah and and now we’re competing with other midwest cities like columbus we’re competing with other uh other indiana communities and that competition is is

Really what this whole program was about so it works very well to get kind of the political leadership on board with bike planning not only did he focus on on the the big e of engineering uh which is what we’re doing today but the education encouragement and enforcement was also

Very important he hosts an annual mayor’s bike ride every year that highlights a new facility that has opened in the community and is is led by the mayor it’s only uh about 10 miles long so it’s targeted towards your casual cyclist he started training metropolitan police officers to start

Issuing citations to bicyclists as well as to motorists who violated the bicycles uh spaces as well as bicyclists who violated the law but that was first started uh with an education program uh so both motorists and bicyclists better understood the traffic laws before they move towards the enforcement mechanism so these are all

Things that the city is doing in terms of the other ease which are just as important policy aspects of the bicycle planning as as the engineering and facilities and it’s important to know that you know indianapolis is it was like many american communities where car has been

Car dominated for many years but it started through this planning effort and these maps start to show kind of a um really a capital improvements plans for bikes that really started to kind of set the stage for all this the first two years you start to see some some major kind of

Spines of on-street bike facilities that are going um the next two years you start to see it expand to some some maybe east-west routes the downtown is right in the middle of this map so we’re starting to get more kind of east-west routes other than the spokes

And you start to see the next 10 five years more of those and the next as we go forward to a build-out then you start to see um more north-south routes outside of kind of the downtown spoke areas and you start to see a grid develop of bicycle facilities just like you have

A grid for vehicular facilities and um and many communities across america are starting to do this kind of planning um where we are presently right here um so you can see that we haven’t got uh to where we want to yet in the next 10 years but certainly this was part of our

Initial planning efforts that really was spurred on by by getting that bike friendly designation and um and really started pushing all this through so certainly if indianapolis can do it many communities can do it some of the funding mechanisms um that that we have looked at certainly capital improvements funding for transportation

Your regular transportation dollars uh we’re seeing now funneled more to include bicyclists where in the past that wasn’t necessarily so also the idea of using environmental funding funding for um for sewer improvements and those kind of things if a bike facility can be associated with that if they’re gonna be

Tearing up the pavement um for environmental work um and for our for our combined sewer overflow project which is a billion-dollar public works project bicycle bicycle facilities are going to be incorporated into that as well certainly enhancements transportation enhancement funds have been used department of energy money um air quality funds

And other funds we’ve been using all of those as packages of money to make this work and we want to talk a little more about how we’ve looked at integrating some of these facilities into an urban setting and we’re going to move a little to speedway indiana which is an excluded

Community that is completely surrounded by indianapolis but it’s just west of downtown and includes the indianapolis motor speedway which is a which is a little track that we have here in indiana that they race a few cars around every year it’s getting a little busy

There about uh this time of this time of year right now basically the the front door entrance uh to this area though that has an international visitors coming in from from all around the world uh uh really was kind of a 450 acre area of uh old

Industrial and blighted land and so the the town of speedway really looked at creating a complete streets approach to their redevelopment which focused on pedestrian and bicycle transit within the area to link their retail main street with a lot of the new industry and commercial that they wanted to attract

So this is the indianapolis motor speedway here to the north and this is the redevelopment area as it stands right now this is the old historic downtown main street which basically was a large museum for a good period of of its existence and is now just starting to see a

Resurgence and really the plan uh looked at taking some major arterials and collectors and really retrofitting them with better pedestrian and bicycle facilities as well as connecting into the regional uh uh rail trail network as pete mentioned as serving almost as trunk lines or or the backbone of a more integrated uh system

So as you can see here here’s part of the pedestrian plan that was developed as as part of the overall redevelopment plan for the area that really included connecting pathways uh sidewalks and and bicycle lanes uh tying in main street with with the regional ar arterials and really creating that complete

Streets approach which had integrated bicycle facilities pedestrian facilities uh all within a downtown area this is a main street as as had existed at the beginning of the planning process this was basically a civilian drag strip right next to the track that’s allison automotive there to to the south

And their manufacturing facility and basically speeds would reach 50 60 miles an hour along here with almost 18 foot lanes and and the parking space so there really was i saw this as a great opportunity to work with in terms of really retrofitting a road gia plan and having the opportunities within the

Right of way to put in great bicycle and pedestrian facilities and so really this is some of the enhancements we wanted to look at in terms of traffic calming uh to slow traffic down more on street parking the the use of bump outs raised intersections but then also really integrating the bicycle

Facilities and we looked at uh on-street bicycle lanes we looked at sharrows and we looked at the cycle track facilities and the advantages and disadvantages of both this is the typical section that we finally came up with in which case we were able to reduce the travel lanes

Maintain a lot of the on-street parking increase the amount of space for pedestrian activity on the sidewalks low-impact development principles as well as being able to put in a uh full contraflow uh cycle track and now uh i as you heard me mention before there’s advantages and disadvantages of cycle

Tracks and whether or not that was the best approach in this situation and uh kind of go into some of the reasoning in this case study as to why we chose that and what are some of the other facilities that we did look at so some of the alternatives

That we looked at first of all was the use of sharrows and more of a shared road facility but we felt with we were hoping to increase the amount of traffic to about 16 000 uh cars daily and uh that really started to uh create a problem in terms of on-street facilities although

It would have still functioned rather well but we really had to stick with uh angled parking on the street to be able to maximize the amount of on-street parking we just had to look at the fact that indianapolis is a very car dominated environment we have a very low

Mobile shift here and at least in the short term allowing enough parking for the kind of build out of residential and mixed use that we wanted to see around here was going to be very important to maximize that on street parking that because of the angle parking that

Creates a very difficult scenario in terms of cars backing out and creating a very hostile atmosphere for cyclists on the roadway especially for your recreational riders that are much more timid in dealing with automobiles so we also then looked at bicycle lanes but again part of what we wanted to do

Was really reduce the amount of pavement and increase the amount of sidewalk and space to create that that lively pedestrian life and outdoor dining atmosphere and you know some of the advantages though of looking at the bicycle lanes was we can get the parking directly up against the sidewalk

We can reduce conflict between pedestrians and bicycles because the pedestrian the the bicycles were in the roadway and not near the sidewalk uh but really again it was a safety concern with the angle of parking and we really would have needed to create much more buffer space than this picture shows

Between the angled parking and the bicycle lane to allow the distance for the cyclist to react to a car that may be backing out that the cyclist will be in that car’s blind spot the reverse angle parking where you as you see here was an option we considered but

Considering we wanted people to be able to dine out on the street having uh tailpipes uh uh as the first thing that they interact with on the sidewalk and considering the startup of the automobile creates the most fumes uh we really couldn’t sell that to the town as a viable alternative

And also was going to with the buffer space we needed you to increase the overall pavement lane widths which is exactly what we wanted to do the opposite of is to slow down that traffic and have more of that right away devoted to the sidewalk so really the bicycle lanes created a

Problem with with the angle parking in this type of situation now indianapolis in their downtown area is doing a combination of a sidewalk and cycle facility called the cultural trail and uh basically uh uh the advantage of uh looking at uh a cycle track that would be at grade

Uh with the sidewalk is that you know you’re shortening your pedestrian distance uh for crossing the street uh basically as people park they’re used to stepping right up on a curb onto a sidewalk area and uh it would be able to accommodate the angled parking but the the the same

Uh problems that we would have is we’d still have conflicts with automobiles especially on the side streets and we actually would see an increase in pedestrian and bicycle conflicts these types of facilities which are used much more extensively in germany you see a three-fold increase in conflicts with with cyclists and pedestrians because

Often pedestrians will not differentiate where they should be walking versus where the cyclists should be riding uh so and uh basically you have to think your cyclist is going three to four times faster than your pedestrian so these accidents can actually be fairly severe uh and uh with people getting out

Of their cars and then having to traverse a bicycle lane and not knowing it because it’s at the same grade as the sidewalk we felt that that would be very much a concern so we really looked at having a cycle track or a side path that would be

At the same grade as the roadway so that way as as your parkers got out of their cars they would still have to step down into what really looked like a roadway again so they would kind of hopefully automatically look both ways before crossing uh back onto the sidewalk

Uh the the basic drawbacks to this is it’s that additional crossing area and uh and we would still have uh intersection conflicts where you may have uh streets that would be intersecting and one advantage to the design that we have is is that we eliminated a lot of curb cuts and some

Of the cross streets onto main street coming from the east so it actually made it much more suitable for the use of a cycle track or a side path uh and eliminated one of the main concerns with the with automobiles approaching from those side streets and not being able to see

The cyclists are not looking for the cyclists on the side path so as you can see the design then at the intersection crossings here you would have your raised intersections uh the cycle track it would be a two-way cycle track that would be running between the sidewalk

And the parking area at the same grade uh as uh the uh as the street so you do have some pedestrian potential pedestrian conflict points but we feel that because of how they’re designed they look like you’re crossing a street again we’ve also used colored pavement where

You are actually crossing uh the uh the side street here to really make that cycle track pop with the bicycle signal so they know that they’re going to be having to look for bicycles at the same time that they’re going to be scanning for automobiles and in portland you see drivers adapt

To crossing bicycle lanes in the pavement all the time now so i mean these are things that drivers can learn over time as they become more familiar with these types of facilities obviously making sure from a travel demand standpoint that you have the parking available when you’re trying to

Encourage these facilities so that included the installation of bike racks including new changes to zoning that required bicycle parking that was to be just as convenient as any off street parking that would be available to the businesses we also looked at trying to be innovative with the stop controls

Knowing that bicyclists often did rolling stops where they didn’t want to stop uh just because of the sheer amount of calories and effort it takes compared to what we would not notice for an automobile and so we’re actually requiring stops uh for traffic on main street as well as the side

Streets but actually installing yields for the bicycle path so they would be required to yield to oncoming traffic but they would not be statutorily required to make a full and complete stop if they uh do not have to so that’s a little experimental and so we’re

Trying that out to uh to see how that works but you know again really we’re being realistic to how the various modes of transportation actually operate so uh the great thing is where are we now uh that that construction actually started on that uh two years ago uh the

Design very much fell in line with where we wanted the planning to be they’re currently finishing uh construction as we speak to to be done in time for the race so you can see here on the left is some of the actual path that’s installed that has not been

Stretched or or colored yet and we just had the groundbreaking last week so it’s going to be really interesting to see as this area builds up how this is going to be operate especially as it ties into the the larger bicycle network uh so with that uh we’re going

To uh go ahead and uh and uh stop and uh turn it back over uh uh for uh questions at this point in time uh if you have any uh questions for us after the session that you weren’t able to get in during the question and answer period uh we

Would be uh more than happy for you to contact this uh here’s our contact information here okay great we’ve received a large number of questions and we won’t be able to get through all of them but we’ll try to get through as many of them as we can

So matthew wanted to know are there any common standards for the amount of bike parking required per square foot of commercial uses yeah that’s a good question the way i we’ve been seeing that work lately in in communities at least in uh in indiana is they’d make it a percentage of their car

Parking which i think is an interesting idea to tie it to the volume of car parking that’s one way and that way that you don’t necessarily have to uh have to go through the calculation that you would necessarily for the building but shane might what do you have and i

Mean i i think you need to to really customize that for your community and look at what your actual modal split is keeping in mind that as you increase those number of facilities there’s that latent demand out there that you will see people as those facilities get built

They will start using those facilities for example the demographic of a typical uh bike trail is the demographic of the neighborhood that it goes through it’s not your uh lycra road warriors uh per se as as you often think it’s going to be the people that that surround that

Area and then we’re expecting that in speedway as well so you really kind of want to use common sense as you’re developing those standards to to not be too intrusive to the businesses but at the same time allow for some growth and make sure the parking is where people

Will use it don’t put it back by the dumpster and for for bike that’s right people have expensive bikes and they want to be able to see them if they can okay okay great the next question well we had a series of questions around bike

Helmets so i’m just going to pick one of them kenneth wanted to know uh he said you mentioned that the netherlands bike riders do not wear helmets which was clearly shown in the images do you think that wearing the of helmets in the u.s actually leads to less likelihood of

Bicycling after all it is one more thing to wear bring along with the bike locks and unlike other forms of transit car train bus only bike riders are compelled to wear helmets okay yeah this is pete i want to kind of start with this about about maybe what

It’s very this is a very kind of divisive issue in the bicycle community or it can be um but you know i’m going with bicycle indiana which is our statewide bike advocacy group you know they’re um which i’m involved in and their policy is is that that they promote helmet use in

In in organized bike rides and commuting you know they promote helmet use as a safe means of cycling now it’s not a law in indiana so we’re not saying that everyone has to do it some states have laws and in that case certainly it’s a law you have to do it

But you know i think i think taking a good middle ground that it’s a good best practice especially right now in in america um where we’re not really the the our bike our level of safety is not at amsterdam yet well i think you’re also seeing a

Generational shift with sports as uh as extreme sports are becoming more of the norm with younger generations uh helmet use has has been increasing uh younger generations the the threshold of helmet use is much higher they’re much more stylish than those wonderful helmets back in the 80s

And you know i’m also a skier it’s it’s amazing that helmet use and skiing has now surpassed the 50 threshold and that’s just been a change over the past couple of years and it’s it’s highest amongst the younger generation about uh eighty percent now uh so uh uh you know those

Those are things that i think you’re going to continue to just see a natural shift on the next question this one is probably a quick one where can we get data about women on bikes that have uh that you mentioned that’s a question from holloway um that’s that’s a good question i know

That the article i was referring to is in scientific american you might be able to do a good a good uh do a google search for that on scientific american it was a it was very well researched article and that data may be in there off the top of my head

I am not sure if there’s any there’s i don’t think there’s census data around that that i’m aware of but they’ve that article may have some information yeah okay great how can we expect to see biking succeed in the us on the same scale and with the

Same pace as countries like denmark and the netherlands where so many americans american urban areas have developed and planned to lack functional densities that’s a question from chase so how do we deal with this issue of density and developing bike infrastructure well and let me just mention one you

Know in comparing you’re up to america it’s kind of problematic but i think one thing that could be consistent is they’ve just had a uh they’ve had a head start on us they’ve been doing this a lot longer than we have and i think they’re at a

Different place than we are just because they’ve started sooner um so i would say that um that that we can be at that level to a large extent given time and given commitment now the density issue you know is maybe another issue that’s a good question but for the most part

Though you know even even for example indianapolis which is extremely spread out as it was a completely automobile dominated city from the beginning uh you know it still has a functional density for for bike riding to where you can make convenience trips in a relatively short short period of time i

Mean the one great thing about the bicycles is they have access to both the network you build for them as well as the road network uh or the sidewalk network depending upon your community uh so so some of that infrastructure is already in place and just like a bus it

Doesn’t have to be fixed or out so so you have a it has a head start on public transit all right are there rules and standards which allow people with physical limitations that are somewhat able to bicycle but with electronic electric pedal assisted mechanisms to use the designated bike lanes or pass

That’s a question from richard yeah that’s a that’s a good question the the electric pedal cycles are from what i understand is they are still seen as bicycles as long as they have functional pedals and many many of the new products of the electric bikes do not if you stop

Pedaling them occasionally they will power down their electric cells so i think that’s the definition of a pedal cycle that that many of these manufacturers have gone by and i believe that as long that’s a good question each community has to define that for themselves as a

Cyclist i see you know and i i passed a guy on an electric metal cycle i think it was a giant they make a pretty a pretty neat bike like that and you know he was cruising along about 18 miles an hour and he was he was only pedaling occasionally and it kind

Of freaked me out because i didn’t know why he was going faster than me but the idea is it still functioned as a bicycle you know i mean he was still he had to pedal occasionally once he wants to power down to power back up so he was keeping up a pace

I don’t know to me that seemed to function somewhat like a bike even though he was going a little bit faster maybe than normal so that would be my observation yeah i would almost define it as a function of of speed yeah because even some mopeds with governors

On are going to interact very well with bicycles uh i think it’s once you pass that threshold of one mode of transportation going significantly faster than another right is when that conflict will occur right okay great i think we have time for one more question all right um

Okay this one’s from steve for your tea intersection design the side street is stop controlled but placed way back behind the crosswalk and cycle track with the curb extensions as well the side street drivers will need to cheat out quite a ways to enter the roadway making

A left or a right turn is there concern with drivers constantly blocking the cycle track and sidewalk yeah that’s always that that’s that’s always a concern when you have a side path or a cycle track that is going to be interacting uh at at one of those uh

Types of intersections uh one way to handle that if you have enough right away is is to jug handle that cycle track so it it crosses it immediately up at the same place that the pedestrians will cross and you’re going to actually intermix your pedestrian and bicycle traffic again

That that will allow for enough room for the the automobile to decelerate to the stop and it’s going to decrease the amount of uh of the ability for the the automobile to creep up but that’s that’s a problem you have in crosswalks as well i mean you’re

Not going to totally be able to eliminate that i can’t i can’t tell you how many vehicles i’ve never seen stop at a stop right okay i think we have time to sneak in one last question so this question is about regular street cleaning deborah asks sediment road debris kick to curb

In the bike lane makes it hazardous for bicyclists too often communities do retrofit or design for new lanes but there’s no consideration for regular road cleaning any suggestions yeah i mean yeah i’m a community the bike lanes i commute in are filled with aggregate this time of year um

Because they the uh yeah the um you know the roads throw the aggregate in the bike lane and the roads stay fairly clear from the from the cars but yeah i think you have to have a sweeping program of some type and that needs to be part of your management of your whole

Bike system each community has to figure that out how that works but you’re right it has to be done otherwise you’re going to limit your you know some people aren’t going to feel comfortable riding especially with very skinny tire bikes in that bike lane yep that’s a big issue great well thank

You all very much for joining us for those of you i’m sorry we didn’t get to all the questions but if you’d still like to ask the question you can feel free to email pete or shane and they can follow up with you just as a reminder as you log out today

You’re going to be asked to fill out a survey about today’s session we hope you enjoyed it we always appreciate your feedback thank you very much for joining us for pete and shane i will be signing us off and then i’ll follow up with you by email with a copy of the

Evaluation from today’s event again thank you very much for joining us thank you thank you

ID: lpMk2YLrLZc
Time: 1344186867
Date: 2012-08-05 21:44:27
Duration: 01:31:22

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