salem blueprint for better biking v3

8/8/2019 Salem Blueprint for Better Biking v3

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Blueprint for Better Biking:

Salem-Keizer Top 12 List

Mid-Willamette Valley Chapter

of the Bicycle Transportation Alliance


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BTA Blueprint for Better Biking Draft v3 Page 3

Introduction

Setting the Scene: A Great Start

The Bicycle Transportation Alliance is Oregons voice for cyclists. Thanks in part to the BTAsadvocacy and educational efforts. Oregon is rated the countrys fourth most bike-friendly state.The Mid-Willamette Valley Chapter of the BTA represents cyclists locally. Our efforts areworking.

In September 2008, the League of American Bicyclists named Salem a Bronze level BicycleFriendly Community. In April 2009 the Union Street Railroad Bridge opened and bicycling asa means of transportation is more popular than ever.

Still, there is much more to be done.

A Bronze designation is only the beginning. The LAB recognizes four levels of bicycle friendlycommunities: Bronze, silver, gold, and platinum. In July 2009, there were 108 recognizedcommunities, 73 at the bronze level, 23 silver, 9 gold, and 3 platinum. By national standards,Salem is ahead of the curve. However, relative to its valley peers of Corvallis, Eugene, andPortland, Salem is behind. The MWVBTA hopes that Salem will look to leapfrog its renewal,hopping over silver and looking forward to a renewal at the gold level.

Goals of the Blueprint Report

As part of the race to gold, the MWVBTA is launching a campaign, the Blueprint for Better Biking , to focus the regions decision-makers on a set of 12 priority projects, improvements thatwould help the Salem-Keizer area achieve a new level of success in bicycling.

The goal of the Blueprint for Better Biking is to identify a core set of bicycling facilities, policies, and programs that will most effectively increase bicycling among a wide range of usersincluding adults, elderly and youth. There are many other worthwhile projects besides these, butwe believe these are the most important. Implementing our recommendations will:

Increase the safety, accessibility and convenience of all major bike routes.

Inspire new bicyclists by making cycling a safe, attractive, and pleasant option for alarger number of people and for a greater range of trips, from transportation to recreationand fitness.

Improve the experiences of all cyclists.


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What People Want

Process and Method: People Generated our Vision

The experiences of Salem-Keizer area bicyclists generated the main data for this Blueprint for Better Biking . During the summer of 2008, the MWVBTA surveyed 200 area bicyclists. Wealso conducted both formal and informal interviews with bicyclists, from experienced club ridersto bicyclists venturing out for the first time.

We also incorporated research and experiences from platinum cities like Davis, CA, Boulder,and Portland, as well as from European cities like Amsterdam and Copenhagen.

Themes and Challenges

Theme: The Five Es

The League of American Bicyclists evaluates communities using the five Es: Applicant communities are judged in five categories often referred to as the Five Es.These are Engineering, Education, Encouragement, Enforcement, and Evaluation &

Planning.

In Salems bronze award feedback, the LAB listed 20 recommendations under these headings.In our Blueprint for Better Biking we use three of the Es: Engineering, Evaluation & Planning,and Education. Look for explanations and definitions in the project list.

Theme: Four Types of RidersResearch shows that most Oregonians enjoy bicycling and would bicycle for recreation, exercise,and to get around. We have categorized these people into three groups:

Group A is a small group of strong and fearless riders who ride anywhere, on anyroad.

Group B is enthused and confident cyclists who ride regularly on most types of

bikeways.

Group C , the interested and concerned ,is the largest group, but its members ride inthe smallest numbers. They require low-traffic and no-traffic routes to feel safe andride more often.

Groups B and C make up roughly two-thirds of the population. They are the target group whichmay be most inspired to cycle more with the recommended improvements .

Bicyclist Types

Interested andConcerned,

60%

No Way NoHow, 33%

Strong andFearless, 1%

Enthused andConfident, 6%


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ChallengesOur research identified four major challenges to everyday bicycling:

1. Cycling in Normal Traffic

Cycling in traffic, around automobiles, is the top concern of cyclists of all levels of skill andexperience. Increasing the number of low-traffic bicycling routes is especially important for parents and families, people with limited cycling experience, seniors, and those who simply prefer an aesthetically pleasing ride. The bulk of these are interested and concerned riders.

2. Improper or Illegal Motorist Behavior

Driver behavior has become an increasing concern for even strong and fearless cyclists. Cyclistsfeel endangered when motorists speed, run red lights, fail to yield, pass too closely, honk, yell,rev engines, tailgate, drive distractedly while talking on cell phones, or otherwise drive whileimpaired.

3. Incomplete Routes

Bicycle lanes and bike routes often end, disappear, or have structural gaps at key locations.Difficult crossings are the most frequent gap: These gaps, at high-traffic, complex intersectionsare a major barrier to inexperienced, interested and concerned cyclists.

4. Inconsistent and Low-quality Road Facilities

Debris, poor street conditions, and lack of clear signs and markings are critical problems cited bymany regular cyclists, especially in suburban areas. Conditions that are acceptable for motorists

can be barriers for cyclists, and public works agencies have not traditionally needed to maintainroads to this higher standard. Additionally, public works agencies have often placed the needs of cyclists on the lowest priority.


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Mainly for Experts: Bike Lanes on Arterial & Collector Streets

Striping bike lanes is a low-cost way to convert primary streets into bicycle-friendly streets.Bicycle lanes on collector or minor arterial streets, with medium levels of traffic, are often

primary commuting routes for Group A and B cyclists. Currently, most new construction and

repaving include bike lanes. But relying on them alone will not substantially increase bicycling,as traffic volumes are too great for new, infrequent, and prospective cyclists, those in Group C.

Glossary: Street Hierarchy

The Salem Transportation System Plan commits the city to a comprehensive,hierarchical system of streets and highways.This hierarchical system starts with a frame of radialarterial streets and highways that link thecentral core area with outlying districts and with

major regional and statewide highways.On this frame of major arterial streets hangthree subordinate kinds of streets.

Minor arterial streets intercept radial streetroutes, and link outlying residential, commercial,and business districts.

Collector streets distribute traffic betweenneighborhoods, activity centers and the arterialstreet system

Local streets that provide property access andbasic neighborhood circulation.

2. Solutions for Outer Neighborhoods and Newer Developments

Bicycling outside of the city center is less common andlogistically more difficult than in the city center. Urban centers,including Salems, have an older rectilinear grid of connectedlower-traffic streets; these are easy to navigate for Group B & Criders. In newer neighborhoods, most through-streets arearterials and collectors, and have higher volumes and speeds. Bydesign, local or residential streets are often cul-de-sacs and lack

connections to other local streets. Connections instead are made almost exclusively on busier roads. Transportation planning for these areas generally focuses on bike lanes on high-trafficstreets, providing access mainly for Group Acyclists. Even when striped with bike lanes, thearterials themselves are difficult to cross, andconstitute barriers for local travel.

A wider range of solutions will appeal to moreriders.

Special Attention to Difficult Crossings

When bikeways, both striped bike lanes, andlow-traffic bike routes, meet busy streets, thecrossing frequently constitutes a dead end for Group B and C riders. In outer developmentswhere connections between neighborhoods are


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made via collectors and arterials, to leave the immediate neighborhood and go anywheremeaningful bicyclists must be able to cross these busy streets. Traffic engineering atintersections should pay special attention to the needs of bicyclists for safe, intuitive, and directcrossings.

Shared Use PathsBuild paths with new developments along power lines, waterways, utilities and in parks. Pathscan also link cul-de-sacs, providing low-traffic connections.

Low-traffic Network

Identify and mark existing low-traffic streets. Add bicycle cut-throughs to schools, parks, and between subdivisions.

Highly Visible Wayfinding

Cut-throughs, links between cul-de-sacs, useful low-traffic streets, and best routes through trickyintersections will not be obvious to many bicyclists. By themselves they are secretneighborhood lore known to few. With good signage, pavement markings, and mapping these

best routes will be available to all bicyclists.

Safe Routes to Schools

Develop programs and parent-coalitions to help more children walk and bike to school. Nationwide only 15 percent of children walk and bike to school too many parents drive their children a short distance to school. Ongoing efforts in pilot communities have doubled

childrens bicycling and walking to school. These focus both on safety education, like the BTABicycle Safety Education program, and on infrastructure, like Safe Routes to Schoolsimprovements.

Walkable Neighborhoods, Centers and Campuses

Focus high-cost facilities along higher density neighborhood areas, activity nodes and corridors,as well as centers and campuses to encourage reductions in auto use. Willamette University,Chemeketa Community College, the Capitol Mall, and Salem Hospital are all candidates toreduce auto use. Shopping Centers like Keizer Station, Lancaster Mall, and Salem Center areother candidates.


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3. Cultural Shift

Targeted marketing and promotions are effective in increasing first time and continued bicycling.Examples include:

Car Free Sundays

On any given Sunday, two million of Bogot, Columbias seven million residents take to thestreets on bicycle and foot using the 120 Km of streets that are closed to cars.

Adult Encouragement and Education

Other activities like Breakfast on Bikes, the BTA Bike Commute Challenge, bicycle drill team, bicycle club rides, all help to encourage more people to bicycle.

Encouraging quasi-recreational transportation bicycling, like trips to the Art Fair, First

Wednesday, Salem Saturday Market (and other farmers markets), and other events, can also provide a great entry point for new bicyclists.

Public Leadership

Finally, City and business leaders can themselves provide the example of riding. Incommunication with the public, consistent messaging from the City and business leaders that

bicycling is a legitimate transportation option and an important part of a full suite of transportation choices will help create a culture where bicycling is not viewed as second classtransportation.


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The Top 12 Salem-Keizer Bicycle Projects

Engineering Projects

Communities are asked about what is on the ground; what has been built to promotecycling in the community. For example, questions in this category inquire about theexistence and content of a bicycle master plan, the accommodation of cyclists on publicroads, and the existence of both well-designed bike lanes and multi-use paths in thecommunity. Reviewers also look at the availability of secure bike parking and thecondition and connectivity of both the off-road and on-road network.

1. Make Downtown Bike-Friendly

More bicyclists express concerns about bikingdowntown than about any other place in the Salemarea. All of the streets are busy, rated arterial or collector.

Strong and fearless cyclists (Group A) can ride withthe flow of traffic and can take the lane whennecessary to ride safely in a congested environment.However, even these cyclists periodically experienceclose calls and other hazardous conditions resultingfrom motorist inattention or hostility.

For all other cyclists, the core downtown is a black hole, impossible and forbidding. Group Bcyclists rarely ride downtown, and Group C cyclists never. To bike there is perceived as a deathwish.

The addition of bike lanes to downtown streets would provide a more secure and safeenvironment for cyclists. However, bike lanes do have some limitations on a one-way street grid.Cyclists intending to execute a left turn legally can and must move to the left side of the street;

bike lanes are typically on the right side of the street. The necessary cross-traffic movement isforbidding to all but experienced cyclists.

A careful evaluation is needed to identify streets on which bike lanes areappropriate. In addition, the placement of shared lane markings, like sharrows ,and other road markings and signs reinforcing the shared nature of downtownstreets would improve safety. In particular, consider formally designatingChemeketa Street a bicycle boulevard (see project 3) with modifications to slowmotor vehicle traffic and to prevent through traffic. With Chemeketa as a pilot,then we recommend considering Church Street for significant bicycle improvements.


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2. Complete Willamette River Bridge Connections

The Willamette River is the largest physical barrier in the city. Two bridges, the Center StreetBridge multiuse path and the Union Street Railroad Bridge, provide crossings, but neither bridgeis well connected to the wider network of roads and bikeways. In particular, arterials

perpendicular to the bridges constitute significant barriers.

Currently, the Union Street Railroad Bridge provides attractive connections between Riverfrontand Wallace Marine Parks. It works for park-to-park connections for families and others seekinga safe, low-traffic environment for walking, jogging, and bicycling.

While the bridge provides good connections between the parks, there are major limitations for access from other areas of the city. Union Street offers the most direct connection on the east.However, crossing the un-signalized intersections with Liberty and Commercial Streets isdifficult, and the crossing at Commercial is especially dangerous.

On the west, Edgewater and Wallace Road also pose barriers. While connections currently aregenerally good outbound on Wallace Road and inbound on Edgewater Street, in the oppositedirections connections are difficult, and frequently indirect and non-intuitive.

Moreover, current plans look to make crossing more difficult, rather than less. One of the key

intersections is Wallace at Glen Creek. The impact of the citys planned widening of thisintersection for left turning cyclists is likely to be detrimental. A third Willamette River bridgefor motor vehicles is currently in the study phase. The multiple connecting ramps shown inconceptual designs appear to add additional barriers to already difficult approaches.

Consider improving key intersections of Wallace at Edgewater, Wallace at Glen Creek, Union atFront, Union at Commercial, and Union at Liberty for bicycle crossing.


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3. Create Chemeketa Bike Boulevard

Chemeketa Street between 12 th and 24this the most used east-west bike corridor inthe city. It has two-way traffic at speedslower than adjacent streets, and is veryattractive to bicycles.

Currently, Chemeketa is confusing andunderbuilt for bikes. While Chemeketafrom 12th to 24th is identified on maps asthe preferred bike route, the signage is in fact on Court Street instead. The signage should be

brought into conformity with the mapping. Crossing at 17th and 14th can be difficult because of high traffic volumes on those cross streets.

Consider leveraging Chemeketas considerable success for bikes and create a world-class bicycle boulevard. Improve intersections at 17th, 14th, and 12th for bicycles, and highlight it withsignage and wayfinding. Pay particular attention to the route through the Capitol Mall, andevaluate the way into downtown for additional improvements (see project 1).

4. Create North Winter Street Bicycle Boulevard

Winter Street connects some of the most important employment andrecreation sites in the city: Bush Park, Salem Hospital, WillametteUniversity, the Capitol and Mall, and with Cherry Avenue to Keizer and potentially to the Kroc Center.

Except for the portion of Cherry Avenue north of Pine, the volumeof motor vehicle traffic on these streets is low. The route does havetwo intersections that are major impediments to cyclists. The six-legged intersection of Winter and Jefferson Streets and FairgroundsRoad confronts cyclists with traffic from multiple sources andvisibility issues. The intersection of Cherry Avenue and Pine Streetcurrently is difficult for cyclists because of curbs and the trafficsignal.

Improving Winter Street to Bicycle Boulevardstandards will create an important bikeway for Group B and C riders and encouragecommuting and recreation trips by bike.

5. Bush Park: Fix Entry at Winter SE and Mission;Consider Path

On its south side, Winter is interrupted twice by Willson Park and by Bush


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Park. South of Mission Street, even though High Street and Saginaw offer alternatives toCommercial/Liberty and 12th/13th Streets, many bicyclists report using Bush Park between Hoytand Mission. Group B & C cyclists find it quieter and safer. Here too Winter makes importantconnections for bicyclists.

While the paths through Bush Park are multi-use, their limited width means they really are moreoriented towards joggers and walkers. Walkers with animals on a leash pose a particular problemfor bicyclists.

At the northern end of Bush Park, the intersection at Mission & Winter is problematic for bicyclists. Going south on Winter, the bike lane splits the two turn lanes on Winter, and leadsnowhere. The curb cuts are aligned with the crosswalks, not with the bike lane. Whether

bicyclists are going north or south, the link between the parking lot and sidewalk requires twovery sharp 90-degree turns. Moreover, pedestrian traffic on the narrow sidewalk can be heavy,and the whole area is crowded. Bicyclists should have more room and a separate access pointthat doesn't require bicyclists to dismount or otherwise act like pedestrians.

Consider creating a path in Bush Park specifically for bicyclists will help the north-southconnection. More importantly, consider reengineering the intersection of Winter and Mission tomake direct and intuitive connections between Winter Street and Bush Park.

6. Liberty South: Fix Y at Commercial; Remedy to Browning

Liberty South between Commercial St. Southeast and Browningis the most significant gap in connections to south Salem.

The present 4-lane configuration lacks shoulders, and the high

travel speeds and limited sightlines resulting from the rollinghills reduce reaction times for motorists. Bicyclists on theroadway feel very exposed to motorists and unsafe passing.Additionally, the narrow sidewalks along Liberty Street arefrequently overgrown with vegetation and force pedestrians,including local school children, too close to motor vehicles.

The Y-junction at Commercial is also problematic, particularlyfor bicyclists continuing south on Commercial. The dual rightturn lanes onto Liberty Road S make a left merge to continue onCommercial difficult. The bike lane continues for a short block

on Liberty and the meager signage instructs bicyclists to turnleft on Vista and then make a right hand turn on Commercial.This generally requires a bicyclist to dismount and use thecrosswalk. The connection is neither intuitive nor direct, and is

inadequately signed.

Consider accommodating bicycle traffic on Liberty, whether through sharrows or bike lanes, or reduction of Liberty Street to single lanes with a center turn lane. These measures would also


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calm traffic adjacent to the sidewalks and provide a safer environment for pedestrians.Additionally, consider reengineering the connection between the two legs of Commercial to bedirect, intuitive, and signed for bicycles.

7. Remedy River Road South from Owens to Minto-Brown

River Road South between downtown and Minto-Brown is major a gap in connections to the Croisan Creek, Sprague, and Illaheneighborhoods.

The existing multi-use path is bumpy with roots and debris, anduneasily accommodates two-way traffic of both bicycles and

pedestrians. Nor does it accommodate higher speed recreationalcycling or commuting. Access to the multi-use paths north endat Miller Street is narrow with a blind corner around a barrier.

The alternative, cycling on the roadway, appears dangerous to all but the most experienced cyclists (Group A), and motorists onRiver Road do not seem to expect bicyclists on the roadway.Complaints about motorist behavior are concentrated here.Bicyclists report being honked at, yelled at, crowded to the far edge of the road, and passedunsafely.

The proposed Minto-Riverfront Park bridge will alleviate some of these problems, particularlyfor lower-speed recreational cycling. But the bridge will not easily accommodate higher speedgroup rides and recreational riders, or provide a viable route for most commuters.

Consider some combination of restriping to include bike lanes, reducing auto traffic speed, andsignage for autos to share the road.

8. Make Sweeping & Maintenance a Priority for Bike Lanes and Routes

The most consistently mentioned nuisance for bicyclists is glass & debris in the road, especiallydebris swept from the auto lane to the side or into the bike lane. Bicyclists also complain aboutconstruction sites impinging on bike lanes as if they were not valid traffic lanes. Similarly,garbage cans and recycling bins often get left in the roadway. Finally, recessed storm grates,abrupt seams in poured concrete or asphalt, or other discontinuities in the road surfaceconsistently create problems for bicyclists.

Consider elevating sweeping and maintenance of bike lanes and bike facilities to the same levelas that for auto lanes and auto facilities.


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Evaluation & Planning Projects

Here the community is judged on the systems that they have in place to evaluate current programs and plan for the future. Questions are focused on measuring the amount of cycling taking place in the community, the crash and fatality rates, and ways that the

community works to improve these numbers. Communities are asked about whether or not they have a bike plan, how much of it has been implemented and what the next steps for improvement are .

9. Update and Coordinate Relevant Chapters of Area TransportationSystem Plans

The Salem Transportation System Plan is outdated and regional TSPs are not adequatelycoordinated.

Salem's Bicycle Element of the Transportation System Plan dates from 1998, and represented a

commitment to striping bike lanes on arterial and collector streets. Its goal was to triple thenumber of bicyclists by 2020, but it is using methods that are no longer best practices. In order toachieve its goals, it needs to be updated to incorporate current best practices that encourage

bicycling. These include engineering complete streets, low-traffic bicycle boulevards, and other shared and separated facilities. Streets should be assessed for bicycle facilities and a project listof appropriate facilities generated. The Bicycle Element should also include yearly or other regular goals and milestones, with a view towards creating appropriate metrics and anassessment plan.

Consider updating the plan of the regional Metropolitan Planning Organization, the Salem-Keizer Area Transportation Study, and coordinating this with both the Keizer and Salem TSPs.

( In July 2009, the City of Salem received a Transportation and Growth Management grant toupdate its Bicycle Element. The MWVBTA looks forward to participating in this process .)

10. Establish, Map, and Publish Bike Routes

The best bike routes are not always published or widely known.

The Salem-Keizer Bike Map provides a valuable resource for cyclists by identifying streets with bike lanes and other streets with high traffic and marginal or no facilities for bicycles. However,the map frequently does not provide sufficient information for cyclists seeking the safest routefrom one location to another in the city. A lack of knowledge and confidence in finding a saferoute inhibits many cyclists who are considering the use of their bikes for commuting. Often thesafest route is on low-volume residential streets and involves connections known to experiencedcyclists, but not depicted on the map.

Identify the best bike routes among key locations throughout the Salem-Keizer area would provide touring cyclists and potential commuters, particularly novices, with critical informationneeded to safely and efficiently travel through the two cities. Map the routes and in addition to


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making paper maps, publish on the Internet. Mark the routes clearly with signs and pavementmarkings, showing as appropriate the routes and associated destinations.

Education Projects

The questions in this category are designed to determine the amount of education there isavailable for both cyclists and motorists. Education includes teaching cyclists of all ageshow to ride safely in any area for multi-use paths to congested city streets as well asteaching motorists how to share the road safely with cyclists. Some things that reviewerslook at are the availability of cycling education for adults and children, the number of

League Cycling Instructors in the community, and other ways that safety information isdistributed to both cyclists and motorists in the community including bike maps, tip

sheets, and as a part of drivers education manuals and courses.

11. Plan for Safe Routes to Schools and Increase Bicycle Safety Education Classes

Bicycling is not integrated in school curricula, planning, or site selection.

The Mid-Willamette Valley BTA has coordinated bicycle safety education classes in Salem-Keizer elementary schools since 2004. The Salem Bicycle Club and members of the medicalcommunity have funded the classes through their donations. The classes provide students withessential information about the rules of the road and extensive on-the-bike experience riding oncity streets. However, the classes have been offered in only four or five of the districts 45elementary schools each year. Expansion of the program into all elementary schools is neededand would necessitate a commitment by Salem-Keizer School District administration.

A commitment to ensuring that students can safely walk and bicycle to school is needed in thecommunity. The school district can improve the way it sites and constructs new schools with

better attention to walking and biking opportunities for students. ORS 195.115 requires localgovernments and districts to work together to identify barriers and hazards to children walkingand bicycling to and from school. A portion of the City of Salems recent transportation bond

provides for the construction of sidewalks adjacent to schools, but there is no comprehensive program in the Salem-Keizer area to identify and eliminate the barriers.

( In July 2009, the City of Salem received a Transportation and Growth Management grant tocreate a district-wide Safe Routes to School Plan. The MWVBTA looks forward to participating in this process .)

Increase the number of schools participating in Bicycle Safety Education and increase the SchoolDistricts commitment to increasing bicycling at all levels, from roadway improvements near schools, to faculty commuting options.


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12. Program Traffic Law Education for Motorists, Bicyclists, and Law Enforcement

Road users dont always understand and obey the rules of the road, and the rules change oftenenough that all users can benefit from refresher education.

Sharing the road is a problem for all user groups. The failure, intentional or unintentional, of motorists to share the road and to comply with traffic laws constitutes a major hazard anddisincentive to bicycling. While violations by bicyclists generally do not result in physical harmto others, the reckless, inconsiderate, and sometimes unlawful riding behavior of some membersof the cycling community is damaging to public perceptions of bicycling. Finally, among some

police there is the sense that bicycles are a nuisance and dont belong on the road, and there issometimes a presumption of innocence for motorists in a crash: Preventable crashes resultingfrom motorist error or carelessness are labeled accidents It couldnt be helped and nocitation issued.

We would like to see police agencies and others to develop intensive programs to increase publicinformation and awareness of the rights and responsibilities of motorists and bicyclists in sharingthe road. In addition to reminding bicyclists of the need to comply with traffic laws and thehazards associated with their failure to do so, police agencies should make a concerted effort toeducate the motoring public about their rights and responsibilities as they pertain to vulnerableroadway users. Police should also receive training and regular refresher education on commonmotorist infractions as they relate to bicycles and other vulnerable users, and on the citations theymay issue, especially those resulting from laws that have recently changed.

Consider a three-legged education and safety project. Public agencies in the Salem-Keizer areashould cooperatively launch the Bicycle Transportation Alliances Eye-to-Eye campaign and

look to program multi-faceted education efforts for motorists and truck drivers, bicyclists, andlaw-enforcement.

salem blueprint for better biking v3

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