C h a p t e r 5 - B i c y c l e & P e d e s t r i a n

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1 C h a p t e r 5 - B i c y c l e & P e d e s t r i a n Bicycling and walking are not merely a health or recreational activity, but rather a lifestyle choice. Bicycling and walking are self-powered options that provide a real alternative for transportation needs, from commutes to school and work, to shopping trips, to recreational activities, even business and delivery transport. Although current transportation planning focuses primarily on commercial and personal-use motor vehicles, incorporating alternative means of transportation, particularly bicycling and pedestrian traffic, has the potential to improve the region s transportation system for all users. The US DOT Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations states, "Walking and bicycling foster safer, more livable, family-friendly communities; promote physical activity and health; and reduce vehicle emissions and fuel use." In this context, non-motorized transportation types are equals with other transportation modes. Planning must consider all transportation users, not just motorized vehicles. Individuals who cannot or prefer not to drive should have the same safe and efficient transportation choices as those offered to drivers. Pedestrian and bicycle facilities should meet accessibility requirements and provide safe, convenient, and interconnected transportation networks. Considering all members of Lawrence and Douglas County Communities, including children and adults for whom car ownership is not an option, bicycle and pedestrian facilities must be part of the regional transportation planning process. Particular care must be taken, in rehabilitating existing motor routes and future roadway improvements, to consider how these routes, particularly major arterial routes, have in the past created barriers for both bicyclists and pedestrians. This chapter will review the history, existing conditions, the recent accomplishments and the recommended action steps for bicycle & pedestrian planning and improvements. The action steps in this chapter fall under the larger transportation planning goals addressed in the Chapter 3 - Goals and Objectives. History of Bicycle & Pedestrian Planning & Development The City of Lawrence has emphasized bicycle planning for over 30 years, starting with the creation of Pedal Plan in Pedal Plan outlined some of the deficiencies in the system, recommended bicycle routes and proposed a signage scheme for the Lawrence community. These recommendations were implemented between 1976 and By the mid-1990s, increasing citizen concern about cycling issues prompted the City Commission to form the Bicycle Advisory Committee (BAC). In 2009, the BAC rewrote the bylaws to become a seven-member countywide group representing the City of Lawrence, Eudora, Baldwin City, Lecompton and Douglas County. The BAC is interested in the promotion of bicycle transportation and safety, and the future of bikeway planning in Douglas County. The BAC makes 45

2 recommendations on the location and design of bikeways, expenditures of public funds for bikeway development and maintenance, promotion of bicycle use and safety, street design issues related to bicycle use, and other bicycle and transportation issues. The BAC is a formal advisory group to both the Lawrence City Commission and the Douglas County Board of County Commissioners. The BAC receives staff support from the MPO, and the BAC coordinates its activities with the MPO through its relationships with MPO staff and through the BAC Chair sitting on the MPO Technical Advisory Committee (TAC). The BAC also works with other groups in the region that are interested in bicycle issues, and the BAC has been instrumental in obtaining the Bicycle Friendly Community-Bronze Level designation from the League of American Bicyclists for Lawrence. Lawrence was named the 51 st Bicycle Friendly Community in 2000 by the League of American Bicyclists, a symbol of Lawrence s commitment to providing the best cycling opportunities in Kansas. The designation has been renewed in 2004, 2006, 2008 and 2012 receiving recognition at the bronze level and the current recognition expires in As of 2012, only three cities in Kansas were recognized as BFC at the bronze level. As a recognized Bicycle Friendly Community, the City of Lawrence is working on enhancing existing facilities while planning for the future needs of cyclists in Lawrence. The MPO takes seriously its role to create, develop, and educate the community about cycling and the region s bicycle facilities. Historically, local governments and Public Works Department staff have been generally responsible for overseeing pedestrian planning, design and engineering in the city for projects in the public rights-of-ways. Since the adoption of T2030 in early 2008, the MPO staff has encouraged the Lawrence Douglas County planning staff to give additional consideration to pedestrian mobility during the site planning process for public and private developments. This has resulted in improved pedestrian connections in some recent developments, within Lawrence. The first step in developing a plan to improve pedestrian facilities began with the creation of an inventory of the existing system to show where sidewalks are in critical, poor, fair, or good condition and where gaps exist in the sidewalk system. In 2006, a Sidewalk Condition Map was developed for the City of Lawrence to document the condition of the sidewalk system. That map has been updated incrementally as new projects and inspections were completed. In 2011, the MPO adopted a Resolution in Support of Complete Streets Principles. The MPO committed to support and encourage the passage of a Complete Streets Policy by governments in Douglas County and incorporate multimodal transportation planning into all of its products, including this plan. In 2012, the City of Lawrence adopted a Complete Streets Policy committing to use an interdisciplinary approach to incorporate the needs of all Users into the design, construction, and maintenance of public and private transportation infrastructure within Lawrence where feasible and fiscally appropriate. This Complete Streets Policy establishes guiding principles and practices to create an equitable, balanced, and effective transportation system that encourages walking, bicycling, and transit use, to improve health and reduce environmental impacts, while simultaneously promoting safety for all Users of Streets. Bicycle & Pedestrian Planning Tools: Bicycle Work Program, Bikeway System Map & the Sidewalk Conditions Map The Bicycle Work Program is a regional planning document that was developed by the MPO staff with oversight and input from the BAC. The Work Program identifies: bicycle goals, objectives, and activities; Bicycle system and facility needs for the Lawrence- Douglas County region; and bicycle education and safety awareness programs. The Bicycle Work Program was last updated in 2004 by the MPO although a new 2013 edition is currently being planned and written. The Work Program contains a Bicycle Facilities Plan Map that has since been renamed the Bikeway System Map and was last updated in That update was needed to add several new roads and bikeways around Lawrence. The MPO staff at that time was also looking at expanding the BAC to a county-wide group and desired an up-to-date facility map. The map summarized 46

3 in this chapter is a minor amended version of what was adopted as the recommended Bicycle System Plan as a component part of the previous MTP document Transportation 2030 Lawrence-Douglas County-Long Range Transportation Plan (T-2030) approved on March 26, At this time the MPO made only minor updates for existing built facilities and updates to current planned facilities based on development plans. Once the 2013 Bicycle Work Program and new Bikeway System Map are completed, the Bicycle Chapter of this MTP will be amended to incorporate these changes. Pedestrian planning in Lawrence is currently grounded on the 2006 Sidewalk Condition Map developed for the City of Lawrence to document the condition of the sidewalk system. That map has been updated incrementally as new projects and inspections were completed. This will be the foundation for the update recommended later in this chapter. Types of Bicycle & Pedestrian Facilities Different levels of bicyclists feel comfortable on different types of facilities. The experienced commuting bicyclist may prefer on-street facilities, while a less experienced rider may be more comfortable on a separate path. Some bicyclists have different access requirements to various locations at varying times of day. Maximum flexibility is important in serving all parts of the community. Bikeway A generic term for any road, street, path or way which in some manner is specifically designated for bicycle travel, regardless of whether such facilities are designated for the exclusive use of bicycles or are to be shared with other transportation modes. Shared Use Path (SUP) Typically a 10 wide facility physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent right-of-way. Shared use paths may also be used by pedestrians, skaters, wheelchair users, joggers and other non-motorized users. It is permissible to build this facility wider than 10 feet if expected traffic is high, but the standard that has been used in Douglas County is 10 feet. The narrower, 8 feet width is used only where sight distances are excellent and for short sections where physical obstructions do not allow the 10 feet width. What we ve heard I think making the city much more bike friendly would be a huge improvement. Ubiquitous bike lanes and bike friendly intersections would be a big start. Thinking strategically about how to commute safely across town would be another, especially in the east-west direction where busy streets are one of the only ways. Bicycle Lane A portion of a roadway which has been designated by pavement markings, striping, and if used signing for the preferential or exclusive use of bicycles. Bike Route - A roadway or bikeway which has been designated by signing as a preferred route for bicycle use. This can be done with signs and pavement markings. Shared lane marking Sharrow - A pavement marking used to indicate an appropriate bicycle positioning in a lane of travel used by both bicyclists and motor vehicles. Sidewalk - A portion of a street or highway right-of-way, beyond the curb or edge of the roadway pavement which is indented for use by pedestrians. In Lawrence, it is legal for bicyclists to ride on the sidewalk except Downtown. Path or Trail - Off road path not surfaced with a hard material (concrete or asphalt) and often built for recreation and not built to any particular standard. 47

4 Chapter 5 - Bicycle and Pedestrian Existing Conditions The City of Lawrence's existing inventory of bicycle facilities includes: 49 miles of on-road designated routes, includes bike lanes, bike routes, and marked shared lanes; 43 miles of additional on-road facilities are planned; 28 miles of existing hard surface shared use paths, 27 more miles are planned; and 40 miles of off-road, natural surface paths, and single track recreational trails, including; trails at Clinton Lake and additional off-road trails (along the Kansas River). These trails are rated by NORBA, (National Off-Road Mountain Biking Association). Figure T2040 Bicycle System Map A large version of this map can be found online at: 48

5 The City of Lawrence s existing inventory of pedestrian facilities includes 266 miles of sidewalks. The figure 5.1 and Table 5.0 display the Sidewalk Conditions Map and the breakdown in makeup of existing sidewalk conditions. Figure City of Lawrence Sidewalk Condition Map Notable new bicycle and pedestrian facilities added in Lawrence since Transportation 2030 was approved in 2008 include: 0.8 miles of rail trail (Haskell Trail) plus 1.5 miles of the Burroughs Creek Rail Trail-completed in 2011; 1 mile east bound and west bound of bike lanes on Princeton Avenue, and.9 miles northbound and southbound of bikes lanes on Lawrence Avenue, added Spring 2013;.13 miles of bike lanes on 9 th Street from Indiana to Ohio; Shared Use Path extension on 6 th Street and Sharrow lane marking installed Naismith from 19 th to 23 rd, Connecticut Street from 7 th to 15 th, Monterey Way from 6 th to Bob Billings; Off-road trails along the Kansas River in North Lawrence miles added by Lawrence Mountain Bike Club (LMBC) in 2011 through a LiveWell Lawrence grant; and Community Development Block Grant funded sidewalk additions from 2008 through 2012 include over 4 miles of new sidewalk. These improvements are listed in Table 5.1. Recent accomplishments of Lawrence and Douglas County to foster the creation of a multi-modal transportation system have been admirable, including: Table 5.0 Makeup of Existing Sidewalk Condition Makeup of Existing Sidewalk Condition Good 46.8% Good Gaps 5.9% Fair 27.9% Fair Gaps 2.4% Poor 12.0% Poor Gaps 1.5% Critical 2.9% Critical Gaps 60.0% "Gaps" means that sidewalk is not entirely continuous along the surveyed block. Passage of the City of Lawrence Complete Streets Policy in 2012; 49

6 Approval of the MPO Complete Streets Resolution in 2011; An ongoing, active Lawrence-Douglas County Bicycle Advisory Committee (BAC) with annual review of the City of Lawrence Roadway Maintenance Plan; Installation of new shared use paths and on-street bicycle lanes; Designation of Lawrence as the 51st Bicycle Friendly Community in America at the Bronze Level from the League of American Bicyclists for being a bicycle friendly community until 2016; Change in the Lawrence City code to require residential development to install sidewalks on both sides of the street in 2006; The Community Health Improvement Partnership (CHIP) was a successful recipient of a unique Safe Routes to Schools (SRTS) grant to create and establish pedestrian education at the Lawrence and Eudora elementary schools. The education program, taught by high school students teaches younger students about how to walk around town safely in a fun and exciting way; and Bicycle and pedestrian counts to measure pedestrian trips in Lawrence in and in Eudora in Projects within our region with planned bicycle facilities that should built within the first five year plan period covered by this T2040 Plan include: South Lawrence Trafficway separated Shared Use Path; Burroughs Creek Rail Trail paved expansion between South End of existing trail and the SLT shared use path in Lawrence; Bob Billings & K-10 Interchange with Bicycle and Pedestrian sidewalk and bike lanes with connections to existing facilities; Bike Lane on Wakarusa from the Wakarusa reconstruction from Oread to Research Parkway; and Shared Use Path on Bob Billings from Iowa to Kasold in Lawrence. Projects within our region with planned bicycle facilities that should be built by 2040 include: River trail between Topeka, Lawrence and Kansas City; Connections between Lawrence and Eudora, Baldwin City and Lecompton; A connection between Hobbs Park and Constant Park in Lawrence; and 6 th & Iowa Intersection Bicycle Facilities in Lawrence. Planned project lists will be more detailed following the completion of the 2013 Bicycle Plan. Pedestrian focused projects and/or studies within our region that are scheduled for completion within the first five year period covered by this T2040 Plan include the following items: Fixed Route Transit and Pedestrian Accessibility Study to explore pedestrian improvements and access to transit Lawrence - Shared Use Path Burroughs Creek Rail Trail extension from 23 rd to 29 th Street Table Sidewalk Links Improved with CDBG funding ( 08-12) Street Name Side of Street From -- To North 7th Street West Side Elm St. to Walnut St. North 5th Street East Side Elm St. to Walnut St. North 3rd Street East Side Elm St. North to Alley 2nd Street South Side Wisconsin St. to Michigan St. Iowa Street East Side University St. to Harvard Road Iowa Street East Side 23rd St. to 25th St. Iowa Street East Side 26th St. to 27th St. West 27th Street North Side Redbud Ln. to Ousdahl St. West 27th Street North Side Florida St. to Naismith Bridge Vermont Street East Side 23rd St. to Montana St. Massachusetts Street West Side Pawnee Ave. to Indian Ave. East 23rd Street South Side Haskell Ave to Ponderosa Dr. East 23rd Street North Side Silicon Ave. West to Existing Sidewalk Haskell Avenue West Side 15th St. to Lynn St. Haskell Avenue West Side Homewood St. to 19th St. Haskell Avenue West Side 21st St. to 23rd St. East 15th Street South Side Brook St. to Harper St. 13th Street South Side Connecticut St. to Haskell Ave 13th Street North Side Delaware St. to Haskell Ave. 18th Street South Side Tennessee St. to Vermont St. Ohio Street West Side North side of City Park to 18th St. Tennessee Street East Side 17th St. to 18th St. East 14th Street South Side Rhode Island St. to Connecticut St. Connecticut Street West Side 14th St. to 15th St. 12th Street North Side Vermont St. to Louisiana St. Maine Street East Side West 3rd St. to 4th St. Lawrence - Shared Use Path on Bob Billings Parkway is planned for 2013 construction from Iowa to Kasold Lawrence- Bob Billings Parkway/N 1500 Road Interchange with K-10 Highway is planned with bicycle and pedestrian facilities Eudora and Baldwin City historically have had fewer regulations to govern sidewalk development, and many of their existing sidewalks are in their downtown central business district. Notable pedestrian projects are detailed below: In 2012, Eudora approved a Parks and Recreation Master Plan that maps existing and planned sidewalk in the community. 50

7 In 2013, Eudora applied for a Transportation Enhancement grant and is also working to engineer and build a bicycle and pedestrian bridge over Highway K-10. This is particularly important since the existing facility for bicycles and pedestrians is in the automobile travel lane of the Church Street Bridge Crossing. Figure 5.2 Eudora Park and Recreation Master Plan (March 2012) In 2007, Baldwin City received funding from KDOT s Safe Routes to Schools Program Phase Two to construct sidewalk, crosswalk and signage improvements and work on a pedestrian safety education program. Bicycle & Pedestrian Mode Share The MPO is collecting and tracking the data to analyze the breakdown of trip types in our region. The MPO began annual counting in 2009 and continues to count about 12 locations annually. The MPO uses the national methodology to calculate an average annual daily number of bicycle and pedestrian trips per location. MPO staff then uses the KDOT annual average daily vehicle traffic count numbers to calculate the travel percentage breakdown of trips by mode. This is of particular importance to transportation planners, because changes in trip types can have large impacts on health, environment and congestion. A comparison of the eight locations counted each year since 2009 are shown in Table 5.2. While it is too early to determine the significance of yearly changes in values with all the external conditions and factors, the data is painting a reasonable Table Bicycle & Pedestrian Count Mode Split Summary Total Mode Split Analysis for Locations in each of the following corridors: Montery Way, W. 6th Street, W. 27th Street, Clinton Parkway, Naismith, W. 9th Street, 2nd Street, Massachusetts Street Annual Average Daily Traffic Percentages Vehicles (AADT) Bicyclists and Pedestrians Bicyclists and Pedestrians Vehicles Bicyclists Pedestrians ,543 4, % 96.4% 1.4% 2.2% ,700 3, % 97.0% 1.1% 1.9% ,700 4, % 96.2% 1.2% 2.7% ,700 3, % 96.7% 1.2% 2.1% picture of the average annual trip counts for a variety of locations and on a variety of facility types. Additional counts and details can be viewed at the report links below. Detailed Count data can be found at the following links: Lawrence Bicycle & Pedestrian Count Data planning/documents/bikecountlawrence.pdf and Eudora Bicycle & Pedestrian Count Data planning/documents/bikecounteudora.pdf. 51

8 Future Planning Activities The MPO is conducting a three part Multimodal Studies Project (Commuter Park & Ride Study, Fixed Route Transit and Pedestrian Accessibility Study, Countywide Bikeway System Plan) in The Countywide Bikeway System Plan will update the existing Bicycle Planning tools for Lawrence and expand them to the Douglas County planning area. Once the 2013 Bicycle Work Program and new Bikeway System Map are completed, the MPO staff plans on amending the Bicycle Chapter of this MTP to incorporate these changes. The Fixed Route Transit and Pedestrian Accessibility Study will investigate deficiencies in pedestrian networks and infrastructure that effect pedestrian access to fixed route transit. Once the study is completed a list of priority improvements will be available to the City of Lawrence to consider for funding so that improvements to both the pedestrian and nearby related transit environments can be improved at those locations. Several pedestrian issues have been discussed locally since the previous T2030 Plan was approved, and much of that discussion has been part of the growing Complete Streets discussions in and around Lawrence. A complete assessment of the pedestrian sidewalk environment in Douglas County still needs to be done, and in 2013 that work will continue as the MPO staff works with local governments to implement Complete Street projects and compile updated sidewalk location and condition data. In 2013, the MPO staff plans to draft a Pedestrian Facilities Plan for the Lawrence Area showing the condition of pedestrian facilities and develop recommendations for pedestrian environment improvements. This will be similar to the bicycle plan. Pedestrian planning work will be coordinated with the Multimodal Studies Project and all of that effort will then lead to MTP changes (amendments and/or updates) that more accurately identify pedestrian system deficiencies and chart strategies for improving pedestrian travel ways in the region. Looking forward, transportation planning seeks to exceed these accomplishments and develop an even more effective transportation system that: Integrates bicycling and pedestrian facilities into all transportation planning activities and all land development projects to create bicycle and pedestrian mobility networks that work for utilitarian trip-making. Finds effective ways to retrofit existing infrastructure to integrate bicycling facilities. Encourages the use of bicycling for all levels of users by building systems that are safe, effective and comfortable for all types of trips. Educates the public about bicycling to promote usage and the best and safest practices for all users of the system: motorists, transit riders, bicyclists and pedestrians. Pedestrian Levels of Service Effective multimodal transportation planning needs to have a way to assess capital projects and land developments to determine whether improvements enhance the pedestrian experience or impact mobility. Figure Pedestrian Priorities Figure 5.3 shows the relationship between the pedestrian system s level of service (LOS) and the potential demand for pedestrian travel. Areas with high potential use and low service levels should be regarded as the highest priorities for pedestrian improvements. Those areas are most likely to show significant increases in the use of sidewalks if pedestrian infrastructure is improved. As was developed, it was recognized that a procedure for measuring pedestrian performance did not exist in the region. The procedure recommended for the cities in Douglas County includes the pedestrian system elements of: directness; continuity; street crossings; visual interest and amenity; and, security. These LOS measurements are described on the following pages. 52

9 Directness Figure Connectivity LOS Distance is critical to the walking trip. The measure of directness is simply how well a community provides direct pedestrian connections to destinations such as transit stops, schools, parks, commercial centers, or activity areas. The grid street pattern, in which a pedestrian can go north, south, east, or west to easily get to a destination, typifies the ideal system with a high level of service (e.g., LOS A B). The common curvilinear residential subdivision, which may have cul-de-sacs that back up against a commercial center, transit stop, school, or park but do not have direct connections and instead require a circuitous route, will deter potential pedestrians. These areas have lower service levels (e.g., LOS D F). The directness level of service standard is based on a ratio of the actual distance from trip origin to trip destination divided by the minimum distance between those two points. Actual distance is further defined as either existing or proposed. Another example of directness is the connection from the public sidewalk (or transit stop) to a destination such as a school, employment center, or commercial center. Connections that link the public sidewalk to the internal site sidewalks have a higher level of service than a similar pattern that requires a pedestrian to cross green space and/or parking lots to reach their destination. Continuity Continuity is a measure of the completeness of the sidewalk system and avoidance of missing segments. In the highest Level of Service, LOS A, the pedestrian sidewalk appears as a single continuous network within a major activity area or public space, and has good connections between sidewalks in the public right of way and on the specific site. LOS B provides a quality, continuous stretch of pedestrian network that is physically separated from other modes and is designed to a uniform standard. LOS A & B are areas where sidewalks are on both sides of the street and have adequate buffer from the roadway. LOS C provides a continuous pedestrian network on both sides of each street, but they may vary in character and design and may be missing ramps and curb cuts. LOS D reflects areas where there may not be sidewalks on both sides of the street or there are gaps in the system. LOS E reflects areas where there are significant breaks in the pedestrian/sidewalk system. LOS F is a complete breakdown in the pedestrian flow, where each pedestrian selects a different route because no pedestrian network exists. The City of Lawrence requires infill development to replace gaps in the pedestrian network with site redevelopment. Figure 5.5 -Sidewalk Continuity LOS 53

10 Street Crossings Street crossings may be the Achilles Heel of the pedestrian system. Street crossings place the pedestrian in the middle of the street and exposed to potential conflicts with automobiles. The measurement of pedestrian LOS for a street crossing becomes very complex and the achievement of a high LOS requires significant investment. There are some key elements that need to be examined when measuring a street crossing s level of service noted in the table below. For an average pedestrian walking at 3 miles per hour (4.4 feet per second), it takes approximately 3 seconds to cross one 12 traffic lane. If bike lanes are present, an additional 2 seconds is needed. On-street parking on both sides of the street adds another 4 seconds. When determining the total time necessary for a walk signal phase, an additional 3 second cushion of safety is recommended. Older adults, children, areas of high pedestrian density and mobility impaired pedestrians take longer to cross. Element Description The greater the number of traffic lanes to be crossed, the greater the exposure of pedestrians to Number of Lanes vehicles. In addition, wider streets tend to carry higher volumes of traffic at higher speeds. Pedestrian crosswalks should be adequately marked and signed at non-signalized locations. In Crosswalks some situations, the sidewalks may be raised for added visibility. Traffic signal heads should be easily visible to pedestrians and motorists. Is the length of the signal Signal Indication walk phase sufficient to cross the street safely? Are the intersections and crosswalks well lit so that the pedestrian is visible at night on major Lighting Levels streets where pedestrian volumes are moderate or high? Some traffic signals have a WALK phase automatically set for each direction of travel. Some signals have a pedestrian-actuated walk signal which provides a WALK phase only when pedestrians are present and have actuated a push-button or other device. The third type of signal Pedestrian installation does not have any pedestrian signal or specific walk phase. Pedestrians may only get a Signal Indication green light to cross the major street when an automobile on the side street activates the signal. Some communities are installing countdown signal timing heads to tell the pedestrian how much time is left to complete the crossing before the DON T WALK appears. Median Refuge Painted medians offer minimal refuge. Raised medians of significant width and height provide Areas increased safety for the crossing pedestrian. Amenities include such elements as signing and design features that indicate the presence of a Amenities pedestrian crossing. Sight distance measures the unobstructed view between the motorist and the pedestrian. Good Sign Distance sight distance is important for pedestrian safety. Existing sidewalk ramps may be either ADA standard or non-standard. They are also differentiated Corner Ramps as to whether they provide visual directness for the pedestrian and notify the driver which direction the pedestrian will cross. New sidewalk ramps should be ADA compliant. Bulb-outs are extensions of the pedestrian walk network into the street. These bulb-outs generally extend to align with the width of the parking lane. They reduce the time to cross the street from corner to corner and therefore reduce the pedestrian s exposure to the automobile; they provide the Bulb-Outs pedestrian with a better line of sight to the vehicle stream and also provide improved line of sight from the driver to the pedestrian; and, their physical presence reduces the driver s lateral clearance and helps regulate and slow traffic. Right Turn on Red Table 5.3 Street Crossing Elements Defined One of the greatest increases in pedestrian accidents has been associated with right turns on red. Research has determined that an extremely high number of drivers do not stop at the crosswalk before making their turn and instead continue after looking to the left for approaching vehicles. Many jurisdictions have installed signs that do not permit right turns on red in high pedestrian use areas. Figure 5.6 Average Total Time to Cross What we ve heard. Certain parts of town are OK as far as pedestrian amenities, such as downtown, but some of the nearby neighborhoods could use attention to help with walkability 54

11 Visual Interest and Amenity To promote pedestrian activity in an activity area, the pedestrian system needs to be aesthetically appealing. The attractiveness of the pedestrian network can range from visually attractive, with enhancements like street lighting, fountains, and benches, to an experience of discomfort and intimidation associated with the absence of amenities. Areas to examine regarding visual interest and amenity include the following elements. Security Pedestrians require a sense of safety and security, both through visual line of sight with others and separation from vehicles. Street lighting is also important for walking at night. Pedestrian Districts and Areas Although these measures can be applied throughout Douglas County, the acceptable performance thresholds will vary by the type of activity area. As an example, a high pedestrian performance level will be of greater importance in the downtown areas of Lawrence, Eudora & Baldwin City than in outlying, lower density subdivisions with light vehicular and pedestrian traffic. Element Scale Attractiveness Design Lighting Maintenance Adjacent Uses Area Type Pedestrian Districts Commercial Centers Schools Transit Corridors Table Visual Interest and Amenity Elements Defined Description Does the urban environment reflect a human scale environment (pedestrian scale)? Are the colors, materials, and form of the pedestrian facilities and features appropriate to the area and do they functionally unite the pedestrian network? Does the area include landscaping, vertical treatment, and sidewalk furnishings that improve the character and pedestrian scale of the urban environment? Does the area include site details, such as public art, that enhance the pedestrian scale of the street and become urban amenities? Does the lighting improve the safety, aesthetics, and character of the area? Is the area well maintained and clean? Are the land uses along the pedestrian network attractive and inviting such that they encourage pedestrian activities or are they unappealing, such as non-maintained buildings and parking lots? Table Pedestrian Districts and Areas Defined Description Pedestrian standards are high in the pedestrian district. In addition to the need for direct, continuous sidewalks where it is safe to cross the street, this area requires higher levels of visual interest and amenities to attract residents and visitors. These areas tend to be located along arterials and aggregated at various locations along the corridor, particularly where major arterials intersect. In the past, these locations have been more of the strip commercial and L shaped neighborhood shopping center style developments, which provide relatively poor pedestrian environments. Whereas it is not necessarily critical for routes to schools to be picturesque and visually captivating, there are basic pedestrian needs for the student, including a safe and secure continuous sidewalk with safe street crossings and direct connections to neighborhoods. Cities in the region have been participating in the federal Safe Routes to School program which funds studies that address these issues. Both ends of all transit trips are typically pedestrian trips. The most critical elements for pedestrians in transit corridors are direct and safe connections and safe, paved, lighted, and possibly sheltered bus stops. Figure City of Lawrence - Pedestrian Districts and Areas Map Table 5.5 defines the types of pedestrian areas to which differential performance standards should be applied and should be proposed as part of development projects. Although all other areas within the city should have safe, secure, and reasonably direct pedestrian connections, the pedestrian trip-making characteristics of these areas are not as critical as the four areas mentioned above. 55

12 Opportunities & Constraints for Bicycle & Pedestrian Trips in the Lawrence-Douglas County Region There are many opportunities to increase the use of alternative modes of transportation, including bicycling and walking: Demographics The presence of the University of Kansas and its students, faculty and staff, in addition to the general population provide a large base of potential users. Climate The climate in Douglas County is generally conducive to bicycling and walking approximately nine months a year. Geography The relatively small land area containing Lawrence and its surrounding urban vicinity as well as the small compact nature of the other cities in Douglas County make cycling a feasible transportation choice for many short trips. Existing Bikeway System and Sidewalk network The City of Lawrence already has a network for bicycles and pedestrians and has recently added more mileage to that system. Lawrence - Some constraints to biking and walking in the City of Lawrence include the following: Safety -Quantity, high speed, distracted or unlawful driving of vehicular traffic, especially on major roads and during certain times of the day and year, can threaten the safety of bicyclists (and car drivers) and be a prohibitive factor in citizens choosing bicycling as a viable means of transportation; personal safety of bicyclists (or perceived safety) is also a factor, particularly for children, elderly people, and women (e.g., isolated areas depending on time of day). Real or perceived threat from other people or in certian areas is a factor in whether people ride on or off road. Sharing the Road Etiquette - Bicyclists on public roadways assume the same rights and responsibilities as automobile drivers, and are subject to the same state laws and local ordinances. Cyclists who take care to display correct bicycle etiquette will do much to increase the respect that motorists have of them on the road. They will also be much safer on the roads if they do all they can to obey the road traffic laws and let motorists know of their intentions. Bicyclists and motorists should view each other with mutual respect as legitimate users of roadways. Existing Bicycle System - While the existing bicycle network and is an opportunity, it is also a constraint to cycling in many areas. Many routes do not provide a direct, convenient, or safe means across busy streets. Some routes do not have sufficient signage. Other routes have conflicts with multiple users or they may not provide complete linkages to desired destinations. Existing Sidewalk Network - While this network of sidewalks is an opportunity; it is also a constraint to pedestrians in many areas. Many routes do not provide a direct, convenient, or safe means across busy streets. Gaps in the existing sidewalk network also create barriers for usage and create safety issues. Some routes do not have sufficient signage. Other routes have conflicts with multiple users or they may not provide complete linkages to desired destinations. Topography - The steep topography in several areas of Lawrence creates obstacles to bicycling. These include the University of Kansas (especially the eastern edge of campus); 9th Street near Avalon Road; areas of western Lawrence (such as 15th Street west); and the area around the 6th and Iowa Street Intersection. Barriers - Barriers may be manmade or natural. Topographic constraints are considered a barrier. Barriers include major arterials (e.g., 23rd Street/Clinton Parkway, Iowa Street, and 6th Street in Lawrence and K-10 Highway in Eudora), railroad tracks, and the Kansas and Wakarusa Rivers. Signage - Signage is an important tool not only in alerting motorists to the presence of cyclists, but also conveying the legitimacy of cyclists rights to be on and use the roadway and paths and assisting the cyclist in choosing the most appropriate route for their skill level and trip purpose. The City of Lawrence currently has 358 Share the Road and Bike Route signs installed in addition to 5 Bicycle Friendly Community Signs. 56

13 Maps - The T2040 Bikeways System Map provides information on existing and future facilities. The "Bicycle Rideability Map" published in 2010, provides a network of routes based on user comfort and ability. Both maps should continue to be updated as new bikeway facilities are added to the region s network. The T2040 Bikeway System Map included in this MTP document should be used to guide planning decisions on where bikeways should be built to form a regional system for bicycle mobility until the map is updated with the new map being created as part of the Multimodal Studies Project scheduled for completion in late Safety Crash Analysis Whichever route a bicyclist or pedestrian may choose or need to use, that route should be safe for bicycling and walking. Issues may include hazards (e.g., drainage grates, overhead obstructions, etc.), lighting, vehicular conflicts, or conflicts with other sidewalk or bikeway users. Routes should also provide access to various destinations by a reasonably direct means and allow for fluidity of traffic movement at intersections. Starting in 2011, bicycle & pedestrian accident data was geocoded and mapped in Lawrence. The MPO will use the availability of mapped safety data to assess accident locations for recommended improvements. The table below shows the magnitude of reported accidents involving pedestrians and/or bicyclists throughout Douglas County for the latest five-year period with completed data in the KDOT system. Comparing this bike-ped accident data to similar data for motor vehicle crashes notes some striking differences, especially in the share of injury accidents. The majority of accidents shown here are injury accidents while the vast majority of car crashes are property damage only events. The fatality rate of these bike-ped accidents is also six times that for automobile crashes. Although any traffic fatality or serious injury accident is tragic, the high proportion of bike-ped accidents resulting in personal suffering should show the community that bike-ped accidents need to be studied carefully so that these accidents can be avoided as much as possible. Table 5.6 summarizes the pedestrian and bicycle accident data. Figure 5.7 and 5.8 show the locations for recent bicycle and pedestrian accidents in Lawrence. As one familiar with Lawrence might expect, most of these crashes are located along the busiest roads in town and in the urban core especially along the Massachusetts Street corridor (within 3 blocks of Massachusetts Street) between 19 th street and the Kansas River. The maps show that there is a significant problem with bike-ped accidents in these areas, and an initial review of this data indicates that most of these crashes involve a car and bicyclist or pedestrian getting hit and many of them involve an injury. The MPO and its planning partners should study this geocoded accident data more thoroughly in the next five years to determine if any roadway improvements could be made to help avoid these accidents. Also, the MPO should encourage local officials to improve driverbicyclists-pedestrian education to address this problem too. Improved enforcements of traffic laws for bicyclist, pedestrians, and motorists alike should also be encouraged. Overarching Bicycle Planning Ideas to Consider in the MPO Efforts to Achieve a City & County-wide City Table Pedestrian and Bicyclist Accidents Total Fatal Injury Property Damage Only (PDO) Baldwin City Eudora Lawrence Rural Areas Total Source: Kansas Department of Transportation Accidents by Year: Total Accidents What we ve heard Bicycling on many streets in Lawrence is very unsafe and leads to bicycle fatalities. There are too many streets with no sidewalks or poor sidewalks. East Lawrence sidewalks are so neglected that many people choose to walk in the street rather than the sidewalks. 57

14 Figure City of Lawrence Bicycle Accident Map ( ) Figure 5.9 City of Lawrence Pedestrian Accident Map ( ) 58

15 Bikeway System There are numerous actions that can be taken by the residents of the Lawrence-Douglas County Region to improve the multi-modal function of the region s transportation system and to better incorporate non-motorized travel into that mobility network. Some of those actions involve changing physical infrastructure while other actions involve changing attitudes and perspectives on how our region s mobility system is to function and who is to use it. All actions to make the transportation system safer, more efficient and more equitable for all users are welcomed. However, certain key steps need to be taken in order to advance our region to a higher level of truly having a multimodal transportation system which works well for everyone. The key steps that have been identified to date are listed below. Focus on connections to specific key destinations and the ease and safety of transportation to those areas. The typical cyclist in Lawrence requires safe and convenient access to connect their residence with school, employment, entertainment and shopping destinations. These linkages must provide safe access across high volume arterial streets. Routes well suited for the commuter, multiuse rider, or fitness rider, should provide a medium- to long-range round trip, safe access, and variety. Routes that parallel main east-west and north-south arterial roadways are ideal, particularly for business, employment and basic shopping destinations outside of Downtown Lawrence, and such routes may encourage novice cyclists that do not like to ride on arterials with motor traffic to use cycling for more utilitarian trips. Treat cyclists with the same respect and legitimacy as other users of roadways through separate signage reflecting their right to be on the roadways and duties to follow the laws. Expand the existing bikeway plan to provide effective access by bicycle to all areas of Douglas County (e.g., residential neighborhoods and shopping districts). Educate the public using a variety of media outlets and community outreach about the bike plan, local and state bicycle regulations, and guidelines for safe cycling. Provide alternative parallel routes for bike traffic where integration of bicyclists with motorists is unlawful (e.g., on interstate highways) or undesirable (e.g., highly congested high speed roads with numerous driveways and sight distance problems). Where existing motorized traffic routes create barriers for nonmotorized travel, provide effective accessible crossings at regular intervals. Continuously measure bicycle and pedestrian usage to understand traffic patterns of non-motorists, and adjust planning accordingly. Prioritize the bicycle system plan to connect neighborhoods and large apartment complexes to each other and with schools, universities (University of Kansas, Haskell University, Baker University) and major shopping areas (Downtown Lawrence, 23 rd and Louisiana, 31 st & Iowa, 6 th & Wakarusa, and other commercial areas in Douglas County). Work with the school districts and universities to encourage and educate the proportionately higher percentage of non-motorists in their populations about the bicycle system, and to better integrate the bicycle system into school campuses. Encourage local businesses and organizations to participate by encouraging their employees, customers and clients to choose bicycling. Provide intercity bike routes between Lawrence, Eudora, Baldwin City and Lecompton. What we ve heard Walking/bike paths need to be interconnected. To be truly friendly I should be able to go just about anywhere in town on a path or designated sidewalk. 59

16 Recommended Bicycle & Pedestrian Action Steps Pedestrian Walking is an essential part of our daily activities, whether it is trips to work, shop, school, or play; after getting out of the car, off the bus or bike we walk to our final destination. Historically, pedestrian facilities are overlooked or merely added onto street improvement projects because they are required but without an extensive review of how they fit into the overall transportation system. The pedestrian part of a road project may not get the same level of design scrutiny as the vehicular part does, and the roadway improvements is not always designed as a multimodal facility but instead as a road for cars with sidewalks added as needed. However, to continue to preserve and enhance the quality of life in the region s urbanized area, an overarching pedestrian facility plan for new and improved facilities that is woven into roadway deign and road network planning along with a consistent maintenance process for existing pedestrian infrastructure is needed. Development of a continuous, efficient pedestrian system in Lawrence, Eudora, Baldwin City and Lecompton is dependent on many factors, most notably: location of existing and anticipated activity areas and districts; programs to retrofit established sections of town with pedestrian-oriented activities; design standards and requirements for new development; desired pedestrian levels of service; funding for pedestrian improvements; and, Americans with Disabilities Act (ADA) requirements. Bicycle The following list of Actions Steps are a collection of actions, they are not in sequential or priority order. All of the actions listed below are important and meaningful. The action step numbers simply identify each step. Although popular and heavily used, the existing bikeway system does not yet provide a continuous system that serves the entire City of Lawrence, and the system does not yet connect all parts of Douglas County to each other or to adjoining counties. Currently, most of the bikeway mileage in Douglas County is in Lawrence, and that What we ve heard I appreciate the City s efforts in constructing sidewalks to fill gaps. However, the percentage of funds allocated to these types of improvements (or links to bus stop location) is still a very small portion of the overall public works construction budget. Lawrence focused system serves two very different types of cyclists. The Lawrence bike paths, lanes, and routes serve both commuter and multiuse bicyclists. Bicycle commuters often use their bicycles daily for work and/or shopping trips and view their bicycles as vehicles. Multiuse bicyclists tend to ride their bicycles on a more occasional basis, seek attractive and safe routes, and view their bicycles as multiuse and exercise equipment. These types of cyclist can be further broken down into sub-categories (i.e. child cyclists, recreational cyclists, and experienced cyclists, etc.). However, the main difference is between cyclists who often use their bicycle as a major mode of transportation and treat it as a vehicle that takes them to the same places that motorists travel to in their car and those cyclists that do not view their bike as their main form of transportation. In planning a regional multimodal transportation system that includes bikeways we must recognize that all bicyclists are not alike, just like all motorists are not alike, and appreciate those differences. The majority of Lawrence s bike facilities are on-street bike routes. These routes tend to be located along lower volume streets where the routes are shared by automobiles and bicyclists. There are few separate on-street bike lanes in the city. To the extent 60

17 possible, bike lanes should be promoted because the separate lane provides a defined physical space for the rider which improves safety for the bicyclist. This physical lane also helps define the importance of the bicycle as a means of travel within the community. The use of parallel secondary roads as primary bike routes along busy arterial corridors should be prioritized. Due to prior planning decisions and growth patterns, some roads must be acknowledged as being inappropriate for use by all but the most experienced commuter cyclists and not well suited for high amounts of bicycle traffic. Therefore, alternative, parallel routes on roads with slower speeds and lower traffic counts may be the common facility desired for useful, comfortable, and safe bicycle traffic in certain corridors. We need to learn from those prior planning decisions that assumed only cars and trucks use the roadway, and not repeat single mode designs. In planning our region s roadway network we think of destination hubs where activities take place and how the road network can serve those hubs. In a similar fashion we also need to move the focus of thinking about bikeways systems to thoughts of activity centers and the creation of workable bikeways to get riders to and from those places where they want to go. Thinking of bikeways as simply nice things to add to the transportation system where you can without them costing too much and thinking of bikeways as mostly serving recreational trip desires needs to end and be replaced by new ideas of bicycles as a legitimate and vital part of our transportation system. The new era of bicycle planning and bikeway development needs to be based on the premise that bicycles are vehicles that are ideal for short (3 mile or less) urban area trips. Bikes are not toys that are just for fun. Bicyclists are road users too. They need to follow traffic laws the same as motorists, and they need to be respected as vehicle operators. In order to move onto this new era of serious multimodal transportation system planning in Douglas County where alternative modes (other than private cars and trucks) are viewed by the community as legitimate users of road rights-of-ways we must act to make this vision for travel mode respect and equality in our region more than a policy statement. The actions listed below are the things identified to date that need to be done or at least started within the next five-year period, before the next plan is approved in Bicycle & Pedestrian Action Step 1: Expand, Update and Implement the Bikeway System Recommendations from the 2004 Lawrence-Douglas County Bicycle Plan and the Future 2013 Lawrence-Douglas County Bicycle Plan At the same time this plan was being written, the MPO was also working on updating the 2004 Bicycle Plan. will be amended following the adoption of the 2013 Lawrence-Douglas County Bicycle Plan. The overarching objectives of the Bicycle Plan include: Further develop bicycle facilities that extend into future growth areas as land uses are identified, and continue to explore opportunities that provide connections to schools, parks, commercial zones, and other activity areas. This may include bikeway developments along collector and arterial roads, and may also include the creation of alternative routes for cyclists to take advantage of neighborhood roads with lower vehicular speeds and/or greater convenience. Establish a dedicated funding plan to complete implementation of a bikeway system plan and for maintenance of the region s bicycle facilities. Prioritize and implement critical bikeway segments that provide continuity for the system and provide connections to major activity centers (shopping areas, schools, KU campus, etc.). Evaluate existing roads with bicycle routes and other roadway corridors for appropriate opportunities to provide bicycle lanes, routes, or paths and to improve safety based on an analysis of the accident data. Evaluate other (non-road) linear features in the region that connect activity and population clusters (e.g., streams, sewer lines, utility corridors, etc.) and study those corridors for possible bikeway developments Maintain existing route maps for all shared use paths, bike lanes, and bike routes designated on the Bikeway System Map and provide appropriate signage along those bikeways. Increase signage for bike routes and lanes in roadway corridors to convey the legitimacy of bicycle traffic on roads. Implement a public information and education program that encourages this alternative mode of transportation. 61

18 Bicycle & Pedestrian Action Step 2: Update the Lawrence-Douglas County Bicycle Plan and Bikeway System Map at Least Once Every Five Years The Lawrence-Douglas County Bicycle Plan and Bikeway System Map should be updated every five years to address changing needs and priorities. This update to bicycle planning documents and policies should be coordinated with the next update of the Metropolitan Transportation Plan. MPO staff should continue to work with the Bicycle Advisory Committee (BAC) and other groups to identify changing conditions for the region s bikeway network and to identify needed changes to the Bikeway System Map. MPO staff and BAC members should continue to engage the local government planning and engineering staffs in conversations about bikeway system development and encourage those local staffs to participate in the updates to bicycle planning documents. Bicycle & Pedestrian Action Step 3: Develop and Update a Pedestrian Plan and Sidewalk Condition Inventory at Least Once Every Five Years Each city in Douglas County should develop a pedestrian plan that includes level of service standards for each pedestrian use area type, an inventory of existing pedestrian facilities and facility condition, identifies needs improvements, and a plan to prioritize improvements. Cities should inventory existing pedestrian facilities. This information should be used to identify specific pedestrian improvements and develop a prioritized plan for implementation. The process should seek input from the public on specific locations in need of new or reconstructed pedestrian facilities as well as analyze the existing available safety data. In an ongoing process, each of the region s cities should create and periodically update a Pedestrian Plan. Public and Private Development Standards In order to create multi-modal opportunities for Lawrence, Eudora, Lecompton and Baldwin City, two specific actions are required. The more difficult and sometimes much more expensive of the two is repairing and/or retrofitting areas within a City where facilities for bicyclists and pedestrians were not originally anticipated but are now needed. The typically easier and less expensive opportunity is to establish standards and guidelines to accommodate bicyclists and pedestrians in future private and public development and include those actions to make the bikeway system part of the earliest project planning stage of development. It is almost always easier to include space for bicycles and pedestrians in the development project before things are built than to come back years later and try to add bicycle and pedestrian facilities. From the standpoint of public development, particularly in construction of new corridors and reconstruction of existing roads, considerations for multi-modal amenities should be addressed and embraced in new projects. These may include safe street crossings with pedestrian-actuated walk signals, crosswalk enhancements, median refuge islands, bulbouts, bike lanes, shared use paths, bike routes and other design features. In the built environment, design considerations should be flexible to minimize impacts to adjacent land uses and property owners. The consideration of amenities for all users supports the City of Lawrence Complete Street Policy passed in These standards and guidelines should not be onerous, but they do need to be realistic. Requirements should include recognition of on-site and off-site destinations and connections between the development and other activity centers. Particularly important destinations would include schools, parks, core shopping areas, neighborhoods, citywide trails, libraries, recreation centers, bike lanes and routes, and other activity areas. 62

19 Bicycle & Pedestrian Action Step 4: Adopt Bicycle Facility and Street Design Standards and Guidelines for Development Standards and guidelines should be adopted that: develop minimum bicycle and pedestrian standards and guidelines for all new roadways and reconstruction of existing roadways and focus on routes and then on roads. Standards should take into consideration the national best practices for bicycle and pedestrian infrastructure. Designing and building facilities with standards ensures that consideration has been given to sound design that is sensitive to the needs of bicyclists and pedestrians and their interactions with other roadway users. Most engineers have an intuitive understanding of design requirements for automobiles. Creating standards for bicycle and pedestrian facilities encourages engineers to think similarly about cyclists and pedestrians and ensures that bicyclists and pedestrians can know what to expect from each facility type. A wide range of possible options for enhancing a community s multimodal friendliness exist through design. Improvements can be simple, inexpensive, and involve minimal design effort. For example, adopting bicycle-safe drainage grate standards, or adjusting traffic signal timing can be inexpensive ways to make bicycling safer and more enjoyable. However, standards can also require more substantial allocations of funds, carefully prepared detailed designs, and multi-year commitments to phased development. In those situations standards are valuable to ensure that a project remains relevant and useful. These standards shall also include street crossing treatments, sidewalk design, landscaping and amenities. Bicycle & Pedestrian Action Step 5: Consider Bicycles & Pedestrians in Development Review Local governments should review and/or modify development review processes to include requirements for on- and off-site bicycle and pedestrian connections, facilities, and amenities that connect the development to key destinations and activity centers. Without adding delay for land development projects, ensure that bicycle and pedestrians considerations are discussed early in the planning/design process for developments and that appropriate bikeways are made a part of the final approved construction plans. Bicycle & Pedestrian Action Step 6: Notify Property Owners about their Responsibility to Sidewalk Maintenance Local governments should notify property owners of their responsibility to maintain existing sidewalks and provide repairs when their condition deteriorates to a point where pedestrian safety or convenience is negatively impacted. Local governments should also enforce existing sidewalk maintenance ordinances such as the Lawrence Snow Removal Ordinance. If needed, each city should adopt ordinances that clearly indicate the responsible party for sidewalk maintenance. Douglas County-Rural Area Bicycle Recommendations There is a recognized lack of bikeways between Lawrence and surrounding Douglas County. Currently the only means of connecting these communities is by travel along the country roads and streets. For example, in Eudora bicyclists use Main Street coming from the north as well as 10th Street traveling east-west, neither of which is well designed to accommodate bicycles. Many jurisdictions elsewhere in the United States have elected to widen the shoulders of these connecting roads to five or six feet to allow room for the bicyclist, rumble strip, and edge debris. This is typically done at the time of resurfacing or reconstruction but in some cases can only be accomplished during major reconstruction due to existing geometric and physical constraints (e.g., ditches, culverts, utilities, etc.). Additional protection to the bicyclist can be accommodated with edge-line rumble strips that separate the vehicle lane from the shoulder. Where a rumble strip is installed along the edge line of the outside lanes a minimum six-foot wide paved shoulder is desirable to accommodate bicycle traffic. That treatment can be applied to county roads and 63

20 state highways alike. In rural areas the wide paved shoulder with rumble strip can be effective to facilitate bicycle travel from city to city and to improve roadway safety by both increasing the recovery area for vehicles that veer out of the travel lane and by providing space for disabled vehicles. Since the adoption of the previous MTP (Transportation 2030) in 2008 Douglas County has upgraded a portion of Farmers Turnpike (county Route 438) with this improved shoulder design. Bicycle & Pedestrian Action Step 7: Implement Douglas County Rural Bicycle Plan Elements Integrate city, county and regional bicycle plans to ensure connectivity and fluidity of routes between cities within the County. Identify potential rural bikeway corridors that serve activity centers and/or poplar ride circuits in rural Douglas County (e.g., loop from Lawrence around Clinton Lake) based upon existing and future demand. Identify potential bicycle corridors within the county s three smaller cities (Lecompton, Baldwin City, and Eudora). Identify connecting corridors that integrate with existing and planned future bicycle facilities in Douglas County with those in adjacent counties so that longer multi-county rides (e.g., Olathe to Lawrence to Topeka) can be accommodated in the future. While addressing safety, explore the opportunity for widening the shoulders of county roads that lead into and out of Lawrence at the time of resurfacing and reconstruction. Bicycle Amenities To effectively use a bicycle as their main transportation mode, commuter cyclists require facilities in addition to bikeways and bike parking spaces. Bicycle commuters require showers and lockers at the places they commute to (e.g., workplace, school, etc.). Commuter cyclists also may encounter weather or other conditions that make their commuting by bicycle impossible, and they need to have access to other transportation modes (public transit, carpools, etc.) to meet their travel needs at those times. For other cyclists that ride less often and for those planning to start commuting by bicycle, location of rest areas, public toilets, and water fountains along their route are important facilities. All cyclists also need to have reliable information about the road/bikeway conditions they will have to deal with on their ride (e.g., location of construction zones with bikeway closures and/or detours, major traffic incidents causing congestion and delays, etc.). A major element of the overall bicycle plan is the provision for adequate bicycle facilities as part of the built environment. A place to park a car at the end of a trip is almost always provided, but there is not always a place where bicyclists can lock and store their bicycle. A wide range of bike parking facility designs are available that can be public or part of a private development. Bicycle & Pedestrian Action Step 8: Plan and Construct Bicycle and Bicyclists Amenities Safe and secure bicycle parking should be provided as necessary near schools, universities, libraries, recreational centers, grocery stores and other retail locations, other public buildings, at activity centers, and along activity corridors, as well as in City parks, especially where high use is anticipated (e.g., Holcom, Lyons, Veterans, etc.) Develop bicycle rack and storage options for new developments. Options should 64