HomeMy WebLinkAbout03/06/2018 08 Yakima Bicycle Master PlanBUSINESS OF THE CITY COUNCIL
YAKIMA, WASHINGTON
AGENDA STATEMENT
1
Item No. 8.
For Meeting of: March 6, 2018
ITEM TITLE: Resolution adopting the Yakima Bicycle Master Plan
SUBMITTED BY: Joseph Calhoun, Planning Manager, 575-6042
Brett Sheffield, Chief Engineer, 576-6797
SUMMARY EXPLANATION:
The Bicycle Master Plan, or "Bike Yakima," was first drafted in November 2015. Completion of
the plan was put on hold while the City completed its Comprehensive Plan 2040 Update. After
adoption of the 2040 Plan in June, 2017, staff and consultants implemented the bike -related
changes into the Bike Yakima Plan. The Yakima Bicycle and Pedestrian Advisory Committee
(YBPAC) then reviewed the plan and suggested several changes to the project list and maps.
Those changes have been implemented and recommended for approval by the YBPAC.
The Bike Yakima Plan includes an introduction and chapters on public/stakeholder engagement,
network recommendations, program recommendations, implementation strategies, design and
maintenance recommendations, complete and project network maps, and survey results.
ITEM BUDGETED:
NA
STRATEGIC PRIORITY: Neighborhood and Community Building
APPROVED FOR
SUBMITTAL:
STAFF RECOMMENDATION:
Adopt Resolution
BOARD/COMMITTEE RECOMMENDATION:
The Yakima Bicycle and Pedestrian Advisory Committee recommended approval of the plan on
January 10, 2018.
ATTACHMENTS:
Description
O resolution
O Bicycle Master Plan
Upload Date
2/27/2018
2/23/2018
2
Type
Cover Memo
Backup Material
3
RESOLUTION NO. 2018-
A RESOLUTION adopting the Yakima Bicycle Master Plan "Bike Yakima"
WHEREAS, the City of Yakima approved a professional services agreement with Toole
Design Group on January 13, 2015 to assist in the preparation of the plan;
WHEREAS, the City of Yakima sought community -wide participation in the Bicycle
Master Plan by providing specific opportunities to provide comment to an extensive list of stake
holders including a Project Advisory Committee, Council Committees, and City Staff; and
WHEREAS, the Yakima City Council approved the Yakima Urban Area Comprehensive
Plan 2040 and Transportation Systems Plan 2040 on June 6, 2017; and
WHEREAS, applicable elements of the Comprehensive Plan 2040 and Transportation
Systems Plan 2040 were implemented in the Bicycle Master Plan; and
WHEREAS, after revision and final review, the Yakima Bicycle and Pedestrian Advisory
Committee recommended approval of the final draft Bicycle Master Plan on January 10, 2018;
and
WHEREAS, the City Council of the City of Yakima, having considered the
recommendation from the Bicycle and Pedestrian Advisory Committee, hereby finds and
determines that approval of the Bicycle Master Plan is in the best interests of residents of the
City of Yakima; now, therefore
BE IT RESOLVED BY THE CITY OF YAKIMA:
The Yakima City Council hereby approves and adopts the Yakima Bicycle Master Plan
PASSED BY THE CITY COUNCIL, signed and approved this 6th day of March, 2018.
ATTEST: Kathy Coffey, Mayor
Sonya Claar Tee, City Clerk
BIKE YAKIMA
BICYCLE MASTER PLAN » YAKIMA, WASHINGTON
Acknowledgments
The City of Yakima's Utilities and Engineering, and Planning
Departments led the development of the 2017 Yakima Bicycle
Master Plan (BMP). The intention was for this plan to be contained
within the Comprehensive and Transportation Plans, as required
by the Washington State Growth Management Act (GMA). At
the completion of the Preliminary Draft Bicycle Master Plan in
November 2015, the City's Planning Department began the State
mandated updates of the 2017 Transportation Systems Plan
and Transportation Element of the Comprehensive Plan, and
as a result, the BMP was not adopted by council at that time.
The Comprehensive and Transportation Plans have since been
completed and the Bicycle Master Plan has been updated to align
with these plans, bringing all Plans into compliance.
The City and Project Team would like to extend their special
appreciation to the Built Environment Committee of City Council,
the Project Advisory Committee, and the many members of the
public, all of whom provided valuable input to the development of
the Plan.
City Staff (2017)
Brett H. Sheffield, P.E., Chief Engineer
Joan Davenport, AICP, Director of
Community Development
Joseph Calhoun, Planning Manager
Joe Rosenlund, Streets and Traffic
Manager
Tom Sellsted, Supervising Senior Analyst
Randy Bonds Jr., Web Application
Developer
Neighborhood and Community
Building Committee of the City
Council (2017)
Assistant Mayor Carmen Mendez
Council Member Dulce Guiterrez
Council MemberAvina Guiterrez
Project Advisory Committee (2015)
Lance Reese, Valley Cycles
Al Brown, Executive Director, Yakima
Greenway Foundation
Lynn Buchanan
Phil Mattoon, Mt. Adams Cycling
Phil Hoge, Yakima Bikes and Walks
Connie Buchanan
Shirley Strader, Yakima Bikes and Walks
Shawn Conrad, Planner, Yakima
Conference of Governments
Larry Mattson, Executive Director,
Yakima Conference of Governments
Chance Belton, Yakima Police
Department
Axel Dolph, Revolution Cycles
Kristina Weyer
Luz Bazan Gutierrez, President/
CEO, Rural Community Development
Resources/Hispanic Chamber of
Commerce
ii 1 YAKIMA BIKE MASTER PLAN
5
Bicycle and Pedestrian Advisory
Committee (2017)
Neil McClure
Phil Mattoon
Shirely Strader
Elissa Southward
Sue Schoolcraft
Ken Jones
Michele McGinnis
Project Consultants
Toole Design Group, LLC
Kristen Lohse, ASLA, Project Manager
Peter Lagerwey, Principal in Charge
Lisa Enns, Lead Planner & GIS Analyst
Courtney Ferris, Associate AIA, Graphics
and Layout
Kenneth Loen, P.E., Lead Engineer
Brian Lee, Planner
TABLE OF CONTENTS
CHAPTER 1
INTRODUCTION
21 CHAPTER 2
PUBLIC & STAKEHOLDER ENGAGEMENT
CHAPTER 3
BICYCLE NETWORK RECOMMENDATIONS
3, CHAPTER 4
PROGRAM RECOMMENDATIONS
55 CHAPTER 5
IMPLEMENTATION STRATEGIES
67
99
APPENDIX A
DESIGN & MAINTENANCE RECOMMENDATIONS
APPENDIX B
COMPLETE NETWORK
104 APPENDIX C
PROJECT NETWORK
107 APPENDIX D
SURVEY RESULTS & SUMMARY
iii 1 YAKIMA BIKE MASTER PLAN
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iv I YAKIMA BIKE MAS 1 PLAN
8
INTRODUCTION
1
& EXISTING CONDITIONS CC
1 1 YAKIMA BIKE MASER PLAN
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CHAPTER 1: <(12mc.)>>
INTRODUCTIONS & EXISTING CONDITIONS
INTRODUCTION
With its beautiful natural setting, central Pacific Northwest location,
and low cost of living, Yakima offers a high quality of life for its
94,000 plus residents. Many families and seniors call Yakima
home, which is a critical factor in the City's efforts to provide safer
and more convenient transportation choices throughout Yakima.
The City has recognized that safe bicycling facilities for all ages
and abilities provide many benefits that contribute to Yakima's high
quality of life. Benefits include reduced air pollution, increased
tourism, improved health, and reduced transportation costs. In
addition to institutional support, tremendous community support
for active transportation exists in Yakima, as exemplified by private
efforts such as the Yakima Greenway Foundation, the growing local
momentum around Complete Streets design and policy through
the Yakima Health District and Yakima Valley Conference of
Governments, and advocacy groups like Yakima Bikes and Walks.
PURPOSE AND PROCESS
The intent of the Yakima Bicycle Master Plan project is to develop a
bicycle network plan that, when implemented, will improve bicycle
transportation throughout the City of Yakima. The Plan will guide
planning, development, and management of existing and future
bicycle connections within the City of Yakima. The focus of the
Plan is to provide a coordinated vision for accommodating and
encouraging bicycling as a viable transportation mode so that
Yakima residents of all ages and abilities may safely, comfortably,
and conveniently bike through the City for both recreation and
utilitarian trips such as shopping, commuting to work and school,
and accessing transit.
The Plan builds upon previous City of Yakima initiatives, including
the 1995 Bicycle Master Plan, the Yakima Greenway Master Plan,
and numerous on- and off-road bicycle investments made to date.
The Plan identifies challenges, opportunities, and recommended
strategies for developing and maintaining a community -wide bicycle
network. The Plan will position Yakima to make more strategic and
cost-effective investments in its bicycle network, receive funding
from a broader range of sources, and continue to provide a high
quality of life.
The Yakima Bicycle Master Plan establishes a vision of bicycling
for the future and identifies practical steps needed to implement
projects and programs that support bicycling. With this Plan,
the City aims to determine the most logical method of creating
a connected network of bicycle facilities that serve the broad
spectrum of individuals that bicycle in Yakima.
2 1 YAKIMA BIKE MASTER PLAN
L f YAKIMA IS A
SMALL ENOUGH
COMMUNITY, WE
SHOULD HAVE MANY
MORE PEOPLE RIDING
BIKES THAN WE DO. I
THINK THAT YOU ARE
TAKING THE RIGHT STEPS
TOWARDS HELPING TO
CREATE A SAFE AND
COMFORTABLE BICYCLING
ENVIRONMENT. I
ENVISION A COMMUNITY
THAT IS SAFE FOR MY
CHILDREN TO BICYCLE
EVERYWHERE THEY
NEED/WANT TO GO.
-Survey Respondent
10
CHAPTER 1: ((eT;k>>
INTRODUCTIONS & EXISTING CONDITIONS
The Yakima Bicycle Master Plan will be contained within the
Comprehensive Plan and Transportation Master Plan. These plans
are required by the Washington State Growth Management Act
(GMA).
The City's Departments of Engineering, Public Works, Community
Development and Planning oversaw the development of the
Master Plan with input from the following groups:
City Council Neighborhood and Community Building
Committee
Yakima Bicycle and Pedestrian Advisory Committee
Yakima BMP Project Advisory Committee (PAC)
Yakima community (residents, business owners, bicyclists,
students and others).
During the planning process, the City of Yakima sought to:
Gather community input on existing conditions, barriers to
bicycling in Yakima, and priorities for improvement
Build on the existing and planned bicycle facilities and
bicycle -friendly trails
Develop a Citywide bicycle network that includes arterial
and neighborhood routes
Prioritize improvements to the bicycle network and develop
a plan for implementation
Develop policy and program recommendations in the areas
of education, encouragement, enforcement, and evaluation
Gain community support by soliciting input from a wide
range of stakeholders.
3 1 YAKIMA BIKE MASTER PLAN
L f I COMMUTE TO
WORK IN DOWN
TOWN YAKIMA FROM
GLEED AND LOVE THE
ALL THE ROUTE OPTIONS
I HAVE FOR GETTING
TO MY DESTINATION. I
CAN SLACK AND TAKE
THE EASY FLAT PATHS
AND ROADS OR GO
OUT OF MY WAY AND
DO SOME CLIMBING.
I WOULD LOVE TO SEE
YAKIMA PROGRESS EVEN
FARTHER THAN THEY
HAVE WITH BECOMING A
BIKE FRIENDLY CITY. -Survey
Respondent
11
CHAPTER 1: <(A,>>
INTRODUCTIONS & EXISTING CONDITIONS
TIME LINE
This Plan was developed in four phases:
1. Data Collection (February -July 2015): The data collection
phase included gathering public input at a public open house,
meeting with City staff, the Built Environment Committee
of the City Council, the Project Advisory Committee, and
reviewing previous plans for bicycle facility recommendations.
It also included extensive field analysis of Yakima's existing
transportation network to determine locations where bicycle
facilities could be integrated into the existing street network.
2. Draft Plan (May -August 2015): Upon completion of the data
collection, a draft Plan was developed for public review. The
Plan goals, objectives, actions, priorities and performance
measures reflect community preferences identified through the
public process.
3. Final Draft (November 2015 -August 2017): The final draft
plan was held to incorporate updates to the Comprehensive and
Transportation Plans. These updates were completed in June
2017 and this plan was revised to reflect these updates.
4. Final Plan Adoption: The Plan will be voted on by the Yakima
City Council (Fall 2017).
A PLAN FOR ALL TYPES OF BICYCLISTS
The 2012 AASHTO Guide for the Development of Bicycle Facilities
discusses the ways in which to classify different types of bicycle
riders, including comfort level, physical ability, and trip purpose.
The AASHTO Guide classifies people willing to ride into two
primary groups: experienced and confident, and casual and less
confident. It is the latter group that makes up the majority of
potential bicyclists: those who ride frequently for multiple purposes;
those who enjoy bicycling occasionally but may only ride on paths
or low -traffic streets in favorable conditions; those who ride for
recreation, perhaps with children; and those for whom the bicycle
is a necessary mode of transportation. In order for this group to
regularly choose bicycling when making mode choices, a physical
network of visible, convenient and well-designed bicycle facilities is
needed.
4 1 YAKIMA BIKE MASTER PLAN
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CHAPTER 1: <(A,>>
INTRODUCTIONS & EXISTING CONDITIONS
VISION AND GOALS
The Plan vision and goals provide a framework for the Plan
document, including recommendations for programs, policies,
project prioritization, and implementation.
THE VISION
The Vision of the Yakima Bicycle Plan is to identify a transportation
system for bicyclists of all ages and abilities that promotes safe and
accessible commuting and recreational opportunities between parks,
schools, the Yakima Greenway, employment and commercial centers,
and other points of interest. Through public education initiatives, the
Plan encourages safe relationships and interactions between people who
bicycle, walk, and drive motor vehicles.
PLAN GOALS
The goals for the Yakima Bicycle Master Plan were developed
with input from the Project Advisory Committee and prioritized at
the project open house. The goals were used to frame the Plan
document in terms of programs and policies, project prioritization,
and implementation.
The Yakima Bicycle Master Plan goals and objectives provide the
framework for the Plan's policy and project recommendations,
and implementation strategies. The goals and objectives were
developed through a multi -step process that involved City staff,
the Built Environment Committee of the City Council, the Project
Advisory Committee (PAC), and the general public through an on-
line survey and open house.
Early conversations with City and Council staff about what they
hoped to achieve with the Plan revealed five major areas of interest
and concern: safety and comfort, connectivity, cost -efficiency,
increased mobility options, and education and encouragement.
These topics were then presented to the PAC. Through discussions
and interactive exercises the team created a list of seven core
goals and objectives.
The refined goals and objectives were presented at an open house
as part of a ranking activity. Attendees were given three dots
5 1 YAKIMA BIKE MASTER PLAN
13
CHAPTER 1: ((eT;k>>
INTRODUCTIONS & EXISTING CONDITIONS
and asked to place the dots on the goals and objectives board to
identify their top priorities. The resulting ranked list (below) is a
reflection of this input along with feedback from the PAC, City staff,
and City Council members.
1. CONNECTIVITY – Create a connected network of on- and
off-street bicycle facilities that link destinations, transit, and
neighborhoods.
2. SAFETY – Create a bicycle network that is safe and
comfortable for bicyclists of all ages and abilities.
3. EDUCATION – Educate both motorists and bicyclists about the
rights and responsibilities of all road users in order to increase
understanding and foster safe interactions. Provide city staff
with information about best practices for bicycles in planning,
design, and construction.
4. MAINTENANCE OF BIKE FACILITIES – Maintain existing
infrastructure, while installing new bicycle facilities.
5. COST EFFICIENCY – Identify funding sources, policy changes,
and other mechanisms for developing partnerships that are cost
effective.
6. WAYFINDING – Provide easily accessible information (e.g.,
signage, maps) on how to use the bicycle network system.
7. INCREASED MOBILITY OPTIONS – Provide the ability to take
trips by multiple modes and establish connections between
modes.
BENEFITS OF BICYCLING
Presently, a number of key trends are converging and resulting
in a ground swell of interest in promoting bicycling as a viable
transportation mode. Many cities are facing challenges in terms of
economic development, repairing and maintaining infrastructure,
addressing local and global environmental issues, and distributing
basic services fairly. In addition, households are feeling the
pressure of increasing fuel costs. There is great public interest
in pursuing development and transportation solutions that are
more sustainable—meaning less costly to maintain over time, less
polluting, and more equitable. The bicycle is a key component
of sustainable transportation systems. These trends, as well
as growing public demand for more transportation choices and
6 1 YAKIMA BIKE MASTER PLAN
GOOD FOR MY
L a WAISTLINE, MY
BOTTOM LINE, AND
MAKES ME FEEL LIKE A
KID AGAIN. -Survey Respondent
L WE NEED TO
ACTIVELY PROMOTE
NON -MOTORIZED
TRANSPORTATION
OPTIONS TO REDUCE
CLIMATE CHANGE IMPACT
AND REDUCE OBESITY IN
YAKI MA. -Survey Respondent
14
CHAPTER 1: <(A,>>
INTRODUCTIONS & EXISTING CONDITIONS
opportunities for integrating walking and biking into daily routines,
point to the need for implementing this Master Plan.
Cities across the country are embracing the bicycle as a viable
transportation mode and a means to achieving multiple objectives,
including economic development, maximizing transportation
investments, improving public health, addressing transportation
equity, and reducing environmental impacts.
ECONOMIC DEVELOPMENT
In many industries, the competition for workers is measured on a
global scale, and people are choosing employers not just based
on salary and traditional benefits, but on external criteria such
as lifestyle and quality of life. Many employers are recognizing
that their ability to recruit top employees depends significantly on
local culture and amenities. Cities that are making investments to
become more walkable and bikeable are seeing dividends in the
form of attracting new residents and employers.
According to the League of American Bicyclists, a motor vehicle
is the second-highest household expense, after housing itself.
The American Automobile Association estimates that Americans
spend on average $8,485 each year to own and operate a car. This
number increases each year as gas prices, maintenance costs,
and insurance costs continually increase. It is estimated that about
$7,000 of this leaves the local economy (through fuel purchase,
insurance, etc.) while about $1,400 remains (through taxes,
maintenance, registration, etc.). Providing transportation choices
can give households the option of owning fewer cars, thus freeing
up more household money that can be spent in the local economy.
Investing in bicycle and pedestrian infrastructure is a key strategy
for revitalizing neighborhoods by improving access to businesses,
making streets more attractive to a broader range of users,
improving neighborhood livability by increasing social interaction
and perceptions of personal safety, as well as reducing vehicle
congestion.
Many regions and states have found that bicycle tourism supports
local economic development due to spending by travelers as well
as bicycle related businesses. With its scenic location near Central
Washington wine and hop country, Yakima has the potential to
foster economic development through bicycle tourism. Recent
research shows that people bicycling support local businesses,
often spending more per trip than people driving.
7 1 YAKIMA BIKE MASTER PLAN
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CHAPTER 1: <(A,>>
INTRODUCTIONS & EXISTING CONDITIONS
MAXIMIZING TRANSPORTATION INVESTMENTS
Dollar for dollar, bicycling is by far one of the cheapest
transportation modes to support. Often bicycle facilities utilize
existing roadway space, and only require relatively low-cost
pavement markings and/or signage. Additionally, bicycles cause far
less wear and tear on roadways than motor vehicles.
The City of Yakima has already made substantial investments
in its transportation infrastructure. Implementation of on -street
bicycle facilities is a key strategy for maximizing the return of this
investment. By increasing the percentage of miles traveled by
bicycle, Yakima can improve the efficiency of its existing roadway
system, and forego costly congestion management projects. A
walking or bicycling trip may end at a destination such as work or
shopping, or it can be part of a longer journey that involves transit.
Pairing bicycle facility improvements with transit gives people more
transportation choices and expands the reach of the transit system.
Targeting the provision of safe and convenient bicycle facilities
such as lanes, trails, and parking will increase the service radius of
a transit stop or station, and will provide options where transit does
not run frequently.
HEALTH
The Centers for Disease Control and Prevention recommends 150
minutes of moderate -intensity aerobic activity every week, which
is equivalent to 10 minutes of brisk walking, 3 times a day, 5 days
a week. Providing opportunities for people to integrate walking
or biking into their daily routines can help them more easily meet
these guidelines and stay healthy and fit.
According to recent Centers for Disease Control information,
the rates of obesity among children and adolescents age 2 to 19
remains a serious problem. Recent studies show the prevalence of
childhood obesity at about 17 percent.
Given that many elementary and middle schools in Yakima
are located on low traffic collector and local streets, there is
tremendous opportunity for increasing the number of children able
to integrate physical activity into their daily routines by walking or
biking to school through the installation of relatively low-cost safety
improvements.
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CHAPTER 1: ((eT;k>>
INTRODUCTIONS & EXISTING CONDITIONS
ENVIRONMENTAL
One-quarter of all trips taken in the United States are within a
mile, or about a 20 -minute walk. Half of all trips taken are within
three miles, or a 20 -minute bike ride. Yet for the vast majority -78
percent—of these shortest trips, people are using their cars.
Replacing short -distance car trips with bicycling and walking trips
can contribute to the reduction of harmful emissions.
EQUITY
Providing the community viable and affordable transportation
choices that include transit, bicycling and walking is a key
component of an equitable transportation system. In Yakima,
the poverty rate was 21.1 percent, compared to 14.1 percent
in the state as a whole. Nationally, research shows that people
from disadvantaged neighborhoods are more likely to bike for
transportation. Bicycling can also provide a link to public transit,
which many depend on to reach critical destinations, including
work, shopping, and health services.
EXISTING
FACILITIES
The Yakima Greenway Trail is an outstanding, well used 18 -mile
paved trail that connects parks, lakes, playgrounds, natural areas,
and other amenities along the north and east sides of the city,
parallel to the Yakima and Naches Rivers. The Greenway Trail,
along with other trails, bike lanes in the downtown area and the
west side, and several signed bicycle routes provide a basis for YAKIMA'S HILLIER
creating a connected, integrated network. With the exception of the
Yakima Greenway Trail, existing bike lanes and separated paths SECTIONS I HAVE HAD
exist in isolation --they do not connect with other bike facilities or MOTORISTS SLOW DOWN
provide connections to key destinations. While connections may AND GIVE ME WORDS OF
be made via limited shared roadways and signed routes, these ENCOURAGEMENT WHICH
roadways may not be comfortable for all types of bicycle riders.
The goal of this Plan is to provide a safe, comfortable, connected I GREATLY APPRECIATE!
network for the citizens of Yakima. -Survey Respondent
YAKIMA IS A
BEAUTIFUL CITY TO
CYCLE IN. I HAVE
HAD MORE POSITIVE
INTERACTIONS WITH
MOTORISTS THEN I
HAVE NEGATIVE. WHILE
CLIMBING A FEW OF
9 1 YAKIMA BIKE MASTER PLAN
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CHAPTER 1: <(12mc.)>>
INTRODUCTIONS & EXISTING CONDITIONS
The Plan builds and expands upon Yakima's existing bicycle facility
network. Yakima currently has approximately 5 miles of bike lanes;
14 miles of shared -use paths (trails); signed bike routes that follow
W Chestnut Ave, S 37th Ave, W Lincoln Ave, and W Martin Luther
King, Jr. Blvd; and close to ten miles of shared lane markings on
arterial streets (see Appendix B).
The Yakima Bicycle Master Plan is predicated on the creation of a
network of dedicated bicycle facilities that provide safe connected
routes through the City for riders of all abilities. In this spirit, the
Plan recommends the use of shared lane markings sparingly, in
accordance with the Manual on Uniform Traffic Control Devices
(MUTCD) and National Association NACTO guidelines. In addition,
the plan recommends conversion of many existing signed bike
routes and roadways with shared lane markings to dedicated
bicycle facilities. Existing bicycle lanes and trails are incorporated
into the Plan, with proposed facilities completing gaps in the
network.
SHARED LANE MARKINGS
National guidance on the use of shared lane markings has evolved
in recent years. Shared lane markings, as defined in MUTCD
and NACTO, are not considered facility types, since they do not
designate dedicated space for bicyclists. However, they can be
important tools in a complete bicycle network, providing wayfinding
and bicycle route definition as well as lane positioning cues for
bicyclists on shared roadways. FHWA has documented studies
on the value of shared lane markings, which demonstrate that the
markings increase the distance between bicyclists and parked cars,
increase the distance between motorists and cyclists, and reduce
the number of bicyclists riding the wrong way on roads and riding
on sidewalks. While shared lane markings provide value to the
subset of bicycle riders that are comfortable sharing space with
motor vehicles, they do not provide a comfortable facility for the
majority of riders.
Because national guidance on the use of shared lane markings is
evolving, the Plan recommends only a few miles of shared lane
markings, and instead focuses primarily on creating lower stress
facilities such as bicycle boulevards.
10 1 YAKIMA BIKE MASTER PLAN
« I ALSO WOULD
APPRECIATE
SPOTLIGHT
SENSORS SENSITIVE
ENOUGH FOR BIKES. I
SPEND A LOT OF TIME AT
STOP LIGHTS WAITING
FOR A CAR TO ARRIVE
TO ALLOW ME TO SAFELY
PASS THROUGH AN
INTERSECTION.
-Survey Respondent
18
CHAPTER 1: <(4,15>>
INTRODUCTIONS & EXISTING CONDITIONS
SIGNED BIKE ROUTES AND
WAYFINDING SIGNS
Signed bike routes and bicycle wayfinding signs, while not bicycle
facilities per se, are another important tool for the development of
a bicycle network, especially in support of transportation trips by
bicycle. Wayfinding information can be used to provide navigation;
information about distance and time to destinations; and to
mark bike routes, connections to shared use paths, and bicycle
boulevards. For example, wayfinding signs should be installed
to bolster the effectiveness and use of the bicycle boulevards
as proposed in this plan (see bicycle network plan map). The
MUTCD provides guidance about signs standards, placement, and
installation of wayfinding signs.
BICYCLE LANES
In the downtown area, there are bike lanes on W Lincoln Ave, W
MLK Jr. Boulevard, S 3rd Street, and S 6th Street. There are also
a few segments of bike lanes on the east end of town, on Tieton
Drive, W Nob Hill Boulevard, and W Washington Avenue. These
bike lanes, once connected as recommended in this Plan, will
be important components in the city-wide comprehensive bicycle
network.
TRAILS
The Powerhouse Trail and the Yakima Valley Greenway Trail are
recreational and commuting trails. The Yakima Valley Greenway
Trail is approximately 10 miles long and provides access to
several parks, fishing lakes, playgrounds, and natural areas. The
Powerhouse Trail is an in -city trail that connects to schools, city
parks, and residential areas.
11 1 YAKIMA BIKE MASTER PLAN
WILLIAM 0. DOUGLAS
HERITAGE TRAIL
19
CHAPTER 1: <(A,>>
INTRODUCTIONS & EXISTING CONDITIONS
REVIEW OF
POLICIES AND
PLANS
This section provides a review of plans and policies related to
bicycling and transportation in the Yakima Valley. To maintain focus
on the most relevant plans, only plans adopted after 2005 were
reviewed. The purpose of this review is to summarize the plans
already in place and to discover already identified opportunities
and challenges concerning bicycle usage in the Yakima area. Plans
reviewed are listed in Table 1.1 below.
Table 1.1: Reviewed Plans & Policies
PLAN
JURISDICTION
YEAR
YVCOG METROPOLITAN AND REGIONAL TRANSPORTATION
IMPROVEMENT PROGRAMS FOR 2017-2020
Yakima Valley
Conference of
Governments
2016
YAKIMA COUNTY TRAILS PLAN (2014)
Yakima County
2014
YAKIMA VALLEY REGIONAL TRANSPORTATION PLAN
Yakima Valley
Conference of
Governments
2013
CITY OF YAKIMA PARKS AND RECREATION COMPREHENSIVE
PLAN
City
2017
YAKIMA URBAN AREA COMPREHENSIVE PLAN 2040
City
2017
YAKIMA URBAN AREA TRANSPORTATION PLAN UPDATE, 2040
City
2017
BICYCLE AND PEDESTRIAN ADVISORY COMMITTEE
City
N/A
YAKIMA REVENUE DEVELOPMENT AREA
City
N/A
12 1 YAKIMA BIKE MASTER PLAN
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CHAPTER 1: ((emc.)>>
INTRODUCTIONS & EXISTING CONDITIONS
YAKIMA VALLEY CONFERENCE OF
GOVERNMENTS METROPOLITAN AND
REGIONAL TRANSPORTATION IMPROVEMENT
PROGRAMS FOR 2017-2020
This plan covers improvement projects from 2017-2020. The City
of Yakima should coordinate with the Yakima Valley Conference
of Governments to include bicycle improvements in future
transportation improvement programs.
YAKIMA COUNTY TRAILS PLAN (2014)
The Yakima County Trails Plan (Trails Plan) stresses the
community, economic, and health benefits of trails and greenways.
A survey found that the highest priorities for residents were for
more bike lanes on county roads and trail connectors with other
communities. The Trails Plan focuses on routes in unincorporated
areas of Yakima County and recognizes that non -motorized travel
should not be seen as strictly recreational. Several greenway
corridors already exist in the Valley, including the Yakima
Greenway, the Cowiche Canyon Conservancy, the Sunnyside/
Grandview Pathway and the County Line Pathway.
The Trails Plan describes in detail existing trails and lists proposed
trails, including condition, length, and type of use allowed. Forty-
nine miles of trails are currently in use, with 153 miles proposed.
Motorist awareness, local initiatives, and law enforcement are
considered important parts of the Trails Plan.
YAKIMA VALLEY REGIONAL TRANSPORTATION
PLAN
The goal of the Regional Transportation Plan (RTP) is to develop
and maintain a regional multimodal transportation system that
provides for the safe and efficient movement of people and goods,
supports the economic growth of the region, and is compatible with
land use plans and the environment. The Regional Transportation
Plan is focused on preservation, including maintenance of existing
facilities. The first chapter stresses agency coordination and public
involvement. Policies in the Regional Transportation Plan support
the development of a bicycle network along with the need to
routinely include pedestrian and bicycle accommodations as a part
of capital and maintenance projects.
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Policy 6.8: Monitor and expand on Commute Trip Reduction
(CTR) programs for affected employers and voluntary
work sites. CTR work sites are served by a well-developed
network of bicycle facilities. With the exception of five of the
work sites (Yakima Valley Farmers Clinic, Department of
Ecology, City of Moxee, Alexandria Moulding and Yakima
Valley Hospital), the sites directly connect to a bicycle
network route.
Policy 6.9: Improve systems for pedestrian and bicycle
travel as part of capital roadway projects and maintenance
programs.
Appendix C of the RTP lists existing transportation facilities. The
RTP notes that over 99% of arterial roadways have a v/c (volume/
capacity ratio) of less than 0.70 (70% capacity), meaning that there
is underutilized capacity on the roadways that could be reallocated
to improve efficient movement of people and safety for all users.
YAKIMA URBAN AREA COMPREHENSIVE AND
TRANSPORTATION SYSTEMS PLAN 2040
The Yakima Urban Area Comprehensive Plan and Transportation
Systems Plan 2040 include goals and policies supportive of multi-
modal improvements, and also incorporates the priority projects of
this plan, as identified in Section 3.
The Bicycle Master Plan will be incorporated as a modal plan within
the Transportation Systems Plan (TSP) and the Transportation
Element (TE) of the Comprehensive Plan; these projects will be
completed in 2017.
The TSP and TE will incorporate key elements of the Bicycle
Master Plan, including a bicycle system map, the list of prioritized
projects, and guidance for bicycle facility roadway design
standards. There may be refinements to the bicycle network plan to
ensure consistency.
We avice
comprehensive plan 2040
® n
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CITY OF YAKIMA 2017-2022 PARKS AND
RECREATION COMPREHENSIVE PLAN (2017)
Bicycling is included as a form of recreation in the City of Yakima
Parks and Recreation Comprehensive Plan. The Plan suggests that
safe bicycle and pedestrian access to parks be considered when
siting future parks. One of the policies is to use existing irrigation
canals and Yakima Valley Transportation corridors for pathways.
The William O. Douglas Trail is an important regional facility, and
the Parks Plan recommends establishing connectivity with the trail
portion that passes through Yakima.
BICYCLE AND PEDESTRIAN ADVISORY
COMMITTEE
The committee was created in 1994 and reestablished in
2017 to provide counsel in the creation of a Yakima Bicycle/
Pedestrian Master Plan and to seek consensus among staff,
committee members, affected citizens, local neighborhoods,
and other interested groups on bicycle/pedestrian projects and
implementation. The committee was formed to review and adopt
preliminary and final plans for creating and financing specific
bicycle/pedestrian projects, keep the public informed about existing
and proposed bicycle/pedestrian projects, and encourage citizen
participation in the planning and implementation process.
YAKIMA REVENUE DEVELOPMENT AREA
A new development is planned on the northeast side of Yakima.
According to a Yakima City Council briefing on November 26, 2013,
new streets and a new interchange ramp for 1-82 are planned
between Yakima Avenue and US 12. The new Cascade Mill area
is intended to provide a regional commercial center for the Yakima
Valley Region, specifically Targe -lot commercial and industrial sites
with easy interstate access. The development of this area provides
an opportunity to Zink the Greenway with downtown. While the
intent may be to serve regional customers arriving via automobile,
the proximity to downtown and the Greenway provides an excellent
opportunity for bicycle access.
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COMPLETE STREETS
Yakima Valley Conference of Governments (YVCOG) has been
advocating a Complete Streets approach when planning and
designing streets. YVCOG staff have been working with local
jurisdictions such as Union Gap, Mabton, and Sunnyside to adopt
their own ordinances. The City, along with the YVCOG and the
Yakima Health District, hosted a Complete Streets event in May
2015 during the master plan process called Voices for Our Streets.
The City of Yakima is working with YVCOG to develop a Complete
Streets network policy that will allow all modes to safely and
efficiently access all parts of the city. A complete streets network
policy will likely be adopted in 2016, and included in the 2040
Transportation Plan.
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CHALLENGES
Yakima's current land use is somewhat dispersed, with large
lot commercial and industrial areas. Truck movement is vital to
Yakima's economy, and due to the dispersed nature of industrial
sites, warehouses, and freeways, most arterials will need to
maintain access for trucks. The Yakima Greenway is on the
opposite side of 1-82 and SR -12, which presents challenges
to connecting the Greenway to the rest of the bicycle network.
Another challenge is the rail line that divides the City, running north/
south west of 1-82, it interrupts the grid and limits opportunities for
on- and off-street connections. Railroad and freeway crossings
should not be neglected as they are vital to the usability of the
entire system.
Arterial crossings are one of the main challenges echoed by
members of the public and the bicycle advisory board. Several
residential streets that continue north/south or east/west through
town provide a low stress place to ride a bike, but are interrupted
by very difficult crossings, particularly at 16th and 40th Avenues.
Finally, the existing maintenance budget does not currently include
adequate resources to maintain an expanded bicycle network,
which is an important element of implementation.
OPPORTUNITIES
The residential areas in Yakima have been built in a traditional
grid. This, combined with the fact that many areas of the city
are relatively flat, means that there are many street options for
bicycling.
As noted in the Yakima Valley Regional Transportation Plan, many
of Yakima's roads are currently operating under capacity. Yakima
recognizes the benefits of "road diets," which are the conversion of
four lane roads to three lane roads (see Goal 6.7.6 of the Yakima
Urban Area Comprehensive Plan). These conversions provide
safety benefits for all modes, reducing motor vehicle crashes while
providing roadway space for bicycle facilities such as bike lanes
or buffered bike lanes. While truck access must be considered,
there are many examples around the country of bicycle facilities
and freight facilities existing on the same roadway. There is an
opportunity for the Yakima Bicycle Plan to follow best practices
related to reducing bicycle and truck conflicts.
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The Yakima Valley Regional Transportation Plan states that
bicycle and pedestrian facilities should be improved as a part of
capital projects and maintenance (Policy 6.9), and the Yakima
Urban Area Transportation Plan establishes a policy to include
multimodal facilities in capacity and system projects in Yakima.
Additionally, Yakima's Municipal Code requires bicycle lanes and
sidewalks to be provided along all new or reconstructed arterial
and collector arterial streets, where feasible (12.06.040). Thus,
there is an opportunity to use existing policies to include bicycle
facilities in all new construction, including the planned Cascade
Mills development.
Yakima has an active advocacy group, Yakima Bikes and Walks,
which can be used as a resource for improving bicycling in Yakima.
This group has already helped obtain and implement a grant to
install bicycle racks in downtown Yakima in coordination with local
businesses. In order to expand the accessibility of bike parking
in Yakima, there is an opportunity to institute a requirement for
installing short or long term bicycle parking for new development
(in the Yakima Municipal Code). This type of program would also
support Yakima Valley's commute trip reduction goals and promote
economic development.
Street maintenance is a priority for Yakima. As part of the
transportation network, re -striping and sweeping of bicycle facilities
and replacement of bicycle network signs should be included in the
maintenance budget.
The Yakima County Trails Plan affirms the need to provide
on -street facilities and trail connectors that link the regional
greenway systems to neighboring communities and to Yakima's
business districts. The trail network has the potential to provide
inter- and intra -city travel for utilitarian and recreation trips for local
residents as well as tourists. A well-established bicycle network
would contribute to the overall economic success of Yakima,
allowing residents to spend less money on transportation and
contributing to the tourist economy by drawing in bicycle tourists.
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PUBLIC & STAKEHOLDER //Z
ENGAGEMENT VX
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INTRODUCTION
The public involvement and stakeholder engagement process for
the Bicycle Master Plan solicited input at multiple levels: from City
Staff; the Neighborhood and Community Building Committee
(NCBC) of the City Council; a specially -convened Project Advisory
Committee (PAC); and the general public. Information and
feedback from each of these groups helped steer the project goals
and Plan development. The process also sought to understand
bicycle commuting needs as well as development of educational
efforts geared toward improving driver behavior and encouraging
bicycle travel throughout the City.
Events and social media were also used to communicate with
the public about ongoing Plan development. An online map and
survey allowed the public to provide speci is input on network
recommendations, individual bicycling behaviors, and bicycle
infrastructure.
NEIGHBORHOOD AND COMMUNITY
BUILDING COMMITTEE The project team gathered
input from the NCBC of the City Council throughout the course of
the project.
Some of the hopes and concerns the committee members brought
up during the meetings included:
Desire for a well-connected bicycle network
Desire for a family friendly bike community, prioritizing
connections to schools and providing protected bikes lanes
where possible
Concern about overlap between bicycle network and freight
routes
Interest in and discussion about particular routes in the
bicycle network: the role of N 1st Street, Chestnut Avenue
and the intersections with N 16th and 40th Avenues.
Members of the public provided valuable insights at the BEC
meetings voicing their concerns and hopes for the project.
One particularly important exchange led to an effort to provide
information and solicit input at the Cinco de Mayo Cultural Fiesta
held in early May and put on by Hispanic Chamber of Commerce/
Camara de Comercio Hispana.
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BICYCLE AND PEDESTRIAN
ADVISORY COMMITTEE
When reestablished in 2017, the Council's Bicycle and Pedestrian
Advisory Committee was instrumental in reviewing the final draft
documents. The committee reviewed the project list, identified
areas for future facilities, and also ensured consistency of the BMP
to the Transportation Systems Plan 2040.
PROJECT ADVISORY COMMITTEE
A project advisory committee (PAC) of approximately a dozen
members was assembled by City staff. The PAC members were
selected to represent a broad range of bicycle interests and
included representatives from the following groups:
City Community Development, Planning, Public Works,
Police, and Engineering Departments
Yakima Bike and Walks
Yakima Basin VELO
YVCOG
Local bike shops
Yakima Greenway
Yakima Transit
The PAC met three times over the course of the project, in April,
June, and September of 2015. The PAC provided valuable input to
the project regarding the project vision and goals, education and
outreach ideas, network planning, and priority projects.
OPEN HOUSE
Yakima Valley Conference of Governments has been advocating
a Complete Streets approach in the planning and design of
roadways. YVCOG staff have been working with local jurisdictions
including Union Gap, Mabton, and Sunnyside to adopt their own
Complete Streets ordinances. The City, along with the YVCOG and
the Yakima Health District, hosted a combined Complete Streets/
Bicycle Master Plan open house event on May 21, 2015. The
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event, Voices for Our Streets, was held at the Yakima Convention
Center.
Two speakers spoke about designing streets for all users.
Speakers included Professor Marc Schlossberg, a professor of City
and Regional Planning at the University of Oregon and co-author
of Rethinking Streets: An Evidence Based Guide to 25 Complete
Street Transformations. Professor Schlossberg discussed
Complete Streets principles and case studies from his book. Peter
Lagerwey, of Toole Design Group, a nationally -known expert on
non -motorized projects and a Complete Streets trainer, in his talk
titled, "Implementing Complete Streets in Your Community—Steps
and Stories," outlined practical steps communities can take to
execute a Complete Streets policy.
Before and after the lectures, local agency representatives
were stationed at information tables and displays, providing an
opportunity for community members to gain information and
ask questions about local and regional transportation plans and
services.
The Bicycle Master Plan project team had the following boards on
display:
Project overview
Project goals, including an interactive board where
participants ranked their priorities
Project schedule
Bicycle facility types
Maps where participants could note challenges and
concerns for biking in Yakima
The event was attended by nearly 60 people. Between the lively
discussion during the question answer period, the comment forms,
and the informal discussions, the team received detailed input
about where people would like to bike in Yakima and the challenges
that need to be addressed. One theme that came up repeatedly
was a desire for more protected bike facilities.
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SURVEY AND CROWD SOURCED MAP
To capture a broad spectrum of attitudes and interests about
bicycling in Yakima, the project team developed an online survey
and crowd sourcing map. Links to these input tools were provided
on the City website and publicized at events and through interested
individuals and groups like Yakima Bikes and Walks.
The survey assessed interest and attitudes toward bicycling and
bicycling facilities, as well as opinions on potential changes to the
street network required to accommodate bicycle facilities.
The map allowed people to identify locations where bicycling
barriers or opportunities exist, routes that people commonly ride or
would like to ride, or add a comment to any feature. All suggestions
and comments were reviewed by the project team and were used
to inform the development of the bicycle network plan and facility,
policy and program recommendations.
Results from the survey and map are featured in Appendix D.
OTHER EVENTS
The City hosted an event in mid-May called Feet in the Street. The
event included many activities geared toward different age groups
and bicycling abilities and presented an opportunity for City staff to
provide community members with project information and publicize
links to the Plan online survey and map.
DRAFT PLAN OUTREACH
The draft master plan was presented to the Built Environment
Committee and the Project Advisory Committee on September 17,
2015. Following these meetings, the draft plan and maps were
posted on the project webpage for public comment. Comments
were taken until the end of October.
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BICYCLE NETWORK 3
RECOMMENDATIONS CC
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INTRODUCTION
The Bicycle Master Plan recommends a city-wide, connected
bicycle network that provides opportunities for inexperienced and
experienced bicyclists of all ages and abilities. It reflects extensive
stakeholder input, the latest guidelines in facility planning and
design, and field analysis of all recommended facilities. The
recommended bicycle network includes 74 miles of on -street
bicycle improvements ranging from shared streets to protected
bike lanes. It also recommends approximately 4 miles of new trail
connections that link key parts of the network. Table 2.1 provides
a summary of miles for each type of recommended bicycle
facility. Appendix A provides more information on designing and
maintaining the bicycle network.
The following factors were considered in the development of the
recommended bicycle network. These reflect input received from
the public, city staff, review of existing plans, and recognized best
practices.
One mile or less spacing of bike facilities
Review and consideration of existing facilities
Routes that complete or connect to existing bicycle facilities
Routes that connect schools (supporting Safe Routes to
School efforts) and other community facilities such as
recreation centers, parks, and libraries
Routes that connect to major trails
Roadways that have existing excess capacity (e.g. peak -
hour traffic volumes are significantly below what the
roadway can accommodate)
Roadways that provide parallel routes to arterials with high
traffic volumes
Routes that connect to commercial and retail destinations
Routes that will attract the "casual and less confident" rider.
BY THE NUMBERS:
RECOMMENDATIONS OF
THE YAKIMA BIKE MASTER
PLAN
NEW ON -
STREET
FACILITIES
BIKE LANES
BUFFERED
BIKE LANES
SHARED LANE
MARKINGS
CLIMBING
LANE
BICYCLE
BOULEVARD
PROTECTED
BIKE LANE
TRAIL
CONNECTIONS
TOTAL
TOTAL
RECOMMENDED
MILES
27
17
4
1
23
2
4
78
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SHARED LANE MARKINGS
Shared lane markings are not technically considered a bicycle
facility, since all travel lanes where bicycles are not prohibited are
shared lanes. However, shared lane markings are an important tool
that can assist bicyclists and motorists by indicating appropriate
bicycle positioning on a roadway, increasing safety and visibility.
BICYCLE LANE
Marked space along a length of roadway designated for use by
bicyclists.
BICYCLE CLIMBING LANE
On a sloped roadway where there is not sufficient space to provide
bicycle lanes on both sides of the street, a bicycle lane on the up -hill
provides space for slow climbing bicycles, with shared lane markings
on the downhill.
BUFFERED BICYCLE LANE
A bike lane with additional buffer space between the bike lane and
the auto lane or parked cars. Used on high-volume or high-speed
roads, or roadways with high parking turnover.
CONTRA FLOW BICYCLE LANE
Bicycle lane separated by a painted yellow centerline marking on a
street with one-way motor vehicle traffic, to allow contra -flow bicycle
traffic.
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BICYCLE BOULEVARD
A low-volume and low -speed street or series of streets that have
been optimized for bicycle travel while discouraging or calming
through automobile travel. Local access is maintained.
A bicycle boulevard incorporates several design elements to
accommodate bicyclists. These may include, but are not limited to:
Stop signs on side streets to allow free flow of bicyclists
Traffic circles to slow motor vehicles
Wayfinding signs for bicyclists
Shared lane markings where appropriate for wayfinding
Crossing improvements at major streets
Traffic diverters for motor vehicles designed so bicyclists may
pass through
Every street is different and will require varying levels of treatment.
For this type of facility to be effective, crossing treatments at major
arterials are essential.
PROTECTED BIKE LANE (ALSO CALLED CYCLE
TRACK)
A portion of a right-of-way which has been designated by curbs,
planting strips, flex posts, parked cars, or other physical barrier for
the exclusive use of bicyclists. Protected bike lanes are typically one-
way, but may be two-way under special circumstances. Protected
bike lanes can operated sidewalk level or street level.
SHARED -USE TRAIL
A pathway (paved or soft surface) not adjacent to a roadway that
accommodates pedestrians and bicycles, dog walkers, joggers, etc.
SIDEPATH
A shared -use pathway that is physically separated from motorized
vehicular traffic by an open space or barrier, and is either within
the highway right-of-way or within an independent right-of-way.
As shared -use paths, sidepaths may also be used by pedestrians,
skaters, wheelchair users, joggers and other non motorized users.
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■ WAYFINDING SIGNS AND PAVEMENT MARKINGS
Signs and pavement markings that help bicyclists find important
! destinations and routes within the bicycle facility network.
GREEN BIKE LANE
Part of a bike lane that demarcates a conflict zone or an area where
motor vehicles may be merging across the bicycle lane. Used as a
spot treatment, colored bike facilities like green bike lanes provide
proven safety benefits through increased visibility and awareness of
bicyclists.
BICYCLE DETECTION AT INTERSECTIONS
A pavement marking symbol that indicates the appropriate position
for a bicycle to trigger a traffic signal.
BIKE PARKING
Bicycle racks should be designed so that they:
Support the bicycle at two points above its center of gravity
Accommodate high security U-shaped bike locks
Accommodate locks securing the frame and one or both
wheels
Provide adequate distance (minimum 36") between racks so
that bicycles do not interfere with each other
Do not contain protruding elements or sharp edges
Do not bend wheels or damage other bicycle parts
Do not require the user to lift the bicycle off the ground
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BICYCLE NETWORK
RECOMMENDATIONS
EXISTING FACILITIES
Yakima has approximately 5 miles of bike lanes currently installed
that are noted on the network maps in Appendix B. There are
several signed bike routes and shared lane markings throughout
the city. Signed bike routes are not considered a roadway facility
type, and while they may add value to the network, they are not
covered in this Plan. Guidance from the MUTCD, AASHTO, and
NACTO on shared lane markings has changed since Yakima
installed markings on city roadways. The existing shared lane
markings were therefore not considered as part of the network.
DEVELOPMENT OF STUDY NETWORK
Streets considered for potential bicycle facilities included streets
with existing bicycle accommodations (bicycle lanes, signed bicycle
routes or shared lane markings), arterials with excess capacity
(based on traffic counts provided by the City of Yakima), trail
network connections, streets that provide critical access across
barriers such as the railroad tracks and freeways, and continuous
residential streets.
FIELD WORK
The consultant team completed a field review of the entire existing
and potential bicycle network, as outlined in the study network.
Lane configuration and width were measured and topography was
observed for each of the roads in the draft study network. At some
locations, width could not be measured because of safety concerns
related to traffic volume or speeds. In these cases, fairly accurate
(within a foot or two) measurements were taken from Google
Earth. Using the data from the field, public input, and traffic counts
provided by the City, the draft network was developed.
RECOMMENDED NETWORK MAP
Upon completion of the field work, a draft network was developed
and then refined to better reflect Plan goals and objectives, public
input gathered at the open house and through the on-line map, best
practices for improving safety, and links for improving connectivity
of all recommended facilities. The result is a cost-effective
network that creates a safe way to travel around the entire city by
bicycle and access schools, businesses and neighborhoods. The
recommended network map is included in Appendix B.
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BICYCLE NETWORK RECOMMENDATIONS
PROJECT PRIORITIZATION
PROJECT NETWORK DEVELOPMENT
PROCESS
As a first step to providing a safe, connected network of bicycle
facilities through Yakima, a "skeleton" network was identified that
connects the existing facilities and provides connections through
downtown and to the Greenway. The following set of criteria was
used to select the facilities included in the project network.
1. VALUE IN NETWORK AND CONNECTIVITY: The projects
selected provide a spine for the future network, filling critical
network gaps and linking to existing facilities, the Greenway,
and downtown.
2. EASE OF IMPLEMENTATION: Projects were generally
selected that would not require additional right-of-way
acquisition or major modification to existing roadways. Funding
strategies are addressed in Chapter 5.
3. PUBLIC INPUT: Projects that were often mentioned on the
online map and in the open house were considered for inclusion
in the project network.
The project network map is included in Appendix C. The numbered
labels on the map correspond with the project numbers below.
The City has the flexibility to implement projects that are not in
project network as funding and other types of opportunities arise.
LIST OF SHORT TERM PROJECTS
1. Chestnut Avenue and Yakima Avenue Bicycle
Boulevard and Walnut Street Bike Lanes
Chestnut is already a signed and well -used east/west bicycling
route. The project team heard many times that Chestnut is a good
route, but that crossing arterials is difficult. Crossing improvements
are proposed at S 40th Avenue and Chestnut, and improvement
to the existing signalized intersection at S 16th Avenue and
Yakima Avenue is needed. These streets are heavily trafficked
motor vehicle routes, and careful study is needed to create a safe
crossing. The complete east -west route utilizes bike lanes and
buffered bike lanes on W Walnut Street to connect to downtown.
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2. 32nd Avenue Bicycle Boulevard
N 32nd Avenue has the advantage of signals at major arterial
crossings. Additional signage, speed humps, and diverters would
make this road an excellent bicycle boulevard. Current motor
vehicle volumes are approximately 4,000 ADT at the section with
the highest volume. At Englewood Avenue, where the proposed
route jogs west to N 34th Avenue, a two-way protected bike lane
could be added by removing the right turn lane from Englewood
to N 34th. The bike boulevard would then continue on N 34th,
where a stoplight is proposed at Fruitvale Blvd. This route connects
Chestnut Street, the Powerhouse Trail, and River Road
3. Greenway Connections
The Yakima Greenway Trail has a few existing gaps that, if
completed, would make this facility more continuous, accessible
and usable.
3a. N 16TH AVENUE CONNECTOR
Currently, N 16th Avenue provides a connection to the Yakima
Greenway Trail on the SR 12 overpass. However, N 16th
Avenue only has a southbound bike lane and no northbound
bike lane. The road is wide enough to add a two-way protected
bike lane on the west side of N 16th Avenue. Motor vehicle
lanes could be shifted east on the bridge to accommodate the
protected bike lane. Freeway exit ramp crossings must be very
well marked. The City/WSDOT should consider adding refuge
islands at freeway exit ramp crossings. Temporary refuge
islands can be created with paint and bollards at a lower cost
than concrete islands.
3b and 3c. YAKIMA AVENUE AND NOB HILL OVERPASSES
Yakima Avenue and Nob Hill Boulevard provide two of the three
connections from downtown Yakima across 1-82 to the Yakima
Greenway Trail. Both have wide sidewalks that serve as bike
paths across 1-82, and both need significant improvements.
Curb bulbs are recommended to shorten crossing distances
and slow vehicles making turns on and off the interstate ramps.
Trail crossing signs at crosswalks would alert motorists to the
presence of bicyclists and pedestrians. The sidewalk on Nob
Hill Boulevard should be widened and improved for bicycle
travel west to S 18th Street to connect the proposed north/south
bike lanes on S 18th Street with the overpass and Greenway.
331 YAKIMA BIKE MASTER PLAN
Example of mixing zone near a freeway
interchange
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On Yakima Avenue, there is an opportunity for the south
sidewalk to connect to the Greenway through a vacant parcel
after the S 18th Street overpass.
4. 1 Street Bike Lanes
1 Street connects to downtown over the railroad tracks and is
an important link in the bicycle network, as well as the overall
transportation network. Bike lanes are recommended, but
this street will need further study to determine the best way to
accommodate freight and bicycles.
5. 3rd Street Bike Lanes
N 3rd Street already has bike lanes from Walnut Street to Race
Street, and is a good north -south connector. Buffered bike lanes
are recommended from 1 Street to E Street, and new bike lanes
from E street to Walnut Street and Race Street to Pacific Avenue.
6. Lincoln Avenue and MLK Jr. Boulevard
protected Bike Lanes
Lincoln Avenue and Martin Luther King Jr. Boulevard are important
downtown connectors, providing bicycle linkages under the
railroad tracks. Existing bike lanes and shared lane markings are
recommended for an upgrade to protected bike lanes, providing a
more comfortable experience for bicyclists. Both Lincoln Avenue
and MLK Jr. Boulevard can be reduced to two vehicle travel lanes
to provide space for protected bike lanes.
7. Fair and Pacific Avenue Bike Lanes
S Fair Avenue and Pacific Avenue provide a connection through the
southeast portion of downtown and connect to the proposed path
over 1-82 on E Nob Hill Boulevard. Bike lanes could be installed by
narrowing lanes and restricting parking on one side of the road on
Pacific Avenue from S 3rd Street to S Fair Avenue, and narrowing
lanes or removing the center turn lane on Pacific Avenue/ S 18th
Street from S Fair Avenue to E Nob Hill Boulevard. Bike lanes
could be installed on Fair Avenue by implementing a road diet from
E Nob Hill Boulevard to Pacific Avenue, and by removing the center
turn lane from Pacific Avenue to the junction with E Lincoln Avenue
and E Martin Luther King Jr Boulevard.
341 YAKIMA BIKE MASTER PLAN
Example of a trail crossing sign
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BICYCLE NETWORK RECOMMENDATIONS
8. Fifth Avenue Bike Lanes
Fifth Avenue is a good candidate for bike lanes through the west
part of downtown. Bike lanes are recommended, with buffered bike
lanes where space allows.
9. Powerhouse Canal Pathway Connections
The Powerhouse Canal Pathway has a major gap along Lincoln
Avenue between 24th Avenue and 20th Avenue. Bike lanes on
Englewood can complete this gap, but the ideal long-term solutions
would be a shared -use trail. Possible strategies include removing
one lane of traffic or widening the sidewalks.
More intuitive connections are needed where the Powerhouse
Canal Pathway offsets at N 20th Avenue and N 16th Avenue. A
bike boulevard treatment on Willow Street and bike lanes on N 6th
Avenue complete the connection to the rest of the network.
10. S llth Avenue/S 10th Avenue Bicycle
Boulevard
South of W Chestnut Ave, a bicycle boulevard on S 11th Ave,
transitioning to S 10th Ave north of Nob Hill Boulevard, would
provide a low -stress route to the southeastern part of the city.
1 1. Washington Avenue Buffered Bike Lane
Washington Avenue from S 24th Avenue to S 64th Avenue is a
good candidate to add buffered bike lanes. This area is near the
Yakima Airport and provides a southern connection to West
Valley.
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RECOM M EN DATIO S VX4
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INTRODUCTION
Infrastructure is only part of the solution to making a city more
bicycle -friendly. Efforts must also be made to address non -
infrastructure elements such as unsafe behaviors of all roadway
users, the development of safe bicycling skills, and general
awareness of bicyclists on the roadway.
The Project Advisory Committee (PAC) held a robust discussion on
the "Five E's" with a particular focus on education, which resulted
in a set of three key messages that the City and its partners can
use to effectively target their programmatic efforts as they move
forward with implementation of the Yakima Bicycle Master Plan.
Prioritization of these three messages, below, were determined to
be the most important education related issue for Yakima.
1. SHARE THE ROAD. Encourage people who drive to respect
bicyclists' right to use the roadway; and increase awareness of
bicyclists as vulnerable users of the roadways who need safe
and comfortable places to ride.
2. BICYCLING IS AN ECONOMICAL AND ATTRACTIVE
TRAVEL CHOICE. Bicycling is a flexible and economic way to
travel that can increase Yakima residents' trip range and reduce
roadway congestion. Developing a well-connected bicycle
network will make Yakima an appealing place to visit, and may
attract prospective businesses.
3. BICYCLING IS A HEALTHY ACTIVITY THAT BENEFITS
THE WHOLE COMMUNITY. Bicycling is an excellent way for
children and adults to meet the recommended physical activity
targets to maintain good health (see Chapter 1, Benefits of
Bicycling). According to the Centers for Disease Control,
"Creating or modifying environments to make it easier for
people to walk or bike is a strategy that not only helps increase
physical activity, but can make our communities better places to
live.
If
This rest of this section documents recommendations developed
by the PAC and the project team to leverage existing programs
undertaken by the City of Yakima, partnering agencies, and
volunteer organizations as well as recommendations for additional
programs that can help the City communicate these key messages.
It is worth emphasizing the important role that volunteers and
advocates will play in improving conditions for bicyclists in
Yakima. The City can set the course via policies and infrastructure
39 1 YAKIMA BIKE MASTER PLAN
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improvements, but the actions of all citizens both in daily conduct
and organized group actions have the power to make bicycling
in Yakima enjoyable, safe, and comfortable for a wider range
of users. Fortunately, there are groups, clubs and individuals
dedicated to improving bicycling conditions in Yakima. A number
of agencies and organizations could potentially play an active role
in encouragement and education efforts, including but not limited
to the Yakima Valley Conference of Governments, Yakima Police
Department, Washington State Department of Transportation,
Yakima Health District, Washington Bikes, Yakima Greenway
Foundation, Yakima Parks and Recreation, Yakima Bikes and
Walks, and bike shops. The combined efforts of the City and its
partners will help to establish and sustain a healthy bike culture.
THE 5 E'S, FROM THE
LEAGUE OF AMERICAN
BICYCLISTS:
EDUCATION: Giving people of all ages and
abilities the skills and confidence to ride.
ENCOURAGEMENT: Creating a strong
bike culture that welcomes and celebrates
bicycl ing.
ENFORCEMENT: Ensuring safe roads for
all users.
ENGINEERING: Creating safe and
convenient places to ride and park.
EVALUATION & PLANNING: Planning
for bicycling as a safe and viable
transportation option.
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EDUCATION
The ranking exercise conducted at the project open house
identified education as a key component to the success of the plan.
A safe transportation system begins with an understanding of the
rights and responsibilities of all residents that use the City's streets,
sidewalks, and trails. Education is required to address issues such
as wrong -way riding, how bicycles and cars can safely share the
road, the importance of looking both ways, and compliance with
stopping regulations. This information needs to reach as many
residents as possible and it needs to be provided in both English
and Spanish. Below is a discussion of programs and other efforts
focused on educating the public about bicycling safety, some of
which the City of Yakima and its partners are already offering or
pursuing.
SAFE ROUTES TO SCHOOL (SRTS)
Safe Routes to School (SRTS) programs involving parents,
schools, community leaders and local, state, and federal
governments work to improve the health and well-being of children
by enabling and encouraging them to walk and bicycle to school.
Many of Yakima's public schools are located on collector streets
and accessibility via walking and biking would be greatly improved
with implementation of the recommended bicycle network. Many
schools in Yakima provide walk route maps for the students; safe
bicycling routes, along with safety information, could be included
with such materials. The City of Yakima has received funding
for SRTS projects from WSDOT in the past, and the City should
continue to apply for funding.
Bicycle and pedestrian safety skills will benefit the children
throughout their lives. According to the National Center for Safe
Routes to School, it is more likely for children today to be driven
to school and activities than their parents were, resulting in fewer
opportunities to practice safe biking and walking skills. Ensuring
consistent, certified instruction for all children of Yakima will help
to improve safety for the City's next generations. The National
Highway Traffic Safety Administration (NHTSA) offers many
materials about bicycle and pedestrian safety, including curriculum
materials, and resources in Spanish. The school district could
also develop a Bike to School Day—a good opportunity to provide
bicycle education materials and training.
41 1 YAKIMA BIKE MASTER PLAN
Sa1eRoutes
National Center for Safe Routes to School
3
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EDUCATING LAW ENFORCEMENT
OFFICERS ABOUT BICYCLES
It is important for all law enforcement officers to fully grasp the
rights and responsibilities of all roadway users. Educating law
enforcement officers about the laws applying to bicycles, as well
as the operational characteristics of bicycles can help officers
better understand what behaviors they should be targeting from an
enforcement point of view. A police bike patrol unit is an excellent
way for officers to engage in the community and experience the
challenges faced by bicyclists. Yakima police should continue to
operate their bike patrol in the summer.
POLICE EDUCATION SEMINARS &
RODEOS
Police officers or staff have shown support by assisting with bicycle
rodeos, and could continue to provide bicycle safety education
such as seminars and bicycle rodeos. Rodeos begin with the
instructor providing an explanation of bicycle skill expectations
for students. Various stations are set up to give students the
opportunity to practice a variety of specific bike handling skills for
operating a bike safely and legally on the street. Bicycle rodeos are
provided during the school day, and at events upon request. Health
fairs and safety events, such as the Feet in the Street event, also
provide opportunities to promote safe cycling clinics for children,
families and adults.
CITY WEBSITE
The City's website is very helpful and functions as a clearinghouse
for several important transportation -related resources. The City
should consider utilizing the web site to distribute educational
information in a focused, centralized transportation and recreation
section oriented toward bike (and pedestrian) safety in English and
Spanish. The City could expand and maintain an online reference
that provides easy access to bicycle laws, safety tips, maps of the
bicycle network, and links to programs that encourage people to
bike more often. Ideally, this information should be presented all in
one place on the City's website, or if this is not desired, then links
to relevant pages, i.e. 'Planning', or 'Parks and Recreation' should
be compiled and provided in one place. Other ideas to consider:
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ADD A CALENDAR SHOWING BICYCLE EVENTS
Posting bicycle events on a monthly calendar would help people
become more aware about upcoming events. The City could
partner with agencies and interest groups that have bicycling
events, such as Yakima Bikes and Walks, and publicize information
about the events on the City's website, Facebook page, and
distribute through email notices. All postings and event information
should be available in a format that is accessible and easy to read.
USE YAK BACK TO REPORT PROBLEMS WITH
BICYCLE INFRASTRUCTURE
The City's Yak Back site can be used as a way for citizens to report
issues with bicycle infrastructure. https://www.yakimawa.gov/yak-
back/
CROSS -POST BICYCLE -RELATED VOLUNTEER
OPPORTUNITIES, ACTIVITIES, AND PROGRAM
The City's Parks and Recreation, Planning, and Public Works
departments and YVCOG all have projects or programs that either
address bicycling directly or have complementary objectives. Cross
posting the efforts of other City agencies and departments will make
for a more convenient experience for the web user,
and will promote cooperation and joint development across City
departments.
DEVELOP A COMPREHENSIVE
SAFETY EDUCATION PROGRAM
As resources become available, the City, in partnership with other
organizations such as YVCOG, the Health District, and private
industry, e.g. healthcare, could develop a comprehensive safety
education program. The tone should be cooperative, emphasizing
that all modes need to be aware and respectful of each other on
roads and trails. Below are additional activities that should be
marketed under the umbrella of an energized and comprehensive
program.
CREATE AND & DISTRIBUTE EDUCATIONAL AND
PROMOTIONAL MATERIALS
Educational and promotional materials such as maps, bumper
stickers, billboards, website content, flyers, etc., with a unified
theme and message can be very effective in raising awareness
about bicycle safety driving motor vehicles with care. Materials
could be made available in both English and Spanish.
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MAKE YOUR VDICE COUI4r
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PROMOTE AND SUPPORT ADULT BICYCLE
SAFETY CLASSES
Many adults are unaware of how to properly fit and wear a helmet,
signal turns to vehicular traffic and are unfamiliar with other safe
road riding skills. The City could promote adult bicycle fun rides,
clinics and engage volunteers that are certified bicycle instructors
(by the League of American Bicyclists) to organize and conduct the
clinics and rides. Clinics and rides could be posted on the bicycle
calendar of events. The City bicycle web page can also provide
links to those groups that provide publicly accessible clinics, rides
and workshops.
Additionally, the City could provide classroom space for bicycle
safety workshops. Groups and clubs regularly offer clinics and
workshops but have difficulty finding spaces that can provide both
classroom space and areas to practice maneuvers. The City and
County buildings may have meeting rooms and parking lots that
can be used for instruction. These spaces are usually unused
during weekend and evening hours. Providing these spaces for
free would increase the frequency that clinics and workshops are
offered.
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ENCOURAGEMENT
Yakima is fortunate to have an enthusiastic cycling community.
The City has several cycling groups that promote bicycling in and
around the city and organize group rides. While many of the groups
are oriented to recreational riding, their members' presence on the
roads and paths increases awareness of all cyclists.
BIKE TO WORK DAY
The purpose of Bike to Work Day is to encourage people to try
substituting a bicycle for their car for one day, with the hope that
the experience will inspire more regular bicycle commuting. The
City could partner with YVCOG, the Health District, and other
organizations to host bike to work events in Yakima. The City could
promote greater participation by encouraging its employees to
bike to work, as well as holding bike commuter "lunch -and -learn"
workshops. Another idea to increase participation is to partner
with bicycle shops and other organizations to have a mobile unit
to provide free bike tune-ups. The City could also partner with
health related organizations, bicycle groups, and local restaurants
to provide a breakfast station and prizes for participants. The City
could seek partners to promote this event, and should explore other
strategies for increasing the number of participants.
CREATE A BICYCLE FACILITIES MAP
A bicycle facility map can be an effective tool for encouraging
novice bicyclists to ride more often because it helps them
understand key connections for getting to their destination.
The map should be available in both print and digital formats
(downloadable PDF and mobile device format), in English and
Spanish. The map should provide detailed bicycle facilities
information (on -street routes and off-street trails), and could
potentially include safety tips and bikes on buses information. It
could also include a summary of laws and regulations applying to
bicyclists.
BICYCLES AND TRANSIT
Public transit can be an attractive solution for extending bicycle
trips. Secure bicycle parking facilities should be provided at the
transit center and potentially other transit stops. Additionally, the
entire fleet of Yakima Transit buses are equipped with bicycle racks
which allow individuals to take their bicycles with them as they
travel on the bus. The bus attached bicycle racks can be used at no
additional cost.
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INCENTIVE PROGRAMS
Employer incentive programs are excellent tools to promote
commute trips by bicycling and walking. Such programs benefit
both the employees as well as the employers, who have to supply
fewer parking places for their employers and have healthier
employees. Incentives can take a variety of forms, from vouchers
to payroll credits and gift cards. Employees earn them by meeting a
target number of weekly or monthly commute trips by bike.
PAC members suggested incentive programs for school children
based on existing programs, such as: the Yakima Transit program
that allows kids free admittance to the public pool with a bus
transfer; the Kiddin' Around on the Yakima Greenway activity
program; and the Mileage Club through Clary Motors, which
rewards kids who achieve perfect school attendance. Such
programs could be adapted to promote bike trips by kids (e.g.
admittance to the public pool with a bicycle helmet, rewards for bike
to school mileage or trips, organized recreational rides for kids, and
similar programs).
PARTNERING
Entities and interest groups outside the City can contribute to the
success of the Master Plan. Below is a list of organizations that
the City should collaborate with to encourage bicycling. Several of
these groups participated in the Master Plan process.
Yakima Valley Conference of Governments and the Yakima
Health District have been involved Complete Street policy and
planning, and administer grants and programs related to promoting
bicycling and walking. YVCOG promotes biking to work and
provides information on their website.
Yakima Greenway Foundation "works to conserve, enhance and
maintain the Yakima Greenway as a continuing living resource."
The Greenway is an important part of the Bicycle Network, and
the City should continue to partner with the Foundation to ensure
high quality connections between the Greenway path and the City
streets. Programmatically, there are opportunities for partnership
and promotions such as the Jr. Gap to Gap race on the Yakima
Greenway, which could add bicycling to their activities for kids.
Yakima Walks and Bikes is an advocacy group that is focused on
creating a bicycle and pedestrian friendly environment in Yakima,
and the surrounding communities.
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Yakima Basin VELO is a membership -based, recreation -focused
group that conducts regular rides in and around Yakima.
Yakima has multiple bicycle shops through which education and
encouragement information could be disseminated. Shops may
also be potential sponsors of events like Bike to Work Day or
community rides.
Other potential partners include major employers and other schools
of higher education including Pacific NW University of Health
Sciences, Perry Technical Institute, and Yakima Valley Community
College.
CHAMBER OF COMMERCE/
LATINO CHAMBER OF COMMERCE
Bicycle trips often involve shopping or restaurant/cafe visits. The
chambers could promote and capitalize on the patronage bicyclists
to local businesses around Yakima by installing more bicycle
parking and supporting special events such as bike to work day.
GROUP RIDES
Whether for recreation or commuting purposes, riding in groups
gives novice cyclists confidence to ride both on and off-road, and
introduces new and convenient routes for everyday rides. The rides
can cover vast areas and provide tours of the City, or they can
help people identify comfortable and convenient routes to work.
The best rides are those that start and end in the same location
but explore new routes and destinations, giving people a new
awareness of the bicycle network. Group rides have the added
benefit of creating a strong bicycle presence on the roads. Yakima
Walks and Bikes, Yakima Basin VELO, and area bicycle shops
have all been active in promoting bicycle group rides.
Students can also benefit from group rides. The Safe Routes to
School movement encourages young cyclists to bike to school in
groups with adult chaperones. These rides increase the students'
confidence in their bicycling skills and establish healthy habits for
life. Bicycle trains have been especially effective for high-school
aged students, providing a cheaper alternative to driving.
While the actual rides may be led by volunteers from local bicycling
organizations, the City can provide resources and materials on
planned group rides by including information about the events on
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the City's website, and in email distributions. The City can also link
to other groups that produce how-to materials for organizing group
rides or bicycle trains to school.
EVENTS
The events the City and YVCOG conducted during the Plan
development, Feet in the Street and Voices for our Streets, were
examples of opportunities for the City to promote bicycling, provide
education, and deliver key messages around safety, fun, active
living. The City should continue to seek out and take advantage of
these opportunities. Establishing these or similar events as annual
affairs would help maintain momentum by leveraging existing
relationship with volunteer groups and support Yakima's growing
bike culture.
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ENFORCEMENT
POLICE ON BIKES
An effective way to engage bicyclists and model safe bicycling
maneuvers is to put police officers on bicycles. Police on bicycles
also tend to have a more thorough understanding of the rights and
responsibilities of all users if they receive specialized training on
bicycle safety skills and laws. An added benefit to using bicycles
instead of cars is that officers on bicycles travel at slower speeds
and are more engaged with their surroundings.
PROGRESSIVE/EDUCATIONAL
TICKETING
Through the public process, community members indicate that
many drivers appear to be unaware of bicycle safety legislation.
While it is everyone's responsibility to be educated on current laws,
it is more effective to educate drivers and bicyclists before issuing
citations. With progressive ticketing, officers offer educational
materials, and then warnings before issuing citations and fines.
Offering this grace period allows drivers time to adjust to new laws.
This approach can also be applied to bicycle enforcement.
SUPPORT DISTRACTED DRIVING
CAMPAIGNS
Drivers that are not fully paying attention to the road and other
vehicles create unsafe conditions for all modes. Bicyclists are
especially vulnerable as they are often hidden in driver's blind
spots. Washington has a hand -free law, but distracted driving
messages are still important as it remains a threat to all roadway
users.
Schools can also participate by conducting pledges for parents
promising that they will not use their cell phones while driving,
especially in school zones. The City could also consider adopting
an ordinance that allows police to issue fines specifically to
individuals caught using hands-on cell phone devices while driving
in school zones.
PARKING ENFORCEMENT
Motor vehicles are not allowed to park or load/unload in bicycle
lanes. Proper enforcement and ticketing must be employed to
prevent people from blocking the bike lanes.
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CROSSWALK ENFORCEMENT
For Yakima's network of bicycle boulevards to work correctly,
motorists must yield to greenway users at arterial crossings.
Targeted enforcement of motorists failing to yield may produce
beneficial results. Some cities have also tried positive enforcement,
where they reward motorists for proper yielding behaviors. This
type of enforcement usually generates additional education and
encouragement if it is picked up by local media outlets or social
media.
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ENGINEERING
Engineering is a critical element of the Plan, as reflected in Chapter 3, Network
Recommendations. A well -engineered bike facility invites proper behavior by
all road users, reduces conflicts, and encourages bicycling. A full Design and
Maintenance Guide is included in Appendix A. Several national publications,
including the AASHTO Guide for the Design of Bicycle Facilities, the NACTO
Urban Bikeway Design Guide, and the FHWA Separated Bike Lane Planning
and Design Guide, should be consulted for additional guidance.
EVALUATION
Performance measures should be used to track implementation of Plan goals
as well as project development. The first year's goal is for the Plan to be
adopted by the City of Yakima.
Thereafter, the City will integrate the Bicycle Master Plan with the annual
Transportation Improvement Program (TIP). Project recommendations should
be related to the implementation strategies and performance measures in the
Plan.
Since the Bicycle Master Plan is based on current concepts, it should be
thoroughly reviewed every ten years for content and updates, consistent with
the State -mandated Growth Management Act Comprehensive Plan update
cycle.
Example Plan performance measures are included in the following table:
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Example plan performance measures
PERFORMANCE
PERFORMANCE MEASUR
TARGET
BASELINE DATA
COLLECTION
MEASUREMENT
FREQUENCY
ADOPT THE BICYCLE MASTER PLAN
AND INCORPORATE INTO YAKIMA
TRANSPORTATION PLAN AND
COMPREHENSIVE PLAN
2017
N/A
.A
REDUCE BICYCLE CRASHES
Reduce bicycle
crashes by 50%
by 2025
2015 rate
Annually
MILES OF RECOMMENDED ON-
STREET BICYCLE NETWORK
COMPLETE
Annually install
a minimum of
5 miles of the
adopted bicycle
network plan (bike
lanes, bicycle
boulevards, etc.).
Complete network
by 2025.
2015
Annually
NUMBER OF BICYCLE PARKING
RACKS INSTALLED
Install a minimum
of 5 bicycle racks
per year
To be counted in
2016
Annually
NUMBER OF TRAIL ACCESS POINTS
CONNECTED BY ON -STREET
BICYCLE FACILITIES
Complete one trail
access point per
year
Number of new
trail access points
identified in the
bicycle network
plan
Annually
INSTITUTE A BIKE COUNT PROGRAM,
using the National Bicycle and Pedestrian
Documentation Project methodologies
and volunteers to conduct count
Establish program
in 2016, begin
annual counts
2016 counts
Annually
INCREASE BICYCLE RIDERSHIP
Number of
bicyclists counted
at locations
through the City
Increase number of
at count locations
by 2% per year
Annually
ADOPT A COMPLETE STREETS
NETWORK POLICY (routine
accommodation of bicycle facilities in
capital and maintenance transportation
projects)
2016
N/A
N/A
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IMPLEMENTATION 115
STRATEGIES XX��
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INTRODUCTION
This chapter describes practical and feasible strategies for
implementing the Yakima Bicycle Master Plan. In order for bicycling
to become an attractive mode of transportation that is accessible to
Yakima residents, it is essential to institute practices to ensure the
proper construction and maintenance of the physical network and
to provide programs for the encouragement of bicycle use. It will
also be important to establish complementary laws and regulations
and to expand the planning and support functions of the City to
ensure this work can be accomplished. This chapter provides
a framework for plan implementation and addresses funding
opportunities.
INVESTMENT - PLANNING LEVEL
COST ESTIMATE
The level of investment that will be required to implement this
Plan is modest in comparison to other transportation facilities. The
planning level cost estimate to implement the on -street elements of
the proposed 78 mile network is just under seven million dollars
(estimate for 4 miles of off-road trail requires additional engineering
analysis and is not included in the estimate). The bicycle network
includes approximately 45 miles of bicycle lanes (conventional,
buffered, and climbing lanes) 4 miles of shared lane markings, 23
miles of bicycle boulevards, and 2 miles of protected bike lanes.
Table 5.1 outlines the costs per facility type for the full bicycle
network. It is important to note that the cost of bicycle boulevards
takes into account traffic calming and intersection improvements.
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Table 5.1: Proposed Facility Costs By Type
NEW ON -STREET FACILITIES TOTAL RECOMMENDED
MILES
NETWORK COSTS
BIKE LANES*
"'
$1,035,364
BUFFERED BIKE LANES*
17
$1,425,000
SHARED LANE MARKINGS
$ 36,415
CLIMBING LANE*
1
$ 60,160
BICYCLE BOULEVARD**
23
$3,747,156
PROTECTED BIKE LANE
''
$ 381,190
TRAIL CONNECTIONS
Variable
TOTAL
78
$6,685,285
* Cost calculation assumes no on -street parking lane stripe. Costs will be slightly higher where there is a striped parking lane.
**Costs assume one pedestrian signal for every two miles of bicycle boulevard. Depending on further study, this level of
signalization may not be needed, and may bring costs down. Some proposed bicycle boulevards already have several signals
in place, such as S 10th Avenue and N 32nd Avenue.
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IMPLEMENTATION STRATEGIES
The City should identify annual funding for Plan implementation,
as well as routine and unexpected maintenance. Funding will
come from a variety of sources, including local, regional, state,
and federal sources. This section provides recommendations for
activities to achieve implementation of the recommended network.
Strategy 1: Continue to accommodate bicycle
facilities during roadway construction,
reconstruction, and overlays when possible.
Overlays provide an excellent opportunity to improve bikeway
conditions when executed appropriately. Special caution should
be taken to ensure that no pavement seam is left in the roadway
space designated for bicyclists (or in areas where bicyclists
are expected to ride in the case of shared roads). In addition to
ensuring an even and well -marked surface for cyclists, overlays are
a practical occasion to consider widening the roadway, especially
in areas with planned paved shoulders. Pavement overlays present
the opportunity to:
Create bike lanes and other bicycle facilities
Install signal sensors that can detect the presence of
bicycles
Consider bigger projects such as channelization changes.
Many of the facilities within the recommended network will be
implemented as part of larger roadway projects, including the
development of bicycle facilities when new streets are constructed
or when existing streets are scheduled for resurfacing. When
planning new developments, connecting non -arterial roads is key to
continuing to develop the bicycle boulevard network. If cul-de-sacs
and dead ends continue to be used by developers, through bicycle
and pedestrian connections should be required. Implementation or
improvement of bicycle facilities should be considered during all
major roadway, and where appropriate, utility projects in an effort to
reduce costs.
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Strategy 2: Identify funding for programs and
facility improvements in support of the bicycle
network.
Dedicated funds are needed for supporting elements such as
education programs, wayfinding, and expansion of the City's
bicycle rack installation and bicycle count program. A portion of the
Public Works budget will need to be reallocated to these efforts.
Strategy 3: Pursue a variety of mechanisms for
funding infrastructure projects.
Bicycling infrastructure attracts users of all ages and abilities and
offers a high return on investment. Most bicycle improvements
are low cost when compared to new street construction projects.
At the same time, such improvements offer numerous benefits,
from optimizing the roadway's ability to move people and goods to
providing low cost transportation choices for households. Perhaps
most importantly, bicycle facilities contribute to community livability,
which helps to attract and retain residents and employers.
The majority of the recommended bicycle network will be
implemented by routinely incorporating bicycle facilities when
streets are initially constructed, resurfaced, or substantially
reconstructed. Other methods for funding and implementing
recommended improvements may include:
Where private developers are required to make street
frontage improvements, bicycle facilities should be included
where recommended in the Plan.
Local, regional, state, and federal grant funds for
transportation and non -transportation programs (such as
environmental or heath programs).
Dedicated local funding sources, such as transportation
benefit district funds specifically allocated for non -motorized
transportation infrastructure.
Partnerships with agencies, organizations, and private interests
such as Yakima Transit, Yakima School District, Yakima Chamber
of Commerce, Yakima Greenway Foundation, Visitors and
Conventions Bureau, local colleges and universities (Yakima Valley
College), the Downtown Association of Yakima, Yakima County,
private companies, developers, and others will be needed
throughout the implementation of this Plan. Partners may support
plan implementation in a number of ways such as providing direct
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financial support, dedicating rights-of-way, contributing mitigation or
transportation impact fees, pursuing grant opportunities, sponsoring
events, conducting media and public education campaigns, etc.
Strategy 4: Incorporate funding for maintenance
of bicycle facilities into the annual maintenance
budget.
Dedicated funds are needed to cover periodic, annual and long
term maintenance of the existing and future bicycle network.
Maintenance activities may include replacing pavement markings,
fixing potholes, filling concrete joints, changing out drain grates,
replacing and repairing signs, etc. A portion of the Public Works
budget should be allocated to bicycle facility maintenance.
Strategy 5: Pursue grant funding.
In addition to making internal budget adjustments in order to
maximize investments, the City should continue to pursue a robust
mixture of outside funding including other local, regional, state,
and federal sources. Obtaining outside funding can be challenging
due to increasing competition for limited amounts of transportation
grant funds. However, being the largest urban area within Yakima
County, Yakima is in a good position to receive funding from
outside grant funding sources.
Good data is critical to winning grants. Yakima should consider
conducting bicycle counts. The National Bike and Pedestrian
Documentation project provides guidance for implementing a count
program. Good crash data and tracking safety issues can help the
City pursue WSDOT funding, much of which is safety -focused.
Strategy 6: Establish a grant match reserve fund
(or similar system) in order to take full advantage
of state and federal grants.
State and federal grants typically require between 13.5% and
20% of the total project cost to be provided from local funding
sources and grant applications with higher local funds are far more
competitive than applications that provide the minimum local funds.
Local transportation funding can include dollars derived from the
local Street Fund, Real Estate Excise Taxes (REET), special sales
taxes, and funding contributions from other agencies. In addition,
grant funding agencies look very favorably on projects that include
mitigation funds derived from private development, such as
transportation impact fees.
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Strategy 7: Institutionalize the Yakima Bicycle
Master Plan into plans and policies of the City.
Integrating Plan recommendations into existing City policies, plans
and procedures is essential to ensure the Plan is implemented in a
cost efficient way. Routine consideration of bicycle facilities in the
City's project planning and review process will help to ensure they
are incorporated into projects where recommended by this Plan.
Bicycle Master Plan recommendations will be integrated into the
Transportation and Comprehensive Plans, which will be updated in
the near future.
Strategy 8: Enhance transportation policies that
facilitate Complete Street design.
Implementation of bicycle facilities will be most efficient if they
continue to be integrated into a comprehensive vision of multimodal
transportation improvements. This can be further achieved through
adopting a Complete Streets policy. It will be important to consider
the wider transportation network when determining how and where
bike facilities can be accommodated through Complete Streets
implementation.
The Yakima Bicycle Master Plan lays the groundwork for the
planning, prioritization, funding, and installation of bicycle facilities
as well as programs that will require a comprehensive funding
strategy. Future funding should be a combination of federal, state,
regional, and local monies. The following sections outline funding
opportunities that the City of Yakima should consider for resources
toward Plan implementation. Additional local funds could be sought
through public-private partnerships which may also be instrumental
in implementing certain segments of the network.
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FUNDING SOURCES AND
OPPORTU ' S
FEDERAL FUNDING OPPORTUNITIES
Federal funding available for bicycle related projects is in a state of
flux until a new federal transportation bill is updated. The Federal
Transportation Bill passed in 2012—known as Moving Ahead for
People in the 21st Century (MAP-21)—restructured and redefined
eligibility for federal funding of bicycle and pedestrian projects. With
the advent of MAP -21, there is more local control of transportation
dollars related to walking and biking, as 50% of funds are allocated
to the discretion of Metropolitan Planning Organizations (MPO).
Another trend in the new transportation legislation is less funding
specifically earmarked for programs such as Safe Route to School.
As an interim measure, congress has passed legislation authorizing
continued funding of MAP -21. As new federal transportation
legislation is adopted, the City of Yakima should work closely
with YVCOG to monitor and take advantage of the new funding
opportunities.
TRANSPORTATION ALTERNATIVES PROGRAM
(TAP)
MAP -21 combines previous programs: Recreational Trails, Safe
Routes to School and Transportation Enhancements into one: the
Transportation Alternatives Program (TAP). TAP funds are split
50/50 between a competitive state grant program and statewide
distribution according to population.
Washington State allocates Transportation Alternatives Program
(TAP) funds for projects including pedestrian and bicycle facilities.
Fifty percent of annual TAP funding includes $1.8 million set aside
for recreational trails and $2.4 million set aside for Safe Routes
to School. The remaining TAP funds are distributed to MPOs
and Regional Transportation Planning Organizations. These
organizations are responsible for prioritizing and selecting projects.
In the 2014 fiscal year, the YVCOG had a total of $283,287 in
Transportation Alternative Program funds to allocate among all
jurisdictions in Yakima County.
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SURFACE TRANSPORTATION PROGRAM (STP)
The Surface Transportation Program (STP) provides flexible
funding that can be used by local jurisdictions or states for
roadway, bridge and transit projects. Because Yakima falls within
the jurisdiction of an MPO, the funds are distributed through the
YVCOG for prioritizing and selecting projects. Bicycle infrastructure
and programming such as maps, educational materials etc. may be
supported using these funds.
HIGHWAY SAFETY IMPROVEMENT PROGRAM
(HSIP)
This program funds safety related projects that aim to reduce
serious traffic injuries and deaths. Bicycle safety projects are
eligible for this funding on all roadway types including state
highways and residential streets. Eligible improvement projects
include bike facilities, intersections, pedestrian crossings, etc. A
percentage of this funding ($1.2 million annually) is set aside for
Safe Routes to School projects.
The State of Washington administers these federal funds and has
distributed HSIP into four invitation -only competitive grants: City
Safety Program, County Safety Program, Quick Response Safety
Program and the City/County Corridor Safety Program. All of these
grants can be used to fund engineering, enforcement, education
and encouragement improvements. Like the Traffic Safety Grants,
the highway and local program grants are directed by the state
Strategic Highway Safety Plan called Target Zero. More information
can be found at: http://www.wsdot.wa.gov/LocalPrograms/
Traffic/FedSafety.htm
FEDERAL TRANSIT PROGRAM
These federal funds can be used for establishing bicycle and
pedestrian access to mass transit, including parking and storage.
Funding for the improvement of mobility for seniors and people
with disabilities is expanded under MAP -21. The 'New Freedom'
activities have been revised into Section 5310 revenue stream.
All Section 5310 projects must be initiated from locally developed,
coordinated public transit -human services transportation plans.
Additionally there are potential multimodal projects that may
be eligible for this funding that would improve bicycle access,
especially for older adults and people with mobility limitations.
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STATE AND REGIONAL FUNDING
The Yakima Valley Conference of Governments (YVCOG) is the
Metropolitan Planning Organization/ Regional Transportation
Planning Organization (MPO/RTPO) serving Yakima and other
cities within Yakima County. It distributes both state and federal
funds through a variety of programs. Federal transportation dollars
are allocated throughout the region and the YVCOG Transportation
Improvement Program (TIP) includes projects that are important to
the region and included in local plans.
Of the $25 million allocated to the Transportation Alternatives fund
for Washington State, approximately $13 million was allocated
by population to state MPOs, with the YVCOG region receiving
approximately $280,000. The YVCOG's regional TIP documents
the distribution of state and federal funds for projects that include
bicycle facilities.
SAFE ROUTES TO SCHOOLS (SRTS)
Safe Routes to School funding comes to the state from the
Highway Safety Improvement Program and Transportation
Alternatives Program. It is available to local governments through
a competitive grant program and via a data -driven approach to
identify the top infrastructure priorities based on Washington's
Strategic Highway Safety Plan. The goal of SRTS funding is to
increase the number of children walking and biking to school and to
decrease the number of collisions involving children on foot or bike.
WSDOT distributes these funds on a state-wide basis.
TRAFFIC SAFETY GRANTS
The Washington Traffic Safety Commission (WTSC) offers annual
state grants to projects that help reach "Target Zero" goals of
reducing roadway injury and fatalities. The grants range from
$5,000 to $150,000.
PEDESTRIAN AND BICYCLE SAFETY GRANTS
These competitive grants are offered by the State through gas
taxes to address areas with high collision and injury rates for
pedestrians and bicyclists
WSDOT BIENNIUM BUDGET
Washington State Department of Transportation (WSDOT) has
a biennium budget approved by the State legislature every two
years. In the 2015 legislative session, a new 16 -year transportation
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revenue package called "Connecting Washington" was passed.
The revenue package includes $9.7 billion for state and local road
projects and $1.3 billion for non -highway projects, including bike
paths. The City should track the distribution of these funds and
vigorously pursue them as they become available.
WASHINGTON STATE TRANSPORTATION
IMPROVEMENT BOARD (TIB)
The Washington State Transportation Improvement Board
(TIB) funds high priority transportation projects in communities
throughout Washington to enhance the movement of people,
goods, and services. TIB is an independent state agency, created
by the Washington State legislature, which distributes and
manages street construction and maintenance grants to 320 cities
and urban counties throughout Washington State. Funding for TIB's
grant programs comes from revenue generated by three cents of
the statewide gas tax.
STREET OVERLAY AND RECONSTRUCTION
FUND
The Street Overlay and Reconstruction Fund consists of $2
million annually for "enhancement in quality and value of City
street infrastructure" per 2014 City Charter amendment. Where
applicable, capital projects that involve roadway resurfacing or
paving should incorporate bicycle improvements.
YAKIMA REAL ESTATE EXCISE TAX (REET)/
PUBLIC WORKS TRUST
Comprised of 1/4 of 1% of the total real estate revenue within city
limits for a given year, REET funding can be used for limited types
of transportation projects. Availability of these funds may fluctuate,
as they did during the recession, in a given year.
LOCAL IMPROVEMENT DISTRICTS (LID)
Local Improvement Districts (LID) are established areas where
local property owners, through self-imposed taxation, fund local
improvements within the district. LIDs have been used in Yakima to
fund roadway improvements. Yakima City Council or local property
owners may establish an LID for bicycle related improvements
as long as the majority of business or property owners within the
district agree to the property tax increase. Properties adjacent
to the improvement must pay a portion of the overall cost of the
improvement project until the full cost of the improvement is paid.
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YAKIMA DOWNTOWN BUSINESS IMPROVEMENT
DISTRICT
The Central Business District Capital Improvement Fund has been
used for downtown planning, as well as transportation design and
construction, including parking facilities ("for the benefit of the
area"), maintenance, and security. The CBD Fund may be useful
for bicycle facilities and amenities such as bicycle parking.
OTHER AGENCIES, CORPORATE
FUNDING, AND PRIVATE
FOUNDATIONS
There is a broad range of private funding available for bicycle
related improvements. Bicycle projects can be supported
by funding aimed at a variety of areas including economic
development, community health and fitness, transportation, transit
mobility and access, and public infrastructure. Creative use of
private grants can bolster public funds to implement the Yakima
Bicycle Master Plan, keeping in mind that grants are not a reliable
or consistent source of revenue. The following organizations
provide grants of different sizes for bicycle infrastructure and
programmatic activities.
PEOPLE FOR BIKES
The Green Lane Project provides funding for the implementation
of innovative, low -stress bicycle facilities such as protected bike
lanes. The Community Grants Program offers small amounts of
funding for bicycle related projects to leverage federal funds and
promote bicycling at the local level. Local governments and non-
profits are eligible to apply.
ROBERT WOOD JOHNSON FOUNDATION
The Robert Wood Johnson Foundation is dedicated to improve
"health and health care of all Americans," including public
education, prevention, communications activities, and investing in
vulnerable populations. Municipalities are eligible for these funds
and many bicycle and pedestrian related projects may be eligible.
ORAM FUND FOR THE ENVIRONMENT AND
URBAN LIFE
This fund supports programs that impact sustainable urban
development and environmental quality. Funding is available
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for public transportation, bicycling and walking, education, and
transportation planning. Projects are prioritized over programing
needs.
YAKIMA GREENWAY FOUNDATION
The Yakima Greenway Foundation is a private, non-profit land trust.
The Foundation has a network of supporters and volunteers that
may be vital partners to increasing bicycle access to the Greenway
trail.
YAKIMA HEALTH DISTRICT
Local health organizations are beginning to realize that an active
lifestyle leads to increased overall health. Funding to support active
lifestyles in the form of a robust bicycle network may be available.
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MAI NTENANCE ((A
RECOMMENDATIONS
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INTRODUCTION
The guidance in this appendix is intended to serve as a guide
for implementation of the Bicycle Master Plan. Design guidance
in this document is based on the Manual on Uniform Traffic
Control Devices (MUTCD), 2009; the American Association of
State Highway and Transportation Officials (AASHTO) Guide for
the Development of Bicycle Facilities, 2012; and the National
Association of City Transportation Officials (NACTO) Urban
Bikeway Design Guide, 2012. Guidance in this document is
consistent with these manuals. Application of guidance in this
document requires the use of professional engineering judgment.
DESIGN
Preference surveys and research studies have found widespread
support and interest for bicycling with strong preferences given to
the provision of high quality bikeways which provide the following
elements:
Separation from high volumes of fast-moving automobiles
Maneuverability within the bikeway to operate safely
Space for cyclists to ride together in a social manner, side-
by-side.
These qualities are routinely provided on trails, and are
increasingly provided on streets through the provision of bicycle
lanes, protected bicycle lanes, or bicycle boulevards. Well-
maintained, high quality facilities have been demonstrated to
attract higher levels of use than poorly maintained or low quality
facilities. Likewise, interconnected systems with minimal gaps or
interruptions are essential to a functioning bicycle system that
supports and attracts high use.
THE QUALITY OF BICYCLE FACILITIES HAS A
DIRECT IMPACT ON THE OVERALL EXPERIENCE
OF THE USER, AND WILL THEREFORE HAVE A
TREMENDOUS INFLUENCE ON THE ABILITY OF
THE FACILITY TO SUSTAIN AND ATTRACT HIGH
LEVELS OF RIDERSHIP.
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ROADWAY DESIGN STRATEGIES FOR
ACCOMMODATING BIKE FACILITIES
LANE WIDTHS
Travel lane narrowing is one of the retrofit methods recommended
to implement the planned network. Travel lane widths were
observed to vary from 10 feet to 17 feet throughout the City on all
classifications of roadways. Some streets appeared to have wide
lanes where parking lane stripes are not provided and parking
demand is low. For bicycle lanes or separated bikeways to be
retrofitted onto some Yakima streets, existing travel lanes may
need to be narrowed.
Providing wide travel lanes has not proven to provide any safety
benefits on low speed urban roadways,' whereas wider parking
and bike lanes reduce the potential for a hazardous crash between
a bicyclist and an opening vehicle door. Wider bike lanes create
enough space to allow a bicyclist to pass another bicyclist without
having to encroach into the adjacent travel lane. The resulting
bicycle lane is more comfortable and is more likely to attract use.
The 2011 AASHTO Green Book states "lane width of 10 feet may
be used in more constrained areas where truck and bus volumes
are relatively low and speeds are less than 35 mph." 2This is
backed up by recent research' focused on the safety of travel lane
widths varying between 10 and 12 feet for motorists operating
on arterial roadways with posted speeds of 45 mph or less. This
research found lane width had no impact on safety or capacity
under the majority of urban conditions. The study resulted in a
virtual elimination of the capacity reduction formula in the 2010
Highway Capacity Manual related to lane widths as it found little
difference between 10, 11 and 12 foot lanes.
The AASHTO Green Book is vague with regard to defining what
percentage of truck and bus volume is "low" however there is
guidance in research and pavement design guidelines that suggest
10% as a decision point.'
FOUR TO THREE LANE CONVERSIONS
Another strategy for adding bicycle facilities to the existing road
network is converting a four -lane road to a three -lane road: two
travel lanes in each direction and a two-way center turn lane
(sometimes called a road diet). In addition to providing space
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for bicycle lanes, this type of restriping can reduce all types of
crashes and lower the amount of speeding on a roadway. Road
diets must be carefully considered within the context of the larger
transportation system. However, studies have shown that "well-
designed road diets do not divert drivers onto other roads. Many
roads actually experience an increase in vehicle traffic after a
successful diet."5 Roads with Average Daily Traffic (ADT) volumes
of up to 20,000, and in certain cases, higher, are appropriate
candidates for a conversion. Yakima has already successfully re -
channelized several roads in this manner.
FACILITY TRANSITIONS
Corridors that effectively accommodate bicycles often combine
multiple facility types due to existing roadway conditions,
surrounding land uses, available right-of-way, and other
characteristics. While consistency of facility type is desired, when
it is not feasible, transitions between facilities should be functional,
intuitive, and as infrequent as possible. Properly engineered
transitions will invite proper use. For example, a path that
transitions to an on -street facility should provide signage, markings,
curb cuts, and crossing treatments that direct bicyclists to the
correct side of the street to reduce wrong -way riding.
FACILITY TYPES
This section provides design guidance for on -street bicycle
facilities, off-street facilities, and crossing (intersection and mid -
block) treatments that are recommended for the City of Yakima
bicycle network.
PAVED SHOULDERS
Paved shoulders are most often used on rural roadways. Paved
shoulders provide space on the outside of travel lanes for bicycle
and pedestrian use. Paved shoulders should be a minimum of four
feet without the curb, and five foot minimum with a curb. Additional
space is recommended if motor vehicle speeds exceed 50 mph or if
heavy trucks, buses, or recreational vehicles often use the road.
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SHARED LANES
By law, all lanes of all roads where bicycles are not prohibited are
shared lanes. When a higher level of guidance and awareness
is desired, such as in an urban bikeway network where bikes are
likely to be present, a shared lane marking may be used. A
shared lane marking is a pavement symbol consisting of a bicycle
with two chevron markings above it that is placed in the roadway
lane indicating that motorists should expect to see and share
the lane with bicycles, and indicating the legal and appropriate
line of travel for a bicyclist. In general, shared lane markings are
installed on streets where there is not enough space for bicycle
lanes or when bicycle lanes are not appropriate due to low speeds
or volumes (e.g., on bicycle boulevards). According to the 2012
AASHTO Guide for the Development of Bicycle Facilities and the
MUTCD, shared lanes are not appropriate for roads with speed
limits over 35 mph.
Unlike bicycle lanes, they do not designate a particular part of
the roadway for the exclusive use of bicyclists. The purpose of
shared -lane markings is to:
Assist bicyclists with lateral positioning in a shared lane with
on -street parallel parking in order to reduce the chance of a
bicyclist's impacting the open door of a parked vehicle
Assist bicyclists with lateral positioning in lanes that are too
narrow for a motor vehicle and a bicycle to travel side by
side within the same traffic lane
Alert road users of the lateral location bicyclists are likely to
occupy within the traveled way
Encourage safe passing of bicyclists by motorists
Reduce the incidence of wrong -way bicycling.
Shared lane markings may be considered in the following
situations:
On arterial streets with a posted speed limit of 35 mph
or less, where space constraints and operations make it
unfeasible to provide a bike lane.
On low speed, low volume arterial street sections where
gaps exist between two other bicycle facility types to create
an on -street bike network connection.
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On bicycle boulevards as a form of on -street wayfinding.
On low speed, low volume arterial streets with on -street
parking, to help position bicyclists to avoid collisions with
car doors opening into the travel lane.
SHARED LANE MARKING PLACEMENT
CONSIDERATION FOR SHARED LANE MARKING PLACEMENT
WITHIN A TRAVEL LANE
The center of shared lane markings should be located a minimum
of 11 feet from the curb or edge of roadway at locations where
parking is permitted adjacent to the travel lane. The center of
shared lane markings should be located a minimum of 4 feet
from the curb or edge of roadway at locations where parking is
prohibited.
It may be appropriate to move the shared lane marking towards the
center of the travel lane if engineering judgment determines that
this placement will enhance the safety of the bicyclist operating
within the travel lane. In most cases, it will be a combination
of two or more of the following factors which will indicate that
consideration should be given to moving the Shared Lane Marking
towards the center of the travel lane:
Travel lane is less than 12 feet in width
Number of travel lanes (it may be desirable to place the
shared lane marking towards the center of a narrower
outside travel lane when a center turn lane is present or
when there are multiple travel lanes in the same direction)
Grade of roadway and expected bicyclist speed (center lane
placement often works well when going downhill on streets
with grade and higher bicycle speeds).
SITUATIONS WHERE TRAVEL LANES ARE LESS THAN OR
EQUAL TO 12 FEET IN WIDTH
Shared lane markings should be placed in the center of the travel
lane where travel lanes are less than 12-13 feet to encourage
bicyclists to occupy the full lane and not ride too close to parked
vehicles or the edge of the roadway. A "BIKES MAY USE FULL
LANE" (R4-11) sign may be used to supplement the marking.
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Travel lanes of this dimension are too narrow for sharing side by
side with vehicles, although 13 foot lanes may appear shareable to
road users.
SITUATIONS WHERE TRAVEL LANES ARE GREATER THAN
OR EQUAL TO 13 FEET IN WIDTH
Where travel lanes are 13 feet or wider, motorists will generally
be able to pass bicyclists within the same lane or will only need to
slightly encroach on adjacent lanes to pass bicyclists. The Shared
Lane Marking should generally be located in the right portion of
the lane (per the MUTCD minimum requirements) with exceptions
for locations adjacent to parking where it is desirable to encourage
riding further from parked vehicles. A "SHARE THE ROAD" sign
(W11-1 AND W16 -1P) may be used to supplement the marking.
Research has shown placing the marking in the center of travel
lanes wider than 13 feet will likely result in poor compliance by
bicyclists who will travel in the right portion of the lane which may
undermine the effectiveness of shared lane markings in narrower
lanes. Lanes 15 feet or wider generally should not use shared lane
markings, and should instead be marked with a 10 foot travel lane
and a 5 foot bike lane.
CONSIDERATIONS FOR SYMBOL PLACEMENT FREQUENCY
Shared Lane Markings should be placed at the far side of an
uncontrolled intersection, at both sides of an arterial intersection
with traffic control, and at mid -block locations where block faces are
more than 250 feet long.
When placing mid -block shared lane markings, they should be
placed in such a manner that the first shared lane marking a
bicyclist or motorist would come upon would be in their direction of
travel.
Where there are mid -block marked crosswalks, the tip of the
chevron should be placed 25 feet beyond the far side of the marked
crosswalk.
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CLIMBING LANES
Climbing lanes are bike lanes provided only on the uphill side of
the street. Bicyclists travel uphill at significantly slower speeds
than motor vehicles, and therefore benefit from the presence of
a separated lane. Climbing lanes may be used on any street with
an uphill grade and insufficient space for bicycle lanes on both
sides of the street. Shared lane markings are provided on the
downhill portion of the street. Climbing lanes are not appropriate on
streets with rolling hills because lane shifts and transitions would
potentially confuse both bicyclists and motorists.
BIKE LANES
Bike lanes designate a portion of the roadway exclusively for
bicyclists, and encourage bicyclists to ride with traffic where they
are visible to motorists. Bicyclists are not required to ride in bike
lanes; a bicyclist may need to leave the bike lane to make a turn,
avoid debris or potholes, avoid conflicts with other road users or
pass another bicyclist.
In order to maximize bicyclist comfort and reduce potential conflicts
associated with opening car doors, bike lanes should be as wide
as feasible, with a minimum of 5 feet. Whenever possible, parking
lane width should be minimized to increase bicycle lane width.
Where there is space for wide bike lanes, buffers may be added to
discourage driving or parking in the bicycle lane (see "Buffered Bike
Lane").
The surface of the bike lane should be smooth, stable and slip
resistant. Longitudinal or frequent horizontal seams can reduce the
quality of the riding surface. Concrete joints should be saw -cut to
provide a smooth riding surface, and utility covers should be flush
with the bicycle lane surface. Standard bike lane symbols and
arrows shall be provided in bike lanes.
HEAVY VEHICLES
On streets with significant heavy vehicle volume and bicycle
facilities, consideration should be given to lane widths to prevent
heavy vehicles encroaching on the bicyclist's path. Where possible,
buffered or separated bicycle facilities should be used for bicycle
facilities on heavy vehicle routes and design should accommodate
safe crossings at driveways and to minimize conflict points.
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BUFFERED BIKE LANES
Buffered bike lanes provide distinct advantages over merely
providing a wider bike lane. Buffered bike lanes appeal to a wider
cross-section of existing and potential bicycle users, provide
greater shy distance between motor vehicles and bicyclists, provide
space for bicyclists to pass one another without encroaching into
the adjacent motor vehicle travel lane, and provide a greater space
for bicycling without making the bike lane appear so wide that it
might be mistaken for a travel lane or a parking lane.
The preferred location of the buffer is between travel lanes and bike
lanes. The buffer may be placed between the bike lane and parking
lane where parking turnover is high or on extended downhill
segments where bicyclist speeds can be expected to be higher
than normal.
Buffer width should be a minimum of 18 inches. On streets with
speeds 35 mph or greater, buffer width should be increased and a
physical separation element should be used. Buffer zones 4 feet
or greater in width should be marked using a chevron pattern as
depicted in Chapter 3D of the MUTCD 'Markings for Preferential
Lane.' Otherwise a diagonal crosshatch may be used.
PROTECTED BIKE LANES
A protected bike lane, sometimes called a separated bike lane or
a cycle track, is a bicycle facility that is physically separated from
both the roadway and distinct from the sidewalk. A protected bike
lane can be constructed at the roadway level or the sidewalk level.
Roadway Level - Uses roadway space and must be separated
from motor vehicle traffic. Separation methods include curbs, raised
concrete medians, bollards, on -street parking, large planting pots/
boxes, landscaped buffers (trees and lawn) or other methods.
Sidewalk Level — Uses space adjacent to the sidewalk and must
be separated from pedestrian traffic. Separation methods include
different surface treatments, street lighting, plants, etc.
Intersections where protected bike lanes are present require
engineering consideration to ensure appropriate sightlines and
yielding behavior. Intersection treatments include restricting turns or
using signaling to temporally separate right and left turning vehicles
from through bicyclists, and shared turn lanes. The NACTO Urban
Bikeway Design Guide includes several intersection solutions for
protected bike lanes.
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By separating bicyclists from motor traffic, protected bike lanes can
offer a higher level of safety and comfort than bike lanes and are
thus attractive to less confident cyclists. Typical applications for
protected bike lanes include:
Streets with high bicycle volumes.
Streets on which bike lanes would cause all but the most
skilled bicyclists to feel stress because of factors such as
multiple lanes, high traffic volumes, higher speed traffic,
high incidence of illegal parking in the bike lane, and high
parking turnover.
Recreational corridors, scenic corridors, or parkways that
are part of a regional trail system.
As part of a bicycle boulevard or trail system connection.
Protected bike lanes may be one-way or two-way. In
general, one-way cycle tracks are preferred. Two-way cycle
tracks may be appropriate for the following situations:
Streets with few conflicts such as driveways or
cross- streets on one side of the street.
Streets where there is not enough room for a one-
way cycle track on both sides of the street.
One-way streets where contra -flow bicycle travel is
desired for connectivity purposes.
Streets where more destinations are on one side,
thereby reducing the need to cross the street.
As part of a trail or bicycle boulevard facility; for
example, where a bicycle boulevard route uses
offset residential roads.
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BICYCLE BOULEVARDS
Bicycle boulevards will play an important role in Yakima's bicycle
network. A primary objective of this Plan is to extend Yakima's trail
network by supplementing trails with an on -street bicycling network.
The types of riders that are attracted to trails will feel comfortable
using bicycle boulevards that are properly designed.
Bicycle boulevards are typically located on non -arterial streets
with low motorized traffic volumes and speeds. They include traffic
calming measures to reduce vehicle speeds. Safe arterial crossings
must be provided. People of all ages and abilities should feel
comfortable biking and walking on these streets. Bicycle boulevards
may serve as cross -city routes or as a segment of a bike route
that includes other protected facility types (e.g., off-street trails or
protected bike lanes). A bicycle boulevard may be developed as a
parallel alternative to a busier street within the same district, but
should generally not be provided in lieu of facilities on the busier
street if that street is a more direct route to important destinations.
Crosswalks, median islands, Rectangular Rapid Flashing Beacons,
stoplights, and half -signals may be used to facilitate crossing
major arterials that intersect the bicycle boulevard. The cost of
construction will vary depending on the specific traffic calming and
intersection treatments implemented.
DESIGN CONSIDERATIONS
There are a number of design considerations that should be made
before implementing a bicycle boulevard (discussed below). Streets
with existing low volumes (less than 1,000 ADT) are good bicycle
boulevard candidates as they typically require minimal or no traffic
diversion treatments. These streets may only require traffic calming
measures to get speeds down to 20-25 MPH and increase the
comfort and safety of bicyclists. Where traffic volumes exceed
1,000 ADT, traffic reduction measures should be considered in
addition to traffic calming measures. One of the most important
elements of a bicycle boulevard is creating arterial street crossings
that are accessible, safe, and comfortable.
ARTERIAL CROSSINGS
Bicycle boulevards commonly intersect arterial roadways at
unsignalized locations. In some cases, they may utilize existing
signals or require a new signal, depending on motor vehicle
traffic volumes, speed limits, and width of the arterial roadway.
Many intersection crossing treatments for bicyclists are based
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on pedestrian crossing signals, but require special consideration
for bicycle operating characteristics such as bicyclist positioning,
crossing times, and vehicle length. Crossing treatments including
RRFBs, HAWKs, and half signals are included later in this chapter.
BICYCLE PRIORITY/ADVANTAGE
Design elements that prioritize travel on the bicycle boulevard
are intended to raise awareness of the route as a bicycle priority
thoroughfare and create conditions that reduce unnecessary delay
for cyclists. Design treatments include pavement markings and
wayfinding signage, adjustments to stop/yield control, and arterial
crossing enhancements.
Employing distinctive symbols and/or colors to distinguish the
bicycle boulevard from other roadway signs provides visual cues
to motorists and cyclists that this is a different type of roadway.
Supplementing wayfinding signage with pavement markings helps
to further establish bicycle priority, and also encourages proper
positioning by bicyclists while sharing the lane with motor vehicles.
Yakima has several recommended bicycle boulevards that make
frequent turns due to a disconnected street network. Shared lane
markings at intersections can help provide wayfinding and define
the bicycle boulevard.
Stop signs increase cycling time and energy expenditure due
to frequent starting and stopping, and therefore tend to result in
non-compliance by bicyclists. Bicyclists should be able to travel
continuously for the entire length of the bicycle boulevard with a
minimum of stops. Assigning stop or yield signs to control cross
traffic is one way to minimize stops for bicyclists. Mini traffic circles
may be an alternative to stop and yield controlled intersections.
Parking may need to be removed near the intersection to improve
sight distance of bicyclists and motorists approaching the
intersection. After stop or yield signs are reoriented to cross streets
to provide bicycle priority, an increase in motor vehicle volume
or speed along the route may occur which reduces the comfort
and safety of cyclists, negatively impacts the neighborhood, and
negatively influences opinions regarding the utility of bicycle
boulevards in general. Cut through traffic can be mitigated using
traffic calming and diverting treatments.
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TRAFFIC CALMING
MINI TRAFFIC CIRCLES AT 4 -WAY INTERSECTIONs- Raised
circular islands located in the center of intersections of local streets,
intended to reduce speed of vehicles approaching the intersection
while minimizing delay. Stop and yield signs may be eliminated when
mini traffic circles are used. Signage indicating counter -clockwise
circulation should be installed in advance and/or on the traffic circle.
MINI TRAFFIC CIRCLES WITH NECK DOWNS AT T- Intersection.
T -intersections require the use of smaller circles, limited parking
restrictions within the circle, and approach neck downs to deflect the
movement across the top of the tee which otherwise could not be
deflected by the circle.
CHICANES —Raised curb features in the middle of the road or along
the edge that create horizontal shifting of travel lanes, which reduces
vehicles' speeds. Chicanes are typically used on long stretches
of straight roadway and are ideal for approaches to signalized
intersections where motorists may be inclined to accelerate towards
the signal. A "chicaning" effect may also be achieved by alternating
the location of on -street parking.
SPEED TABLES OR RAISED CROSSWALKS - long and broad, flat-
topped sections of raised roadway (3-4 inches high and 22 feet wide)
that slow traffic by requiring motorists to reduce their speed. Speed
tables are more comfortable than speed humps for bicyclists to ride
over without reducing their speed. A 22 foot table has a motor vehicle
design speed of 25 miles per hour.
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TRAFFIC CALMING (CONT)
SPEED CUSHIONS – Similar in design to speed humps, speed
cushions are rounded raised areas placed in the center of travel
lanes to reduce vehicle speeds. They are generally 10 to 14 feet
long (in the direction of travel) with. These are designed to allow free
passage of larger chassis vehicles such as fire trucks through the
flattened area.
SPEED HUMPS – Speed humps are rounded raised areas placed
across the roadway to reduce vehicle speeds. They are generally 10
to 14 feet long (in the direction of travel).
REMOVE CENTERLINES—Studies have shown that motorists
speeds are reduced' and more room is given when passing cyclists
when center lanes are not present.' The MUTCD recommends
center lines on urban arterials and collectors that have an ADT of
over 6,000 vehicles per day. Yakima has several residential streets
with center lines that are likely under this threshold. Where bicycle
boulevards are proposed, center lines are not recommended.
TRAFFIC VOLUME MANAGEMENT
Traffic volume management design elements are intended to maintain existing low volumes or reduce the
overall volume of motor vehicle through trips on the bicycle boulevard, while allowing continuous through
travel by bicyclists and other non -motorized users. Impacts on nearby local streets and emergency
response should be analyzed before implementing traffic volume management elements.
PARTIAL DIVERTERS - Restrict motor vehicle access while
allowing bicycle and pedestrian access, typically restricting through
movements or left turns. This type of treatment is typically placed
on minor streets at an intersection with an arterial street to manage
motor vehicle volumes on the minor street.
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TRAFFIC VOLUME MANAGEMENT (CONT)
DIAGONAL DIVERTERS — restrict through motor vehicle access
completely at standard 4 -way intersections while allowing bicycle
and pedestrian access. This type of treatment is typically placed
at an intersection of two minor streets to manage motor vehicle
volumes on the bicycle boulevard.
MEDIAN CLOSURES — restrict through motor vehicle access to
right -in right -out at standard 4 -way intersections while allowing
bicycle and pedestrian passage. This type of treatment is typically
placed on minor streets at an intersection with an arterial street to
manage motor vehicle volumes on the minor street. This treatment
can include center medians used to allow bicyclists to cross the
arterial.
The previous traffic calming and traffic volume management design
elements have been in use in many communities for many years.
However, concerns regarding traffic calming and reduction that
occur on the bicycle boulevard are likely to be similar to concerns
that are raised when these improvements are implemented
anywhere else in the community. Most commonly, residents and
officials will raise concerns about four potential issues related to
traffic volume management and calming:
Access to property
Impact on traffic patterns
» Enforcement issues with motorcycles and mopeds
» Emergency response
These are all legitimate concerns that need to be considered, and
can be addressed through a combination of good design and, if
needed, enforcement.
To deal with each of these concerns it is important to involve
stakeholders early. For residents living along a planned bicycle
boulevard street and concerned about accessing their property,
presenting the design so that they can see how their access is
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affected is an important first step. Trial installations of design elements
can alleviate resident concerns regarding access by allowing them to
"try out" design features and allow any necessary modifications to be
made before the city commits to a permanent installation. It is also
very important during the initiation and conceptual planning phases to
highlight the positive attributes of bicycle boulevards and the benefits
residents can expect, including fewer cars on their street, fewer
speeders, and less noise.
When motor vehicle traffic is restricted on the bicycle boulevard it may
induce an increase in motor vehicle traffic on adjacent streets. It is
important to examine the impacts of diversion elements both on the
proposed bicycle boulevard and nearby streets, and include mitigation
(e.g., additional traffic calming on adjacent streets) for any impact in
their designs.
Traffic -calming elements can be a concern to first responders if the
design substantially increases response times to properties along
the bicycle boulevard. Having the support of the fire and police
department is critical --without it development of a bicycle boulevard
may be delayed or permanently deferred. Emergency services need
to be engaged early in the planning process in order to identify
acceptable design elements. Traffic volume management and calming
design elements may be designed in such a way that allows a wide -
chassis vehicle, such as a fire truck, to pass over, while preventing a
similar movement of most passenger vehicles.
TRAILS
Trails or shared use paths accommodate both pedestrians and
bicyclists and may be located in independent rights-of-way or adjacent
to a roadway. The AASHTO Guide for the Development of Bicycle
Facilities provides additional guidance on shared use path design.
Widths of shared use paths should be evaluated based on user
volumes and established level of service measures. Wider paths
are also necessary when there is significant use by in-line skaters,
adult tricycles, children, or other users that need more operating
width, larger maintenance vehicles, steep grades, and/or curves.
Recommended widths are as follows:
Minimum width is 10 feet, desirable is 12 feet or wider in areas with
high pedestrian volumes.
A minimum of 11 feet width is needed to enable bicyclists to
pass another user going in the same direction while a user
approaches from the opposing direction.
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TRAIL/SHARED USE PATH CROSSINGS
Right-of-way priority should not automatically be assigned
to motor vehicles. Trail user volumes and behavior must be
considered, observed and adjusted as volumes shift over
time.
Curb bulbs may be used to enhance visibility of trail users at
crossing.
Bollards should be used only if drivers may mistake the trail
for a road.
Rectangular rapid flashing beacons or a signal should
be considered where traffic volumes and speeds on the
intersecting roadway make it difficult for trail users to find a
gap in traffic that allows them to cross comfortably, where
motorist yielding compliance is low, or where there are high
volumes of path users.
Raised crosswalks may be considered on lower volume
roadways.
Trails adjacent to the roadway are called sidepaths, and have some
unique operational challenges. Sidepaths are useful on roadways
with high volume and high speed motor vehicle traffic that might
discourage bicyclists from riding on the roadway.
The sidepath should terminate in a bicycle facility at both
ends to discourage wrong -way riding on the roadway.
Sidepaths are best for areas where there are few roadway
crossings, as motorists may not expect a bicyclist at
driveways.
Driveway and intersection design approaches that reduce
driver speeds and heighten awareness or path users should
be employed. Strategies include:
Tight corner radii.
Maintenance of path elevation through driveway
(raised crosswalk).
Reduce the density of driveways through access
management.
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INTERSECTION TREATMENTS
Intersections are where most conflicts between bicyclists and
motorists occur. Complicated or busy intersections can act as
barriers to less confident bicyclists, especially if they are not
designed in a way that makes it clear how and where bicyclists and
motorists are intended to travel. Design innovations such as green
bike lanes, bike boxes, and bicycle signals can make traveling
through an intersection more comfortable for all modes.
Bicycle boulevards must have proper intersection treatments
to function well as a bicycle facility. The Yakima recommended
network includes marking crosswalks, installing Rectangular
Rapid Flashing Beacons (RRFBs), half -signals, and full signalized
intersections. Median islands, curb ramps, and bicycle markings
and signage can enhance these crossings. Crossing treatments
recommended in the network maps (Appendices B and C) require
further engineering review to ensure proper installation.
BIKE LANES AT INTERSECTIONS
BIKE LANES THROUGH INTERSECTIONS
For bike lanes on arterials, the bike lane should remain solid at
minor driveways and alleys, and may be striped with a dotted line
through minor intersections or major driveway crossings. Bike lanes
are not normally striped through major intersections, but a dotted
extension line may be appropriate to guide the bicyclist through the
intersection. At high conflict areas, some cities have had success
with green pavement markings through intersections.
THROUGH BIKE LANES ADJACENT TO TURN ONLY LANES
Where intersections include right -turn only lanes for motor vehicles,
the bike lane should not be continued on the right side of the right -
turn only lane. The bicycle lane should transition to the left of the
right -turn lane with a merging area. A "BEGIN RIGHT TURN LANE/
YIELD TO BIKES" sign (R4-4) is recommended at the beginning of
the merge area. A "RIGHT (OR LEFT) LANE MUST TURN RIGHT
(OR LEFT)" sign (R3 -7R) should be located adjacent to the turn
lane per the MUTCD. Green markings within the merge area and
the bicycle lane may increase visibility and awareness.
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SHARED BICYCLE TURN LANE
Another option for providing guidance for road users where bike
lanes and right -turn only lanes exist is a shared bicycle turn lane.
Shared lane markings are placed within the inside portion of a
turn -only lane to guide bicyclists to the intersection and improve
positioning of motorists within the turn lane. For right turn lanes
which are less than 13 feet, shared lane markings should be placed
within the center or left hand portion of the turn lane. An "EXCEPT
BIKES" plaque should be posted beneath any mandatory turn
lane signs to permit through travel by bicycles. A sign indicating
combined lane and/or vehicles must yield to bicyclists may
be desirable. Shared lane markings may be placed on green
pavement markings to further raise motorist awareness of the
shared lane.
ROUNDABOUTS
Roundabouts provide non -signalized traffic control at intersections.
They typically include a one- or two-lane roadway that encircles
a central island around which vehicles travel counterclockwise.
Continuing bicycle lanes through roundabouts has not been
shown to improve safety. Rather, bicycle lanes should terminate
in advance of crosswalks at roundabouts, providing sufficient
space for bicyclists to merge with motor vehicles. The installation
of shared lane markings at the entrance to roundabouts informs
bicyclists of proper lane positioning while riding through the
roundabout and alerts motorists to expect merging bicyclists.
Providing ramps up to the sidewalk allows bicyclists the option of
navigating the roundabout as a pedestrian.
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INTERSECTION MEDIAN BARRIERS
Intersection median barriers are raised curbs or islands that extend
along a street, preventing vehicles from making U-turns or left
turns from cross streets. The median barrier is typically placed on
the street with higher traffic volumes. Median barriers can improve
safety and convenience for bicyclists and pedestrians when
crossing refuges are installed, and are often used in conjunction
with bicycle boulevards.
Intersection median barriers are a type of traffic diversion and
should be used only after a complete traffic analysis. This treatment
may be considered in the following locations:
Where cut -through traffic on a neighborhood street has
been observed to be a problem
Where analysis of traffic patterns in the area shows that cut -
through traffic would not be diverted to a nearby street
Where local residents would not have to drive excessive
distances to access their homes. Excessive distance may
be defined during the planning process, but generally
residents should not have to drive more than a quarter mile
(total distance) beyond the direct route
Where there are bicycle/pedestrian priority routes (i.e.
Bicycle Boulevards). Intersection median barriers not
only reduce motor vehicle volumes on residential streets,
making these streets safer and more comfortable for biking
and walking, but also provide an opportunity to enhance
crossings of higher volume and speed roadways
Where emergency response times are not negatively
impacted.
BICYCLE BOX
A bicycle box provides a head start at the onset of the green signal,
reduces the potential for "right hook" collisions, and facilitates
bicyclists' left turns by enabling a "J" or "Copenhagen" left from
the crossing street. A bicycle box should be 10 feet minimum
depth, and the full width of bicycle lane (if present) and adjacent
general purpose travel lane together. Green pavement markings
and a lead-in approach/ingress lane can be used to enhance
visibility. Stop lines for motor vehicles are placed behind the bike
box. Include "STOP HERE ON RED" sign (R10 -6A) "WAIT HERE"
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or "LET'S GET BEHIND IT!" sign, pavement markings within the
box are advisable, as are "NO TURN ON RED" restrictions (R10-
11). The bicycle box should be located to minimize the likelihood
of motor vehicle encroachment from turning vehicles. This may
require the stop line be recessed further from the crosswalk in
some locations.
SIGNAL TIMING
Where bicycle facilities intersect with arterials or other roadways
where signals require actuation, signal detection systems need to
be calibrated to explicitly detect bicyclists (see RCW 47.36.025).
Section 9D.02 of the 2009 MUTCD states: "On bikeways, signal
timing and actuation shall be reviewed and adjusted to consider
the needs of bicyclists." Accommodating bicyclists at actuated
intersections is one relatively cost-effective way in which a city
can make significant strides to improve the safety and level of
service provided to bicyclists. It is recommended the City review
its signal timing policy and revise as necessary to accommodate
bicyclists at all intersections located on the bicycle network as it is
implemented, and develop a protocol for assessing concerns from
bicyclists regarding detection or additional time to cross at other
locations.
BICYCLE SIGNAL HEAD
Bicycle signal heads provide clear direction to bicyclists crossing
signalized intersections. Instructing bicyclists to use the pedestrian
signal is less costly, but pedestrian signals are not timed for
bicycle movements. The result is that bicyclists may have unclear
information about when it is safe to enter the intersection. Bicycle
signal heads can be designed to call a green signal phase through
the use of loop detectors (or other passive detection such as
video or radar) or push button. Bicycle signal heads and separate
bicycle signal phase should be considered at intersections and trail
crossings with very high volumes of cyclists or locations where it is
desirable to provide separate phasing for the bicyclists. Presently
the MUTCD has no provision for bicycle signals; however bicycle
signals are under experimentation in many jurisdictions, and
detailed in the NACTO Urban Bikeway Design Guide. It is expected
that bicycle signals will be incorporated in the next edition of the
MUTCD.
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PAVEMENT DETECTION MARKING
Bicycle detection is used at actuated signals (signals that are user -
activated by pavement sensor/loops, video, or push buttons) to
alert the signal controller of bicycle crossing demand on a particular
approach. Bicycle pavement markings may be used to show where
a bicyclist should stop to trigger a demand -actuated signal.
For installation of signal detection markings, signal equipment
should be investigated first to ensure that it can detect bicycles.
When installing roadway markings, consider the following priorities:
Place detector markings at all new and upgraded signals
with loop detectors
Systematically adjust sensitivity and add pavement
markings at all signals along existing and new bicycle routes
Investigate and adjust (if possible) signal sensitivity and add
markings at locations requested by the public.
Placement of bicycle detector markings should consider the
following:
The bicycle detector symbol should be placed in the
optimum location for the bicycle to actuate the signal
The detection zones and markings should be placed
within the pathway of bicycles so that they do not have to
maneuver into a different position within the lane in order to
be detected
If bicyclists are expected to use multiple lanes of a roadway
(e.g. right and left turn lanes) provide detection and
markings in multiple lanes.
BIKE ACTIVATED PUSH BUTTON
Signals specifically intended for pedestrian and bicycle street
crossings such as mid block crossings, HAWK signals, or RRFBs
(see below for RRFB and HAWK details) may require special
activation. Bicycle -activated push buttons are a separate push
buttons located along the curb or location easily accessed by
bicyclists. Bicycle activated push buttons allow bicyclists to activate
the signal without having to change their course of travel, dismount
or detour onto the sidewalk to use a pedestrian push button. This
improves convenience, compliance and efficacy of the signal.
The disadvantage of push buttons is that they are challenging
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for bicyclists wanting to make a left turn. The following design
considerations should be taken into account:
Place push button within reach of the curb but with
appropriate setbacks to avoid being hit by passing motor
vehicles
Push buttons work well on streets without parking or
where there are parking restrictions at the approach to the
intersection
Use a large button for easy actuation by bicyclists
Placement of the push button assembly and bicycle queuing
should take right -turning motor vehicles into consideration.
RRFB
A Rectangular Rapid Flashing Beacon is a pedestrian warning
signal consisting of yellow LED lights in two rectangular clusters,
or beacons, that employ a stutter -flash pattern similar to that used
on emergency vehicles. The beacons are often mounted below a
standard pedestrian crossing warning sign and above the arrow
plaque used to indicate the crossing location. RRFBs are actuated
either by a push-button or passive detection.
RRFBs should be considered at uncontrolled intersections
or at mid -block crossings where additional measures are
needed due to high volumes and speeds
They should be considered where there are high volumes
of pedestrians or bicyclists, a high number of vulnerable
pedestrians (e.g. near schools, senior centers), or at off-
street path crossings or as part of a bicycle boulevard
network.
HAWK/PEDESTRIAN HYBRID
BEACON
"HAWK" stands for High-intensity Activated crossWalK and is also
referred to as a pedestrian hybrid beacon. A HAWK signal is a
push button -activated pedestrian and bicycle signal that increases
pedestrian and bicycle safety at crossings while stopping vehicle
traffic only as needed.
HAWK signals may be used at mid -block crossings (including off -
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street path crossings) and should be considered at crossings where
high traffic volumes and speeds make it difficult for pedestrians and
bicyclists to cross the street, and where warrants for a conventional
signal are not met. HAWK signals provide a protected crossing while
allowing vehicles to proceed through a pedestrian/bicycle crossing as
soon as it is clear, thus minimizing vehicle delay. HAWK signals may
also provide audible information for visually impaired pedestrians.
HALF SIGNAL
Half signals are located at the intersection of an arterial and non -
arterial. The traditional signal heads face the arterial, while the local
street is stop -controlled. The signal heads on the major street rest in
green until activated by a pedestrian or bicyclist, and they then turn
yellow and red, allowing a pedestrian or bicyclist to cross the arterial.
Half signals may be confusing for motorists using the side street,
and are best paired with right -in, right -out restrictions such as on a
neighborhood greenway.
BIKE PARKING
Conveniently located bicycle parking is an important element of a
multimodal transportation system because it allows bicyclists to
secure their bicycles at their intended destination. Bicycle parking may
be provided in a variety of forms depending on whether it is for short-
term or long-term use (e.g. a brief shopping stop, an all -day event, or
workplace and residential parking). Short-term parking may include
individual or multiple bike racks placed within the furniture or building
frontage zones on a sidewalk or in high-capacity corrals placed within
the street (where there is a defined motor vehicle parking lane). Long-
term parking racks may be sheltered and placed in off-street locations
such as parking garages/lots or transit station entrances. Long-term
parking may have limited access depending on the operational hours
of the parking area. When installing bicycle parking, the following
considerations should be kept in mind:
Well-designed and placed bicycle parking promotes a more orderly
streetscape, preserves the pedestrian right-of-way and prevents
damage to trees and street furniture.
Bike racks should support the bike at two points and provide
a sturdy frame to secure a U -lock around the rack, bike frame,
and one wheel.
Bicycle parking should be conveniently placed within close
proximity to destinations such as businesses, parks, schools
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and other community facilities, and major transit stops and
stations.
In general, placing one or two racks at multiple locations
along a block face is preferred to grouping all the racks
at one location. In order to ensure that there is adequate
parking to meet demand, parking utilization should be
periodically assessed, and additional parking should be
provided where demand is high.
In areas with high bicycle parking demand and limited
sidewalk space, in -street corrals or other high capacity bike
rack designs may be considered. In -street corrals have an
added benefit of improving sightlines for motor vehicles
when placed at the near side of an intersection.
BIKES AND TRAIN TRACKS
Train tracks that cross roadways or shared use paths can create
safety issues for bicyclists. Bike tires are easily caught in the flange
way and may slip on the rails when wet. As described in the 2012
AASHTO Guide for the Development of Bicycle Facilities, design
considerations for bikes and railroad tracks include:
Crossing angle: Bicycle facilities should be designed to
cross railroad tracks at an angle of 60 to 90 degrees, such
that bicyclists can avoid getting wheels caught in the flange
way.
Crossing surfaces: Concrete or rubber crossing surfaces are
recommended (concrete performs best). Timber and asphalt
surfaces are not recommended.
Flange way width should be minimized when practical. This
is a greater issue with heavy rail track.
DRAIN GRATES
Utility covers and drainage structures should be located outside of
the surface of on -street bicycle facilities where feasible. Where they
are unavoidable, utility covers in the bike lane should be smooth
and flush with the roadway surface. Drain grates must be designed
such that narrow tires cannot get caught. When new drain grates
are installed or existing drain grates replaced, they must conform
to bicycle friendly grate design standards specified by WSDOT
(vaned grate, herringbone grate, or other grate with an opening
91 1 YAKIMA BIKE MASTER PLAN
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APPENDIX A: <(12mc.)>>
DESIGN & MAINTENANCE RECOMMENDATIONS
perpendicular to the direction of travel, 4 inches or less center to
center, see WSDOT Design Manual).
Deck grating can be extremely slippery, particularly in wet
conditions. Bicycle tires, with their small contact area, are
extremely vulnerable to loss of traction. If deck grating must be
installed, it must be treated to increase traction and the seam width
between the decking and the adjacent pavement should be no
wider than 3/8 inch.
ADDITIONAL STREET DESIGN
RESOURCES
The following list provides information on where to find additional
bicycle facility and street design guidance.
AASHTO Guide for the Development of Bicycle Facilities
(https://bookstore.transportation.org/item_details.
aspx?ID=1943)
MUTCD (http://mutcd.fhwa.dot.gov/)
WSDOT Design Manual (http://www.wsdot.wa.gov/
Publications/Manuals/M22-01.htm)_
NACTO Bikeway Design Guide (http://nacto.org/publication/
urban -bikeway -design -guide/)
FHWA Separated Bike Lane Planning and Design Guide
(http://www.fhwa.dot.gov/environment/bicycle_pedestrian/
publications/separated_bikelane_pdg/page00.cfm)
BIKESAFE (http://pedbikesafe.org/BIKESAFE/index.cfm)
APBP Bicycle Parking Guide (http://www.apbp.
org/?page=publications)
PEDSAFE (http://pedbikesafe.org/PEDSAFE/index.cfm)
92 1 YAKIMA BIKE MASTER PLAN
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APPENDIX A: <(12mc.))>
DESIGN & MAINTENANCE RECOMMENDATIONS
MAINTENANCE
RECOMMENDED APPROACH
TO SCHEDULES AND COSTS
CONSIDERATIONS
Roadway surfaces are subject to deterioration and debris
accumulation. If unmitigated, a facility that was in perfect
condition may become unusable for bicyclists or pedestrians. It is
important to consider that surface conditions that are satisfactory
for motorists may cause complications for bicyclists who utilize
narrower tires. Bicyclists face a variety of impediments that can be
easily managed through an effective maintenance program. While
safety of all roadway users is a top priority, a good maintenance
program should also aim to protect public funds invested in bicycle
and pedestrian infrastructure.
This section outlines responsibilities relative to the maintenance
of Yakima owned assets in the public right-of-way. The Public
Works Department (PWD) is the primary owner of and manages
the reconstruction of city streets, sidewalks and bridges. The PWD
is also responsible for installing and operating traffic and parking
management devices and managing access for pedestrians,
motor vehicles and bicyclists. Yakima Transit is responsible for
maintenance of transit property such as bus shelters and signage.
MAINTENANCE SCHEDULE
The City of Yakima aims to improve the life and sustainability of
roadways and sidewalks in the most cost-effective and efficient
way possible. Below is a breakdown of the typical life cycle of
city roadways and sidewalks with respect to operations and
maintenance. During the design of a project, an operations and
maintenance plan should be developed to address all aspects of
the life of a street, from daily, weekly, and seasonal requirements
to routine maintenance. Note that maintenance practices are
opportunities to incorporate Complete Streets principles.
The list below is a general guide for when maintenance practices
typically occur; however, improvements may be needed at any
time to address safety and access concerns.
93 1 YAKIMA BIKE MASTER PLAN
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APPENDIX A: <(12mc.)>>
DESIGN & MAINTENANCE RECOMMENDATIONS
STREET SWEEPING
Streets may feature high-quality bicycle facilities; however, if
these facilities are strewn with gravel, sand, or other debris, they
become far less safe and attractive to users. As a part of routine
maintenance, roadways should be swept to remove any litter. When
sweeping vehicle lanes, bicycle lanes or sidewalks, debris should
not be swept from one facility to the other. Debris can be removed
from roadways with curbs through the use of vehicles that vacuum
the debris, while uncurbed roads can be swept. The following
recommendations apply to street sweeping:
All bicycle facilities should be swept routinely. Identifying
routes of particular importance will help ensure greater rider
comfort. Facilities that may require more frequent sweeping
include popular commuter or recreational corridors and
roadways that regularly build up debris.
Establish a sweeping schedule for facilities that anticipates
both routine and irregular sweeping needs. Routine
sweeping schedules may occur at regular intervals, with
greater frequency seasonally. Strategies for inspection
and sweeping after unanticipated events should also be
established. These events may include flooding, storm
events, or vandalism.
Sweep project area after roadway repairs.
Continue to update priority routes for street sweeping as
new facilities are constructed.
Reduce the volume of debris on roadways through
ordinances that require parties responsible for debris to
contain it. Possible requirements include paving gravel
and dirt driveway approaches, enforcing coverage of tarps
on trucks loaded with gravel or sand, or clean up after
construction operations that leave gravel and dirt on the
roadway.
SNOW REMOVAL AND STORAGE
Cold winter weather with snow is common in Yakima. Snow, slush,
and ice impact all modes of transportation and timely clearance
is essential to maintaining safe and accessible streets. Street
design should proactively incorporate provisions to facilitate snow
clearance and storage for all modes, with pedestrians, bicyclists,
and transit users given the same attention as motorists. Street
94 1 YAKIMA BIKE MASTER PLAN
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APPENDIX A: <(12mc.))>
DESIGN & MAINTENANCE RECOMMENDATIONS
crossings and sidewalks should be accessible for the elderly, young
children, the disabled, and people pushing carts and strollers.
Prior to a major snow or freezing rain event, the City aims to
spread de-icing material on all major arterial streets. Other priority
locations include streets near schools, hospitals, stop signs and
hills. When snow accumulations reach three inches, the City of
Yakima plows the major arterial streets, and the streets near
schools, hospitals, stop signs and hills.
Sidewalks must have a clear unobstructed accessible pathway.
Particular attention should be given to clearing curb ramp at
crosswalks. Hydrants, catch basins, crossing islands, medians, and
building entrances must also be accessible. Sidewalks should be
cleared within three hours of snowfall ending (or three hours from
sunrise if snow falls overnight).
CONSIDERATIONS
Bike lanes and center turn lanes do not get the heavy traffic
to break up snow and ice. Special maintenance such as
extra salt is needed to reduce snow and ice accumulation.
Some in -street elements such as raised medians, traffic
circles, pork chop islands, etc. may be obstacles to plowing
and may need additional maintenance such hand shoveling
to fully clear snow from pedestrian pathways.
RESTRIPING
All markings should be maintained in a legible condition so they
can be easily interpreted by all roadway users, including motorists.
While newly installed markings are highly visible, they may fade
over time, greatly reducing their perceptibility, especially at night.
The following strategies apply to pavement marking maintenance:
Establish routine marking inspections, including assessing
visibility at night.
Markings should be replaced on an as needed basis, with
substandard markings being replaced as soon as possible.
Markings in high -use areas may need restriping more than
once a year.
Roadways where markings don't follow current City design
guidelines should be updated to standards as part of regular
maintenance.
95 1 YAKIMA BIKE MASTER PLAN
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APPENDIX A: <(12mc.)>>
DESIGN & MAINTENANCE RECOMMENDATIONS
Transitions to county roadways should be evaluated,
especially at frequently traveled routes in and out of the city.
Coordination with the County may be necessary.
Consider the cost of using more durable materials such as
thermoplastic versus more frequent maintenance of less
durable materials such as paint.
RESURFACING
Resurfacing of streets is an excellent opportunity to add bicycle
lanes, curb ramps and new or realigned crosswalks. The bike plan
should be considered before every resurfacing project.
SURFACE REPAIR
Pavement surface condition significantly affects the quality of a
bicycle facility, and poor surfaces can deter riders. Defects such as
longitudinal cracks or joints, potholes, and root heaves can degrade
riding conditions considerably. The following recommendations
apply to maintaining the surfaces of bicycle facilities:
Perform routine assessments of roadway surfaces for
abnormalities. Make the necessary repairs in a timely
manner after observing or receiving comment of any
abnormality.
Correct any pavement edges, seams, or potholes. Keep
in mind that bicyclists have a higher level of sensitivity to
surface irregularities during the overlay process.
In order to avoid leaving an edge or seam on the surface of
a bicycle facility, the overlay should encompass the whole
roadway surface when possible.
As funding allows, replace parallel -slatted drain grates
with bicycle -safe grates. Prioritize replacements on routes
with bicycle facilities. Install bicycle -safe grates on all new
projects.
Use overlays as an opportunity to complete multiple projects
at once. Projects that might be completed in conjunction
with an overlay include road widening or paving approaches
to unimproved road and driveway connections.
96 1 YAKIMA BIKE MASTER PLAN
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APPENDIX A: <(12mc.))>
DESIGN & MAINTENANCE RECOMMENDATIONS
Ensure that surface repairs do not result in pavement seams
running longitudinally through bicycle facilities or areas
which are anticipated to have high ridership.
In order to lessen inconvenience to bicyclists and extend
the life cycle of bicycle facilities, carry out preventative
maintenance on a consistent basis. Preventative
maintenance may include eliminating intrusive tree roots,
placing root barriers, selecting paving materials with longer
life cycles, and removing debris from storm drains.
'Potts, Ingrid, Harwood, Douglas and Richard Karen, "Relationship of Lane Width to Safety for Urban and Suburban Arterials, TRB
2007 Annual Meeting
22011 AASHTO Green Book, Urban Arterial Travel Lane Widths, page 7-29
3Potts, Ingrid, Harwood, Douglas and Richard Karen, "Relationship of Lane Width to Safety for Urban and Suburban Arterials, TRB
2007 Annual Meeting
4TRB Special Report 214 — Designing Safer Roads, 1987. It is important to note this report documented research proving wider
travel lanes increased safety, but this research was only based on rural, 2 lane highways.
5Road Diets, a Livability Fact Sheet. AARP, Walkable and Livable Communities Institute.
6Transport for London. Centreline Removal Trial. August 2014. https://tfl.gov.uk/cdn/static/cros/documents/centre-line-removal-trial.
pdf
'Shackel, S. C. and Parkin, J. (2014) Influence of road markings, lane widths and driver behavior on proximity and speed of
vehicles over taking cyclists. Accident Analysis & Prevention, 73. pp 100-108.
97 1 YAKIMA BIKE MASTER PLAN
107
98 1 YAKIMA BIKE MASPLAN
108
COMPLETE // B
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1061 YAKIMA BIKE MASTER PLAN
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SURVEY RESULTS ((D
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1071 YAKIMA BIKE MATER PLAN
115
APPENDIX D: <(4,15>>
SURVEY RESULTS & SUMMARY
SURVEY SUMMARY
Input from Yakima citizens was solicited through an online
survey. The survey was intended to gather attitudes about the
current conditions of bicycling in Yakima. The survey was open
for approximately six months. Survey responses are summarized
below.
YOUR AGE?
YOUR GENDER?
Under 18
18-24
25-34
35-44
45-54
55-64
65 or Above
0 20 40
Frequency
Male
Female
0
HAVE YOU BICYCLED IN YAKIMA IN THE LAST YEAR?
40
80
F requency
Yes
No
0 50 100
Frequency
1081 YAKIMA BIKE MASTER PLAN
116
APPENDIX D: ((evb>>
SURVEY RESULTS & SUMMARY
IN WHAT GENERAL AREA DO YOU LIVE?
Central Yakima
West Valley
Terrace Heights
S elah
S ummitview
Ahtanum
Union Gap
Other
0 25 50
Frequency
DO YOU BICYCLE WITH CHILDREN?
Yes
No
50
ARE YOU A COLLEGE STUDENT, IF SO WHERE?
I'm not a college student
Pacific Northwest University of Health Sciences
Yakima Valley Community College
Other
100
F requency
0 60 120
F requency
1091 YAKIMA BIKE MASTER PLAN
DO YOU LIVE WITHIN 4 BLOCKS OF A BICYCLE FACILITY?
Yes
No
I don't know
117
APPENDIX D: <(4,15>>
SURVEY RESULTS & SUMMARY
40
WHICH OF THE FOLLOWING BEST DESCRIBES YOU?
A confident cyclist who rides in mixed traffic on any type
of street
A confident cyclist who rides on busy streets with bike
facilities and calm residential streets when possible
Not comfortable riding on busy streets
80
F requency
Occasional or recreational cyclist who rides mainly on
trails
Would ride a bike if there were safer facilities
I don't ride a bike and don't want to in the future
0
WHAT DISTANCE DO YOU BICYCLE ONE-WAY FOR THE FOLLOWING TRIPS?
Strongly disagree
0 Miles Less than 2
Miles
2-5 Mlles
5-10 Miles
10+ Miles
Commute to
school or work
69 18
45
38
12
Shopping or
errands
62 36
51
13
7
Recreation,
health or
exercise
16 19
37
41
107
Social or
entertainment
38 20
47
26
52
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
90
80
44
7
5
Off-street multi -use trails
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
30
35
66
65
28
25
110 YAKIMA BIKE MASTER PLAN
50
F requency
118
APPENDIX D: <(4,15>>
SURVEY RESULTS & SUMMARY
DO ANY OF THE FOLLOWING FACTORS PREVENT YOU FROM BICYLING IN
YAKIMA? (DRAG OPTIONS AND PLACE IN ORDER OF IMPORTANCE TO YOU,
1 BEING MOST IMPORTANT.)
Item
Total Score X
Aggregate Rank
There are gaps in the network of trails and bike lanes
2798
1
Road surfaces are poor (potholes -cracks -debris etc.)
2704
2
There are too many barriers in between destinations
(multi -lane streets - lack of connecting streets - etc.)
2663
3
I do not feel physically safe when riding on streets
because of traffic
2564
4
I do not feel comfortable when riding on streets
because of traffic
2425
5
There are not enough trails
2336
6
Trail surfaces are poor (gravel - puddles -debris - etc.)
2244
7
It would take me too long to bike to the places I need to
go
1855
8
Driving a motor vehicle is more convenient/comfortable
1595
9
I do not feel personally safe from crime while riding a
bicycle in Yakima
1547
10
I have too much to carry
1205
11
Weather
1120
12
I have small children
990
13
H His
920
14
Other (please specify below under comments)
394
15
WHEN MAKING A BICYCLE TRIP, WHICH OF THE FOLLOWIGN FACILITIES DO
YOU MOST PREFER TO USE? (DRAG OPTIONS AND PLACE IN ORDER OF
IMPORTANCE, TOP BEING MOST IMPORTANT)
Item
Total Score E
Aggregate Rank
Striped bicycle lanes
1552
1
Neighborhood streets with minimal traffic and low
speeds
1424
2
Off-street or multi -use trails
1142
3
Wide travel lanes that allow motorists to safely pass
bicycles on the left.
1100
4
Any roadways where bicycles are allowed
970
5
Shared lane markings
969
6
Sidewalks
746
7
Other
305
8
111 1YAKIMA BIKE MASTER PLAN
119
APPENDIX D: <(4,15>>
SURVEY RESULTS & SUMMARY
WHAT DO YOU LIKE MOST ABOUT BICYCLING IN YAKIMA?
I live within bicycling distance of many important destinations
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
17
29
36
98
45
Motorists respect bicyclists on the roadways
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
94
67
41
20
3
Crossing roadways is safe and easy
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
57
108
40
18
2
Road surfaces are well maintained
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
29
84
81
30
1
It is a quick way to get around
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
16
44
67
81
14
I feel like I am helping the environment
Strongly disagree
Disagree
Neutral
Agree
Strongly agree
9
7
39
99
72
WHAT WOULD YOU LIKE TO SEE THE CITY SPEND MONEY ON TO IMPROVE BICYCLING
IN YAKIMA? (DRAG OPTIONS AND PLACE IN ORDER OF IMPORTANCE, TOP BEING MOST
IMPORTANT)
Item
Total Score 8
Aggregate Rank
More bike facilities on busy streets
1907
1
More bike facilities on calm streets
1676
2
Multi -use trail and roadway crossings
1619
3
00 -street multi -use trails
1503
4
Filling gaps in bicycle facilities
1437
5
Road surface maintenance (filling potholes/pavement
cracks/street sweeping)
1426
6
Bicycle parking
1057
7
Barrier crossings (e.g. bridges or tunnels)
1027
8
Trimming vegetation
601
9
Other (please specify below under Comments)
287
10
1121 YAKIMA BIKE MASTER PLAN
120
APPENDIX D: <(4,15>>
SURVEY RESULTS & SUMMARY
Sometimes when the City makes changes to the streets to better
accommodate more modes of travel such as walking, transit and bicycling,
there can be compromises. If installing bicycle facilities requires trade-offs
with other transportation modes, then what trade-offs are acceptable to you
to encourage more bicycling? Imagine the following example taking place
in front of your home or along your route to work, school or other important
activities, and note your opinion about the trade-off.
EXAMPLE A: Change on a slow, resiential street: A bicycle boulevard is installed
with traffic circles and slow speed zone signs. The trade-offs could be (check one
box per trade-off):
EXAMPLE B: A bike facility is installed on an arterial street and requires a
reduction in on -street parking. Trade-offs could be:
Like
Like
Neutral
Don't Like
Some parking removal
73
114
36
More bicycle traffic
180
38
7
Slower traffic speeds
149
57
19
EXAMPLE B: A bike facility is installed on an arterial street and requires a
reduction in on -street parking. Trade-offs could be:
Like
Neutral
Don't like
Safety improvements
for pedestrians
Slightly slower motor
vehicle speeds
117
Physical separation 192
between cars and
bicycles
24
8
Physical separation
between cars and 190
bicycles
27
7
Some parking removal 68
124
30
EXAMPLE C: A four -lane arterial street is reduced to three lanes (two through
travel lanes and a center turn lane). Trade-offs could be:
EXAMPLE D: A bike lane is installed on an arterial street and travel lanes are
narrowed. Trade-offs could be:
Like
Neutral
Don't Like
Slightly slower motor
vehicle speeds
117
62
44
Possible increased
congestion at rush
hours
23
102
95
Fewer collisions
191
23
7
Safer pedestrian
crossings
188
27
5
Addition of a bicycle
facility
186
25
9
EXAMPLE D: A bike lane is installed on an arterial street and travel lanes are
narrowed. Trade-offs could be:
1131 YAKIMA BIKE MASTER PLAN
Like
Neutral
Don't Like
More bicycles on the
street
174
38
10
Slightly slower motor
vehicle speeds
136
60
26
Addition of a bicycle
facility
182
31
8
1131 YAKIMA BIKE MASTER PLAN
WHICH OF THE FOLLOWING STREET OR TRAIL IMPROVEMENTS WOULD
ENCOURAGE YOU TO BIKE MORE OFTEN? (SELECT ALL THAT APPLY)
Bike lanes on busy streets
Better on -street connections between trails
Residential streets that are calmed for bike travel
(bicycle boulevard)
On -street bike facilities that are separate from traffic
(e.g. cycle tracks, buffered bike lanes)
Accomodations for bicyclists at intersections (signal
triggers, bike lane markings, etc.)
Paved shoulders on narrow roads
More wide outside lanes (easier to share lane with cars
Off-street, multi -use trails
More on -road bike signage (signs that help you follow
bike routes)
Better bicycle access to bus stops/transit stations
Increased maintenance (stret sweeping/repair of roads)
Increased enforcement of traffic laws
Better bicycle parking/storage
Showers and lockers at work
Other
121
APPENDIX D: <(4,15>>
SURVEY RESULTS & SUMMARY
0 50 100
F requency
WHICH OF THE FOLLOWING PROGRAMS OR INFORMATION WOULD
ENCOURAGE YOU TO BIKE MORE OFTEN? (SELECT ALL THAT APPLY)
Education for yourself on how to ride with motor vehicle
traffic
Education for cyclists on following the rules of the road
and using lights at night
Education for motorists on how to respectfully share the
road
Bike maps and information about the best routes to get
to my destinations
Having a"bike buddy'- someone to ride with you (show
you routes and bike safety tips)
Other (please specify):
0 50 100
F requency
1141 YAKIMA BIKE MASTER PLAN
Distributed at th 1
Meeting3-oo /
Yakima Bicycle Master Plan
comments received via email
as of March 6, 2018
March 5
Jill Testerman — testermaniill@gmail com
I would like to express my approval of the Yakima Bicycle Master Plan -- please vote to
approve it! Thanks so much
J Hamilton Licht — jh!icht222(a�gmail.com
You have done a lot to improve the quality of life in our community I am particularly fond
of the Powerhouse Pathway, but our city needs more like it Please adopt the Bicycle
Masterplan
Theo Lolley — theololley@gmail.com
Please adopt proposed Yakima Bicycle Master Plan Because I like to bike and
sometimes I bike home from school, but the trail only goes to Suntides and not to my
home in Yakima Therefore, it would be nice if the trail would connect with the Cowiche
canyon trail right by my house in Cowiche Canyon
Kara Lolley —klolley c(r�gmail com
Please adopt the bicycle master plan and move forward with downtown Plaza It is a
step toward making our city more livable Like green spaces, city plazas and big shade
trees these are the decisions that will allow our community to thrive in the years to come
Please consider that one really good reason to take action and create something for the
future is very often more important than the ten reasons not to do it. Often the ten
reasons have more to do with short term goals of single individuals than long term vision
of a thriving community The bike plan is one stem closer to that vision Please adopt it
in full Thank you
Reese Lolley — theololley(c�gmail.com
Please adopt proposed Yakima Bicycle Master Plan Because I like to bike and
sometimes I bike home from school, but the trail only goes to Suntides and not to my
home in Yakima Therefore, it would be nice if the trail would connect with the Cowiche
canyon trail right by my house in Cowiche Canyon
Reese Lolley — mrlolleygmail.com
Please adopt proposed Yakima Bicycle Master Plan- it makes sense for the citizens of
Yakima in so many ways Bicycle commuter, father of two young boys that love to bike,
and Scout Master of Troop 268
Shirley Strader — biophilicgrace(a�gmail.com
Thank you for reading yet, another, e-mail
I commute by bicycle
I belong to the Yakima Bikes and Walks group
I sit on the City Bicycle and Pedestrian Committee
I think you already know where I'm going with this )
I encourage all of us to re -think streets as public spaces
Our local streets need to be seen in broader context for the community, not the "real
feel" of an inhospitable domain reflected now on pedestrians and bicyclists This Master
Plan brings in elements of calm, safety, and equitable use for all street participants
If our CORE philosophy is, to hold values of equity and livability, availing healthier
choices for everyone, then our city and our streets need to incorporate by their design
active transportation modes and with concepts of PLACEMAKING, elements which
encourage and coax outdoor interaction Let's remove the car centric mindset that if we
are out of our cars we are in sport mode, no, we are in transportation mode Let's create
a "new normal," active transportation infusing a plethora of health benefits as well as
cost saving measures for infrastructure
I understand a group, The Wellness Coalition, is working with another group, The Blue
Zones, how vested are we as leaders and mentors to UPTICK our city? OR, again
settling for the usual mediocrity demonstrated by Yakimas' past, "put up a parking lot "
We can do a whole lot better by each other Let's believe and shift the paradigm Please
support the Bicycle Master Plan, a motion in the right direction and funding sources as
well
Amelia Rutter — amelia.rutter(a�gmail.com
Please vote yes to approve the Yakima Bicycle Master Plan Make our streets safer for
bikers!
Susan Holdeman — luckylilly(c�hotmail.com
Please vote yes to implement the master bike plan
March 4
Denise Edwards — 11 denisis(c�gmail.com
I support the council in voting for the Yakima bicycle master plan This will connect
fragmented bicycle routes This keeps bicyclists and motorists safer It adds to the draw
for visitors as well as residents
I encourage the city to give equal consideration to pathways and safety of walkers
Bill Kunze — billkunze(cr�hotmail.com
As a Yakima School District itinerant employee I commute on my bike several hundred
miles a year I would appreciate your approval of the Bike Master Plan as a step toward
making Yakima safer and more accommodating for bikes and other non -motorized forms
of transportation
Shannon Moyer — moyer000a�charter.net
Please vote yes to adopt the Yakima Bicycle Master Plan Help make our community
more bike and pedestrian friendly
Stanley and Pat Berndt — spberndt c(Dmsn.com
Please accept the bicycle plan for the current and future Generations
Cal Blethen — calblethen(c�gmail.com
Hi Kathy! Just wanted to reach out and please ask that you support the efforts of the
bikes and walks group to create connected bike lanes throughout Yakima So many
reasons this so beneficial for our community!
Also, a plug for sidewalks on Englewood We have a toddler and it's flat out scary to be
in anything but a motor vehicle on Englewood Ave
Thank you for all that you do for our community, Kathy!!
March 3
Pat Moran — hatknitter(cr7msn.com
Please vote for the Bicycle Plan on Tuesday night. We need to have all the routes
connected We have to be safe Thank you
Mernie Graham — merniegraham(c�gmail.com
Please accept the master plan to increase the safety and health of residents and visitors
Patrick Graham — baldmaharq(a7gmail.com
Please accept and support the Yakima Bicycle Pedestrian Master Plan Our city can
then consider how to improve the quality of the exercise we are able to get here in
Yakima
Mary Shean — lulishean(c�q.com
Please adopt the bicycle master plan This is vital to the health or our citizens and our
environment It also enhances the community to have nice recreational and commuting
options