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HomeMy WebLinkAbout6/11/2020 Item 6, Amerine Wilbanks, Megan From:Myron Amerine < To:Advisory Bodies Subject:Re: ATC June 11, 2020, meeting Attachments:Freeway-Interchange-Policy-page1of2.pdf; Freeway-Interchange- Policy-page2of2.pdf June 8, 2020 To: ATC Members From: Myron Amerine San Luis Obispo resident Thank you for the opportunity to comment on the ATC’s June 11, 2020, special meeting agenda item. Item 6. ACTIVE TRANSPORTATION PLAN DESIGN GUIDANCE AND POLICIES DRAFT Design Appendix and recommend continued development of the Design Appendix in anticipation of the full ATP draft release. Mid-block crossing of multi-lane streets with high traffic counts (ie. Broad, Foothill, Madonna, California, Santa Rosa, etc.) with median islands (shelter/refuge for pedestrians, ADA and cyclists with families) Attachment 5, Page 1 of 74 comments: See Page 8 of 74 Add example Cargo Bike and include typical dimensions, design/weight… 1) Also: add combined (typical dimensions, design/weight) for Tricycles. See page 23 of 74. 2) Also add combined (typical dimensions, design/weight) for mid-block crossings median width of crossing (shelter area) for combined two-way crossing of pedestrians, bicyclists, ADA, etc., for simultaneous crossing from both directions ( ie:6-8 feet width) See page 23 of 74. See page 23 of 74. 3) Provide for design of mid- block crossing shelter/refuge crossing area (width) for combined and simultaneous use by pedestrians, ADA and bicyclists. 4) There is a need for design of freeway over and under crossings and interchanges for pedestrians, ADA and bicyclists. 1 5) Need for freeway over and under crossings and freeway interchange development and design policy: Prado Road over US 101 as an example as well as all the 1950/60 freeway interchange between LOVR in the south and Monterey Street in the north. All new freeway over-crossings and under-crossings or interchange projects will incorporate the needs of pedestrians, ADA and bicyclists as part of the project design and construction or else alternate separate pedestrian and bicycle facilities are to be developed and constructed concurrently with the project for motor vehicles. 2 Page 1 of 2 Policy on New or Expanded Freeway Interchanges and Over -crossings All Freeway over -crossings / under -crossings and interchanges must address the needs of pedestrians and bicyclist and not present a barrier to safe and direct travel. When the statistics characterizing these facilities (motor vehicular- ATD counts, speeds, on- and off ramps, lane designations and number of lanes) are increased in number or counts, the pedestrians and bicyclists using them are adversely affected. At some point, additions to or the expansion of the over -crossings /interchanges make these facilities unsafe, and they become a major barrier for pedestrian and bicycle travel. Pedestrians and Bicyclists expect and require the same level of service as other users of the roads, streets, and highways of each city, county and state. The following points are generalizations we have learned from the Hazel Avenue/ Highway 50-interchange project and the Watt Avenue/American River Bridge Widening (which includes two freeway -style interchanges to Watt Avenue): 1) All new freeway over -crossings and under -crossings or interchange projects are required to meet the needs of pedestrians and bicyclist as part of the project or else additional and/or separate pedestrian and bicycle facilities meeting their needs are to be developed and constructed simultaneously with the project for motor vehicles. The pedestrian and bicycle facilities must not be separate projects and/or postponed to future dates. All new or expanded over -crossing and interchanges must include direct, functional, and safe pedestrian and bicycle facilities. 2) Bicycle facilities must be designed to accommodate utilitarian, recreational, family - group, and commuter cyclists and pedestrians of all skill levels. If they cannot be accommodated as part of the roadway design, such as was the case with the interchange, then an alternative route around the barrier interchange must be designed and constructed as part of the project. 3) The Design and implementation of the bicycle and pedestrian facilities (projects) should make it possible and even desirable for people to bicycle or walk for short trips even though the trip may require crossing a freeway. People's perception of having a safe and desirable route is as important as the traffic engineering. 4) Bicycle and Pedestrian routes across freeways need to appear and feel safe for the bicyclist and pedestrian. We must use the old rule that it has to appear that way to a regular person (sane and reasonable person in the same or similar circumstances is how the US Supreme Court measures it) and not just be "technically safe" from the theoretical perspective of a registered professional traffic engineer. Page 2 of 2 Policy on New or Expanded Freeway Interchanges and Over -crossings 5) Safe, convenient access for bicycles and pedestrians are needed for all Routes intersecting the freeway. 6) Convenient accesses on to and off of the overpass (in both directions) are needed at both ends, including continuous bicycle and pedestrian facilities from both approaches. Convenient access means free of barriers with sufficient turning radii on the corners, separation barriers, and with safe slopes for both bicyclists and pedestrians. 7) On low speed two-lane roads leading up to overpasses and bridges, a 6-8 foot Paved shoulder with bicycle lane symbols may be sufficient to encourage safe Bicycle use and to warn motorists to share the facility. Bicycle and/or pedestrian facilities on over -crossings or bridges should be 6-8 feet wide. 8) On high speed or multilane roads leading up to overpasses and bridges, barriers between the bicychsts/pedestrians and automobiles should be considered. They must be high enough too truly protect the non -motorized users: at least 3.5 feet high (like a Jersey barrier). This is particularly critical when the on- and off ramps have multiple lanes or have speeds in excess of 30 mph. 9) On bridges and overpasses, the barriers between the bicyclists and the edge must be high enough to prevent them from falling off. These railings should be designed to be aesthetically pleasing and to not obstruct views (min. height 4.0 -4.5 feet). This is important for encouraging pedestrian and bicyclist travel as well as for personal safety (viewers from below could see an attack and report it to police/sheriff). 10) Bicycle and pedestrian facilities are needed on both sides of the structure providing safe and convenient connections to the rest of the bikeway system and the general transportation system as a whole. Forcing bicyclists to travel against the direction of traffic should be avoided as unnatural, unsafe, counter -educational and in violation of the Vehicle Code. 11) Traffic signals should be designed to serve bicycles, pedestrians, and automobiles through the use of appropriate sensors and cycle times. An Example of this is the bicycle -activated advance warning flashers at on -and off -ramps to warn motorists of bicyclist's right-of-way to proceed straight.