UAB-Road-Diet-Study_Concepts-Sept2016

Road Diet/Complete Streets Concept Study - Phase I September 2016 University of Alabama at Birmingham Consultant Team ii | Acknowledgements Road Diet/Complete Streets Concept Study - Phase I Contents Project Overview Existing Typical Conditions Intersections3 Corridors4 Study Corridors  Overview5 10th Avenue South Corridor 13th Street South Corridor 14th Street South Corridor 7th Avenue South Corridor 12th Street South Corridor 10 8th Street South/5th Avenue South Corridor 11 Priority Intersection Concepts 13 Overview13 Potential Interim Design Strategies 14 Potential Intersection Treatments 15 10th Avenue South at 13th Street South 16 10th Avenue South at 14th Street South 20 10th Avenue South at 17th Street South 24 On-Street Bikeway Network 27 Overview27 Design Considerations 28 Contents | iii University of Alabama at Birmingham This page has been intentionally left blank iv | Acknowledgements DRAFT MAY 2016 Road Diet/Complete Streets Concept Study - Phase I Project Overview The purpose of this study is to explore potential changes to several corridors that pass through the UAB campus The concepts presented in this report are conceptual options meant to illustrate how streets can be enhanced to: • Improve campus safety • Expand travel options to and on campus • Support the overall qualty of life on campus Additionally, the concepts presented in this plan are conceptual and not intended to be detailed design documents Changes to any corridor through campus will be implemented in partnership with the City of Birmingham, the UAB campus community, and the surrounding neighborhoods Corridors studied as part of this project include: • 10th Avenue South Corridor Existing Condition: 10th Ave S between 14th St and 13th St Existing Condition: 10th Ave S at 14th St S Potential Short-Term: 10th Ave S between 14th St S and 13th St S Potential Short-Term: 10th Ave S at 14th St S Potential Long-Term: 10th Ave S between 14th St S and 13th St S Potential Long-Term: 10th Ave S at 14th St S • 13th Street South Corridor • 14th Street South Corridor • 7th Avenue South Corridor • 12th Street South Corridor • 8th Street South/5th Avenue South Corridor More detailed information about these corridors and the potential changes explored for these corridors can be found in the subsequent chapters of this report The photo renderings to the right represent potential changes along the 10th Avenue South Corridor and illustrate how the corridor can evolve over time to meet the stated goals above Study Corridors and On-Street Bikeway Network | University of Alabama at Birmingham DRAFT MAY 2016 This page has been intentionally left blank | Study Corridors and On-Street Bikeway Network Road Diet/Complete Streets Concept Study - Phase I Existing Typical Conditions Intersections Due to the grid structure of the street network, many of the intersections are relatively perpendicular and most are signalized The intersections along the study corridors can be uncomfortable for people travelling on foot or bike Many have wide crossing distances for people on foot and bike and there are few mid-block crossing points for pedestrians Most intersections have standard crosswalk treatments, some of which are faded and in need of maintenance For bike treatments, some intersections have shared road markings at the approach or immediately following the intersection, but no intersections have dedicated space for people biking Signalized intersection with pedestrian signal heads and phases Most signalized intersections not have dedicated left-turn lanes for vehicles The image to the right depicts several of the qualities that are common at study corridor intersections Major intersections have amenities like trash receptacles UAB banners on traffic signals and lamp posts provide aesthetic appeal and a sense of place On-street parking begins very close to the crosswalk Curb ramps are present at most signalized and unsignalized intersections Intersections not have dedicated bike space Most intersections have standard crosswalks Wide turn radii allow vehicles to make right turns at higher speeds Figure Typical Intersection Conditions Study Corridors and On-Street Bikeway Network | University of Alabama at Birmingham Corridors The study corridors share many qualities Between the curbs, there are wide travel lanes, stretches of on-street parking, and two to four travel lanes There are no existing dedicated bikeways along the study corridors, but some have shared lane markings and “share the road” signs Sidewalks are available along the entirety of the study corridors Some sidewalks are buffered from moving vehicles by a landscape strip, street lights, or onstreet parking Street lights provide light and buffer between the sidewalk and roadway, but their scale and design is oriented towards vehicles The image to the right depicts a stretch of roadway with characteristics that are typical for study corridors Major intersections have amenities like trash receptacles All of the study corridors have sidewalks On-street parking is frequent along the study corridors Travel lanes are wide, which can encourage speeding by those driving motor vehicles Landscape strips provide buffer between sidewalk and the roadway There are frequent driveways, which create potential conflicts with people on sidewalks The roadway has no dedicated bike space Figure Typical Corridor Conditions | Study Corridors and On-Street Bikeway Network Road Diet/Complete Streets Concept Study - Phase I Study Corridors TN 10th Ave S S 22 ST S 7th Ave S R IN TS JR UAB Campus DS BLV S TH TS Greenspace I 20 ES AV 7TH S TH TS E AV S TH 8T H S 18 ST CT TS TS S TH S TH 15 12 4TH TH D E AV S VE ST 4TH A 0TH 2N ES AV 11 D 2N 5th Ave S and 8th St S ON GT S TH S VE DA 12th St S AR 17 ES AV 4TH 13th St S ND S VE HA T 16 3R 14th St S D AR 2N VE DA H RIC N AVE E AV 1ST S TN S TH S TH N VE HA 4T 14 13 E AV 1ST TN 2N N VE DA S TH 3R D TS S VE HA T 0.05 0.1 0.2 Miles S VE HA 9T 14 ES AV 9TH 19 S TH S TH TS TS 11 S TH TS 9TH ST S H 6T ES AV UN IT RS IV E YB D LV 10TH ST 16TH 9TH S VE HA 7T S ST S 12 S TH 14TH ST S 13TH PL S 14TH AVE S 12TH ST S CULLOM ST S 11TH PL S 11TH ST S 10TH PL S 10TH ST S TS 14TH AVE S S AVE 15TH VE S HA 15T S I 65 N HC 3T TS S AVE 14TH TER S ST S T C TH 10 S S 17TH S HS 6T E AV TH 14TH ST S ST S ST TS 15TH 10TH TS 7TH HC 9T E AV 3TH PL S S HS 8T ST ES AV 9TH S 17TH 6TH 8TH UAB DR S S CT E AV 2TH TS 9TH AVE S CT S S TS 12 9TH AVE S E AV TH 1 S TH TS 8TH CT S 13 S TH S VE HA T I 65 The study corridors illustrate the network strategy for this study Logical termini were selected for each corridor to create a “minimum grid” of complete street enhancements to improve pedestrian, bicycle, vehicle, and transit connectivity to priority destinations on and near-by campus Specific notes about each strategic corridor and design considerations are summarized on the subsequent pages 12 Overview VE S HA 16T Figure Study Corridors Study Corridors and On-Street Bikeway Network | University of Alabama at Birmingham TN 10th Ave S 22 ND ST ON GT TS TS S TH TS CT S TH TS 14 19 S TH S TH TS TS S TH TS ST S H 6T ES AV Section Concepts From 8th Avenue South to 17th Street South D BLV 10TH 16TH S TH TS 12 From 17th Street South to 18th Avenue South 14TH ST S 13TH PL S 14TH AVE S 12TH ST S 11TH PL S 11TH ST S 10TH PL S 10TH ST S AV 14TH ES S AVE 15TH VE S HA 15T C TH 13 TS 14TH TER S ST S Figure 10th Avenue South Corridor CULLOM ST S S I 65 S PL S TS E AV 3TH 17TH C TH 14TH AVE S S 17TH T 10 S E AV TH 12 ST S HS 6T E AV 0TH 15TH S S S TS N S TH TS I 65 13 S TH ST S ST CT E AV TH 10TH TS 7TH 9TH 11 UAB DR S TS HS 8T S ES AV 9TH ST S 12 9TH AVE S 9TH AVE S C 8TH CT S 8TH CT S ST | Study Corridors and On-Street Bikeway Network ES AV 7TH 6TH • Implement streetscape enhancements between the curb and buildings along the corridor to enhance aesthetic quality and character of the street, as well as the comfort and safety for those walking, biking, driving, and taking transit along the corridor IT Y S • On-street parking may drop at intersections to accommodate dedicated turn lanes for vehicles or be used for bump-outs to increase queue space for pedestrians • If short-term treatments achieve corridors goals, turn temporary treatments into permanent roadway changes by reconstructing streetscape RS IV E ST • Create dedicated space for people biking along the corridor Long-Term UN S VE HA 7T 9TH • Balance multi-modal needs of UAB staff, students, and visitors • Install curb extensions as part of first phase S VE HA 9T ES AV 9TH 11 9TH • Enhance pedestrian crossings, particularly at intersections • Reallocate roadway space using striping and other treatments that provide cost-effective safety and performance enhancements Mid-block crossing enhancement opportunity 8T H S 18 ST 10 General Short-Term 0.2 Miles 20 TS ES AV 7TH S VE HA T Design Considerations 0.1 DS BLV S TH TS S TH S TH TH S VE H ST 4TH A T 2N E AV 4TH 0.05 Intersection enhancement opportunity 15 12 VE DA ES AV ND 11 10th Avenue South serves as the primary east-west corridor through the southern portion of the UAB campus It also serves as a parallel route to University Boulevard, connecting the Five Points area east of campus to the interstate (via 8th Street South ) and adjacent neighborhoods For this study, the corridor extends from 8th Street South to 18th Street South JR 16 3R S VE DA I S ES AV Greenspace R IN S TH 4TH ES AV 5TH AR 17 10th Avenue South Corridor Corridor Overview UAB Campus D AR E AV ND H RIC N AVE ES AV 1ST S TN TN N S TH S TH S TH E AV 1ST VE HA 4T 14 13 12 3R D 2N N VE DA VE S HA 16T University of Alabama at Birmingham 10th Avenue South at 13th Street South Project Need The current intersection has an off camber and irregular alignment for a four-way intersection, creating long crossing distances for pedestrians on the west and north crosswalks Excess space and wide lanes encourage higher speeds for vehicles passing through the intersection, which creates more traffic stress for those walking, biking, and driving through the intersection There is also no dedicated space for bicyclists The intersection has an urban context and is situated within the UAB campus Proposed Improvements Moving the curb line, re-aligning travel lanes, creating dedicated space for people biking, and installing high visibility crosswalks enhances visibility and predictability for all roadway users of the intersection Extending the curb line at each corner of the intersection reduces the distance pedestrians have to cross and helps slow vehicles making right turns, which is a safety enhancement Near-Term Improvements • Road diet along 10th Avenue South and 13th Street South north of the intersection creates a dedicated left-turn lane for vehicles and a bike lane • Extending the curb line with pavement striping and low-cost materials creates space for a new public plaza and creates a more compact intersection, making it easier for pedestrians to cross the street and slowing the speed of turning vehicles through the intersection • Preserving on-street parking maintains vehicular access to near-by destinations and a buffer between the sidewalk and travel lane Long-Term Improvements • Re-constructing the sidewalk to make new curb lines permanent • Add streetscape elements with sidewalk construction, such as street trees, pedestrian lighting, and other elements that improve the comfort for those walking along the street • Create a planted median between intersections to enhance the visual quality of the corridor Existing Condition 16 | Priority Intersection Concepts Road Diet/Complete Streets Concept Study - Phase I 10th Avenue South at 13th Street South Phase Key Recommendations • A road diet along 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • A road diet along 13th Street South north of 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • Signal upgrades, such as exclusive left turn phases if warranted, should be made to accommodate changes in turning movements with proposed road diets along 10th Avenue South and 13th Street South • Preserve on-street parking, but move on-street parking away from intersection to improve visibility and sight lines for those walking, biking, and driving Use green paint or thermoplastic to draw attention to the presence of the bike lane Bicycle forward stop bars improve bicyclist visibility Paint or epoxy gravel can be used as a cost effective strategy to create curb extensions or plaza space • Moving the curb line at each corner of the intersection helps reduce the distance and time it takes pedestrians to cross the street A temporary curb line can be denoted with a double white line and enhanced with vertical elements such as a rubber curb, planter boxes, or other temporary streetscape treatments • High visibility crosswalks enhance visibility of areas where people walking cross the intersection • Green paint and bikeway pavement markings through the intersection help highlight conflict points where a vehicle may cross the bikeway or denote the dedicated space someone biking should use to cross through the intersection High visibility crosswalks improve visibility of pedestrians at the intersection • The excess pavement space on the northwest corner of the intersection creates space for place-making treatments, such as a plaza The plaza could include moveable tables and chairs to create a space for people to sit as well as public art to enhance the connection between the Abroms-Engel Institute for the Visual Arts and the Alys Robinson Stephens Performing Arts Center Dashed bike lane markings through the intersection improve visibility and predictability of bicyclists through the intersection Proposed (Near-Term) Priority Intersection Concepts | 17 University of Alabama at Birmingham 10th Avenue South at 13th Street South Phase Key Recommendations • A road diet along 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • A road diet along 13th Street South north of 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • Signal upgrades, such as exclusive left turn phases if warranted, should be made to accommodate changes in turning movements with proposed road diets along 10th Avenue South and 13th Street South • Preserve on-street parking, but move on-street parking away from intersection to improve visibility and sight lines for those walking, biking, and driving • Moving the curb line at each corner of the intersection helps reduce the distance and time it takes pedestrians to cross the street • The sidewalk is reconstructed to create space for streetscape elements such as shade trees, pedestrian-scaled lighting, seating, and other features that improve the comfort and safety of people walking along the street Curb extensions reduce the distance pedestrians have to cross the street as well as create space for other street enhancements, such as street trees Extending the curb line creates space for pedestrians, such as a public plaza for tables and chairs or public art The center median can be reconstructed to include landscaping elements to improve the visual quality of the corridor • High visibility crosswalks enhance visibility of areas where people walking cross the intersection • Green paint and bikeway pavement markings through the intersection help highlight conflict points where a vehicle may cross the bikeway or denote the dedicated space someone biking should use to cross through the intersection A bike lane that transitions to a shared lane helps cyclists position themselves to merge with vehicles rather than doing so through the intersection • The excess pavement space on the northwest corner of the intersection can be reallocated to pedestrians for place-making treatments, such as a plaza The plaza could include moveable tables and chairs to create a space for people to sit as well as public art to enhance the connection between the Abroms-Engel Institute for the Visual Arts and the Alys Robinson Stephens Performing Arts Center • The center median can be reconstructed to include landscape elements such as grass, flowers, bushes, and trees to enhance the visual character of the streets Proposed (Long-Term) 18 | Priority Intersection Concepts Tactile strips at curb ramps help indicate cross walk locations for pedestrians with visual impairments Road Diet/Complete Streets Concept Study - Phase I This page has been intentionally left blank Priority Intersection Concepts | 19 University of Alabama at Birmingham 10th Avenue South at 14th Street South Project Need This current signalized intersection has a perpendicular four-way configuration Several pedestrian crashes have occurred at this intersection where turning vehicles have hit pedestrians in the crosswalk Excess space and wide lanes encourage higher speeds for vehicles passing through the intersection, which creates more traffic stress for those walking, biking, and driving through the intersection There is also no dedicated space for bicyclists The intersection has an urban context and is situated within the UAB campus and experiences higher pedestrian volumes between class changes A new UAB building on the northeast corner of the intersection will increase pedestrian and bicycle traffic at the intersection Proposed Improvements Moving the curb line, re-aligning travel lanes, creating dedicated space for people biking, and installing high visibility crosswalks enhances visibility and predictability for all roadway users of the intersection Extending the curb line at each corner of the intersection reduces the distance pedestrians have to cross and helps slow vehicles making right turns, which is a safety enhancement Near-Term Improvements • Road diet along 10th Avenue South and 14th Street South north of the intersection creates a dedicated left-turn lane for vehicles and a bike lane • Extending the curb line with pavement striping and low-cost materials creates space for a new public plaza and creates a more compact intersection, making it easier for pedestrians to cross the street and slowing the speed of turning vehicles through the intersection • Preserving on-street parking maintains vehicular access to near-by destinations and a buffer between the sidewalk and travel lane Long-Term Improvements • Re-constructing the sidewalk to make new curb lines permanent • Add streetscape elements with sidewalk construction, such as street trees, pedestrian lighting, and other elements that improve the comfort for those walking along the street • Create a planted median between intersections to enhance the visual quality of the corridor Existing Condition 20 | Priority Intersection Concepts Road Diet/Complete Streets Concept Study - Phase I 10th Avenue South at 14th Street South Phase Key Recommendations • A road diet along 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • A road diet along 14th Street South north of 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • Signal upgrades, such as exclusive left turn phases if warranted, should be made to accommodate changes in turning movements with proposed road diets along 10th Avenue South and 14th Street South Paint or epoxy gravel can be used as a cost effective strategy to create curb extensions Install green skip striping at transition to dedicated right turn lane to indicate conflict zone • Preserve on-street parking, but move on-street parking away from intersection to improve visibility and sight lines for those walking, biking, and driving • Moving the curb line at each corner of the intersection helps reduce the distance and time it takes pedestrians to cross the street A temporary curb line can be denoted with a double white line and enhanced with vertical elements such as a rubber curb, planter boxes, or other temporary streetscape treatments • High visibility crosswalks enhance visibility of areas where people walking cross the intersection • Green paint and bikeway pavement markings through the intersection help highlight conflict points where a vehicle may cross the bikeway or denote the dedicated space someone biking should use to cross through the intersection Dashed bike lane markings through the intersection improve visibility and predictability of bicyclists through the intersection High visibility crosswalks improve visibility of pedestrians at the intersection Proposed (Near-Term) Priority Intersection Concepts | 21 University of Alabama at Birmingham 10th Avenue South at 14th Street South Phase Key Recommendations • A road diet along 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • A road diet along 14th Street South north of 10th Avenue South creates a dedicated left turn lane for vehicles and space for bike lanes in both directions • Signal upgrades should be made to accommodate changes in turning movements with proposed road diets along 10th Avenue South and 14th Street South An advanced stop bar and green paint for the bike lane improve visibility of bicyclists at the intersection, particularly for right turning vehicles Curb extensions educe the distance pedestrians have to cross the street as well as create space for other street enhancements, such as street trees • Preserve on-street parking, but move on-street parking away from intersection to improve visibility and sight lines for those walking, biking, and driving • Moving the curb line at each corner of the intersection helps reduce the distance and time it takes pedestrians to cross the street • The sidewalk is reconstructed to create space for streetscape elements such as shade trees, pedestrian-scaled lighting, seating, and other features that improve the comfort and safety of people walking along the street • High visibility crosswalks enhance visibility of areas where people walking cross the intersection • Green paint and bikeway pavement markings through the intersection help highlight conflict points where a vehicle may cross the bikeway or denote the dedicated space someone biking should use to cross through the intersection The center median can be re-constructed to include landscaping elements that can improve the visual quality of the corridor • The center median can be reconstructed to include landscape elements such as grass, flowers, bushes, and trees to enhance the visual character of the streets Proposed (Long-Term) 22 | Priority Intersection Concepts Tactile strips at curb ramps help indicate cross walk locations for pedestrians with visual impairments Road Diet/Complete Streets Concept Study - Phase I This page has been intentionally left blank Priority Intersection Concepts | 23 University of Alabama at Birmingham 10th Avenue South at 17th Street South Project Need The current intersection has a perpendicular four-way configuration and a two-way stop control Several pedestrian crashes have occurred at this intersection where turning vehicles have hit pedestrians in the crosswalk or roadway Excess space and wide lanes encourage higher speeds for vehicles passing through the intersection, which creates more traffic stress for those walking, biking, and driving through the intersection There is also no dedicated space for bicyclists The intersection has an urban context and is situated within the UAB campus and experiences higher pedestrian volumes between class changes Proposed Improvements Moving the curb line, re-aligning travel lanes, creating dedicated space for people biking, and installing high visibility crosswalks enhances visibility and predictability for all roadway users of the intersection Extending the curb line at each corner of the intersection reduces the distance pedestrians have to cross and helps slow vehicles making right turns, which is a safety enhancement An active warning beacon also provides pedestrians additional support to notify vehicles to yield as they cross 10th Avenue South Near-Term Improvements • Road diet along 10th Avenue South creates a bike lane and space for a center median island at the intersection • Install an active warning beacon to improve yield compliance of vehicles for pedestrians crossing 10th Avenue South • Extending the curb line with pavement striping and low-cost materials creates a more compact intersection, making it easier for pedestrians to cross the street and slowing the speed of turning vehicles through the intersection • Preserving on-street parking west of the intersection on 10th Avenue South maintains vehicular access to near-by destinations and a buffer between the sidewalk and travel lane • Removing on-street parking along 10th Avenue South east of the intersection creates space for a buffered bike lane, improves sight lines for those approaching the intersection, and improves the alignment of travel lanes with the proposed road diet along 10th Avenue South Long-Term Improvements • Re-constructing the sidewalk to make new curb lines permanent • Add streetscape elements with sidewalk construction, such as street trees, pedestrian lighting, and other elements that improve the comfort for those walking along the street • Create a planted median between intersections to enhance the visual quality of the corridor 24 | Priority Intersection Concepts Existing Condition Road Diet/Complete Streets Concept Study - Phase I 10th Avenue South at 17th Street South Phase Key Recommendations • West of 17th Street, a road diet along 10th Avenue South creates a center median lane for a median refuge island and landscaping as well as space for bike lanes in both directions • East of 17th Street, a road diet along 10th Avenue South creates space for buffered bike lanes in both directions From 17th Street to 18th Street, on-street parking must be removed to create space for buffered bike lanes and preserve existing travel lanes • A rectangular rapid flashing beacon, or RRFB, can be actuated by pedestrians to encourage vehicles and bicyclists to stop while the pedestrians cross the street • A center median island provides queue space for pedestrians to wait for vehicles to pass and then continue crossing the street Paint or epoxy gravel can be used as a cost effective strategy to create curb extensions A center median island provides space for pedestrians to queue while waiting to cross the street Dashed bike lane markings at drive way intersections highlight a conflict zone and area where vehicles may cross the bike lane • Preserve on-street parking, but move on-street parking away from intersection to improve visibility and sight lines for those walking, biking, and driving • Moving the curb line at each corner of the intersection helps reduce the distance and time it takes pedestrians to cross the street A temporary curb line can be denoted with a double white line and enhanced with vertical elements such as a rubber curb, planter boxes, or other temporary streetscape treatments • High visibility crosswalks enhance visibility of areas where people walking cross the intersection An active warning beacon can improve yield compliance by drivers for pedestrians crossing the street • Bikeway pavement markings through the intersection help highlight conflict points where a vehicle may cross the bikeway and denote the dedicated space someone biking should use to cross through the intersection High visibility crosswalks improve visibility of pedestrians at the intersection Remove on-street parking to preserve existing travel lanes and create space for a buffered bike lane Proposed (Near-Term) Priority Intersection Concepts | 25 University of Alabama at Birmingham 10th Avenue South at 17th Street South Phase Key Recommendations • West of 17th Street, a road diet along 10th Avenue South creates a center median lane for a median refuge island and landscaping as well as space for bike lanes in both directions • East of 17th Street, a road diet along 10th Avenue South creates space for buffered bike lanes in both directions From 17th Street to 18th Street, on-street parking must be removed to create space for buffered bike lanes and preserve existing travel lanes Prohibit left turns to limit conflicts with pedestrians for vehicles traveling along 10th Avenue South • A rectangular rapid flashing beacon, or RRFB, can be actuated by pedestrians to encourage vehicles and bicyclists to stop while the pedestrians cross the street Curb extensions reduce the distance pedestrians have to cross the street as well as create space for other street enhancements, such as street trees • A center median island provides queue space for pedestrians to wait for vehicles to pass and then continue crossing the street • Preserve on-street parking, but move on-street parking away from intersection to improve visibility and sight lines for those walking, biking, and driving • Moving the curb line at each corner of the intersection helps reduce the distance and time it takes pedestrians to cross the street A temporary curb line can be denoted with a double white line and enhanced with vertical elements such as a rubber curb, planter boxes, or other temporary streetscape treatments • The sidewalk is reconstructed to create space for streetscape elements such as shade trees, pedestrian-scaled lighting, seating, and other features that improve the comfort and safety of people walking along the street • High visibility crosswalks enhance visibility of areas where people walking cross the intersection The center median can be re-constructed to include landscaping elements to improve the visual quality of the corridor • Bikeway pavement markings through the intersection help highlight conflict points where a vehicle may cross the bikeway and denote the dedicated space someone biking should use to cross through the intersection • The center median can be reconstructed to include landscape elements such as grass, flowers, bushes, and trees to enhance the visual character of the streets Proposed (Long-Term) 26 | Priority Intersection Concepts Tactile strips at curb ramps help indicate cross walk locations for pedestrians with visual impairments Road Diet/Complete Streets Concept Study - Phase I On-Street Bikeway Network TN ST S ES AV R IN TS JR DS BLV ES AV 0.05 0.1 0.2 Miles S TH TS TS S TH 8T H S 18 ST CT 7TH 20 TS S TH S TH E AV 4TH TH D E AV S VE H ST 4TH A T 2N D 11 2N ES AV I 15 12 Both treatments provide dedicated space for people biking, enabling people to bike at their preferred speed without interference from prevailing traffic conditions They also facilitate predictable behavior and movements between bicyclists and motorists Greenspace ON GT S TH TS • Buffered Bike Lanes S VE DA S TH 3R 16 • Bike Lanes UAB Campus AR 17 For on-street bikeways, there are two primary bikeway treatments: 4TH S VE HA 5T Proposed Buffered Bike Lane ND VE DA D AR 2N Proposed Bike Lane 22 AV H RIC N AVE 1ST Existing Bike Lane ES S TN S TH S TH N VE HA 4T 14 13 E AV 1ST TN 2N N VE DA S TH 3R D TS 10 S VE HA T S VE HA 9T 14 ES AV 9TH 19 S TH S TH TS TS 11 S TH TS 9TH ST S H 6T ES AV UN YB D LV 10TH ST 16TH 9TH S VE HA 7T IT RS IV E S ST S 12 S TH 14TH ST S 14TH AVE S 12TH ST S S I 65 N I 65 CULLOM ST S 11TH PL S 11TH ST S 10TH PL S 10TH ST S TS 14TH AVE S 15TH VE S HA 15T TS 14TH TER S S AVE ST S C TH ES C TH 13 17TH S T 10 S AV 14TH ST S ST S ST HS 6T VE HA 0T 15TH 10TH TS 7TH TS S PL S S HC 9T S E AV 3TH UAB DR S TS HS 8T ST ES AV H T E AV 2TH 17TH 6TH C 8TH CT S S TS 9TH AVE S E AV TH TS 12 9TH AVE S 11 S TH TS 8TH CT S 13 S TH S VE HA T 13TH PL S Implementing the proposed on-street projects for each corridor will dramatically increase the on-street bikeways on campus, as well as connections to adjacent neighborhoods and destinations, such as Railroad Park 12 Overview VE S HA 16T Figure 11 Study Corridors Study Corridors and On-Street Bikeway Network | 27 University of Alabama at Birmingham SHARED LANE MARKINGS BIKE LANE BUFFERED BIKE LANE Bike Lane Buffered Bike Lane Centerline of pavement marking placed Design Considerations at least 4’ from curb Bike lanes and buffered bike lanes are very similar in terms of their CYCLE TRACK: At-grade, protected with parking CYCLE TRACK: At-grade, protected with flexible bollards P function and use, but have a few key differences and applications in terms of design details The graphics to the right highlight the design considerations for each facility type Example bike lane P P Travel Lane 4’ Min SideWalk Positions bicyclists in the travel lane Alerts motorists to the presence of bicyclists Encourages bicyclists to ride an appropriate distance away from the “door zone” on streets with parking Should never be used as a replacement for bicycle lanes Travel Lane 5’-7’ SideWalk Exclusive bicycle travel lane increases safety and promotes proper riding Reduces possibility that motorists will stray into bicyclists’ path Visual reminder of bicyclists’ right to the road 6‘ width recommended 5’ width in constrained locations Bike lanes wider than 7’ may encourage vehicle loading in bike lane 28 | Study Corridors and On-Street Bikeway Network Travel Lane 2’-6’ 5’-7’ SideWalk Provides cushion of space to mitigate friction with motor vehicles on streets with frequent or fast motor vehicle traffic Allows bicyclists to pass one another or avoid obstacles without encroaching into the travel lane Increases motorist shy distance from bicyclists in the bike lane Requires additional roadway space and maintenance Reduces risk of ‘dooring’ compared to a bike lane Parking Lane 3’-6 5’-7’ SideWalk Dedicates and protects space for bicyclists and improves perceived comfort and safety Reduces risk of ‘dooring’ compared to a bike lane, and eliminates of the risk of a doored cyclist being run over by a motor vehicle Low implementation Example buffered bike cost lanethrough use of existing pavement using parking lane as a barrier Use along roadways with high motor vehicle volumes and/or speeds Best on streets with parking lanes with a high occupancy rate Travel Lane 3-6’ 5-10’ Sid Wa Provides similar benefits as a cycl track with an on-street parking buffer Best used on roads with high speeds and long distances between intersections and driveways Innovative bicycle-friendly design needed at intersections to reduce conflicts between turning motorists and bicyclists Width should never be taken from the pedestrian zone to make room for a cycle track Road Diet/Complete Streets Concept Study - Phase I This page has been intentionally left blank Study Corridors and On-Street Bikeway Network | 29 University of Alabama at Birmingham 30 | Study Corridors and On-Street Bikeway Network