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Pedestrian/Bicycle Plan
I Memorandum To: Honorable Mayor and Members of the City Council CC: Mike Mornson, City Manager From: John R. Bradford, City Engineer Ate✓ Date: April 9, 2013 Re: Pedestrian/Bicycle Plan As you are aware, we partnered with Hennepin County to create a Pedestrian and Bicycle Plan for the City of Hopkins. The Community Design Group prepared the plan in consultation with city staff and a strong community outreach effort. Attached is the latest draft of the report. At Tuesday's meeting, Antonio Rosell from the Community Design Group will present the plan, answer questions, and solicit input from Council. Mr. Rosell is an adjunct professor at the U of M and will be bringing his 12 students to the meeting to observe. Future steps include an open house prior to the City Council meeting where the plan would be scheduled for adoption. 4 �. f , t r 'RAFT REPORT �.ity of Hopkins T,edestrian and Bicycle Plan -A IP i A community where j walking and biking are i► -• .�R - safe, comfortable, convenient and fun � NGfi y� everyday activities. FINAL DRAFT 03/11/13 I Acknowledgements We are grateful for the participation and support of Hopkins residents,, elected officials and staff, and from their partners at Hennepin County and other agencies who made the work described in this report possible, including: • John R. Bradford, PF'., Cite I ".ngineer, Cite of I lopkins • Kersten T?lverum, Director of Planning & Development, Cite of I lopkins • Butch Johnson, resident • Ann Beuch, Community Organizer, Blake Road Corridor Collaborative • Tara Beard, Cite of I lopkins Community Development Coordinator • Rose Rvan, Project Manager, I lennepin County Active living • haren Nikolai, Program Manager, Ilennepin County Active Living And xve offer our gratitude to the mane residents and community leaders who participated in the project workshops, and shared their guidance, vision and aspirations for 1 lopkins. This project is funded through a CDC Community Transformation Grant. Table of Contents This report includes the following sections: Section Section 1: Background Section 2: Planning Process and Community Engagement Section 3: Recommendations Section 4: Implementation and Funding Section 5: Appendix Page 3 21 Kid 89 97 Contact information For questions or comments about this report, or to request additional information, please contact: John Bradford, P.E., City Engineer City of Hopkins 1010 1 st Street South Hopkins, MN 55343 Email: jbradford@hopkinsmn.com Office: 952-548-6356 Web: www.hopkinsmn.com DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 1 Foreword The City of Hopkins is conveniently located within the Twin Cities metropolitan area, and is connected to the region by a network of world-class pedestrian and bicycle trails, by streets and highways, and, by 2018, through the Metropolitan Council's Southwest Light Rail Transit (SW LRT) line. People visit the city to go to historic Mainstreet, work in one of its mane employment centers, or ride through on one of its trails. The Cite itself - not rider than two and a half miles at its widest point - is of a size that would allow a person on a bike (traveling at an ease pace of ten miles per hour) to traverse the entire cite in approximately- fifteen minutes. Cities around the country- are working to address concerns about quality of life, mobility, economic development, sustainabilitN, and prosperity by improving Ilvabllity and access to non -motorized transportation as part of their citizen's daih� lives. Developing walking and biking infrastructure and programs that respond to the needs of their residents is a foundational step for realizing these improvements. With the soon -to -be -realized Southwest I,RT line - and three stations planned within the cite - Ilopkins has an ideal opportunitt• to build on its assets, expand transportation choices, and create convenient city connections that allow residents to comfortably incorporate active living and economical, sustainable transportation into their dailx� routines. A network of interconnected bikeveat,s and walk-\vaV's, tightlN, integrated with access to and from the new S\X' IAT stations, will help I lopkins meet its goals of becoming a more vibrant, connected and prosperous city. Walking and bicycling are good for individuals and families, and for local businesses and cities. This Plan will help Hopkins make the improvements that are needed to realize those benefits. DRAFT 03 i 1113 Ciy c` Nopins Ped2��ria� ane Bi;;y;a�; Background This section provides an overview of existing conditions in Hopkins, and summarizes reasons to address and improve the city's walking and bicycling infrastructure. In this section 1.1 - Vision and purpose 1.2 - Local and regional context 1.3 - Summary of previous and ongoing studies 1.4 - Urban form and development patterns 1.5 - Demographics and population characteristics 1.6 - Policy basis 1.7 - Importance of walking and cycling 1.8 - Trip origins and destinations 1.9 - Existing roadway network DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 13 1.1 Vision and purpose Improving conditions for walking and biking in Hopkins has long been an important priority for the City's residents and community leaders. This Pedestrian and Bicycle Plan presents recommendations for gradual, implementable improvements that achieve a vision of a more walking- and bicycling -friendly cite. This Plan is based on an ,fictive Living approach that seeks to create conditions that invite more I lopkins residents to more often choose to walk or bike to their destinations, to use transit, and to easily include physical activity as part of their daily routines. The City o f Hopkins will be,7 coimnitnity inhere walking and biking are safe, coin Portable, inviting,ind conveitieitt everyday ,ictivities and where people choose to walk or bike to nearby destinations and to access the new Sii'LRT line." Purpose cit this F fall The purpose of the Plan is to serve as a tool to guide the efforts of I lopkins residents, elected officials and Citi- staff as they work together to improve walking and bicycling conditions. It recommends pedestrian and bicycle routes and connections, offers specitic treatments and approaches to improve connectivity and circulation, and prioritizes short-, medium- and long-term recommendations for improving the City's walking and bicycling mobility network. A vision for Hopkins: walkable, connected, active, prosperous and inviting. What is Active L= Active living is a way of life that encourages and includes moderate physical activity - such as walking or biking - as part of a person's daily routine. Active living is important because it improves physical and mental health, reduces household expenses, improves air quality, builds strong and safe communities, and can help reduce the burden of common chronic conditions like diabetes, asthma, and heart disease. Policy and design choices can result in built environments that encourage active living. The likelihood of walking to the grocery store, riding a bike to school, or meeting friends in the park depends on the environment in which they are attempted. 1.2 Local and regional context The City of Hopkins first developed as an independent city and is now considered a fully -developed second ring suburb. It is located west of Minneapolis in Hennepin County, with a land area of approximately four square miles and a population of 17,591 people. The City is located within close proximity to Minneapolis, and is adjacent to the cities of Minnetonka (west), St. Louis Park (to the north and east) and Edina (south). The historic downtown area remains a vital part of the City's daily life, with a mix of commercial uses, governmental services and recreational opportunities. Hopkins hosts a large number of jobs for a community of its size, with employment opportunities across all sectors. Hopkins is well connected to the regional automobile transportation network: both U.S. Highway 169 (running north -south) and Minnesota State Highway 7 (running east -west) run through the City of Hopkins. Additionally, Excelsior Boulevard is a major corridor running directly through the City. Notably, Hopkins is the site of trailheads for four major pedestrian and bicycle trails: the North Cedar Lake Regional Trail, the Cedar Lake LRT Hopkins (shown in orange) in its regional context. Minneapolis is shown in purple. Current and future LRT alignments are shown in purple and regional trails are shown in green. Regional Trail, the Minnesota River Bluffs LRT Regional Trail and the Lake Minnetonka LRT Regional Trail. Planning has begun for the proposed Southwest Light Rail Transit (SW LRT) Green Line Extension. The SW LRT extends our region's growing LRT system, and will connect the western suburbs of Eden Prairie, Minnetonka, St. Louis Park and Hopkins to downtown Minneapolis, the University of Minnesota and downtown St. Paul. Hopkins is the proposed site for three transit stations: Blake Road, Downtown Hopkins and Shady Oak Road. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 5 1.3 Summary of previous and ongoing studies Comprehensive Plan (updated 2009) The Comprehensive Plan states the City's vision and current policy positions on land use, housing, transportation, parks, utilities and related issues. It describes how Iiopkins is likely to change and helps guide recommendations made by I lopkins boards and commissions to the City Council. Additionally, it is used by property owners and developers when considering the future use of property. C'nad f;orridor Small Area Plan (2009) I lennepin County, in partnership Nvith the City of I lopkins and community stakeholders, initiated a planning study in Niay 2008 to create a Small .Area Plan for the segment of County Road 211 (Blake Road) extending from the S\V LRT Corridor to the I lopkins City Boundary, just south of I lighwaN� 7. This study creates a vision for the future of the area and recommends land use, urban design characteristics, and strectscape improvements in support of this vision. outhwest Transitway Station Area Strategic Manning (2010) The I lennepin County Regional Railroad ;Authority, in partnership with the City of Minneapolis, undertook this strategic planning process in order to examine the opportunities and issues introduced by LRT service on the Kenilworth Corridor in ;Minneapolis. The project's sponsors very specifically envisioned the process as strategic planning, emphasizing the need to capitalize on transit investment to create neighborhood value, enhancement and economic development. The strategic recommendations that came out of this process have been passed on to Metro Transit, to inform LRT Preliminary Engineering; City of Minneapolis, to inform land use changes; and Hennepin County, to inform Southwest LRT Community Works efforts. Southwest LRT Preliminary Engineering (ongoing) SW LRT Preliminary Engineering will fully investigate and resolve outstanding engineering and alignment -related issues, establish final alignments and station locations, and provide a set of engineering plans that are completed to a 30`0 level so that municipal consent can be obtained in late 2013 and final design and construction activities can proceed efticienth,. Plan; `0 r,-, ,:--cr1 I Iennepin County, with the five partner cities, launched the Transitional Station Area Action Planning (TSAAP) process for the 17 proposed stations along the Southwest LRT line. The TSAAPs are intended to bridge the gap between current conditions and future needs by recommending key infrastructure investments that maximize access and support the LRT line's success from its first day of operation in 2018. The TS,AAI's will maximize LRT system investments by identifying and prioritizing infrastructure improvements that enhance existing businesses, support a full range of housing opportunities, and encourage development. The TSAAPs will facilitate the evolution of station areas into Transit -Oriented Developments (TOD) with a unique sense of place that relates positively to the corridor as a whole. DRAFT 03%11'13 Civ e- Hop<ins Pedeslian arc Bicycle P a -i 6 1.4 Urban form and development patterns The village of West Minneapolis - later to be known as Hopkins - was first incorporated in 1893 by the Hennepin County Board of Commissioners. It wasn't until 1947 that it formally became the City of Hopkins. Present Land Uses Residential Land Uses: 37.9% of the total land area in Hopkins is comprised of residential land uses: • Low density residential, 672.8 acres (25.7% of total land area). Single-family homes make up the largest percentage of residential land use. • Medium Density Residential, 175.0 acres (6.7% of total land area). • High Density Residential, 142.5 acres (5.5% land area). Commercial Uses: About 3.4% of Hopkins' land area is dedicated to retail and other commercial uses. Important commercial areas in the City include Mainstreet, Excelsior Boulevard, Blake Road and Shady Oak Road. Industrial Uses: About 6% of Hopkins land is used for industrial purposes. Most of this industrial space is located south of Excelsior Boulevard near the rail corridors. Industrial uses in Hopkins include manufacturing, warehousing and distribution centers. Mixed Use: Mixed use accounts for approximately 97 acres or 4% of Hopkins' land area. Business Park: Approximately 49/o of Hopkins land is designated business park. This category accommodates stand-alone office and office service uses. Public / Institutional Uses: About 4% of Hopkins' land is dedicated to public institutions, including schools, libraries, hospitals, the art center and government institutions. Residential neighborhood in Hopkins. The Lake Minnetonka LRT Regional Trail in Hopkins DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 7 Parks and Recreation: Almost 32% of Hopkins' land is dedicated to parks and recreational uses, including golf courses, trails and wetlands. Other Uses: Other uses in Hopkins include open space (45.6 acres, 2% of land), railroad (23.5 acres, 1% of land) and right-of-way (477.9 acres, 18% of land). Both US. I lighway 169 (running north -south) and Minnesota State I-iighway 7 (running east -west) traverse the City of I lopkins. Although the freeways provide convenient automobile access in and out of I lopkins - connecting to Minneapolis and the surrounding ,,western suburbs - they create discontinuities within the I lopkins community. I?tcelsior Boulevard (running east -west) is an important artery for automobile traffic through the Citi-; however, it is also a significant physical barrier for pedestrians needing to cross the road. Similarly, I lighwav 7 creates a significant physical separation in the northern part of the Cite. Uttlre land Use The Cite of I lopkins 2008 Comprehensive plan includes a mixed land -use category. The Mixed Land t'se category is included to address the need for redevelopment initiatives that will accompany future development with the proposed LRT stations. This future land use will have a minimum of 30 units per acre - 60°/, of this being residential and the remaining 40'), occupied by commercial uses. Major areas of potential change include areas surrounding the future LRT stations: 1 lopkins Do-,vntown Station Area, Blake Station Area, and the Shady Oak Station Area. It is foreseen that the phasing of development, and the density and uses of the three locations, will varv. Excelsior Boulevard through Hopkins, near the intersection of 8th Avenue. A cyclist on Shady Oak Road at the west end of Mainstreet. DRAFT 03,111,13 Ci -y Pe-: 1.5 Demographics and population characteristics Located west of Minneapolis in Hennepin County, the City of Hopkins has a total area of 4.1 square miles. The 2010 US Census counted 17,591 people residing in Hopkins, in a total of 7,989 households. Of those, 3,998 are family households. Population Density Hopkins' 2010 population density is 4,311 people per square mile. There are 8,987 units of housing, yielding an average density of 15 dwelling units per acre. The population land density for Hennepin County is 2,082 people per square mile. Households Of the 7,989 households living in Hopkins in 2010: • 21% included children under the age of 18 • About 50% (3,991 households) are non -family households (including individuals living alone) • About 40% of all households are made up of individuals living alone By comparison, of the 475,737 households in Hennepin County in 2010: • 28% included children under the age of 18 42% are non -family households (including individuals living alone) • About 33% of all households are made up of individuals living alone Hopkins' 2010 average persons per household is 2.16 and the average family size is 3.02 persons. This compares to Hennepin County's average persons per household of 2.36 and average family size of 3.04. Walking on a street without sidewalks in Hopkins. Many streets in Hopkins' residential area have sidewalks; however, gaps in the network limit the number of convenient routes. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 9 Age Distribution Approximately one fifth of Hopkins' population (21.9%, or 3,711 persons) are children under the age of 18. Of those, 2,533 children are between the ages of 5 and 18. Another eighth of Hopkins' population (12.6% or 2,216 persons) are senior adults 65 years of age or older. The median age for the City is 34 years. In Hennepin County, 22.6% (260,448 people) of the population are children under the age of 18. Of those, 184,388 are children between the ages of 5 and 18. i\bout an eighth of the population of I lennepin CountC are senior adults 65 years of age and older (11.5% or 132,529 people). The median age for the County is 36 ycars. ,{'t.m mijte to Work The 2010 census does not specifically report a category for bicycle commuting in I lopkins (including it under "other means" of travel to work). The national average of bicN,cle commuting is 0.5°/o (jAmcrican Community Survey, 2010), while the Minneapolis figure for Nvorkcrs who ride their hilae to ,vork is 3.7" How do Hopkins residents get to work? This is ho -\N- I lopkins' workers arrive to \N-ork according to the 2010 US Census: Means of Travel Percent of Total Drive Alone 73.5% Carpool 13.0% Transit 5.5% Walk 3.5% Other (estimated) 0.7% Work at Home 3.3% Top ten workplaces of Top ten resident people who live in people wl Hopkins Hot Workplace Workers Residence Workers Minneapolis 1,736 Minneapolis 907 Minnetonka 783 Minnetonka 732 St. Louis Park 671 Hopkins 614 Hopkins 614 St. Louis Park 392 Edina 528 Eden Prairie 325 Eden Prairie 478 Plymouth 314 Bloomington 452 Wright County 306 St. Paul 421 Brooklyn Park 303 Plymouth 298 St. Paul 277 Golden Valley 283 Bloomington 267 Other 2.036 Other 5,742 Income Levels Median household income in the city is $48,533 (2007-2011). Per capita income for Hopkins residents is $29,498. About 11.9 % of persons living in Hopkins have incomes below the poverty line. By contrast, the countywide median household income is $62,966, with a per capita income of $36,858 and a countywide poverty rate of 12.3%. Population and Employment Trends The population of Hopkins has grown slightly over the last ten years, going from 17,145 persons in 1980 to an estimated 17,591 persons in 2010 (an increase of 2.6%). The Metropolitan Council estimates a 2020 population of 18,600 persons living in 8,800 households. The Metropolitan Council estimates a total of 13,600 jobs in Hopkins in 2010, 14,800 in 2020 and forecasts an additional 1,500 jobs in the city by 2030. Current Bicycle Use and Walking Data Bicycle counts and other data about the number of people using bicycles for transportation in Hopkins is generally not available (as is the case in most other Minnesota communities outside of Minneapolis and St. Paul). Walking counts have not been performed in Hopkins (the only data available is estimated from the 2010 Census, referenced on the previous page). A cyclist crossing Blake Road along the North Cedar Lake Regional Trail. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 11 1.6 Policy basis Current local, state and federal policies offer strong support for making improvements that benefit pedestrian and bicycle mobility throughout the Twin Cities metropolitan region. Improving I lopkins' pedestrian and bicycle facilities and network is consistent ,vith these policies and positions, including: -: -niC nal policies I lopkins is located ,vithin I Icnnepin COUnty, which was the first county in Minnesota to adopt a Cfmihlctc Strcct�, POhcv. ,Adopted in duly 2009, the purpose of the police is to ensure that streets under the county's jurisdiction are designed and operated to assure safety and accessibility for all roadway users - including pedestrians, bicyclists, transit riders and motorists. The Metropolitan Council explicitly supports improvement and provision of bicycle facilities as part of transportation investments in cities within its jurisdiction. The Council understands that walking and bicycling are part of the total transportation picture and work well for shorter, non -recreational trips. The Council provides planning guidance on land use issues related to bikeways and walkways, and with its Transportation Advisory Board, allocates federal funds to bicycle and pedestrian Projects. The Nfetropolitan Council intends to continue to support and coordinate efforts to strengthen access to non -motorized modes. The 2030 Transportation Policy Plan (TPP) was adopted by the Metropolitan Council on November 10, 2010; Chapter 9 specifically pertains to pedestrians and bicyclists and can be found by folloxving this lint: >. Bal Complete Streets provide safe, comfortable, and convenient access for all users, regardless of mode, age or ability. Hennepin County was the first county in Minnesota to adopt a Complete Streets policy. Did you know? Hennepin County has established a new cost participation policy to support the development of Complete Streets along its road network: • For sidewalks: $200,000 annual budget, providing up to 25% of the cost of a sidewalk along a county road. • For bikeways: $300,000 annual budget, providing up to 50% of the cost of trail or on -street bikeway identified on the bike plan or bike gap system map. • For bikeway gaps: $300,000 annual budget, providing up to 50% of the cost of trail or on -street bikeway identified on the bike gap system map. Several important streets in Hopkins are part of the Hennepin County road network, including portions of Shady Oak Road, Blake Road, Hopkins Crossroad and Excelsior Boulevard (see map on Page 19). D, "AST ? " 1 'i 2 Sity (A Flci)ki-is n =''td 5 °I :i 2 Minnesota laws and policies Minnesota Complete Streets Law On May 15, 2010, Governor Tim Pawlenty signed the Minnesota transportation policy bill, which made Complete Streets part of Minnesota law. As defined under Minnesota Statute 175.74, Complete Streets is the "planning, scoping, design, implementation, operation, and maintenance of roads in order to reasonably address the safety and accessibility needs of users of all ages and abilities." Complete streets laws and policies direct state transportation agencies to design and operate Minnesota roads to enable safe access for all users, including pedestrians, bicyclists and motorists. Minnesota Department of Transportation (MnDOT) policies The Minnesota Department of Transportation (MnDOT) is a national leader in Context -Sensitive Solutions (CSS) and is recognized for policies that strongly advocate for the provision of adequate facilities for pedestrians and bicyclists. MnDOT's official vision for the role of bicycle transportation in the state's overall transportation network states: `Minnesota is a place where bicycling is a safe and attractive option in every community. Bicycling is accommodated both for daily transportation and for experiencing the natural resources of the state. " MnDOT's role in making this vision reality is included in its mission statement regarding bicycle transportation: `MnDOT will safely and effectively accommodate and encourage bicycling on its projects in Minnesota communities, plus in other areas where conditions warrant. i'f_ oweripi' speed limits in Mir nesota citi -, Minnesota statutes currently allow cities and other jurisdictions to lower speed limits to 25 miles per hour without need of any additional engineering or traffic study if a bicycle lane is provided. According to Minnesota Statute 160.263, Bicycle lanes and ways, Subdivision 4, Speed on street with bicycle lane: `Notwithstanding section 169.14, subdivision 5, thegoverning body of any political subdivision, by resolution or ordinance and without an engineering or traffic investigation, may designate a safe speed for any street or highway under its authority upon which it has established a bicycle lane; provided that such safe speed shall not be lower than 25 miles per hour. The ordinance or resolution designating a safe speed is effective when appropriate signs designating the speed are erected along the street or highway, as provided by the governing body. " MnDOT will exercise leadership with its partners to achieve similar results on their pr jectr. " Since 2008, MnDOT has required that all new construction projects over which they have jurisdiction include "safe and effective" bicycle accommodations. Only highway construction projects are excepted from this requirement. MnDOT is committed to ensuring that transportation options are accessible to all users, including pedestrians. MnDOT's Americans with Disabilities Act Transition Plan was adopted in April, 2010 and revised in July, 2011. It serves as a guide to further MnDOT's vision, mission and core values by outlining key actions for making the state transportation system more accessible. The plan states: DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 13 tv r A C � •� S ti t r) n -r N � _ = � � � J n• ^'• n i pytZ' r A 'b• �, �• E 77 Oa ri v C✓ - y ^ n cr zz n r� z tv rn C/) ri CD n ZZ G 'n '" �• rD v, � -, ,� rn -.i � ^ rr f I - n CJ r Q' � J�^. 1^ n-• '� rt; Q O Q-' .� vii rb z rD ? n O ro On7 C O r= r 4 n Q n 2 CL Q A rD n; A C � •� S ti b pytZ' r A 'b• �, � E rD Oa ri v C✓ '71 r 'Li E rD C ri v C✓ cr n r� z tv rn C/) CD n • fC G 'n '" �• rD v, � -, ,� rn -.i � ^ rr f I - n CJ r Q' � J�^. 1^ n-• '� rt; Q O Q-' .� vii n ro On7 C O r= r 4 n Q n 2 CL Q A rD n; J J � rn ..� ,-• -fir, a � � * � C" � '�. O .— CD n .� n I7. O 1-7 CD PT CD y �"'Y, u � � "_�. r. . � r '•� � � til 7q r O r] O n �) a a traffic control device, or a provision not specifically described in the MUTCD. Of recent significance is the FHWNs Interim Approval of the optional use of green colored pavement in marked bicycle lanes and in extensions of bicycle lanes through intersections and other traffic conflict areas (see Interim Approval document IA -14). Federal law MAP -21, the Moving Ahead for Progress in the 21 st Century Act (P.L. 112-141), was signed into law by President Obama on July 6, 2012. Funding surface transportation programs at over $105 billion for fiscal years 2013 and 2014, MAP -21 is the first long-term highway authorization enacted since 2005. Although the law reduces direct Federal funding for biking and walking projects, it presents a mechanism for funding these projects through state and local governments to fully utilize available funds to make biking and walking safer and more convenient. Quality pedestrian environments are good for small cities and local businesses, and are supported by Federal and State policies and guidance. Image: Durham, New Hampshire (pop. 10,300), via Federal Highway Administration and Pedestrian and Bicycle Information Center (PBIC). DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 15 1.7 Importance of Walking and Cycling Walking and cycling are important modes of transportation with many benefits including sustainability, health, and economic gains. They are also often the only available mode of transportation for certain populations, including young people and children, the elderly, and low income populations. Walking and cycling can also lead to a stronger sense of community connection as a result of increased interpersonal contact between residents, and to improved feelings of safety through the addition of more "eyes on the street." V'Valking as the foundation of a city Most persons are, at least for a portion of their travel, pedestrians. This includes people walking, wheelchair users, joggers, and skaters. The beginning and end of most trips is made as a pedestrian, and thus the pedestrian realm holds a special and universal significance. Some people make entire trips as pedestrians, something vyhich is made easier by a dense and pedestrian -friendly environment. There is broad consensus that an efficient, ,,valkible cite is one where most people lire within 1/4 mile of public transportation and household needs (like a grocery store, for example). Unfortunately, this is often not the case and thus many people rely on automobiles to make their day- to-day trips and errands. When these conditions do exist, the result is a livelier neighborhood which enjoys the benefits of haying more eyes on the street, more local patrons, a more resilient economy, and a greater number of social interactions which huild community ownership and social capital. In this xvay, the pedestrian realm is one of the foundations of human culture worldhvide. Walking and cycling for health and efficient transportation Walking is a healthy option and an important component of living an active life. Those who walk every day have been shown to have a reduced rate of heart disease, adult- onset diabetes, and obesity among other conditions. Safe and comfortable bicycle and -pedestrian accommodations—such as the Cedar Lake Trail, pictured above—attract people of all ages and abilities. Minneapolis recently converted a car travel lane into a comfortable buffered bike lane. Image: Park Avenue, Minneapolis. Cycling is an extremely efficient mode of travel, in fact it is the most efficient form of travel known. The simple chain and gear mechanism combined with the relative lightness of the bicycle give it an energy efficiency that is equivalent of up to 1,500 mpg (statistics vary depending on the source, but provide consistently high numbers). In urban areas, cycling often presents advantages over driving because the density of streets and destinations allows users to move around quickly without worrying about congestion or about finding parking or gasoline. Ridership in urban areas has been shown to correlate with the quality of facilities provided. When appropriate facilities exist, people on bikes are often able to traverse urban areas with greater ease and speed than motorists. Cycling as recreation or for touring are also popular and can provide a boost to local economies through increases in bicycle tourism and related activities. In Minnesota, the Pedal MN campaign aims to encourage this type of cycling. Cycling, like walking, provides important health benefits. This means that a community with good cycling facilities will likely experience an improvement in public health. For improved safety and decreased automobile dependence Legally, bicycles are considered vehicles and must be treated as such by other road users. However, cyclists vary in size and ability, and are sometimes less predictable than motorists. Additionally, cyclists, like pedestrians, are exposed and are more vulnerable in crashes, and therefore require infrastructure that supports their safe travel. About 1/3 of the U.S. population does not drive and relies on transit, carpools and non - motorized transportation. By 2050, the percentage of people 65 and older will increase by 12 to 20% - and about 90% of them will want to remain in their communities. Currently, about half of the people in this age group who don't drive do not currently leave home because of lack of transportation options. An increase in walking and biking cycling means a decrease in automobile dependence, and reduced congestion, pollution and noise. It also increases the potential for more intergenerational social interaction, increased economic vitality, and a strengthened sense of community. City leaders are creating more end -of -trip facilities to encourage residents to bike to their destinations. Image: Bellingham, WA. Separated bicycle infrastructure attracts more people to choose riding a bike for transportation. Image: South Lyndale Avenue, Minneapolis. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 17 1.8 Trip origins and destinations The following are identified as important locations in Hopkins for trip origins and destination: • SW LRT transit stops: 8th Avenue / Downtown Hopkins, Blake Road, and Shady Oak • Park and trail facilities, including Hilltop Park, Maetzold Field, Central Park and Burnes Park, as well as the Cedar Lake Trail, Minnesota River Bluffs Trail and Lake Minnetonka LRT Regional Trail • Schools, including l"'isenhower Elementary, The Blake School, ,klice Smith F,lementary and Ubah Medical Academe • Mainstreet, including shops, restaurants and civic institutions, including I lopkins ikrt Center • 1?mployment centers, including businesses along 1?scelsior Boulevard, Shad\, Oak Road and Blake Road • Other nearby commercial districts, including Knollvvood ;Mall (located in Saint Louis Park) ldentifving safe and comfortable routes to each of these primary areas by walking or biking is a primary objective of this Plan. A summary of origins and destinations identified as being; priorities within I lopkins is provided on the following page. DPAFT 01/11'1? City ct Hcpki•is-.est•ian s,id Dtyr .. Pl: r 18 Trip Origins and Destinations Map ................. - St Louis ' Park L Q e a O, .......... o ~ Q U ; - a+'---------+ Y Knollwood Moll 1 4th St N \` �jh a Lake ✓ �, e�° b Minnetonka Blvr kyl - nka 1,71*1 Q co d 23� u i co t I st St Pie �oe e SVJ QRZ Excelsior Blvd 1c a A r . © Ho n f ' EXCcNi. ilvd — �1 � ._. t' _._...., i 5th Sts -_ u Q 0 u Q 1s 16, °o fl, y Smetana Rd Edina Interlachen Blvd Legend = Commercial = Employment — Schools Parks/Trail Facilities = Future LRT Stations DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 19 i J 4- 5th Sts -_ u Q 0 u Q 1s 16, °o fl, y Smetana Rd Edina Interlachen Blvd Legend = Commercial = Employment — Schools Parks/Trail Facilities = Future LRT Stations DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 19 Bat' 1.9 Existing roadway network Roadway jurisdiction Several entities have jurisdiction or control over the roads and streets in Hopkins. Addressing walking and biking improvements along and across these roads will require the participation and support of these entities. r 2 c rr a p / Hwy? 4th St N M, a t ' a y1gS Rty 1 e L L I st St N cP'� �o z o I Hopkins O h Ii Excelsior Blvd 5th St S u a' v c N of u � Q y 3 _ �6 U Smetana Rd Minnetonka St Louis Pork Q o c Q � Knollwood Mall HwY � Like St NE E�lctteS Edina �E-1111-1 u tD Interlachen Blvd Legend = US Highways =State Highways = County Roads = City Streets = Regional Trails = Future LRT Route Future LRT Stat on, Traffic volumes Traffic volume refers to the average number of motor -vehicles that travel on a given road each day, and is typically expressed as ADT or AADT (Annual Average Daily Traffic). Traffic volume is a direct measure of how busy a road may be, and has implications for walking and biking connections across and along a road. For example, higher volume roads may be more difficult to cross because fewer gaps exist in the traffic stream, and may require traffic control signals to improve safety and comfort for those movements, especially for children and seniors. High volumes of traffic also affect movement along a road, and typically necessitate greater separation between traffic and people on foot or bike in order to provide comfortable and safe travel for them. N _ a ?84 o _ r Sa Louis 7600 0 0 CD 0 N 7? L a o 0 M a ti 0 0 �w� 0 0 LLJF.,Lb,c � c�.i 2950 00 _6 5800 o o 0 t a 0 0 N n F -'3450 �3900� 0 jo M +l� ,1200 0 0 rW4300T5200r47501Ar4500MW4750M 50 800 0 a 0 hh _ hlf m � Eidi na �q50 M5 9300 hFSA1a k Pond r DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 21 I Planning Process and Community Engagement The recommendations in this Plan respond to questions and ideas received from Hopkins residents and their representatives. This section includes an overview and summary of information received at public meetings. In this section 2.1 - Introduction 2.2 - Workshop at Hopkins Farmers Market 2.3 - Workshop at the Depot Coffeehouse 2.4 - Blake Road Corridor Collaborative 2.5 - Project survey DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 23 2.1 Community Engagement for this Plan Community engagement and public participation are the foundation for any plan that seeks to respond to the needs and issues of a community and its residents. As part of the work of this Plan, several opportunities to receive information directly from I lopkins residents have been coordinated and implemented. These include: • A booth, with map and surx-ey activities, at the I lopkins Farmers market, • ;k booth, with map and sur-,-ey activities, at the Depot Coffeehouse, • ik meeting -with members of the Blake Road Corridor Collaborative, • ik public surN-cy, aN-ailable for responses from members of the public, starting in earl, fall of 2012. A project website(http://xN-Nx-Nx-.hopkins-pedhikeplan.info/) has been used to publicize workshop c\-cnts, and to share information about the Plan. In addition, scx-eral social media and x\-eb news outlet contacts were completed, including dissemination of xvorkshop information and Plan purpose through the Depot Coffeehouse Facebook page, and publication of a nexes article providing an oN-erview of the I lopkins Pedestrian and Bicycle Plan through the I lopkins Patch ne,,ti-s site: http://hopkins.patch.com/articles/help-hopkins-buitcl-better-walking-biking-paths A Hopkins resident sharing her ideas for walking and biking in the city at the Hopkins Farmers market. F T r: HopkinsPatch Home Events Dvectory PICS & clips Holidays Real Estate Help Hopkins Build Better Walking, Biking Paths in. ..— Eddor's Note: T -e r;: c .. ecr ,c ,, ., , t3 -1;1'r in 1:'ald') .71:�+':1'11 ry•c rr.l'tty nT ,.',rat 00 yon nos' moi wort wal Kilo o, b k r0 rn Hock rs' Dc .o, 'r it'r ro--- or cl-1 /or mak:nq ,a k.nQ ), pi+i v; :. r.. i .I t,:'-, r - C t,, 4Vr'e1MO111 s ro' rl .r•e ,�,�lrrirp. U' nc;, :)C'nT. Y: �� y:a�• to arlr... . ,,n..t Article announcing the project workshops, published by the Hopkins Patch. `RAFT C? 11 " City of Plepkirs Pecest'iarl and °: - 'jl=r 24 2.2 Workshop at Hopkins Farmers Market Summary The first Hopkins Pedestrian and Bicycle Plan workshop took place at the Hopkins Farmers Market on Saturday, October 13th from 7:30 am to 12:00 pm. Approximately 40 people stopped by the Pedestrian and Bicycle Plan booth to share their ideas and recommendations and learn about the issues being addressed by the plan. A wide variety of visitors stopped by, most of whom were Hopkins residents, but some from neighboring municipalities as well. Tools and activities Activities available at this workshop included: A board activity, with questions about likes, dislikes, and opportunities for improvement for walking and biking in Hopkins, A mapping activity, where participants could draw or mark: ► Destinations in and around Hopkins that they would like to reach by foot or bike, ► Problem intersections, or barriers to pedestrian and/or bicycle travel, that they would like improved, and ► Location of walking or biking assets in and around the city A survey with questions related to respondents' experiences related to walking and bicycling in Hopkins Notes were also taken as part of conversation with participants. A brief summary of the information received through these activities is available over the next two pages. Locating issues and recommendations provided by a Hopkins resident. Downtown Hopkins was valued as an important destination for many participants. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 25 Workshop: Hopkins Farmers Market Walk / Bike Destinations, Assets and Liabilities Ny Wdkaw Park llea r u i s.k park tka Blvd and Shady Oak Rd inneto ka Mills 1 t_.iK.-S:1.0 Walk / Bike Conditions As described by workshop participants 0 Destinations Strengths or assets _ Weaknesses or problem locations Other: OPlanned SW LRT Station location N Hennepin County roadway Please note: Description of points is provided in this report's Appendix. Q n idepath ends - breaks rNtw�M'k Aquila ark N 33rd St Pa,k Pa`s OAK Ht.. Aouii t. .l *Mtka Mills/LRT trail visibility/ Steep for cc ists Busy, bad for peds/bikes and Hopk*tOft�crossing l�LA Fitness driveway s" O gPeople dont stop OHard } O No sidewalk *Too Steep of access rdedon't stop No sidewalk *Cars Don't Stop Q�No traffic light <C> Xing dKWmetry of intersection f bT(osidewalk O O QFatiQ O - +Cyclists not watching road O - _Y Difficult Access b 3 - d '2 N E N ' • e r m � b Z + - _. 0 - No(_� ��ATrail ends h _ � JLC DRAFT C3li 1l i3 City cf Hcpkins Pccest-ian and Eicyc 9 Plan 26 Map activity Participants identified several walking and biking assets in the city, as well as several barriers or impediments to the safe and comfortable movement of pedestrians and cyclists. Notable barriers identified include lack of sidewalks along Shady Oak Road, and difficulty crossing Blake Road, Highway 7, and portions of Excelsior Boulevard. Board activity - Likes, dislikes and opportunities for improvement What Do You Like about Walking and Biking in Hopkins? • Trail riding • Getting all my shopping done without a car • Biking is great in Hopkins, ALL trails lead to Hopkins! • Trail system, east and west • Trails w/trees, feels like the woods! • Soft trails for running, easy on the joints What Do You Not Like About Walking and Biking in Hopkins? • Enforcement (bikes and cars) • Etiquette for riders! • Lack of drinking fountains/ sources of water • Lighting is needed generally How Can We Make it Better? • Develop and share a narrative of what it feels like to be a pedestrian/cyclist/driver and interact with other modes—to build empathy and understanding • Holding motorists accountable • Need a sidewalk on 3rd St N • Pedestrian bridge over Excelsior Blvd would be great • Lighting and emergency call box for Lake Minnetonka LRT • Shady Oak Rd needs lighting • Talk to Parks and Rec department • Improve crossings etc. Community, The aggregate surface of the Lake Minnetonka Regional LRT Trail was named as an amenity for walking and jogging. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 27 2.3 Workshop at the Depot Coffeehouse Summary The second Hopkins Pedestrian and Bicycle Plan workshop took place at The Depot Coffeehouse on Sunday, October 14th from 10:30 am to 1:30 pm. Approximately 20 people stopped by the booth to give their input and/or learn about the issues being addressed by the plan. ;AIthough the majority of those who stopped by were cyclists traveling through the cite and who resided outside of the cite, a number of Ilopkins cyclists and pedestrians also stopped to visit and provide ideas and recommendations. �;r,1 ; ��t'j aCtitr+li�c i\ctivities available at this workshop included: • ;\ board activitN', xvith questions about likes, dislikes, and opportunities for improvemcnt for «calking and biking in I lopkins, • mapping activity, \N -here participants could dravN, or mark: ► Destinations in and around I lopkins that theV- would like to reach by foot or bike, ► Problem intersections, or barriers to pedestrian and/or bicv,cle travel, that theN, Would like improved, and ► Location of walking or biking assets in and around the city • survey N ith questions related to participant experiences related to walking and bicycling in the cite Notes were also taken as part of conversation with participants. it brief Summary of the information received through these activities is available over the next pages. Several Hopkins pedestrians and cyclists stopped by the Pedestrian and Bicycle Plan booth. Many Hopkins visitors appreciate the comfort and convenience of the Minnesota Bluffs Regional LRT Trail. DRAFT 01113 City of Hcpki-is Pecest-! 11 Workshop: Depot Coffeehouse Walk / Bike Destinations, Assets and Liabilities N Aquila Park Oak INA a W 33rd St Park T i ..r.•'._ I - Amo OAK HILI F k . nnela ka Mills G. LIQJIIA � • • , V v r OOk Y � a a' taJ�e 1 o { 7 Kn-_P m�rf Mat! 0A Ridge Country Club �ij� 7 OrClUrd ,4 ~nrY L^ Pai �, D. v1*cxn r xr Sf 9 N anrrcr Or S 7 toke *Road omh/access / 11 4+ v y c Pit HAZEL LANE & No Stoplight Q 168 MINNETONKA MITIS 2 < MkNNEHAHA OAKS MEA A5UV9RtwpK Yr• Sr E•c La 51 FAz 9 P' t z #Side • r i N D0,,Z0 s t POPKIN stop Meds Plowin=-ADA Wad t Y .P�6A Lff @ _ INTERLACHEN PARK '1THAVE'._E 7,OLrrH SthStS Park Walk / Bike Conditions crrrVn, Va Van <' Intorlachltt P. As described by workshop participants PARK VALLEY va&mtr+"g �Visibitity fs=MafyYi>�s tdU Park Irncrfarhen W -d triter+ancrr 31• Destinations � \ a _ Strengths or assets Weaknesses orroblem locations P NINE MILE CrOVF PARKWOOD cakt Other: 4 N KNKXLS a O Planned SW LRT Station location �. c /1/ Hennepin County roadway *Pa ends T a m " s S Y Please note: Description of points is provided in this report's Appendix. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 129 Map activity Participants identified several walking and biking assets in the city, as well as several barriers or impediments to the safe and comfortable movement of pedestrians and cyclists. Notable barriers identified include lack of sidewalks along Shady Oak Read, and difficulty crossing Blake Read, I ligh-,vav 7, and portions of I?Acelsior Boulevard. 13oard activity - Likes, dislikes and or),,)ortu cities for improvement • Necd marc wavtinding! • Unpaved LRT trails • Getting into Minnetonka • hack of public restroom facilities • Route through Downtown Ilopkins (North/ South) In this workshop, some bicyclists expressed dissatisfaction with unpaved trail facilities (contrast with comments from walkers/joggers at Farmers Market workshop in previous workshop). Image: The Lake Minnetonka Regional LRT Trail. DRAFT 0311;13 City cf Hopkins necest,ian and Bi:;yc e Plan 30 2.4 Blake Road Corridor Collaborative Summary The third Hopkins Pedestrian and Bicycle Plan workshop took place with members of the Blake Road Corridor Collaborative at the Dairy Queen located on Blake Road on Wednesday, November 14th from 4:30 pm to 5:30 pm. Approximately 10 members of the Collaborative participated in the meeting and provided their impressions and recommendations for walking and biking in the city, with special emphasis on their experiences and aspirations for Blake Road. Most of the participants live in close proximity to Blake Road, and travel on foot to connect to transit and to local shopping. Tools and activities Activities available at this workshop included: • A facilitated discussion about likes, dislikes, and opportunities for improvement for walking and biking in Hopkins, • A mapping activity, where participants could draw or mark: ► Destinations in and around Hopkins that they would like to reach by foot or bike, ► Problem intersections, or barriers to pedestrian and/or bicycle travel, that they would like improved, and ► Location of walking or biking assets in and around the city Because of time limitations (the meeting was held as part of the Collaborative's regular meeting) a survey was not provided at the meeting, but cards with the URL for the survey were distributed, and participants were encouraged to visit the online survey and provide additional comments through that tool. In addition, notes were taken as part of conversation with participants. A brief summary of the information received through these activities is available over the next two pages. The workshop with members of the Blake Road Corridor Collaborative took place at the Dairy Queen located on Blake Road. This community conversation covered many important ideas and recommendations for Blake Road. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 31 Workshop: Blake Road Corridor Collaborative s Walk / Bike Destinations, Assets and Liabilities �O 3ey willow Fork � Aq�i a hart 3rd u 3tXWa Part mnet ka Mills AQul[A Qom.JX. Xing at 7 and Blake Q� Q . ng Blare w/child near DQ Q Q a> I QQQXing Blake to acce� Cottagevill -S, F,'t — _ QQ Q. _ v Xing Blake w/out signals C Y p Q Q - Walk / Bike Conditions - As described by workshop participants 0 Destinations �r Strengths or assets _ Weaknesses or problem locations - Q ♦ I� Other: C7 OPlanned SW LRT Station location - ool/ Hennepin County roadway Please note: Description of points is provided in this report's Appendix. - DRAFT C3 11'13 City cf Flcpkins Pecest•ian aa -id Qicyc s Plan 32 Map activity Participants identified several walking and biking assets in the city, as well as several barriers or impediments to the safe and comfortable movement of pedestrians and cyclists. Assets named by participants included the city's extensive trail facilities, and favorable conditions near the city's downtown and several schools. Notable barriers identified included the difficulty of crossing Blake Road through most of its length, and crossing Highway 7, especially to access Knollwood Mall, where many of the workshop participants shop. The intersection of Highway 7 and Blake Road was identified as being problematic by several participants. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 33 2.5 Survey results A copy of the administered survey, as well as the complete responses, can be found in the Appendix. A total of 16 people responded to the survey. 01-1: During the summer months - how often do you walk to a destination in or around Hopkins? A total of 1 1 people answered the question. A summary of responses is shown below: Everyday or almost everyday 36% More than twice a week 9% Never or almost never 27% Once or twice a week 27% L. Communis Q1-2: Which destinations? A total of 10 people answered the question and chose up to three destinations. Destinations include: • Mainstreet businesses (shopping, dining, theater and coffee) • Library • Various parks • ,dice Smith Elementary School • Pizza Luce • Driskill'-, Grocery • VIA\', F.Iks and Legion • I acelsior bus stop / Blake Road • Lund's (on Highway 7) • Cargill • St. john's Catholic School/Church Q1-3: What would help you walk more often? ,A total of 9 people answered the question and chose one to three destinations. Ideas include: • Living in closer proximity to Mainstreet • Safety between Blake Road North and 2nd Street • Better connection and access to regional trails • Better path from east I lopkins to downtown • A safe ,valking path from Oak Ridge Road to get to the sidewalks across Hwy 7 • Better neighborhood lighting at night • More shade and a pedestrian buffer on Blake Road DRA.F? C? 11 `1? City cf Hepkris Peceshan and Bicyc e P121r 34 Q1-4: Which destinations in or around Hopkins do you wish you could walk to more easily? A total of 5 people answered the question and chose up to three destinations. Destinations include: • The Depot • Downtown • Library • Burnes Park • Blake Road • Dunn Bros. Coffee • Pizza Luce • Knollwood Mall • Highway 7 to Minneapolis 02-1: During the summer months - how often do you ride your bicycle to a destination in or around Hopkins? A total of 11 people answered the question. A summary of responses is shown below: Everyday or almost everyday 18% More thk twice a week 18% Never or almost never 27% Once or twice a week 36% Q2-2: Which destinations? A total of 8 people answered the question and chose up to three destinations. Destinations include: • Lake Calhoun/Lake Harriet; Chain of Lakes • General Recreation Rides (Lakes, Twins Stadium, Miss. River) • Downtown / Main St (Dining, shopping, entertainment) • MPLS Loop • Library • Cold Stone Ice Cream • Burnes Park and other neighborhood parks • Target • Destinations out of Hopkins (Minneapolis, Eden Prairie, etc.) • C -store • Post office • Bike trails • Lake Calhoun area • Knollwood Mall • Carlson Towers in Minnetonka • Cargill • Driskill's Market • VFW, Legion • Midnite Market DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 135 02-3: What would help you ride your bicycle more often? A total of 6 people answered the question and chose one to three destinations. Ideas include: • Dedicated bike lanes on Oak Ridge Road • Dedicated bike infrastructure for children to ride to f?isenhoNver • Better traffic crossings, including Excelsior, I Iighv-ay 7 and Shad' ()ak • Bike paths on FAcelsior and Blake (similar to downtown Minneapolis) • Roundabouts at busv' intersections • More options for bike lock-up (i.e. bike racks) in front of business, destinations, parks, etc. 02-4: Which destinations in or around Hopkins do you wish you could ride a bicycle to more easily? A total of 4 people answered the question and chose up to three destinations. Destinations include: • Flisenlhoxver/\in Xing 1?lementary • Anything crossing 1?xcelsior (1-larlev, Depot, etc.) • Anything crossing 11igh-v-ay 7 (Eisenhox-,-er Community Center) • Country Village Strip Mall (Lundy, Great Clips, etc.) • South Hopkins Area (along 11th Ave South) • Connecting cities, such as Eden Prairie and Minneapolis DRAFT 033!11/13 City ct Hcpki,is Pecest,iar> aid E3icyc e Plan 30 7W i Recommendations This section includes recommendations for addressing the various systems that can help improve conditions for walking and cycling in Hopkins and bring the vision guiding this work closer to reality. 3.1 - Introduction, visions and goals 3.2 - General recommendations 3.3 - The Organizing Idea for this Plan 3.4 - Map of recommended routes 3.5 - Toolbox of treatments 3.6 - Project and corridor -specific recommendations 3.7 - Bike parking and other end of trip facilities 3.8 - Operations and maintenance 3.9 - Education and encouragement DRAFT 03!11/13 - City of Hopkins Pscest•ian and Bicyc; e Plan 38 3.1 Introduction, visions and goals Introduction This Pedestrian and Bicycle Plan can help the City of Hopkins increase biking and walking opportunities for its residents. With the SW LRT entering preliminary engineering, and three stations within the boundaries of Hopkins, non -motorized mobility will become an even greater asset to the city. Transit riders' choice to walk or bike to their final destinations in the city will be directly influenced by the comfort, convenience and safety that the streets and built environment of Hopkins offer them. Principles and framework Effective planning of walkways and bikeways addresses the following four principles: 1) Provision of facilities on major roads; 2) Provision of additional facilities to develop a comprehensive network; 3) Maintenance of the entire pedestrian and bicycle environment; and, 4) Solving issues created by barriers within the built and natural environment. Facilities on major roads Provision of facilities for pedestrians and cyclists on arterial and major roads is essential because these facilities provide access to and from the vast majority of destinations within a city. They also allow for a network to provide effective and comprehensive connections to, from, and in between the different neighborhoods and business nodes within an area, as well as regional trails that link to other municipalities. If major bicycle and pedestrian routes are only provided on side streets and residential streets, people walking and cycling will not be able to conveniently access the important destinations in a city, and will be, in effect, marginalized because of their choice of mode. The concept of addressing the needs of all users on all streets is called "Complete Streets" (see more discussion of Complete Streets under Section 3.2). Complete Streets that seek to further goals of economic development, placemaking, human interaction and enhanced livability are called "Living Streets." The future Hopkins will develop safe, comfortable and convenient routes and crossings for people. Image: Vancouver, BC, courtesy of David Niddrie, Momentum Magazine. Even major roads, if they offer facilities for sitting, walking and cycling, can become places for people and offer opportunity for increased human interaction Image: San Francisco, CA. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 39 Automobile drivers, even on major roads, adjust and respond to the street environment they encounter. Street reconfigurations that decrease the width or number of motor - vehicle travel lanes can improve safety without hindering performance for drivers and open up dedicated space for walking and biking. Numerous studies have demonstrated that lane narrowing (reducing lane widths to ten or eleven feet) provide no decrease in performance, safety or capacity for city roadway environments. Additionally, four -to - three lane conversions (road diets or "right -sizing") can help free up space to accommodate dedicated space for walking and biking (through widened sidewalks, boulevards, and/or bicycle lanes). Three lane roads can easily handle volumes of 20,000 to 23,000 vehicles per day while reducing crashes and moderating motor -vehicle speeds. I lopkins has a good structure for pedestrian and bicycle mobility, xvith many short blocks and two-lane roads. Within the city, roads to consider for improved facilities include Mai nstreet, 8th ;V-enue, Shady Oak Road, 1 Ith zAvenue, 17th Avenue / I lopkins Crossroad, Blake Road, and Oakridge Road. Emphasis should be given to the roads that directly connect into the planned S\V- LRT stations: 8th ;Av-enue, Blake Road, and Shadv Oak and the 17th ;Avenue extension south of I'Acelsior Boulevard. Developing a network Other facilities must be provided as well in order to create a network that is effective and attractive to users. hor bikewav's this means the inclusion of amenities such as bike racks and other end of trip facilities, xvaytinding signage, and appropriate pavement markings. hor walkways, this means adequate lighting, amenities such as planted strips for aesthetics and comfort, safe and comfortable access to existing and planned public transit, and additional crossing facilities. hor both modes, adequate facilities should be provided to connect to schools, local parks, and other important destinations that may not be found on major collectors or arterials. The areas around Hopkins' schools should be prioritized. Additionally, routes linking regional trails within Hopkins should provide clear and concise wayfinding facilities. A comprehensive street network includes facilities for all users (Portland, OR, pictured above). A robust network connects bicyclists and pedestrians directly to destinations. Here, the network ends when A network that is both comprehensive and effective must be deeply integrated into its the crosswalk meets a parking stall at Eisenhower context. This means using the existing street network for bikeways and walkways as Elementary School. DRAFT 03 It 1'13 City cf Hcpki-is F'ecest-ian and Eicyc D Plan 40 much as possible in order to give cyclists and pedestrians access to the same convenient connections to destinations as motorists. The coming SW LRT in Hopkins should be a priority consideration in the design of pedestrian and bicycle facilities, as well as any existing or future bus routes. Maintenance of pedestrian and bicycle environment Proper maintenance is a crucial component for the usefulness and safety of bikeways and walkways. Maintenance considerations include ensuring that debris and snow are cleared, as well as maintaining the quality of the path and roadway surfaces where cyclists and pedestrians travel, including making sure the surfaces are free of potholes or other surface irregularities. Markings on roadway surfaces require regular maintenance and repair due to frequent wear from motor vehicle use. Inlaid thermoplastic application is recommended for increased durability (see more discussion about maintenance in Section 3.8). Addressing barriers Barriers for cyclists and pedestrians come in many forms and require a variety of solutions. Although Hopkins has a relatively flat topography and does not have any major bodies of water, several barriers exist within its built environment in the form of intersections, wide roads and highways, and right-of-way features such as storm sewer grates and railroad crossings. Other barriers for pedestrians and cyclists include an incomplete pedestrian and bicycle network, inconsistent sidewalk and bicycle facilities, and missing or confusing wayfinding for regional trail users. Solutions for addressing these barriers vary on a case to case basis, but can be found in the best practices for pedestrian and bicycle design included as part of this report. Intersections with significant barriers within Hopkins include Excelsior Boulevard and 8th Avenue, Shady Oak Road and Blake Road, as well as crossing points along Highway 7 and portions of Mainstreet. Recommend Highway 7 is difficult to cross when not in a motorized vehicle due to long wait times and the distance required to cross the street. Excelsior Boulevard acts as a barrier for pedestrian crossings. A very wide center turn lane with no crossing provisions compounds this issue near the Blake School. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 41 3.2 General recommendations These recommendations should be kept in mind when considering potential policy changes to better address the needs of pedestrians and cyclists in Hopkins: Adopt a "Complete Streets" policy "Complete Streets" is a design philosophy that considers the needs of all present and potential users of a community's transportation network. Complete Streets lays and policies ensure that a community's roads and streets are routinely designed and operated to provide safe space and access for all users, including pedestrians, bicyclists, motorists and transit riders, and to ensure that they work for people of all ages and abilities, including older people, children, and people with disabilities. adopting a Complete Streets design policy will help ensure that all street construction and street improvement projects in Ilopkins anticipate and address the needs of pedestrians, cyclists and other users. Over the long run, embedding this Complete Streets approach into the City's normal operating procedures mar do more for pedestrians and cyclists and than any one specific plan could. l�.—J-1Co the v!id"' of rmtorrobile 1ranp Decreasing the width of automobile travel lanes can help calm traffic while freeing up valuable road space for pedestrian shoulders or bicycle lanes. The Institute of Transportation I (ITF , in Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities, a study sponsored by the Federal I lighway Administration (I-TIVA), recommends using a roadway's target (or desired) speed as guidance for the width of travel lanes provided. In general (and consistent with AASHTO guidance), the study finds that ten -foot travel lanes are suitable for local and collector streets with operating speeds to 30 mph, while lane widths from ten to Addressing and providing access across barriers created by other transportation infrastructure is an important component of Complete Streets. The 20 -minute neighborhood By making walking and biking more attractive for short distances, Hopkins can become a place where residents can meet most of their daily needs within a 20 -minute journey on foot (even less time on a bike). As this concept relates to this Plan, all of the necessary and enjoyable things that make life great —including access to schools, parks, workplaces, libraries, and, of course, access to the SW LRT station areas and the rest of the region—could be comfortably and safely accessed within a short walk from every Hopkins residents' home. And one can easily walk a whole mile in 20 minutes! eleven feet are suitable for use in arterials with operating speeds to 35 mph (and as safe as twelve -foot lanes up to 45 mph). Decrease automobile travel speeds One of the factors that most heavily influences pedestrians' and cyclists' perceptions of the relative safety of a street is the speed at which automobiles travel. Streets with high speed limits are less welcoming to pedestrians and cyclists. Several streets which could serve as important pedestrian and bicycle routes in Hopkins are made less inviting by high speed limits currently in place. Typically, 35 mph is considered the upper limit for safely and comfortably accommodating pedestrians and cyclists along roads; lower speeds create much more hospitable conditions for their travel. Minnesota statutes currently allow cities and other jurisdictions to lower speed limits to 25 miles per hour without need of any additional engineering or traffic study if a bicycle lane is provided. According to Minnesota Statute 160.263 Bicycle lanes and ways, Subdivision 4: "Speed on street with bicycle lane" "Notwithstanding section 969.14, subdivision S, thegoverning body of any political subdivision, by resolution or ordinance and without an engineering or traffic investigation, may designate a safe speed for any street or highway under its authority upon which it has established a bicycle lane; provided that such safe speed shall not be lower than 25 miles per hour. The ordinance or resolution designating a safe speed is effective when appropriate signs designating the speed are erected along the street or highway, as provided by the governing body. " At present, there are statewide efforts to reduce speed limits to 25 mph for local and collector streets. In the meantime, motor -vehicle speed limits for all the routes identified in this Plan can be lowered to 25 mph as allowed by the Minnesota Statute cited above. For streets not under Hopkins' jurisdiction, work should be initiated with Hennepin County to lower speed limits in order to decrease barriers and create more favorable conditions for pedestrians and cyclists. Traffic calming and other measures can be deployed to reduce motor -vehicle speeds to 20-25 mph along bicycle boulevards and other residential streets. Probability of survival for pedestrians involved in a motor vehicle crash 20 mph 30 mph 40 mph Speed is a determinant factor in the severity of injuries from crashes. Survival rate is shown in green. Source: Durkin & Pheby; Traffic Management and Road Safety, London, 1992. Resources Complete Streets • Minnesota Complete Streets Coalition • National Complete Streets Coalition • 20's Plenty Campaign - Pilot project in NYC residential areas • Minnesota Statute 160.263 Bicycle Lanes and Ways DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 43 3.3 The Organizing Idea for this Plan The map to the right presents a framework for the recommendations for making walking and biking in Hopkins more convenient, comfortable and inviting. With the upcoming construction of the Southwest LRT, I lopkins has a once-in-a-lifetime opportunity to leverage this significant regional investment and set the stage for improved non - motorized connectivity, im-iting and human - scaled residential and commercial development, and prosperity,. When future LRT -riders detrain, thev, will immediately become pedestrians and vyill relv- on walking or hiking to transport thcroseh-es as far as they feel comfortable and im-ited to do so. Using the three proposed LRT stops in I lopkins as primary nodes, a series of connections to schools, parks and areas of commerce and residence can be made to ensure a vibrant and cohesive transportation network. The inner concentric circle represents a quarter -mile radius; the outer concentric circle represents a half -mile radius from each SSW LRT station (and it only takes ten minutes to walk a half -mile; that's only three minutes on a bike!). DRAFT 03/11'13 City cf f-Icpkiis Pecest'ian a -id Dicyce- Plan 44 3.4 Map of recommended treatments A map showing the recommended walking and biking routes is provided below: r St Louis Park Minnetonka Blvd a P c d Knolhvood Mall a b Hvry 7 O 4th St �lin9a_ a Lake St NE Hopkins ExceW Ld e atttf�- b 2nd St NE �c P y. > S� .0 4A: 5th St S 7th St S 16, �P LL a Smetana Rd_I . .r - �R1-5 Excetslor Blvd Goodrich St Interlachen Blvd r, mi 1/2 mi 1 1/4 mi Legend = B,ke Lane On -street = Bike Boulevard On -street = Cycletrack Off-street = Shared -use Path Off-street = Combined Shoulder On -street = Existing Trail Facilities Off-street = Existing On -Road Facilities On -street = Existing Shared -use Path Off-street = Future Cycltrack Off-street = Future LRT Route = Future LRT Stations DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 45 3.5 Toolbox of treatments A variety of tools and treatments will be useful to address and improve conditions for pedestrians and cyclists in Hopkins. A brief overview of several options that are recommended for application in Hopkins is provided here. Additional measures and information are provided in the Appendix. Sidewalks Sidewalks designate space for the exclusive use of pedestrians, and are a foundational element for a system of pedestrian mobility. Thev, are also a vital component of healthy commercial districts, providing access to businesses, space for street furniture and `' yl -`i At i tORR f- - R7RNIiUR1 - PIDIl TRIAN - - MINIA(4 - /ONf ION! /ONI /UNf plantings, and for the casual interactions that support community interpersonal Sidewalk zones and their uses and relative dimensions in connections. Well-designed sidewalks provide tour distinct "zones" that allow them to a commercial district like Hopkins' downtown. function in different contexts, with dimensions that respond to the the land uses and locations thev- serve. The four zones arc: 1) The pedestrian zone is the zone where people walk. This zone should accommodate people with varying mobility and allow theta to navigate the cite or district safely and comfortable. Width for a main street / commercial district should be between 6 to 8 ft. Width for a residential district should be at least 5 ft. The maximum cross -slope should be 2'%I. 2) The frontage zone is the portion of the sidewalk that provides access to businesses or other uses adjacent to the sidewalk. It is also the space that can be used for outdoor seating for cafes or restaurants in commercial districts. A minimum of 2.5 ft is recommended for store access, with greater widths to accommodate seating. 3) The furniture zone is the portion of the sidewalk where trees, newspaper stands, benches, signs and trash receptacles are placed. Part of its usefulness is that these important elements are placed ,N -here they don't obstruct the mobility of people walking or in wheelchairs. In addition, this zone increases the distance between the DPAFT '3 ' 1i13 aq 1: 7- or ■f 5+:11 -r ! i X11■No . t l 1 Sidewalk zones in a mixed use district like Hopkins' redevelopment districts. DPAFT '3 ' 1i13 aq 1: pedestrian zone and moving motor -vehicles - increasing comfort and sense of safety for people on foot. 4) The curb -zone is the outermost edge of the pedestrian realm and is generally raised above the motor -vehicle travelway to create a defined and safe separation between automobiles and pedestrians. Curbs should be of the vertical type (not mountable) to discourage automobiles from entering the pedestrian space. Application in Hopkins • An existing asset: many of Hopkins' streets already have sidewalks • Sidewalks are recommended to complete gaps in Hopkins' existing residential sidewalk network, as well as to connect business areas, schools and parks to residential neighborhoods. • Commercial zones and redevelopment districts should provide sidewalk infrastructure configured to include the four zones described above. Curb ramps Curb ramps allow wheelchair users, people with sight or mobility impairments, and parents using strollers to easily enter and exit sidewalks and pedestrian crossings. They also make walking generally more comfortable and safer for all pedestrians. They should be used at all locations where pedestrians are expected to cross. The recommended practice is to provide two perpendicular ramps (rather than a single one at a corner) to better place wheelchair users and reduce conflicts with motor -vehicle traffic. Application in Hopkins • An existing asset: many curb ramps exist in Hopkins. However, several appear to not meet ADA standards • ADA accessible sidewalks must have curb ramps at street intersections. ADA curb ramps should be installed at all intersections where sidewalks currently exist, as well as when new sidewalks are constructed. There are many areas in Hopkins where sidewalks once existed. Completing the sidewalk network would support increased rates of walking in the city. Perpendicular curb ramps installed to meet ADA standards. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicyc e Plan 1 47 Marked crossings Marked crosswalks are a visual indication of locations where pedestrian crossings can legally and safely occur. They help create a continuous network for pedestrians, and improve safety by alerting motorists to the potential presence of a pedestrian at a crossing. They should be used at all traffic -light controlled intersections, and at stop - sign controlled intersections in main street commercial districts. When placed at locations with more than one lane of travel per direction (including turn lanes), theN� should be combined with Advanced Stop Bars in order to minimize risk of "I lidden Threat" crashes. Application in Hopkins • An existing asset: many I lopkins intersections alreadx, include marked crosswalks. • All crosswalks should he high contrast with longitudinal ("ladder" or "zebra" t\ -pe) markings. Colored and stamped crosswalks should only be used at controlled locations. Please note that decorative crosswalk treatments made of distinctive materials can fade Unevenly and become ph%,sically uneven over time. • Comnumity- destinations and assets, including schools, parks and transit stations should include marked crosswalks. ledian Crossing islands Crossing islands simplify pedestrian crossings and improve safety by dividing the crossing movement into two stages so that pedestrians only cross one direction of traffic at a time. Thee make crossing high-volume roads safer and easier, and allow slower walkers, including children and seniors, to cross wider roads without xvorrving about getting stranded in the middle of the crossing. Application in Hopkins • At intersections along high -traffic streets such as I lighwav 7, Excelsior Boulevard, Blake Road and ShadN, Oak Road. Marked crossings should be high contrast with "ladder" or "zebra" type markings (Berkeley, CA, pictured above). Median crossing island (Bainbridge Island, WA, pictured above). linage courtesy of FHWA. Curb extensions Curb extensions extend the sidewalk and curb into the motor -vehicle parking lanes at intersection locations. These features (also known as bump -outs) improve safety and convenience by shortening the distance a pedestrian must walk to cross a street; by increasing the visibility of pedestrians to motorists; and by slowing down right -turning motorists. They also decrease the amount of time a pedestrian is in the line of vehicle traffic. Curb extensions work especially well on busy collector streets, on minor arterials where on -street parking is allowed, and in commercial / downtown districts. Application in Hopkins • An existing asset: Many street intersections in the city already feature bump -outs. • Additional intersections throughout the Hopkins Downtown District, including Mainstreet, 1 st Street and 8th Avenue should also include these elements. • Can be implemented on truck routes by using mountable curb extensions (trucks with long loads can still go over, if necessary). • Curb radius for bump -out corners is typically no greater than fifteen feet. Pedestrian Hybrid Beacon (HAWK) The pedestrian hybrid beacon (HAWK) is a pedestrian -activated red -indication signal designed for locations where current engineering practices make providing a standard traffic signal difficult. The HAWK gives pedestrians the ability to comfortably cross busy roads at intersection or midblock locations, and to do so protected by a red - indication signal for motorists. The HAWK is dark until a pedestrian activates it by pressing the crossing button. It responds immediately, with a flashing yellow pattern that changes to a solid red light providing unequivocal "Stop" guidance to motorists - studies show that they are as effective as traditional stop lights in providing protection for pedestrian crossings. HAWKs are included in the MN-MUTCD. Installed cost for a typical crossing ranges between $75,000 to $150,000. An existing asset: curb extension and marked crosswalks in Mainstreet Hopkins. Illustration: HAWK signal at a marked mid -block pedestrian crossing. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 49 Application in Hopkins • Blake Road: Cedar Lake Trail crossing and at Lake Street (Cottageville Park). • Excelsior Boulevard at 15th Avenue to access Central Park. • Mid -block crossings on Excelsior Boulevard and Shady Oak Road. Rectangular Rapid Flash Beacon (RRFB) A Rectangular Rapid Flashing Beacon, or RRFB, is a pedestrian -activated signal that uses an irregular "stutter" flash pattern with very bright amber lights (similar to those on emergencx• vehicles) to alert drivers to \-ield to the pedestrians who wish to cross a road. It offers a higher level of driver compliance than other flashing �,ellow beacons, but lower than the I IAWK. The RRFB is suitable for installation on two to four Iane roads; it is not compatible with a three -lane approach. Installed cost for a typical crossing is betrn-een 510,000 to 515,000 (for two units, one on either side of a street). Application in Hopkins • Near schools, such as along Minnetonka Nlills Road near Alice Smith F.1cmentar\-. • ,At crossings near parks, such as Burnes Park. • At potential mid -block crossings throughout the Ilopkins Downtown District, including on NIainstreet, 1 st Street and 8th Avenue. 100% 75% 50% 25% 0% Motorist compliance with RRFB vs. HAWK RRFB' HAWK Source: George Branyan, Pedestrian Program Coordinator, DC Department of Transportation * RRFB compliance ranges tV,pically from 40-80% per installation, depending partially on how long the signal has been installed. A HAWK signal with solid red light activated. Image courtesy of George Branyan, DC DOT. Solar -powered RRFB installation. Image courtesy of ELTEC Corporation. DP,AFT'3 11 13 Cit`�� ct Ii Oris Pecest-iar� _.-id icy( -Plan 4 Countdown Timers This device consists of a standard pedestrian crossing signal which works in conjunction with a timer that counts down during the period in which the `red hand' symbol would normally be blinking. The timer indicates exactly how much time is left until the light changes, thereby reducing the number of pedestrians stranded in the crosswalk when the signal changes. This tool is relatively well -understood and inexpensive to implement. Application in Hopkins • Build off the existing installations in Hopkins for all signal -controlled intersections. Leading Pedestrian Interval (LPI) LPI refers to a method wherein the traffic signal is programmed so that the pedestrian walk sign occurs several seconds before the `green light' at the parallel street. This gives pedestrians a head start into the intersection so that they are more easily seen when cars begin to move forward. The LPI is typically three to five seconds. Application in Hopkins • Throughout Hopkins' downtown area, including the intersection of Mainstreet and 8th Avenue. Pedestrian countdown timer at a -pedestrian crossing at an intersection. Image courtesy of Bike Walk Lincoln Park. The Leading Pedestrian Interval allows pedestrians to cross before cars are permitted to proceed. Image courtesy of bikeuptown.org. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 51 For Hopkins' biking network Conventional Bike Lanes Bike lanes designate a portion of the roadway for preferential use by bicyclists. Lanes are defined by striping, pavement markings and signage. Bike lanes allow cyclists to travel at their own speed in a space separate from motor vehicle traffic. A thick (eight - inch) stripe for the bike lane is recommended if the lane is not buffered. Width of the bike lane is measured from paint centerline to the edge of the longitudinal joint (if along curb and gutter). Application in Hopkins • ;An existing asset: bike lanes can be found in I lopkins on portions of South Blake Road and North Tyler Avenue. • Bike lanes are recommended for 1st Street N, NIainstrec t, 17th Avenue, 5th Avenue, as well as portions of 2nd Street N, 7th Street S, 11th Avenue, Minnetonka Nfills Road. • Bike lanes - or a shared bike and pedestrian shoulder - should be considered for Ilopkins Crossroad and Oak Ridge Road. ?uffered Bike Lanes Buffered bike lanes provide cyclists with all of the benefits of a conventional bike lane, but with additional space between the bike lane and moving traffic, thereby increasing their comfort. Buffers can provide cyclists with adequate room to pass each other xvithout having to merge into automobile traffic. Application in Hopkins • Buffered bike lanes should be considered first, before conventional bike lanes, when space allows and higher motor vehicle speeds are present. A minimum buffered bike lane should have a tnvo-foot buffer zone and a five-foot bicycle travel lane. A conventional bike lane defined by striping and, in this case, a different pavement treatment (North Lowry Avenue, Minneapolis, pictured above). A buffered bike lane. This example has a buffer on the left for separation from moving vehicles and a buffer on the right for separation from parked cars. Image: Portland, Oregon. DRAFT 33/11/13 City of Ficpkins Pecestian and Bicyc e Plan 52 Advisory Bike Lanes An advisory bike lane is a treatment applied to narrow residential streets. Advisory lanes allow for two way traffic in a narrow middle lane of the street while still allowing room for two bike lanes. In the instance that two cars meet going opposite directions in the middle lane, a car is allowed to merge into the bike lane with caution. The bike lane is marked with dashed lines to indicate that cars and bikes will sometimes mix in that zone. Application in Hopkins • Advisory bike lanes should be considered on streets where bike lanes are recommended, but the street is too narrow to accommodate a dedicated five-foot bicycle lane in each direction. Installation of advisory bike lanes requires education of Hopkins motorists and cyclists to ensure that all road users understand how to use the shared space. Cycletracks A cycletrack is an exclusive lane for cyclists separated from motor -vehicle traffic by a physical barrier and distinct from the sidewalk. Different forms of cycletracks include one-way protected cycletracks, raised cycletracks and two-way cycletracks. Cycletracks significantly increase ridership from all ages and experience levels because the significant separation from motorized vehicles greatly increases rider comfort. Application in Hopkins • Cycletracks should be considered for streets such as 8th Avenue, Blake Road and the future 17th Avenue extension to the Shady Oak Road station; these streets are vital connections to transit and downtown. Over the long-term, cycletracks should also be considered for Highway 7 and Shady Oak Road, where separation from high motor -vehicle speeds can create an increased sense of comfort for cyclists. Advisory bike lanes along each side of a street. image courtesy of the City of Edina. A one-way protected cycletrack. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 153 Bike Boulevards A Bike Boulevard (also sometimes known as a Neighborhood Greenway or Neighborhood Slow Street) is a neighborhood residential street modified to calm automobile traffic, discourage cut -through traffic, and make walking and bicycling in those streets more comfortable. Certain treatments at intersections are sometimes applied to give further priority to cyclists. A speed of twenty miles per hour should be the target motor -vehicle maximum speed on bike boulevards. Application in Hopkins Bike boulevards should be considered for streets throughout I lopkins' central residential area. Applications include portions of I Ith Avenue, 12th Avenue, 4th Street N, 2nd Street MV, and portions of ;Minnetonka dills Road. Additional streets for bike houlevard consideration include 3rd Street S / 2nd Street S and Goodrich Street Ripe? Boxes A bike box is a designated area for cyclists at the head of an intersection. Pavement markings signal to motorists to stop a greater distance before an intersection, allowing cyclists to more forward and stop in the bike box, increasing their visibility and decreasing the possibility of "right hook" crashes. This treatment also gives cyclists greater priority over motorists by allowing them to be the first to begin movement ,x -hen a traffic signal turns from red to green (ideal]V, installed with a leading bicycle signal). Application in Hopkins Bike boxes should be considered for all bicycle lane treatments at intersections. ;Areas would include all signalized intersections along Mainstrect and 1 st Street N, as «-ell as along 17th Avenue and 7th Avenue. Illustration: Bike boulevard intersection treatment. Illustration: A bike box. DRAFT,03;11!13 City of Hcpkins rt ";n Median Crossing Island A median crossing island is a traffic median of full (6 inch) curb height providing a protected space in the center of the street that allows pedestrians and bicyclists to divide their crossing movement and stop - separated from traffic - while crossing the street. This tool is useful especially on multi -lane or high-volume streets where the length of the full street crossing is relatively long. The crossing island should include a designated area for cyclists. Application in Hopkins See application suggestions for Median Crossing Island for pedestrians, and combine if facilities align. Additional consideration should be given to where trails cross busy roads, such as at Cedar Lake Trail and Blake Road. Forward Stop Bar A forward stop bar is a stop bar just for cyclists located closer to the intersection than the stop bar for motorists. By providing a space for cyclists to stop ahead of motorists, forward stop bars provide bicyclists with better visibility of approaching cross -street traffic, as well as giving cross -street traffic a better sightline to see approaching cyclists. Application in Hopkins • A forward stop bar is a tool that may be used in lieu of a bike box to increase visibility of cyclists and may be considered at locations recommended for bike boxes. However, a forward stop bar is limited in its capacity to accommodate more than one cyclist at a red light cycle (unlike a bike box). Combined Bike Lane/Right Turn Lane A combined bike lane/right turn lane positions an advisory bike lane within a portion of the motor vehicle right turn lane. The right edge of the bike lane is marked with dashed lines to indicate that cars and bikes will sometimes mix in that zone. This tool maintains bicycle position and priority when approaching intersections, reducing the risk of right hook collisions at intersections. Illustration: A forward stop bar for bicyclists. Illustration: A combined bike lane/right turn lane. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 55 Application in Hopkins • A combined bike lane/right turn lane can be created when bike lanes are being installed on a street that has existing right turn lanes, such as Hopkins Crossroad. The combined lane maintains the integrity of the bike lane by not ending or interrupting it. Colored Bike Facilities Bike lanes, intersection treatments and other on -street facilities are made more risible by the use of colored pavement. By applying color, the bicycle travel areas are distinguished from the rest of the street, making cyclists more visible to motorists. Federal guidance permits their use in marked bicycle lanes and in extensions of bicycle lanes through intersections and other traffic conflict areas (see 1 � 1 I\V' A «uidance >). Application in Hopkins • Colored bike facilities should first be considered for sections of bike lanes that intersect other streets or driveways. The sections that are colored dray attention to the potential automobile/bicycle conflict zones. • Ideally, high -use bike lanes Would receive a continuous color treatment to make it clear to all road users to expect to see cyclists in this space. • Colored "sharrows" (see below) may be used on bike boulevards. Shared Lane Markings Shared lane markings (often called "sharrows") are pavement markings used to communicate cyclists' right to use roadway space for their travel - to both drivers and cyclists. Sharro-,s help bicyclists position themselves safely in travel lanes too narrow for a motor vehicle and a bicycle to comfortably travel side by side. if ADT is 3,000 or greater, bike lanes should be used instead of sharrows. Application in Hopkins • Shared lane markings should be used as a treatment for streets identified as bike boulevards. A colored bike lane being installed in Minneapolis near the University of Minnesota. Image courtesy of the Minneapolis Bicycle Coalition. A green "sharrow" marking (Son Francisco, CA, pictured above). 1FT ,? 1 it y el I'cpkrli _ ;st`I 1d = -1I--i -%6 • Shared lane markings should not be used in place of a bike lane. Traffic Signals for Bicycles Traffic signals for bicycles are electrically powered traffic control devices that regulate bicycle movement at intersections. These traffic signals give priority to bicyclists, increase the comfort of bicyclists by reducing stress associated with delays at intersections, and discourage illegal and unsafe crossing maneuvers. See Best Practices in Section 5 for information about loop detectors for bicycles. Application in Hopkins • At Excelsior where the North Cedar Lake Regional Trail, the Cedar Lake LRT Regional Trail, and the Minnesota River Bluffs LRT Regional Trail intersect. Bicycle Route Wayfinding Signage A bicycle wayfinding system is a comprehensive network of signing and pavement markings indicating information about destinations along preferred bicycle routes. Wayfinding signage encourages cycling by identifying useful information such as direction of destination, as well as time and distance to destination. Application in Hopkins • Wayfinding signage should be used to direct people from all three planned SW LRT stations to points of interest in Hopkins. • Wayfinding signage should be used to help people connect from the Cedar Lake Trail to the Minnesota River Bluffs Trail, as well as from the Minnesota River Bluffs Trail to the Lake Minnetonka LRT Regional Trail. • Wayfinding signage should be optimized to draw visitors through downtown on their way through Hopkins. • Wayfinding signage in Hopkins should be intuitive so that a cyclist using the trails for the first time will have an easy time navigating the city. A traffic signal for bicycles where previously there was no traffic signal at all (NE Minneapolis, pictured above). Bicycle wayfinding signage should include both distances and times. Image courtesy of Bike Michiana. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 157 3.6 Project and corridor -specific recommendations With the upcoming construction of the Southwest LRT (SW LRT), Hopkins has a fantastic opportunity to greatly improve non -motorized mobility, make walking and biking a more welcoming activity, and make significant strides in its efforts to become a more livable, vibrant and convivial city. The organizing idea behind this Plan is to focus directly on the development of the LRT station locations and develop a clear north - south framework from which logical east -west walking and biking connections can spring. The following section discusses specific areas of Ilopkins and offers recommendations for making cost-effective and potentially transformational improvements. Recommendations are organized in three sections: • Planned SW LRT Station ;areas • Connections to Cite Destinations • Regional Connections 3.6.1 Planned SW LRT Station Areas Planning is Well Underway for the proposed Southwest bight Rail 'Transit line connecting Lden Prairie, Minnetonka, St. Louis Park and I lopkins to do-\vntown Minneapolis, the University of Minnesota and downam-n St. Paul. Three transit stations are planned in I lopkins: Downtown I lopkins, Blake Road, and Shade Oak Road. Priority is given to creating high -qualm, non -motorized access to all three planned I.RT stations to facilitate multi -modal trips and increase access and mobility for I lopkins residents, employees and visitors. The diagram on the next page shows quarter- and half -mile concentric buffers from each of the proposed stations - a half -mile trip takes about ten minutes by foot or three minutes by bicycle. Metro Transit Light Rail is expanding mobility options throughout the Twin Cities. Hopkins' 8th Avenue can become the backbone linking the SW LRT with the downtown Hopkins. DRAFT 33/11/13 City cf Flcpki•is F cst^ :�-id ,. '1-'r . Planned .. k wWithin HopkinsWk t' Big Willow Park * W 33ttl it, Bill Park LENox OAK HILL ieto M 11 v AQuru►� Iio Y AMH q� f Walk St T K oltwoo Q`� Oak Ridge Country Club iMaq Orchard o • +�®• DoWTOW , Lours t'iw Ln Park y ( s f HAZEL LANE k BROOK MINNETONKAfuhl ADOWBROOK hospital lake, St. Z, 1nC'jMo--ExCe4 .. i r�* t�T t Slvd,� Q i • . • L ,y F M brook Golf Course 2 .�q '--:Mevdowbro St Lake !unction _ Rd MerP . Park A ark m CREEKSIDt • E INTERLACHEN PARK Downtown � ` •• Grand Yew Park Cemetery Van WEST ED NA Intedachen ROLLING GREEN Zountry, Club ; ' ¢ Valkenburg t Park interlachen SW lnterlachen.Blvd,,..,�.:,.„ - ` Shady Shad Lqud Oak Oak NINE MILE C PARKWOOD KNOLLS Mirror' I S;; Lake 0. �•. MS� o Beac .oke tteJ_„ ,r cc r Lake 89 3.6.1.1 Blake Road Station Background / Current Condition Blake Road is currently a busy four -lane street. The Cedar Lake Trail crosses Blake Road at the location of the future SW LRT station. The corridor is an important north -south connection for residents, students, business -owners and visitors on the east side of I lopkins. There are currently, areas of limited sidewalk access, and the at -grade trail crossing has limited visibility. Blake Road in this area has about 12-16,000 ,ADT - well below the need for a four lane road. A road diet (four to three lane conversion) should be considered to reduce speeding and crashes and increase space for uses other than car movement. Getieral Recommended Treatments • hour to three lane conversion • Crossing enhancements, including RRFB or HAWK at Cedar Lake Trail Crossing • recess management - consolidate driveways for access to businesses to minimize side -walk disruption INS - --- --_—. ------ A —_ Blake Road recommended street improvement (Scenario A) Right -sizing with Green Bike Lanes After reducing the number of car travel lanes from four to three, highly -visible, six-foot green bike lanes are added against the curbline. The speed along this corridor should be no higher than 30 mph, warranting ten or eleven foot travel lanes and a ten foot center lane. Because most conflicts between road users occur at intersections and driveways, the number of driveways should be limited creating discreet entrance and exit locations from businesses. A vision for Blake Road: Narrower travel lanes are a safe choice at speeds below 35 mph and allow for other road uses such as bike lanes, street trees and enhanced sidewalk space. ^' 9 Highly -visible green bike lanes and a wide sidewalk are made possible by reducing the four -lane cross-section to three lanes. 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The recommendations presented in this Plan can be realistically accomplished by the time the SWLRT is anticipated to open in 2018, providing a short-term path to transforming this important corridor into a vibrantplace that encourages active transportation and conviviality. 3.6.7.2 8th Ave /Downtown Station Background / Current Condition 8th Avenue is the primary connection between the planned Downtown Hopkins SW LRT station and Hopkins' historic Mainstreet. Enhanced bicycle and pedestrian facilities need to be prioritized so that people choose to use non -motorized transportation to traN-el the quarter mile betrn-een the station and Mainstreet. ,VdditionalIN, 8th \k-enue connects trn-o regional trails: the Minnesota Rit-er Bluffs LRT Regional Trail and the Lake Minnetonka LRT Regional Trail. -, t -rel Recommended Treatments • 1 and comfortable bicycle facilitxl • 1?nhanced pedestrian areas with wide sidewalks and room for street furniture • Way inding directing visitors to Mainstreet and the Regional Trails • Bike Station and Nice Ride / public bikcsharc at station deg a OD W I Mainstreet DRAFT 03 11111 3 City of Hepkiis Pecest tan a,id Bicyc e Plan 64 8th Avenue recommended street improvement (Scenario A) Green bike lanes Six-foot green bike lanes are added between the parking and the travel lane. The speed along this corridor should be no higher than 25 mph, warranting ten -foot travel lanes. The green bike lanes should be continuous all the way from Excelsior to the Lake Minnetonka LRT Regional Trail. The crossing at Excelsior should include a crossing island with crossbike treatment along either side of the crosswalks. Easy -to -access wayfinding should be present to help guide walkers and bikers unfamiliar with the Hopkins landscape from and to the SW LRT station and the Regional Trails. 8th Avenue has 66 feet of available right-of-way, allowing for various configurations under Scenario A. Two ten -foot travel lanes plus two six- foot bike lanes allows 34 feet to be used for on -street parking and/or sidewalks. A vision for 8th Avenue: Narrower travel lanes allow for other road uses such as bike lanes, on -street parking, street trees and enhanced sidewalk space. Highly -visible green bike lanes, on -street parking and the current two lanes of motor -vehicle traffic can fit within the existing roadway space. A high-quality sidewalk environment will increase walkability. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 65 8th Avenue recommended street improvement (Scenario B) Cycletrack Like Scenario A, the speed along this corridor should be no higher than 25 mph, warranting ten -foot travel lanes. A vegetated boulevard separates the travel lanes from the cycletrack and sidewalk area on each side of the street. The cycletrack treatment should continue all the way from Excelsior to the Lake Minnetonka LRT Regional Trail, north of Mainstreet. Like Scenario A, the crossing at Excelsior should include a crossing island with crossbike treatment along either side of the crosswalks. Easy -to -access wayfinding should be present to help guide walkers and bikers unfamiliar xvith the I Iopkins landscape from and to the SNS' LRT station and the Regional Trails. S'� LTJ •{ f A separated cycletrack along 8th Avenue will increase the comfort of road users and create a direct connection from the proposed SW LRT station to other destinations in Hopkins. A Cross-section of the cycletrack configuration for 8th Avenue. Crossing detail of Excelsior at 8th Avenue Birds -eye view Intersection improvements include a crossing island on Excelsior, high -visibility crosswalks and "crossbikes," and curb ramp transitions between the crossings and the potential cycletrack treatment on 8th Avenue. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 67 Crossing detail of Excelsior at 8th Avenue Eye -level view In addition to curb ramps and high -visibility crosswalk and crossbike markings, pedestrians and cyclists are invited to cross Excelsior by way of bicycle and walk signals with push-button activation. DRAFT 0311 %13 City d Hcpki-is Pecest'ian aid Bic --P-3- PI --,T 58 s 17*' Y y, walking and biking. The planned SWLRT station is very close already there once you leave the train. This ARTery is complete with ephemeral public art -that invites passersby to enjoy their experience traveling to or from the station. Residents and visitors are invited to slow down and linger, enjoying their surroundings and their commute. Lp s 3.6.1.3 Shady Oak Road Station Background / Current Condition The Shady Oak Road Station will utilize a planned extension of 17th Avenue, a continuous north -south connection in western Hopkins from Excelsior Boulevard all the way to Highway 7. The street continues north as Hopkins Crossroad. Recommended Treatments • Use the existing \N-ide right -of -v -,-ay on 17th A,,-enue to accommodate hilae lanes on each side of the street from 1"Acelsior to 1 ligh«-a\' 7 and clown to the planned station location • The new section of 17th ;Wemle should be a greemt-aN,-tv'pe treatment, prioritizing separated bicv,cle (cycictracks) and pedestrian space and loxx-speed traffic access, if necessary • \V'orl< close]\- xN-ith the redevelopment of the area south of V,xcelsior to prioritize safe and accommodating biking and walking access to the proposed station, both from north of Fxcelsior and along 5th Street S to 11th iWe S DRAFT j'? 11 '? C+ cf flcpkiis .,.,est-i:M 3.6.2 Connections to Downtown Several important connections will help to create a vital grid of routes to connect city destinations with each other, as well as the SW LRT stations. The areas discussed in this section supplement the map of recommended treatments presented in Section 3.4. 3.6.2.1 Mainstreet and Downtown (central and eastern connections) Background / Current Condition Mainstreet is the backbone of Hopkins' historic downtown area. Lined with shops and civic institutions, Mainstreet has many existing assets including curb extensions, sidewalks and pedestrian signals. 1 st Street continues from the west as a residential street and parallels Mainstreet until it reaches 5th Avenue. Mainstreet extends to the east as Washington Ave and connects with 1 st Street, creating an important connection to eastern portions of Hopkins (on the other side of Highway 169). Mainstreet and 1st Street N connect with many north -south streets including 11th Avenue, 8th Avenue and 5th Avenue. Recommended Treatments Mainstreet and 1 st St N • Develop bike lanes on each side of 1 st Street N • Develop colored bike lanes on each side of Mainstreet • Create a continuous sidewalk network on 1 st Street N • Install Leading Pedestrian Intervals for all signalized intersections on Mainstreet • Install bike boxes at all signalized intersections DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 72 • Continue bike lanes onto Washington Ave to connect to Minnetonka Mills Road 11th Avenue, 8th Avenue and 5th Avenue • Right -size / reduce the number of car lanes south of Mainstreet and provide a bicycle boulevard on 11 th Avenue • Provide a bicycle boulevard on 8th Avenue north of 1 st Street N • Provide a cycletrack on 8th avenue south of 1 st Street N (see discussion under 3.6.1) • Prov-ide bike lanes on 5th AN-cnue • Prov-ide bike lanes on Minnetonka dills Road from 7th Avenue to the Cedar lake Trail • Dcv-clop a bicycle boulevard on 2nd Street N from the Lake Minnetonka LR1' Trail to Burnes Park (Park lane) • Provide bike lanes on I st Street S to connect the 8th Avenue cycletrack to Central Park; this also protides access to Downtown Park, Cite I fall and the Post ( )Rice rrr� This existing underpass under Highway 169 is an important asset linking downtown with eastern portions of Hopkins and connecting to the Cedar Lake Trail and 2nd Street NE. Bike lanes on Mainstreet would provide more comfortable access for residents who want to access other city destinations. DRAFT 03 1113 City of Hcpkins Pecest'ian and Bicyc e Pl�'.r 3.6.2.2 1 st Street N and Mainstreet (west connections) Background / Current Condition 1 st Street N is an important east -west connection through central Hopkins. There are currently no bicycle accommodations and limited sections of sidewalk. Mainstreet has shops and civic institutions and many existing pedestrian assets including curb extensions, sidewalks and crossing signals. Both 1st Street N and Mainstreet are the primary connectors to Shady Oak Road. 17th Avenue is an important north -south connection that intersects both 1 st Street N and Mainstreet Recommended Treatments • Develop bike lanes on each side of 1st Street N • Develop colored bike lanes on each side of Mainstreet • Create a continuous sidewalk network on 1 st Street N • Install Leading Pedestrian Intervals for all signalized intersections on Mainstreet • Install bike boxes at all signalized intersections • Develop bike lanes on 17th Avenue from Excelsior to the Lake Minnetonka LRT Trail DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 74 3.6.3 Connections to Other City Destinations This section builds from previous sections and address connections that extend from downtown and the LRT station areas. The areas discussed in this section supplement the map of recommended treatments presented in Section 3.4. The connection from central I lopkins to the I "isenhovver I`Jementary campus on the north side of I lighwaV� 7 is challenging for pedestrians and cyclists. 4th Street, near Mice Smith 1 'lementan', is a quiet neighhorhood street. P-ro,rriended Treatments • Develop enhanced crossings \vith median crossing islands where 12th Avenue crosses 1 7, including high -visibility crosswalk markings, a "crossbike," and reduced wait times • Create a bicvcle boulevard treatment along 4th Street N from 17th Avenue to Minnetonka dills Road • Create a bicycle boulevard treatment on Minnetonka Mills Road near ;Alice Smith I '.lementary from I Iighwav, 7 to 7th Ave (transition to bike lanes on Minnetonka Mills Road—see 3.6.2) • Create enhanced pedestrian connection between Minnetonka Mills Road and I lighway 7 / 12th Avenue intersection • Develop a bicycle boulevard on 12th Avenue from I lighwaN, 7 to the lake Minnetonka 1,RT Trail • Develop a bic\•cle boulevard on 11th Avenue, continuing from downtown to Minnetonka Mills Rd • Continue bike boulevard on 8th Avenue from the south Recommendati Eisenhower Elementary Hr+Y 7 Alice Smith 4th Sr N Elementary i Q s /nneto� ka � ^'iii, Rd t Q > _ L Q L W 5 Lar— L �1s DPAFT 03!11113 City of Hcpki-is Pecest,ian and giryc e Plan 75 3.6.3.2 Southern Hopkins Background / Current Condition Portions of 11 th Avenue South of Excelsior carry over 17,000 cars per day. With current accommodations, cyclists must mingle with automobiles on this busy multi -lane north -south connector in south-central Hopkins. 11th Avenue South is the primary link for workers and residents in southern Hopkins; primary residential areas include Westbrooke Patio Homes, Meadow Creek Condominiums, as well as homes off of 7th Street S. 11th Avenue South is the only access point across the heavy fright rail line just south of 5th Street S. Recommended Treatments • Right -sizing would reduce the number of motor vehicle lanes from four to three, providing space to provide bicycle facilities on 11th Avenue in the form of cycletracks or buffered bike lanes • Provide a continuous sidewalk network throughout the neighborhoods • Develop buffered bike lanes on 7th Street S • Create an inviting crossing and connection to 5th Street S, which will be the point of connection to the Shady Oak LRT station DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 76 3.6.3.3 Shady Oak Road (CSAH 61) Background / Current Condition Shady Oak Road is an important business corridor along the western edge of Hopkins. Bicycle and pedestrian accommodations north of Excelsior are limited and make non - motorized transportation eery difficult. There is a current County project underrn-ay for (SAI 161 (Project Number 9112) that includes road ,vidcning recommendations as well as sidc-\x-alk and trail improvements. Treatments • Coordinate closely with CS:V 1 61 planned improvements • Separated bike/Walk paths on each side of Shade Oak • I':nhanced street crossings Nyith median refuge islands and high -risibility markings • Curb extensions Frith appropriately -sized curb radii • Wayfinding to Shady Oak lake beach from Minnesota River Bluffs Trail and I?xcelsior Boulevard DRAFT C3 11 13 City cl Hopkins Peceshan and Bicyc e Plan 77 3.6.3.4 North Hopkins Background / Current Condition Connections to North Hopkins are made on either Hopkins Crossroad or Oak Ridge Road. Both streets have sections of shoulder on each side. The streets connect to County Road 5 (Minnetonka Boulevard), where an existing shared -use path is present on the south side of the street. Recommended Treatments • Develop a shared bike/walk dedicated space on each side of Hopkins Crossroad and Oak Ridge Road • Use combined right turn/bike lane, or eliminate large sections of right -turn lanes • Create dedicated sidewalks to connect to public transit stops • Mark existing south sidepath driveway intersections with green paint • Complete existing sidepath connections on Highway 7 to connect Hopkins Crossroad to Oak Ridge Road via Eisenhower Elementary School DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 78 3.6.3.5 Blake Road Area/ Eastern Hopkins Background / Current Condition Blake Road is an important residential and commercial corridor in Hopkins. With the addition of the SW LRT station on Blake Road, enhanced pedestrian and bicycle connections will be necessary (see discussion of the Flake Road station are in Section 3.6.1). 2nd Street N F is a vital connector to the downtown area and is currently lacking comfortable pedestrian and bicycle treatments. Blake Road south of I'Acelsior transitions to a two-lane road with bike lanes and connects to The Blake School and residential areas. The Blake School property is bounded on the south bN, an existing trail that connects to 2nd Street South to the ,x-cst. General Recommended Treatments • Create an enhanced crossing of Excelsior Boulevard on each side of Blake Road with crossing islands, high -visibility cross,,walk and crossbike markings, and bike and pedestrian signals • F:xtend suggested road right -sizing and cycletrack treatment south of 1?xcelsior until Blake becomes two lanes; transition cycletrack to existing bike lanes • Create a comfortable and legible connection to downtown and Cargill • Develop buffered bike lanes on both sides of 2nd Street NE • Complete sidewalk gaps on 2nd Street NE • Develop a bicycle boulevard on Goodrich Street • Develop a continuous bicycle boulevard on 3rd Street S and 2nd Street S; connect to existing shared -use path west of I lighwav 169 and existing trail south of The Blake School v uooari n �.t m � 2nd St Exist.Trail .4:=tsar. ""'..----------- - - - - -- - - - - -- DRAFT 0311 13 C'ty d f _,uk,� 79 3.6.4 Regional Connections The City of Hopkins is conveniently located near the City of Minneapolis and adjacent to the western suburbs of Minnetonka (west), St. Louis Park (to the north and east) and Edina (south). Four major regional trails connect with the City: North Cedar Lake Regional Trail, Cedar Lake LRT Regional Trail, Minnesota River Bluffs LRT Regional Trail and Lake Minnetonka LRT Regional trail. Developing safe and convenient pedestrian and bicycle connections to the trails and to the adjacent communities is a priority of this Plan. This section focus on the regional trail assets that exist in Hopkins and how they can be better leveraged as tools for connecting people with places via non -motorized transportation. 3.6.4.1 Lake Minnetonka LRT Regional Trail: Way -finding Background / Current Condition Hopkins is fortunate to be well-connected to many regional trails. For someone unfamiliar with the geography of Hopkins, it is difficult to navigate from one trail to the other, as well as from trails to city amenities such as Mainstreet, schools and other civic institutions. Specifically, the Lake Minnetonka LRT Regional Trail cuts directly through central Hopkins and is an asset for non - motorized transportation, but it is currently unclear how it connects to the Minnesota Bluffs Regional LRT Trail. Recommended Treatments A comprehensive wayfinding system to direct people from the Minnesota Bluffs Regional LRT Trail to the Lake Minnetonka LRT Regional Trail, and vice versa DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 80 • The wayfinding system should be anchored on the 8th Avenue ARTery and be incorporated into public art along the corridor • Wayfinding should be located on the trails, 8th Avenue, as well as on intersecting streets (both of 8th Avenue and the trails in Hopkins) to help create a network of non -motorized mobility • Wayfinding should be extended to a block off of the trails to direct people from the street grid to the trails • V'ayfinding should include both distances and times to destinations Background / Current Condition -.xcelsior Boulevard is a significant barrier to pedestrian and bicycle movement in I lopkins. Safe and convenient non - motorized movement across I?xcelsior xvill be a high priority- to enable connection with the three SVV LRT stations. ikdditionallv°, the area along Excelsior near the North Cedar Lake Regional Trail, the Cedar Lake LRT Regional Trail, as well as the Minnesota River Bluffs LRT Regional `frail, is a confusing at -grade intersection. Recommended Treatments • Create a simple v,et comprehensive waefinding system to direct trail users with information about distances and times to important regional destinations • In the short term, direct trail users to cross Excelsior at -grade at the crossing nearest to The Depot Coffeehouse to transition from the North Cedar Lake Trail to the 'Minnesota River Bluffs Trail, instead of having users cross the railroad tracks on an angle, twice MR Excelsior Blvd DRAFTC3 1113 _ ;i .. • Develop a reactive, highly -visible at -grade crossing of Excelsior near the existing crossing at The Depot Coffeehouse at the US 169 access ramps • Continue the seamless at -grade transition from the Minnesota River Bluffs Trail to the Cedar Lake Trail with highly visible crossing markings, as well as bicycle traffic signals that activate quickly—this should be applied for the crossing of Excelsior as well as where the Cedar Lake Trail crosses Jackson Ave N • In the long term, this development of this area should be closely coordinated with the engineering of the SW LRT—there is an opportunity to combine extensions of the Minnesota River Bluffs Trail and the Cedar Lake Trail as part of an elevated passageway to connect the trails with each other, as well as the existing shared -use path on the south side of Excelsior Boulevard The Excelsior Avenue intersection of North Cedar Lake Regional Trail, the Cedar Lake LRT Regional Trail, and the Minnesota River Bluffs LRT Regional Trail. The area where the two legs of the Cedar Lake Trail come together with the Minnesota River Bluffs Trail. Crossing a major street, such as Excelsior, should be done at grade and with a reactive crossing activation, and with highly -visible crosswalk markings and a median crossing island. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan ; 82 3.6.5 Crossing major corridors There are several major streets in Hopkins that act as barriers to pedestrian and bicycle movement. Without crossing provisions, it is difficult for people to reach their destinations. Where intersections exist, legal crossings also exist in the form of marked or unmarked crosswalks, but sometimes it is unclear to road users who has the right of way. The Toolbox of Treatments (Section 3.5) has solutions for penetrating barriers such as Excelsior Boulevard, Blake Road and Shady Oak Road at mid -block locations or at intersections. 1?ffective solutions include the Rectangular Rapid Mash Beacon (RRFB) and the Pedestrian Hybrid Beacon (IIAKVt . The Pedestrian Hybrid Beacon, or HAWK, is an effective solution for pedestrians and cyclists to cross busy streets. 3.7 Transit Integration This section provides discussion into the importance of integrating pedestrian and bicycle networks into current and future transit networks for the creation of a more effective network overall. Improving bicycle connections to transit can play an important role in making these modes a part of daily life in Hopkins. Easy and convenient linkages to transit help increase the potential number of trips made by bike by increasing the number of destinations available, and by alleviating concerns about lengthy trips, riding at night, and adverse weather. Effective linkages to transit allow pedestrians and cyclists to reach more distant destinations while increasing transit ridership. Good connections between modes can also help make transit more effective. Ease of access by non -motorized modes reduces the need for services such as costly and infrequent transit feeder services. Additionally, the coming SW LRT train will be a significantly more effective for users in Hopkins. Connecting bicycles with transit There are four main components of bicycle -transit integration: • Allowing bicycles on transit • Offering bicycle parking at transit locations • Improving bikeways to transit • Encouraging usage of bicycle and transit programs Bikes on transit Allowing bikes on transit helps extend the distance that a cyclist may comfortably reach. MetroTransit has greatly strengthened the interconnection between cycling and transit in the Twin Cities region by providing space for bikes on all of its buses and trains. On buses, this takes the from of a pull-down rack on the front of the bus. On the Metro Transit LRT trains, each train car has ample designated room for several bikes near the entrance. Cyclist waiting to board LRT train. Photo courtesy of MetroTransit.org. Bike racks are conveniently located on the front of MetroTransit buses. Photo courtesy of Metro Transit.org. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 84 Bike parking at transit Providing safe, long-term bicycle parking at transit stations helps reassure bike commuters that their bikes will still be there when they return from a work, and will encourage bike commuting to transit. Typically, an appropriate mix of short-term and long-term bicycle parking is provided at transit centers. Bicycling to transit Local and national surveys consistently show that the biggest barrier to more frequent cycling is the lack of safe and comfortable routes to destinations, specifically bikeways. Given that transit centers have not traditionally been viewed as major destinations for cyclists, few safe and convenient bikeways from neighborhoods to transit centers have been established. Such bikeways, along with the other necessary components for convenient bike commuting, are an important part of the solution for attracting additional commuters to transit. I? Bicycle "Park and Rides" Many transit agencies in the US have built expansive and costly automobile "Park and Rides" as an alternative to providing costly feeder bus service. Recently, growing concerns about congestion, air quality and facility costs have prompted a reexamination of the "Park and Ride" concept—especially when considering that many of the automobile trips to these facilities are less than two miles, which is an easy cycling distance. Cycling to transit ("Ride to Ride") instead of driving benefits communities by reducing demand for land and lowering taxpayer costs, energy consumption, traffic congestion and air pollution. Bike Stations at transit centers "Bike stations" are common in a number of cities across the US and Canada, and provide cyclists with robust facilities for storage and maintenance of bicycles, generally nearby to transit hubs or other major destinations. Cyclists who ride their bikes to transit can leave their bikes to be stored and serviced as needed while they continue their commute via transit. Bike stations often act as an important way -point, and provide amenities such as long-term bike parking and shower and locker facilities. The McDonald's Bike Center in Chicago is a great example of a comprehensive bike facility which provides amenities such as bike parking, maintenance, showers/lockers, retail, and acts in general as a hub of bicycle activity. Nice Ride A bike share program such as Nice Ride Minnesota can be a great way to increase the effectivity of a transit center. By siting kiosks at LRT stations in Hopkins, commuters are given the option for hassle -free bike access to the transit system, and to the larger bike share system within the Twin Cities. The University of Minnesota recently installed a bike center near the route of the Central Corridor LRT which -provides bike -transit commuters with many services. including showers/changing facilities, and parking. Photo courtesy of the University of Minnesota. McDonald's Cycle Center in Chicago. Photo courtesy of the City of Chicago. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 86 3.8 Bicycle parking Bicycle parking is an end of trip facility that makes it more convenient and inviting for people to arrive by bicycle to a destination. Provision of adequate bicycle parking cannot be overlooked: if these are inadequate or if finding them is enough of an inconvenience, cyclists will next time choose a different mode for arriving or may choose another destination altogether, even if the provided bicycle routes are perfectly safe and convenient. End of trip facilities for Hopkins Aside from special provisions discussed in Section 3.7, the type of end -of -trip facility most needed throughout Ilopkins is bicycle parking. AWhere it exists, it has sometimes been placed in a way that conflicts with pedestrian circulation, or is in other cases of a substandard type or is inconveniently placed, in a location that mai• not be risible or obvious. Given that easily accessible, secure and convenient bicycle parking is an essential and inexpensive tool to support people's choice to travel by bicycle, the provision of ample, convenient and accessible bike parking is one of the first priorities recommended by this Plan. Types of bicycle parking Bicycle parking is commonly grouped into two types: • Short-term bicycle parking accommodates visitors, customers, messengers and others who arrive at a destination and are expected to depart within two hours. A standard "inverted U" rack, appropriate location and placement, and weather protection is recommended. This type of parking is recommended for I lopkins' downtown and shopping districts, and for city parks. • Long-term bicycle parking accommodates employees, students, residents, commuters, and others expected to leave their bikes unattended for more than two JUL ! ICCT NIUM 1UL IITON 1dJfiOMM 'T , t1 i LI N. Bicycle parking conveniently located in a commercial district. Availability of parking provides convenient access to an essential element of a bicycle network. DRAFT 03/11/13 City of Hopkins Pedestrian ald hours. This type of parking should be secure, weather -protected and in a visible and convenient location. It may be provided by using standard "inverted U" racks in a visible, supervised or a monitored location, by bicycle lockers, or by offering a locked room with standard racks and access limited to cyclists only (See Section 3.7). Long-term bicycle parking should be provided at Hopkins schools, office and employment sites. Recommendations • Develop comprehensive bicycle parking options at the three SW LRT station locations (see discussion in Section 3.7) • Improve bicycle parking at Hopkins parks and community centers • Improve provision of bicycle parking in Downtown and at shopping destinations • Improve provision of bicycle parking at employment centers and at multi -family housing units Guidelines for the design of bicycle parking facilities Easily accessible, secure and convenient bicycle parking is a critical component of inviting people to make the choice to travel by bicycle. Providing functional, visible and secure bicycle parking inexpensively and efficiently increases a building's parking capacity, serves those who use bicycles as a mode of transportation, and supports and encourages bicycle use. Choosing appropriate components and layout for a bicycle parking facility will improving the conditions for biking there. Bike parking components Functional and convenient bike parking results from the proper design and combination of the following three elements: • The design of the bike rack itself, which supports the bicycle • The rack area, which may include several individual bike racks Recommendatio` Two types of rack recommended by this Plan: the "inverted U" (left) and the "post and loop" (right). "Wave" racks are not recommended because cyclists tend to use them as if they were a single "inverted U." This limits their actual capacity to two bikes regardless of the potential or stated capacity. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 188 • The location of the rack area, and its relationship to the building entrance it serves and the cyclists' approach to that entrance The bike rack The rack should support the bicycle upright by its frame in two places, enabling the frame and one or both wheels to be secured while preventing the bicycle from tipping over. Additionally, it should not require a cyclist to lift their bike to be able to lock it securelya useful rack design should alloy a cyclist to roll -in or back -in their bicycle to lock it. The rack area The rack area is the "bike parking lot" that the racks and the circulation needed to move in and out of the racks define. To be functional and useful, certain minimum clearances and access rules should be observed: • Individual racks should be located no closer than 30 inches to each other in order to allow sufficient space for case entry and removal of bicycles on either side • No rack element should be closer than 24 inches to a wall or other obstruction in order to allow full usability and easy access to perimeter racks • I.arge rack areas, or rack areas with high turnover, should provide more than one entrance to ease circulation of cyclists and pedestrians • Rack areas should preferably offer protection from rain and snow in order to ease loading and unloading of bikes and to keep bike saddles dry • When multiple ro-,vs of bike racks are provided, the circulation space provided from the ,vhecI of a bike on one row to the closest wheel of a bike on the nest row should be a minimum of 48 inches Location of the rack area One of the most important considerations in providing useful and functional bicycle parking is the location of the rack area in relation to the building it serves. Some guidelines for locating the rack area include: • The recommended location for a bicycle parking area is immediately adjacent to the entrance it serves, preferably within 50 feet. It should be located as close as possible Illustration: Perpendicular bike parking. Illustration: Diagonal bike parking. DRAFT 03/11/13 City ct Hopkins Pecest,ian a,id Picyc e Plan j 89 without blocking the entrance or inhibiting pedestrian movement to or from the building • The rack area should be clearly visible from the entrance it serves and from the building's approach line • Bike rack areas should be as close or closer than the nearest car parking space • Buildings with multiple active entrances should include bike rack areas at each entrance • Racks that are hard to find, are far from principal entrances or perceived to be unsafe will not be used by cyclists Bicycle parking areas should be located as close as possible to the building entrance they serve. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 90 A list of locations where different forms of end of trip facilities should be prioritized are listed below: At SW LRT stations (see Transit Integration, Section 3.7) • Blake Road • 8th Avenue / Downtown Hopkins • Shade Oak At retail and community destinations • Iacelsior Boulevard • Mainstreet • Shadx- Oak Read • I lopkins Center for the Arts • Depot Coffee I 10L1Se • I lopkins Activ-ity Center • I lopkins Pavilion • Cite 1 lall • Post ( )ffice • Libran, At Hopkins schools and community centers • Alice Smith I',lcmentary • 1?isenhoxx-er Elementary • The Blake School • john Ireland 1?lementary • Main Street School of the Performing Arts • Ubah Medical Academe At Hopkins area parks and recreational facilities • Burnes Park • Central Park • Cottageville Park • Downtown Park • Elmo Park • Harley Hopkins Park • I liawatha Oaks Preserve • 1 Iilltop Park • Interlachen Park • Nlactzold Field • Minnehaha Creek Preserve • Oakes Park • Overpass Skate Park • Park Valley Playground • Shade Oak Beach • Shady- Oak Nature Area • Valle\, Park DRAFT 0;3!11!13 City of Hopkins Pecest,ian and Bicyc e Plan 91 3.8 Maintenance This chapter provides an overview of maintenance recommendations for sidewalks and bikeways in Hopkins. For additional guidance and information please consult Chapter 9 (Maintenance) of the Minnesota Department of Transportation Bikeway Facility Design Manual, which is incorporated into this Plan by reference. Walking and biking facilities should receive adequate maintenance to protect the investments made by Hopkins and its partners and to ensure that they continue to provide safe, comfortable and inviting facilities for residents and visitors well into the future. User needs Pedestrians A pedestrian or wheelchair user depends on having a level, slip -resistant surface for their travel. Walking surfaces that are free from unexpected bumps, holes or cracks, and free from ice or other slippery materials, are paramount for their safety and comfort. Pedestrians also depend on the ability of motorists to anticipate and respond to their presence while crossing streets or when otherwise exposed to motor -vehicle traffic; therefore, signs, signals and markings should be maintained and kept in good working condition. Bicyclists A cyclist rides on two very narrow, high-pressure tires. What may be an adequate roadway surface for automobiles (which have suspension and shock -absorbing systems and travel on four wide, low-pressure tires) can be treacherous for cyclists: small rocks can deflect a bicycle wheel; a crack in the pavement or a poorly -placed drainage grate can trap a wheel; wet leaves, ice, and the gravel that gets blown off the travel lane are slippery and can cause a fall. Winter walking, running and biking are increasingly popular activities. Encouraging year-round Active Living requires year-round maintenance. An incorrectly -placed grate can trap a cyclist's wheel and cause a serious fall. This grate, on a bicycle lane, was reported and correctly repositioned the some day. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 92 Addressing user needs Although walkways and bikeways will always be subject to debris accumulation and surface deterioration, a proactive and pedestrian - and cyclist -conscious approach to roadway maintenance and operations will go a long way towards ensuring safe and efficient utilization of Hopkins' non -motorized network assets. (- neral con-Oderations Preventive maintenance reduces hazards and future repair costs. Maintenance costs and responsibility for maintenance should be assigned when projects are planned and budgets developed; typical annual maintenance costs range from 3 to 5 percent of infrastructure replacement costs—for example, a 5100,000 facility should include a S5,000 annual maintenance budgetlife-cycle cost analysis is recommended to determine the net value Of using longer - lasting, higher -quality materials during construction if they reduce yearly maintenance expenditures. Management dans A management plan is a too] to identify maintenance needs and responsible parties. A management plan that includes the maintenance component for a proposed facility should be in place before construction. Additionally, a management plan should include a means for users of the system to report maintenance and related issues and to promptly address them. A facility's management plans answers basic operational and staffing questions such as: I -low frequently are preventive maintenance tasks performed? Who fills potholes? V'ho removes doxvned or dangerous trees? Responds to vandalism and trespassing? Removes litter? Replaces stolen or damaged signs? Waters and weeds landscaping? Acts as the main contact? Does the work? Pays the bills? User -initiated maintenance requests The users of Hopkins' pedestrian and bicycle network will likely be the first parties to notice hazards, maintenance issues, or opportunities to bring improvement to the system. Establishing a formal mechanism for receiving requests for maintenance can help focus and prioritize investments, avert deterioration of the citv-'s infrastructure investments, provide effective management, and reinforce citizen -ownership of I Iopkins' non -motorized netxvork assets. Maintenance Request Program One simple, low-cost way of establishing this program would be through the addition of a "Pedestrian / Bicycle hacility Maintenance Request" button on the city's existing uvcbsite which would take visitors to a web form where they would be prompted to identify the location and nature of the issue they arc reporting. Potential issues that might be reported include small-scale, low-cost improvements, such as sweeping, repairing surface problems, trimming vegetation blocking signs or obstructing; routes, and replacing unsafe gratings. DRAFT0,31/11/13 City of Hcpki,is Pecest•ian and Bicyc s Plar 93 Routine maintenance Snow and ice removal Snow removal is a critical component of pedestrian and bicycle safety. The presence of snow or ice on sidewalks, curb ramps, or bikeways will deter pedestrian and cyclist use of those facilities to a much higher degree than cold temperature alone. Seniors and other vulnerable adults will avoid walking in locations where ice or snow accumulation creates slippery conditions that may cause a fall. Curb ramps that are blocked by ice or snow effectively sever access to pedestrian facilities for wheelchair users and seniors. Additionally, inadequately maintained facilities may force pedestrians and bicyclists onto facilities that may not offer safe or adequate accommodations, or that require them to take a route that is a longer distance. When the surface of a road is covered by snow, the pavement markings that guide and warn motorists, pedestrians and bicyclists may be difficult to see. Care should be taken to clear roads so that pavement markings are identifiable. Snow should be cleared from a roadway's entire surface to allow pedestrians or bicyclists to travel as far as possible to the right side of the road or shoulder. Prioritizing snow clearing operations A useful approach for maximizing the efficiency of maintenance investments is to identify locations where accumulation of snow or ice would significantly impede pedestrian and bicycling access and safety so that these locations are prioritized for clearing by maintenance immediately after a storm event. A year-round approach Snow and ice removal must be planned with the expectation that walking and bicycle facilities will continue to be used during winter months. Care should be taken to place snow and ice well out of the portion of sidewalks, bike lanes and shoulders that pedestrians and bicyclists use. Bike trails and paths should also be swept with regularity. Poorly maintained sidewalks will force pedestrians to use the motor -vehicle travelway, or will deter them from walking at all. A well maintained network of walking and biking facilities can encourage year-round use. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 94 Sidewalks, bikeways, gutters and curb ramps should not be used as snow storage areas for snow removed from streets; city policies should address the clearance of snow from walkways, bikeways and road shoulders as being of equal importance as clearance of snow from the automobile travel lanes in streets. Sweeping Loose sand and debris on the surface of bicycle lanes, paved shoulders, and paved sections of shared use paths should be removed at least once a year, normally in the spring. Sand and debris will tend to accumulate on bicycle lanes because automobile traffic will sweep these materials from the automobile portions Of the road�yay. This is especially true for bicycle lanes that are located directly adjacent to a curb, where debris collects already. Pedestrians and bicyclists are more sensitive and more vulnerable to problems in the roadhyay surface than motor vehicles. A smooth surface, free of potholes and other major surface irregularities, should be provided and maintained. Care should be taken to eliminate other physical problems. Requests for surface improvements could be made through the Pedestrian / Bicycle hacility Maintenance Request Program described above. .. rte, �.7 >";a _ ,..fit ft nrla•,rs Street resurfacing projects provide ideal opportunities to greatly improve conditions for pedestrians and cyclists—b\- narrowing automobile travel lanes, widening shoulders, or adding bicycle lanes, for example. however, if not done correctly (by, for example, leaving a ridge or a joint in a shoulder or bicycle lane), some conditions mac worsen. Items to consider on resurfacing projects that will help improve conditions for pedestrians and cyclists include: • Gravel driveways and alleys should be paved back 5 to 10 feet from the edge of pavement or right-of-way to prevent gravel from spilling onto the shoulders or bike lanes • Using chip seals to surface or resurface shoulders should be avoided, as they will render the shoulder area unusable to most bicyclists • Avoid leaving a ridge in the area where c},clists ride, which occurs xvhere an overlay extends only part-way into a shoulder or bike lane. If possible, the overlay should be extended over the entire surface of the roadway to avoid leaving an abrupt edge. Signs and pavement markings are important features of Nvalkways, bikeways and roadways, and help ensure continued safe and convenient use of these facilities. It is critical that bikeway signs, striping, and legends be kept in a readable condition. Some recommendations to address these infrastructure elements include: • Regular inspection of bikeway signs and legends, including an inventory of signs to account for missing or damaged signs • Replacement of defective or obsolete signs as soon as possible • Regular inspection of striping, and prompt reapplication as needed • Depending on wear, bike lanes may need to be repainted on an annual basis. Bike lane stripes may wear out less often on lower traffic volume streets than on higher volume streets • Durable cold plastic should be used for skip -striping bike lanes across right turn lanes DRAFT 03!11%13 City of Hcpki-is Pecest,ian and F3icyc e Plan 95 Vegetation Vegetation encroaching into and under a walkway or a bikeway creates a nuisance and a hazard for pedestrians (especially for those with sight or mobility impairments) and for bicycle riders. The management of vegetation is generally considered the responsibility of city maintenance staff. To provide long-term control of vegetation, its management should be considered during design and construction. Vegetation management helps to maintain smooth pavement surface, as well as clear zones, sightlines, and sight corners to promote pedestrian and cyclist safety. Vegetation management issues identified by users (e.g. tree roots causing heaving of sidewalk surfaces) may be reported through the Pedestrian / Bicycle Facility Maintenance Request Program described above. Drainage issues Drainage facilities may change grades and deteriorate over time. Ensuring that bicycle -safe drainage grates are located at the proper height greatly improves cyclist safety; it may sometimes be necessary to adjust or replace catch basins to ensure continued safe operations and improve drainage. The small asphalt dams that are sometimes constructed on roadway shoulders to divert storm water into catch basins are a hazard to cyclists and their use should be avoided. Event -related drainage issues (e.g. backed -up grates) and long-term drainage hazards (unsafe grates) can be reported and addressed through the Pedestrian / Bicycle Facility Maintenance Request Program, and should be proactively addressed whenever street improvements are made. Other maintenance activities Patching activities Loose asphalt materials from patching operations often end up on the shoulder, where the larger particles adhere to the existing surfacing, creating a very rough surface for pedestrians and cyclists. Fresh loose materials should be swept off the road before they have a chance to adhere to the pavement. Utility cuts Utility cuts can leave a rough surface for cyclists if not back-filled with care. Cuts should be backfilled and compacted so that the cut will be flush with the existing surface when completed. Extra care should be used when cuts are made parallel to bicycle traffic to avoid a ridge or groove in the bicycle wheel track. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 196 3.9 Education and encouragement Developing walking and bicycle infrastructure is only the first part of increasing walking and biking in a community, as even the best -planned walking or bicycle network will fail to live up to its full promise if potential users are unaware of its existence, or if it's difficult to figure out how to get from one destination to another. In addition, walkers, cyclists and motorists will each do better if they learn how to consistently and courteously share road space with each other and to coexist within l-lopkins' transportation and recreation infrastructure. This chapter presents some ideas that may help Ilopkins invite its residents, businesses and visitors to safely and effectively use the route network that develops from this plan It is titled "education and encouragement" to acknowledge that both of these activities build on each other, and that learning; about safe riding and disseminating information about the city's walking and bikeway networks will lead to more people using them part of their transportation and recreational activities. Inviting users to routes and facilities rJetwork maps People won't use a walking or biking network if they are unaware of its existence, or if they don't know how it may help them reach their routine destinations. printing and distributing bikeway maps is a high -benefit, low cost project that can help cyclists locate bikeN,,-ays, walkers identih, better route choices for their trip, and the city promote its local businesses and festivals. Map inserts can provide information covering such topics as Rules of the Road, bicycle safety and maintenance, and connecting with mass transit. Another low-cost and potentially helpful tool is the addition of existing web -based trip planner services to the 1 lopkins website (like (:yclopath or Google Alaps) where pedestrians and cyclists type in their destination and receive one (or several) recommended routes. Bike rodeos teach safe cycling techniques and encourage families to ride together. -_- �— Bicycle route planning using Cyclopath, a tool developed at the University of Minnesota with support from BikeWalk Twin Cities. DRAFT ;,3!11'13 City cf Hcpkigs Pecest•i r aid I - -F Special community events Special events offer an opportunity to bring attention to practical, fun, and healthy aspects of walking and cycling as tools for getting places and for recreation. Because these events are community -wide and of limited duration, people are more open to participating without feeling like they have to commit to making a long-term change in their travel or recreation habits—they are just skating, walking or biking in their city once, not everyday. But sometimes that's all that's needed to open the door to adopting new travel behaviors over the long term. Some events and programs that can encourage participation include: • Monthly group rides with the City Council or the Mayor or other important local personalities can help promote cycling in Hopkins. Similar events, including Open Streets / Ciclovia events close a road or two to auto traffic once a month and make it a bike and pedestrian -only event. • Parks and recreation programs can work with non-profit or cycling advocacy groups to sponsor cycling events and activities, especially on trails and regional cycling routes. Special bicycle commuter events can help raise the profile and potential for bicycle commuting. Bike to Work Week events, which typically include special publicity, route guidance to first-time bicycle commuters, and group breakfasts, offer an opportunity to try cycling in a safe, relaxed and fun environment. Bike to Work Week events have been held in many Minnesota communities over the last several years. Visitor programs Tourist promotion materials can highlight walking and bicycling as great ways to circulate within and experience Hopkins' natural and recreational assets. Several communities in Minnesota boast of their cycling orientation as part of their identity and as a draw for potential visitors. Completing safe and comfortable connections to the regional trails could help bring in additional visitors and customers to Hopkins' Downtown. r Open Street events close car traffic in one or two city streets and invite residents and visitors to use them on foot or bike instead. Bike Walk to Work Day! Bike Walk to Work Day has been held in the Twin Cities for several years. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 198 Student programs Encouraging student walking and cycling to school helps instill life-long habits of health and activity, and provides proof to students that cycling is a serious and valid transportation option. Some strategies and programs that could be implemented in Hopkins to encourage student cycling include: • Working with local schools to encourage students and staff to ride to school • Working to integrate cycling education into physical education classes • Establishing awards and incentives programs for completion of bicycle classes, or for riding to school so many times per week, etc. • Discounts to area bicycle shops as prizes for outstanding students Increased use of walking and biking can help achieve Transportation Demand Management (I'Mn objectives for workplaces and communities while improving community health and supporting local economic development. Several types of incentive programs are in use in communities throughout the United States. ;Among the most popular are: • Business associations provide: discounts to shoppers who arrive by bike • I?mployers offer parking cash -out benefits, which give commuters who don't drive the cash equivalent of the parking subsidies provided to drivers These programs help address issues of lack of parking and increasing congestion that often sometimes hinder successful commercial areas. I fopkins businesses could offer discounts for customers who arrive on foot or by bike. Learning to ride safely «'alking and cycling are health -promoting and safe activities that can become even safer yvith improved education. Motorists, cyclists, and pedestrians each have much to contribute to making walking and cycling (and other modes of travel) safer and more effective: one of the leading causes of crashes is the unexpected behavior of at least one of the parties involved. Cyclist, motorist, and pedestrian safety programs can help Walking to school also benefits children by helping them learn about the layout and context of their community. Image courtesy Ped Bike Image Library. Bike to school programs help students learn to travel under their own power. Image courtesy of Bikes Belong Coalition. DRAFT,' 311,113 City cf Hcpkns Pecest,iari i'ld Bicyc = reduce the risk of crashes and injuries while giving new cyclists the confidence needed to ride more regularly. In fact, safety training has been shown to be an effective and cost-efficient way of reducing collisions and encouraging cycling. Three main components of safety training are addressed under this section. They center on: • Developing safe cycling skills in children, • Teaching adult cyclists their rights and responsibilities, and • Increasing motorists' awareness of bicyclists' rights on the road, and teaching them how to safely share the road with bicycles For children and young people It is important to share information on safe walking and bicycling with young people from early on. This will help them be safe and will also reinforce the message that walking and cycling are useful and acceptable means of transport. While it is not uncommon for schools in the US to provide automobile driver education for children 16 or older, it is rare to find similar provision of cycling education, even though most children seven and older are able to ride a bicycle and (because of generally poor provision of separated trails) routinely ride in streets that are also used by automobiles. In European countries where cycling serves a much larger portion of all trips it is a given that schools provide formal training in safe cycling for children starting in elementary school. In the Netherlands, for example, children undergo a three week training on cycling rules and maneuvers each year. It is easy to imagine that Hopkins students could receive similar training, perhaps as a component within physical education classes (and one which could help promote a lifetime of safe and enjoyable physical activity). It is also a given that schools, parks and other places where young people congregate need to provide a physical infrastructure that supports children's cycling by making sure that adequate bike parking, and well -marked trails or lanes, are available (covered elsewhere in this Plan). Some approaches School children are most effectively reached when an action -oriented teaching approach and a repetitive practice process are coupled with awards and incentives. Awards and incentives can consist of certificates of completion or bicycle/pedestrian licenses, free or reduced -cost bicycle helmets and other accessories, or discount coupons for area bicycle shops. Messages The following messages should be consistently taught: • Wear a helmet. In the event of a bicycle crash, wearing a helmet can reduce the risk of serious head injury by up to 85%. • Obey all traffic laws. Bicyclists have the same rights, and consequently the same responsibilities, as motorists. • Look both ways before crossing streets. • Always ride with the flow of traffic. • Be predictable and always signal your intentions. • Be visible; wear light-colored clothing and bright or reflective clothing and always use a front light and rear reflectors at night. • In addition, very young children (seven or less) should ride with supervision. For adult cyclists Adult cyclists range in skills and confidence. Some adults are comfortable riding on busy streets and mixing with traffic while others prefer quieter streets or off-street paths. There are adults who ride a bicycle only a few times a year and those who ride often but DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 100 primarily for recreation. Each type of cyclist has his or her own concerns and philosophy about how bicycles fit into the transportation system—education efforts must recognize this and tailor messages to each group. Messages The following messages should be consistently taught: • Be alert. Watch for other users and sudden behavior changes. Pay careful attention to potential road hazards, such as potholes and gravel. ;Adjust speed to maintain control of the bicycle. • Obey all traffic lays; bicyclists have the same rights, and consequently the same responsibilities, as motorists. Disobeying traffic laws makes it more difficult for motorists to know what to expect from cyclists and is potentially dangerous. • Always ride ,vith the flow of traffic. Ride where motorists and others expect cyclists, and never against traffic. • :avoid riding on sidewalks. It is illegal in commercial districts in Minnesota, and puts pedestrians at risk. It also makes it more difficult for motorists to see cyclists—research demonstrates that sidewalk riding is much more dangerous than riding on the street, even in places where no bicycle facilities are provided. • Be predictable. Signal your turns and do not weave in and out of traffic. • Be visible. Wear light-colored, bright or reflective clothing and use front lights and rear reflectors or lights at night. • Wear a helmet. The goal in educating motorists is to foster a broad and general public awareness and respect for bicycling. `fany motorists are already occasional or regular cyclists, and may begin riding more often if they see and feel the emphasis on providing safe conditions for all road users. Bicycle route signs and markings are also helpful for motorists because they remind them of the presence of cyclists and of the need to share space with other users of the road. Information on the rights of cyclists should be included as part of training for all automobile drivers. Messages • Share the road. Cyclists have the right to travel on all roads and streets except limited access freeways. • Give room. hollow and pass at a safe distance. Never get closer than three feet to a cyclist under any circumstance. It is dangerous and illegal under Minnesota law. • Be alert. Watch for cyclists and other users and for sudden behavior changes. Pay attention especially at intersections. • Obey all traffic laws. What Nyould amount to a minor fender bender between two motor vehicles could be a serious injure for a cyclist in a bicycle -motor vehicle crash. Driving the speed limit and coming to a full stop at red lights creates a safer environment for all. • Be predictable. Signal turns well before an intersection. • Cyclists have the right to take full possession of a travel lane in several situations, including when avoiding fixed or moving objects on the road (like vehicles, pedestrians or road surface hazards) and when the provided road space is too narrow to allow a motor vehicle to safely pass with three feet of clearance of the cyclist. • Be patient and courteous with cyclists and other users. Passing bicyclists just before a stop light or sign creates an atmosphere of unnecessary hostility. • Do not honk unless absolutely necessary. Cyclists can hear and see motor vehicles; honking simply jars their nerves. DRAFT 031/11/13 City cf Hopkins Pedest-ian and Bicyc e Plan 101 Becoming designated as a Bicycle Friendly Community The Bicycle Friendly Community (BFC) Program is a program to which communities can apply based on their commitment to the five E's of bike planning. • Education • Encouragement • Engineering • Enforcement • Evaluation & Planning Becoming a BFC has important benefits for a community like Hopkins, including recognition, promotion of community amenities, technical assistance, benchmarking, and inspiration for further improvements for cycling. Hopkins can also partner with local businesses as a part of the Bicycle Friendly Business program. Currently, Minnesota is ranked as the #2 Bike Friendly State in the US, and #1 in the Midwest Region with 5 Bicycle Friendly Communities, 35 Bicycle Friendly Businesses, and 1 Bicycle Friendly University. The next review cycle deadline is February 26, 2013. More information is available at: www.bikeleague.org/programs/bicyclefriendlyamerica/communities/ Photo courtesy of The League of American Bicyclists. Providing education to potential bike commuters is an important component of becoming a Bicycle Friendly Community. Photo courtesy of Bike Commute Tips. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 102 II J'- _10 i �1POE Implementation and Funding This section provides resources and guidance for funding and implementing this Plan. In this section 4.1 - Benchmarks, tasks and timelines 4.2 - Potential funding sources 4.3 - Estimating implementation costs DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 104 4.1 Benchmarks, tasks and timelines There are a number of ways to identify and track whether progress is being made to improve the walking and bicycling environment in Hopkins. Some potential benchmarks include: • Walking (measured by counts) goes up • Biking (measured by counts) goes up • Speeding goes doxx-n • Crashes go dovrn • Use of on -street parking in commercial districts goes up • Noise goes dovt-n • Neighborhoods and businesses are satisfied (based on a before and after impi-m-ement project questionnaire) ;gym' number of these criteria should be selected before embarking on an indiVidual impi-m-cment project based on the goals and objectives of the specific imprON-ement project. Improvements related to the SW LRT IndiN-idual implementation benchmarks for this Plan should be organized around the upcoming planning and installation of the SW LRT. Improvements along Blake Road, 8th rk,,-enue and 17th AN-enue should be prioritized and be tied closely to the detailed station area planning and preliminary- engineering being done this year. Improvements to these corridors should be made concurrently "with the construction of the three SW LRT stations in I Iopkins to create one, complete and deeply -rooted network that is centered along the SW LRT alignment. DRAFT 0111,113 City of Hopkins Pecest•ian a9d Qicyc e Plan 105 Ongoing improvements should be made on a separate schedule and should include the following: • Complete sidewalk gaps in residential areas to complete pedestrian network. Goal is to complete 20% of gaps per year. • Develop bicycle boulevards on all recommended streets within five years. • Create safer crossings with median crossing islands on streets not part of the SW LRT improvements, such as Highway 7, within three years. • Create improvements in North Hopkins along Hopkins Crossroad and Oak Ridge Road within three years. • Improve east -west connections along Mainstreet, 1 st Street N and Minnetonka Mills Rd concurrently with SW LRT improvements, to ensure a complete network develops to bring people to and from the station areas. • Create improvements along 11th Avenue south of Excelsior to connect to points south within three years. Include improvements along 7th Street S and connections to existing paths along Westbrooke Way. • Create improvements along Shady Oak Road that mirror improvements done to Blake Road during the SW LRT improvements. Best practices from Blake Road should be applied to Shady Oak Road, including bicycling and walking facilities and safe, comfortable crossings. • Increase bicycle parking along Mainstreet, 8th Avenue, Blake Road, Shady Oak Road, and other areas including schools, parks and businesses DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 106 4.2 Potential funding sources A variety of funding sources and programs are available to partially or wholly support the improvement of pedestrian and/or bicycle facilities in Hopkins. This section presents a compilation that may serve as a starting point for future efforts. D R A r T 03 11 13 City cf Hcpkris P=c.est'ian and Bicyc e Plaln 107 Walk? Grant or Program name Organization Bike? I Program description Additional information Potential project Both? Intended to link housing, jobs, and other gip: ,www metrocouncil.org Bike lanes and bicycle Livable Communities Metropolitan Both amenities through comprehensive, well- services livcomm boulevards downtown and Development Account Council designed networks. Projects can occur on LCAresources.htm linking to downtown locations. both local and regional scales. http: hennepin.us portal site Hennepin County Transit To be used with multi -jurisdictional HennepinUS Cycletracks or bike lanes Oriented Development Hennepin County Both projects in order to connect people with menuitem.bt ab75471750e40fa linking the three planned SW Grant transit. This includes the provision of 01 dfb47ccf06498 ? LRT stations to other portions pedestrian and bicycle facilities. vanextoia 665fb42321 ff5210V of the city. gnVCM20000048114689RCRD Hazard Elimination and Federal Highway Uses funds from Highway Safety at�t safety.fhwa.dot.gov Crossing of the railroad on Railway -Highway Crossing Administration Both Improvement Program (HSIP) to eliminate safetealu fact sheets Blake Road near the location Programs (FHWA) hazards at railroad crossings and to ftsht1401d.cfm of the planned SW LRT station. provide safe crossing facilities. Federal Highway The NHS provides a number of different htto: www.fhwa.dot.gov National Highway System Administration Both grants, including some that pertain to tannin (NHS) (FHWA) pedestrian and bicycle safety and national highway system facilities. Federal Highway Can be used for pedestrian or bicycle Surface Transportation Administration Both facilities, or the creation of non- www.fs.fed.us ena pubs pdf Program (STP) (FHWA) construction projects such as maps or 07771814.pdf education. D R A r T 03 11 13 City cf Hcpkris P=c.est'ian and Bicyc e Plaln 107 Walk? / Grant or Program name Organization Bike? / Both? Congestion Mitigation and Federal HighwayAdministration Both Air Quality Act (CMAQ) (FHWA) National Scenic Byways Federal Highway Program (NSBP) Administration Pedestrian (FHWA) Recreational Trails Program Highway Safety Improvement Program (HSIP) Transportation Enhancements (TE) Safe Routes To School (SRTS) Active Living Research Program description Additional information j Potential project Intended to reduce air pollution and congestion by encouraging cycling and http:/iwww.fhwa.dot.aov/ walking through provision of facilities or environmenVair quality/cmag! other resources such as maps and education. This grant is used for construction of htt ://www.b wa sonline.or / pedestrian walkways along scenic �y y byways. It requires 20% local contribution. r n Can be used for construction and/or Improvements related to the Federal Highway Lake Minnetonka Regional Administration Both maintenance of recreational trails for http://www.fhwa.dot.gov/ motorized or non -motorized transport. At environment/recreational trails/ LRT Trail, the Minnesota Bluffs (FHWA) Regional LRT Trail, and the least a 5% local contribution is required. Cedar Lake Trail. Intended to increase safety and reduce Federal Highway fatalities on the National Highway System. htt :/://}/ssatety.fhwa.dot.goq v/hsip/ http://www.fhwa.dot.aov/ Sidewalk gaps throughout the environment/ city; cycletrack and bike lane transportation enhancements/ projects. Administration Both This includes pedestrian and bicycle (FHWA) pedestrian and bicycle facilities along facilities. A 10% local contribution is school routes. Active Living Supports studies which promote active required. Federal Highway regards to childhood obesity. Intended to provide transportation Administration Both enhancements including rail -to -trail (FHWA) programs, 'main street' projects, and streetscape improvements among others. National Center for This grant is provides funding for Safe Routes to Both pedestrian and bicycle facilities along School school routes. Active Living Supports studies which promote active Research Both living through policy, particularly in regards to childhood obesity. Crossing improvements on http://www.saferoutesinfo.org/ Highway 7; bike lane and bikeboulevard improvements near Alice Smith Elementary. www. a ct i v e I i v i n a re s e a rc h. o ro/ arantsearch/grantopp ortunities DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 108 , Walk? I Grant or Program name Organization Bike? I Both? Safe Kids Walk This Way Safe Kids USA Pedestrian Job Access and Reverse Commute Grants Land and Water Conservation Fund (LWCF) Rivers, Trails, and Conservation Assistance Program Federal Transit Administration Both (FTA) Department of Natural Resources Both (DNR) National Park Both Service (NPS) DRAFT 03/11;13 City cf Hcpkins Pecest-on a -id Dicyc c Plan 109 t Program description I Additional information Potential project Intended to create a safer pedestrian hUp://www.safekids.ora/in-your- environment by educating motorists and children. This goal is achieved through area/coalitions/minnesota state html community engagement practices. This program aims to connect low-income residents and welfare recipients to work ht: fta.dot.gov arrants places via transit access and pedestrians 13093 3550.html and bicycle facilities. Intended to protect local land and water resources in a number of ways including http: www.dnr.state.mn.us trails which promote the enjoyment and grants recreation protection of resources via non -motorized parkroads. �itmI transportation. Provides guidance to communities for the htto: www.nps.gov ncrc preservation of land and water as well as the development of recreational trails and programs r,ci contactus greenways. cu apply html DRAFT 03/11;13 City cf Hcpkins Pecest-on a -id Dicyc c Plan 109 4.3 Estimating implementation costs The following tables are provided as a guide—a first step toward estimating probable costs for implementation projects. Contingency, engineering/design, construction and administration costs are not included. See additional information at wwwbic\-clinginfo ori/ bikecost . Striping Treatment description 4" Dashed 6" Dashed 8" Dashed 4" Solid 6" Solid 8" Solid "Zebra" striped crosswalk (thermoplastic) Pavement markings Treatment description Bike lane symbol (paint) Bike lane symbol (thermoplastic) Shared lane marking (thermoplastic) Green bike lane (paint) I_Colored pavement (thermoplastic) _ Unit LF LF LF LF LF LF LF Unit cost $0.75 $1.00 $1.25 $1.00 $1.50 $2.00 $120.00 Signs, Signals and Wayfinding Treatment description Unit Wayfinding sign (including post and base) EA Regulatory/warning sign (including post and base) EA Pedestrian hybrid beacon (RRFB) LS HAWK signal system LS Bicycle signal EA Loop detector EA Intersection treatments / traffic calming Treatment description I Unit Median extension for pedestrian refuge (6 ft x 8 ft) EA Pedestrian refuge island, small (1100 sf) EA Pedestrian refuge island, large (2300 sf) EA Speed hump (raised crossing) EA Unit cost $400.00 $300.00 $15,000.00 $100,000.00 $10,000.00 $1,500.00 Unit cost $5,000.00 $12,000.00 $25,000.00 $2,500.00 Unit cost $190.00 $3,700.00 $150.00 $4,000.00 $1,500.00 $8.00 DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 110 Other Treatment description =Unit Unit Unit cost Bicycle parking (inverted U) EA EA $75.00 _ - Street lights EA EA $200.00 Bollard EA EA $275.00 LF $19.00 _ Underpass � LF ADA Curb ramp EA SF $10.00 Concrete Sidewalk SF Unit cost $400.00 $300.00 $15,000.00 $100,000.00 $10,000.00 $1,500.00 Unit cost $5,000.00 $12,000.00 $25,000.00 $2,500.00 Unit cost $190.00 $3,700.00 $150.00 $4,000.00 $1,500.00 $8.00 DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 110 0 Q. 1 �' ��.��14 . '�+`'_`.}.tom. `���✓� 1 46- r , C 1 _ - -- � l This section provides additional resources and information related to the work of this Plan. In this section A.1 - Survey form A.2 - Rules of the road for Minnesota cyclists A.3 - Best Practices DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 112 A. � ���°� uuuinvc survey This survey is part of a project to devOop � Pt,&%Iri.fn ind Bi(ydt- PI.- for the City of Hopkins ~.". ^~".``=.'^*."`"~^°.=`~.". "`.`^°/. on, .,,`^.~"."^m .... .."./^.`p^"v." .^.,.`v~.~,�,,."~.".n'—^.`^.."^./.`^^. "......^......., ..~^. ^."....^. r.""./^^.. ..... ... ... ...... ... /°.'*_ D`^~...`,/ n^^'"."o'^.*r."",m~...".,, Which ���m�m�""�w������=m�m��°�, (�=/��mthree) Destination Destination Destination 3 m.,~.If- `"....... ~°~^` `^"~^'~'^r^"'`�,^'"^^p"'"^'^`^"^'^'"'"~'''"~' "..'`.^`` ,m,,~w~^.~.°top �+.^°.~'~, p.^.."..2 ww"."u^.",r"..^,,~.^.r/.......... ^,"' DPAFT03,1113 City nfHuokiris '71cyce�|xn l`3 Which destinations in or around Hopkins do you wish you could ride a bicycle to more easily? Sully - CRrot HCOMSoed"(0—nd t yCv P1W (Please list up to three) Destination 1 Destination 2 Destination 3 Please provide any additional information or ideas that you think could help Improve conditions for walking or bicycling in Hopkins: I want to continue to be involved in this process. You can reach me at: Name / Daytime phone / Email (OPTIONAL) My residential address is: DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 114 A.2 Rules of the road for Minnesota cyclists This is a summary of Minnesota laws describing cyclists' rights and responsibilities (from M.S. 169.222, and M.S. 169.18). Sharing this information as part of education campaigns for children, seniors and other adults will help improve saferv- on I lopkins' roads and trails. 1) Ride on the right ,vith traffic; ober all traffic signs & signals; bicv-clists have all the rights and duties of anv, other v -chicle driver. (subd. 1) 2) legal lights and reflectors are required at night. (subd. 6a) 3) ;arm signals required during last 1011' prior to turning (unless arm is needed for control) and while stopped Nvaiting to turn. (subd. 8) 4) (:yclists may ride two abreast on roadways as long as it does not impede normal and reasonable movement of traffic. (subd. 4c) 7) When passing a bicv,cle or pedestrian, motor vehicles shall leave at least 3 feet clearance until safe]- past the bicV�cle or pedestrian (169.18 subd. 3) 6) Ride as close as practicable to the right hand curb or edge of roadway except; - \C hen o,, ertaking a v -chicle b) \t -hen preparing for a left turn c) When nccessart, to avoid conditions that make it unsafe, e.g. fixed or moving objects, such as hazards, or narrow --width lanes. (subd. 4a) 7) Yield to pedestrians on sidewalks and in cross«7alks; give audible signal when necessare before overtaking. (subd. 4d) 8) Riding on sidewalks within business districts is prohibited unless locallN, permitted. (subd. 4d) 9) It is illegal to hitch rides on other vehicles. (subd. 3) 10)Only one person on a bike unless it's equipped for more, or a legal baby seat is used. (subd. 2) 11)It is illegal to carry anything that prevents keeping one hand on handlebars or proper operation of brakes. (subd. 5) 12)Bicycle size must allow safe operation. Also, handlebars must not be above shoulder level. (subd. 6c & 6d) 13)Un1ess localh, restricted, parking on the sidewalk is legal as long as it does not impede normal movement of pedestrian or other traffic. (subd. 9a) 14)1.egal parking on a roadway, that does not obstruct legally parked motor vehicles, is allowed. (subd. 9b) DRa.FT 03;11;'13 City of Ncpki-is Pecest-ion and 6icyc e Plan 115 A.3 Best Practices The City of Hopkins Pedestrian and Bicycle Plan Survey of Best Practices INTRODUCTION PUBLIC HEALTH BENEFITS PEDESTRIAN FACILITIES BICYCLE FACILITIES ADDITIONAL RESOURCES AND REFERENCES DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 116 The City of Hopkins Pedestrian and Bicycle Plan Survey of Best Practices - Introduction CREATING A ROBUST AND EFFECTIVE NETWORK iA carefully thought out, well-designed and consistently - maintained pedestrian and bicycle network, that connects community destinations and provides comfortable conditions for its users will encourage walking and bicycling for transportation and recreation and improve safety, accessibility and convenience for all users. \ good network also encourages safetN,. ;A network with gaps along desired routes will increase the probability that pedestrians and cyclists mai- act in xvays that endanger themsch-cs or others on the street. ,An interrupted or unsafe network also discourages use, especially among novice cyclists and pedestrians with special needs or disabilities. To develop and achieve a good and effective network, appropriate facilities for travel, safety, and wavfinding must be employed such that there are no significant gaps in the infrastructure that might create barriers or obstacles for pedestrians and cyclists. This applies to both mid -trip and post -trip facilities, especially in regards to cyclists. The following document is a series of best practice recommendations with design guidelines and applications to the specific context of I Iopkins. AMR DRAFT 03!11!13 - City of Flcpkiis Pecest,ian and Bicyc e Pl-,1 The City of Hopkins Pedestrian and Bicycle Plan Survey of Best Practices - Public Health Benefits PROMOTING ACTIVE LIFESTYLES THROUGH THE BUILT ENVIRONMENT The built environment impacts our daily decisions about how we get to the places we are going. By providing infrastructure that invites the use of active modes of transport such as biking and walking, we can potentially reduce the incidence of chronic diseases linked to inactivity such as diabetes, asthma, heart disease, hypertension, stroke, colon cancer, osteoporosis, depression, and breast cancer, and can also reduce the prevalence of risk factors like overweight and obesity. A lack of physical activity especially impacts young people, who as a population are showing drastic increases in rates of obesity and diabetes. Increased opportunities for walking and cycling not only address these conditions, but also help to instill life-long habits of healthy and routine physical activity. By providing safe and comfortable routes to schools and other popular destinations within Hopkins, residents can easily participate in meaningful and regular exercise by walking or biking. Other beneficial health effects include a reduction of air pollution, reduced incidents of injuries caused by car crashes, and an increased feeling of independence and empowerment. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 118 The City of Hopkins Pedestrian and Bicycle Plan Survey of Best Practices - Pedestrian Facilities Sidewalks Sidewalks - General Sidewalk Frontage Zone Sidewalk Pedestrian Zone Sidewalk Furniture Zone Sidewalk Curb Zone Curb Ramps Intersections Marked Crossings Median Crossing Islands Curb Extensions Signals Pedestrian Hybrid Beacon (HAWK) Rectangular Rapid Flash Beacon (RRFB) Countdown Timers Leading Pedestrian Interval (LPI) t) Best Practices Curb Ramps Description Curb ramps allow for people with disabilities or limited mobility to easily enter and exit pedestrian crossings. They also make walking generally more comfortable and safe for all pedestrians. Design guidance • Preferred design is to provide two perpendicular ramps rather than one Advantages and Constraints • Properly designed curb ramps make the pedestrian realm accessible to people of all ages and abilities • Properly designed curb ramps encourage safe and easy crossing of streets • Improperly designed or positioned curb ramps can encourage pedestrian/ automotive conflict on the corner in order to better place wheelchair users and reduce conflicts with traffic • The slope of a ramp should be no greater than 8.3% • Ramp width is a minimum of 48", with a corresponding landing of equal width • Detectable warnings must be included for people with vision impairments GENERAL APPLICATION • Curb ramps should be employed at all locations where pedestrians are expected to cross Perpendicular curb ramps. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 120 Best Practices Marked Crossings DESCRIPTION Marked crossings are a visual indication of where pedestrian crossing can legally and safeli, occur. ADVANTAGES AND CONSTRAINTS • ;AIcrt motorists to potential pedestrian presence in an intersection or at a crossing • Create a safe crossing environment for pedestrians • Lo«- cost Design guidance • Should be combined with Advanced Stop Bars in order to minimize risk of "Hidden Threat" crashes • l ligh visibility, crossings are longitudinallN, marked and are easier for motorists to see • Crossings marked with paN-ers or decoratn-e treatments are discouraged as theN, can be difficult for those «-ith mobilitN, impairments • Longitudinal high-x-isibilliy marked crossings are preferred • Minimum markings consist of solid xN-hite lines betrn-een 6-24" in v-idth (N1L'TCD) GENERAL APPLICATION • Should be used at all controlled intersections (stop signs or traffic lights) • Should be used at uncontrolled crossings onh� \N, -hen speeds do not exceed 40 mph to discourage unsafe crossings • Trail or school routes should have marked crossings • At least every 1/8 mile Examples of high visibility marked crossings: Continental, Ladder, Staggered Continental. Image courtesy of Michele Weisbart, Model Design Manual for Living Streets. DRAFT 03111,'13 City of Flcpki-is Pecest-iar a -id Bicyc - �21_- r 13' Best Practices Median Crossing Island DESCRIPTION Crossing islands make pedestrian crossings safer and easier by dividing them into two stages so that pedestrians only have to worry about crossing traffic one direction at a time. ADVANTAGES AND CONSTRAINTS • Make crossing of high volume roads safer and easier • They allow for slower walkers such as children and the elderly to cross wider roads without worrying about getting caught in the middle • Requires additional space for the provision of a median in the center of the road Design guidance • Trees and low ground cover increase visibility beyond signage to alert drivers to the presence of the median island. • Minimum width of 6' • Adequate lighting must be provided • Pedestrian path in the median should be angled so the pedestrian faces traffic before crossing (MUTCD) GENERAL APPLICATION • Wide roads • Roads where speeds are high or there are high volumes of traffic • Schools, transit hubs, trails, shopping centers and work centers Median crossing island (Bainbridge Island, WA, pictured above). Image courtesy of FHWA. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 122 • Best Practices Curb Extensions DESCRIPTION Curb extensions are the extension of the sidewalk and curb into the travelway at corners. ADVANTAGES AND CONSTRAINTS • Increased pedestrian visibility • Shorter crossing distances • Increased waiting space on corners; additional room for perpendicular curl) ramps • iWitional room for street furnishings • Reduced speed of turning vehicles • dight complicate turning for larger vehicles • Compatible with snow plowing operations, but should be communicated to maintenance crews DESIGN GUIDANCE • Curb extensions are not to interrupt travel lanes, including bike lanes. GENERAL APPLICATION • Curb extensions should only be applied where street parking is present • Should never extend into travel lanes, including those designated for cyclists Illustration: Curb extensions at an intersection. DRAFT 03111!13 City of Hcpkins Pecest,ian a,id Bicyc e Plan 1'13 Best Practices Pedestrian Hybrid Beacons (HAWK Signals) DESCRIPTION The pedestrian hybrid beacon is a pedestrian -activated red -indication signal designed for locations where a standard traffic light is not justified by warrants. ADVANTAGES AND CONSTRAINTS • Gives pedestrians the ability to cross a uncontrolled intersections that may be relatively busy • Can be applied to less busy pedestrian routes than standard traffic signals • Less expensive than a standard traffic light • New treatment; many engineers and agencies are unfamiliar with it • More expensive than some options DESIGN GUIDANCE • An advanced stop bar should be installed in front of the crosswalk. • When used, signs and crosswalks should be used in conjunction with the beacon. GENERAL APPLICATION • Where no traffic signal is present • Where a crosswalk exists • Where 20 or more pedestrians per hour cross a given location Illustration: HAWK Signal at a pedestrian crossing. EXAMPLE CITIES • Vancouver, British Columbia • Lawrence, KS • Tucson, AZ DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 124 Best Practices Rectangular Rapid Flash Beacon (RRFB) DESCRIPTION The Rectangular Rapid Flash Beacon (RRFB) is a flashing LED that is placed ahead of a crosswalk. It helps alert drives to the presence of the crosswalk. ADVANTAGES AND CONSTRAINTS • RelatWely inexpensiv-e • 1 ligh levels of driver compliance • Ubiquity of RRF13's could reduce their tendency to be noticed by drivers DESIGN GUIDANCE • Employing RRFB's only at crossing problem areas, school routes, or other high volume routes in order to prevent a decrease in compliance • A beacon should be placed between the pedestrian crossing sign and the attached arrow plaque GENERAL APPLICATION Solar -powered RRFB installation. Image courtesy of ELTEC Corporation. • RRI,'B's can be used at crosswalks where no traffic signal is present. EXAMPLE CITIES • St. Petersburg, FL • Calgary,, Alberta • Tucson, AZ DRAFT C3/11/13 City of Hopkins Pscest-ian a -id 3';;yc e Pl r 1 Best Practices Countdown Timers DESCRIPTION This device consists of a standard pedestrian crossing signal which works in conjunction with a timer that counts down during the period in which the `red hand' symbol would normally be blinking. The timer indicates exactly how much time is left until the light changes ADVANTAGES AND CONSTRAINTS • Relatively low-cost • Well understood • Reduces the number of pedestrians in the crosswalk at the time of the light change • Easy installation DESIGN GUIDANCE • Can be used to replace existing standard pedestrian crossing signals at intersections with high traffic volumes or pedestrian populations with need for greater protection such as elderly citizens and school children. • Costs range from $300-$800 per installation, generally GENERAL APPLICATION • Wide crossings • Crossings with high pedestrian or vehicle traffic volumes • School crossings • Crossings where elderly citizens are expected Pedestrian countdown timer at a pedestrian crossing at an intersection. Image courtesy of Bike Walk Lincoln Park. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 126 Best Practices Leading Pedestrian Interval (LPI) DESCRIPTION LPI refers to a method wherein the traffic signal is programmed so that the pedestrian walk sign occurs several seconds before the 'green light' at the parallel street. This gig cs pedestrians a head start into the intersection so that they are more easily seen when cars begin to move forward. ADVANTAGES AND CONSTRAINTS • Requires only reprogramming, not additional equipment, and is therefore inexpensive • Gives pedestrians a longer, safer crossing period • Increases visibility, reducing collisions • LI'I's have received positive feedback from pedestrians and drivers alike in that they reduce conflicts DESIGN GUIDANCE • A LPI of 3 seconds has been shown to provide an adequate lead for pedestrians without reducing the green light time significantly GENERAL APPLICATION • Particularly useful for school crossings • Also useful for crossings where elderly citizens are expected • Anv, intersection where high volumes of pedestrian traffic are expected The Leading Pedestrian Interval allows pedestrians to proceed before motorized vehicles. Image courtesy of FHWA. EXAMPLE CITIES • St. Petersburg, FL • Orlando, FL • New York (.ity, NY • Minneapolis, NT IN DRAFT 0,11'13 City of Hcoki is Pecest'iai) The City of Hopkins Pedestrian and Bicycle Plan Survey of Best Practices - Bicycle Facilities Urban Bikeways Conventional Bike Lanes Buffered Bike Lanes Contraflow Bike Lanes Advisory Bike Lanes Cycletracks Bike Boulevards Intersections Bike Boxes Median Refuge Island Forward Stop Bar Combined Bike Lane/Right Turn Lane Signing and Marking Colored Bike Facilities Shared Lane Markings Signals and Wayfinding Traffic Signals for Bicycles Loop Detector for Bicycles Bicycle Route Wayfinding Signage DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 128 Best Practices Conventional Bike Lanes DESCRIPTION Bike lanes designate a portion of the roadway for preferential use by bicyclists. Lanes are defined by striping, pavement markings and signage. ADVANTAGES AND CONSTRAINTS • Create separation between cyclists and motor vehicles • Vloxv for cyclists to travel at their preferred speed • Increases cyclist risibility to motorists • Space availability can be a constraint DESIGN GUIDANCE • Lane Width • "Dooring Zone" clearance when bike lanes are located adjacent to parked vehicles • Frequency of pared markings indicating bike lane • Place pavement markings out of the turning vehicles path to minimize wear • Minimum width recommendation for implementation of on -street bike lanes is 5 ft wide GENERAL APPLICATION • Bike lanes are recommended for streets with >_ 3,000 motor vehicle average daily traffic • Bike lanes should he provided on all streets where traffic speeds exceed 25 mph Bike Lane on the right side of a one-way street (San Francisco, pictured above). DRAFT 003/11 /13 - City of Hcpki•is Peceshan and Bicyc e Plan 122, Best Practices Buffered Bike Lanes DESCRIPTION Buffered bike lanes provide cyclists with extra space between the bike lane and moving traffic, increasing their comfort. Buffers can provide cyclists with adequate room to pass without having to merge into automobile traffic. ADVANTAGES AND CONSTRAINTS • Provides greater distance between motor vehicles and bicyclists • Improves cyclist comfort • Provides bicyclists space to pass another bicyclist without merging into motor vehicle lane • Buffered bike lanes may require more maintenance (painting / maintenance of markings) than a traditional bicycle lane DESIGN GUIDANCE • Bicycle pavement markings indicating the lane to all road users that the space is designated for cyclists • Color may be used at the beginning of each block to clearly indicate to motorists that the space is a buffered bike lane • Buffer shall be marked with 2 solid white lines with diagonal hatching of 3' • Buffered bike Lane: 3' buffer and 4' bike lane next to curb may be considered a 7' bike lane GENERAL APPLICATION • Anywhere a bike lane is proposed • On streets with high travel speeds and/ or high travel volumes • On streets with extra lane width A buffered bike lane. This example has a buffer on the left for separation from moving vehicles and a buffer on the right for separation from parked cars (Park Avenue, Minneapolis, pictured above). EXAMPLE CITIES • Minneapolis, MN • Austin, TX • New York, NY • Portland, OR • San Francisco, CA DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 130 Best Practices Contraflow Bike Lanes DESCRIPTION Contraflow bike lanes are bike lanes designed for a one way motor vehicle street which allow for a bike -only lane traveling in the opposite direction. Contraflo-\r bike lanes improve bicycle access to destinations. ADVANTAGES AND CONSTRAINTS • provides greater connecti,,-ity' • Cyclists do not haN-e to make detours as a result of one -),,%,a\, streets, reducing trip distances • Decreases sidewalk riding DESIGN GUIDANCE • Accompanying signage: Bicycle lane symbol should be used to define the bike lane and direction. A "ONE WAY" sign with "EZCI :PT BIhES" should be posted along the facility and at intersections to inform motorists of contraflow treatment. • Separation of contra -flow lanes from motor eehicle lane should be shov-n \x-ith a solid double yellow line. • Contraflow lane width: 5.11' minimum GENERAL APPLICATION A contraflow bike lane in Madison, WI. • One -,,N -a\, streets • Narrov- streets • On corridors where alternative routes require cyclists to make detours EXAMPLE CITIES • l,ow speed, low N,olume streets • Minneapolis, MN • Madison, WI • Cambridge, MA • San hrancisco, CA • Portland, OR DRAFT 03/11/13 City of Flepkins Pecest•ian --i-id Bicyc e Plan 131 Best Practices Advisory Bike Lanes DESCRIPTION An advisory bike lane is a treatment applied to narrow residential streets. Advisory lanes allow for two way traffic while still allowing room for two bike lanes. In the instance that two cars meet going opposite directions, a car is allowed to merge into the bike lane with caution. ADVANTAGES AND CONSTRAINTS • Allows for bicycles to have priority on a roadway that would otherwise be too narrow to allow for bike lanes • Motorists generally travel with more caution due to the tight space and the oncoming of other vehicles • Motor vehicles often are forced to merge into bike lane to avoid other vehicles • Less protection for cyclists than an exclusive lane designated for bicycles DESIGN GUIDANCE • Advisory bike lane width: 5'-6' • 2 -way motor vehicle lane: 12'-18' • Curb to Curb: 23'-28' • Colored pavement on the edges of the roadway to indicate to drivers that space is designed for bicycles GENERAL APPLICATION • Corridors with low motor vehicle traffic volumes and speeds • Narrow two way streets • No centerline separating traffic lanes Advisory bike lanes along each side of a street. Image courtesy of the City of Edina. EXAMPLE CITIES • Minneapolis, MN • Edina, MN DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 132 Best Practices Cycletracks DESCRIPTION A cycletrack is ann exclusive lane for cyclists separated from motor traffic by a physical barrier and distinct from the sidewalk. Different forms of c\,cletracks include: • ( )ne-wa\, protected c\,cletracks • Raised c\,cletracks • Two wa\, cccletracks ADVANTAGES AND CONSTRAINTS • Improves safet\, by providing significant separation between bic\,clists and automobile traffic • Reduces incidence of `dooring' accidents • Invites use by bicyclists of all ages, experience and comfort levels • Space availabiliti • Cost required for additional infrastructure • Difficult to implement where there are man\, cross streets DESIGN GUIDANCE • Include consideration of - Cycletrack width - Separation - Crossing drive-ca\,s - Signalized intersections • Colored pavement may be used to further define the bicycle space • C\,cletrack ,vIdth: 6 to 12 ft, depending on bic\,cle traffic intensity • Cccletrack widths should be larger in locations v\ -here the gutter seam extends more than 12" from the curb GENERAL APPLICATION • 'Wjacent to roadxca\,s with few cross streets and longer blocks • Maior roadways with high motor vehicle speeds and traffic volume • Streets with parking lanes _ fir• Fills A one-way protected cycletrack. EXAMPLE CITIES • Boston, MA • Portland, OR • New York, NY • Chicago, 11, • Multiple cities across Europe DRAFT C3'11i13 City cf Hcpkigs Pecest,ian Best Practices Neighborhood Slow Street (Bike Boulevard) DESCRIPTION A Neighborhood Slow Street (also sometimes known as a Neighborhood Greenway or Bicycle Boulevard) is a neighborhood residential street modified to calm automobile traffic, discourage cut -through traffic, and make walking and bicycling in those streets more comfortable. ADVANTAGES AND CONSTRAINTS • Calms traffic and reduces conflicts between cyclists and motorists • Gives priority to cyclists traveling through intersections • Slower automobile speeds create a safer pedestrian environment as well • Does not work well on non -grid streets DESIGN GUIDANCE • Stop signs should face cross streets as to reduce the amount of stops for cyclists • Traffic calming devices will reduce motor vehicle speeds and create a safer environment for cyclists and pedestrians • Wayfinding markers should be employed to assist cyclists and to warn motorists of the presence of cyclists • Signals, roundabouts, and/or median refuges should be used at major intersections when necessary GENERAL APPLICATION • Residential streets where traffic calming is desired • Residential streets a block or two away from a major thoroughfare with high traffic volumes Illustration: Bike boulevard with traffic circle intersection treatment. EXAMPLE CITIES • Minneapolis, MN • Portland, OR DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 134 Best Practices Bike Boxes DESCRIPTION A bike box is a designated area for cyclists at the head of an intersection. Pavement markings signal to motorists to stop a greater distance before crosswalk, allo,,ving cyclists to stop in the box. This treatment gives cyclists greater priority over motorists, while making cyclists more visible. ADVANTAGES AND CONSTRAINTS • Increase visibility of bicyclists • Gives bicyclists priority • 1 lelps reduce right -hook collisions • Groups bicyclists together to cross and intersection more quickly • Prevents right turns on red • Maintenance cost for pavement coloring • Bike boxes are a fairly new pavement treatment—there is potential for drivers to be confused by the bicycle box DESIGN GUIDANCE • Box may be ineffective if it is not properly marked with surface color • The box may be disregarded by motorists if it is not commonly filled by bicyclists. • Box depth: 10'-16' (NA(TO) • Ingress bike lane should be used to define bicycle space and allow bicycles to bypass stopped motor vehicles • Pavement markings and colored pavement surfacing • "\X',\ IT I II"R1"I" marking should be used to guide motorists to stop before the box GENERAL APPLICATION • Signalized intersections with high volumes of bicycles and/or motor vehicles, especially those with frequent bicyclist left -turns and/or motorist right -turns. (Nr1(:TO) Illustration: A bike box. EXAMPLE CITIES • Minneapolis, NIN • Boston, NIA • Madison, Wl • Portland, OR • Vancouver, BC DRAFT (031/11:13 City cf Flcpkins Pecest'ian and Bicyc e Plan 135 Best Practices Median Refuge Island DESCRIPTION A median of full curb height providing a protected space in the center of the street that allows pedestrians and bicyclists to divide their crossing movement and take refuge from traffic while crossing the street. ADVANTAGES AND CONSTRAINTS • Allows pedestrians and bicyclists to cross multi lane or high-volume streets more comfortably • Reduces the length of each crossing movement • Allows bicyclists to focus on one direction of traffic at a time while crossing • Calms traffic via narrowing • May restrict left -turns to be made by automobiles • Additional cost DESIGN GUIDANCE • Adequate width of 10' or greater to provide bicyclist with a trailer to be protected from both travel lanes • Reflective pavement markings should be used on the approach to the refuge island to enhance visibility • The refuge area should be wide enough to accommodate two way bike traffic • Median width: minimum width 6'-10' is preferred (NACTO) • Height of the island should be curb level, 6" high GENERAL APPLICATION • Where bikeway crosses a moderate to high volume or high speed street (NACTO) • Wide multi -lane roadways • At intersections • Along streets with heavy pedestrian and bicycle traffic A median refuge island in Hopkins. DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1136 Best Practices Forward Stop Bar DESCRIPTION A forward stop bar is a second stop bar located closer to intersection than stop bar designated for motorists. Forward Stop bars provide bicyclists with better visibilit-\- of cross -street traffic. ADVANTAGES AND CONSTRAINTS • Bicyclists have better risibility of cross - street traffic • BICv-Clists are more risible to motorists • Bicyclists are permitted to bypass queuing automobiles • Crossing distance intersection is shortened • Potential right -turn conflicts DESIGN GUIDANCE • Adequate space should be provided for pedestrians to cross the street • Stop bar should be marked by thermoplastic due to heavx- traffic of space • Forward stop bars should only be implemented on streets with lost- v'glume of right -turning motorists • Stop bar should be thermoplastic for durability GENERAL APPLICATION Illustration: A forward stop bar for bicyclists. • i\long roadwaN,s with bike lanes • Low-volume, stop controlled intersections EXAMPLE CITIES • Portland, OR DRAFT 0!11!13 City cf Hcpkiis P: cost-ian a -id Bicyc .. Best Practices Combined Bike Lane/RightTurn Lane DESCRIPTION A combined bicycle lane/right turn lane positions a suggested bike lane within the inside portion of the roadway dedicated for motor vehicle turn lane. ADVANTAGES AND CONSTRAINTS • Maintains bicyclists comfort and priority in the absence of a dedicated bicycle through lane • Reduces the risk of dangerous right hook collisions at intersections • Allows dual use of lane where the bicycle lane would otherwise be cut off before the intersection • Bicyclists traveling through may block right -turning motorists DESIGN GUIDANCE • Advance warning to alert bicyclists and motorists of approaching shared lane • A combine bike lane / turn lane is not an appropriate treatment at intersections with high automobile turn demand • The combined lane width should be a minimum of 9', and a maximum of 13' • Shared lane marking in the lane to show through bicycle movement • A dotted 4" line and bicycle lane marking should be used to clarify bicycle positioning within the shared lane GENERAL APPLICATION • On streets where a bike lane approaches an intersection with a lane for right turn lanes of vehicles • On streets where there is a right turn lane but not enough space to maintain an exclusive lane for bicyclists Illustration: A combined bike lane/right turn lane. EXAMPLE CITIES • Austin, TX • Eugene, OR • New York, NY • San Francisco, CA • Vancouver, WA DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan � 138 Best Practices Colored Bike Facilities DESCRIPTION Bike lanes are made more visible by colored pavement. This treatment distinguishes the lane from the rest of the roadway,, making cv�clists more risible. • Recommend high -friction surfacing over standard paint: • more slip resistant • don't have to reapply as often— standard paint has to get reapplied annUAV or twice a rear ADVANTAGES AND CONSTRAINTS • Increases comfort of bicyclists through a clearly delineated space • Fnhanced visibility of bike lane • Reinforces priority of bicyclists in conflict areas • Discourages illegal parking in bike lane • Maintenance requirements DESIGN GUIDANCE • Provide appropriate signage to accompany pavement markings • Use green thermoplastic rather than paint • Consistence in coloring bike facilities is important • Color can be provide in conflict areas alone, or throughout the facility • Green color is standard in US applications • White border lines should be provided along the edges of the colored lane to maintain consistencN' with other bike facilities GENERAL APPLICATION • Within bike lanes and cvcletracks • Corridors with heavy auto and bicycle traffic • At busy intersections • Driveways • Areas where illegal parking in the bike lane is common ilk A colored bike lane being installed in Minneapolis near the University of Minnesota. Image courtesy of the Minneapolis Bicycle Coalition. EXAMPLE CITIES • Nexv York, NY • Portland, OR • San Francisco, CA • Minneapolis, MN COLOR RECOMMENDATION • PMS 375 DP,AFT -03/11! 13 City d Hopkins Pecest•ian and Skye e Pl;�i Best Practices Shared Lane Markings (Sharrows) DESCRIPTION Pavement markings used to indicate to drivers and cyclists that roadway is a shared lane environment. ADVANTAGES AND CONSTRAINTS • Helps bicyclists position themselves safely in lanes too narrow for a motor vehicle and a bicycle to comfortably travel side by side with the same traffic lane (NACTO) • Advertises the presence of cyclists to all road users • Directs cyclists out of the "dooring zone" • Encourages safe passing by motorists DESIGN GUIDANCE • Frequency of paved markings indicating shared lane • Place pavement markings out of the turning vehicles path to minimize wear • Frequent pavement markings indicating shared lane environment • Markings should be placed in the center of lane to minimize wear from automobile treads • Bike -and -chevron symbol dimensions 9'3" by 3'3" • Shared lanes are not a substitute for exclusive bike lanes GENERAL APPLICATION • Streets with low to moderate motor vehicle traffic volume • Streets with a designed speed of < 25 mph • Clarify bicyclist movement and positioning in challenging environments: intersections, combined turn/bike lane A green "sharrow" marking (San Francisco, CA, pictured above). EXAMPLE CITIES • New York, NY • Portland, OR • San Francisco, CA • Montreal, Quebec • Minneapolis, MN COLOR RECOMMENDATION • PMS 375 PMS 375 DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1 140 Best Practices Traffic Signals for Bicycles DESCRIPTION Traffic signals for bicycles are electrically powered traffic control devices used to provide guidance to bicv,clists at intersections. Traffic signals for bice dist include • Bicycle Signal I leads • Signal Detection and Actuation • Activc Warning Beacon • I lybrid Signal for Bike Route Crossing of Nlajor Street ADVANTAGES AND CONSTRAINTS • Gjvcs priority to bicyclists at intersection • Increases the comfort of bicyclists by reducing stress and delays at intersection • Discourages illegal and unsafe crossing maneuvers • Potential motor -vehicle delay at intersections due to additional green time allo,,ved for bicyclists DESIGN GUIDANCE • Identify which signal treatment is appropriate by analyzing the factors involved: speed limit, average daily traffic, anticipated bic\,cle crossing traffic • Determine a clearance interval appropriate for the specific intersection • The bicycle clearance interval should be sufficient to accommodate 85'%o of bicyclists at their normal travel speed • 14' per second or 9.; miles per hour is standard in the absence of local bicycle traffic counts GENERAL APPLICATION • Intersections with high volumes of bicv'clists • Intersections where cyclists travel at high speeds • Intersections where bicyclists have different needs from other road users (i.e. bicycle only movements and leading bicycle intervals) A traffic signal for bicycles (NE Minneapolis, pictured above). EXAMPLE CITIES • Davis, CA • San Francisco, CA • Portland, OR • New York, NY • Minneapolis, MN DRAFT 03/11 ill 3 City of Hepkins Pecestian and Bicyc 9 Plan 141 Best Practices Loop Detector for Bicycles DESCRIPTION Loop detectors detect the presence of bikes on the roadway. Detectors should be installed to cover areas of the road where cyclists are likely to ride, including the right edge of travel lanes and the center of bicycle lanes. Pavement markings can be used to direct cyclists to the proper spot where the signal device may detect their presence. These markings also alert motorists that bicycles will be present in various locations at signalized intersections. ADVANTAGES AND CONSTRAINTS • Allows cyclists to activate traffic control devices without having to press a button • A bicycle's wheels have to cross a sensor in the pavement so the traffic signal can detect the vehicle's presence • Riders may not know exactly where they need to place their vehicles to be detected DESIGN GUIDANCE • The best standard design for detecting the presence of bikes is a Type D Loop, also known as a diagonal quadrupole pattern. This loop design is sensitive over its entire width with a quick drop off in sensitivity outside its perimeter, which helps avoid detection of vehicles in adjoining lanes • Engineers should test and adjust the sensitivity setting for the loop amplifier to ensure that the detector is activated by using only a bicycle wheel GENERAL APPLICATION • Busy intersections with traffic control • Crossings with traffic signals for bicycles Direction of travel —11110- 380 mm 15"> t\ - 380 mm 115111 T60 mm 660 m i309 (2IV") IN WINDING DETAIL SAWCUT DETAIL TYPE D LOOP DETECTOR CONFIGURATION NOTES FL] Round corners of ocute angle sawcuts to prevent damage to conductors. 02 Instdl 3 turns when only one Type D bop is on a sensor unit channel. Instdl 5 turns when one Type D loop is connected in series with 3 additional 1.8 m x 1.8 m 16' x6'1 bops on o sensor unit channel. Diagonal quadrupole pattern. Image courtesy of California DOT. DRAFT 03/11/13 — City of Hopkins Pedestrian and Bicycle Plan 1 142 Best Practices Bicycle Route Way -finding Signage DESCRIPTION A bicycle way -finding system is a comprehensive network of signing and pavement markings indicating destinations along preferred bicycle routes. ADVANTAGES AND CONSTRAINTS • Identifies preferred bicycle routes • Identifies destinations • Signage makes bicycles more visible to motorists • Rncourages riders by familiarizing them xvith the bicycle network • Can create sign clutter DESIGN GUIDANCE • Should provide information on destination, direction and distance (in miles and in minutes, calculated at speed of 10 mph) • Decision signage indicating the intersection of two or more blkexV'ays should be placed Nvell in advance of all decision points • Consistent font such as Clearvicw I levy font is recommended for maintaining consistency with other road signs • Follow ',\It'TCD standards, for mounting height and recommended distance from path or roadway • The frequency of way -finding signs are important. Confirmation signs should be placed every 1/4 to 1/2 mile along of street bike routes and every 2 to 3 blocks along on street routes. (N ACTO) GENERAL APPLICATION • Bike route intersections • Along street and bicycle paths • At decision points Bicycle wayfending signage should include both distances and times. Image courtesy of Bike Michiana. EXAMPLE CITIES • Minneapolis, MN • Portland, OR • San Francisco, CA • New York, NY • Chicago, IL DRAFT 03/11!13 City of Hcpkins Pecestrian and Bicyc e Plan 143 The City of Hopkins Pedestrian and Bicycle Plan Survey of Best Practices - Additional Resources and References Los Angeles County, Model for Living Streets Design Manual: http://www.modelstreetdesignmanual.com/index.htmi National Association of City Transportation Officials, Urban Bikeway Design Guide: http://nacto.org/cities-for-cychng/design-guide/ Pedestrian and Bicycle Information Center: http://www.walkinginfo.org/ http://www.bicychnginfo.org/ Federal Highway Administration, Manual on Uniform Traffic Control Devices (MUTCD): http://mutcd.fhwa.dot.gov/ Center for Disease Control. "Physical Activity and Health": http://www.cdc.gov/nccdphp/sgr/ataglan.htm DRAFT 03/11/13 - City of Hopkins Pedestrian and Bicycle Plan 1144 -4- + + k, 4 + J V, Air Ak r At —40 , 'rslow people-centered solutio-, =a t. ty — place Wr comm_ unity r419 Cjrcur 212 3rd A,r—, Norrh, S,i- 515. M,,,,,,p,l i, MN 55401 Ph— 612 354.2901 VJ- —C-d-g.org