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Plan Contents

Executive Summary

Introduction

Chapter 1
Bikeway Network

Chapter 2
Bicycle-friendly Streets

Chapter 3
Bike Parking

Chapter 4
Transit

Chapter 5
Education

Chapter 6
Marketing and
Health Promotion

Chapter 7
Law Enforcement
and Crash Analysis

Chapter 8
Bicycle Messengers

Conclusion

Credits

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MBAC

Chapter 1

Objective Three:
Use innovative designs to expand and enhance the bikeway network.

Strategies

3.1 Color the pavement at selected bikeway locations to alert motorists and bicyclists of conflict areas and assign the right-of-way to bicyclists. Increasing the visibility of bikeways reduces the number and severity of conflicts between motor vehicles and bicycles.4 If successful, expand initiative.
3.1.1 Performance Measures: Establish colored bike lanes at 5 – 10 locations in 2006; evaluate their use in 2007.
3.1.2 Best Practices: Copenhagen, Denmark; Offenburg, Germany; Portland, OR; Cambridge, MA
   
3.2 Install special pavement markings on streets too narrow for bike lanes. Shared lane markings direct motorists where to park (i.e., closer to the curb) and drive, thereby reducing the number of conflicts with bicyclists (e.g., bicyclists hit by opening car doors).
3.2.1 Performance Measures: Install shared lane markings on 10 miles of streets by 2006 and an additional 8 miles by 2010.
3.2.2 Best Practice: San Francisco, CA
   
3.3 Install signs advising motorists and bicyclists that bicycle traffic may move to the center of the travel lane. This sign is appropriate when lanes are too narrow for safe joint use. By taking the full lane, bicyclists become more visible and discourage unsafe passing by motorists. Install on streets that are important connectors in the bikeway network and, where appropriate, with bikeway pavement markings. If successful, expand initiative.
3.3.1 Performance Measure: Test signs at 10 – 25 locations by 2007.
3.3.2 Best Practice: San Francisco, CA
   
3.4 Consider establishing bikeways on streets with rush hour parking controls. Many excellent streets for bicycling have an extra travel lane during the rush hour period, so that a full-time bike lane cannot be established. “Rush hour bikeways,” currently at three locations in Chicago, provide a wide curb lane during the rush hour period and a bikeway with curbside parking the rest of the day.
3.4.1 Performance Measures: Establish bikeways on streets with rush hour parking controls at 3 – 5 locations in 2007. Evaluate their effectiveness by 2008.
3.4.2 Best Practices: San Francisco, CA; Vancouver, B.C.
   
3.5 Establish dedicated right and left turn lanes for bicycles. Designated places for bicyclists at intersections help reduce the number of accidents and conflicts with motorists.
3.5.1 Performance Measures: Establish dedicated bicycle turn lanes at 3 – 5 intersections by 2007 and at another 10 – 25 intersections by 2015.
3.5.2 Best Practice: Eugene, OR
   
3.6 Determine the appropriateness of advanced stop bars at intersections with high volumes of bicycle traffic. This design, also called “bike boxes,” provides bicyclists a protected space in front of queued motor vehicles at traffic signals, giving them a head start and extra visibility when the light turns green. If successful, expand initiative.
3.6.1 Performance Measures: Determine the appropriateness of advanced stop bars in 2006. If appropriate, test at 2 – 3 intersections by 2008.
3.6.2 Best Practices: Eugene, OR; Vancouver, B.C.; Cambridge, MA
   
3.7 Install raised bike lanes at appropriate locations. Raised bike lanes have a slightly raised edge to prevent motorists from driving in the lane, protecting bicyclists from fast-moving traffic. If successful, expand initiative.

Objective 3.7: Raised Bike Lanes

3.7.1 Performance Measures: Identify 3 – 5 potential locations in 2006. Test 2 – 3 locations by 2010.
3.7.2 Best Practices: Eugene, OR; Bend, OR; Geneva, Switzerland
   
3.8 Establish bike boulevards to prioritize bicycling on streets with low traffic volumes and slow speeds. Use a combination of traffic calming, intersection treatments, and signage to make it easier and safer for bicyclists and pedestrians to cross intersections and discourage non-local motor vehicle traffic.
3.8.1 Performance Measures: Identify 5 – 10 potential locations by 2008. Establish 10 miles of bike boulevards by 2015.
3.8.2 Best Practices: Palo Alto, CA; Berkeley, CA
   
3.9 Implement measures on selected streets with bikeways to reduce speeding and encourage bicycling. Fast driving is dangerous and discourages people from bicycling. Potential improvements include, where appropriate, curb extensions, striping, planted medians, textured crosswalks, and gateway treatments. All improvements should accommodate emergency, snow removal, and mass transit vehicles.
3.9.1 Performance Measure: Test measures at 5 – 10 bikeway locations by 2015.
3.9.2 Best Practices: Portland, OR; Cambridge, MA; Vancouver, B.C.

Possible Funding

Federal and state transportation programs including the Congestion Mitigation and Air Quality Improvement Program, Surface Transportation Program, Illinois Transportation Enhancement Program, Hazard Elimination Fund, and motor fuel taxes; City of Chicago, including the General Obligation (G-O) Bond and Aldermanic Menu programs.

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3.1


3.2


3.3


3.5


3.6


3.8


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