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Eugene Pedestrian and Bicycle Master Plan
Welcome to Open House #1
Thursday, October 14, 2010
4:30 to 6:30 pm
Children are welcome!
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IntroductionEugene Pedestrian and Bicycle Master Plan
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What you can do tonight
Review the goals and objectives of the Master Plan
Hear about work completed to date on current
conditions and problems
Learn about what goes into a design toolkit
Help the team brainstorm ideas for projects to be
considered
Ask questions of the project team
Fill out a comment form
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Project Background
The vision of the Eugene Pedestrian and Bicycle Master Plan
is to increase the share of trips Eugene residents make by
walking and bicycling for transportation and recreation by
making walking and bicycling safe, convenient, and
comfortable.
Our efforts begin with the results of the 2008 Eugene
Pedestrian and Bicycle Strategic Plan, making use of findings
from the Walking and Biking Summits hosted by the City.
This plan will serve as a foundation for the pedestrian and
bicycle chapter of Eugenes Transportation Plan, which is also
currently being updated.
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Eugene Pedestrian and Bicycle Master Plan
Timeline
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Who is involved?
You! By coming tonight, visiting the project website(www.EugenePedBikePlan.org), and talking to the
project team.
Project Advisory Committee
City of Eugene
Oregon Department of Transportation
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Existing ConditionsEugene Pedestrian and Bicycle Master Plan
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Central Eugene Subarea
Key Findings
Connected streets/grid + many destinations
Access to riverbank path system, Fern Ridge Path, Amazon Path
Lots of bike lanes & signed routes
Auto traffic can be intimidating Major streets are hard to cross by foot or on bike
Major gaps: South Bank Path, few family-friendly connections to River Path
Network, Pearl to Amazon connection
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South Hills Subarea
Key Findings
Hilly, non-grid, few destinations = hard to walk or bicycle Many streets missing sidewalks on one or both sides
Current bike facilities: some bike lanes, a few signed routes; recreational
ride access beyond city limits
Barriers/busy streets: 29th
/30th
, 18th
Major gaps: Willamette between 18th & 29th, connection to LCC, missing
bike lanes on Fox Hollow, Dillard, and South Willamette
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West Eugene/Bethel/Danebo Subarea
Key Findings
Flat, with primarily local destinations
Development patterns resulted in disconnected streets and high-speed/-volume
through streets that are uncomfortable for walking and bicycling
Major barriers: Beltline, Hwy 99/rail yards/NW Expressway, industrial area
Many missing sidewalks on residential streets
Fern Ridge Path is a well-loved asset but also has some issues
Most major streets have bike lanes but traffic is still high
There are few signed bike routes and low-traffic streets often dont connect
Missing sidewalks & bike lanes on W 11th
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River Road/Santa Clara Subarea
Key Findings
Barriers: NW Expressway, Willamette River, Beltline
Many unincorporated areas without urban level transportation facilities River Road defines neighborhood: north-south travel opportunity, but also
challenge for walking & biking.
Beltline interchange busy/uncomfortable, sidewalk & 5-foot bike lane not
comfortable.
Many missing sidewalks is this a problem on local streets?
Missing sidewalks/shoulders/bike lanes on busier streets
Access to riverfront paths is important
Only 3 bike lane streets (River Road, Maxwell, Irvington)
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NE Eugene/Willakenzie/Ferry St. Bridge Subarea
Key Findings
Bounded by I-5 & River: internal barriers of Beltline & I-105, Autzen Stadium &Eugene Country Club
Suburban development & road patterns
Pedestrian-only accessways create good connections between residential streets
Coburg Road: sidewalk & bike lane along its distance, not comfortable.
Good bike lane coverage on other streets in this part of town; every Beltline
crossing has bike lanes
Limited potential for low-traffic bikeways
Notable gaps for biking & walking
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Pedestrian and Bicycle
Design Toolkit
Eugene Pedestrian and Bicycle Master Plan
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Toolkit Overview
The Pedestrian and Bicycle Master Plan team will
update the City of Eugenes design toolkit to reflect
bicycle and pedestrian treatments that could be used
throughout the City.
We arejust beginning this process, and want your
input.
Look at various treatments found in other cities
toolkits and tell us if you think they make sense for
Eugene.
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Toolkit Element Standard TreatmentsShared Use PathsShared-use paths can provide a desirable facility
particularly for novice riders, recreational trips, andcyclists of all skill levels preferring separation from
traffic. Shared-use paths should generally provide
new travel opportunities.
Countdown SignalCountdown signals display the number of
seconds remaining for a pedestrian to complete acrossing, enabling users to make their own
judgment whether to cross or wait. The allotted
time can be adjusted to accommodate
pedestrians with lower walking speeds, such as
seniors or school children.
Trail/Greenway AmenitiesAmenities such as view points, interpretive
signage/kiosks, and maps make a trail/greenway
system stand out.
Signed RoutesDesignated bikeways with regularly placed signs
indication the route. Can include some
wayfinding
WayfindingDirectional signage indicating locations of
destinations and travel time/distance to those
destinations increases users comfort and
accessibility to the pedestrian and bicycle systems.
Signal DetectionBicycle-activated loop detectors are installed
within the roadway to allow the presence of a
bicycle to trigger a change in the traffic signal.
This allows the cyclist to stay within the lane of
travel and avoid maneuvering to the side of the
road to trigger a push button.
Curb ExtensionsCurb extensions reduce the pedestrian
crossing distance and improve motorists'
visibility of pedestrians waiting to cross the street.
Curb extensions can also serve as good locations for
bike parking, benches, public art, and other
streetscape features.
Bike LanesMarked space along a length of roadway
designated for the exclusive uses of bicyclists
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Accessways
These connectors provide direct routes between
residential areas, retail and office areas,
institutional facilities, industrial parks, transit
streets, neighborhood activity centers, and transit
oriented developments.
Marked Crosswalks
High-visibility markings, often consisting ofacontinental" striping pattern, can be effective at
locations with high pedestrian crossing volumes,
near schools, and/or areas where motorist
awareness of pedestrian crossings may be poor.
Curb Ramps RetrofitsRetrofitting ADA-compliant curb ramps to
existing sidewalks greatly improves mobility and
accessibility for mobility-impaired users.
Curb ramps also improve the walking
environment for pedestrians with strollers, delivery
carts, and other "wheel" devices.
Rectangular Rapid Flashing BeaconThe RRFB is designed encourage greater motorist
compliance at crosswalks. The RRFB is a rectangular
shaped lightbar with two high intensity LED
lightheads that flash in a wig-wag flickering pattern.
The lights are installed below the pedestrian
crosswalk sign (located on each side of the road near
the crosswalk button) and are activated when a
pedestrian pushes the crosswalk button.
Short-term Bicycle Parking
Parking meant to accommodate visitors, customers
and others expected to depart within two hours;requires approved standard rack, appropriate
location and placement, and weather protection.
Long-term Bicycle ParkingParking meant to accommodate employees,
students, residents, commuters, and others
expected to park more than two hours. This parking
should be provided in a secure, weather-protected
manner and location.
Sidewalk InfillCompleting sidewalk gaps greatly
improves pedestrian connectivity
by providing a continuous, barrier-freewalkway easily accessible for all users
Pedestrian RefugeBreaking up the street crossing into multiple
segments, refuge islands enable pedestrians to
concentrate on one direction of traffic at a time.
Toolkit Element Standard Treatments
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Toolkit Element Bicycle Boulevards
Bicycle Boulevards are low-volume andlow-speed streets that have been
optimized for bicycle travel. Bicycle
Boulevard treatments can be applied at
several different intensities.
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Toolkit Element Bikeway Innovations
Shared Lane MarkingAlso called sharrows, are pavement markings used to indicate shared space for bicyclists and motorists on low volume streets that
dont have room for bike lanes.
Advantage: Helps bicyclists positions themselves. Mimics the effect of bicycle lanes on streets with very constrained rights of way.
Moves cyclists out the door zone. Encourages safe passing by motorists.
Disadvantage: Maintenance. It is less desirable than a separate facility
Bike BoxesA bicycle box requires motorists to stop before reaching the crosswalk at signalized intersections. The box allows a space for cyclists
between the cars and crosswalk. Best when there are lots of cyclists and frequent turning conflicts (or large numbers)
Advantage: Gives cyclists clear priority and makes them more visible. Limits risk of right hook crashes and allows cyclists to get into
position for left turns.
Disadvantage: Maintenance, unfamiliar to motorists, eliminate right turn on red movement for autos.
Bike Passing LaneAdd a second bike lane directly next to existing lane to provide space for passing, typically on a hill that is a popular bike route.
Advantage: Reduces number of cyclists merging with auto traffic to pass slower cyclists.
Disadvantage: Can be difficult to allocate additional roadway space for the lane
Place your dot near the innovations that would be helpful in Eugene.
Place your dot here
Place your dot here
Place your dot here
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Toolkit Element Bikeway Innovations
Buffered Bike LanesIncreases the space between the bicycle lanes and auto lane or parked cars, used on high volume or speed roads especially with freight
or large vehicle traffic.
Advantage: Provides space to mitigate potential conflicts with motor vehicles on streets with narrow bikes lanes; provides space for
passing of slower cyclists; creates greater shy distance between large vehicles and the bicycle travel lane
Disadvantage: Additional space requirements and ongoing maintenance of the striping
Colored Bike LanesColor helps distinguish the lane and alert motorists of potential conflicts areas. Good on heavy traffic streets, especially at
intersections/bike weaving or areas with a history of crashes.
Advantage: Provides a continuous facility for cyclists while mitigating conflict points. Provides for safe merging and increases
awareness for cyclists and motorists
Disadvantage: Significant installation/purchase cost and maintenance requirements
Cycle TracksExclusive bicycle facility adjacent to, but separated from, the roadway. Best on roads with few cross streets and long blocks, particularly
with high volumes and speeds.
Advantage: Creates comfort and separation from traffic in busy areas and provide bicyclists with direct access to major service and
commercial nodes
Disadvantage: Large amount of right-of-way required, may require significant trade offs such as removal of parking or auto travel
lanes. Expensive to build.
Place your dot near the innovations that would be helpful in Eugene.
Place your dot here
Place your dot here
Place your dot here
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Ideas to be consideredEugene Pedestrian and Bicycle Master Plan
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Ideas to be Considered
Later this month, the team will begin to consider projects thatwill help to address deficiencies and meet the project goals.
Help inform our process!
Draw ideas on the bicycle and pedestrian maps Write a sticky note with your idea
Fill out a comment form with your ideas
Talk to the project team
We want to gather as many ideas as possible
We will work with the involved groups to narrow down solutions toinclude in the plan
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Pedestrian Map
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Bicycle Map
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Next Steps
October 22: Attend the Transportation ReMixPanel Discussion
October 25: Project Advisory Committee Meeting
5:30 8:00pm Eugene Central Library (meeting opento the public)
January 17, 2011: Project Advisory Committee
Meeting (5:30 7:30 pm, location to be determined)
March 2011: Open House #2 (date not yet confirmed)