A Look at Bike Fort Worth

February 8, 2010 at 1:14 pm | Bicycles, Transit & Infrastructure | Tags: , , , , , ,

Bike Fort Worth, the ambitious new bicycle transportation plan, will be voted for adoption tomorrow at the City Council meeting.  Bike Fort Worth aims to create a Fort Worth that is massively more bike-friendly than at present, and thereby increase the number of bicycle users in the city.

Bike Fort Worth’s primary goals are:

The Bike Fort Worth draft, available on the city’s web site, is a large and dense document.  We’ve pulled some interesting bits from it (especially those that pertain to the Fort Worthology subject matter of the city’s urban core and smart growth) for your perusal.

On the impact of land use planning on bicycle usage:

Suburban style, lower density land uses can discourage alternative transportation modes because of the large amount of land necessary for development. Because development is spread out over a larger area, automobile travel is usually necessary for mobility. While development is anticipated to continue in the suburbs, recent development trends have indicated a renewed interest in urban living. Promoting higher density, infill and mixed-use development increases efficiency of bicycling and walking for transportation.
On Fort Worth cyclist safety concerns:
Cyclists expressed concern over the safe interaction with motorists while riding on streets. Sixty percent of respondents to the 2007 bicycle survey reported that they limited the amount that they bicycle due to inattentive or aggressive drivers. A similar percentage indicated they would be more encouraged to commute by bicycle if there was stronger enforcement of traffic violations.

Most bicycle-related crashes are the result of a traffic violation by either the motorist or the bicyclist. Motorists often complain that bicyclists do not follow traffic laws and behave unpredictably. Many motorists are unaware that bicyclists have the same rights and responsibilities on the road as vehicles, and some refuse to share the road.

On the current state of bridges in Fort Worth:
Bridges can be an obstacle to bicycling in Fort Worth. Bicyclists often have to ride on raised, narrow sidewalks along the bridge or share a narrow outside lane with high-speed, high-volume vehicular traffic. Many local bicyclists shared frustrations over the lack of safe crossings of barriers such as rivers, streams, highways and railroads. More than half of survey respondents indicated that bicycle accommodations on bridges would encourage them to bicycle more frequently.
On the design of city streets, and urban grids vs. suburban pods:
The City’s existing street network influences bikeability. Older parts of the City have well-connected street grids that create many options for cyclists to get to their destinations, although poor pavement conditions can decrease safety. Newly developed areas of Fort Worth often have poorly connected streets that detours traffic onto high capacity collector and arterial streets. Often these roads have no accommodation for bicyclists.
On the fractured current state of bike infrastructure in Fort Worth:
Existing on-street bikeways are often discontinuous or have abrupt beginnings and endings. The 2007 bicycling survey indicated support of construction of on- and off-street bicycle facilities throughout the City.
On the lack of bike parking and design of bike racks:
The lack of secure parking facilities can discourage people from commuting by bicycle. When no parking facilities are available, many will leave their bicycle unattended, unlocked, or will use structures that might not be safe. Many voiced concerns about the design, visibility, usability or recognition of existing bike racks.
On Fort Worth’s climate:
Fort Worth’s climate conditions are ideal for outdoor activities during a majority of the year. With the exception of the three or four hottest months and the occasional winter weather, Fort Worth’s climate is ideal for bicycling. Weather extremes should not be an impediment to cycling in Fort Worth if adequate facilities are in place. Austin, Tucson, Minneapolis and Portland all report high bicycle commuting numbers despite weather extremes.
Currently, Fort Worth’s bicycle transportation system (such as it is) totals 102.6 miles.  57.3 miles are off-street trails (think the Trinity Trails, etc.), a scant 6.4 miles are on-street bike lanes, and 38.9 miles are on-street signed routes (the existing green “bike route” signs and on-street sharrow icons).

Under Bike Fort Worth, it is proposed that the bicycle transportation network be radically enlarged, and a much greater focus be given to on-street infrastructure.  Under the proposal, Fort Worth’s bicycle transportation network would increase from the existing 102.6 miles to 924.7 miles.  224.7 miles of that would be off-street paths & trails, with the other 700 miles being dedicated to on-street infrastructure:  480.3 miles of on-street dedicated bike lanes, 218.3 miles of on-street signed routes (sharrow routes), and 1.4 miles of bus & bike-only lanes in Downtown Fort Worth.

On choosing the on-street facility for each case:

The most appropriate facility network for on-street facilities should be determined by the volume and speed of vehicles. At low speeds and low volumes, bicyclists and motorists can comfortably travel in the same lane. As speeds or volumes increase, it becomes more desirable to separate vehicular and bicycle travel.
On the creation of new sharrow routes:
Signed bike routes are on-street bikeways that assist bicyclists with wayfinding. Pavement markings indicate to motorists that they should expect to see cyclists sharing the road. Routes were proposed on the following types of roadways:

  • Local/Residential streets

  • Collector streets with traffic volumes under 3,000 vehicles per day

-Arterial streets where constrained by available right of way, land uses, natural features, etc.

On the creation of new bike lanes:
A bike lane is for the exclusive or preferential use by cyclists on a roadway identified through signage, striping and other pavement markings. Lanes were proposed on the following types of roadways:

  • Collector streets with traffic volumes greater than 3,000 vehicles per day and observed speeds of greater than 30 mph

  • Arterial streets

Bike lanes are intended to provide separation and encourage proper behavior between bicyclists and motor vehicles. Additional benefits provided by bike lanes:

- Incent less-experienced adult bicyclists to ride where they otherwise would not

  • Increase the comfort of bicyclists and motorists on roadways

- Indicate the appropriate location to ride on the roadway with respect tomoving traffic and parked cars, both at mid-block locations andapproaching intersections

  • Increase the capacity of roadways that carry mixed bicycle and motorvehicle traffic

  • Increase predictability of bicyclist and motorist movements

- Increase drivers’ awareness of bicyclists while driving and when openingdoors from an on-street parking space

On sidewalks:
Bicycling on sidewalks is highly discouraged in the Bike Fort Worth plan. Except where meeting the definition of sidepaths, this plan does not support the designation of sidewalks as bikeway facilities.
Downtown Fort Worth would gain many new sharrow routes, and the conversion of the existing bus-only lanes on Houston and Throckmorton into bus & bike-only lanes.

The Near Southside design standards proposes more bike lanes in that district than Bike Fort Worth does.  Bike Fort Worth states that its Near Southside recommendations are a minimum and that the Near Southside can install more bike lanes than shown in the draft.

On cyclist interactions with traffic signals:

The greatest risk to bicyclists traveling through intersections is during the clearance interval and actuated phases of low traffic flow. A bicyclist needs enough time to react, accelerate and cross the intersection within the allotted green phase. It is recommended that Fort Worth install and calibrate equipment (loop detectors, cameras, etc.) to detect bicyclists at traffic signals along the City’s existing and proposed bikeways.
For traffic signals where bicyclists are having difficulty being detected, bicyclists should be directed by pavement markings to the spot above the loop where a bicyclist should be positioned to trip the signal. Consideration should be given to bicyclists in the timing of the traffic signal to provide an adequate clearance interval for bicyclists who enter the intersection at the end of a green phase. The AASHTO guide provides guidance on determining the amount of time needed for bicyclist clearance intervals and start-up green phases.
On bridge design from this point forward:
New bridges on a proposed bikeway should include a wide outside lane or dedicated bike lanes in addition pedestrian sidewalks. Wide (minimum 10 foot) sidewalks physically separated from vehicular travel lanes may also be provided as facilities for shared use by bicyclists and pedestrians, though it should be recognized that many cyclists prefer to remain in the travel lanes. Where bicyclists will be traveling next to a handrail, it should have a minimum height of 54”.
On creating effective bike parking:
Recommended bike rack designs have common factors that include supporting the bicycle frame in at least two contact points and accommodating the most widely used locking devices such as U-locks. Ribbon-style racks and racks that only secure the bike by the front wheel are discouraged. Racks should have a protective coating that will preserve the rack material and limit replacement needs. Cyclists and the public should easily recognize preferred bike racks.
Bicycle Rack siting should be planned with the convenience and security of bicyclists in mind.
Bike Fort Worth proposes the creation of  a city bicycle fleet for city staff use:
The City should explore the possibility of providing a small fleet of bicycles for City staff. A number of cities nationwide have established bicycle fleets. This program is consistent with the City’s sustainability efforts. It could be used a model for local businesses that might benefit from a similar program.
Bike Fort Worth also recommends requiring developers to provide bike parking through zoning requirements:
Many cities report a measurable increase in bicycle trips following the creation of bicycle parking requirements. City staff should review zoning regulations adopted by other cities to develop regulations for Fort Worth.
The plan also proposes new traffic ordinances:
- Require motorists to provide a minimum of three feet clearance while overtaking a bicycle.
- Prohibit motorists from opening a vehicle door into oncoming traffic.
- Prohibit parking in designated bike lanes.
- Require motorists to yield to oncoming bicyclists when turning left – to prevent the left hook crash.
- Prohibit motorists from overcoming and then turning right in front of a bicyclist – to prevent right hook crashes.
- Prohibit bicyclists from riding on standard-width sidewalks in areas with high pedestrian traffic or a history of bicycling crashes on sidewalks.
The plan also states that the city should look into a variety of on-street infrastructure designs for different situations (shown in one of the images above), including Portland-style Bicycle Boulevards, Bike Boxes, colored bike lanes, bicycle-only traffic signals, contra-flow bike lanes, and cycle tracks.
Bike Fort Worth also calls for the establishment of bicycle commuter stations at major transit stops, such as the Intermodal Transportation Center, that would feature such items as secure long-term bike parking, shower & changing facilities, bike repair and rental, and more.
Included in our set of images above are sections of the proposed bicycle transportation facility maps, showing the dramatic increase in bike infrastructure under the proposal.  On the maps, red indicates on-street sharrow routes, blue is on-street bike lanes, green is off-street trails, and purple is bus/bike lanes.  Solid lines indicate existing facilities, dashed lines are the new proposals.  Some noteworthy new dedicated bike lanes in the central city:
  • West 7th Street, from near Throckmorton out to University
  • Montgomery Street, from W. 7th to Lovell
  • Foch Street from W. 7th to Harley
  • Lancaster Avenue from Foch Street to Montgomery Street
  • Harley from Montgomery to University
  • White Settlement from Downtown out past Bailey
  • Carroll from W. 7th to White Settlement
  • Bailey from W. 7th to White Settlement
  • Summit from W. 7th to Pennsylvania
  • 5th from Jones out past Riverside
  • North Main from Downtown out to 14th
  • Jennings from near Throckmorton to Magnolia
  • Vickery from Adams out past Riverside
  • Adams from Vickery to Pennsylvania
  • College from Pennsylvania to Rosedale
  • Pennsylvania from 12th to South Main
  • Rosedale from 8th to South Main
  • South Main from Magnolia to Morningside
  • Allen from I-35 out past Riverside
  • South Main from Vickery to Lancaster
  • 7th Avenue from Pennsylvania to Rosedale
  • Forest Park and McCart from Glenco Terrace to Benbrook Blvd.
  • Stadium from Cantey to Berry
  • Bellaire from University to Anton
  • Berry from Stadium, converting to Bellaire then out to Bryant Irvin
There’s much more, but that’s a taste.  Check out our image gallery (including some detail maps) at the top of this post, and check the city’s site for the full draft plan.  Don’t forget as well the Bike Friendly Fort Worth ride tomorrow evening to City Hall to show support for the proposal.