Maricopa Association of Governments Design Assistance Grant

Proposed Corridor Concepts

20th Street Bicycle and Pedestrian Facilities Improvement Project

User Focused Concept Development Process

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Propose the type of facility that would be most likely used by the majority of the population. Most cyclists fall in the “Interested but Concerned” category due to ability, lack of familiarity, or fear for their safety. Physically separated bicycle facilities are the safest and most accessible to these riders.

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Summary of Proposed Concepts • The proposed facilities fall in three main categories

– Least effort to implement, least protection (pavement stencils and signs)

– Medium implementation effort, separation between bike and vehicle lanes (pavement marked buffers with or without plastic delineators)

– Extensive roadway work, safest (physical separation between bike and vehicle lanes)

• Each segment option is ranked qualitatively in terms of

– User experience: acceptable, good, great

– Implementation costs, $ inexpensive to $$$$$ roadway work

• Throughout the corridor the target vehicle speed should be no more than 30 MPH with a consistent speed limit of 25 MPH

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Frontage road treatments • Handle low car volumes at low speeds • Are physically separated from faster moving arterial traffic

• Shared use of the road is appropriate for all users

User experience: Implementation cost: $ • Sharrows indicate the shared use of the road for cars but

do not constrain their general operational envelope

User experience: Implementation cost: $ • Advisory lanes also indicate a shared use road

environment but also constrain the cars to the center of the street leaving a designated space for bicycles

Map A

C

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Residential road treatments • Ocotillo Rd handles low car volumes at relatively low

speeds

• Shared use of the road may be appropriate for all users • Physical treatments that constrain car speeds are

recommended for wide residential streets User experience: Implementation cost: $ • Sharrows indicate the shared use of the road for cars but

do not constrain their general operational envelope

User experience: Implementation cost: $$ • Bicycle lanes define dedicated spaces for each road users

and constrain the cars to narrower traffic lanes

User experience: Implementation cost: $$$ • Sharrows implemented in conjunction with physical

chicanes or other roadway narrowing treatment, provide a shared riding environment with lower vehicle speeds

Map

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Residential road treatments • 20th Street handles low car volumes

• Shared use of the road is not appropriate given the wide pavement area, which promotes higher travel speeds than the posted speed limit

User experience: Implementation cost: $ • Buffered bike lanes separate the cyclists from cars and

narrow the traffic lanes to 10’. This narrower width is consistent with the 25 MPH posted speed limit

User experience: Implementation cost: $$ • Protected bicycle lanes offer all the benefits of the

buffered lanes but improve the perception of safety and adherence of cars to the traffic lanes

User experience: Implementation cost: $$$$ • A raised cycle track or raised median protected bike lane

provide additional safety benefits and the feel of an off-street bicycle facility

Map

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Residential road treatments • Maryland Avenue provides connections to the Arizona

Canal share-use path and the northern end of the 20th Street corridor

• Maryland Avenue is also a key east-west bicycle network connection with an underpass at SR 51

• The street dead-ends east of the 20th Street intersection • A bike lane is not marked in the westbound direction and

the Arizona Canal crossings are not marked

• The proposed improvement transitions the two-way operation of the 20th Street shared-use path to the south to one-way buffered bike lane operation

• It also includes crosswalks for the canal paths and marks the conflict areas between the Maryland Avenue bike lanes and the paths

Map

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Shared-use path treatment • North of Claremont Street, 20th Street dead-ends into

an easement that is used by pedestrians

• This section of the corridor could be improved to a standard shared-use path cross section with lighting and amenities

• The treatments proposed for this section should use crime prevention design elements and be sensitive to the privacy of adjacent neighbors

Map

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Residential road treatments • 20th Street handles low car volumes at low speeds and dead-ends at

Bethany Home Road • 20th Street has no sidewalks

• Shared use of the road is appropriate for all users User experience: Implementation cost: $$ • Many residential lawns extend to the edge of the road within the

street right-of-way • A decomposed granite path on the west side of the street could blend

easier with the character of the neighborhood; however, it is not as friendly to wheelchair users

User experience: Implementation cost: $$$ • A paved shared-use path on the east side of the road could serve both

pedestrians and cyclists that are not comfortable sharing the road

User experience: Implementation cost: $$$ • A concrete sidewalk provides continuous pedestrian access along the

corridor and separates faster moving cyclists from walkers

Map

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Residential road treatments • 20th Street handles low car volumes and has bike lanes

• Shared use of the road is not appropriate given the wide pavement area, which promotes higher travel speeds than the posted speed limit

User experience: Implementation cost: $$ • Widen the bike lanes and narrow the travel lane to

promote slower car speeds • Add a concrete sidewalk on the east side of the road

User experience: Implementation cost: $$$ • Buffered bike improve the perception of safety and car

adherence to the traffic lanes • Add a concrete sidewalk on the east side of the road

User experience: Implementation cost: $$$ • Adding a paved shared-use path on the west side serves

both pedestrians and cyclists that are not comfortable sharing the road

Map

Camelback Rd

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Collector road treatments • 20th Street handles car volumes in excess of 10,000

vehicles per hour at speeds greater than 35 MPH

• Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $ • Buffered bike lanes and narrower traffic lanes promote

slower car speeds and adherence to the travel lane envelope.

User experience: Implementation cost: $$ • Protected bicycle lanes offer all the benefits of the

buffered lanes but improve the perception of safety. This is the minimum treatment required to attract cyclists to the corridor

User experience: Implementation cost: $$$$ • A raised cycle track or raised median protected bike lane

provide additional safety benefits and the feel of an off-street bicycle facility

Map

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Commercial core road treatments • 20th Street handles car volumes in excess of 20,000

vehicles per hour at speeds greater than 35 MPH

• Access to adjacent commercial properties is provided through six driveways

• Dual-center-left-turn lanes are required at the commercial driveway due to the off-set alignments

• Bicycle lanes are provided in each direction and a 10’ wide concrete pedestrian path is built on the west side of 20th Streeet

• Due to the complexity of this segment, the three proposed options are discussed in more detail in the following slides

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Commercial core road treatments • 20th Street handles car volumes in excess of 20,000 vehicles per hour at speeds greater than 35 MPH • Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $$ • Protected bicycle lanes separate cyclists from cars and improve the perception of safety • Narrower, 10’ wide travel lanes should reduce travel speeds • A lower 25 MPH posted speed limit could help drivers navigate the off-set commercial driveway turns and improve the cycling and pedestrian environment • Raised medians provide a refuge for pedestrians crossing mid-block and help reinforce a slower driving environment • Bicycle priority across driveways should be marked with high emphasis paint

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Commercial core road treatments • 20th Street handles car volumes in excess of 20,000 vehicles per hour at speeds greater than 35 MPH • Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $$$$$ • Raised cycle tracks on both sides of the road improve safety and create an off-street riding environment • Narrower, 10’ wide travel lanes should reduce travel speeds • Dedicated bicycle ramps at the main intersection with Camelback Rd and Highland Ave protect the cyclists while they wait for a crossing signal phase • Raised medians provide a refuge for pedestrians crossing mid-block and help reinforce a slower driving environment • Bicycle priority across driveways should be marked with high emphasis paint

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Commercial core road treatments • 20th Street handles car volumes in excess of 20,000 vehicles per hour at speeds greater than 35 MPH • Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $$$$ • A two-way raised cycle track provides an off-street riding environment for concerned cyclists. The existing bike lanes allow faster riders to use the road • Narrower, 10’ wide travel lanes should reduce travel speeds • Cyclists transition from riding with traffic to the two-way cycle track at the main intersections. They rest in designated boxes and cross with the adjacent traffic • Raised medians provide a refuge for pedestrians crossing mid-block and help reinforce a slower driving environment • Bicycle priority across driveways should be marked with high emphasis paint and the two-way operation of the track needs to be noted with signs

Map

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Collector road treatments • 20th Street handles car volumes in excess of 10,000

vehicles per hour at speeds greater than 35 MPH

• Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $$ • Protected bicycle lanes and narrower traffic lanes

promote slower car speeds. This is the minimum treatment required to attract cyclists to the corridor

User experience: Implementation cost: $$$$ • A raised cycle track or raised median protected bike

lane provide additional safety benefits and the feel of an off-street bicycle facility

User experience: Implementation cost: $ • Advisory bicycle lanes could be added on the adjacent

frontage road for the concerned riders; however, they need to transition back to 20th Street, which may be difficult to navigate

Map

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Collector road treatments • 20th Street handles car volumes in excess of 5,000 vehicles

per hour at speeds greater than 30 MPH

• Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $ • Buffered bike lanes and narrower traffic lanes promote

slower car speeds and adherence to the travel lane envelope. This is the minimum treatment required to attract cyclists to the corridor

User experience: Implementation cost: $$ • Protected bicycle lanes offer all the benefits of the

buffered lanes but improve the perception of safety

User experience: Implementation cost: $$$$ • A raised cycle track or raised median protected bike lane

provide additional safety benefits and the feel of an off-street bicycle facility

Map

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Collector road treatments • 20th Street handles car volumes in excess of 5000 vehicles

per hour and has a posted speed limit of 35 MPH

• Greater separation between cyclists and cars is required due to the high speed of the vehicles. Typical bike lanes are not appropriate for concerned cyclists

User experience: Implementation cost: $ • Buffered bike lanes and narrower traffic lanes promote

slower car speeds and adherence to the travel lane envelope. This is the minimum treatment required to attract cyclists to the corridor

User experience: Implementation cost: $$ • Protected bicycle lanes offer all the benefits of the

buffered lanes but improve the perception of safety

User experience: Implementation cost: $$$$ • A raised cycle track or raised median protected bike lane

provide additional safety benefits and the feel of an off-street bicycle facility