City of Oxnard - Bicycle and Pedestrian Master Plan Appendices
City of Oxnard - Bicycle and Pedestrian Master Plan Appendices City of Oxnard - Bicycle and Pedestrian Master Plan Appendices
City of Oxnard | Bicycle and Pedestrian Master Plan A.5 Signalization With the needs and characteristics of bicycles and motor vehicles varying so greatly, adequately accommodating bicyclists at traffic signals can be challenging for traffic engineers. This chapter contains guidance on the detection of bicycles at signals, bicycle pavement markings at signals, and bicycle signals. A.5.1. Bicycle Considerations at Traffic Signals Bicycles typically travel much slower than motor vehicles and can find themselves without an adequate time to clear an intersection. The duration of the amber phase of signals is typically sufficient to allow motor vehicles to clear an intersection at the prevailing speed; however, bicyclists typically average only 10 mph through intersections. Methods for accommodating bicyclists include: • Lengthening the ‘all red’ phase of the intersection: This allows any vehicles or bicyclists still in the intersection to clear it before a green phase is given to opposing traffic. The maximum length of the ‘all red’ phase should not generally be greater than 3 seconds. Under no circumstances should this time be extended beyond 6 seconds. • Coordinating signals to allow for the 10-15 mph progression speed of bicyclists: Sometimes it is possible to alter signal timing to provide ‘green bands’ for bicyclists without significantly impeding motor vehicle flow. • Increasing the minimum green phase: Bicyclists have slower speeds and accelerations than motor vehicles and even if they are at the stop line when a green light is given, the bicyclist may still lack sufficient time to clear the intersection before a conflicting green phase. • Using signal detection to detect moving bicyclists: Video detection technology may be programmed to detect the presence of bicyclists. This allows for the adjustment of the minimum green phase, or the clearance interval based on the presence of bicyclists. A.5.2. Detectors A.5.2.1. Video Detectors Video detection cameras can be used to determine if a cyclist is waiting for a signal. These systems use digital image processing to detect a change in the image at the location. Video detection cameras should be installed on the signal pole mast arms or luminaire mast arms and placed at an angle, determined by the manufacturer, to see oncoming bicyclists within the established detection zone. At night, video detection systems currently in place have at times had difficulty accurately detecting cyclists, however current strides in detection technology may eliminate this problem. Video camera system costs range from $20,000 to $25,000 per intersection. Detection cameras are currently used for cyclists in the City of San Luis Obispo, California, where the system has proven to detect pedestrians as well. A.6 Bicycle Parking Bicycle parking is a support facility that allows bicyclists to store their bicycles when they reach a destination. These facilities enhance the bicycle and pedestrian environment and are important aspects of a complete network. Bicycle parking can be separated into two categories: short term and long term. Alta Planning + Design | A-37
Appendix A | Design Guidelines • Short-term bicycle parking serves users who will park for less than two hours, typically for shopping and recreation. This type of parking should be convenient. Short-term parking is typically provided with bicycle racks (see table below). • Long-term bicycle parking should serve users who park their bicycles for a period longer than two hours. This type of parking should provide a high level of security. Long-term parking is typically provided with bicycle lockers and bicycle cages (see table below). Table A-4: Bicycle Parking Location and Capacity Land Use or Location Physical Location Short-Term Bicycle Parking Capacity Long-Term Bicycle Parking Capacity Multi-Family Residential (with private garage for each unit) Near building entrance with good visibility 0.05 spaces for each bedroom (2 spaces minimum) 0 Multi-Family Residential (without private garage for each unit) Near building entrance with good visibility 0.05 spaces for each bedroom (2 spaces minimum) 0.15 spaces for each bedroom (2 spaces minimum) Park Schools Public Facilities (city hall, libraries, community centers) Adjacent to restrooms, picnic areas, fields and other attractions Near office entrance with good visibility Near main entrance with good visibility 8 spaces 0 8 spaces 2 locker spaces per 2 classrooms 8 spaces 0 Commercial, retail and industrial developments over 10,000 gross square feet Near main entrance with good visibility 8 spaces per 10,000 square feet 2 locker spaces per 10,000 square feet Shopping Centers over 10,000 gross square feet Near main entrance with good visibility 8 spaces per 10,000 square feet 2 locker spaces per 10,000 square feet Commercial Districts Transit Stations Near main entrance with good visibility Near platform or security guard 4 spaces every 200 feet 0 8 spaces 2 locker spaces for every 30 parking spaces Recommendations in this chapter are based on national best practices, Association of Bicycle and Pedestrian Professionals Draft Bike Parking Guide (2009). A-38 | Alta Planning + Design
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<strong>City</strong> <strong>of</strong> <strong>Oxnard</strong> | <strong>Bicycle</strong> <strong>and</strong> <strong>Pedestrian</strong> <strong>Master</strong> <strong>Plan</strong><br />
A.5 Signalization<br />
With the needs <strong>and</strong> characteristics <strong>of</strong> bicycles <strong>and</strong> motor vehicles varying so greatly, adequately<br />
accommodating bicyclists at traffic signals can be challenging for traffic engineers. This chapter contains<br />
guidance on the detection <strong>of</strong> bicycles at signals, bicycle pavement markings at signals, <strong>and</strong> bicycle signals.<br />
A.5.1. <strong>Bicycle</strong> Considerations at Traffic Signals<br />
<strong>Bicycle</strong>s typically travel much slower than motor vehicles <strong>and</strong> can find themselves without an adequate time<br />
to clear an intersection. The duration <strong>of</strong> the amber phase <strong>of</strong> signals is typically sufficient to allow motor<br />
vehicles to clear an intersection at the prevailing speed; however, bicyclists typically average only 10 mph<br />
through intersections. Methods for accommodating bicyclists include:<br />
• Lengthening the ‘all red’ phase <strong>of</strong> the intersection: This allows any vehicles or bicyclists still in the<br />
intersection to clear it before a green phase is given to opposing traffic. The maximum length <strong>of</strong> the<br />
‘all red’ phase should not generally be greater than 3 seconds. Under no circumstances should this<br />
time be extended beyond 6 seconds.<br />
• Coordinating signals to allow for the 10-15 mph progression speed <strong>of</strong> bicyclists: Sometimes it is<br />
possible to alter signal timing to provide ‘green b<strong>and</strong>s’ for bicyclists without significantly impeding<br />
motor vehicle flow.<br />
• Increasing the minimum green phase: Bicyclists have slower speeds <strong>and</strong> accelerations than motor<br />
vehicles <strong>and</strong> even if they are at the stop line when a green light is given, the bicyclist may still lack<br />
sufficient time to clear the intersection before a conflicting green phase.<br />
• Using signal detection to detect moving bicyclists: Video detection technology may be programmed<br />
to detect the presence <strong>of</strong> bicyclists. This allows for the adjustment <strong>of</strong> the minimum green phase, or<br />
the clearance interval based on the presence <strong>of</strong> bicyclists.<br />
A.5.2. Detectors<br />
A.5.2.1. Video Detectors<br />
Video detection cameras can be used to determine if a cyclist is waiting for a signal. These systems use digital<br />
image processing to detect a change in the image at the location. Video detection cameras should be installed<br />
on the signal pole mast arms or luminaire mast arms <strong>and</strong> placed at an angle, determined by the manufacturer,<br />
to see oncoming bicyclists within the established detection zone. At night, video detection systems currently<br />
in place have at times had difficulty accurately detecting cyclists, however current strides in detection<br />
technology may eliminate this problem. Video camera system costs range from $20,000 to $25,000 per<br />
intersection. Detection cameras are currently used for cyclists in the <strong>City</strong> <strong>of</strong> San Luis Obispo, California,<br />
where the system has proven to detect pedestrians as well.<br />
A.6 <strong>Bicycle</strong> Parking<br />
<strong>Bicycle</strong> parking is a support facility that allows bicyclists to store their bicycles when they reach a destination.<br />
These facilities enhance the bicycle <strong>and</strong> pedestrian environment <strong>and</strong> are important aspects <strong>of</strong> a complete<br />
network. <strong>Bicycle</strong> parking can be separated into two categories: short term <strong>and</strong> long term.<br />
Alta <strong>Plan</strong>ning + Design | A-37
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