LOW-STRESS BICYCLE NETWORK

A low-stress network is one that is designed to be comfortable and usable for all levels of bicycle users. It is also known as a high comfort network. This network is designed to accommodate the least confident bicyclist and often provides facilities which accommodate pedestrians as well. The emphasis for this network is in providing bicycle facilities which are separated or protected from vehicular traffic. The design of this network appeals to families and adults just starting to ride a bicycle. By providing a network of comfortable facilities for a broader range of users, these networks typically increase the number of shorter distance, utilitarian trips for all types of bicyclists.

A low-stress network typically includes a connected network of shared use paths and cycle tracks. Low-speed and low-volume neighborhood streets also support these networks when safe crossings and connections are provided between neighborhoods and destinations within the city.

Low-stress networks are often implemented along with bicycle facilities which better serve more confident cyclists. The success of the network as a whole depends on how safe, comfortable, and connected the network is for a bicyclist with a particular skill level. Each network must be complete on its own and connect to the desired destinations for each user. In this type of network design, every corridor does not necessarily meet the needs of every user type. Less confident and more confident bicyclists may take different and parallel routes which are more comfortable for the needs of each bicyclist. Wayfinding and education are an important part of this type of network.

The Bicyclist Design User Profile provided in Chapter 1 illustrates the different skill levels and needs of each bicyclist type. As shown in the graphic, the majority of users nationally are included in the “Interested but Concerned” user group. Providing a low-stress bicycle network creates facilities which are appealing to this user group. Based on the public input received during this project, the following facilities could be included in Columbus’ low-stress bicycle network:

Shared Use Paths .

Cycle Tracks / Protected Bicycle Lanes .

Plan For The Future

While this Plan recognizes the need to provide a complete and connected low stress network of facilities to meet the needs of the majority of existing bicyclists, the City also needs to plan for the long-term needs of bicyclists. As bicycling and walking become more common and users increase, conflict issues will become more prevalent on many of the low-stress facilities. One example can be seen in small ocurrences in the city today along busy sections of the off-road shared use trail system. As use increases along shared use facilities more conflicts occur between cyclists and pedestrians because of the speed differential between the user types. When a corridor does not have an on-road facility, bicyclists who fall into the “Enthused and Confident” group will ride on the shared use path. Their speeds can cause slower bicyclists and walkers to be uncomfortable while using the same facility. A buffered bicycle lane would provide a comfortable facility for the more confident bicyclists while moving them to the roadway where their speeds are more appropriate.

As the network is developed and the vision for this plan is realized, a progression of collective bicyclist skill will occur with more of the population falling into the “Enthused and Confident” category. A system that is designed to only meet the needs of the least skilled bicycle riders will not meet the needs of this group of users and can lead to a decreased number of users utilizing certain facilities because of increased conflicts.

Age is also an important consideration in long-term planning. Like housing needs, the needs for bicyclists and pedestrians change over time. Providing a complete network of a variety of facility types, which will meet the needs of the community from young to old, encourages the continued use of the network and provides many benefits to residents’ health and the environmental health of the community.

Planning for the future includes incorporating the following elements:

A variety of bicycle facilities to meet the needs of multiple user types with varying skill and confidence levels.

Corridors with multiple user groups and high user numbers may need separated facilities or multiple facility types such as shared use paths along with bicycle lanes.

Regular reassessment of facilities to address width and maintenance issues.

Regular and long-term maintenance of existing facilities along with development of new facilities.

Safe and comfortable intersection crossings to complement the corridor facility type and preferred user type.

Flexible Design

It is important for the Bicycle and Pedestrian Plan update to include flexible design which can be modified to fit site and contextual conditions, including available right-of-way, budgets, and construction complexity. Bicycle and pedestrian plans are often unsuccessful when blanket design solutions are implemented that focus on uniformity instead of site specific specialization for each corridor. The network should be designed to function as a complete transportation system for bicyclists and pedestrians while offering multiple design solutions, some of which are not ideal but respond to the real-world context, constraints, and opportunities that exist in the city at the time of project construction. The facility guidelines that are provided as part of this plan should be utilized with engineering judgment, best practices, and design flexibility.

The Federal Highway Administration bicycle selection process, which is illustrated on the following page, demonstrates how a flexible design approach can be implemented. This approach was utilized in the development of the proposed network for this Plan. The overall network was established to provide safe and connected corridors throughout the city. Each corridor was then analyzed for the appropriate facility starting with the preferred design, which is determined by the target user, and then downgraded if that preferred facility was not feasible. Criteria used to determine the feasibility of a facility included:

Right-of-way width .

Pavement width .

Speed limit .

Traffic volume (when available)

Drainage and utilities along the corridor .

Adjacent land uses (existing and future) .

Potential to relocate or eliminate on-street parking

Function of the corridor in the overall network .

Potential for right-of-way acquisition

Potential for roadway widening .

Level of urgency to complete a gap in the existing network .

Identify Project Purpose

An important consideration in downgrading a preferred facility type is the need for a facility within a corridor. If the preferred facility will only be possible with additional funding or planning that will take years to accomplish (such as a high cost project or the need to purchase right-of-way where established businesses exist) but the corridor provides a vital connection to the network, then the downgraded facility can become a short-term solution which provides an important, if not ideal, connection. Downgraded facilities can include a protected bicycle lane instead of a grade separated cycle track or shared use path, or might include directing users to parallel paths which are less direct but have more comfortable facilities.