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7/28/2019 Connect: Central Iowa Bicycle & Pedestrian Transportation Action Plan 2020
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An Action PlAn or Projects, ProgrAms, And Policies
Central Iowa BICyCle and PedestrIan transPortatIon aCtIon Plan 2020
CONNECT
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FINAL REPORT
AUGUST 2009
Cv Ph: wu s, b Zc Biig.a phgph hi ci m MPo chiv.
t cpi h CONNECT: Central Iowa Bicycle andPedestrian Transportation Action Plan 2020, p cc:
des MoInes area MetroPolItan PlannInG orGanIZatIonM H C | 6200 au avu, sui 300w | Ub, Ia 50322t: 515-334-0075 | F: 515-334-0098
th CONNECT: Central Iowa Bicycle and Pedestrian Transportation ActionPlan 2020 i p h MPo bi: hp://.mmp.g
2009 d Mi a Mpi Pig ogizi
An Action PlAn or Projects, ProgrAms, And Policies
Central Iowa BICyCle and PedestrIan transPortatIon aCtIon Plan 2020
CONNECT
th d Mi a Mpi Pig ogizi (MPo) pp hi p ih pi uig m h Ui sdpm tpi F High amiii F ti amiii, i p hugh c mchigu pvi b h d Mi a MPo mmb gvm. th c h pibii h d Mi a MPo.th Ui s Gvm i gci um ibii h c hi p h u i c. th dMi a MPo ppv hi p augu 20, 2009. P c (515) 334-0075 bi pmii u.
7/28/2019 Connect: Central Iowa Bicycle & Pedestrian Transportation Action Plan 2020
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CONNECTcentrAl iowA bicycle And PedestriAn trAnsPortAtion Action PlAn 2020
connect Project stA
P maa
Za b
d Mi a Mpi Pig ogizi
ca ia b a Pa ra Pa s
la H, ChiI nu Hig Fui
rh raa
Ci Ci
ga sCi w d Mi
t r
Ci ak
ca wa
s Cu Cvi
Aa cha
I nu Hig Fui
mPo mAnAgement stA
ca ia b a Pa ra
j la, ChiCi nk rpiv
t Ka, ecuiv dicd Mi a Mpi Pig ogizi
tapa P c
t oha, ChiCi w d Mi Cuci Mmb
tapa tha c
Kaa ta, ChiCi w d Mi P
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DISCLAIMER
thi cum ciu , pcici gui. I i i pc iig c Igvm/gc m vi , h ci giig jugm b ic pi.
th cum i imp gui, hich cmpi imi, ccp, b pcic m viu gci gizi c ih imi bicc pi pi iu. th C I Bicc-Pirub ckg h ic h pcic pvi hi cum gui h pib mkig pi cii.
CONNECTcentrAl iowA bicycle And PedestriAn trAnsPortAtion Action PlAn 2020
Central Iowa Biccle and Pedestrian Roundtablecha j la, Ci nk
ma Avaz, Ci w d Mirha b, Ci d Mi
ja b, G d Mi PhipK ca, Ci Civ
Aa cha, I nu Hig Fuij ch, Jp Cu
mha ca, Ui s am Cp egidaa c, tpi Mgm acii
g ca, Ci IiAa da, Ciiz
ta m Ha, Bik wk wk Cira Ha, C I ti acii
jh H, Ci wi Highla H, I nu Hig Fui
ja Hk, Ci Ubmh Hz, Ci Gim/F egiig
jh la, Ci Hut lva, Bk lm egiigl l, Pk Cu Cvi
bh nh, Ci PPh o, G d Mi Vkp acii
m oz, I dpm tpij P, w Cu Cvi
rh raa, Ci Cit r, Ci akn r, Ci Ci
ga s, Ci w d Mica V, ti G Cmmimk waa, d Cu Cvi
r wa, Ci Jhna w, G d Mi Vkp acii
V w ii, Ci aca wa, s Cu Cvi
ga la w, Ciiz
mk Za, B & w egiig
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The
CIRTPACenTRAl IowA RegIonAl TRAnsPoRTATIon PlAnnIng AllIAnCe
Gig,
I m p p u c I bicc pi ci p CONNECT: Central IowaBicycle and Pedestrian Transportation Action Plan 2020 (Connect). thi p i gui pjc, pgm,
pici bicc pi pi i h upcmig .
th d Mi a Mpi Pig ogizi C I Bicc-Pi rub k hi p i cmp h pjc. Ciiz u c I pvi ii hp big iigh, uggi, ci uig h vpm hi p. w hv b ig buu cc hik hv h cc i hi p, mkig i b pucbcu u ivvm.
Connecti ci p h i gui u hikig h c mk bicc pi civii jb iiviu, gup, mii. Jiig bik pii ii, uch chuivii, mpm c, hppig ii, i p imp cciConnect i bu bihig hmiu i b bicc pi civii. w biv
h ucc hi p i p g cpiv ih c gvm, gci, -p gizi, vu, vc, ciiz.
w cug u k g k hi p k p b cmpig ci ihi h pw hv cmp v imp p i vpig h c I bicc pi cip, bu v h , i b viig mig i, igig i ih h p.
wih v kig gh ccmpih h g, bjciv ci hi p, c I ibcm m hh vib pc k iv.
s cc,
Jim l, ChiC I Bicc-Pi rub
a a ak Bu B B Cu Ci Civ d Cu d Mi Gim Ii Jp CuJh Kvi Mi Cu Mi Cu Michvi nv n nk P P P Hi Pk Ci
Pk Cu s Ci s Cu Ub w Cu wuk w d Mi wi High wi
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exeCUtIVe sUMMary ........................................................
IntrodUCtIon ......................................................................
Chapter 1:systeM .....................................................................................
Chapter 2:
PedestrIan ............................................................................
Chapter 3:
BIKeway ................... .................... .................... ................... .....
Chapter 4:
traIl .................... ................... .................... .................... ...........
Chapter 5:saFety ......................................................................................
Chapter 6:
ProMotIon & adVoCaCy ..............................................
Chapter 7:
IMPleMentatIon ...............................................................
reFerenCes ...........................................................................
Index ................... ................... .................... .................... ...........
Appendix 1:
Glossary ................................................................................
Appendix 2:
sIx es ........................................................................................
Appendix 3:
tIMelIne .................. .................... .................... ................... .....
Appendix 3:
FUndInG oPPortUnItIes .............................................1
Appendix 4:
CoMPlete streets PolICy ..........................................1
Appendix 5:
CrasH data .........................................................................1
Appendix 6:
laws and ordInanCes ................................................1
CONTENTS
Photo:BikesBelong
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Map 1:
Central Iowa exIstInG andPlanned FaCIlItIes ..............................................................9
Map 2:
des MoInes Metro area exIstInGand PlannInG FaCIlItIes ................................................ 10
Map 3:
des MoInes area reGIonal transItaUtHorIty BIKe & rIde roUtes ....................................16
Map 4:
exIstInG sIdewalK CoVeraGealonG MaJor CorrIdors .............................................. 24
Map 5:
PerCentaGe oF CoMMUterswalKInG to worK, 2000 ................................................... 25
Map 6:
PerCentaGe oF CoMMUtersBIKInG to worK, 2000.........................................................31
Map 7:
Central Iowa statewIde and
reGIonal traIls ..................................................................40
Map 8:
exIstInG BICyCle andPedestrIan FaCIlItIes wItH
transIt ConneCtIons ................... ................... ............... 56
Table 1:
BIKe & rIde UsaGe By MontH ...........................................15
Table 2:
BIKe & rIde UsaGe By roUte .............................................15
MAPS AND TABLES
Phot
o:
BikesBelong
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CONNECT | i
EXECUTIVE SUMMARY
executiVe summArythi p, i Connect, v ci p mkc I gi h upp biccig kighughu v h pi m. I pvih mk c I vp bicc pi i vim. Connectim hpig gui c I piiv h bicc pi i m pc umbi. Biccig kigpvi vib m pi pp g cicmic v. F biccig
kig m b hi m chic pi.Pviig ik, bicc , ig bicc u, i cu cug m pp bicc k.
C I cu h ppim 550 mi i,hich ppu ci bicci cmmu, icu I v s sigic (lv 1) ici. th amic dicv ti ci icu hH I nu ti, h ak w ti,h n smih ti, h Jh P di ti, h Piciprivk ti, h Mih ti, h Bi ri ti, h wuCk ti, h Cb Pk ti, h Civ Gb ti, h rcc riv V ti. th C I ti lp
ci icu h H I nu ti, h akw ti, h G l wi ti, h ChichV ti.
C I i hm i ig nrci ti: h d Mi riv ti (Jhdi ti), 1990; h n smih ti, 1990; h rcriv V ti, 2006; h Chichqu V ti, 2007G w ti, 2008; , h summ ti, 2008
Connecth h cpbii :
Fcii h vpm gi, ccmphiv, , cvi biccpi pi m;
Ic ug pi m;
supp pm b pi m h cug civ, hi;
ecug buiig gi m bicc
Photo: Iowa Natural Heritage Fo
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EXECUTIVE SUMMARY
ii | CONNECT
pi ciii;
dc h umb cci ijui bpcig h igh bicci mi;,
sv mk cmphiv,ci, ciuig pig pc gci, cui, c gvmi pig vpig bicc pi
ciii.
GOALS AND OBJECTIVES
h C I Bicc Pi rubrub) Pig subcmmi (Pigubcmmi) bg h pc vpig Connect vuig zig i b pcic miig gi c bicc / pi. th Pig subcmmi i viu
hm ii hugh cmm p pubic
mig. Fm hi, cmm g bjciv Connectmiiz. whi g bjciv qu
i i pi, mj pc bcm cmmi. Cciv, h Pig subcmmiu g bjciv cu pimi ,icc pi i u vpm,mii, ccib ii, cui, ivpi, uci, ccivi, ccibii,mpmi, mic.
h Pig subcmmi c Connect hpchiv h F High amiii (FHwa)icc pi pic g. th :
ga 1:
ia a pa apa a
a 15% a p aa, a;
ga 2:
sa h a
pa k af ah a
a 10% aa.1
aii, Connect h v chp, ch ih pcic g. Connect ph i h FHwa v e Iuci) i: bchmk ccmpih u
im-m, ci pm, bjciv m, chiv.
ch chp h ii pcic bjciv ccmpih h chp v g, v h 11 .h Pig subcmmi ii 111 ci, ih
mub bchmk, impm h bjciv mi Connects pg v im. Pvi b
vi ch chp g. P h u p m i imi bjciv, ci, chmk.
Sstem.Expand and improve bicycle and pedestrian riendly
acilities to connect to all travel modes.
a bc bicc pi i m i b hh, pi, cmic, vim,ci qui, qui i iu. a bc mcc i, bicc , bicc u, ik bu p, i civii, ch, ighbh,mpm c, c mj phic pi bi. thi chp cug p gi u h b vib hm pgiv chg h vpig h bicc pi m.
Pedestrian.
Develop a cohesive, connected, and continuous walkable
pedestrian environment or all users, including persons
with disabilities, children, and the elderly.
a kb vim hu hv picci, v ci chc, uchc. K pi cci ci icuik ccig i, cig, bu p, ccib hicp impvm. tv cichc ci icu icpig pig ipb h ik, qu kigpc, pi c ighig. l u chcci pc mphi buiig pi-ivpm, ic cvi u, kbii ui.
Bikewa.
Provide sae, accessible, and comprehensive bicycle
riendly acilities throughout central Iowa.
ecugig biccig bgi ih ccibpc i. Connect pp vpig biccm h cc iig i ih bicc, ig bicc u, h mkig, h. Bik pii ii, icuig ch,uivii, i i, imp. FHwaguic ugg givig u cii biccii h pig, ig, cuci, mic big h ciii bcmbi biccig.
Trail.Create a connected regional multimodal trail system
oering convenience, mobility, and eciency.
th C I ti sm i v 500 mi g.Pig, uig, ccig i h p mkig c I h ti Cpi h w.K i ci icu vpig uig uc,iiuig mic pcu, uppig icu i m, viizig g pig, ccig gp mk uiup i m.
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CONNECT | ii
EXECUTIVE SUMMARY
Saet.
Ensure bicyclist, pedestrian, and motorist rights and saety
through eective education and law enorcement.
a h bicc pi m g cugm pp bicc k, pgm i uc bicci, pi, mi h h. K ci icu zig h cicumc bicc pi cci hp pv hicuc, kig ih c cm p biccig pi iu, iig bicci pi igh, impmig gi iemgc 911 m.
Promotion and Advocac.
Empower individuals to increase bicycle and pedestrian
trips by promoting the benefts o bicycling and walking
through concentrated education, awareness, and marketing
campaigns.
dvpig bicc pi ki mg pi u i civ . Mkig
biccig kig hh, u, cvi m pi u cug u. tchig mi h h ih bicci pi, vpigmp, hig v civii, vpig igigg, vcig qu bicc piigh cu cug u.
Implementation.
Monitor and evaluate progress in creating a premier bicycle
and pedestrian system in central Iowa.
Impmig Connect i qui gvm gci icu bicc pi ccmmi
i uu pi u p ig, cuci pjc. Impvm i cuuig, pici, cii ih c fci,gvm/gc , vu, vc, hi pi mk hi p civ. th chivm Connect, mu hugh iic i, pubicipu, cmp bchmk, c u c Iuu buiig c bicc pi ivim.
Biccig kig m ig,
muim pi m. Cucig ik,iig bicc pkig i ci, chigchi i k , iig cub cu mp hchi, ipig bik , buiig i cibu i pig , mbii, cmic gh ,hcm cmmuii u vim, i cui.
Photo: Andr
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CONNECT |
InTRodUCTIo
introduction
Toda, biccling and walking are becoming
more accepted transportation alternatives.
ov h p c, c I gvm
gci cu m hi bicc piimpvm vpig i. I c, c Iiig i cup ih vpm p i ih mpi gi pi impvmpgm u u i 100-mi p, 90-mip, 70-mi p, 50-mi p, h gh,p igh cui 36 cmmuii c c I.
th g i pv i i c I, m hcmmui J, I, Big Ck s Pk Pk Ci, I, i ppim 95 mi g.1
F 2007-2008, m bicc pi impvmi c I icu:
dvpm v 25 mi i;
dvpm 0.5 mi bicc ii p c hMi luh Kig, J Pk CgGv avu ici;
Ii v 250 bicc pkigciii i d Mi;
opig bicc c-p i d Mi;
opig bicc cii hB skig Pz i d Mi;
Cici i lgu Ccig Iuc
b h lgu amic Bicci;
Ci bicc vi cmmi ih Ci w d Mi;
Picipi v 2,000 cmmuuig Bik wk wk 2008;
Bgiig h Kim w ri Ccig sh, c-i i (Kxno) k h ic biccig;
Cuci cmp i cI cii, ,
U d Mi a rgi tiauhi (dart) Bik & ri (bu ck bu) pgm b m h 54,000i.
th impvm, ih i ucchp mv c I c bcmig biccpi i gi b h lgu amBicci . Hv, h m chgbiccig kig i c I h mi. Coni impv c I bicc pm.
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vhic mii pib 30% cbii, 80% cb mi, 50% igi i h Ui s.3 sh v ipm b biccig kig uc i pui (hu ip puc m pui p mi h gip).4 rucig u ip c miig ghug, gu-v i pui, mg, ci i, i
pui.
Qualit o Lie Benefts. Bicc pi ipi m iic cmmuiivbii. aciv ih bicci pi h mbic cui , ih h hciv i pc iv vii.
th c hv impc cig bui,mp, uim.5
Economic Benefts. th umbi i h c-highhuh p, huig i.6 th c pig i ppim $6,217 $9,997 cmp vg u c $120 mii bicc.7 I im high g pic, biccig kig b m pi.
rc ui iic h i g chv piiv c h vu b ppi. au pp vu i eug, og, mi hc h suh rigi ti h pp vu b hm. th u u h ic h ih igic i h pic hm mi h, v c h hm ih, h vu h hm ic $6.77.8
Health Benefts. thi miu bic ci
, uch biccig (v-mi i) kig ( h-mi k), c hp iv g hhi.9o u qui h b m p ivpm m hh pi, ccuig h v $1.00 ivm i i phic civi $2.94 i ic mic b.10 a ni Pksvic u, hich cmp pp h i h h ci gu, mh piiv b ci. th ci 14% hhc cim, p 30% i hhpi, h 41% cim g h $5,000.11
InTRodUCTIon
2 | CONNECT
BENEFITS
iccig kig big m b u -u c I bicc pi m.
a m pi, bicci pi mk vg h m vi fc cgi pkig, v m, b civ ci.
ii, biccig kig imp i h
v iv h h hv cc mhic.
h piiv b biccig kig civm pi, pu ci civii,p c m pc ivih. Mkig ip biccig kig u hv m h igpcic b:
Transportation Benefts. accig h FHwa 2001National Household Travel Survey, m 50% iv ip k h mi i gh v 5% i v ip k h mi.2h d Mi a Mpi Pig ogizi
MPo) 2001 National Household Travel Survey Add-on im v 50% d Mi mpi v ip k h mi i gh v5% v ip k h mi. thpi b biccig kig cucu h ic v mbii, uci fcgi, hcm bicci,i, mi.
nvironmental Benefts. Biccig kig i g h vim pp iv i. th m v i i, pui, cgi. M
PRECEDENT PLANS
Connect v up up h 1974Metropolitan Bike Trails p h 1981 Metropolitan
ikeways Study, pp b h C I rgiacii lc Gvm. th 1974 p, h
icc p h g d Mi mpi ,vi vvi h m bik,uiv guii, mp bicc ciii,
mk h ici h c gci h vpm h mpi bik m.
h 1981 u up h 1974 p imi pc. th u mi gi cii ig m p bicc ciii m h 1974 i icc mk ciuu u
hugh h ubiz . Fuhm, h 1981p i p cc bu g
cumpi. simi, m h m cci ih vim. M pp , iu , biccig ipiv, -puigiv g cumpi vib cmp
muim pi m.
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Social Justice Benefts. appim -hi amic iv. thi icu p v h g 65, chi u h g 16, ib p, h h ub h c ig pig vhic.12 B pviig bicc piciii, cmmuii pp ch h h v k, hppig, hm, ci ip.wihu pvii, bicci pi ih i h pi m gg i u biccig
kig cii. th ck chic i pim c icvi ci ub bi mbii.
CONNECT |
InTRodUCTIo
SIX Es
Connect h FHwa ig ppch bicc pi pi pig ivvig h ve ppch: giig, cm, cugm,uci, vui. rc iu uggig ih e h ppch: qui.13 th,
Connect pp h i e (euci, ecugm,ecm, egiig, evui, equi)ppch h chg ppuii ihih c I bicc pi m.
Education. th uci cg cu chigbicci pi g h mv i , m i ik cg , hichig mi h h h ih u.euci m icu pviig vib biccig kig uci u chi, hvig lguCcig Iuc ch i h cmmui, iibuig imi bicci, pi, mi vi
mp, ip h, p iv uci mu cu.
Encouragement. th cugm c pcimpc h pmi cugm bicc pi civii i c I. I c, c Igvm/gci pm cugpicipi hugh h u d Mi Mri, Bik wk wk v, ti dz, h G dMi ti Mp, umu cmmui chibicc i. aii, cugm pjc cuicu ii u ig igg, s ru sch pgm, cmmu iciv pgm, c
biccig kig cub, uch Fi C Iti (FoCIt), G d Mi Vkp acii, dMi Cc Cub, C I ti acii.
Enorcement. th cm m mu hcci b h biccig, pi, cm cmmuii. ecm hh h cm cmmui h iiihi h biccig pi cmmui, hhh bicc ivii h cm pubic cmmuii, hh cmmuii u gcm civii cug bicci mi
h h , hh bicc- p i.
Engineering. th giig cmp cu phic pi impvm h pm h ccmm bicc pegiig h ic cc bicc m p pi ci pccmmi pi hugh ccib ii, ck ig imig, ccmmibicci hugh -ig bicc h mkig, i ui . egi pviig cu bicc pkig ciiiccig - - bicc piucu.
Evaluation. evui jug h iig bicc pi m, iig pgm pici, pig uu impvm. th bihm bicc pi p i h p. Muh mu kig biccig kig pc icmmui, zig ch i , h cmmuii k impv h , m vuig h p.
Equalit. th qui m ivv hvig c bicci pi h m u hugh qu , qu u cii i pig igig biccpi iucu.
CHAPTER ORGANIZATION
a pviu, h Pig subcmmi vCc b ghig, zig, iig ipu h pubic, h rub, h MPo , h ipi uig h pig pc. Fuh ipu ich vi i b pcic m h biccpi p ig guii. M ipu icpic uch cmp , igg uci, bicc , i, pic cm, fci ivvm, cci b ciiimii.
th Pig subcmmi ig Cc c u i h cum b iiv
chp. ech chp b iiig h ch ppuii p hugh pviu pubic imig icui. ech chp gii pcic bjciv ccmpih h chp vg, v h 11 . th Pig subcmmiii 111 ci, ih mub bchmk. bchmk h i impmi gig 2009-2020. I m c, h ci ii i hi qui ii i kh ivvm u pp impmi.
Cc ii phip ic vp mii h bicc pi ci
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InTRodUCTIon
4 | CONNECT
Highwa Construction and
the League o American Wheelmen
duig h 1880, i i high vivi h Ui sth m cm mbicci h cu mib , lgu amic whm (law),
bicc i gup m i 1880, h cmpig u c cuci 1888. I h i ucc,hv, bcu ppii m m,h h impvm h i-ichub cci m high pp . Ip hi imp, h whm bg uci cmpig h b b , hich bih h bi h g mvm h qucu. I pmph, k bui, , 1892, h mgzi G r, h law
cim h g high u i vu, p mk, pvi cc mucu g, u pv, icpiic picipi b m, impvuci.
Photo: Bikeiowa.com
upp uci bicci, pi, mi, cug m pp bicc k pi pup. th phip i hpu h h ci bchmk cmp.
a m ik, i, bicc ciii c , c gvm/gc iiiiv ic. I i ik h cmmui i qui i cmbii ci p bjciv hh impm uccu bicc pigm h chiv Connects g. wihu h
c , h civ hi p i b imi, h ucc p g cpiv ih c gvm/gci, pgizi, vu, vc, ciiz.
Connecti vii p! Connectc hp gui c h p bcmig bicc pi-i gi. Connect, p, i h p. th c p bgi ih impmigh bchmk hugh c hum ciuc. a ivig cum, i i b imp
mu pg, piii, iv impv hicc pi m c I impm
Connect.
MAINSTREAMING NONMOTORIZED
TRANSPORTATION
2005, hSae Accountable, Flexible, Efcient Transportationquity Act: a Legacy or Users (saFetea-lU) cm iu h picip h v gvm hi h ccmmi miz u
uig h pig, vpm, cuci F-i pi pjc pgm. th
saFetea-lU i p, ig, cuc impv pi ciii ih bicci pi i mi:
Bicc pi ciii pik h b ci, h pppi,i cjuci ih cuci cuci pi ciii,cp h bicc pi u pmi. (23 U.s.C. 217(g)(1))
tpi p pjc h pviu cii ciguu u bicci pi. (23 U.s.C. 217(g)(2))
I c h high big ck i bigpc hbii ih F cipicipi, bicci pmi ciii ch uch big, h ccmmi bicci c b pvi b c p uch pcm hbiii, h uch big h b pc hbii pvi uch ccmmi. (23 U.s.C. 217())
whi h ci p h quiig bicc pi ccmmi i v pi pjc,Cg ii h bicci pi hv , cvi cc h pim v pi impvm ppui hc h cvic h m. du cii bicc pi hu icu, miimum, pumpi h i ccmm bicci pi i h
ig impv pi ciii. lcgvm hu icu bicci pii h pig, ig, pi piciii m ui, h cii ccmm hm hu b h cpi h hh u.14
Source: Seely, Bruce E. 1987. Building the American HighwaySystem: Engineers as Policy Makers. Philadelphia, PA: TempleUniversity Press, pg. 11-12.
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Chapter 1:
SystemChallenges and Opportunities. a cmbii pubic ipu, p vi, iucu vui ii h rvi cu i pvm ig , i pimiz pvm ubii;
Ic uci , b, pip, pi gi, cii mk;
accmm bicci pi c big;
Ig bicc pi ccmmi hbgiig pig ig pc;
dvp m ig bicc pi ciimic pcu ig , pimizigubii cig c;
Pvi bic mii g bicc pi ciii,
uch , m, bicc pkig, mgc h;
Impm cmp h ig p b cc u, icuig pbicci, mi, i u g b
C bicc pi m h i ic
ih ii, cmmci, i u ;Pvi qu ici fc ig cim u, icuig p ih ibiii, ch ; ,
Impv pig cpi b i pbicc pi ci.
Photo: Bikeiowa.com
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SYSTEM
6 | CONNECT
GOAL:
Expand and improve bicycle and pedestrian
riendly acilities to connect to all travel
modes.
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s p ak h
a fa a
ak:
1) walking is an excellent indicator o
quality o lie in the neighborhood;
2) a vital, walkable downtown
neighborhood center with attra
places to walk and shop contribut
the local economy and attracts or k
businesses in the community;
3) a walkable community also h
sense o place where people know
care about one another;
4) children, senior citizens, and pe
with disabilities can get around on
own;
5) as new housing developments
renewal projects are designed
walking in mind, as gaps in the side
system are lled, and as street cross
are made saer, more short car trips
and will be made on oot;
6) a shit to more walking reduce
pollution, trac congestion, and par
demands.
Objective 1Establish communication and educate decision makers on the benefits
of bicycle and pedestrian activities.
Actions:1.1. Build coalitions and alliances with local organizations and advocates to help support and provide
resources toward common eorts. Coalitions and alliances are groups that orm or mutual benet. Partnerships
are relationships between individuals or groups characterized by cooperation and responsibility. Groups should orm
in central Iowa to achieve shared goals and should band together to pursue common eorts.
1.1.1. Benchmark: Identiy and list existing local organizations and advocates, with the goal o coordinating eorts
and encouraging involvement in local bicycle and pedestrian issues, beginning in 2009.
1.1.2. Benchmark: Send bulletin updates semiannually, beginning in 2010.
Partner: Roundtable
Roundtable Subcommittee: Communications
1.2. Inorm elected ocials about the benets, challenges, and opportunities inherent to bicycle and
pedestrian acilities. Contact city council members and county supervisors directly, sign petitions, send letters via
U.S. mail, and send messages via e-mail to ensure elected ocials know the importance o bicycle and pedestrian
interests. Since 2005, such activities resulted in bus bicycle racks on DART buses, led to the purchase o 200 bicycle
racks or the City o Des Moines, and integrated the rst bicycle lane on a collector roadway in the metropolitan area
(East Walnut Street, Des Moines, Iowa).
1.2.1. Benchmark: Plan events and activities to encourage elected ocials to walk with an escort that can point out
challenges and potential solutions, beginning in 2009.
1.2.2. Benchmark: Compile and distribute to elected ocials inormational material on health, economic, quality o
lie, and transportation benets o bicycling and walking, by 2010.
1.2.3. Benchmark: Present an annual report to elected ocials, beginning in 2010.
Partner: Roundtable - Advocates - Volunteer Groups
Roundtable Subcommittee: Communications
1.3. Promote participation in educational workshops and the annual Iowa Bicycle Summit or elected
ocials and other policy and decision makers. Key decision makers in each community should designate oneor more decision makers to participate in bicycle and pedestrian educational programs. Participating in workshops
and witnessing demonstrations make concepts more memorable and could gain decision makers endorsements o
bicycling and walking.
1.3.1. Benchmark: Encourage each government/agency in central Iowa to send one participant to the annual Iowa
Bicycle Summit, beginning in 2010.
Partner: Roundtable - Government/Agency - FOCIT
Roundtable Subcommittee: Planning, Policy, and Funding - Communications
1.2
Source: Pedestrian Federation o Am
Photo: Bikes Belong
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Objective 2Increase the number of Connection points between JURISDICTIons,
ACTIVITY NODES, and travel modes.
Actions:2.1. Eliminate gaps in the existing bicycle and pedestrian system. A gap is a missing section between
two existing acilities. Existing acilities include on-street accommodations, trails, and pedestrian acilities where
dierent jurisdictions may operate those acilities. A gaps study identies barriers to bicycle and pedestrian
travel and proposes strategies to connect sections on local, county, and regional levels. Future planning eorts
should ocus on identiying, prioritizing, and creating inrastructure to ll in known gaps.
2.1.1. Benchmark: Identiy and map regional bicycle and pedestrian acility gaps annually, or as determined,
beginning in 2009.
2.1.2. Benchmark: Develop an implementation schedule and a gap prioritization methodology, beginning in
2009.
2.1.3. Benchmark: Connect two to our priority gaps per year, beginning in 2011.
Partner: Roundtable - Government/Agency
Roundtable Subcommittee: Technical
2.2. Connect trails to the on-street bicycle system. Trail users need to be able to transition to and rom
the on-street bicycle system and onto the trail system saely and conveniently. Facilities that end, where theonly option is to turn around, are dead-ends. One solution is to provide on-street accommodations where
trails begin and end. (See Map 1, page 9 and Map 2, page 10, or Existing and Planned Bicycle and Pedestrian
Facilities).
2.2.1. Benchmark: Identiy dead-end bicycle acilities, by 2010.
2.2.2. Benchmark: Connect one trail to an on-street bicycle acility every year, beginning in 2010.
Partner: Government/Agency
Roundtable Subcommittee: Technical
2.3. Provide access across transportation barriers. Central Iowa has a mixture o transportation
connectivity barriers to bicycling and walking, including Interstate highways, major highways, major arterial
roadways, rivers, rail lines, gravel roads, and property sites. Such barriers can orce bicyclists or pedestriansto travel miles out o the way to nd adequate crossings. Providing bicycle and pedestrian access across these
barriers should be a standard component o roadway and bridge planning and design, regardless o a roadways
ederal unctional classication.
2.3.1. Benchmark: Identiy and prioritize all major barriers to bicyclists and pedestrians, by 2011.
2.3.2. Benchmark: Build three to ve new crossings over major barriers, by 2016.
Partner: Government/Agency
Roundtable Subcommittee: Technical
When a highway bridge deck,
on which bicyclists are permitted
or may operate at each end o
the bridge, is being replaced or
rehabilitated with Federal unds,
sae accommodation o bicycles
is required unless the Secretary o
Transportation determines that
this cannot be done at a reasonable
cost.
.3
Source: 23 USC Section 217 (e)
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MARIONWARRENMADISON
POLK JASPER
STORY
BOONE
DALLAS
M 0 9 184.5 Mi 2008 D Mi Ara Mtrpita Pai oraizati.Pa ca (515) 334-0075 fr prmii t u.
Trai
Bicyc la
Bicyc Rut
Pad Trai
Pad Bicyc la
Pad Bicyc Rut
Prpd Trai
Map 1: Central Iowa Existing and Planned Facilities
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WARRENMADISON
POLK
DALLAS
STORYBOONE
JASPER
M 0 4 82 Mi 2008 D Mi Ara Mtrpita Pai oraizati.Pa ca (515) 334-0075 fr prmii t u.
Trai
Bicyc la
Bicyc Rut
Pad Trai
Pad Bicyc la
Pad Bicyc Rut
Prpd Trai
Map 2: Des Moines Metropolitan Area Existing and Planned Facilities
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Objective 3Link activity nodes, neighborhoods, schools, employment centers,
and recreational sites with non-automobile infrastructure.
Actions:3.1. Assist central Iowa cities and counties in adopting a complete street policy in which each road
improved or constructed incorporates bicycle, pedestrian, and transit acilities. Examples across the United
States show complete streets result in improved saety, encouragement o more walking and bicycling, easing o
transportation woes, saer routes to school, improvement to air quality and health, and reduction o congestion/
capacity.1 In January 2008, the MPO hosted a complete streets workshop or MPO Transportation Technical Committee
and Transportation Policy Committee representatives. The January 2008 workshop addressed physical design o
complete streets, complete streets making livable communities, overcoming resistance to complete streets, and
unding or complete street programs.
3.1.1. Benchmark: Provide elected ocials, engineers, and planners in central Iowa with act sheets highlighting
complete street benets or saety, children, people with disabilities, older people, health, transit, climate change,
economic development, air quality, congestion, transportation investment costs, and livable communities, beginning
in 2009.
3.1.2. Benchmark: Oer complete street workshops and training sessions, beginning in 2009.
3.1.3. Benchmark: Have the MPO and the Central Iowa Regional Transportation Planning Alliance (CIRTPA adopt
complete street policies, by 2011.
3.1.4. Benchmark: Have all central Iowa cities and counties adopt complete street policies, by 2012.
Partner: Roundtable
Roundtable Subcommittee: Technical - Complete Streets
To modiy the roadway and integbike lanes without signic
aecting the saety or operation o
roadway, the Oregon Departmen
Transportation considers these op
in their guidelines: reduction o t
lane width; reduction o the num
o travel lanes; removal, narrowin
reconguration o parking; and, o
design options.
3.1
Source: Oregon Bicycle and Pedestri
Plan. 1995. Oregon Department oTransportation: Salem, OR
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Actions:4.1. Use the best available bicycle and pedestrian design standards or road planning and designing.
Designing acilities or bicyclists and pedestrians should ollow guidelines and standards commonly used, such
as the American Association o State Highway and Transportation Ocials (AASHTO) Guide or the Development
o Bicycle Facilities,2 AASHTOsA Policy on Geometric Design o Highways and Streets,3 AASHTOs Guide or Planning,
Design, and Operation o Pedestrian Facilities,4 and the Institute o Transportation Engineers RecommendedPractice Context Sensitive Solutions in Designing Major Urban Thoroughares or Walkable Communities.5
4.1.1. Benchmark: Review and monitor city, county, and state road and bridge construction projects to ensure
accommodation or all users, beginning in 2009.
4.1.2. Benchmark: Have central Iowa governments/agencies present design plans to the Central Iowa Bicycle-
Pedestrian Roundtable, beore and ater public input, or urther regional proessional perspectives, beginning
in 2009.
Partner: Roundtable
Roundtable Subcommittee: Technical
4.2. Improve statewide and regionally signicant trails to the best available standards. Maintaining
statewide and regionally signicant trails is important to state agencies, local governments, and non-prot
organizations. These trails orm the backbone to many individual bicycle and pedestrian systems. State
agencies, local governments, and non-prot organizations should cooperate and undertake a program to widen
or improve trails not meeting todays general trail design guidelines.
4.2.1. Benchmark: Periodically review trail design guidelines and recommend updating the Iowa Statewide
Urban Design and Specications,6 when necessary, beginning in 2010.
4.2.2. Benchmark: Identiy problem areas along statewide and regionally signicant trails, beginning in 2010.
4.2.3. Benchmark: Upgrade one existing trail to national design standards per year, beginning in 2011.
Partner: Roundtable - Government/Agency
Roundtable Subcommittee: Technical
Actions:5.1. Improve trac signal enhancements that benet pedestrians and bic yclists. Trac signals allow
pedestrians to cross streets saely by creating gaps in the trac fow. Pedestrian signal phase timing (with
timing calculated with a three and a hal eet per second pedestrian walk speed)7 should allow or sucient
crossing time or most pedestrians. The Metropolitan Transportation Commission mentions in its Online Saety
Toolboxthat detecting bicyclists at signalized intersections improves eciency, decreases delay, and discouragesred light running by bicyclists.8 The most widely used bicycle detectors are loop detectors (in pavement) and
video detectors.
5.1.1. Benchmark: Identiy, prioritize, add, and/or modiy needed trac signal improvements near schools, in
central business districts, at employment centers, at major intersections, on arterial and collector roadways, and
on bikeways, beginning in 2010.
Partner: Government/Agency
Roundtable Subcommittee: Technical
5.2. Encourage compact, mixed-use development policies to create zoning and design guidelines
or pedestrian- and bicycle-oriented development. Regional travel studies have ound that most compact
Objective 5Increase the usage of Modern and progressive technology when
developing and improving the bicycle and pedestrian system.
Objective 4Adopt consistent bicycle and pedestrian design and construction
standards between all central Iowa governments/agencies.
.1
american association
of state highway and
transportation officials
1999
.1
ource: AASHTO
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development patterns produce less vehicle travel.9 I bicycling and walking are to become comortable and convenient
transportation alternatives, local land use patterns must integrate these modes into local transportation systems.
Past and current land use practices provided segregated, low-density developments and resulted in trip distances
refective o motorists over bicyclists. The MPOs 2001 National Household Travel Survey Add-on data estimates the
average length o all MPO Planning Area trips is 8.3 miles in the Des Moines metro area, a distance a bicyclist could
travel in 33.2-49.8 minutes (assumes 10-15 mph).
5.2.1. Benchmark: Encourage revising local government comprehensive plans to promote pedestrian-, bicycle-, and
transit-oriented development, by 2012.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Planning, Policy, and Funding - Technical
5.3. Establish policies or site and building design that support bicyclist and pedestrian activity,
regardless o land use densities and intensities. For instance, a checklist might include the evaluation o
pedestrian and bicycle impacts and whether proposed acilities are in accordance with the most current design
standards beore approving design plans. Local ordinances might require developers to submit an internal pedestrian
circulation plan, or a bicycle parking plan, as part o site designs or connections to existing acilities.
5.3.1. Benchmark: Review site plans; ater construction, make a site visit to ensure developers build to ordinance
standards, beginning in 2009.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Planning, Policy, and Funding - Technical
5.4. Encourage transportation agencies to use a certain percentage o their unding or pedestrian and
bicycle accessibility. The MPO allocates to DART approximately 8-14% o the MPOs annual Surace Transportation
Program (STP) unds or new bus purchases. DART could use a similar approach to solicit STP unds to place adequate
pedestrian and bicycle acilities at their bus stops (or example, handicap accessible bus stops, standing pad repair
around bus stops, bike racks at bus stops, and so orth).
5.4.1. Benchmark: Encourage DART to apply or regional and statewide Surace Transportation Program Transportation
Enhancement (STP TE) unding to improve bicycle and pedestrian access, beginning in 2009.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Planning, Policy, and Funding - Technical
5.5. Work with local governments to update their development regulations to include provisions
or accessible transit acilities. Eorts need to make certain new commercial and residential developments
include transit access inrastructure, negating the need to have such inrastructure retrotted later. DART member
communities could include bicycle and pedestrian acilities and accessible bus stop locations in new developments,
with a plan to implement similar acility improvements in existing and developed areas.
5.5.1. Benchmark: Modiy local government comprehensive plans and zoning standards to promote transit-oriented
development, by 2012.
Partner: MPO - Ames Area MPO - DART - CyRide
Roundtable Subcommittee: Technical
5.6. Build a bicycle station. A growing number o communities are supporting centrally located, secure bicycle
parking garage developments that also oer bike rentals and repairs, access to public transportation, inormation to
plan commute trips, showers and lockers, and a variety o other services. Central Iowa should build bicycle stations
near major employment centers, multiple trails, and transit acilities.
5.6.1. Benchmark: Finalize a bicycle station easibility study and business plan, by 2011.
5.6.2. Benchmark: Determine bicycle station design, by 2012.
5.6.3. Benchmark: Build a bicycle station, by 2014.
Partner: Roundtable - Government/Agency - MPO - FOCIT
Roundtable Subcommittee: Planning, Policy, and Funding
b a az
h p:
Experienced - Generally use
bicycles or tness or transporta
Speed, convenience, and directnes
important actors in route selec
Although they are comortable r
in trac, adequate operating spaimportant to sae riding and avoi
conrontations with motor ve
operators.
Recreational - Typically use
bicycles or recreation and tness,
so or transportation. These riders
to avoid busy roads with higher t
speeds, unless there is a dened
or bicyclists, such as a wide should
a designated bikeway. These rider
generally comortable riding on
streets and busier trails.
Youth and Children - Tend to be sl
and less condent than adults. Chi
use trails or recreation and gettin
key destinations in the community,
as schools, convenience stores, p
and recreational acilities. Reside
streets with low motor vehicle sp
are acceptable, but trails are preerre
this group.
5.6
Photo: Bike A
Source: Federal Highway Administra
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Actions:6.1. Identiy, create, and support unding eorts or bicycle and pedestrian acility maintenance
issues. Various municipal sources, local improvement districts, or property owners can help und bicycle and
pedestrian acility maintenance projects. Opportunities exist or identiying new and unique unding sources.
6.1.1. Benchmark: Develop a list o alternative unding sources or bicycle and pedestrian acility maintenance
operations, by 2010.
Partner: Roundtable
Roundtable Subcommittee: Technical
6.2. Increase joint participation by cities, counties, and state governments in pursuing grants and
other unding. Cooperation and collaboration between and among jurisdictions can help ensure coordinated
improvements and linkages or region-wide, non-motorized travel modes. When a trail crosses multiple
jurisdictional boundaries, acility planning, design, and operation should be coordinated between and among
jurisdictions to ensure regional connectivity and mobility or all users.
6.2.1. Benchmark: Coordinate local jurisdictions to pursue unding or statewide (Level 1) and regionally
signicant (Level 2) projects, beginning in 2009.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Planning, Policy, and Funding
6.3. Identiy and eliminate practices that are major contributors to accelerated trail deterioratio n.
Ater identiying practices causing trail deterioration, one approach would be to avoid those practices that
are major contributors to accelerated trail deterioration. Trails not designed with the recommended width
and structural strength to withstand regular motor vehicle usage can cause pavement surace cracking and
breakdown.
6.3.1. Benchmark: Produce a list o trail deterioration causes and develop a best practices guide on trail
maintenance or local jurisdictions, by 2012.
Partner: Roundtable
Roundtable Subcommittee: Technical
Objective 7Improve accessibility at public transit facilities.
Actions:7.1. Increase the number o bicycles that buses can carry. Bike-on-bus programs can attract many
passengers who would not otherwise be able to use transit or their trip, particularly to reach suburban
destinations where transit coverage oten is sparse.10 DART and CyRide should research alternatives to the
currently implemented ront-mounted bicycle racks on buses. DART and CyRide should experiment with bicycleracks that could carry more than two bicycles, as well as any various types o bicycles. Another alternative is to
allow bicycles on buses. Westchester County Department o Transportation (New York) adopted a permissive
welcome aboard policy toward bicyclists and other potential users, beginning in the late 1970s.11
7.1.1. Benchmark: Experiment with two to our alternative transport solutions to increase bicycle capacity on
DART buses, by 2011.
Partner: Roundtable - DART - CyRide
Roundtable Subcommittee: Technical
Objective 6Improve and maintain existing bicycle and pedestrian facilities
through various funding sources and programs.
Photo: DART
.1
.3
Photo: Dave McKay
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7.2. Install bicycle racks on DART Vanpool Program vehicles. King County Metro Transit (Seattle, Washington)
provides ree bicycle rack installation on vanpool vehicles at the request o vanpool riders. Bicycle racks t on the rear
o the vanpool vehicles and can hold one to our bicycles. DARTs Vanpool Program has 60 ull-size passenger vans
and minivans, used by ve to teen commuters per vanpool or work trips into the greater Des Moines metropolitan
area..
7.2.1. Benchmark: Test two to our bicycle rack accommodations or DART vanpool vehicles, by 2011.
Partner: Roundtable - DART
Roundtable Subcommittee: Planning, Policy, and Funding - Technical
7.3. Continue to count and report Bike & Ride ridership. DART should continue counting and recording Bike &
Ride ridership on DART vehicles or the purpose o tracking ridership over time. DART could expand the methodology
to count Bike & Ride users at their boarding and departure bus stop locations. (See Bike & Ride counts in Table 1 and
Table 2 and see Map 3, page 16.).
7.3.1. Benchmark: Expand DARTs Bike & Ride ridership counting methodology to include location boardings and
departures, beginning in 2010.
Partner: Roundtable - DART
Roundtable Subcommittee: Communications
2005 2006 2007 2008
JANUARY -- 334 717 718
FEBRUARY -- 425 378 623
MARCH -- 553 833 1,183APRIL -- 771 1,256 1,904
MAY -- 1,240 1,934 2,739
JUNE -- 1,718 2,632 3,297
JULY -- 1,803 2,823 3,968
AUGUST -- 2,077 3,202 6,636
SEPTEMBER -- 1,898 2,823 3,844
OCTOBER 485 1,623 5,873 3,797
NOVEMBER 321 1,255 2,282 2,248
DECEMBER 99 1,064 701 701
TOTAL 905 14,761 25,454 31,658
2005 2006 2007 2008 TOTA
WDM/Fairgrounds 154 2,253 3,648 5,546 11,6
University/Highland-OakPark
283 3,492 6,326 8,449 18,5
Urbandale/E. 14th 88 2,460 3,823 5,039 11,4
Clark/E. 6th & E. 9th 40 730 1,230 1,489 3,48
W. 9th/Indianola-Locona 140 1,870 3,489 3,738 9,23
Walker/Fort Des Moines 86 2,404 4,387 4,646 11,5
South Union/Havens 11 296 705 467 1,47Pleasant Hill -- -- -- 13 13
Jordan Creek 2 98 149 143 392
Park Ave. Feeder 1 27 35 54 117
Riverpoint 0 0 0 0 0
Lincoln/McCombs 1 6 50 42 99
Link -- -- -- 457 457
MLK Shuttle -- -- -- 63 63
WDM On-call 1 0 0 26 27
Delaware Flex -- -- 4 6 10
Airport South 19 136 50 48 253
Northwest Express 1 3 34 40 78Urbandale Express 28 273 304 333 938
Clive Express 1 9 37 44 91
Westown Express 2 28 39 89 158
Vista Express 3 26 84 103 216
EP True Express 10 281 232 97 620
Ankeny Commuter 12 337 694 589 1,63
Altoona Commuter 22 14 107 78 22
DMACC Shuttle -- -- -- 26 26
Miscellaneous 0 18 27 33 78
TOTAL 905 14,761 25,454 31,568 71,8
TABLE 2. Bike & Ride usage by route
TABLE 1. Bike and Ride usage by Month
wha Vap?
Vanpooling is a carpool with v
teen commuters riding toge
to and rom work in a ully equi
passenger van.
Vanpool members live within a
miles o one another, work in
same general area, and have si
work hours.Vanpool members meet at a ce
location, set their route and
schedule, pay one low mon
are, and travel to and rom
together.
Vanpooling oers a convenient, reli
economical, and less stressul altern
to driving alone to work. Ridesharers
to reduce trac delays and conges
as well as help keep the air clean
reduce pollution in the environmen
7.2
7.3
Source: Des Moines Area RegionalTransit Authority
Source: Des Moines Area Reg ional Transit Authority Source: Des Moines Area Reg ional Transit Authority
Photo: Bikeiowa.com
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Des MoInes
AnKenY
wesT Des MoInes
URBAnDAle
JohnsTon
gRIMes
wAUKee ClIVe
noRwAlK
AlToonA
PleAsAnT hIll
CARlIsle
BonDURAnT
PolK CITY
CUMMIng
MITChellVIlle
wInDsoR heIghTs
M 0 4 82 Mi 2008 D Mi Ara Mtrpita Pai oraizati.Pa ca (515) 334-0075 fr prmii t u.
Uivrity/hiad-oak Park
Daar Fx
wakr/Frt D Mi
nrtt expr
Civ expr
wt expr
Park Avu Fdr
Vita expr
Ata Cmmutr
Airprt sut
Jrda Crk
Urbada expr
eP Tru expr
sut Ui/hav
Aky Cmmutr
Cark/eat 6t & eat 9t
wt 9t/Idiaa-laca
wDM/Fairrud
Urbada/eat 14t
Trai
Bicyc la
Bicyc Rut
Des MoInes
6T
h
AVe
2nD
AVe
gRAnD AVe
UnIVeRsITY AVe
hICKMAn RD
7Th
sT
3RDsT
5 6 T h
s T
IngeRsoll AVe
9ThsT
MAURYsT
M.l.K
Ing,J
R.P
KwY
e6ThsT
ne22nDsT
BeAVeR
AVe
19ThsT
8ThsT
31sTs
T
gUThRIe AVe
loCUsT
sT
42nDsT
e gRAnD
AVe
hUBBell
AVe
FoResT AVe eAsT
onBlVD
e CoURT
AVe
FleUR
DR
e15Th
sT
PRoPoseD
hIgh sT
KeosAUQUAwA
Y
se ConneCToR PRoPoseD
PARK sT
se1sTsT
se6Th
sT
15Th
sT
CoURT A
Ve
PennsYlVAnIAAVe
sCoTT
AVe
e loCUs
T sT
ThoMA
s BeCK
RD
30Th
sT
ARlIngTonAVe
19Th
sT
FleURDR
InseT: Ir D Mi Ara
Map 3: Des Moines Area Regional Transit Authority Bike & Ride Routes
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Chapter 2:
PedestrianChallenges and Opportunities. a cmbii pubic ipu, p vi, iucu vui ii h Cc, i, pi ik;Bui i ik i high pi civi;
Impv cig ch cmmci ;
ec igh-- pii mi v p highpi vum ;
rvi pi pig pcu, picu ih
g cucig ik i ii/cmmci vpm;
Pvi u ppuii hich ppihi kig ic cmmci i ii;
Impv pi ccibii i ,
Impv ici fc igizi cig u, icuig p ih ibiii, chi
h .
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PEdESTRIAn
18 | CONNECT
GOAL:
Develop a cohesive, connected, and
continuous walkable pedestrian
environment or all users, including persons
with disabilities, children, and the elderly.
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PEdESTRIA
Objective 1Integrate pedestrian plans and designs into transportation and
residential/commercial development projects.
Actions:1.1. Conduct a comprehensive pedestrian acilities review, evaluate walkability, and identiy deciencies.
The Roundtable suggests that local governments evaluate whether barriers and intrusions aect walkability and to
what degree, and identiy what steps they might take to remedy those barriers and intrusions. How walkable is a
community? A neighborhood? A commercial district? Walkingino.org developed a walkability audit that local
governments could use to conduct an unbiased examination o a walking environment.1 The audits general purpose
would be to identiy saety, access, comort, and convenience concerns in the walking environment or pedestrians.
1.1.1. Benchmark: Establish a walkability advisory group and begin to complete walkability checklists, by 2010.
1.1.2. Benchmark: Submit walkability checklist ndings and recommendations to the appropriate local governments,
by 2013.
Partner: Roundtable - MPO - CIRTPA - Greater Des Moines Volksport Association - FOCIT - Volunteers
Roundtable Subcommittee: Technical
1.2. Add new sidewalks, improve existing sidewalks, and improve connections to sidewalks. Sidewalks are
an important structural component necessary or pedestrian transportation. When located next to the roadway or at
the roadway pavement edge, sidewalks become pedestrian thoroughares. Research suggests sidewalks should havecontinuity, access on both sides o the roadway, separation rom moving trac, width to accommodate walkers side
by side, and good maintenance.2 Local sidewalks meeting these suggestions will depend upon the road classication,
whether the roadway is new construction or a retrot, and available unding. (See Map 4, page 24.)
Sidewalks: Encourage installing wider sidewalks on both sides o all arterial roadways. The width o a
sidewalk depends primarily on the number o pedestrians expected to use the sidewalk at a given time high-use
sidewalks should be wider than low-use sidewalks. For two adult pedestrians to walk comortably side-by-side, the
recommended minimum sidewalk width is 1.5 m (5 t).3
1.2.1. Benchmark: Add sidewalks along both sides o all central Iowa arterial roadways, by 2020.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Technical
Obstructions within Sidewalks:Ensure proper placement o street urniture. Utility poles, signposts, parking
meters, trac signal standards, and other street urniture can aect a sidewalks clear accessible width. Other
obstructions could include bushes, trees, and other landscaping that encroaches into the sidewalk. When an obstacle
along a sidewalk exists, users should contact the government entity having jurisdiction at that location to provide an
inspection procedure or a system o responding to sidewalk encroachment and maintenance complaints.
1.2.2. Benchmark: Remove sidewalk obstructions, determined through a walkability checklist and user complaints,
beginning in 2013.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Technical
Curb ramps: Install curb ramps in existing and developed areas. Some older sidewalks are dicult, or impossible,or persons with disabilities and other pedestrians to traverse because o missing curb ramps or an inadequate,
unobstructed walkway width. Under the American Disabilities Act, an alteration to a sidewalk or street will give rise
to an additional obligation to include curb ramps in the scope o the project. From the Title II regulation 35.151(e)
(2), ...newly constructed or altered streets, roads, and highways must contain curb ramps or other sloped areas at any
intersection having curbs or other barriers to entry rom a street level pedestrian walkway. 4 Newly constructed or
altered street level pedestrian walkways should contain curb ramps or other sloped areas at intersections to streets,
roads, or highways.
1.2.3. Benchmark: Identiy decient locations or curb ramps and install curb ramps where missing rom existing
sidewalks, beginning in 2010.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Technical
All walkways must comply with
Americans with Disabilities Act o 1
which mandates the establishmen
minimum walkway clearance wimost recently updated to 48 inches.
clear width minimum is the minim
width or passage and not a side
width recommendation. The acces
design guidelines known as ADAAG
specically created or buildings, no
sidewalks and streets. Accessible P
Rights-o-Way: Planning and Desig
or Alterations, published by the Inst
o Transportation Engineers explains
to maximize accessibility in the cour
alterations through careul plannin
understanding o current regulaand access criteria, and strategie
negotiating constraints.
Walkability Checkli
How walkable is your community
Take a walk with a childand decide for yourselves.
Everyonebenefitsfromwalking. Thesebenefits
include:improvedfitness,cleaner air, reduced risksof certain health problems,and a greater senseof
community. But walking needsto besafeand easy.
Takea walk with your childand usethis checklist
to decideif your neighborhood isa friendly place
to walk. Takeheart if you findproblems,thereare
waysyou can makethingsbetter.
Getting started:
First,you'llneed to picka placeto walk,liketherouteto school,a friend'shouseor just somewhere
fun to go.
Thesecondstep involvesthe checklist.Read over
thechecklistbefore you go,andas you walk,note
thelocations of thingsyou would liketo change.
Atthe endof your walk,giveeach question a
rating. Then addup thenumbers to seehowyourated your walk overall.
After you'verated your walk and identifiedany
problemareas,thenext step isto figureoutwhat
you can do to improveyour community'sscore.
You'llfind both immediateanswersand long-term
solutionsunder "Improving Your Community's
Score..."on the thirdpage.
Pedestrian and BicycleInformation Center
U.S. Departmentof Transportation
1.1
1.2
Source: www.walkableamerica.org
Source: Intsitute o TransportationEngineers
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Planting Strips: Incorporate planting strips into design plans or pedestrian access and use. A
planting strip is the area between the constructed curb/roadway and property line, exclusive o the sidewalk
area. Sidewalks separated rom the roadway with a planting strip help create a pedestrian-r iendly
environment. Planting strips also create a buer rom the moving vehicle noise and splash. Planting strips
can provide:
Accommodation o street urniture such as signs, util ity and signal poles, mailboxes, parking1.
meters, re hydrants, and so orth;
An opportunity or aesthetic enhancements, such as landscaping and shade-producing trees2.
that can increase roadway appeal and a pedestrians sense o comort; and,
A better environment or wheelchair users, as sidewalks can be kept at a constant grade3.
without dipping at every driveway.5
1.2.4. Benchmark: Install planting strips along roadway corridors with high pedestrian usage, beginning in
2010.
Partner: Government/Agency
Roundtable Subcommittee: Technical
1.3. Adopt uniorm bus stop accessibility policies or pedestrians. The Roundtable suggests that local
public works departments and public transportation agencies work together to adopt bus stop accessibility
policies or all persons, to ensure bus stop connectivity to sidewalks, trails, and other pedestrian/bicyclist
acilities. One example policy that promotes bus stop accessibility is avoiding mid-block bus stops, which may
encourage jaywalking.6
1.3.1. Benchmark: Survey existing bus stop locations to determine the degree o connectivity, saety, and
accessibility to other bicycle and pedestrian inrastructure and acilities, by 2011.
Partner: Government/Agency - MPO - DART - CyRide
Roundtable Subcommittee: Planning, Policy, and Funding - Technical
1.4. Incorporate new technologies/amenities into bus stops or all pedestrians. Bus stops should be
conducive or all pedestrian use. In areas where blind persons use buses, local governments could incorporate
audio notication technology to notiy blind persons o the bus schedule and approaching buses. In addition,
sidewalk texture eatures are available to notiy the visually impaired o a bus stop being nearby.
1.4.1. Benchmark: Identiy three to ve potential locations or audio and/or sidewalk texture improvements,
by 2011.1.4.2. Benchmark: Test two to our new technology instruments at identied potential locations, by 2013.
Partner: Government/Agency - DART
Roundtable Subcommittee: Technical
1.5. Take advantage o ederal unding programs to solve pedestrian needs and demands. Local
governments could use existing unding opportunities to solve pedestrian needs and demands. Available
grants, such as the Iowa Department o Transportations (DOT) Iowa Clean Air Attainment Program (ICAAP)
and Statewide Transportation Enhancement Program, and the MPOs STP TE program, typically und highway-
related projects, but can und pedestrian-related projects too.
1.5.1. Benchmark: Submit our applications annually rom among central Iowa governments or ICAAP,
Statewide Transportation Enhancement, or MPO STP TE unds to solve pedestrian needs and demands,beginning in 2010.
Partner: Roundtable - Government/Agency - MPO - CIRTPA - DART
Roundtable Subcommittee: Planning, Policy, and Funding
1.6. Provide pedestrian-scale lighting along all pedestrian activity areas. Pedestrian-scale lighting
has an important role in a commercial districts overall character. In urban areas, it is important to light at
least the intersections and other pedestrian crossing areas. A local governments use o pedestrian-scale
lighting, such as shorter poles, can help promote walkability by illuminating transit and pedestrian routes
and providing a sense o securit y or pedestrians around walkways, bus stops, stores, public plaza s, and other
pedestrian areas.7 For inormation on desirable lighting levels or pedestrian acilities and levels o illumination
or sidewalks, reer to Time-Saver Standards or Landscape Architecture.8
The ollowing are some general
guidelines or lighting in public
spaces included in the Salt Lake
City Street Lighting Master Plan
and Policy using Crime Prevention
Through Environmental Design.
Public spaces must be well
lighted or pedestrians;
The light type and lighting
level must not hinder
recognition o people; a good
measure is being able to
identiy aces 50 eet away;
Consistency is essential;
Glare and shadows must be
eliminated to the maximum
extent possible;Blind spots, entrapment
locations, and hidden areas
need adequate lighting; and,
In most cases, the best
approach is to use more lights
with lower wattage than a ew
lights with higher wattage.
.6
.2
Source: Salt Lake City StreetLighting Master Plan and Policy.
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1.6.1. Benchmark: Install pedestrian scale lighting on both sides o major roadways in ve to seven central Iowa
commercial districts, beginning in 2010.
Partner: Government/Agency
Roundtable Subcommittee: Technical
Actions:2.1. Encourage area employers to undertake measures that promote walking by employees. There
are many benets to walking to work such as transportation, economic, and health. The Downtown Community
Alliances (DCA) Transportation Management Association (TMA) DrivetimeDesMoines.org website has inormation
or employers and employees interested in walking to work. The website looks at transportation issues rom the
perspective o commuters, riders, walkers, bikers, and shoppers. (See Map 5, page 25.)
2.1.1. Benchmark: Promote the DrivetimeDesMoines.org website, beginning in 2009.
2.1.2. Benchmark: Distribute promotional materials to central Iowa businesses highlighting the benets o
commuting to work by walking, beginning in 2010.
Partner: MPO - TMA - DCA
Roundtable Subcommittee: Communication
2.2. Address pedestrian behavior with children, the elderly, and persons with disabilities to promote
sae and independent travel. Over one-hal o all pedestrian deaths in Iowa since 1984 have been persons under
20 or over 65 years o age. Pedestrian actions contributing to pedestrian trac atalities include not crossing the
street at crosswalks, walking in an improper position on the roadway, running onto the roadway rom between
parked cars, and drinking.9
2.2.1. Benchmark: Regularly conduct pedestrian workshops that concentrate on education, enorcement, and
design strategies addressing special pedestrian needs, beginning in 2010.
2.2.2. Benchmark: Identiy locations where the elderly and those who have special needs or pedestrian ac ilities are
known to reside and walk, mapping locations along with adjacent needed activities such as grocery stores, senior
centers, and so orth, beginning in 2010.
2.2.3. Benchmark: Research how to accommodate and increase pedestrian travel opportunities or the elderly,
children, and persons with disabilities, beginning in 2010.
Partner: Roundtable
Roundtable Subcommittee: Planning, Policy, and Funding - Communications
Objective 2Increase the number of pedestrian trips.
2.2
Photo: Dave Sadler
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2.3. Promote walkability with an event, such as sponsorship o a Walk to School Day. The
Partnership or a Walkable America sponsored the rst National Walk Our Children to School Day in Chicago
in 1997.10 The 1997 Chicago event modeled itsel ater the United Kingdoms walk to school events. In 2008,
the central Iowa cities o Altoona, Ames, Boone, and Bondurant registered and participated in Walk to School
Day.11 Promoting such events can encourage children and amilies to walk to school.
2.3.1. Benchmark: Sponsor a Walk to School Day event at every central Iowa school, by 2020.
Partner: Iowa DOT - MPO - CIRTPA - Ames Area MPO - Schools
Roundtable Subcommittee: Planning, Policy, and Funding - Communications
2.4. Analyze pedestrian demand and pedestrian walkability. Measuring pedestrian demand and
level o service is a unction o design, in which a system o pedestrian improvements provides citizens an
opportunity to walk. To determine what pedestrian improvements a local government might need to make,
a local government rst must identiy methods or evaluating the pedestrian system and pedestrian system
demand.12
2.4.1. Benchmark: Identiy methods or evaluating the walkability o the pedestrian system and evaluating
the pedestrian system demand, by 2012.
2.4.2. Benchmark: Produce maps and walkability analysis on the pedestrian demand and pedestrian
inrastructure deciencies, by 2013.
Partner: Government/Agency - MPO - CIRTPA
Roundtable Subcommittee: Technical
Five Pedestrian Level o
Service Measures
Directness - does the network
provide the shortest possible
route?
Continuity - is the network ree
rom gaps and barriers?
Street Crossings - can the
pedestrian saely cross streets?
Visual Interest and Amenities -
is the environment attractive and
comortable?
Security - is the environment
secure and well lighted with goodline o sight to see the pedestrian?
.4
Source: Kansas City WalkabilityPlan
Objective 3improve walkable land use patterns for pedestrian travel.
Actions:3.1. Review existing zoning ordinances and adopt new zoning ordinances to improve pedestrian
saety and accessibility. Pedestrian saety and accessibility is oten an aterthought in the residential/
commercial development process. This aterthought results in impassable barriers to pedestrian travel, both
within and between residential/commercial developments. Pedestrian-riendly zoning ordinances could
mandate design requirements, such as reduced lot sizes and setbacks, in order to shrink block sizes, providemore requent crossing opportunities, and provide more direct connections to destinations or pedestrians.
3.1.1. Benchmark: Review local government zoning ordinances and recommend appropriate changes to support
and promote pedestrian saety and accessibility, by 2012.
Partner: Roundtable - MPO - CIRTPA
Roundtable Subcommittee: Technical
3.2. Develop more direct and convenient pedestrian routes between residential and commercial
land uses. Land use development patterns that provide accessible routes to popular destinations can help
increase local business investment and personal health. Research indicates that physical activity participation is
higher in adults who live within close proximity o trails, parks, and utilitarian destinations such as businesses,
shops, and recreational acilities.13 Today, mixed-use developments capitalize on this concept by combining
walkable routes with residential and retail/commercial development.
3.2.1. Benchmark: Begin providing direct pedestrian routes to new residential/commercial developments rom
nearby residential and commercial land uses, by 2015.
Partner: Roundtable - Elected Ocials - Government/Agency
Roundtable Subcommittee: Technical
urce: Bureau o Transportationatistics
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CONNECT | 2
PEdESTRIA
3.3. Consider pedestrian transportation in local land use plans. Local community planning criteria could
include encouraging compact and mixed-use development that acilitates walking, promotes school and residential
siting to accommodate walking as the primary mode, and provide or continuous sidewalk connectivity. Land use
plans could encourage better local land use decisions when local governments address pedestrian transportation
needs.
3.3.1. Benchmark: Update local comprehensive plans and zoning ordinances to include pedestrian-oriented
development goals and standards, by 2012.
Partner: Elected Ocials - Government/Agency
Roundtable Subcommittee: Technical
3.4. Include pedestrian transportation and other multimodal needs into transportation studies,
transportation project selection processes, and other plans and studies. The MPO, the CIRTPA, and the Ames
Area MPO should address pedestrian needs within their respective Transportation Improvement Programs, long-
range transportation plans, unding guidelines, and so orth. A multimodal transportation system allows people to
choose to walk, bicycle, use transit, or drive according to the type o trip being made. Such a transportation system
helps promote choice, ensures equitable access to transportation, and reduces societal reliance on a single mode o
transportation.14
3.4.1. Benchmark: Use a weighting actor in a MPOs or RPAs project prioritization process, taking pedestrian needs
into account in that process, beginning in 2010.
Partner: Roundtable - MPO - CIRTPA
Roundtable Subcommittee: Technical
3.5. Encourage local school districts to include pedestrian needs in school siting decisions. A number o
actors infuence determining where to build a new school; however, a rigorous planning process considering size,
ootprint, location, accessibility, walkability, and so orth oten take a back seat to nding a location that is the
most cost eective and that oers the least amount o obstacles prior to development (environmental, storm-water,
zoning, etc).15 A broad, comprehensive approach to school siting decisions can include long-term solutions, such as
incorporating pedestrian needs into the platting process and into developing attendance projection maps, and short-
term solutions, such as providing crossing guards, engineering solutions, and identiying unusual hazards.
3.5.1. Benchmark: Encourage local school districts to produce Sae Routes to School Plans to support new school
construction and school closures, beginning in 2010.
Partner: Government/Agency - Schools
Roundtable Subcommittee: Technical
Photo: Matthew Blackett
The diagram shows an a
oriented sprawl inrastructure in
lower hal - notice how each m
destination leads to a collector
- a major source o trac conges
The pedestrian-oriented la
in the upper hal (aka tradit
neighborhood development (TND
good suburban development) show trac is distributed evenly
multiple choices o travel, thoug
housing is depicted as predomin
single-amily or communic
purposes.
3.3
Source: Duany Plater-Zyberk &Company
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PEdESTRIAn
24 | CONNECT
Des MoInes
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Map 4: Existing Sidewalk Coverage Along Major Corridors
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CONNECT | 2
PEdESTRIA
POLK
JASPER
STORY
BOONE
DALLAS
MARIONWARRENMADISON
M 0 7.5 153.75 Mi 2008 D Mi Ara Mtrpita Pai oraizati.Pa ca (515) 334-0075 fr prmii t u.
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0 - 2 %
2 - 5 %
5 - 10 %
10 - 20 %
> 20 %
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ne 46Th AVe
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Map 5: Percentage o Commuters Walking to Work, 2000
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PEdESTRIAn
26 | CONNECT
Tis page lef blank intentionally.
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Challenges and Opportunities. a cmbii pubic ipu, p vi, iucu vui ii h
Provid training or nginrs and pannrs;
locat dirctiona and inormationa signag aong trais, as
an markings, and aong adjacnt to roads;
Improv roads to aow a bicycists to rid comortaby andsay;
Insta mor short-trm and ong-trm bicyc parking
aciitis;
Provid cary dfnd, sa, comortab, and accssibPhoto: C Tag, Picasa
bicyc commutr routs;
Provid bicyc commutr amnitis such as showrs, d
rooms, parking, and so orth; and,
estabish short- and ong-trm bicyc parking aciitibus stops
Chapter 3:
Bikeway
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BIkEwAY
28 | CONNECT
GOAL:
Provide sae, accessible, and comprehensive
bicycle riendly acilities throughout central
Iowa.
Photo: Mark Wyatt
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CONNECT | 2
BIkEwA
Objective 1Re-educate and re-train city and county staffs on bicycle
infrastructure planning and engineering.
Actions:1.1. Train policy makers, planners, and engineers on accommodating all users within the public right-o-
way. The United States Department o Transportations Design Guidance Accommodating Bicycle and Pedestrian Travel:
A Recommend Approach recommends intensive re-tooling and re-training o transportation planners and engineers
with the new inormation required to accommodate bicyclists and pedestrians (Reer to Appendix 4). Training will
help ensure routine accommodations in transportation projects.
1.1.1. Benchmark: Support the Iowa Bicycle Summits annual bicycle planning and design workshop, collaborating
with the Iowa Bicycle Coalition and the Iowa DOT, beginning in 2009.
Partner: Roundtable
Roundtable Subcommittee: Technical
1.2. Encourage city and county sta to join the Iowa Bicycle Coalition, the League o American Bicyclists,
and/or the Association o Pedestrian and Bicycle Proessionals. These organizations promote excellence in
the proessional discipline o pedestrian and bicycle transportation and can provide training opportunities in all areas
and aspects, such as saety and design.
1.2.1. Benchmark: Encourage city and county sta to join a bicycle and/or pedestrian organization(s), by 2010.
Partner: Governmental/Agency
Roundtable Subcommittee: Communications
1.3. Provide a Trac Skills 101 course that is adapted or planners and engineers. The League o American
Bicyclists certies individuals to become League Cycling Instructors (LCIs). LCIs teach a Trac Skills 101 course that
covers on-bike skills, crash avoidance techniques, and a ull understanding o vehicular bicycling. Adapted or planners
and engineers, a Trac Skills 101 course could show the dangers o bicycling without accommodations or bicyclists.
1.3.1. Benchmark: Develop a Trac Skills 101 course or planners and engineers, by 2012.
Partner: Iowa Bicycle Coalition - LCIs
Roundtable Subcommittee: Communications
Objective 2Maintain a Bicycle Level of Service (Bicycle LOS) score of C or better
on roadways.
Actions:2.1. Convert poor Bicycle LOS roadways to better Bicycle LOS roadways through stand-alone projects
or as part o new construction and/or reconstruction road projects. The Bicycle LOS Model, based on the
proven research documented in Transportation Research Record 1578 published by the Transportation Research Board
o the National Academy o Sciences1, evaluates a bicyclists perceived saety and comort with respect to motor
vehicle trac while traveling in a roadway corridor.2 The statistically calibrated mathematical equation evaluates
bicycling conditions in shared roadway environments and uses the same measurable trac and roadway actors thattransportation planners and engineers use or other travel modes. With statistical precision, the model refects the
eect on bicycling suitability, or compatibility, due to actors such as roadway width, bike lane widths and striping
combinations, trac volume, pavement surace condition, motor vehicle speed and t ype, and on-street parking. Most
cyclists eel comortable on roadways with a Bicycle LOS score o C or better.
2.1.1. Benchmark: Convert 50 miles o the Des Moines metropolitan area roadways to a Bicycle LOS score o C or better,
by 2016; 100 miles, by 2020.
Partner: Government/Agency - MPO - CIRTPA
Roundtable Subcommittee: Technical
A b los vaa
a va
a:
Producing a bicycle map or the
public to assist them in route
selection;
Identiying the most appropriat
routes or inclusion in the
community bicycle network;
Determining weak links in the
network, and prioritizing sites
needing improvement;
Evaluating alternate treatments
improving bike-riendliness o a
roadway; and,Road project selection ormulas
can include a Bicycle LOS term t
encourage implementation o b
planning goals.
2.1
1.3
Source: League o American Bicycl
Source: Landis, Bruce W. et al. 199Real-Time Human Perceptions:Toward a Bicycle Level of Service.Transportation Research Record 1578Transportation Research Board,
Washington, DC
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BIkEwAY
30 | CONNECT
2.2. Use a Bicycle LOS Model to examine the eects o road projects on bicyclists. For all road projects,
transportation planners and engineers should calculate the beore-and-ater Bicycle LOS to raise awareness
about the impact o road projects on bicyclists.
2.2.1. Benchmark: Calculate the Bicycle LOS or all arterial and collector roadway projects in central Iowa,
beginning in 2010.
Partner: Roundtable - MPO - CIRTPA
Roundtable Subcommittee: Technical
2.3. Add the Bicycle LOS as a actor in the STP scoring system or road projects with and without
bicycle accommodations. Adding Bicycle LOS as a actor in the STP scoring process could help the MPO, the
CIRTPA, and the Ames Area MPO consider bicyclists during the planning process. By planning and designing
transportation projects with a Bicycle LOS score o C or better, the MPO, the CIRTPA, and the Ames Area MPO can
ensure that no projects applying or STP unding will worsen a roads Bicycle LOS.
2.3.1. Benchmark: Develop a policy that includes Bicycle LOS as a scoring criterion or STP unds, beginning with
Federal Fiscal Year 2015 unds.
Partner: Roundtable - MPO
Roundtable Subcommittee: Technical
Objective 3Encourage more bicycle trips in central Iowa with better bicyclecommuter facilities and infrastructure.
Actions:3.1. Provide a bic ycle riendly workplace. Large employers oten are more inclined to provide various orms
o accommodations or employees. Employees that commute by bicycle are a benet to the employer, having
shown increased productivity and reduced health care costs.3 Providing bicycle parking and a shower may
encourage an employee to become a bicycle commuter. (See Map 6, page 31.)
3.1.1. Benchmark: Prepare a campaign program targeting employers that highlights the benets received by
employees who commute by bicycle, beginning in 2009.
Partner: TMA - Central Iowa Businesses
Roundtable Subcommittee: Communications
3.2. Establish a system o bicycle commuter corridors that connect remote areas directly to core
urban areas. Many dierent roadway types cross jurisdictional boundaries. Designating a ew roadways as
bicycle commuting corridors could help provide viable regional transportation connections to dierent areas
or bicyclists. Designating roadways within a mile o each other would provide a balanced regional network o
bicycle commuter corridors. Such corridors may consist o bicycle lanes, trails, shared lane markings, or signed
bicycle routes.
3.2.1. Benchmark: Identiy roadways that could act as bicycle commuting corridors and promote the system to
residents, by 2011.
Partner: Roundtable Government/Agency - Advocates
Roundtable Subcommittee: Technical
3.3. Integrate bicycle lanes on existing and new arterial and collector roadways. Bicycle lanes at
minimum, are ve-oot wide corridors exclusively or bicyclists. Bicycle lanes are appropriate particularly on
collector and ar terial roadways, given these roadways high trac volumes and because these roadways oten
are the only crossings o reeways, expressways, waterways, and railway lines. The MPO Planning Area contains
491 miles o arterials and 335 miles o major collectors. Currently, central Iowa has 12.5 miles o bicycle lanes,
with 4.5 o those miles within the MPO Planning Area.
3.3.1. Benchmark: Identiy all central Iowa arterial and major collector roadway locations suitable or bicycle
lanes, by 2011.
3.3.2. Benchmark: Integrate 100 miles o bicycle lanes on central Iowas arterial and collector roads, by 2020.
Partner: Roundtable - Government/Agency - Iowa DOT - MPO
Roundtable Subcommittee: Technical
\
Bicycle-riendly cities such asMadison, WI, Eugene, OR, Davis,
CA, Gainesville, FL, and Palo Alto,
CA have developed extensive bike
lane networks since the 1970s
and more recently large cities
such as Tucson, AZ, Chicago, IL,
Houston, TX, Philadelphia, PA,
Portland, OR, and Seattle, WA have
begun to stripe bike lanes on their
arterial and collector streets as a
way o encouraging bicycle use.
In general, bicycle lanes should
always be:
one-way, carrying bicyclists
in the same direction as the
adjacent travel lane;
on the right side