1997 Non-Motorized Transportation Plan for Juneau

8/14/2019 1997 Non-Motorized Transportation Plan for Juneau

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Juneau

Non-Motorized

Transportation PlanAdopted September 17, 1997

Bicycles are the indicators of healthy communities, like shellfish in a bay.- P. Scott Martin

The problem is the world is full of intersections.- Judy Murphy


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Acknowledgments

The Parks and Recreation staff would like to thank the many individuals and organizations that

helped develop and write the Juneau Non-Motorized Transportation Plan.

The public for all their comments and continued support during the development of this plan.

Christine King for formatting, proofing and editing.

Kimberly Kiefer, Jim King, Mary Lou King, Edra Lewis, Carrie Macaulay, Therese Smith, Kristi

West and Myiia Whistler for proofing and editing.

The Bicycle Task Force Committee, Parks and Recreations Advisory Committee, Planning

Commission and Assembly for their support and input.

KINY, KJNO, KTOO and the Juneau Empire for meeting notifications and informational

announcements and articles.

Sheila Corey, Kevin Miller, Renee Rieser, Ari Sassi, Jeanette St. George and Rob Steedle for

computer related support.

The City and Borough of Juneau, Parks and Recreation Department prepared the Juneau Non-

Motorized Transportation Plan.

Therese Ambrosi Smith Director

James King Planner


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Table of Contents

Chapter One

Introduction............................................................................................................1Purpose...............................................................................................................2

Planning .............................................................................................................2

Transportation System.......................................................................................4

Community Characteristics................................................................................4

Setting ..........................................................................................................4

Climate.........................................................................................................5

Demographics ..............................................................................................6

Growth .........................................................................................................6

Goals and Objectives .........................................................................................6

Goal One: Engineering ................................................................................7

Goal Two: Education.................................................................................10Goal Three: Compliance............................................................................11

Goal Four: Encouragement........................................................................12

Goal Five: Implementation........................................................................13

Methodology....................................................................................................14

Chapter TwoBenefits and Characteristics ..............................................................................16

Types of Users .................................................................................................17

Advanced/High Speed ...............................................................................17

Basic...........................................................................................................17

Novice/Low Speed.....................................................................................18Types of Facilities............................................................................................19

Shared Roadway ........................................................................................19

Wide Lanes ................................................................................................19

Shoulder Lanes ..........................................................................................20

Bike Lanes .................................................................................................20

Multi-Use Pathways...................................................................................20

Trails ..........................................................................................................21

Sidewalks...................................................................................................21

Juneau Non-Motorized Transportation............................................................21

Non-Motorized Transportation Facility Maintenance...............................24

Existing Facilities ......................................................................................24Bicycle Use ................................................................................................25

Accidents ...................................................................................................26

Bicycle Education ......................................................................................26

Bicycle Law Enforcement..........................................................................28

Bicycle Myths............................................................................................29

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Table of Contents

Bikeway System Funding ..........................................................................33

Chapter ThreeInventory of Existing Facilities ...........................................................................35

Existing Facilities ............................................................................................36

Subarea 1: Auke Bay to Echo Cove...........................................................36

Subarea 2: Mendenhall Valley...................................................................37

Subarea 3: Lemon/Salmon Creek ..............................................................40

Subarea 4: Douglas Island & Thane Road.................................................42

Subarea 5: Downtown Area.......................................................................44

Summary of Existing Facilities........................................................................45

Chapter Four

Recommendations................................................................................................46General Recommendations ..............................................................................46

Facility Maintenance..................................................................................46

Annual Bicycle Meeting ............................................................................47

CBJ Land Disposal ....................................................................................48

Enforcement...............................................................................................48

Transit Centers...........................................................................................49

Bike Racks on Buses and at Bus Stops......................................................49

Bicycle Parking..........................................................................................49

Non-Motorized Commuter Park and Ride Lots.........................................50

Signs...........................................................................................................50

Bike Map....................................................................................................51Juneau Junkers ...........................................................................................51

Adopt-A-Bikeway Program.......................................................................52

Bicycle Related Ordinances.......................................................................52

Bicycle Registration...................................................................................52

Ridership Survey........................................................................................53

Public Education ........................................................................................53

Nighttime Riding .......................................................................................54

Bike Flow...................................................................................................54

Sidewalks...................................................................................................55

Awareness Building Measures...................................................................55

Sponsored Bicycling Events ......................................................................55Mountain Bikes..........................................................................................55

Egan Drive .................................................................................................56

Site Specific, Low Cost Recommendations..................................................57

Non-Motorized Transportation System Improvements .............................61

Subarea 1: Auke Bay to Echo Cove...........................................................62

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Map of Auke Bay to Echo Cove ..................................... following page 63

Subarea 2: Mendenhall Valley...................................................................64

Map of Mendenhall Valley.............................................. following page 69

Subarea 3: Lemon/Salmon Creek ..............................................................70

Map of Lemon/Salmon Creek.......................................... following page 71

Subarea 4: Douglas Island & Thane Road.................................................72

Map of Douglas Island & Thane Road ............................ following page 73

Subarea 5: Downtown Area.......................................................................74

Map of Downtown Area .................................................. following page 75

Borough Wide Improvement Projects .........................................................76

Chapter FiveDesign Standards .................................................................................................78

Introduction......................................................................................................78Types of Facilities............................................................................................81

Shared Roadways.......................................................................................81

Wide Lanes ................................................................................................82

Shoulder Lanes ..........................................................................................82

Bike Lanes .................................................................................................84

Multi-Use Paths .........................................................................................86

Bicycle Parking................................................................................................97

Recommended Standards...........................................................................98

Intersections ...................................................................................................102

Signing and Marking .....................................................................................109

On Road Bikeways ..................................................................................110Multi-Use-Paths.......................................................................................114

Traffic Calming..............................................................................................116

Reducing Traffic Speeds................................................................................118

Discouraging Through Traffic on Local Streets............................................120

Appendix IBibliography .....................................................................................................I 1-4

Appendix IIGlossary .......................................................................................................... II 1-3

Appendix IIIPublic Meeting Comments ............................................................................ III - 1

Top Priority Projects (Mendenhall Valley Meeting) ................................. III - 2

Bicycle Plan Comments............................................................................. III - 4

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Juneau Non-Motorized Transportation Planiv

Top Priority Projects (Downtown Meeting) .............................................. III - 7

Bicycle Plan Comments............................................................................. III - 9

Appendix IVState and Local Bicycle Laws..........................................................................IV-1

Alaska State Statute ..................................................................................... IV-2

Amusements and Sports.........................................................................IV-2

Criminal Law ......................................................................................... IV-2

Motor Vehicles ......................................................................................IV-3

Alaska Administrative Code........................................................................IV-5

Public Safety.......................................................................................... IV-5

Juneau Code...............................................................................................IV-15

Parental Responsibility ........................................................................ IV-15

Application of Provisions ....................................................................IV-15Traffic Laws and Regulations Apply to Person Riding....................... IV-15

Riding On.............................................................................................IV-15

Riding on Roadway, Trail and Path.....................................................IV-16

Carrying Article ................................................................................... IV-16

Lamps and Other Equipment ............................................................... IV-16

Driving on Sidewalks...........................................................................IV-17

Bicycle Parking....................................................................................IV-18

Definitions ...........................................................................................IV-18

Appendix V

Facility Evaluation Criteria .......................................................................... V 1-3


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Executive Summary

Commuter and recreational bicycling as well as other forms of non-motorized

transportation have become increasingly popular in Juneau over the past few years. The1995 Parks and Recreation Survey reported seventy-seven percent of households have

one or more bicycles that were used in the last year. To accommodate this increased use

and to enhance the quality of life in our community, Juneau needs to create acomprehensive, interconnected, well-maintained system of non-motorized transportation

facilities. The first step is the development of this Non-Motorized Transportation Plan.

The overall purpose of this plan is to identify and describe a safe, efficient, easy to use,

high quality network of non-motorized transportation routes, bicycle lanes and multi-use

pathways throughout the community. The planning of such a system has identified the

specific needs of the community, which can now be studied further for feasibility andpossible funding sources.

The first chapter introduces the reader to the purpose and function of this plan. Thebenefits of bicycling, both individually and for the community as a whole, as well as the

study area and the goals and objectives are also addressed in this chapter.

The characteristics of Juneau that influence bicycle use and the different types of

bicyclists and bicycle facilities found in Juneau are described throughout Chapter Two.

In addition, this chapter contains findings gathered from an information search and publiccomments. Maintenance of facilities, the type of use and provision of services, bicycle

accidents, bicycle education, law enforcement and bikeway system funding are each

discussed.

Chapter Three contains an inventory of the existing bicycle facilities in Juneau. Chapter

Four presents a plan for new facilities and a guide for future development. A listing of

improvement projects, based upon research and public input, is also included in thischapter.

The discussion and establishment of optimum design standards for providing safe andconvenient facilities that will encourage and enhance non-motorized transportation in

Juneau is outlined in Chapter Five. These standards are to be used in the planning, design

and construction process, as well as for maintenance guidelines.

Methodology

Over the past few years there has been considerable effort to update the 1978 JuneauBicycle Plan. In 1990 a Bicycle Task Force Committee was formed. This committee

met regularly for the next few years producing pieces of the current Non-Motorized

Juneau Non-Motorized Transportation Plan v


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vi Juneau Non-Motorized Transportation Plan

Transportation Plan. During the summer of 1997, two public meetings were held andcomments were gathered. From these comments and all of the previous work that was

done, a draft plan was completed. Over the summer, six different drafts of this plan were

produced and reviewed by the public, agencies, Parks and Recreation AdvisoryCommittee, Planning Commission and the Assembly.

Issues

Key issues that emerged are the need for:

Better maintenance of existing facilities Better communication between the agencies that maintain facilities and the users Preservation of corridors through land before it is sold or developed Inclusion of non-motorized transportation facilities in capital improvement projectsIt is important to the quality of life in Juneau to continue to improve the non-motorized

transportation facilities and encourage their use. This plan contains the ideas andimprovement recommendations to accomplish this goal.


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Chapter One

Introduction

The environment surrounding our community provides many opportunities for outdoor

activities. Commuter and recreational bicycling are among these opportunities and along

with many other non-motorized forms of transportation have become increasingly

popular over the years. To accommodate the increased use of alternative forms oftransportation and to enhance the quality of life in our community, Juneau needs to create

a comprehensive, interconnected, well-maintained system of non-motorized

transportation facilities. The first step is the development of this non-motorizedtransportation plan.

Kaxdigoowu Heen Dei

The overall purpose of this plan is to identify and describe a safe, efficient, easy to use,

high quality network of non-motorized transportation routes, bicycle lanes and multi-use

pathways throughout the community. Any implementation requires evaluation ofclimate, topography, demographics, legality, safety, engineering and funding elements,

all of which are considered here.

This plan places emphasis on bicycle facilities consisting of shared roadways, wide lanes,

shoulder lanes, bike lanes, multi-use pathways and trails as defined in Chapter Two. The

Juneau Non-Motorized Transportation Plan 1


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Chapter One: Introduction

common user types considered include bicyclists, joggers, in-line skaters, pedestrians and

wheelchair users. These users will be referred to as non-motorized transportation usersthroughout this document.

Purpose

As a working document, this plan will fulfill the following functions:

1. Be a guide for development of a City and Borough of Juneau (CBJ)

interconnected non-motorized transportation system, which effectively

accommodates transportation and recreational traffic. Specifically reservecorridors on CBJ land for future pathway development.

2. Encourage an increase in alternative transportation use through provision ofsafe, efficient, easy to use facilities that connect to activity centers and public

transit.

3. Decrease the number of bicycle and pedestrian related accidents byidentifying and correcting existing unsafe conditions and ensuring high safety

standards on new facilities.

4. Become a part of the overall Juneau Area Transportation System plan.

5. Ensure inclusion of non-motorized transportation in all transportationplanning, design and construction activities.

6. Encourage community wide non-motorized transportation safety, educationand enforcement programs.

7. Assist in working with CBJ, the U.S. Forest Service (USFS) and the AlaskaDepartment of Transportation and Public Facilities (DOT/PF) to securefunding for development of non-motorized transportation facilities.

Planning

The Non-Motorized Transportation Plan addresses many of the recommendations made

and approved in the Comprehensive Plan of the CBJ by providing a logical, consistentand purposeful approach to non-motorized transportation planning in Juneau. The need

to encourage alternative, safe, energy efficient modes of transportation is mentioned

consistently throughout the document. The CBJ Comprehensive Plan calls for thedevelopment of a comprehensive transportation plan or inter-modal transportation plan,

Juneau Non-Motorized Transportation Plan2


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which addresses the need for alternative transportation.

Specific implementing actions noted in the transportationsection of the CBJ Comprehensive Plan that are more

fully developed in the Non-Motorized Transportation Planare as follows:

Policy 4.3. It is the policy of the CBJ to promote and

facilitate transportation alternatives to automobiles asa means of reducing congestion and air

pollution and conserving energy. CBJ Comprehensive Plan

4.3.7. Require bicycle and pedestrian paths, preferably separated fromautomobile traffic, in all new growth areas and planned unit developments.

4.3.9. Provide secure bike parking facilities at public buildings andencourage them in private developments.

4.3.10. Complete and/or upgrade a continuous separated bicycle/pedestrianpathway between the Mendenhall Valley and downtown Juneau by

connecting those portions now existing.

4.3.11. Require sidewalks and bicycle paths or lanes along existing ornewly constructed arterial and collector streets where appropriate to provide

safe and efficient access and recreation and to reduce pedestrian/automobile

conflicts.

4.3.14. Identify pedestrian routes in the downtown area. Include provisionsfor rest areas and methods to reduce the conflicts between pedestrian,

bicycle and vehicular traffic.

Policy 4.4. It is the policy of the CBJ to respond to the special transportation

needs of each subarea of the Borough and to integrate them into a Borough wide

comprehensive transportation plan.

4.4.17. Require sidewalks and bicycle paths or lanes along existing or newly

constructed arterial and collector streets, where appropriate, to provide safe and

efficient access and recreation and to reduce pedestrian/automobile conflicts.



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Transportation System

Successful non-motorized transportation plans are integrated into the overall

transportation plan of a city, region or state. They reflect the mobility and access needsof a community and are placed in a wider context than simple movement of people and

goods. Issues such as land use, energy, the environment, livability and social, physical

and mental health, are all important factors.

Non-motorized transportation planning undertaken apart from other modes of planning

can lead to a viewpoint that these facilities are not integral to the transportation system.

If non-motorized transportation facilities are regarded as amenities, they may not receivesufficient consideration in the competition for financial resources and available land. A

comprehensive plan that incorporates non-motorized transportation networks into an

overall transportation plan needs to be established. This will ensure that improvements,which enhance bicycle travel, will also benefit other modes of travel and vice versa.

Bicycles are an important form of

transportation for many people in theJuneau area. In order to accommodate

their needs, it is necessary to consider

non-motorized transportation facilitiesin the beginning stages of all

reconstruction or new road projects.

Roadway improvements or new projectplanning and design should include non-

motorized transportation facilities thatare safe, convenient, adequate and linkeffectively with other transportation

modes. Bic cle Commuter

Community Characteristics

Non-motorized transportation facility planning can be affected by a combination ofnatural features and human influences. This section discusses many of the attributes that

can affect non-motorized transportation facility development in Juneau.

Setting

Juneau is located in the Southeast Alaska Panhandle on a narrow strip of mainland

between Canada and the Pacific Ocean. The city is wedged between the rich inter-tidalzone of the Inside Passage and glacial filled mountains. The Tongass National Forest



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surrounds Juneau, leaving it an island of civilization in a vast, rugged wilderness. The

city is located 900 air miles northwest of Seattle, Washington and 700 air miles southeastof Anchorage, Alaska. Juneau is separated from the continental highway system by 90

miles of water and rugged terrain.

Downtown Juneau

Over half a million tourists come to see the natural beauty of Juneau each year.

Surrounded by glaciers, mountains, fjords, forests, wildlife and undisturbed wilderness,Juneau has some of the most spectacular natural wonders of the world, all within the city

limits. About ninety percent (90%) of the area within the Borough consists of water,

rugged mountains or glacial ice caps.

Climate

Juneau has a mild, maritime climate. Moisture in the airflow from the ocean meets

colder air from the mountains resulting in significant precipitation. The amount of rainvaries depending on location. Downtown receives the highest rainfall with 80 inches per

year; the Mendenhall Valley has much less with 50 inches. Summer rain typically comesas a drizzle or mist, while fall can bring storms with much more intensity. Local

residents have become accustomed to the rain and tend to go about their business, rain or

shine. The average summer temperature range is from 44 to 65 F. The average winter



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temperature range is 25 to 35 F with lows not much below zero and occasional warm

periods in the forties. At 58 North Latitude, summer days are long while winter days are

short.

Demographics

Juneaus 1997 population is just over thirty thousand and is expected to continue growing

at a .5 to 3% annual rate.1 New mining operations in or around Juneau could boost the

population. Juneau has a fairly young, highly educated and generally high-incomepopulation compared with the rest of the state and nation.

GrowthDevelopment has already occurred

in much of the easily developable

flat land. As new growth fills in the

undeveloped spaces and begins tospread into the less desirable areas,such as wetlands and steep

mountainsides, the demand for

open space, trails, bicycle facilities

and alternative transportationfacilities will increase. Parcels that

have been identified for disposal in

the CBJ Land Management Plan

give some idea of where futuredevelopment will occur.

Goals and Objectives

Establishing a set of common goals and objectives is important when preparing a

comprehensive non-motorized transportation system. These goals and objectives fallwithin five distinct categories: Engineering, Education, Compliance, Encouragement, and

Implementation.

1Reed Hansen and Associates, CBJ. Final Socioeconomic Impact Assessment Kensington Gold Project

May 1997.

Development on Douglas Island


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Goal One

Engineering

To plan, design,and implement a

local transportation

system, whicheffectively and

safely

accommodates

non-motorizedtraffic and

improves the

quality of life inJuneau.

Local transportation system which accommodates non-motorized traffic

Objective A

Plan and design an interconnected system of safe, easy to use non-

motorized transportation facilities.

1. Determine the needs of commuting, recreating, touring and other non-

motorized transportation users of all ages and skills.

2. Provide roadways capable of safely accommodating shared use bymotor vehicle and non-motorized users.

3. Provide a continuous system of non-motorized transportation facilities,such as shoulder lanes, bike lanes and multi-use pathways.

4. Develop a system of multi-use pathways (physically

separated from motor

vehicle traffic), where

desirable and feasible, forusers of all ages and

abilities.

Multi-use pathway



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5. Provide for the establishment of inter-modal linkages with publictransportation.

6. Ensure that Borough schools and libraries are connected to adjacentnon-motorized transportation facilities.

7. Ensure that recreational facilities are connected to adjacent non-motorized transportation facilities.

8. Connect major transportation hubs such as the ferry terminal, airportand transit stops.

9. Prioritize construction, maintenance and operation of non-motorizedtransportation facilities.

10.Monitor and analyze bicycle and other non-motorized transportationrelated accident data in order to determine problem areas and design

safer facilities.

11.Consider mountain bike needs in future trail planning efforts.Objective B

Provide new facilities that meet non-motorized transportation design

standards.

1. Provide non-motorized transportation facilities that meet applicablestandards and guidelines for design and location criteria in the

American Association of State Highway and Transportation Officials'

(AASHTO) Guide for Development of Bicycle Facilities and theAmericans with Disabilities Act (ADA) as supplemented and adopted

by the State of Alaska.

2. Provide uniform and effective signing and marking of all non-motorized transportation facilities in accordance with the Federal

Highway Administration's Manual on Uniform Traffic Control

Devices (MUTCD) as supplemented and adopted by the State ofAlaska.

3. Develop innovative pavement markings such as bike lane symbols thathave directional arrows, stop signs, bicycles painted in traffic lanes to

indicate a shared roadway and others.



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4. Ensure that when installing or upgrading traffic lights or signals, allsensors will be able to recognize bicycles.

5. Develop local standards that supplement and supercede AASHTO andMUTCD standards as appropriate for local conditions.

Objective C

Upgrade existing non-motorized transportation facilities to meet

design standards.

1. Upgrade all existing facilities to conform to AASHTO and MUTCDstandards.

2. Remove signs on existing roads and facilities that do not conform toAASHTO and MUTCD standards and provide ones that do conform.

3. Ensure that all trails allowing mountain bikes are designed for themand are equipped with adequate signs.

Objective D

Improve non-motorized transportation facility maintenance.

1. Adopt scheduled maintenance practices, which will maintain facilitiesin a generally smooth, clean, and safe condition.

2. Include all shoulder lanes, bike lanes and multi-use pathways in

routine road maintenance programs.

3. Establish a method of reporting facility maintenance concerns to the

responsible agency and a method of getting action.

4. Provide winter maintenance for those facilities that have a demand for

it.

5. Establish a schedule and means for rebuilding and resurfacing non-motorized transportation facilities.



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Goal Two

Education

Encourage and support non-motorized transportation safety education programs.

Objective A

Instigate safety and education programs aimed at all members of the

community, to improve non-motorized transportation skills,

observance of traffic laws and overall safety.

1. Offer safety education programs for all ages, through the school

system and community organizations.

2. Distribute informational flyers on helmet usage and cycling skills.

3. Make information available to parents informing them of the types ofaccidents that involve young cyclists and other non-motorized

transportation users and give them ideas on preventive measures.

4. Increase motorist and cyclist awareness of legal rights of cyclists andthe safest ways to share the roadway through incorporating it into the

drivers education manual and program.

5. Educate transportation professionals, including constructioncontractors, on the needs and capabilities of non-motorized traffic.

Construction site forcing bicyclist into motor vehicle lane



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6. Educate public officials and administrators of the needs of non-

motorized transportation users as well as the social, environmental,personal, economic and community benefits.

7. Educate law enforcement officials on the statutory rights andresponsibilities of bicyclists, pedestrians and motorists and encourage

enforement.

Goal Three

Compliance

Increase safety and efficiency of non-motorized transportation through

enforcement and regulation.

Objective A

Encourage compliance with and enforcement of laws applicable to

non-motorized transportation.

1. Advocate enforcement of traffic laws for bicyclists who violate therules of the road and fail in their responsibilities as co-users oftransportation facilities.

2. Advocate enforcement of traffic laws with regard to the motorists who

violate bicyclists and pedestrian rights.

Objective B

Reduce the incidence of bicycle theft.

1. Provide appropriately

located, secure bikeracks and lockers,

protected from the

weather at various

destinations aroundJuneau.

Secure bicycle rack



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2. Initiate a Borough-wide bicycle registration program to help identifylost or stolen bicycles.

Goal Four

Encouragement

Encourage non-motorized transportation for health and social benefits and toreduce motor vehicle congestion, pollution and the need for road and parking

expansion.

Objective A

Create an environment conducive to non-motorized transportation.

1. Encourage businesses and institutions to provide secure, weather

protected bicycle parking, shower facilities and other incentives to

support and accommodate those employees, customers and clientselecting to commute or travel by bicycle.

2. Develop a non-motorized transportation map that identifies facilitieslike shoulder lanes, bike lanes, multi-use pathways and bike racks.Place rules of the road and other safety guidelines on the map for

educational purposes.

3. Advocate public service announcements that encourage non-motorizedforms of transportation.

4. Advocate public service announcements that educate the public on theshared use of roadways.

Objective B

Promote non-motorized transportation related recreation.

1. Encourage non-motorized transportation related recreational events as

a regular part of community activities.

2. Publish a listing of all non-motorized transportation related events or

activities in the Juneau area.



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3. Publish a map and guide for both on and off-road routes that inform

the public of facilities and services.

4. Develop a system of bike lanes and multi-use pathways that inter-connect neighborhoods, shopping areas and recreation areas.

Multi-use pathway connecting neighborhoods

Goal Five

Implementation

Ensure that non-motorized transportation planning is considered Borough wide.

Objective A

Incorporate Non-Motorized Transportation Plan recommendations in

all local-planning efforts.

1. Review all local, state and federal construction projects and land salesduring the design or review process for compliance with non-motorized transportation needs.

2. Coordinate implementation of the Non-Motorized Transportation Planwith the USFS, DOT/PF, Alaska State Parks, Alaska State Department

of Natural Resources and the University of Alaska facilities planning

and project design.



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3. Coordinate Non-Motorized Transportation Plan implementation withnew and existing park developments and subdivision layouts.

4. Seek public input on new non-motorized transportation projects.5. Encourage land-use decisions that favor non-motorized transportation.

Methodology

Over the past few years there has been considerable effort toward updating the 1978

Juneau Bicycle Plan. Many opportunities have been provided for public input on thisplan. In 1990 a Bicycle Plan Task Force Committee, composed of members from a local

bicycle club, Parks and Recreation Advisory Committee, DOT/PF, Alaska State Parks,

USFS and the general public, was established. Over the next few years, this committeebegan preparing a bike plan. Existing facilities were inventoried, problems with existing

facilities and how to fix them were identified and new projects were recommended. This

effort became the basis of the Juneau Non-Motorized Transportation Plan.

In June of 1997, work on the plan continued. Two public meetings were held where

public input was gathered. The comments from these meetings is summarized in

Appendix III. These meetings reinforced many of the recommendations that came fromthe Task Forces efforts.

A review of existing plans,documents and previous planning

efforts that pertain to non-motorizedtransportation was done. State andcity recreation and development

plans were consulted and

transportation plans were examined.

Existing facilities were surveyed andmapped. Conditions were

inventoried and deficiencies in the

existing system were then noted.Laws pertaining to bikeways and

cyclists were researched and public

input was sought.

Public meeting, 1997

From all of this input the first draft of this plan was compiled in July of 1997. Over sixty

copies were distributed to interested parties. From this, twenty responses were received,

and over thirty people attended the Parks and Recreation Advisory Committee meeting toshow their support. One of the formal responses was from the Juneau Freewheelers



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Bicycle Club with more than 60 members strongly endorsing the plan. This plan has

had excellent input from the community with over a hundred individuals makingcomments on it in one way or another.

The Juneau Non-Motorized Transportation Planning effort has received considerablemedia attention. There have been two articles in the Juneau Empire, one of which was a

front-page article; the other contained a picture of a map from the report. Our City, a

report from the CBJ, included a brief summary of the plan and had a large picture of acyclist. KINY, KJNO and KTOO have all had talk shows and numerous news reports on

the progress of the bike plan. A display was set up during the bike to work day from

which a list of interested people was generated. This was the beginning of a mailing list

that now has over a hundred interested people. Over all, this plan has had very goodpublicity and many people in the community are aware that it is happening and have

taken part in its development.

Local news a er covera e o Bike to Work Da


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Chapter Two

Benefits and Characteristics

The many benefits of bicycling, walking and other modes of non-motorized

transportation for individuals and the community as a whole have been well documented

in national studies.2 Recently, this energy efficient, economical, non-polluting, healthy

means of transportation has seen a large increase in popularity. Whether people arebicycling, walking, in-line skating or running for exercise, recreation, relaxation or as a

mode of transportation, Juneauites seem to be gaining physical, mental and social

benefits from these activities.

Individual benefits occur in a

variety of ways. Regular exerciseimproves physical health and its

role in the prevention and

management of several ailments is

well established. Any improvementin muscular strength, endurance and

flexibility helps to protect against

injury and disability. Mental healthbenefits, such as an improved

outlook on life and enhanced wellbeing can also be associated with

physical activity.

Non-motorized transportation provides a means of getting from one place to another for

those who do not have access to an automobile or choose not to use one. Economic

benefits may occur through a reduction of personal transportation costs, particularly if aperson regularly uses their bicycle or other means for commuting to work or running

errands. The potential for reduced health care costs through increased fitness also exists.

Community and societal benefits also result from an increase in the number of peoplewho use non-motorized transportation. Benefits, such as a reduction in air, water and

noise pollution, and a decrease in petroleum consumption and roadway congestion, can

result. Roadway improvements to increase the safety of bicyclists and pedestrians canalso enhance safety for motorists. Widening roads to include paved shoulders on rural,

two-lane roads has been shown to reduce run-off-road, head-on and sideswipe vehicle

2U.S Department of Transportation, Federal Highway Administration. National Bike and Pedestrian

Study. 1992.

Bicycling can provide physical, mental and social benefits


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Chapter Two: Benefits and Characteristics


Advanced/Hi h S eed bic clist

crashes.3 The greater width also results in a decrease in the rate of normal roadway edge

degradation, which increases road longevity and saves money on maintenance costs.Reduced traffic and parking congestion helps reduce wear and tear on roads and the costs

for new roads and parking facilities. Quality of life benefits can result from connectingneighborhoods. Neighbors get a chance to know each other and greater communitycohesion can result. Recognizing these benefits, local, state and federal governments

have given increased attention to the bicycle as a legitimate mode of transportation. It is

in Juneau's best interest to develop and improve facilities to accommodate safe andefficient bicycle use.

Types of Users

Types of users can be broken down into three categories: advanced/high speed, basic and

novice/low speed. Because the skills, confidence and preferences of users can varydramatically, it is important to consider all three types when designing a non-motorized

transportation system.

Advanced/High Speed

Advanced or High Speed users consist mostly

of bicycle riders who use their bicycle muchthe same way they would use their motor

vehicle. Convenience, speed and direct

access to a destination with minimum detour

or delay are their main priorities. Generally,

they are comfortable riding with traffic, butprefer to have sufficient operating space on

the roadway or shoulder to eliminate the needfor them or passing motor vehicles to shift

position.

Basic

Basic users consist mostly of bicyclists and a

small number of in-line skaters. They may not

have the confidence or skill to ride in the way

advanced riders do, even though they may still be

using their bicycle for transportation. Theyprefer to avoid roads with fast or busy traffic,

unless there is ample separation between themand motor vehicles. Basic riders prefer and are

3 Oregon Department of Transportation. Oregon Bicycle and Pedestrian Plan. 1995.

Basic bic clist


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Novice/Low Speed bicyclist

Mendenhall Loop Road shoulder lane

ends abruptly near Nancy Street

most comfortable riding on designated bicycle facilities like

neighborhood streets, bike lanes and separated paths.

Novice/Low Speed

Novice or Low Speed users include, but arenot limited to, children, inexperienced

bicyclists, in-line skaters, skateboarders, ski-

skaters, wheelchair users and pedestrians.They may not travel as far or as fast as

advanced or basic users, but they still make

up a major part of the non-motorizedtransportation use in Juneau and need to be

accommodated. They often travel between

neighborhoods, schools, parks, stores andrecreation facilities. Residential streets

with low traffic volume and speeds, linked to designated bike lanes

along arterial streets and separated multi-use paths can safely andefficiently accommodate these users without encouraging them to travel

in heavy traffic.

The Bicycle Federation of America estimates that only a small percentage of bicyclists

would be considered advanced/high speed with the majority of all cyclists falling under

the basic and novice/low speed categories.4

By understanding the needs of thesenon-motorized transportation users, planners and engineers will be better able to choose

the appropriate facility type and design, while also considering current roadwayconditions and limitations.

There is not a single type of facility that can

simultaneously accommodate all of these user types. A

system of interconnected facilities needs to beimplemented so that the advanced rider, who wants to ride

on the road may do so, while those that benefit from

shoulder lanes or separated paths have ample facilitiesmeeting their needs. All facilities should be designed to

have continuity. For example, separated paths used by

children should not end abruptly at a major street withoutany crossing mechanisms. Bicycle facilities that end

abruptly can be confusing and dangerous. An example of

this is the southbound shoulder lane on Mendenhall Loop

4U.S. Department of Transportation, Federal Highway Administration. Selecting Roadway Design

Treatments to Accommodate Bicycles. 1994.


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Road ending at Nancy Street leaving bicyclists stranded between a curb and traffic with

no space for inexperienced cyclists to ride and no way to get off the road.

Types of Facilities

There are several different types of non-motorized transportation facilities. Generally,

the term bicycle facility implies improvements or facilities intended to accommodate or

encourage bicycling. This can include bike lanes, separated paths, bike parking,informational maps and signs, route markers, street-crossing amenities and other facilities

intended for the use of cyclists. Maps of existing facilities in Juneau and specifics about

them can be found in Chapters Three and Four. Standards for new development of thesetypes of facilities are discussed at length in Chapter Five.

Shared Roadway

Bicycles may be ridden on all roads, except where

prohibited (Egan Drive), regardless of whether there

are designated facilities. Many existing roadwayswithout bicycle facilities and roadways that cannot

be widened are shared by motorists and bicyclists.

A shared lane is a standard width travel lane thatis shared by motor vehicles and bicycles. The

Montana Creek Road is an example of a shared

roadway.Shared roadway

Wide Lanes

Where shoulder lanes or bike lanes are

warranted, but cannot be provided due

to space limitations, a wide lane may be

provided to accommodate bicycle travel.A wide lane with a width of at least 14

feet allows an average size motor

vehicle to pass a bicyclist withoutcrossing the centerline. The lane

measurement should exclude both

parking spaces and a safety buffer forthe opening of car doors if there is

parallel parking. Glacier Highway in

front of the Federal Building is an

example of a road with wide lanes.

Roadway with wide lanes



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Shoulder Lanes

Shoulder lanes differ from bike lanes in that they are

not designed for exclusive use by bicycles. Theyhave no pavement markings other than the roadwaystriping and may or may not have a share the road

sign. Shoulder lanes are often used in rural areas

where bicycle and motor vehicle traffic volumes donot warrant bike lanes. Glacier Highway between

Channel Vista Drive and the Juneau Douglas High

School is an example of a shoulder lane.Shoulder lanes

Bike Lanes

A bike lane is a portion of the road that isdesignated by striping, signing and pavement

makings for exclusive use by cyclists.

Bicycle lane markings can increase abicyclist's confidence in motorists not straying

into their path of travel and passing motorists

are less likely to swerve to the left out of their

lane to pass a bicyclist on the right. DouglasHighway from Juneau Douglas Bridge to the

town of Douglas is an example of bike lanes.Designated bike lane on Douglas Highway

Multi-Use Pathways

A multi-use pathway is a facility

that is physically separated from the

road. The separation can be anopen space or barrier and may be

within the road right-of-way or an

independent right-of-way. Aseparated path can provide

bicyclists and other users with a

shortcut through a residential

neighborhood, an enjoyable ride ina park or a leisurely ride along a

shoreline. Multi-use pathways need

to be located where there areminimal driveway crossings or road

intersections. Traffic intersecting a

Multi-use pathway



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separated pathway can place the cyclist in a position where the motorist does not expect

them. Kaxdigoowu Heen Dei, the new pathway along the Mendenhall River, is anexample of a multi-use pathway.

Trails

A trail is an unpaved corridor that is not

accessible to motorized vehicles and oftenserves multiple uses such as hiking, skiing

or bicycling. While trails are sometimes

used as transportation corridors, their use is

primarily recreational. With the increasingpopularity of mountain bikes new trail

development or upgrades to existing trails

should be designed and constructed withmountain bikes in mind. The existing trails

in the Dredge Lakes area are goodexamples of trails suitable for mountain

bike use.

Trail in the Dredge Lakes Recreation area

Sidewalks

Sidewalks are considered to be a portion of a road that is

designated for the use of pedestrians. These facilities arenot designed for bicycle use and should not be

considered bicycle facilities. The downtown area hasmany sidewalks that do not accommodate bicycles. TheAlaska Administrative Code prohibits riding a bicycle on

business area sidewalks. The city code also prohibits

skateboards, roller skates, in-line skates and similardevices on downtown sidewalks.

Juneau Douglas Bridge, sidewalk

Juneau Non-Motorized Transportation

Through the course of work on this document, information was gathered on many aspectsof non-motorized transportation in the City and Borough of Juneau (CBJ). The following

section is a discussion of the relevant information found in that research.

Despite our rugged topography and "damp" climate, non-motorized transportation in

Juneau has an avid, growing group of enthusiasts. Commuting bicyclists are often seen



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Family on multi-use pathway

along Glacier Highway, Douglas Highway

and other connecting routes. Familiescommonly use separated pathways for a

wide array of activities in the MendenhallValley and along Twin Lakes. Childrenoften commute to school, neighborhood

parks and shopping areas by bicycle, in-line

skates or walking. Mountain bike riders uselocal trails to satisfy their style of riding. In-

line skates, wheelchairs, skate-skis, cross-

country skis and a wide variety of other

equipment can be seen throughout theBorough. Bicycle clubs sponsor group rides

and racing events. Juneau businesses rent

bicycles to tourists and offer guided bike-riding experiences. The Juneau Empire covers bicycling, in-line skating and related

events almost weekly. This flurry of activity has created a demand for a more user-

friendly non-motorized transportation system.

The CBJ first produced a bicycle plan,

which was adopted by the Assembly, in

1978. Through a coordinated effortbetween private groups and public

agencies, a summary of existing

facilities and a guide for the

development of a local bikeway systemwas composed. Six of the seven priorityprojects identified in that document

have been constructed. The remaining

unfulfilled priority, providing access toSunny Point from Old Dairy Road, is

still on the wish lists of many Juneau

bicyclists today.

Bike racks at Glacier Valley Elementary School

The success of the 1978 plan, as well as many other projects, has resulted in a variety of

heavily used non-motorized transportation facilities in Juneau. However, these facilities

are only the first step in creating a comprehensive, interconnected transportation system.Many existing facilities need to be upgraded and interconnected to facilitate safe,

efficient movement of non-motorized transportation uses throughout the community.

With Juneau's population growth and an influx of visitors, the need to develop additionalfacilities and services has dramatically increased. The recognition of the bicycle as a

valid transportation option at the local, state and federal level has brought bicycling



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issues to the forefront. Updating and adding to the existing 1978 Bicycle Plan and

establishing universal standards to guide further development of Juneaus non-motorizedtransportation facilities is needed to meet the increasing demands of the community.

The 1978 Juneau Bicycle Plan stated that sixty-five percent of the population rodebicycles and there were more bicycles than cars in Juneau. In the 1995 Parks and

Recreation Survey, respondents were asked how many bicycles were in their household

and if they were used within the last year. Seventy-seven percent of households reportedhaving one or more bicycles that were used in the last year. These statistically significant

surveys represent the community at two points of time in recent history. They both

indicate that a large percentage of the population owns and uses bicycles. Though the

two surveys ask slightly different questions, it appears there has been and still is asignificant amount of bicycle use in Juneau. National surveys show an increase in

bicycle use over the same period of time. It can be safely assumed that Juneau holds true

with the national trends of an increase in bicycle use per capita.

The linear nature of Juneaus physical layout has both benefits and drawbacks to non-

motorized transportation. The physical terrain has limited roads and other developments.The town is spread out along the waterfront with development clustered in valleys along

the way. This lack of compact densities means that distances are further between

neighborhoods and work areas. However, because of the limited number of possible

routes, many of the developed areas of Juneau can be interconnected with a small numberof facilities.

Juneaus high annual precipitation rate

and long, wet winters have the potentialto dampen enthusiasm for bicycling andother outdoor activities. However, as

with many activities in Juneau,

bicyclists have adapted to the weatherconditions. Many bicyclists can be seen

riding year-round, rain or shine.

Fenders on bicycles and rain gear arecommon adaptations to avoid getting

wet and getting a distinct "stripe" of

mud up the riders back. Generally, mild

winters in Juneau contribute to anextended riding season. Though, with

the advent of fat tired bikes, many

cyclists are comfortable riding in snowyconditions.

Bicyclist adapted to the wet Juneau climate



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Non-Motorized Transportation Facility Maintenance

Debris on non-motorized transportation facility

Multi-use pathway in need of reconstruction

The existing Juneau non-motorized transportation

system has many maintenance needs. The most

common complaint is the lack of sweeping on

roadway shoulders and bike lanes. This islargely due to the lack of the Department of Transportation and Public Facilities

(DOT/PF) maintenance funding. Many of the bike lanes and multi-use pathways need

regular sweeping and damage repair. Non-motorized transportation routes and roadwaysare susceptible to accumulations of debris, such as broken glass or sand. This can cause

cyclists to lose their balance and fall or swerve into traffic to avoid hazards. In addition,

many multi-use pathways have flooding problems broken up pavement and poor sight

distances due to clogged culverts, low maintenance and untrimmed brush intruding on thepathway. These maintenance issues need immediate attention.

Existing Facilities

Currently, Juneau has approximately 40 miles of bike or shoulder lanes and 10 miles of

separated, multi-use pathways with several new projects in progress. The bikeways mostcommonly used are shared roads, Mendenhall Loop Road separated paths, the separated

path along Egan Drive between Mendenhall Loop Road and Fred Meyer, the Twin Lakes

separated path, old Glacier Highway from Fred Meyer to downtown Juneau, and Douglas

Highway. Most facilities are in relatively good condition with the exception of the oldestseparated paths, which need resurfacing and other maintenance. Better maintenance, as

mentioned above is the top priority of local bicyclists. There are currently gaps or

limitations in the existing system of facilities that lessens the suitability for continuous,safe riding. An example of this would be the need for a safer separated path between the

Salmon Creek access road and the end of Channel Vista Drive. This path is narrow and



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steep with cyclists going down at a fast speed, while

cyclists coming up often have their heads down exertingeffort to pedal up the hill. A simple solution would be to

make a wider pathway and paint a centerline withdirection arrows.

Separated path connecting Channel

Vista Drive and Salmon Creek access

road

There is a shortage of bicycle-related facilities and

amenities in Juneau, which typically encourage biketravel. Juneau's stormy weather fosters a need for covered

and secure parking for both short and long-term situations.

Many public institutions, recreational facilities, and

businesses do not have bicycle parking facilities and whatexists is often poorly placed, poorly maintained or of

substandard design. Employer provision of showers for

employees who bicycle is rare in Juneau. Transit buses donot have bicycle racks for transporting bikes and transit

centers do not have covered, secure areas for all-day

bicycle parking. There is no map or guide that shows existing facilities for non-motorized transportation. These factors can all be a deterrent to the use of bicycles for

transportation.

Bicycle Use

Bicyclists on multi-use pathway

Juneau appears to have afairly normal mix of

advanced, basic andnovice cyclists. Each

group uses predominantlythe same system, but in

different ways and at

different times withdifferent preferences.

Many advanced/high

speed cyclists express adesire to have adequate

space along existing roads,

while basic andnovice/low speed ridersexpress desires for separated pathways. The CBJ needs to provide adequate facilities to

meet the needs of all three types of riders in a coordinated fashion. On some facilities,

most users seem to generally agree that one facility is better than the other. For example,

the general feeling is that a separated path along Egan Drive from Norway Point to



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Yandukin Drive would accommodate all types of users. This would minimize the long,

round-about route that currently must be traveled to commute from the MendenhallValley to downtown Juneau. A route along Egan Expressway would have good visibility

and is far enough from most residential areas that it would not attract many smallchildren, thus reducing conflicts between users.

Accidents

An accurate account of accident statistics in Juneau could help to identify any trends that

point towards a particular location or age group associated with accidents. Those areas or

age groups could then be targeted in subsequent improvements or safety education

programs.

The DOT/PF statistics show that the number of accidents in Juneau involving a motor

vehicle and a bicycle over the past six years has been on average, ten accidents per year,one of these ten per year was a major accident. However, studies elsewhere have found

far more bicycle/motor vehicle accident victims reported to the emergency room than to

the police. Some statistics can be gathered from the hospital and EMS records, but thoseonly include accidents serious enough to require an ambulance or admission to the

hospital. These two sources do not capture those injuries that are dealt with at home, at

the doctors office or at an urgent care unit.

Bicycle Education

A wide variety of educational activities have been carried out in Juneau. The following

paragraphs describe some of the efforts that have taken place in recent years:

In the summer of 1997, the Juneau Police Department started offering a safe bicycling

program as part of their overall Community Watch Program. The program targets third

and fourth graders in all elementary schools with a classroom curriculum and bicycle

rodeo. The police department sponsored a bicycle rodeo in May 1997, with assistanceprovided by the Safe Kids Coalition and the Juneau Freewheelers. Through the Safe

Kids Coalition, grants from Choate & Hempel and others provided for over 200 bicycle

helmets that were given away at the rodeo.

Each year Bartlett Regional Hospital sponsors Kid Safe at Centennial Hall. Kid Safe

features presentations and activities to help children (and their parents) learn more aboutvarious kinds of safety. The Juneau Freewheelers Bicycle Club has presented skits,

mime, videos, and demonstrations on bicycle safety for the program. The club has given

away more than 150 bicycle helmets provided by the hospital. The hospital has alsoworked with local schools to distribute bicycle helmets.



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Kids III included slightly more advanced skills for middle school children.

Families for planning successful family outings.

Motorist Education for drivers education instructors who want to teach future

drivers how to safely co-exist on the road with cyclists.

Off-Road bicycle handling skills and etiquette.

Effective Cycling Instructor for the experienced cyclist who wants to become an

instructor.

Having qualified instructors is an important part of bicycle education. Parents, teachers

and police officers who base their instruction on bicycle safety myths, rather than facts,

can endanger cyclists rather than enhance their safety.

Bicycle Law Enforcement

Bicycles are legally classified

in the State of Alaska asvehicles. As such, they are

allowed to drive on most

roads in the Borough with the

exception of Egan Drive. Inaddition to motor vehicle

laws, there are bicycle laws

that cyclists must follow. Alisting of the state laws and

local regulations can be found

in Appendix IV.Bicycles are legally classified in the State of Alaska as vehicles.

Motorists are sometimes unclear about what rules bicyclists must follow. In addition,

many bicyclists do not follow vehicle laws while riding. A common example of this is

when bicyclists run stop signs and traffic signals or ride against traffic. This causesgreater confusion and some resentment from motorists who complain that cyclists want to

be given the same privileges as motorized vehicles, but do not act accordingly.

Enforcement of bicycle laws in Juneau is sporadic and infrequent at best. Most policeofficers have not received any formal bicycle education, and may be misinformed about

the laws and safe cycling practices. As a result, law enforcement officers may target

bicyclists riding safely and legally and ignore dangerous and illegal bicycling practices



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like riding against traffic and riding at night without lights. For enforcement to be

effective, it must concentrate on the violations that actually endanger cyclists lives.

The police sometimes target a specific area for traffic enforcement and could easilyinclude bicycle enforcement in that action. Announcement of the targeted illegal practice

in advance can do more to educate the public than the few warnings or tickets given.

Bicycling Myths

Too often bicycle safety instruction and bicycle facility selection are based on myths.Here are nine common myths relating to bicycles:

Bicycle Safety Myth #1: "Most bicycle accidents involve cars."

Only one-sixth of all bicycle accidents involve cars. An equal number (one-sixth) arebike-bike accidents. Almost half of all bicycle accidents are falls.5 The causes are

listed below:

1. Loose sand, gravel, rocks and other debris on the road.2. Potholes.3. Parallel bar grates.4. Ridges and slots that parallel the route of travel.5. Wet slippery roads and wet painted lines.

Thus, poor maintenance is a leading cause of bicycle accidents. However, car-bike

accidents tend to be more serious and are more often fatal.

Bicycle Safety Myth #2: "The chief cause of car-bike accidents is motorists approachingfrom behind."

Car-overtaking-bike collisions account for less than 10% of car-bike accidents. Ofthese, 6% are caused by the cyclist swerving in front of the car and only 4% by the

overtaking motorist. The motorist-caused car-overtaking-bike collision constitutesabout 0.3% of cycling accidents.

6Eighty-five percent of urban and rural car-bike

5 Forester, John. Bicycle Transportation, 2nd edition, MIT Press, pp. 42 and 62.

6Forester, John. Effective Cycling, 6

thedition, MIT Press, p. 270.


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accidents result from actions taking place in front of the bicyclist in turning and

crossing movements.7

Bicycle Safety Myth #3: "It's safer to ride against traffic, so the cyclist can see the carcoming and get out of the way."

A product of Myth #2, this

dangerous practice results in thecyclist being hit at an intersection.

Vehicle drivers look for traffic based

on the practice of vehicles traveling

on the right. For example, amotorist at a stop sign waiting to

turn right looks to the left for traffic.

As a result, the motorist is morelikely to hit the wrong-way cyclist

coming from the right. Additional

reasons to ride with traffic:

1. Wrong-way riders are in head-to-head conflict with cyclists riding correctly.2. The speed difference between a wrong-way cyclist and motor vehicles in the

same lane is much greater than for a cyclist riding properly. This has several

implications for a wrong-way cyclist:

a. An approaching motorist has less time to respond to the presence of thewrong-way cyclist and may have to come to a complete stop to avoid acollision. For a right-way cyclist, motorists have more time to respond to

his presence and at worst, need only slow down to the cyclists speed.

b. Should a collision occur, the impact would be much greater for a wrong-

way cyclist, since it will be head-on.

c. On a typical road with equal motorized traffic volumes in both lanes, a

wrong-way cyclist will encounter more traffic in his lane than a cyclist

riding with the flow.

3. Turning maneuvers for a wrong-way cyclist are much more dangerous andcomplicated, because the cyclist is crossing paths with all other vehicles on

the road.

7 Forester, John. Effective Cycling, 6th edition, MIT Press, p. 265.

Wrong way cyclists create confusion and safety concerns


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4. Traffic signs are posted on the right so that they are easily visible to drivers.5. It is against the law in every state to ride against traffic.

Bicycle Safety Myth #4: "Bike paths are the safest place to ride a bicycle."

Separated paths are designed for multiple use and slow travel speeds. Cyclists trying

to ride at high rates of speed can have collisions with other users. Poorly designedoff-street bike paths can have an accident rate of 2.6 times higher than major streets! 8

Why?

1. Mixed traffic. The term bike path is misleading because it implies bikesonly when in actuality pedestrians, joggers, skateboarders, roller skaters, in-

line skaters, wheelchairs, strollers, dogs and bikers all use bike paths.

Multi-use paths is a more correct term for this type of facility.

2. Intersections. Most car-bike accidents take place at intersections (see BicycleSafety Myth #2). Unless intersections are eliminated, accidents may occur.

3. Poor visibility. Brush, fences and other obstructions cause accidents atintersections and along curves.

4. Other. Slow design speeds, narrow bridges, sharp curves and poormaintenance may cause accidents. Because separated paths often have a

greater variety and number of users than other facilities, they often have the

greatest number of accidents.

Bicycle Safety Myth #5: Sidewalks are safe because cars dont use sidewalks.

Cars use sidewalks at alleys, driveways and parking lot exits and entrances.Motorists dont expect fast moving bicycles on sidewalks. Riding on sidewalks in

business areas is illegal in Alaska. Car doors, building doors, signs and poor visibility

at intersections make sidewalk riding dangerous. Pedestrians change direction andspeed suddenly and without warning. If a cyclist is not skilled enough to ride on

business area streets, then the cyclist should walk his/her bike on the sidewalk. Curb

cuts are for wheelchairs, not bicycles!

Bicycle Safety Myth #6: "The only special equipment you needed to ride a bike after dark

is reflectors."

8 Forester, John. Effective Cycling, p. 271.


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Bicycle Safety Myth #8: Allowing bicyclists to ride on Egan Drive would be deadly

dangerous! Children would play on the roadway! Inexperienced cyclists might weaveinto the motor vehicle lanes.

Motorists used the same arguments twenty-five years ago when cyclists demandedaccess to the shoulders of controlled access highways. As noted by the New Jersey

Department of Transportation, Care must be taken to distinguish between what has

actually happened when bicyclists were (are) permitted on Interstates andspeculations as to what might happen or could happen.14

Presently, bicyclists are allowed access to at least some Interstate shoulders in fifteen

states.15

Policies vary, but the shoulders used tend to be in rural areas or where usingan alternate route involves greater danger or significantly greater distance. A

decision to open Egan Drive to bicyclists should be based on valid criteria, not

emotions. In summary, bicycle facility design and bicycle safety education should bebased on facts, not myths.

Bicycle Myth #9: Bicyclists should not be allowed on the road because they do not pay gastaxes.

Although cyclists do not pay gas taxes, unless they also own a car, they do pay for

use of the road. U.S. motorists pay 2.3 cents per mile in user charges but it costs 6.5cents per mile for road maintenance and construction. The balance is funded through

federal taxes, local property taxes and sales taxes. Overall, motorists pay less tax

than the costs they impose, while bicyclists and pedestrians pay more then the costs

they impose.16

Bikeway System Funding

A variety of funding opportunities for non-motorized transportation facilities exist inJuneau. The CBJ Capital Improvements Program funding may be a source for repair of

existing CBJ facilities or for improvements necessary for safety purposes. The DOT/PF

manages many of the roadways where bikeways exist. The state and federal governments

14Task Force Report on Bicycle Access to Limited Access Highways in New Jersey,New Jersey

Department of Transportation, Trenton, NJ, 1982, as cited in W.C. Wilkinson, A. Clarke, B. Epperson, and

R. Knoblauch, The Effects of Bicycle Accommodations on Bicycle/Motor Vehicle Safety and Traffic

Operations, Federal Highway Administration,July 1994, p. 53.

15 Wilkinson, W.C., Clarke, A., Epperson B. and Knoblauch R. The Effects of Bicycle Accommodations on

Bicycle/Motor Vehicle Safety and Traffic Operations, Federal Highway Administration,July 1994, p. 54.

16Litman, Todd. Who Really Pays? Challenging the Conventional Wisdom, Bicycle Forum Magazine,

Issue No. 40, pp. 4-7.


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regard bicycling as a legitimate form of transportation and eligible for funding. Project

funding for upgrades of state and federal roads often includes money for the developmentof bicycle improvements. The CBJ should work closely with DOT/PF in the planning

process to incorporate those improvements in a manner that promotes the viability of abikeway system in Juneau.

In 1991 Congress passed the Intermodal Surface Transportation Efficiency Act (ISTEA)

legislation, which recognized the transportation value of bicycling and walking. Federalfunding is available to DOT/PF through a number of programs. This funding source

provides an excellent method of gaining funding for major projects that qualify. The CBJ

is already cooperating with DOT/PF in establishing a project list. This plan will help to

support those projects already on the list and will suggest new projects worthy ofconsideration.

The U.S. Forest Service has a matching fund program (Challenge Cost Share). Thesefunds can be applied to projects that are on Forest Service land. Other grants such as the

National Forest Foundation Grants are also available.


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Chapter ThreeChapter Three

Inventory of Existing FacilitiesInventory of Existing Facilities

To establish an efficient interconnected non-motorized transportation system, it is

necessary to obtain an accurate account of existing facilities. This chapter contains an

inventory of existing non-motorized transportation facilities throughout the borough. The

main thoroughfares are listed with accompanying shoulders, bicycle lanes and/or multi-use pathways. Some trails that are used by bicyclists are also listed.

To establish an efficient interconnected non-motorized transportation system, it is

necessary to obtain an accurate account of existing facilities. This chapter contains an

inventory of existing non-motorized transportation facilities throughout the borough. The

main thoroughfares are listed with accompanying shoulders, bicycle lanes and/or multi-use pathways. Some trails that are used by bicyclists are also listed.

Existing multi-use pathway

Existin bike lane



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Chapter Three: Existing Facilities

Juneau Non-Motorized Transportation Plan

Existing Facilities

Subarea 1

Unpaved Shared Paved Shared Roadway Lanes Roadway Lanes Sho

Road Corridors Segment Width Length Width Length Widin miles in miles

Amalga Harbor Road All-Glacier Highway to End 9-11 0.7Cohen/Aaron Drive All-Glacier Highway to End 9-10' 0.7Glacier Highway Otter Way thru Auke Rec 12' 1.3Glacier Highway Lena Loop to Point Stephens 1.5-2Glacier Highway Auke Rec to Lena Loop 4Glacier Highway Point Stephens Road to Yankee Cove 10-12'

114.2

Glacier Highway Yankee Cove to End 12' 3.02

Lena Loop Road All 10-12' 2.2National Park Road Otter Way to End 12' 0.2Otter Way Glacier Highway to End 9-11' 0.4

Peterson Creek Bridge 6Point Stephens Road Glacier Highway to End 12' 0.52

TOTAL (25.8 Miles) 3.9 19.3

Existing Facilities

1Narrows to 10-11' after Shrine of St. Therese; 12' prior to Shrine2Chip Seal Surface


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Subarea 2



Auke Lake Way Glacier Highway to Mendenhall Loop Rd 11-12' 0.6Back Loop Road Glacier Spur Rd to Back Loop Bridge 6Back Loop Road Back Loop Bridge to Auke Bay 6-8Berners Avenue Glacier Avenue to Radcliff 12' 0.2Crest Street Old Dairy Road to Yandukin Drive 12' 0.4Davis Glacier Highway to Churchill Way 12' 0.3Del Rae Road Glacier Highway to Vintage Boulevard 12' 0.2Egan Drive Yandukin Drive IntersectionEgan Drive Mendenhall Lp Rd to Glacier Hwy (N Side) Egan Drive McNugget Intersection (Cross Signal)Egan Drive McNugget to Mendenhall Loop Rd. (S Side) Egan Drive Mendenhall Loop Rd Intersect. (Crosswalks)Egan Drive Mendenhall Loop Rd to Riverside Dr (N Side) Egan Drive Riverside Drive to Brotherhood Bridge 6Engineers Cutoff Glacier Highway to Fritz Cove Road 11-12' 1.6Fritz Cove Road Glacier Highway to End 12' 2.6 2Glacier Highway Brotherhood Bridge 12' 0.1

*

Glacier Highway Brotherhood Bridge to Otter Way 7- 8Glacier Highway Old Dairy Road to End 0-8Glacier Highway Mendenhall Loop Road to Del Rae Road 12' 0.2Glacier Highway McNugget to Mendenhall Loop Road 3-12Glacier Spur Road Mendenhall Loop Road to USFS Boundary 5-7Glacier Spur Road USFS Boundary to End 5Industrial Boulevard Glacier Highway to End 12' 0.4James Boulevard Mendenhall Loop Road to Riverside Drive 4

Existing Facilities

Subarea 2 Continued

3South side only4Sidewalk along Northbound Lane from Seaview Ave. to Auke Lake Way

5McNugget to Jordan Creek 10-12' bike lanes; Jordan Creek to Mendenhall Loop Road 3' shoulder lane

6Both sides*Sidewalks


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Lemon Creek Road Churchill Way to End 12' 0.2Mendenhall Loop Road Glacier Highway to Egan Drive 8Mendenhall Loop Road Egan Drive to Nancy Street 12' 0.4 Mendenhall Loop Road Nancy Street to Glacier Spur Road 6 -8Mendenhall Mall Road Mendenhall Lp. Road to Riverside Dr. 4Mendenhall Pen. Road Engineers Cutoff to End 9-11' 1.10Montana Creek Road Mendenhall Loop Road to End 8-10' 0.5 10-12' 1.60

7

Old Dairy Road Yandukin Drive to Glacier Highway 5-7Radcliffe Road Glacier Highway to End 12' 0.50River Road Mendenhall Loop Road to End 12' 0.4Riverside Drive Egan Drive to Tournure Street 6Riverside Rotary Park Shell Simmons Drive Glacier Highway to Airport Terminal 3Skaters Cabin Road Montana Creek Road to End 10-11' 0.3 10-11' 0.40Stephen Richards Drive Mendenhall Loop Road to Riverside Dr 4

Tongass Boulevard Nancy Street to Mendenhall Loop Road 12' .07*

Tournure Street Riverside Drive to Mendenhall Loop Rd 12' 0.20Tournure Street End to Mendenhall River School Trinity Drive Mendenhall Loop Road to Tongass Blvd 14' 0.10

*

University Drive Mendenhall Loop Road to End Yandukin Drive Airport Terminal to Egan Drive 7-8

TOTAL (40.07 Miles) 1.2 11.17

Existing FacilitiesExisting Facilities

Subarea 2 Continued

U

7Last Portion unpaved

8First .02 miles no shoulder*Sidewalks


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Trail Corridors Segment Wi

Airport Wetlands Trail Airport Boundary to end of dike 4-Cinema Drive End to Park Place E Mendenhall River Path Glacier Highway to Post Office

Kaxdegoowu Heen Dei Mendenhall River School Loop Moraine Ecology Trail All Richards Drive Meander Way to Richards Drive Riverside Rotary Park Park Place to Riverside Rotary Park Tournure Street End to Mendenhall River School University Campus Path Un

1997 Non-Motorized Transportation Plan for Juneau

Documents

Transcript of 1997 Non-Motorized Transportation Plan for Juneau