Houston Bike Plan - Scribd Executive Summary (June2016)

7/26/2019 Houston Bike Plan - Scribd Executive Summary (June2016)

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City of Houston

June 2016


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Acknowledgements

City of Houston

Sylvester Turner, Mayor

Annise D. Parker, Former Mayor

CITY COUNCIL MEMBERS - 2016

District A Brenda Stardig District I Robert Gallegos

District B Jerry Davis District J Mike Laster

District C Ellen Cohen District K Larry Green

District D Dwight Boykins At-Large 1 Mike KnoxDistrict E Dave Martin At-Large 2 David Robinson

District F Steve Le At-Large 3 Michael Kubosh

District G Greg Travis At-Large 4 Amanda Edwards

District H Karla Cisneros At-Large 5 Jack Christie

CITY COUNCIL MEMBERS - 2015

District A Brenda Stardig District I Robert Gallegos

District B Jerry Davis District J Mike LasterDistrict C Ellen Cohen District K Larry Green

District D Dwight Boykins At-Large 1 Steven C. Costello

District E Dave Martin At-Large 2 David Robinson

District F Richard Nguyen At-Large 3 Michael Kubosh

District G Oliver Pennington At-Large 4 C.O. Brad Bradford

District H Edward Gonzalez At-Large 5 Jack Christie


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Project Funding Partners

City of Houston

BikeHouston

Houston Parks Board

Houston Galveston Area Council

Federal Transit Administration (FTA)

Federal Highway Administration (FHWA)

Texas Department of Transportation (TxDOT)

City of Houston Staff

Planning & Development

Patrick Walsh, Director

Amar Mohite

Cathy Halka

Matthew Seubert

Monique Johnson

Public Works & Engineering

Dale Rudick, Director

Jeff Weatherford

Ian Hlavacek

Anita Hollmann

Parks & Recreation

Joe Turner, Director

Rachael Die


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HOUSTON BIKE PLAN

EXECUTIVE SUMMARY


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INTRODUCTION

Houston is a thriving, diverse, and vibrant city. New residents and businesses continue to move toHouston. New projects continue to be developed, from master-planned communities to higher-density, mixed-use neighborhoods. Much of this growth is driven by the affordable, attractivequality of life that is available in the city. With this growth, more people are moving about the city,and an increasing number are doing so by bicycle.

People bicycling in Houston match the diversity of the city and the types of bicycle trips peopletake are just as varied. The city and region have made great strides to support people bicycling.The Bayou Greenways Initiative is expanding rapidly to provide attractive, comfortable paths forpeople of all ages by transforming major bayou corridors in the City and beyond. The bike sharesystem, Houston B-cycle, is in the process of a major expansion to connect more neighborhoodswith more destinations. Bike connections on METROs transit system continue to grow and morepeople of all backgrounds are riding in events like Tour de Houston and Critical Mass. The cityhas installed its first separated on-street bikeway on Lamar Street in Downtown and has adoptednew context-sensitive infrastructure design approaches to integrate safe, comfortable bikeways

into more streets in the City of Houston. PlanHouston, the Citys first general plan, was adoptedin 2015 and identifies a goal of Connecting People and Places, including the development andmaintenance of a citywide bicycle plan.

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THE HOUSTON BIKE PLAN

The City and region have made great stridesin supporting the growing number of peoplebicycling, but without some organization anda coordinating framework the efforts riskbeing disconnected or missing opportunities

to complement each other in ways thatmaximize the return on the investments.1993 was the last time the City adopted aComprehensive Bicycle Plan and the Cityand region have changed significantly in thetwenty-three years since.

The 2015-2016 Houston Bike Plan is a year-long planning effort developed with theHouston community and many partners. Theplan sets out a clear Vision to be a Gold-levelBicycle Friendly City by 2026. This is supportedby goals that identify the transformativeopportunity the plan represents for the Cityof Houston and establishes a framework forhow to achieve that vision by building on themany successful efforts underway.

A Bicycle Toolbox has been developed

detailing bikeway project elements,potential policy changes, and programmaticapproaches to help make Houston a morebicycle-friendly city. The plan includesImplementation Strategies to move from planto action and a Bikeway Network Map (FigureES.1) has been developed with opportunitiesfor short-term improvements and to achievethe ultimate vision.

The City of Houston Planning & DevelopmentDepartment, in coordination with the PublicWorks & Engineering Department and the

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Off-StreetDedicated On-StreetShared On-StreetTotal

Long-Term Vision

668 miles816 miles305 miles1,789 miles

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City of Houston

Off-Street

Shared On-Street

Figure ES.1: City of Houston Long-Range Bikeway Network Map(detailed maps available at www.houstonbikeways.org)

Source: City of Houston; Team Analysis & Site Visits

Parks & Recreation Department, lead the Planupdate. The City has greatly benefited fromthe support of the project funding partners:

BikeHouston; The Houston Parks Board; Houston-Galveston Area Council

(H-GAC) with the Federal TransitAdministration (FTA); FederalHighway Administration (FHWA);

and Texas Department ofTransportation (TxDOT)


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THE OPPORTUNITY

The Houston Bike Plan presents atransformative opportunity for the City andPlan implementation has the potential tocreate great value in areas like mobility andaccess, health and safety, equity and access

to opportunity, and economic development.While many positive elements are workingtogether to make Houston more bicycle-friendly, there are still significant challengesto achieving that outcome across Houstons640 square miles.

The plan sets out an approach to addressthe following challenges. These are detailedin Chapter 2: Existing Conditions &Opportunitiesof the Houston Bike Plan.

1. Provide a safer, more comfortable

environment for the growing number ofpeople riding bicycles in Houston.

More people are bicycling acrossHouston. Census data and counts,check outs of bike share bikes,participation in organized rides, and

bike boardings on buses all showpositive trends in ridership.

Over one third of trips by all modes inHouston are under three miles, ideal to bemade on a bicycle in under 15 minutes.Even with recent growth, bicycleridership remains small. Commutemode share is at approximately 0.5%,

leading to more vehicles on the roadand people getting less exercise. Insome section of the City bicycle mode

share approaches 4%.

The Existing Bikeway Network(Figure ES.2) has nearly 500 miles ofdesignated bikeways, but many arebelow best practice standards and onlyhalf provide a comfort level that is likely

to attract anyone besides the mostconfident riders.

There have been 25 bicycle fatalitiesand over 1,500 reported bicycle crashesover the past 5 years.

2. Provide affordable access to

opportunities.

Bicycles provide a cost-effective

mobility alternative for families thatcannot afford the annual cost of carownership (estimated by AAA at over$8,600) or choose not to own a carfor every person. This is particularlytrue when integrated with the regionstransit options.

The Existing Bikeway Network (FigureES.2) provides a bikeway within one

half mile of 61% of Houston residentsand 71% of jobs but many of theseare narrow bike lanes or signed routeson arterials with significant trafficvolumes and higher speeds. Manyneighborhoods do not have existingbikeways.

Only 38% of people and 41% of jobs are

within one half mile of a higher-comfortbikeway, such as those attractive to abroad range of cyclists.


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High Comfort Shared-Use Paths

Shared-Use Paths

Bike Lanes

Low Comfort BikeLanes

NeighborhoodBikeways

Shared Lanes/SignedBike Routes

Shared Sidewalks


Existing Bikeway Network

221 miles109 miles165 miles495 miles

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Figure ES.2: Existing City of Houston Bikeways - 2016


This rate drops to 32-33% whenpopulation of color or those that areliving in poverty are analyzed.

Bikeways connect close to manyactivity centers like Downtown, theTexas Medical Center, and Uptown,

but last mile connections that wouldconnect people to more jobs and keydestinations are often missing.

3. Improve community health and wellness.

Bicycles provide an opportunity toexercise, improving health outcomesand reducing vehicle emissions thatcontribute to poor air quality.

Only 51.1% of the adult populationin Houston gets the recommendedamount of weekly aerobic physicalactivity.

Low activity levels contribute to an adultpopulation in which 28.7% are obese,8.5% are diabetic, and 29.8% have highblood pressure.

32% of children in Houston are obese,a leading indicator of future healthissues, and about 50% do not live withinone half-mile of a park space.

4. Compete with peer cities

Quality of life indicators such as accessto safe, comfortable opportunities tobicycle and available transportationchoices are strong factors when people

and businesses are making decisionsabout where to locate.

A citywide network creates moreopportunities in more neighborhoodsmeaning there are many choices forwhere to locate and the benefits reachmore people.

Peer city average mode share forbicycling commutes is 1.8%; Houstonis at 0.5%. Meeting the average mode

share would represent over a 300%increase in bike commuting in Houston.


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Peer cities have increased mode sharefor biking by employing a wide varietyof strategies including improvedbikeway improvements supported bypolicies and programs to serve a rangeof residents of various skill levels.

Cities with dedicated funds andannual spending targets for bicycleinfrastructure have made significantstrides in improving their bicyclenetworks.

5. Benefit everyone, not just people who

bike.

Studies have shown that bicycle

infrastructure investments can reducecommercial vacancy rates and increaseretail sale volumes. For retail, peoplebiking spend more overall because,while they spend less in a typical trip,they tend to visit stores more often.

Every person biking reduces the numberof potential cars on the road. In travellanes and parking areas, bicycles are

more space efficient. Dedicated bikeway facilities on

thoroughfares reduce conflicts betweenpeople biking and driving.

Safe, abundant bicycle access to thebayou and utility corridor trails andtransit lines maximizes the returnon these significant communityinvestments and allow more people toenjoy them.

Bike Lane

Harlem, NY


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The Vision

The development of a vision and goals forthe Houston Bike Plan (Figure ES.3) requireda set of community conversations to reflectthe broad values and expectations of awell-connected, citywide bike plan and thesupporting policies and programs that gowith it. The Bicycle Advisory Committeefor the Houston Bike Plan, made up of adiverse set of community leaders, served

as a sounding board and helped guide thedirection of the plan. Community meetings,online forums and public surveys provided

To provide a safer bicycle network for people of all ages and abilitiesthrough improved facilities, education, and enforcement

To create a highly accessible, citywide network of comfortable bikefacilities that connects neighborhoods to transit, jobs, and activitycenters, including schools, universities, parks, and libraries

To exceed average ridership levels in peer cities by implementingpolicies and programs that enable more people to ride bicycles andencourage healthy, active transportation choice

To develop and sustain a high-quality bicycle network, includingboth bikeways and end-of-trip facilities

Figure ES.3 Houston Bike Plan Vision

By 2026 Houston will be a Safer, More Accessible, Gold Level Bike-Friendly CityGoals

Improve Safety

Increase Access

Grow Ridership

Develop & MaintainFacilities

several thousand comments on both the

broad goals for the plan and specific locationsin the city where bikeway improvements aredesired. There was also significant feedbackon the draft of the Houston Bike Plan whichwas incorporated to develop the final Plan.

As discussed in Chapter 3: Vision & Goals,the Houston Bike Plan Vision sets anaspirational outcome for Houston to becomea Gold Level Bike-Friendly City by 2026 , ten

years from the development of this plan. BikeFriendly Communities is a rating systemdeveloped by the League of American


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ES-7 Figure ES.4: Performance Metrics for the Houston Bike Plan Goals


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Bicyclists to assess a communitys efforts toencourage and support bicycling. The City ofHouston is currently a Bronze-level BicycleFriendly Community, largely based on thework the City and BikeHouston have done oneducation and the regional effort to improve

the bayou trails. Achieving Gold level wouldbe a significant step forward for the City.

To reach a Gold rating, significant progresswill need to be made on a broad range ofgoals. These have been summarized intothe four Houston Bike Plan goals outlined inFigure ES.3. These are focused on IncreasingSafety, Increasing Access, GrowingRidership, and Developing and Maintaining

Facilities.To achieve these goals, the Plan sets outa comprehensive plan to improve theenvironment for biking in Houston, and tomake it inclusive to people of all ages, abilities,and backgrounds. It also sets out a set ofperformance metricsto assess how the Cityis performing against its goals (Figure ES.4).

To grow ridership, the plan focuses onimproving opportunities for both peoplecurrently riding and also the 50-60% of thepopulation that is Interested but Concernedabout bicycling. This involves getting the rightpolicies and programs in place to supportaccess to bicycles, education of how to ridesafely, end of trip facilities, and enforcementof regulations. The expansion of the highcomfort bikeway networkis critical to reachmany more people and jobs across the city.

Figure ES.5 Priority Goals For Online Survey Responses

Participants at public

meeting providing Goal

and Map Feedback

Provide a well-connected, lowerstress bicycle network

Improve safety for all road users

Capture significant potentialfor growth in people biking

Improve community health and wellness

Better compete with peer cities

who are setting the bar

Provide affordable access tojob s & opp ort uni tie s

Support community benefits foreveryone, not just people who bike

Other

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A High-Comfort Bikeway Network

One of the key elements to improve bicyclingin Houston is the expansion of safe,connected bikeways that minimize peoplesinteraction with high volume, high speedtraffic. This is one of the key barriers that

keeps more people from riding. Cities thathave made investments in expanding theirnetwork of comfortable bikeways have seenincreases in overall ridership.

The City of Houston has approximately 500miles of designated bikeways including

DEDICATED

BIKE

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SPEED LIMITLANES EACH DIRECTION

without median

LANES EACH DIRECTIONwith median

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STREET SPEED LIMIT

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INTERSECTION TREATMENTS

SEPARATION

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1-2 LANES

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Figure ES.7 Bikeway Types

Bikeways were classified into three color-coded categories:

On-Street Shared: Locations wherebicyclists share the travel way withvehicles. Most appropriate for low-volume, low-speed streets.

On-Street Dedicated (within ROW):Dedicated space for bicyclist withinstreet right -of-way. Typically a bikelane which may have a barrier or bufferbetween bicyclists and vehicle traffic. Insome situations, a side path behind thecurb may be determined as the mostappropriate bikeway for a corridor.

Off-Street Bikeway: Dedicated path ortrail, often shared with people walkingor jogging, that is completely separatedform parallel traffic.

Based on this assessment, of the 500 milesin the existing bikeway network, only about270 miles (50%) are high-comfort bikeways.The map of these facilities is shown inFigure ES.9. It shows that while there are

some comfortable, long segments, they arediscontinuous and do not form a connectednetwork. As a result, for most longer trips aperson bicycling is likely to experience at leastone segment of low-comfort riding. This canoften be enough to keep people from riding.

The existing high-comfort network formsthe baseline that the recommendations ofthe Plan build upon. Future recommended

bikeways were developed through acollaborative approach with the study team,

Buffalo Bayou Trails in

Houstons East End

(Tony Marron Park)

Bike Route in

Southgate Neighborhood

(Dryden Street)

Standard Bike Lane inFifth Ward Neighborhood

(Lyons Avenue)

Off-Street Trail orWalk/Bike Path

On-Street Shared

On-Street Dedicated(Within ROW)


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key City of Houston staff, and communitystakeholders. This process is detailed inChapter 5: Network Plan & Maps. Therecommended bikeways reflect publicfeedback collected throughout the plan andhave been categorized based on the followingpotential implementation phases.

Programmed Projects are those in thepipeline with dedicated funding thatwill expand the bikeway network. Theseinclude Bayou Greenways, City CIP andTxDOT projects, and partner projectssuch as those being completed bymanagement districts and TIRZs.

Potential Short-Term Opportunities

are relatively low-cost implementationopportunities that appear feasible withinthe existing street pavement. Thisincludes painted lanes, low capital costprojects and shared routes, and mayrequire reallocation of travel lanes orparking. These have the highest potentialto significantly expand the high-comfortbikeway network in near term.

Key Connections are potential capitalprojects that would link neighborhoodareas into a network that crosses thecity. These are recommended as higherpriorities among longer-term projects.

Long-Term Houston Bikeway Visionincludes all other bikeways in the plan,including new off-street segments and

new dedicated bike lanes. Many of theseprojects are likely to be capital-intensiveor require street reconstruction to

implement. Resource requirements andthe need to reconstruct streets will likelymake these longer-term projects.

Full build-out of the proposed bikeway networkincludes over 1,780 miles of bikeways, morethan triple the existing mileage and six times

the existing high-comfort mileage.Figures ES.9-ES.23 show how thesenetworks build upon one another. The mapson each page show the potential bike networkassuming completion of the projects in thecategory and all prior categories.

The graphs show how the recommendationschange outcomes related to the HoustonBike Plan goal of increasing access to thebikeway network. They show the percent ofthe Citys population and jobs that would beserved within one-half mile by the bikewaynetwork. These access metrics all startin the 30-40% range for the existing high-comfort network and steadily grow to over70% access with programmed, short-termpotential opportunities, and key connections.Full completion of the bikeway network willput comfortable bikeways within reach ofover 95% of people and jobs in the city.

The graphs also show quarter-mile access tokey civic institutions like schools, libraries, andcommunity centers. These key destinationsacross the city would experience similarimprovements in access as the networkgrows.


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Figure ES.8: Existing City of Houston Bikeways - 2016


EXISTING HIGH-COMFORT BIKEWAYS

While the existing Houston Bikeway Programmap includes approximately 500 miles ofbikeway facilities, only about half of thoseprovide adequate separation from traffic tofeel comfortable for most adults who are

interested in bicycling. These are shown onFigure ES.8.

The vast majority of existing high-comfortbikeways are bayou and rail-trails. Someexisting bikeways on neighborhood streetsmeet the definition of high comfort, butrelatively existing few bike lanes meet thisstandard.

For more details on Level of Comfort,see Chapter 2: Existing Conditions &Opportunities.

Figure ES.9: Half-Mile Access for People & Jobs Figure ES.10: Quarter-Mile Access to Civic Destinations


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Figure ES.11: Existing High-Comfort Bikeways and Programmed Projects

Source: City of Houston & Team Analysis

PROGRAMMED PROJECTS

Projects that will create additional high-comfort bikeways are already in developmentby the City of Houston, TxDOT, Houston ParksBoard, management districts, and others.

These projects will largely complete the

major bayou corridors and add certain on-street connections.

This map shows funded projects that includehigh-comfort bikeways and are expected tobe completed in the next five years, by 2021.

Programmed New Bikeway Mileage:

Off-Street: 91 mi.

On-Street Dedicated (within ROW): 42 mi.

On-Street Shared: 1 mi.

Figure ES.13: Half-Mile Access for People & JobsFigure ES.12: Quarter-Mile Access to Civic Destinations


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Figure ES.14: Existing High-Comfort Bikeways, Programmed Projects, and Short-

Term Implementation Opportunities


POTENTIAL SHORT-TERM OPPORTUNITIES

In some cases, high-comfort bikeways can becreated with relatively modest investmentsin signs and striping. This can involvereallocating pavement space on streets withexcessively wide lanes or excess capacity, or

by designating shared routes on low-speed,low-volume streets.

This map shows bikeways that appear tobe feasible to implement using these retrofitstrategies. Further study and design may berequired to confirm.

Potential Retrofit Opportunity Mileage:



Estimated Cost to Complete:

$27 - $51 million



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Figure ES.17: Existing High-Comfort Bikeways, Programmed Projects, Potential

Short-Term Projects, and Key Connections


KEY CONNECTIONS

The short-term retrofit opportunities cancreate high-comfort bikeway networks inindividual areas of the city, but connectingneighborhoods into a true citywide networkwill require investing in certain higher-

cost connections. More detail on these KeyConnection Projects is available in Chapter 6:Implementation Strategies.

Key Connections Mileage:

Off-Street: 76 mi.




$73 - $119 million

Figure ES.19: Half-Mile Access for People & JobsFigure ES.18: Quarter-Mile Access to Civic Destinations



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Long-Term Vision

668 miles816 miles305 miles1,789 miles

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Figure ES.20: Long-Term Vision of the Bicycle Master Plan


LONG-TERM VISION

This map shows the long-term vision for theHouston Bikeway Network. In many cases,installing high-comfort bikeway facilities onmajor streets will require reconstruction of thestreet. Much like the Major Thoroughfare and

Freeway Plan, systematically implementingthese bikeways as streets come up forreconstruction will eventually create acomprehensive network that serves nearlyall Houstonians and connects them to manydestinations.

Additional Future Bikeway Mileage:

Off-Street: 269 mi.

On-Street Dedicated (within ROW): 620 mi.On-Street Shared: 28 mi.


$235 - $382 million*

*Cost does not include 620 miles of on-street

bikeways that would likely be incorporated during

future street reconstruction



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Based on the relative challenge ofimplementation, potential short-termopportunities have been identified to add380 miles with an estimated cost of $27 -$51 million. This would nearly double theexisting and programmed bikeway networkand connect many more neighborhoodsand destinations. Some of these projectsmay also be implementable through regularmaintenance and street striping programs,mitigating the costs.

Key connections, which are typically morechallenging capital projects, would add86 miles of comfortable bikeways to thenetwork. But because they tend to require trail

construction or, in several locations, bridges,they are estimated to cost $73 - $119 millionto complete.

Strategies for funding and projectimplementation are detailed in Chapter 6:Implementation Strategies.

For each of the project categories, planning-level cost estimates were developed. Thesewere based on past project costs and the2014 H-GAC Regional Pedestrian and BicyclePlan. The estimated miles of bikeway by type,(shared, dedicated, or off-street) are shownin Figure ES.23. These were developed tosize the relative funding needs required toimplement the recommendations of the plan.

These estimated costs will need moredetailed refinement based on specificcorridor selection, bikeway types, andengineering of specific bikeways. Longer-term recommendations of the plan tend to bemore capital-intensive and therefore higher

cost. Short-term opportunities focus onutilization of existing streets by reallocationof space to striped dedicated bike lanes,low capital cost projects, or by signing andstriping improvements that designate ashared bike route.

Figure ES.23 Planning Level Cost Summary for Bikeway Network Implementation* Cost per mile estimates are based on data from the 2014 H-GAC Regional Bikeway Plan, general planning estimates from comparable projects. Totalcost estimates assume a 75%-25% and 25%-75% mix of low and high cost projects to develop range. Cost per miles estimates also include 20% to 40 %for contingency, survey, engineering, and project management.** On street bikeways will clearly have a cost as part of the full network build out but these would be included in the cost of street reconstruction andtherefore are not included here.

Implementation Category

Miles of BikewayAverage Cost per Mile*

Low-High Range($Thousands)

Planning Level CostRange

($Millions)On-StreetDedicated

On-StreetShared

Off-Street On-StreetDedicated

On-StreetShared

Off-Street

Existing High-ComfortBikeway Network

8 30 232 - -

Programmed Projects 42 1 91 - -

Short Term Potential 138 242 - $90-210 $10-140 n/a $27 - $51

Key Connections 8 4 75 $90-210 $10-140 $600-1,700 $73 - $119

Full Bikeway Network 620 28 269 n/a** $10-140 $600-1,700 $235 - $382

Total Network 816 305 668 $335 - $552


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Bicycle Toolbox

While the bikeway network map defines thecorridors to be prioritized for expansion ofthe bikeway network, final project design willbe critical to developing quality bikewaysthat serve the broad range of people riding

in the City of Houston. Bikeway projectsalone are not enough to build and sustaina bicycle-friendly city. Doing so requires acomplementary set of infrastructure projects,a bicycle-supportive policy framework, and afoundation of programs to help educate andencourage more people to ride.

To support this, Chapter 4: Bicycle Toolboxoutlines a set of recommendations for the

city to move forward across these threecategories.

Projects: detailed design elements to helpinform the design of higher comfort bikewayprojects. This includes bikeway corridoralternatives, intersection treatments, andconnections that form the basis for a largepart of the experience of riding a bicycle safely

and comfortably in Houston. It also includeswayfinding and end-of-ride amenities thatare critical to consider for the entirety of apersons trip. Examples of project designelements are shown in Figure ES.24 andES.25.

Policies: recommendations for theregulatory, enforcement, and evaluationapproaches to bicycling in Houston. Policies

are complementary to Projects and Programsin that they can formalize the approach to Figure ES.24: Toolbox Examples:

Intersection Treatment and Buffered Bike Lane


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consistent project development and set aframework for programs to successfullysupport a bicycle friendly culture. Policiescan also define incentives that wouldimprove safety, access, and amenities forpeople biking. Figure ES.26 shows howthe lack of a standard policy for prohibitingparking in a bike lane unless No Parkingsignage exists can create challengingsituations for people cycling. A new policysupported by ordinance would eliminatethe need to install signs everywhere andcreate a consistent expectation for peoplecycling as well as parking. The developmentof a Bicycle Advisory Committee to helpsupport the implementation of the Plan is

also recommended as an important Policyas part of a broader agency and stakeholdercoordination strategy.

Programs: recommendations for programsthat improve education and encouragementto support more people of all ages, abilities,and backgrounds to bicycle in Houston andhelp meet the Bike Plans goal of Increased

Ridership. Best practices are identified thatcan be employed by the public, non-profit,and private sectors to encourage morebicycling within the community. This sectionalso identifies approaches for better data andinformation gathering to support decision-making related to Projects and Policies.Sunday Streets, Houstons Open Streetprogram, (Figure ES.27) is a great example of

encouraging more people to be get out andbe active on Houston streets.

Figure ES.25: End of Trip FacilitiesBike Station

Figure ES.26: PoliciesNo Parking in Bike Lanes Ordinance

Figure ES.27: ProgramsSunday Streets/Open Streets Programs


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Implementation Strategies

Success in achieving the Vision for theHouston Bike Plan will only be realized througheffective implementation. An effectiveapproach builds on the recommendations ofthe plan to identify strategies that capture the

identified opportunities, supports ongoingexecution, manages progress against plangoals, and allocates resources where theycan have the greatest impact. Chapter 6:Implementation Strategies outlines eight keyimplementation strategies and supportingrecommendations to help the City of Houstonto move the Houston Bike Plan forward andimprove opportunities for people bicycling in

Houston.Various departments within the City willneed to lead many of the initiatives to movethem forward and key partnerships havebeen identified within each strategy, whereappropriate, to help leverage the resourcesavailable to the City.

The Houston region has made meaningful

strides in implementing projects andadopting policies to become more bike-friendly. Even with the positive momentum,the implementation environment will bechallenging for the City of Houston over thenext several years.

Challenges

While a significant number of projects, suchas Roadway CIP and Bayou Greenways,

have dedicated funding identified forimplementation over the next five years, there

will be challenges in identifying additionalresources, either in personnel, capital, oroperations and maintenance, to advancemany additional components of the planforward in the near term.

The Citys significant infrastructure needs

create strong competition for resourcesfor new projects meaning capturingopportunities to integrate improved bikewaysinto all projects will be critical. Many of thePlans recommendations, particularly thoserelated to policy and programmatic changes,may require changes to the current regulatoryenvironment. Successfully implementing anyof these will require political support to enact

and will likely take time to advance.From Plan to Action

The eight implementation strategies for theHouston Bike Plan are shown in Figure ES.28on the following page. They outline stepsthat the City and other partners can take toimplement key components of the Bike Plan.These strategies include strategies to moveprograms and policies forward, prioritization

and funding strategies to implement projectsto expand the bikeway network, and aperformance management approach tomeasure progress. The Plan also identifiesseveral strategies to create positive changeand show examples of what is possibleto build momentum for implementingthe plan. These include conceptual pilotprojects showing key components of the

Bicycle Toolbox as well as an approach tocommunicate plan at the neighborhood level.


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Figure ES.28 Implementation Strategies and Recommendations for the Houston Bike Plan:

5. Leverage Funding Opportunities Create a spending target with dedicated funds from

the Citys budget for bikeway projects and programs. Identify and pursue funding partnerships and support

from other local agencies, City departments, and

private entities to leverage funds. Pursue funding for short-term and key connection

projects. Develop bicycle facility maintenance prioritization

criteria and incorporate bicycle facility maintenance aspart of roadway maintenance activity as possible.

6. Build Momentum Through Pilot Projects Create conceptual plans for specific bikeway

treatments across the city.

Implement and celebrate bikeway projects to buildmomentum to implement the Plan.

7. Connect to Major Bicycle Thoroughfares (e.g., Bayous

and Other Greenway Trails) Develop specific plans and policies for access to

major greenway corridors to ensure safe access tothese bicycle highways from neighborhoods andactivity centers.

Coordinate with adjacent jurisdictions to provide aconnected network across city lines.

8. Engage Neighborhoods to Translate Plan to a LocalLevel Develop approach and tools for neighborhood level

planning to connect to citywide bikeway network. Identify opportunities to apply specific policies or

programs at the neighborhood level to support thegrowth of safe, healthy opportunities to bicycle.

Continue proactive outreach to neighborhoods andother civic groups on the Bike Plan.

1. Manage Performance Against Goals Develop and present an annual Houston Bikeways

Program Strategic Report. Develop approach to capture data to assess

performance on a regular basis and develop

performance targets.2. Prioritize and Collaborate on Policies and Programs

Develop agreed-upon roles with city departmentsincluding Houston Bikeways Program staff andpartners for implementation of policies and programsidentified in the Bike Plan.

Develop prioritization approach for tackling policiesand programs considering resources, staffing levels,and partnership opportunities.

3. Project Development and Implementation Develop packages of short-term bikeway projects that

can be implemented within existing street rights-of-way and seek funding to implement.

Prepare key connection recommendations as apackage of projects detailing benefits and costs.This package should be utilized to recruit fundingpartners and apply for grants as opportunities becomeavailable.

4. Develop Resource and Staffing Needs Increase Houston Bikeways Program staff in

appropriate departments in the City. Establish the Bicycle Advisory Committee as a regular

standing committee that works with City staff toimplement the Bike Plan.


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Gemini Ave Looking South

(Existing)

Proposed Pilot Project- Gemini Avenue

Houston Bike Plan - Scribd Executive Summary (June2016)

Documents

Transcript of Houston Bike Plan - Scribd Executive Summary (June2016)