Bicycle Master Plan: Part 1

Part 1 includes introduction, goals and objectives, summary of existing plans and studies, and summary of existing conditions

2011 University of Utah Bicycle Master Plan PREPARED BY: Alta Planning + Design and Psomas PREPARED FOR: University of Utah Facilities Department Cory Higgins John McNary Michael G. Perez Gordon Wilson Director for Plant Operations Director for Campus Design & Construction Associate Vice President for Facilities Management Assistant Vice President for Auxiliary Services Alma Allred Tami Cleveland Joseph Harman Chad Larsen Ray Wheeler Myron Willson Robert Miles Tom Millar Chad Mullins Lisa Pascadlo - Detective Becka Roolf Julianne Sabula Lynette Seebohm Garth Smith Steve Panish Charles Evans Director for Commuter Services Project Manager - Campus Planner Campus Design & Construction Manager Commuter Services Bicycle Manager Assoc. Director for Space Planning and Management Director for Office of Sustainability Utah Department of Transportation - Region 2 Mayor's Bicycle Advisory Committee Salt Lake County Bicycle Advisory Committee Salt Lake City Police - Bicycle Liaison Salt Lake City Transportation UTA - Engineering and Construction Planner University of Utah Health Care - Asst. V.P. University of Utah Police Department University of Utah Health Sciences - Asst. V.P. Director for Research Park This Page Intentionally Left Blank 1 Introduction ..................................................................................................................................................... 1 2 Goals & Objectives......................................................................................................................................... 3 3 Summary of Existing Plans and Studies.................................................................................................... 7 3.1 University of Utah Campus Master Plan ........................................................................................................... 7 3.2 University of Utah Design Standards ................................................................................................................. 8 3.3 Salt Lake City Bicycle & Pedestrian Master Plan (2004) .............................................................................. 8 3.4 Bicycle Initiatives at the University of Utah (1992) ........................................................................................ 9 3.5 Utah Department of Transportation Pedestrian & Bicycle Guide (2008) ................................................. 9 3.6 Foothill Drive Corridor Study (2008) ............................................................................................................... 10 3.7 University Policy 3-232: ....................................................................................................................................... 10 3.8 Climate Action Plan .............................................................................................................................................. 10 4 Summary of Existing Conditions ..............................................................................................................13 4.1 Introduction ............................................................................................................................................................ 13 4.2 Existing Bicycle Network .................................................................................................................................... 13 4.3 Bicycle Parking & Utilization............................................................................................................................. 21 4.4 Multi-Modal Connections ...................................................................................................................................25 4.5 Bicycle Crashes & Safety......................................................................................................................................25 4.6 Existing Bicycle Education & Programs .......................................................................................................... 31 4.7 Bicycle Counts ........................................................................................................................................................ 32 4.8 Opportunities & Constraints ............................................................................................................................. 33 5 6 Needs Analysis .............................................................................................................................................. 41 5.1 Introduction ............................................................................................................................................................ 41 5.2 Needs & Types of Bicyclists ................................................................................................................................ 41 5.3 Master Plan Open House - May 2011 ............................................................................................................... 42 5.4 Master Plan Open House - August 2011 ...........................................................................................................43 5.5 Public Comments & Feedback .......................................................................................................................... 44 5.6 Campus Bicycle Tour ............................................................................................................................................ 47 5.7 Demand & Benefits Analysis ...............................................................................................................................50 Infrastructure Recommendations ............................................................................................................ 55 6.1 Bikeways .................................................................................................................................................................. 55 6.2 Support Facilities ................................................................................................................................................... 72 6.3 Wayfinding and Signage ...................................................................................................................................... 77 6.4 Bicycles and Transit .............................................................................................................................................. 81 7 Non-Infrastructure Strategies ................................................................................................................... 87 7.1 Introduction ............................................................................................................................................................ 87 7.2 Guiding Principles ................................................................................................................................................ 90 7.3 Recommended Programs .....................................................................................................................................92 8 Implementation .......................................................................................................................................... 105 8.1 Cost Estimates ...................................................................................................................................................... 105 8.2 Project Prioritization Criteria ........................................................................................................................... 106 8.3 Project Summary Tables ..................................................................................................................................... 107 8.4 Funding ................................................................................................................................................................... 121 Figure 4.1: Unpaved Shared-Use Trail ................................................................................................................................. 14 Figure 4.2: Shared-Use Path ................................................................................................................................................... 15 Figure 4.3: Bike Path ................................................................................................................................................................. 16 Figure 4.4: Bike Lanes .............................................................................................................................................................. 16 Figure 4.5: Bike Route...............................................................................................................................................................17 Figure 5.1: Bicyclist Types by Overall Population ............................................................................................................. 42 Figure 6.1: Short-Term Bike Parking Installation Guidelines.......................................................................................... 73 Figure 6.2: Possible Bicycle Trough Retrofit Design ......................................................................................................... 76 Figure 6.3: Conceptual Wayfinding Sign System............................................................................................................... 79 Figure 6.4: Wayfinding Sign Installation Guidelines ........................................................................................................80 Table 4-1: Existing University of Utah Bikeways .............................................................................................................. 13 Table 4-2: Existing External Bikeways................................................................................................................................. 14 Table 4-3: Existing Long-Term Bicycle Parking .................................................................................................................22 Table 4-4: On-Campus Bicycle Crash Summary ................................................................................................................26 Table 4-5: Off-Campus Bicycle Crashes ............................................................................................................................... 27 Table 4-6: 2010 University Count Results ........................................................................................................................... 32 Table 4-7: 2010 Salt Lake City Count Results..................................................................................................................... 33 Table 4-8: 2011 Weekday Count Average............................................................................................................................. 33 Table 5-1: Summary of Public Feedback by Theme........................................................................................................... 44 Table 5-2: Busy Roadways ...................................................................................................................................................... 48 Table 5-3: Existing Campus Bicycle Trips ...........................................................................................................................50 Table 5-4: Current Estimated Benefits of Bicycling........................................................................................................... 51 Table 5-5: Current Estimated Air Quality Benefits of Bicycling .....................................................................................52 Table 5-6: Future Bicycle Mode Share Projections ............................................................................................................52 Table 5-7: Future Campus Parking Benefits (2011 Dollars) ............................................................................................. 53 Table 6-1: Recommended Short-Term Bicycle Paths......................................................................................................... 65 Table 6-2: Recommended Medium-Term Bicycle Paths ..................................................................................................66 Table 6-3: Recommended Long-Term Bicycle Paths .........................................................................................................66 Table 6-4: Recommended Short-Term Shared-Use Paths ...............................................................................................66 Table 6-5: Recommended Medium-Term Shared-Use Paths .......................................................................................... 67 Table 6-6: Recommended Long-Term Shared-Use Paths ................................................................................................ 67 Table 6-7: Proposed Short-Term Bicycle Lanes ..................................................................................................................68 Table 6-8: Proposed Medium-Term Bicycle Lanes ............................................................................................................68 Table 6-9: Proposed Long-Term Bicycle Lanes ...................................................................................................................68 Table 6-10: Proposed Short-Term Shared Lanes.................................................................................................................69 Table 6-11: Proposed Short-Term Bike Lane/Shared Lane Combinations .................................................................... 70 Table 6-12: Proposed Short-Term Spot Treatments ...........................................................................................................71 Table 6-13: Proposed Medium-Term Spot Treatments ......................................................................................................71 Table 6-14: Proposed Long-Term Spot Treatments ........................................................................................................... 72 Table 6-15: Sample Bike Parking Requirements ................................................................................................................. 74 Table 6-16: Annual Cost Per Commuter ............................................................................................................................... 75 Table 6-17: Wayfinding Sign Types ....................................................................................................................................... 78 Table 6-18: North American Rail Vehicle Onboard Bicycle Accomodation ................................................................ 84 Table 7-1: Selected Climate Action Plan Recommendations ........................................................................................... 88 Table 7-2: University Policies to Reduce SOV Travel .......................................................................................................89 Table 7-3: University Count Location Recommendations ............................................................................................. 102 Table 8-1: Facility Scoring Criteria ...................................................................................................................................... 107 Table 8-2: Short-Term Project Prioritization .................................................................................................................... 108 Table 8-3: Medium-Term Project Prioritization ............................................................................................................... 115 Table 8-4: Long-Term Project Prioritization...................................................................................................................... 118 Table 8-5: Spot Improvement Project Prioritization ........................................................................................................ 119 Map 4-1: Existing Bicycle Facilities ....................................................................................................................................... 19 Map 4-2: Existing Bicycle Parking ........................................................................................................................................ 23 Map 4-3: Bicycle Crashes ........................................................................................................................................................29 Map 4-4: 2010 Count Locations ............................................................................................................................................. 35 Map 5-1: Campus Bicycle Desire Lines ................................................................................................................................ 45 Map 6-1: Recommended Short-Term Bicycle Facilities .................................................................................................... 57 Map 6-2: Recommended Medium-Term Bicycle Facilities..............................................................................................59 Map 6-3: Recommended Long-Term Bicycle Facilities .................................................................................................... 61 Map 6-4: Cumulative Bicycle Facilities ................................................................................................................................ 63 Recent years have seen a dramatic shift in the attitudes of government agencies and the public towards bicycling. Salt Lake City has been part of this shift. Several new bikeways adjacent to the University of Utah have been constructed between 2009 and 2011. In 2011 alone, the City added or redesigned approximately 50 lane miles of on-road bikeways and 2.5 miles of shared-use path.. It is at this opportune time that the University has commissioned a Bicycle Master Plan to further encourage bicycling both to and within campus. Public involvement efforts for the 2008 Campus Master Plan revealed strong community desires for bicycle facilities. The University of Utah has many transportation demand management measures currently in place, including excellent service provided by Utah Transit Authority (UTA) TRAX light rail and bus services as well as University-owned campus shuttle buses. The University is committed to encouraging bicycling as a major factor in its transportation toolbox. An increasing portion of University students, faculty and staff utilize bicycles to commute to campus. While many inner portions of campus generally provide a pleasant bicycle experience, accessing the campus interior from elsewhere in Salt Lake City can be difficult. The University campus perimeter is surrounded by regional streets carrying heavy traffic. These streets act as barriers for bicyclists attempting to reach campus. The most significant barriers are Mario Capecchi Drive, North Campus Drive, South Campus Drive, and 500 South/Foothill Drive. Students coming to campus from off-site residential neighborhoods or satellite parking areas must cross these streets. In addition, the City-University transition often results in bicycle lanes on Salt Lake City streets dead-ending upon reaching campus, which requires bicyclists to either utilize shared-use interior pathways or poorly-adapted campus streets to reach their destinations. Transitions between city bikeways and campus pathways are often very difficult to make. Bicycle connections between transit stops and campus are not clearly defined and transit stop bicycle parking facilities need to be improved. Walkways in the campus core are heavily utilized by bicyclists, pedestrians, skateboarders and other nonmotorized users (as well as occasional motorized maintenance vehicles). This leads to conflicts between users, particularly bicyclists coming downhill at fast speeds and the pedestrians in their path. The University of Utah currently allows bicyclists on all pedestrian pathways and has a 10 mph speed limit. While the University Police Department can issue speeding tickets to bicyclists, this rarely occurs. Many bicyclists prefer not to use the pedestrian pathways and have expressed a desire for improved bicycle facilities such as dedicated bicycle lanes on University, City, and Utah Department of Transportation (UDOT) roadways. This Bicycle Master Plan stands on the shoulders of previous planning efforts. It emphasizes both campus pathways and on-street facilities that connect the core campus area with surrounding neighborhoods. The Bicycle Master Plan gives recommendations for facilities and programs that are completely within the University's jurisdiction. It also provides recommendations for the University to work with external entities such as UDOT, UTA, and Salt Lake City to improve bicycling conditions in locations that are important to the campus environment, but which are not under the University's direct control. This Page Intentionally Left Blank The goals and objectives discussed in this chapter guided the development of this Bicycle Master Plan and will continue to guide bike facility implementation for years to come. Goals and objectives direct resource allocation, program operation and University prioritization. This section lays out a framework for how to create programs and facilities that increase bicycling to and within the University of Utah. Goals and objectives should support the University's vision and describe the most important aspects of the University's programs, priorities and attitudes. Based on input from the project Steering Committee and Working Committee, the goals and objectives for the Bicycle Master Plan are broken down into the following six categories: 1. 2. 3. 4. 5. 6. 7. Health & Safety Education & Encouragement Enforcement Transit Integration Sustainability Implementation Evaluation Goal: Provide safe and accessible routes for bicyclists through campus. Objectives: a. Reduce crashes involving bicyclists, pedestrians and motor vehicles. b. Provide bicycle and pedestrian facilities on campus that minimize/negate conflict between bicyclists and pedestrians. c. Design facilities that encourage bicyclists to travel at safe speeds through campus, particularly in areas intersecting with pedestrian travel. d. Promote safe bicycling. e. Work with the medical school to promote the use of bicycles on campus as a healthier and less expensive alternative to driving. Goal: Implement comprehensive education and encouragement programs targeted at students, faculty and staff. Objectives: a. b. c. d. e. f. g. h. Educate students, faculty and staff on bicycle safety issues and encourage nonmotorized transportation with programs that target pedestrians, bicyclists, public transit users and motorists. Encourage campus residents (14% of students) to use a bicycle for travel within campus. Install campus bikeway signage to assist with wayfinding and to increase awareness of bicyclists on campus. Provide incentives and support facilities for individuals that commute by bicycle; grow the University of Utah bicycle culture. Promote bicycling through University sponsored events. Provide secure bicycle storage facilities and racks throughout campus. Install showers, changing facilities and lockers for bicycle commuters. Provide bikeway maps both online and in hard copy form. Goal: Increase bikeway enforcement. Objectives: a. Increase attention by University Police and/or Commuter Services to bicycle-related violations by both motorists and bicyclists, and emphasize positive enforcement for safe bicycling behaviors. b. Increase enforcement efforts to prevent the obstruction of dedicated bikeways and walkways. c. Reduce aggressive and/or negligent behavior among drivers, bicyclists and pedestrians. d. Ensure that all bicycle or pedestrian crashes are accurately recorded into a crash database for future analysis and monitoring. e. Encourage bicyclists to report all crashes to University Police. f. Reduce the number of bicycle thefts on campus. g. Encourage students to register bicycles to aid in returning recovered bicycles if stolen. Goal: Improve the connection between bicyclists and transit on campus. Objectives: a. Provide convenient, covered and secure bicycle parking at TRAX stations and focal points on campus such as residence halls, instructional buildings and major campus employment centers. b. Implement a bike sharing program on campus that is well integrated with UTA facilities. c. Support UTA in increasing its bike capacity on all transit vehicles including TRAX and bus services. d. Accommodate bicycles on all University-operated campus shuttles. Goal: Support Campus Sustainability and Climate Action Plan. Objectives: a. Reduce commuting by single occupant vehicles to the University of Utah by increasing bicycle mode share. b. Reduce emissions, energy consumption, and traffic congestion by increasing bicycle mode share. c. Support the Climate Action Plan by accommodating campus expansion needs while reducing vehicular parking demand. Goal: Create a complete campus bikeway network that is integrated into existing and future external bicycle facilities. Objectives: a. Create a sustainable, dedicated source of bikeway funding within the annual University budget. b. Update the overall University of Utah Campus Master Plan as appropriate to reflect recommendations contained within this Bicycle Master Plan. c. Develop a continuous bicycle system with access to major activity areas and maintain the system so that it provides safe and convenient travel. d. Eliminate bicycling barriers and hazards. e. Avoid missed opportunities by ensuring all campus construction projects address projects and paths of travel as recommended in the Bicycle Master Plan. f. Implement less-complicated and inexpensive projects first for efficiency. g. Institutionalize bicycle transportation in all campus transportation planning, design, and construction activities. h. Achieve silver-level Bicycle Friendly University status by 2016. i. Achieve gold-level Bicycle Friendly University status by 2021. j. Achieve platinum-level Bicycle Friendly University status by 2026 (information about requirements for obtaining the different degrees of the Bicycle Friendly University status is available at www.bikeleague.org). Goal: Monitor implementation of the University of Utah Bicycle Master Plan. Objectives: a. Track the success of the Bicycle Master Plan as a percent completed of the total recommended bikeway system. b. Track University mode share trends through expanded annual bicycle counts and commuter surveys. c. Monitor bicycle and pedestrian crash data to reduce bicycle and pedestrian crash rates. The following plans and reports provided a baseline for the University of Utah Bicycle Master Plan due to their impact on campus growth and development:         Campus Master Plan (2008, updated in 2010) University Design Standards (2011) Salt Lake City Bicycle & Pedestrian Master Plan (2004 and subsequent interim plans) Bicycle Initiatives at the University of Utah (1992) Utah Department of Transportation Pedestrian & Bicycle Guide (2008) Foothill Drive Corridor Study (2008) University of Utah Policy 2-323 (1995) Climate Action Plan (CAP) (2010) The University of Utah is located in Salt Lake City just east of downtown. It has a combined total of 1,534 acres of land, including Main Campus, the Health Sciences Center, Historic Fort Douglas, Research Park and the Heritage Preserve. The University's mission is to serve the people of Utah and the world through the discovery and application of knowledge; through the dissemination of knowledge by teaching, publication, artistic presentation and technology transfer; and through community engagement. The University of Utah Campus Master Plan was completed in 2008, with a mission to "guide efficient campus development for the next 20-year period in a way that gives physical form to the University's mission, vision, and academic program." The Campus Master Plan guides how the University as a physical entity interacts with its students, faculty, staff, and its surrounding community. Several aspects of the Campus Master Plan's vision directly apply to bicyclists and expanding bicycle access to campus. The vision calls for:       A lively campus that is a magnet for student, faculty, staff, and public life. A strong sense of entry and establishment of a distinct sense of place that is tied to the city and state. A campus that is a destination for the public, and which provides adequate facilities to support public activity, including parking and other services. Functional and sustainable transportation systems that better support bicycling on campus, including improved signage to promote safety and wayfinding. Capitalizing on the natural landscape setting, particularly reducing the visual and physical impact of surface parking. Integration of the principles of environmental, social, and economic sustainability into campus planning, design, and operations with the end goal of being leaders in environmental stewardship. The statements above support the need for a visionary bicycle plan that can grow with the University and the community. The Campus Master Plan calls for a network of enhanced transportation connections, including a system to accommodate bicyclists. The University of Utah Bicycle Master Plan will be the culmination of that goal. The University of Utah Design Standards outline the policies, procedures and requirements for the construction of all new or remodeled facilities. As current bicycle facilities are upgraded and new bicycle facilities are recommended and built, they will have to conform to these standards. The following chapters of the Design Standards directly influence the Bicycle Master Plan.    Chapter 3: Landscape Architecture Chapter 4: Civil Engineering Chapter 11: Campus Wayfinding These chapters impact the Bicycle Master Plan in various ways. Chapters 3 and 4 outline the specific materials and construction methods that may be used for campus facilities. They will come into play when constructing new bike or shared-use paths that support and encourage intra-campus bicycle travel. Chapter 11 is currently being revised. Wayfinding plays an important role in campus bikeway networks. In addition to providing relevant travel information such as distances and time to popular destinations, wayfinding advertises bike networks to potential users. Wayfinding also helps visitors and those who are new to campus orient themselves and find important campus locations. The University of Utah is directly influenced by the growth in bicycle infrastructure and culture in Salt Lake City. Likewise, campus bicycle facilities and policies have an effect on the city. Salt Lake City is rapidly expanding its bicycle network, particularly its network of on-street facilities. The city currently has 26 miles of shared-use paths, 168 lane-miles of bike lanes, 4.5 lane miles of green shared lane markings, and 58 lanemiles of signed shared roadways. Salt Lake City's ongoing bikeway development and encouragement of bicycle transportation will positively affect the University of Utah's bicycle accessibility and alleviate the pressure to expand campus car parking facilities. The vision of the 2004 Salt Lake City Bicycle and Pedestrian Master Plan is to:  Enhance the use of the bicycle for transportation and recreation, and walking for pleasure and mobility.  Foster community respect for bicycling and walking.  Promote bicycling and walking as ways to enhance personal health and improve the community environment. The plan identifies the University of Utah as a significant activity node that generates high trip volumes. As such, it deserves special attention and consideration for supporting bicycle travel to the area. One action item from the 2004 Plan states that the city should "Develop a partnership with the University of Utah to better integrate City bicycle and pedestrian facilities and programs with campus planning and infrastructure." The University of Utah Campus Bicycle Master Plan will build on that effort by promoting coordination between the City and the University for the joint goal of getting people to and from campus by bicycle. The City's 2004 Plan also mentions programs offered by the University of Utah's Lifelong Learning Program that focus on bicycle safety and maintenance. Programs play an important part in encouraging and promoting bicycling. Continued effort should be made to boost programmatic cooperation between the City and University. This document is recognized as the University's first bicycle-specific planning document and was prepared by the Campus Bicycle Committee. Much has changed in the nearly 20 years since this document was produced. However, the themes are still equally important with additional improvement needed in each major recommendation . The major areas of recommendation contained within this document include Routes, Security, Maintenance and Education. The general proposals in the Bicycle Initiatives document include the following:       Establish an extensive network of bicycle routes throughout the campus, making use of existing roadways (via striped bike lanes) wherever possible. Working together with Salt Lake City and the State of Utah, improve cycling access to and from the campus, and between different sections of the campus. Increase the number of bike racks and bike lockers on the campus so that bicycles can be securely stored once they arrive on the campus. Improve recovery of stolen bikes through a mandatory registration program. Establish mechanisms for direct reporting and repair of bicycle facilities. Initiate an aggressive education and safety program to develop and maintain a harmonious, mixed transportation system that includes cyclists, pedestrians, and motorists as equal partners. Develop a Bicycle Master Plan for the University and establish a standing committee to carry out and monitor the success of its proposals. The Utah Department of Transportation (UDOT) has jurisdiction over all State roads, several of which serve the University of Utah and comprise most of the major roadways within and around the campus. These roads include:      South Campus Drive. North Campus Drive from 100 South to Mario Capecchi Drive. Guardsman Way from Foothill Drive to South Campus Drive. Mario Capecchi Drive. Foothill Drive/500 South/400 South corridor. UDOT Policy 07-117: Routine Accommodations for Bicyclists and Pedestrians is an important policy for the development of a balanced transportation system throughout the State of Utah. As new projects are developed or existing facilities are updated, the policy requires the projects to consider the needs of pedestrians and bicyclists. This policy could be key for developing bikeways within and surrounding the University given that many of the roads fall within UDOT's jurisdiction. The University should coordinate closely with UDOT on any new or modified State roads that travel within or nearby the University. This study examines Foothill Drive between I-80 to the south and Rice-Eccles Stadium on the University of Utah's campus. The study found that Foothill Drive mostly serves regional travel to and from the University and its Research Park. The study calls for a "multi-modal approach" to "mitigate current and future peak traffic impacts." Among its recommendations are the addition of HOV/Transit lanes, additional turning lanes and various lane configurations to improve peak travel flow. The project briefly addresses bicyclists' needs along this corridor, stating that bicyclists are "discouraged from using Foothill due to high traffic volumes and speeds" and that "alternative routes in the corridor are encouraged." The alternative routes identified are 2100 East and 2300 East. These routes have bike lanes that end between 0.5 and 1 mile south of the University. Recommendations in this study for the future accommodation of bicyclists along the corridor include:    Improvement of parallel bicycle routes. Extension of the existing Parley's Crossing shared use path north to the Wasatch Drive/Broadmoor Street intersection. Construction of a new bike path through the Bonneville Golf Course to provide a more direct route from the Wasatch Drive bike route to Arapeen Drive. The purpose of University Policy 3-232 is "to set forth the regulations that govern the operation and use of bicycles, skateboards, roller skates and scooters on the campus of, or on other property owned, operated or controlled by, the University of Utah." This section outlines the proper speed at which bicyclists can ride their bikes when operating on a shared use facility (10 mph) and states that bicyclists must always yield to pedestrians. The policy aligns with all state laws pertaining to bicycling and also addresses proper bike parking procedures on campus. These procedures prohibit bicycles from being parked in public areas of buildings and from obstructing entrances or university thoroughfares. The Climate Action Plan provides a roadmap for the University of Utah to become carbon neutral by 2050 and establish itself as a leader in technology, policy and human solutions. Commuting to the University accounts for an estimated 30% of University related emissions (2007). Chapter 4D of the Climate Action Plan reviews sustainable transportation and envisions that by 2050 "Most people will rely on walking, bicycling, transit and carpooling rather than driving alone. The various academic, research, administrative, clinical, athletic, artistic and public venues of campus will connect by internal and regional public transit, bikeways, sidewalks and greenways." Strategies to realize this goal include:    Promote all modes of alternative transportation, including carpooling, vanpooling, car sharing, bicycling and walking. Develop marketing campaign aimed at reinforcing positive benefits of using alternative modes of transportation; promote making a sustainable choice the norm. Educate new students, faculty, and staff regarding alternative transportation options and benefits.     Work with ASUU, UTA, and Salt Lake City to upgrade and expand the U-Bike share/rental program. Improve walkability and universal access through environmental design. Work with the Center for Disability Services, Parking Committee, Bicycle Subcommittee and University of Utah Facilities Management Department to create accessible and safe routes throughout campus for all nonmotorized users. Complete new bicycling master plan in fiscal year 2011 and improve bicycle routes to campus by integrating campus bicycle routes with Salt Lake City routes and improving gateways to campus. Design and construct new buildings with good bicycle parking, storage and bicycle rider amenities, and assess the need for new bicycle parking and secure storage at existing campus buildings using LEED-Neighborhood Design as a general guide. This Page Intentionally Left Blank This section presents the existing bicycling conditions at the University of Utah, as well as opportunities and constraints to improving bicycling on and off campus. It is organized into the following sections: Existing Bicycle Network Bicycle Parking & Utilization Multi-Modal Connections Bicycle Crashes & Safety Existing Bicycle Education & Programs Bicycle Counts Opportunities & Constraints This section presents the existing bicycle network within and surrounding the University of Utah. Bicycle facilities are categorized according to the facility types presented in the AASHTO Guide for the Development of Bicycle Facilities, plus three other types that are specific to the campus. Figures 4-3, 4-4 and 4-5 display the three bikeway classes defined by AASHTO. The three additional bikeway classifications are Bike Paths, OnStreet Bike Paths, and Unpaved Shared-Use Trails. Several types of bicycle facilities are available on or near campus. Each one is described in the following sections of this chapter. Table 4-1 displays the locations and lengths of the existing campus bikeways. Table 4-2 shows bikeways external to the campus. Most of the external bikeways extend well beyond the study area of this project. Lengths given for these facilities only include the parts within the defined study area. Map 4-1 shows the existing facilities. Shared-Use Path Bike Lane Bike Path Foothill Drive Wakara Way Arapeen Drive University Street HPER Mall Path Fort Douglas/HPER Mall Connector Path (temporary pilot project) North-South Path - Seg. 1 (temporary pilot project) North-South Path - Seg 2 (temporary pilot project) Sunnyside Avenue Foothill Drive Sunnyside Avenue 100 South Garff Business Building Heritage Center Mario Capecchi Drive Chipeta Way Wakara Way 500 South HPER West Building HPER Mall Path 3.800 3,000 2,950 3,100 950 3,725 West end of Business Loop HPER Mall Path Marriott Library 550 Olpin Union 850 Shared-Use Path Popperton Park Trail Virginia Street Bike Lane 3rd Avenue 200 South 400 South 1100 East 1300 East 800 South/Sunnyside Avenue Guardsman Way/ Greenwood Terrace 1500 East Michigan Avenue/900 South 2000 East South Temple University Street Bonneville Shoreline Trail Signed Shared Roadway/Shared Lanes Unpaved Shared-Use Trail P Street McClelland Street 1300 East 500 South 600 South McClelland Street Foothill Drive Bonneville Shoreline Trail Virginia Street University Street University Street 700 South Harvard Avenue Hogle Zoo 900 South 3,500 2,400 2,400 400 1,500 4,350 12,400 3,050 Michigan Avenue Greenwood Terrace Hubbard Avenue McClelland Street South Temple Popperton Park Trail Harvard Avenue 1500 East Sunnyside Avenue University Street 100 South Approx. 2600 East 1,500 650 625 2,380 775 12,250 The Bonneville Shoreline Trail runs along the foothills northeast of campus. Unpaved trails are typically used for recreational purposes. However, some bicyclists like to use them for commuting and transportation because of their scenic features and separation from vehicular traffic. Shared-use paths are paved facilities that typically accommodate bicyclists, pedestrians, and other users simultaneously. Conflicts can occur on shared-use paths because user types are not separated. Shared-use paths are popular with many bicyclists because they provide relief from vehicular traffic. A common point of conflict for path users occurs at intersections with roadways. Bridges and undercrossings at these intersections can help mitigate conflicts and improve overall path usability. Bicycles are allowed access to all campus pathways; these paths are heavily used at peak times Bike paths operate and are designed similar to shared-use paths, but have a higher level of treatment indicating preferential intended use for bicyclists. The University of Utah has several bike paths on its campus that were developed in 2008 as a pilot program. In planning for bicycle transportation and movement through a campus, bike paths are favorable compared to shared-use paths because they can reduce conflict between bicyclists and pedestrians. In university environments, this conflict is present especially during passing periods, special events, and other times when campus activity is high. The pilot bike paths were designed specifically for bicyclists Bike lanes are on-street facilities that provide a separate operating space for bicyclists. Depending on the street configuration, bike lanes range between 4-7 feet in width. They are popular facilities for many bicyclists, though they require regular maintenance to remove road debris and snow during the winter months. Salt Lake City maintains several bike lanes adjacent to the campus core and within Research Park. Bike lanes provide designated space for bicyclists to ride on the road, but can be hazardous if they are not regularly maintained These are facilities where bicyclists and motor vehicle drivers share the same roadway. Depending on the traffic volume on the individual roadway and skill level of the bicyclist, signed shared roadways vary in their efficacy as designated bikeways. Within the past few years, additional designs such as the Shared Lane Marking (i.e. "Sharrow") have been added to the Manual on Uniform Traffic Control Devices (MUTCD) to aid bicyclists and motorists on shared roadways. These markings are being used in Salt Lake City as a measure to correctly position bicyclists on roadways and to remind motorists that roads can be used safely and simultaneously. Salt Lake City also maintains several green shared lanes with a 4-foot-wide colored bicycle space within a vehicle travel lane. The University of Utah also has an unconventional bike facility classified as an on-street bike path that was experimentally installed in 2008. It functions like a separated bike path, but is placed on a roadway where cars can also operate and drive over it when a bicyclist is not on the path. This type of facility is not standard according to federal, state or industry best practices, though it somewhat resembles a cycle track, which is an increasingly popular facility that many cities are using. If the University wants to improve the performance of this facility for bicyclists, it could consider upgrading it to a cycle track with improved markings and physical separation. The on-street bike path pavement markings have faded since installation This Page Intentionally Left Blank Legend Campus Study Boundary On-Street Bike Path -Temporary Paved Shared-Use Path Bike Path - Permanent i ca lD r Huntsman Cancer Hospital Unpaved Shared Use Trail Salt Lake City Bike Lanes i ed lD M rth No ed ca 3rd Ave M Virginia ST Bike Path - Temporary riv eE Salt Lake City Signed Shared Roadway as University Hospital t North Campus Dr M Museum of )Natural History nn Co Rd vd Rd or Bl E ³ ) th rch Rd l Po loc k Rd ay W R a ese ) Soldiers Cir et a r r ip Ch u So sD aW ay 1500 E r 2 I u mp Ca Ne u ro UU ps In ych st ia aw kW ay Dr nD r e ip Ch l thi e r iv lD Student Apts ta ay W 500 1,000 Date: October 14, 2011 Map 4.1 Existing Bicycle Facilities kh as pe e Bl ac Guardsman Way o Fo 1300 East VA CAMPUS Ko m 0 tri c ar W ak Ar a Sunnyside Bonneville Shoreline Trailheads Red Butte Gardens Ci l as ug Huntsman Center ) Rd Do ead 500 South St 800 South on rt Fo 1300 East er s ut ) dB ny Arapeen Dr Wolcott St 148 0 0E fic Of L a te C r. pus D ess p oo st mp St cchi D ) E 30 15 Cam He Re Cape sin Bu South tter Po Mario Rice-Eccles Stadium nd e St ) St University St e Dero Fixit Stations h ut So ast 0E 1100 East riv St a bri Tro 5 18 Marriott Library 2 I c ) Chas De 2 I ) i ed D al ) 0 20 1452 E r 1386 E . Dr D us Dr George Eccles Legacy Bridge President's Cir 400 South 0E hi cc 0E pe ch at M A. Ray Olpin Union 200 South S J Quinney College of Law 3 20 Ca 2 I l Camp 100 South St J. T. Kingsbury Hall era as W Centra 100 South St Merrill Engineering d Fe 0 19 io ar South Temple ay lW 2,000 ft This Page Intentionally Left Blank Bicycle parking on the University of Utah campus is provided through bicycle racks, lockers, and secure indoor storage spaces. The predominant bicycle rack type on campus is known as the "ribbon" or "wave" rack. This rack type was standardized in the late 1980s by the Director of Campus Design and Construction based on aesthetic, function, and cost factors1. At the time, the Campus Bicycle Committee endorsed this decision "with the knowledge that there are better options from a function standpoint". As of 2011, approximately 350 short-term bicycle parking locations currently exist on the main campus and medical campus. Short-term bicycle parking is meant to accommodate users who are expected to depart the rack within several hours of arriving. Based on the short-term bicycle parking inventory, the University of Utah has approximately 4,800 bicycle parking spaces. . Existing short-term bicycle parking near the Marriott Library Long-term bicycle parking is meant to accommodate employees, faculty and students that are expected to leave their bicycle for more than several hours. This parking is typically provided in a secure, weatherprotected location. Bike lockers are one example of long-term bicycle parking. These lockers are available for use in several locations on the University of Utah campus, one of which is managed by UTA. UTA provides bicycle lockers at the Stadium TRAX Station for up to six bicycles. Lockers are $70 per year, plus a $30 refundable key deposit. Table 4-3 summarizes long-term parking availability. Various departments manage other on-campus locker locations independently. All require a subscription for access. Locations include the Union Building, the School of Medicine, the Heritage Center parking garage (for residents only) and the Health Sciences Education Building (HSEB) parking garage. Both the Emma Eccles Jones Medical Research Building & HSEB have dedicated interior secure bicycle storage for occupant use on each floor. These rooms are accessible with keys given to employees and students who work inside. The parking garage beneath HSEB also has two locked cages for commuters to secure their bicycles. The cages have wall-mounted brackets for hanging bicycles, and cables for securing bicycles. Space is available for $30 per year (Jul 1 - Jun 30). 1 "Bicycle Initiatives at the University of Utah", Campus Bicycle Committee, 1992 Lockers Secure Room UTA Stadium TRAX Union Building (north side) Huntsman Cancer Inst. (Parking Lev. 3) School of Medicine (near loading dock) HSEB Garage Heritage Center Garage Ortho Parking Structure Cardiovascular Research Training Institute Emma Eccles Jones Medical Research Building 6 bicycles 10 bicycles 6 bicycles 10 bicycles 17 bicycles (hooks) 36 bicycles (hooks) 17 bicycles (hooks) UTA Union Help Desk; [phone] Christa Nemeth; [phone] HSEB Flavio Lima; [phone] Map 4.2 This Page Intentionally Left Blank The University of Utah is served by Utah Transit Authority's (UTA) TRAX light rail and fixed route bus transit. Students can ride all UTA trains and buses free with their UCard. The following four UTA TRAX stations on the University Red Line serve the campus community:     Stadium (1349 East 500 South) University South Campus (1790 South Campus Drive) Fort Douglas (200 South Wasatch Drive) University Medical Center (10 North Medical Drive) Of the four stations, all but Fort Douglas are served by a connecting bus route. Many different bus routes, including peak hour express routes, converge at the University and provide service to most of the Salt Lake Valley. All UTA buses accommodate bicycles via external racks. TRAX trains allow bicycles to be carried into the vehicles although no on-board racks exist. In addition to UTA's TRAX and bus services, a campus shuttle system runs throughout campus. These shuttles run from 6:00 am to 11:30 pm. There are six different routes differentiated by color. Live shuttle tracking and text message route locators allow students, faculty and staff to locate a desired shuttle and accurately predict waiting times. Currently, these shuttles do not have bike racks on them. However, if space is available students are allowed to bring their bicycles on board. This section describes campus bicycle crash locations and contributing factors, as well as enforcement and educational programs to help the University improve bicycle safety. Safety is a major concern for both existing and potential bicyclists. For those who already bicycle, safety is typically an on-going concern. For those who do not bike, perceived lack of safety is one of the most frequently cited reasons for not riding. Identifying bicycle crash sites can draw attention to unsafe locations, particularly if multiple crashes occur at the same location and it is deemed problematic. Experience shows that bicycle crashes are typically underreported to the police. As such, the data below should not be considered to be comprehensive, but are still be useful for identifying locations where crashes frequently occur. Table 4-4 describes campus bicycle crashes since the beginning of 2009 by injury type and location. The data are from the UPD, which collects information from all reported crashes. 3-24-09 Bruises Marriott Library One bike sideswiped another bike. Only one person was injured. 7-9-09 Bruises Marriott Library (West) Single bicyclist drove into a marked construction hole. 8-11-09 8-17-09 10-27-09 Cuts and teeth South Campus Drive & Bicyclist drove into a lowered train crossing guard loss Guardsman Way arm. Cuts and N. Campus Drive (.13 miles 13-year-old lost control of his bike after hitting a abrasions north of Merrill Engineering) pothole. No injury Marriott Library Parking Lot A car backed into a bicycle being used by a parking enforcement officer. 7-2-10 7-14-10 Bruises Utah Museum of Natural Bicyclist braked too hard on the front brakes and History - Plaza went over the top of his bike. Cuts and head S. Campus Drive at Western Intoxicated man fell off his bike and hit his head. injuries side of Einar Nielsen Fieldhouse 7-16-10 7-28-10 9-11-10 Head injuries SW Corner of Rice-Eccles Bicyclist lost control of his bike and went down, Parking Lot hitting his head. Broken collar NW Corner of Rice-Eccles Bicyclist lost control of his bike and went down. bone along S. Campus Drive Bruises and S. Campus Drive (130' SW of Bicyclist veered off sidewalk to avoid pedestrian, abrasions LDS Institute Building) lost control of his bike and hit a pedestrian anyway. Pedestrian received a minor scrape to her knee and the bicyclist received a bruised hip. 9-14-10 9-21-10 11-15-10 Facial abrasions Campus Bookstore Parking Bicyclist lost his front wheel and went down, Lot hitting his face on the ground. South side of Orson Spencer Bicyclist lost control of his bicycle while riding on Hall grass and went down, bruising his right side. Bruises and brief SW corner of Jones Medical Bicyclist lost control of her bike and went down in a loss of Science Building parking lot. 100 South & N. Campus Drive Car/bicycle accident. Very minor damage. Cause Bruises consciousness 12-06-10 No injuries and fault not determined. 2-22-11 No injuries Mario Capecchi Dr. at Primary Motorist drove into a bicyclist while exiting a Children's Medical Center, parking lot. Parking Lot entrance 3-23-11 No injuries 200 South and University Street Bicyclist had a seizure and fell off his bike. As the data in Table 4-4 demonstrate, bicycle crashes occur at varying places throughout campus. Reoccurring places on campus for crashes were parking lots, main roads running through campus, and places with high pedestrian activity. Reported crashes decreased from 2009 to 2010, and only two crashes have been reported for the current year to date. Also of note is that the bicyclist was at fault in all but three of the recorded campus crashes since the beginning of 2009. Roadways adjacent to the University are gateways to campus. Their level of comfort and safety influences individual decisions of whether to ride a bicycle or use other transportation modes. Table 4-5 displays the total number of reported crashes on Salt Lake City and UDOT roadways and intersections within a mile radius of the University of Utah Campus. The Salt Lake City Police Department (SLCPD) provided this data. 2009 29 2010 14 2011 (through April) 2 The off-campus crash data reflect the same trend as the on-campus data, namely that the number of reported crashes decreased from 2009 to 2010. As mentioned earlier, this data must be examined with the understanding that bicycle crashes are historically underreported and that crash data is more useful in identifying trends or problematic parts of a city where multiple crashes have been reported. In addition to tracking the location of off-campus bicycle crashes, the SLCPD data also recorded the date and time of day that the crashes occurred. The most common days for crashes were Wednesday and Thursday, with over 25% of all crashes happening on Wednesday. Two-thirds of all crashes occurred in the afternoon and 25% happened between the hours of 3-5 p.m. This coincides with the beginning of the afternoon commute when many students, faculty and staff are leaving campus. Concentrations of reported crashes include:      8 along 900 East 6 along Sunnyside Avenue 6 along 500 South/Foothill Drive 5 at the intersection of Sunnyside Avenue & Foothill Drive 4 at the intersection of 900 East & 400 South Map 4-3 displays all of the on-campus and off-campus bicycle crashes within the vicinity of the University. Off-campus bicycle crashes were frequent along streets with higher traffic volumes (Sunnyside, Foothill, etc.) and at intersections. This Page Intentionally Left Blank Legend 12 Off Campus Collisions 1 On Campus Collisions Campus Study Boundary 32 43 33 31 8 Incident Reference 15 4 20 24 13 45 14 1 ³ 42 16 George Eccles Legacy Bridge 6 11 33 5 2 12 0 1 36 22 30 7 9 28 3 25 18 16 29 10 Map 4.3 12 14 4 Bicycle Collisions 34 13 37 6 19 44 27 38 17 9 46 2 26 1,000 Date: May 25, 2011 40 8 500 39 10 23 417 21 2,000 FT This Page Intentionally Left Blank Each day hundreds of bicyclists travel through the University of Utah. To increase safety and reduce conflicts with pedestrians it is important to enforce proper riding practices to maintain a safe campus environment. Many bicyclists ride in an unsafe manner, including (but not limited to) the following behaviors:     Riding in the wrong direction on roadways Riding on sidewalks next to roads where there is a dedicated bicycle facility available Disobeying traffic control devices such as traffic signals and stop signs Exceeding the bicycle speed limit (10 mph) on campus pathways The UPD does not currently cite bicyclists on a large scale, but it does take a proactive approach to bicycle safety in several ways. One example is a child bike safety course taught at the University Student Apartment complex. The curriculum includes basic traffic safety and education about traffic signs and signals. The instruction also teaches parents how to properly fit a helmet on their child. In 2011, the campus police also introduced their "Lock It or Lose It" campaign. Through the coordination of many university departments, the program provides a free lock to the first 200 students, faculty or staff who register for the program. ASUU has funded a second round of giveaways in 2012 though funding is not secure beyond this second round. Bicycle theft is an ongoing concern on campus. The UPD notes that the entire campus is at risk for bicycle theft and there are no locations with higher rates of theft. Commuter Services can be empowered to issue bicycle-related citations in an effort to encourage compliance with campus rules and regulations. The University of Utah offers a diversity of bicycle-related educational opportunities and programs. From a recreational standpoint, the Outdoor Recreation Program rents mountain and town bicycles to students and others at a daily rate. Rates are competitive with local bicycle shops. Bike helmets and racks for vehicles can also be rented. In addition, mountain biking outings can be booked through the Outdoor Recreation Program. The University offers the following classes through the Lifelong Learning Program: This class examines the practical challenges of bicycle commuting: bicycle, route, and clothing choice. It also discusses rules of the road, safety, emergency repair and making yourself presentable when you arrive at your destination. This is a hands-on course that covers the basics of bicycle repair and maintenance. Tools and supplies are provided with the course fee. Class participants are expected to bring their own bike to work on. This class is designed for more experienced mechanics and to prepare participants to address many of the maintenance issues that otherwise might require a visit to the bike shop. Through firsthand experience, this class is designed to prepare individuals with better bike handling skills to improve safety and enjoyment while biking on off-street trails. The University and Salt Lake City performed bicycle counts in Fall 2010 with count forms provided through the National Bicycle and Pedestrian Documentation Project (http://bikepeddocumentation.org), but only Salt Lake City performed counts during the recommended week (second week in September) and the recommended time (5-7 p.m.). All three of Salt Lake City's count locations near the University (they conducted counts throughout the City) are duplicated between the two efforts. Both efforts tracked sidewalk riding and helmet usage. Map 4-4 shows the count locations for both efforts. The University conducted bicycle counts at seven locations between 7:30 and 9:30 am on October 5-6, 2010. In addition to tracking total numbers of bicyclists, the counts collected the number of bicyclists arriving on buses, riding on the sidewalk and wearing helmets. Table 4-7 highlights the major findings from the 2010 count effort. South Campus Dr @ Mario Capecchi Dr 50 41% 1 86% 14% Legacy Bridge 78 25% n/a n/a n/a Sunnyside Ave @ Arapeen Dr 59 89% 2 93% 7% Sunnyside Ave @ Guardsman Way 90 71% 12 87% 13% 100 South @ Wolcott St 21 33% 5 77% 23% 200 South @ University St 70 50% 17 86% 14% 400 South @ University St 64 48% 11 46% 54% The count data provide a snapshot of bicycle activity within and surrounding campus during the morning peak travel time. There was a small decrease in bicycling from the October 5 to October 6, but otherwise much of the data proved to be consistent on both days. One noteworthy aspect is the relatively high percentage of bicyclists wearing helmets. College students are typically less likely to wear bicycle helmets than other demographic groups and many universities struggle with encouraging helmet use. Subsequent count efforts should be conducted with additional locations added to capture greater perspective on bicyclists within and near campus. A bicyclist survey can add additional insight into the attitudes and behaviors of bicyclists, and may help identify issues that make biking to campus difficult. In September Salt Lake City conducted bicycle counts the week of September 14th, 2010. Counts were taken Tuesday, Wednesday and Thursday from 5 to 7 p.m. and on Saturday and Sunday from Noon to 2 p.m. This count effort was two weeks prior to the University's counts described in section 4.7.1 and experienced better weather. Counts are likely higher than those taken by the University because of the weather difference. They may also be higher because the p.m. peak period can be more pronounced than the a.m. peak. Salt Lake City's weekend counts displayed a slightly higher average degree of helmet use than during the week. Table 4-7 shows the results of Salt Lake City's counts near the University. 200 South @ University St 78 44 54% 74% 26% Sunnyside Ave @ Guardsman Way 144 65 81% 79% 20% Sunnyside Ave @ Arapeen Dr 162 96 95% 96% 4% In September of 2011, both the University of Utah and Salt Lake City conducted counts concurrently. Citywide, there was a 27.15 percent increase in bicycling measured. At the locations on and near the University of Utah campus, a much greater increase was recorded averaging 43 percent from 2010 to 2011 when weekday trips were averaged. Table 4-8 summarizes the weekday bicycle trips recorded on or near the University of Utah campus including a comparison to 2010 counts. Three sites were double counted in 2010, so Salt Lake City counts were references as they occurred in September. 400 South & University St 131 64 105% 200 South & University St 90 63 43% 100 South & Walcott St 57 - - HPER-OSH 98 78 26% Mario Capecchi & South Campus Dr 67 50 34% Sunnyside Ave @ Arapeen Dr 184 162 13% Guardsman Way & Sunnyside 174 144 22% Totals 802 560 43% Fieldwork was conducted on and around the University campus in April-May 2011. This fieldwork, combined with examination of existing documents and research into the campus environment, has helped identify some opportunities and constraints that the University should anticipate as it implements this Bicycle Master Plan. Opportunities exist for the University to create a safer, more convenient bicycling environment on campus. Some of these opportunities are described in the following sections. The University is located in a relatively bike-friendly city. Salt Lake City has been steadily providing more bicycle facilities on its streets in recent years, and there is at least one bike-friendly route to campus from all directions. In fact, the city was awarded a Silver Level Bicycle Friendly Community award in September 2010 in recognition of efforts to improve the safety and comfort of cyclists. However, many of these good bike facilities dead-end at or before the University. Opportunities exist to extend the routes through the campus and better connect them to one another, thus tying the campus areas to external bicycle facilities. Legend Count Locations · ¬ < University University & Salt Lake City rt No ica ed hM r lD t as North Campus Dr Wolcott St E ú 1400 E St 150 0 E ay W Ce Cam ntral pus Dr Rd ck ta llo Po 0 W ay 1452 E 148 0 Soldiers Cir ipe Ch University St Rd Rd ead or nn Co vd Bl 1300 East Rd on r Ci las Rd rch sea e R ug Do pus D r St hi Dr. apecc 500 South St 2 I Cam ut So pu am hC r sD tter Po st mp He C Mario 2 I St South ast 0E 15 E 30 r sD pu am C l e St · 5 18 · a ntr Ce Chas r sD pu am 2 I St dB Re any te C rt Fo · and bri Tro e D ut ers fic Of George Eccles Legacy Bridge lC 1100 East E 00 20 1400 E r 1386 E D a ntr Ce President's Cir 400 South E 30 20 . Dr hi cc pe Ca uth So e v ri lD ica d e M us Dr 100 South St ¬ < 200 South 2 I l Camp · y Wa ch at as W Centra 100 South St ral de Fe E 00 19 io ar M South Temple W ak ara 3rd Ave eE ri v lD ica ed M Virginia ST Campus Study Boundary 2,000 FT ay aW MAP4.4 2010 Count Locations as Dr e Arapeen Dr riv Sunnyside et ip Ch Bl ac kh aw kW ay Guardsman Way lD 1300 East hil 800 South ot Fo ¬ < 1,000 Date: June 21, 2011 Ar ap ee nD r Ko m 500 ¬ < This Page Intentionally Left Blank Bicycle racks are spread throughout the campus. Some reach capacity while others stand empty. Opportunities exist at several sites to upgrade regular bicycle racks to high capacity racks or to racks that increase security by providing more points at which to lock a bicycle. Underutilized bicycle parking could be relocated to sites where additional parking is needed. Courtyards can be appropriate locations for installing additional bicycle racks that access high traffic buildings. Transit stations represent another bicycle parking opportunity. Increased bicycle parking at TRAX stations and bus stops would be a valuable asset to commuters by allowing them to leave their bicycle at the station, thus also freeing up space on the trains and buses. Many University students, faculty and staff already bicycle for fun, recreation or transportation. A large number of these people also are environmentally aware and are looking for ways to live more sustainably. This significant segment of the University population is likely to support efforts to make the campus environment more safe and comfortable for cyclists. Additionally, the University is located in a relatively bike-friendly city that provides good routes for commuters to get to the campus from virtually any direction. Increasing bicycle mode share to campus can have far reaching impacts on both the built environment and the wellbeing of students, staff and faculty. As the University expands and enrollment increases, it will be increasingly difficult and expensive to provide the necessary car parking accommodation commensurate with current mode share. Surface lot and structure parking spaces can exceed $10,000 and $35,000 per space including land costs respectively. Reducing parking demand will save the University valuable financial resources and conserve the finite buildable land for other purposes that further its mission. A large amount of the University's property is currently under construction or will be in coming years. This is a wonderful opportunity to "piggyback" bicycle improvements on existing projects. It is usually cheaper to build bicycle infrastructure at the same time as larger construction projects than to build them as stand-alone projects. With careful planning, the University can remake itself into a more bike-friendly campus by coordinating appropriately with each of these projects. University environments are typically conducive to change and experimentation. The University of Utah is no different. The University wants to be a leader in sustainability and is open to ideas and projects that will establish them as leaders and pioneers for other institutions to follow. This mindset may lead to a greater willingness to adopt changes than would be present at less progressive institutions. Though there are many areas where the University of Utah has the opportunity to improve bicycling conditions, there are also constraints to safe and convenient cycling on campus. This section describes some of those constraints. Bikeway gaps exist in various forms, ranging from short missing links on a specific street or path corridor, to larger geographic areas with few or no bicycle facilities. Gaps can be organized based on length and other characteristics. Bikeway gaps can be classified into two main categories - spot gaps and connection gaps. Spot gaps refer to point-specific locations lacking dedicated bicycle facilities or other treatments to accommodate safe and comfortable bicycle travel. They primarily include intersections and other vehicle/bicycle conflict areas posing challenges for riders. Examples include bike lanes on a major street "dropping" to make way for right turn lanes at an intersection, or a lack of intersection crossing treatments for bicyclists on a route or path as they approach a major street. Connection gaps are missing segments (less than ¼ mile) on a clearly defined and otherwise well-connected bikeway. Major barriers standing between bicycle destinations and clearly defined routes also represent connection gaps. Examples include bike lanes on a major street dropping for several blocks to make way for on-street parking; a discontinuous off-street path; or a large road standing between a major bicycle route and campus. A few connection gaps exist in and around campus. Examples include:        1,450 feet between the 200 South bike lanes and the North-South Pilot Path - Segment 2 1,000 feet between the Guardsman Way bike lanes and the North-South Pilot Path - Segment 1 1,000 feet between the Wakara Way bike lanes and the Bonneville Shoreline Trail 1,200 feet between the University Street and 1300 East bike lanes 1,950 feet between the University Street and Guardsman Way bike lanes 1,900 feet between the Fort Douglas/HPER Mall connector path and the Bonneville Shoreline Trail Gap in east-west travel west of the Marriott Library Some sites are constrained by physical limitations that make providing bicycle facilities difficult. One such area is South Campus Drive between Rice-Eccles Stadium and the Fieldhouse. Walls on either side of the road allow for only two 12-foot roadway lanes and TRAX. Steep grades and pathways interrupted by stairways can also can act as barriers to bicyclists. Most major roads within and surrounding the campus are owned by the State. Many of the secondary roads, especially in the Research Park area, are owned by Salt Lake City. Additionally, the Federal government owns the VA Hospital property and parts of Fort Douglas. This means that the University must partner with UDOT, the Federal government or Salt Lake City in order to affect change on most roadways. The University campus is situated on a moderate-to-steep sloped bench, rising approximately 500 feet from University Street on the west to the Huntsman Cancer Institute on the east. This can be a barrier to casual riders that either lack the fitness to negotiate the terrain or simply do not want to arrive at their destinations sweaty. Almost all of the medical facilities are located the furthest up the slope. These facilities provide large numbers of jobs, but many employees are likely discouraged from biking to work by a combination of the terrain and lack of a safe, convenient way to ride there. Currently, the University shuttles do not provide bike racks, so using TRAX is the only way to combine bicycling with transit in order to avoid riding up the hill to the medical facilities. Bicyclists arriving at the Medical TRAX station have no bicycle routes to reach destinations in the medical campus. The University of Utah is more of a commuter campus than most other state schools of its size, meaning that fewer of its students live in on-campus housing. This puts added emphasis on connecting the campus to external bikeway networks. The commuter campus nature, coupled with lack of University ownership over most of the area roadways, makes providing bike-friendly routes to and within campus challenging. However, Salt Lake City has proven to be a good partner in the effort to provide good bikeways to campus. This Page Intentionally Left Blank