Planning for bicycles requires not only a knowledge base of facilities but also an understanding of bicyclists and how they use the transportation network. Bicyclists can generally be divided into two or three categories based on skill, experience, and age:
Bicycle planning generally promotes a "design cyclist" concept that recognizes and accommodates the needs of both Group A and Group B/C bicyclists.
Group A cyclists are best served by making every street bicycle-friendly by removing hazards and maintaining smooth pavement surfaces. Group B/C riders are best served in when designated bicycle facilities, such as signed and striped bicycle lanes and off-road trails following waterways and other linear open space corridors, are provided in key travel corridors.
While sidewalks may be the best choice for the youngest riders, they are typically not included in bicycle planning as bicycle facilities. It is important to recognize that sidewalks are pedestrian spaces, and their presence is not meant to substitute for or preclude bicyclist use of the roadway.
Ideally, every place type should be accessible for all bicyclists, regardless of skill or comfort level. However, throughout the St. Louis region, existing development patterns have created places with varying levels of bicycle-friendliness - both in terms of the distance between destinations and the types of physical infrastructure provided.
Certain places, such as downtown areas and school sites, which serve as major community activity centers should be designed to accommodate and encourage bicycle access by the broader cross-section of the community represented in the B/C bicycling group.
Bicycle Planning for Residential Neighborhoods:
Most residential areas are designed to minimize through traffic, and have streets intended to move vehicles at slow speeds. Schools are typically a major neighborhood destination and are served by residents living within easy bicycling distance.
Therefore, these place types should be designed with abundant bicycling opportunities. The edges of individual neighborhoods are critical locations for bicycle facilities, as they offer connectivity and access across perimeter roadways, into adjacent neighborhoods, and to nearby community destinations.
Plan for shared roadways within neighborhoods. Shared roadways are the most common bicycle facility found on residential streets. Because traffic volumes and speeds are typically low in residential areas, both Group A and Group B/C bicyclists can comfortably share street space with vehicles without the need for bicycle lanes and parallel paths.
Use bicycle lanes to connect neighborhoods to surrounding areas. Bicycle lanes should be considered on residential connector streets (often called collectors) that offer connectivity from the neighborhood to surrounding areas, with moderate traffic volumes and moderate vehicular travel speeds. Bicycle lanes in residential settings should be placed between on-street parking and the through travel lane. The minimum space required for a bike lane plus parking is 11 feet where curb and gutter is not present, or 12 feet when adjacent to a curb face.
Use bicycle lanes to connect neighborhoods to surrounding areas. Bicycle lanes should be considered on residential connector streets (often called collectors) that offer connectivity from the neighborhood to surrounding areas, with moderate traffic volumes and moderate vehicular travel speeds. Bicycle lanes in residential settings should be placed between on-street parking and the through travel lane. The minimum space required for a bike lane plus parking is 11 feet where curb and gutter is not present, or 12 feet when adjacent to a curb face.
Collector streets usually have some form of intersection control where they meet with arterial streets. When bicycle-friendly traffic signals and bike lane continuity are provided, controlled intersections allow cyclists to more easily cross arterials.
Consider multi-use paths. Multi-use paths for bicycling, walking and other recreational activitiesare often a desired facility within residential neighborhoods, particularly for Group B/C cyclists in suburban areas. Multi-use paths are best suited to linear parks and other open space corridors separated from traffic conflicts.
Sidewalks are not bicycle facilities. It is important to remember thatsidewalksare not bicycle facilities, and should never be signed as such, even though many young children are taught by their parents to ride on sidewalks instead of in the street.