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2002 Knoxville Regional Bicycle Plan
Policy and Planning
Bicycle System
"Bicyclists have the same mobility needs as every other user of the transportation system and use the highway system as their primary means of access to jobs, services and recreational activities. Planning for existing and potential bicycle use should be integrated into the overall transportation planning process.”
–Guide for the Development of Bicycle Facilities, AASHTO, 1999.
Bicyclists legally have the same rights and responsibilities as motorists, and can ride on all public roads (except limited access freeways). Bicyclists should be expected on all streets. Many streets, including those with low speeds or low traffic volumes, accommodate bicycles safely with no special accommodation. The recommended bicycle system includes bicycle lanes, bicycle routes and shared use paths that connect Knoxville area residents to major destinations such as colleges, schools, shopping centers, employment centers, libraries, parks and business districts. A bicycle system is a network of facilities(8) that, for a variety of reasons, provide a superior level of service for bicyclists.
The purpose of the bicycle system is to provide a framework for bicycle travel for both advanced and basic cyclists. It does not imply that bicyclists should only use roads designated as bike routes or with bicycle lanes. By law, bicyclists are allowed on all streets. The bicycle system is a tool that allows local governments to focus and prioritize implementation efforts where they will provide the greatest community benefit. The bicycle system should form a grid pattern with connections every half-mile in order to provide direct and convenient routes.
The first task in developing a bicycle system is to inventory the existing conditions. The Bicycle Compatibility Index (BCI), is an emerging national standard for quantifying the bike-friendliness of a roadway.(9) While other level of service standards relate to traffic capacity, BCI measures bicyclist comfort level for specific roadway geometries and traffic conditions. BCI is based on factors including curb lane width, traffic speed and volume, adjacent land use, and width of bike lane/shoulder. Roadways are scored A to F score with A rated as the most attractive for cyclists. Many professionals feel that a BCI grade of C is the minimum acceptable grade for casual cyclists.
BCI evaluation may be useful in several ways:
- A bicycle map can be produced for the public to assist them in route selection.
- The most appropriate routes for inclusion in the community bicycle system can be identified.
- “Weak links” in the system can be determined and proposed improvements prioritized.
- Alternate treatments for improving bike-friendliness of a roadway can be evaluated.
After using BCI to inventory existing conditions on arterials and collectors in the TPO boundary area, the next step is to identify key corridors using the following criteria:
- Existing bicycling patterns
- Connectivity
- Directness
- Amount of side conflict (e.g. driveways, side streets)
- Number of destinations served, especially residential areas, schools, parks, employment centers and transit stops
- Topography
- Crash data and safety concerns
- Existing bottlenecks or constraints
- Existing opportunities (e.g. planned roadway reconstruction)
Once the system is mapped, design alternatives for each corridor need to be developed. Different designs can be evaluated using the BCI model to determine which has the most impact. Constraints such as right-of-way width will also influence the design.
The Knoxville region has made significant progress in the construction of shared use paths/greenways. These facilities, both existing and planned, will also be considered in the development of the bicycle system. In some cases, shared use paths are efficient transportation routes and these will be included in the bicycle system. Some paths are intended primarily for recreation due to location, length, design or other factors and these would not be included in the system.
A list of proposed projects will be prioritized using the following criteria:
- Land uses served: higher priorities for projects that serve intensive land uses, trip generators and commercial areas apt to attract bicyclists.
- Barriers overcome: higher priority for a bikeway that helps to overcome barriers such as river crossings (e.g. bridge improvements); freeway, arterial or railroad crossings; and other “squeeze points” such as lack of shoulders on high speed/volume roadways, complicated intersections, etc.
- Potential cyclist usage: higher priority for projects that have or are likely to have high cyclist usage for recreational and transportation use.
- Connectivity: higher priority for projects that connect to existing or funded bikeways, including shared use paths/greenways, and to transit routes.
- Lack of parallel facilities: higher priority for those projects where an existing parallel route is not nearby;
- Ease of implementation: higher priority for those projects that will be relatively easy to implement (e.g. no contentious parking removal, signal modifications, other design issues).
- Topographical constraints: higher score for those projects without terrain that limits potential usage (e.g. steep slopes, limited access).
The project list will be divided into three categories: priority one (within five years), priority two (within 10 years), and priority three (within 20 years) priority projects. This list should not be considered an absolute ranking; rather, it will provide a general sense of each project’s priority given the state of the bicycle system today. No matter where a project is on the list, its implementation should be pursued if an opportunity arises through another construction project or development.
Policies:
- Bicycle system and facility needs shall be integrated into all City and County planning documents and capital improvement projects.
- Bicycle facilities should be implemented as part of all transportation projects (see Bicycle Accommodation Policy), including resurfacing projects.
- Ensure that all traffic impact studies, analyses of proposed road changes and development projects address impacts of bicycling and bicycle facilities. Specifically, the following should be considered:
- Consistency with the Bicycle Plan
- Impact on the existing Bicycle System
- Degree to which bicycle travel patterns are altered or restricted due to the projects
- Safety of future bicycle operations
Action Steps:
- Establish clear roles and responsibilities for all affected City and County departments in the implementation of the Bicycle Plan, including funding, construction, operation and maintenance of the bicycle facilities.
- Utilize Bicycle Compatibility Index analysis to develop a recommended bicycle system for the TPO study area, with a prioritized implementation plan.
Bicycle Accommodation Policy
- Appropriate bicycle and pedestrian facilities shall be established in new construction and reconstruction projects in all urbanized areas unless one or more of three conditions are met:
- Bicyclists and pedestrians are prohibited by law from using the roadway. In this instance, a greater effort may be necessary to accommodate bicyclists and pedestrians elsewhere within the right–of-way or within the same transportation corridor.
- The cost of establishing bikeways or walkways would be excessively disproportionate to the need or probable use. Excessively disproportionate is defined as exceeding twenty percent of the cost of the larger transportation project.
- Sparsity of population or other factors indicate an absence of need.
- In rural areas, paved shoulders should be included in all new construction and reconstruction projects on roadways used by more than 1,000 vehicles per day. Paved shoulders have safety and operational advantages for all road users in addition to providing a place for bicyclists and pedestrians to operate. Rumble strips or raised pavement markers are not recommended where shoulders are used by bicyclists unless there is a minimum clear width of 1’ from the rumble strip to the traveled way, 4’ from the rumble strip to the outside edge of the paved shoulder or 5’ to the adjacent guardrail or curb.
- The design and development of the transportation infrastructure shall improve conditions for bicycling and walking through the following additional steps:
- Planning projects for the long-term. Transportation facilities are long-term investments that remain in place for many years. The design and construction of new facilities that meet the criteria in item 1) above should anticipate likely future demand for bicycling and walking facilities and not preclude the provision of future improvements. For example, a bridge that is likely to remain in place for 50 years, might be built with sufficient width for safe bicycle and pedestrian use in anticipation that facilities will be available at either end of the bridge even if that is not currently the case.
- Addressing the need for bicyclists and pedestrians to cross corridors as well as travel along them. Even where bicyclists and pedestrians may not commonly use a particular travel corridor that is being improved or constructed, they will likely need to be able to cross that corridor safely and conveniently. Therefore, the design of intersections and interchanges shall accommodate bicyclists and pedestrians in a manner that is safe, accessible and convenient.
- Getting exceptions approved at a senior level. Exceptions for the non-inclusion of bikeways and walkways shall be approved by a senior manager and be documented with supporting data that indicates the basis for the decision.
- Designing facilities to the best currently available standards and guidelines. The design of facilities for bicyclists should follow design guidelines and standards that are commonly used, such as the AASHTO Guide for the Development of Bicycle Facilities and AASHTO’s A Policy on Geometric Design of Highways and Streets.
Action Step:
- Adopt the US DOT Policy Statement on Integrating Bicycling and Walking into Transportation Infrastructure.
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Signage Policy
Part 9 of the Manual on Uniform Traffic Control Devices 2000 (MUTCD) shall be followed in providing traffic controls for bicycle facilities. Below is additional information to assist in determining placement of signs.
“Bike Lane”
In accordance with the MUTCD, the “Bike Lane” signs (R3-16 and R3-17) shall be used only in conjunction with the Bicycle Lane Symbol pavement marking. The signs shall be used in advance of the beginning of a marked bicycle lane to call attention to the lane and the possible presence of bicycles. The R3-16a sign may be used to notify bicyclists that the bicycle lane is ending. The R3-17a sign may be used when the bicycle lane is adjacent to on-street parking, to alert bicyclists that they may encounter parked vehicles.
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“Bike Route”
The “Bike Route” sign (D11-1) can be used for long distance touring routes primarily in rural areas. Bike route signs should be supplemented with guide signs (D1-1) when located along routes leading to high demand destination (e.g. “To Downtown”). Signs should be provided at decision points along designated bicycle routes, including signs to inform bicyclists of route changes and confirmation signs for direction, distance and destination. Signs should be repeated at regular intervals to ensure that bicyclists entering from side streets know they are on a bicycle route. “Bike Route” signs should only be used on roads that have a Bicycle Compatibility Index rating of C or better. Coordination between jurisdictions should occur to ensure continuation of bike routes whenever possible. “Begin” and “End” bike route signs should not be used to indicate county or city boundaries.
“Share the Road”
The “Share the Road with Bicyclists” sign (R9-8-24) is for use on facilities where there are no designated bike lanes or wide paved shoulders (at least 4’ or 1.2 m.). The sign can be used on roads meeting any of the following conditions:
- Observed bicycle traffic
- A higher than normal potential for conflict between cyclists and motorists such as at the end of designated bike lanes, or at narrow bridges
- Part of a formally adopted bicycle route system
- One or more documented bicycle/motor vehicle crash
- Expected presence of number of cyclists, such as during an organized bicycle ride or event where the road will continue to be open to motor vehicles (under this condition, signs should be mounted on portable type assemblies, to be in place only during the event)
- Where a traffic engineering study indicates a need for this type of sign
- Where bicycle traffic is affected by construction, especially where a bike lane is closed. Temporary signs will be placed to announce the closed bike lane, along with a “Share the Road” sign.
Action Steps:
- Identify locations for “Share the Road” and other related signs and recommend to the appropriate departments/agencies.
- Develop and implement destination-based signing for the bicycle system.
Funding
TEA-21
The Transportation Equity Act for the 21st Century (TEA-21), signed into law on June 8, 1998, is the most significant funding program for transportation, including bicycle projects. TEA-21 continues the integration of bicycling into the transportation mainstream that began with Intermodal Surface Transportation Efficiency Act, the previous funding program that expired in 1997. TEA-21 increases communities’ ability to invest in projects that enhance the safety and practicality of bicycling.
Bicycle projects are eligible for funding from almost all categories of TEA-21. Bicycle projects must be “principally for transportation, rather than recreation, purposes” and be designed and located in coordination with State and MPO/TPO transportation plans.
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Surface Transportation Program (STP) funds may be used to construct bicycle facilities and for other projects (such as maps, brochures and public service announcements) related to safe bicycle use. Ten percent of each state’s STP funds are set aside for Transportation Enhancement (TE) projects. The list of eligible projects for TE funds includes “provision of facilities for pedestrians and bicycles, provision of safety and educational activities for pedestrians and bicyclists,” and the “preservation of abandoned railway corridors (including the conversion and use thereof for pedestrians and bicycle trails.” TE-funded bicycle/pedestrian facilities must be used primarily for transportation purposes, not for recreational use. Mixed uses that include some recreation trips may be allowed. Another ten percent of the state’s STP funds are set aside for the Hazard Elimination and Railway Highway Crossing program, which addresses motorist, bicyclist and pedestrian safety issues.
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www.pedbikeimages.org/Dan Burden |
Congestion Mitigation and Air Quality Improvement (CMAQ) program funds may be used for the construction of bicycle transportation facilities, and other projects (such as maps, brochures and public service announcements) related to safe bicycle use.
Recreational Trails Program funds may be used for a variety of trail projects, including motorized and non-motorized. Of the funds allocated to the state, 30% must be used for non-motorized trails and 40% for diverse trail uses (any combination of motorized and non-motorized). States are required to have a State Trails Advisory Committee, which recommends projects for funding.
National Highway System (NHS) funds may be used to construct bicycle transportation facilities on land adjacent to any highway on the NHS.
The Federal Lands Highway Program includes provisions for bicyclists in conjunction with roads, highways and parkways on land owned by the federal government (such as US Forest Service and Bureau of Land Management). The National Scenic Byways program allows funding to be used to the construction of shared use paths along scenic byways.
Job Access and Reverse Commute Grants are available to support projects, including bicycle-related services, designed to transport welfare recipients and eligible low-income individuals to and from employment.
Federal Transit Program funds can be used for improving bicycle access to transit facilities and vehicles. Transit Enhancement Activity funds are designated for a variety of projects, including “bicycle access, including bicycle storage facilities and installing equipment for transporting bicycles on mass transportation vehicles.”
Highway Safety Programs place a priority on bicycle and pedestrian safety. Grants are available to states that submit a Performance Plan and a Highway Safety Plan. In general, the federal share of transportation project costs is 80%, with a 20% state or local match.
National Park Service Programs
The Rivers and Trails Conservation Assistance Program, administered by the National Park Service, provides planning and organizational assistance for community projects that promote nature-based recreation and conservation projects, including trails. The Land &Water Conservation Fund program provides matching grants to States and local government for the acquisition and development of public outdoor recreation areas and facilities. The program is intended to create and maintain a nationwide legacy of high quality recreation areas and facilities and to stimulate non-federal investments in the protection and maintenance of recreation resources across the United States. As of this writing, Tennessee is out of compliance with regulations for this program, and funding has been suspended.
Resource Conservation and Development Funds
This program is administered by the USDA Natural Resources Conservation Service and provides 50% matching funds for recreation projects, including parks and land acquisition. The funding is available to state and local governments and non-profit organizations. Resource Conservation and Development (RC&D) helps people care for and protect their natural resources to improve their area’s economy, environment and living standards. RC&D provides a way for local residents to work together and plan how they can actively solve environmental, economic and social problems facing their communities.
Other Federal Programs
There are several other federal grants encouraging urban redevelopment, community non-profit groups and economic development that can be used for bicycle and pedestrian projects. These include Community Development Block Grants and the Entitlement Program.
State General Fund
General funds from the state budget can be used for bicycle projects. This source requires strong statewide public interest and political support.
Grants
Grants are available from a number of foundations and organizations.
Local Funding
Funding for local bicycle projects and the local match for federal funding usually comes from city and county general funds and private donations. Local land trusts, other special interest groups, service clubs and interested individuals often donate time, money and materials.
Policy:
- When a roadway is constructed or reconstructed with STP (Surface Transportation Program) funds, the bicycle and pedestrian facilities should be included. TE and CMAQ funding shall not be used to provide bicycle facilities in these cases.
Action Steps:
- Pursue grants and other sources in addition to TEA-21 funding.
- Make transportation funding information available so the public has a better understanding of how projects get funded.
Bicycle Program
In order to implement the Knoxville Regional Bicycle Plan, a Bicycle Program needs to be established with at least one full-time staff person. A bicycle coordinator can be critical to a strong and active bicycle program. The position provides a focal point within the government for the program, oversees implementation of the Bicycle Plan, coordinates with other agencies and acts as a spokesperson for bicycle issues. In addition to the state bicycle/pedestrian coordinators required by TEA-21, there are hundreds of local coordinators in the United States.
Action Steps:
- Establish a Bicycle Program staffed at a level sufficient to implement the Bicycle Plan.
- Ensure that all jurisdictions support and participate in the Bicycle Program.
Transportation Planning Organization
The Knoxville Regional Transportation Planning Organization is required by federal law to perform transportation planning in Knox and Blount counties, including the urbanized areas of Knoxville, Farragut, Alcoa and Maryville.(10) The TPO is required to develop a multimodal transportation plan that forecasts population and traffic growth at least 20 years out. The 1995 Bicycle Plan was adopted as part of the Long Range Transportation Plan in May 1995. The Transportation Improvement Program is a list of all the projects that will use federal transportation funding in the next three years.
The TPO Executive Board created the Bicycle Advisory Committee (BAC) in 2001. There are eleven members from different jurisdictions within the TPO boundary. The duties of the BAC include: updating and maintaining the Bicycle Plan for the Knoxville Urban Area; making recommendations and encouraging the implementation of bicycle provisions and opportunities to the TPO Technical Committee, Executive Board and implementing agencies; and working with local businesses, agencies and organizations to encourage bicycling and promote community investment in bicycle racks, signage and other facilities/programs.
Policy:
- The Bicycle Plan shall be integrated into the Long Range Transportation Plan, and bicycle projects will be included in the Transportation Improvement Program.
Action Steps:
- Review the Bicycle Plan every two years and revise as necessary. Update the Plan every five years.
- Continue to support the efforts of the BAC.
- Produce quarterly progress reports on Bicycle Plan implementation.
Community Involvement
Implementing the recommendations from this Bicycle Plan will take more than government action. Citizen involvement is vital to achieve a successful bicycle system and varied programs. Communicating information to the public about transportation meetings, bicycle events and the need for volunteers will enable citizens to get involved and make a difference. Maintaining a mailing list of interested people, as well as utilizing the TPO website and various e-mail listservs are just a few of the ways to keep citizens informed.
Finding partners in the community will also contribute to the success of this Plan. Businesses, schools and universities are just some of the potential partners. The University of Tennessee is especially significant because of the high concentration of bicyclists around university campuses, and the potential for increasing bicycle use among students. Hospitals could also be important partners because of the health benefits of bicycling. Tennessee has a prevalence of bike clubs and related groups that could help advocate implementation.
Action Steps:
- Work with the TPO Smart Trips Program to promote bicycling and bicycle facilities to employers.
- Work with bike organizations to implement the Bicycle Plan in conjunction with their groups’ missions.
- Facilitate citizen involvement by providing information on bicycle programs and events, and comment on transportation projects.
Transit
Improving the bicycle-transit link is an important part of making bicycling a part of daily life. Linking bicycles with mass transit overcomes such barriers as steep terrain, poor weather and concerns about riding at night. It extends the range of destinations that people can reach without having a private vehicle. This is important for those who do not have an automobile, as well as those who choose not to or cannot drive.
The bicycle-transit link can also make access to transit less expensive. In suburban communities, population densities are often too low to offer transit service within walking distance (¼ mile) of every commuter. Within the last 20 years, many transit agencies have built expansive motor vehicle park-and-rides as an alternative to costly feeder bus service. But as cities fight to maintain air quality and transit agencies tighten their budgets further, the concept of park-and-rides is being re-examined. Many of the auto trips to park-and-rides are less than 2 miles—an easy bicycling distance. Bicycling to transit instead of driving benefits communities by reducing taxpayer costs, air pollution, demand for park-and-ride land, energy consumption and traffic congestion with relatively low cost investments.
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There are four main components of bicycle-transit integration:
- allowing bicycles on transit;
- offering bicycle parking at transit locations;
- improving bike facilities to transit stops; and
- encouraging usage of bicycle and transit programs.
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To enable and encourage the use of transit and bicycling, bike racks should be provided on all buses. This allows flexibility. If the weather turns bad during the day, a bicyclist can take the bus home and still bring the bike. A cyclist can take the bus to work in the morning and bike home in the evening, or vice versa.
If long-term bike parking (such as bike lockers) is provided, people can bike to the bus stop and then store their bikes instead of having to bring the bike along. Alternately, people can keep a bike on the destination end of the trip—take the bus to downtown, for instance, and then bike to work from the transfer center.
Some communities are moving beyond simply providing bike parking at transit stops, and building bikestations. A bikestation offers secure, personally attended bicycle parking in a central location and convenient hub of transit-oriented activity. While bikestations vary in size and details, all of them focus on safely parking and storing bicycles while the riders walk and shop nearby, or take the bus to work. Transit and bicycle-related brochures and maps, as well as a staff person, offer information. The first bikestation in the U.S. opened in Long Beach, CA in 1996, offering free valet parking for up to 150 bikes, a restroom/changing room and bike repair services. Other bikestations offer bike rentals, coffee and classes on bike maintenance.
In order to use transit, people must be able to reach the transit stops. The bicycle system around transit stops, therefore, is important. When developing the bicycle system, location of transit routes and stops will be considered.
Action Steps:
- Provide bike parking at major transit stops and transfer points, including short-term and long-term parking.
- Ensure that all buses within the TPO boundary, including downtown trolleys, have racks to carry at least two bicycles.
- Research the ability to carry more bicycles on buses where the racks are frequently full.
- Advertise the availability of bike racks on buses and bike parking.
- Consider including a bikestation in the Downtown Intermodal Transfer Center and at the University of Tennessee.
Trip Reduction
Trip reduction, also known as transportation demand management, means reducing the number of people driving alone, rather than continuing to increase road capacity. Bicycling is one of the transportation choices promoted through trip reduction. The commute trip has been the target of most efforts, focusing on getting employers to offer incentive programs. Built into all trip reduction programs should be a marketing campaign to raise awareness of transportation options as well as the incentive programs and other available strategies.
Strategies used in other communities include community (rather than just employer) incentive programs, car sharing club, location efficiency mortgages (to reward people for living where they can bike, walk or use transit rather than drive), preferential carpool parking, vanpools and guaranteed ride home programs. Employers can offer cash to employees who do not wish to use a parking space, recognizing that parking has not been quantified as an employee benefit in many places. Some communities and states have made trip reduction mandatory through Commute Trip Reduction ordinances.
To specifically encourage bicycling, employers should make secure, protected bicycle parking available for employees. Showers, or partnerships with nearby health clubs for shower use, also helps during summer months and if the employee has a long or hilly commute. Employers can also add bicycles to their fleet of vehicles available for errands and work trips. In downtown areas, bicycling is usually faster than either walking or driving. Many workplaces have Wellness or Health Programs that encourage employees to walk on their lunch hour or work out at gyms. Encouraging employees to bicycle to work should be integrated into these programs.
Action Steps:
- Work with TPO Smart Trips Program to encourage employers to implement incentive programs and develop facilities to encourage employees to bicycle to work
- Implement the Bicycle Parking/Enhancement Program, which provides bicycle parking facilities and “company” bicycles to businesses and agencies.
Subdivision and Zoning Regulations
The convenience and ease of bicycling is significantly influenced by land use patterns, which are guided by subdivision and zoning regulations. Much of recent development is highly automobile-oriented, with segregated land uses, large parking lots between the buildings and the street, and high traffic volumes and speeds. One of the reasons for higher traffic volumes is a move away from the grid street pattern with many route choices for getting around, to a curvilinear pattern with many cul-de-sacs and few alternate routes.
Land use patterns that make bicycling easier include higher housing densities, mixed use zoning and grid street patterns. Mixed use zoning and higher densities allow people to live closer to schools, parks, work and shopping so that bicycling and walking are practical choices for transportation. Grid street patterns disperse traffic because they offer many alternative routes. Grid patterns usually result in shorter trip distances to destinations than cul-de-sac patterns.
Integrating land use and transportation planning allows new developments to implement these strategies from the beginning. Infill development can help meet some of these goals in established areas of the community. Changes in zoning laws and subdivision regulations are necessary to support balanced transportation.
New Urbanism (also called or related to: Neotraditional Design, New Community Design, Traditional Neighborhood Development and Transit Oriented Development) is a set of development practices to create more attractive and efficient communities. These can significantly improve accessibility and reduce motor vehicle travel. Efficient land use can be implemented at different geographic levels. New Urbanism is neighborhood-level, while Smart Growth is regional in scope.
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Some design features of New Urbanism developments include:
- Streets designed for walking and cycling, with sidewalks on both sides, bike lanes where needed, safe pedestrian crossings and traffic calming features.
- Streets that form a continuous, interconnected network with numerous access points to adjacent neighborhoods, dispersing traffic.
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- Relatively narrow streets shaded by street trees that slow traffic and create a bicycle and pedestrian-friendly environment.
- Places to work and shop within and adjacent to the neighborhood. The places to shop are sufficiently varied to meet common household needs.
- An elementary school within a mile so that most children can walk or bike.
- Parks, playgrounds and trails within a quarter mile of all houses.
Barriers to New Urbanism can be found in many zoning and subdivision regulations. For example, zoning often requires segregated land uses, which means neighborhoods cannot include any stores. Zoning might also require more parking and wider streets than considered appropriate in New Urbanism.
In New Urbanist developments, bike lanes are generally not recommended on streets with design speeds of 25 mph or less, widths 26 feet or less and average daily traffic 5,000 or less. With these criteria met, cyclists can usually mix safely with motor vehicle traffic. On streets that are likely to function as collectors, with higher speeds or traffic volumes, bike lanes should be installed.
Knoxville recently adopted Town Center districts into the City and County zoning regulations and Traditional Neighborhood district (TND) into City regulations. TND calls for an interconnected street system, sidewalks on both sides of the street and street trees, traffic calming, links to adjacent neighborhoods and neighborhood centers for shopping and working. The design speed for local residential streets in this district is 20 mph.
The Town Center district is intended to create a compact, pedestrian-oriented, mixed-use urban development that would reduce reliance on private automobiles. Flexible land use and development standards are offered as an incentive.
Action Steps:
- Develop a coordinated land use and transportation plan for more efficient use of land and infrastructure in the future.
- Revise zoning and subdivision regulations to include bicycle-friendly policies as requirements of developments.
Bike Parking
Parking standards in most zoning ordinances means automobile parking. Many communities, however, are realizing that bicycle parking standards are a vital part of a successful bicycle system. Some of the cities that have bicycle parking requirements include Denver, Boulder, Cambridge, Madison, Palo Alto, Portland, Eugene and Austin.
Bike parking should be clearly designated, safe, secure and convenient. At least part of the parking (that intended for employees, for instance) should be covered or inside. See Appendix D for information on the design and proper placement of bike parking.
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Action Steps:
- Adopt the Bicycle Parking Requirements and Guidelines included in Appendix D.
- Implement and continue the Bicycle Parking/Enhancement Program, which provides bicycle parking facilities to businesses and agencies.
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www.pedbikeimages.org/Dan Burden
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Economic Development
Bicycle friendly communities can benefit through economic development. Knox and Blount Counties have significant potential for bicycle tourism because of the proximity to the Smoky Mountains. Bicycle tourism includes lodging, restaurants and bicycle rentals that cater to the bicycle tourist. Bicycle tourism can have tremendous economic impacts. In Maine, a study by Wilbur Smith Associates(11) estimated that bicycle tourism generates $61.3 million a year in economic activity. The study also reports that 1,200 full-time jobs are attributable to bicycle tourism, totaling $17.9 million in wages (average salary of $14,900).
To realize the potential of bicycle tourism in the region, a marketing plan should be developed to identify the types of touring activities appropriate for the Smokies and to create the desired marketing messages to emphasize in campaigns. A committee of interested organizations and businesses should meet to discuss how bicycle tourism can benefit them, and how they can best promote this type of tourism.
Action Step:
- Form a committee of businesses, organizations and agencies interested in economic development and bicycle tourism.
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