3A Public Hearing 2011 0207 - Laserfiche WebLink

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.t t 4 San Leandro Bicycle and Pedestrian Master Plan C .l � A c s • . Chapter 3: BICYCLE NETWORK � Leandro, many of the lanes are located along the curb where on- street parking is not permitted. The lanes adjacent to a parking lane are usually striped on both sides. Bike lanes generally range from 5 — 6 feet in width. 3. Class III bike routes are located on the roadway shared with motor vehicles. Bike routes are designated by signage (CA MUTCD D11 -1) or shared roadway bicycle markings (sharrows). To date, sharrows have not been used in San Leandro. Figure 2: Bike Facility Designations Clan 1: 011-Street Iti ti-Pa Pith qm 11: Oo-6tr st Glgd. Laos ' Gm 111: OpStmat Bent. Roots % . '$n t > rand, n, I I:o. r :. I o30 ,,tOt3lf ,dJ- ' , NB.Ii ' ter!- ° 9 L It ��( :! i l Other Bikeway Treatments Not Currently in Use in San Leandro Shared Roadway Bicycle Marking (Sharrows): The shared roadway bicycle marking or sharrow may be used to assist bicyclists with positioning on a shared roadway (specifically outside the 'door zone') and to alert other road users of the location a bicyclist may occupy within the traveled way. See Figure 3. According to the CA MUTCD, sharrows are intended to be used only on a roadway with a Class III bike route designation or roadway Figure 3: Sharrow with no bikeway designation and only where there is on- street parking. However, common practice in the Bay Area has been to use sharrows on roadways without on- street parking where high volumes of bicycle traffic are expected a and other options are not available (such as Market Street in San Francisco) or where additional guidance is needed to get millitli 1 bicyclists through a transition between bike lanes or through a complex intersection with right -turn only lanes. Bicycle Boulevards: A bicycle boulevard is a shared roadway which has been optimized for bicycle traffic. Bicycle boulevards differ from other shared roadway treatments such as bike routes in that they are designed to give priority to through bicycle traffic while allowing local motor vehicle traffic. Traffic calming treatments, such as speed humps and diverters are often employed to discourage non -local motor vehicle through traffic and lower motor vehicle traffic speeds and volumes. Bicycle boulevards are generally provided as an alternative to a busy arterial street. Therefore the bicycle boulevard should parallel the arterial and be located within one or two blocks of the arterial. Signage and pavement markings reinforce the idea that the Page 18