HomeMy WebLinkAboutres2011-003 WHATCOM COUNTY COUNCIL AGENDA BILL NO. 2010-381
CLEARANCES Initial Date Date Received in Council Office Agenda Date Assigned to:
Originator �n� .
Gary Davis COP IIML D
P &D .
Division Head.
' 1n 11 / 23 / 10 P &D / Introduce_
Dept Head:
J.E. "Sam " Ryan PM ) T - / 3 -/ V OCT 1 9 2010 12 / 07 / 2010 P &D / Introduce
Prosecutor: Mira
Royce Buckingham - (t�- w WHATCOM COUNTY 1 / 25 / 2011 P &D / Introduce
Purchasing/Budget: COUNCIL
2 / 8 / 11 Public Hearing
Executive:
Pete Kremen 10 '� 1
TITLE OF DOCUMENT: 1 .
Resolution to approve the Whatcom County Pedestrian and Bicycle Plan
ATTACHMENTS:
( 1 ) Proposed Resolution
(2) Whatcom County Bicycle and Pedestrian Plan, August 2009 draft
(3 ) Staff Memorandum to Planning Commission
(4) Planning Commission Minutes
i
SEPA review required? ( ) Yes ( x ) NO Should Clerk schedule a hearing? ( x ) Yes ( ) NO
SEPA review completed? ( ) Yes ( x ) NO Requested Date:
SUMMARY STATEMENT OR LEGAL NOTICE LANGUAGE: (If this item is an ordinance or requires a public
hearing, you must provide the language for use in the required public notice. Be specific and cite RCW or WCC as appropriate. Be
clear in explaining the intent of the action.)
Whatcom County Pedestrian and Bicycle Plan — Resolution to approve the updated Whatcom County
Pedestrian and Bicycle Plan prepared by the Whatcom County Bicycle/Pedestrian Advisory Committee. The
previous plan was adopted by Resolution 2003-037 on May 6, 2003.
COMMITTEE ACTION:: COUNCIL ACTION:
11 / 09 / 2010 : Discussed . Hold in committee . 11 / 23 / 2010 : Withdrawn
Get BPAC members to attend and talk about 12 / 07 / 2010 : Pulled
their recommendations .
1 / 25 / 11 : Introduced
11 / 23 / 2010 : Amended . Hold in Committee and 2 / 08 / 2011 : Council Approved 7 -0
for introduction in two weeks . Gary Davis Res . 2011 -003
stated that staff will work with advisory
committee members to bring forward clean
co yy
12707 / 2010 : Pulled
1 / 25 / 11 : Forwarded to Council for approval
Related County Contract #: Related File Numbers: Ordinance or Resolution Number:
PLN2009-00011 Res . 2011 - 003
Please Note: Once adopted and signed, ordinances and resolutions are available for viewing and printing on
the County 's website at: www. co. whatcom. wa. us/council.
SPONSORED BY : Consent
PROPOSED BY : PDS
INTRODUCTION DATE : 11 / 23 / 2010
RESOLUTION NO . 2011 -003
APPROVING WHATCOM COUNTY PEDESTRIAN AND BICYCLE PLAN
WHEREAS, the Whatcom County Council approved the Whatcom County
Pedestrian and Bicycle Plan by resolution 2003 - 037 on May 6 , 2003 ; and
WHEREAS, the Whatcom County Bicycle/ Pedestrian Advisory Committee has
prepared a revised draft of that plan ; and
WHEREAS, the Whatcom County Planning Commission has considered a
revised draft and has forwarded a recommendation of approval .
NOW, THEREFORE, BE IT RESOLVED by the Whatcom County Council that the
Whatcom County Pedestrian and Bicycle Plan is hereby approved as shown on
Exhibit A .
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Revised and updated December 2010
Submitted to Council, January 201 1
Whatcom County, Washington
Whatcom County Pedestrian and Bicycle Plan Introductions Page i
Acknowledgements
This Plan for active transportation facilities in Whatcom County resulted from the work of
many concerned individuals. The plan expands upon the previous Whatcom County
Bicycle Plan, which was originated by Ken Wilcox on behalf of the Whatcom County Parks
and Recreation Department in 1994. The plan was then updated by County Executive
Pete Kremen's Bicycle/Pedestrian Advisory Committee and passed as a resolution through
the County Council in May 2003 .
This update incorporates recommendations for improvements to pedestrian facilities and
other environmentally friendly modes of travel, as well as updates to the priorities and
implementation plan. The members of the Whatcom County Bicycle/Pedestrian Committee
who contributed to this update include:
Ellen Barton Jeff Margolis Amy Vergillo
Rich Clearman Michael Passo Don Ligocki
Molly Maguire Scott Thompson Alice Simmons
The committee wishes to thank members of the community that have contributed to this
plan as well as assistance from county staff, particularly in the Public Works and Parks
and Recreation departments.
All of these efforts help to ensure that bicycling and walking remain popular, safe,
enjoyable, cost-efficient and environmentally friendly means of transportation for
Whatcom County's future.
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Whatcom County Pedestrian and Bicycle Plan Introductions Page ii
Table of Contents
i
INTRODUCTION 1
Purpose 1
Why Plan For Walking and Bicycling? 2
Education, Encouragement, and Enforcement 3
PLANNING AND DESIGN CONSIDERATIONS 5
Types of Pedestrians 5
Types of Bicyclists 6
Types of Pedestrian Facilities 7
Five Keys to Walkability 11
General Guidelines for Urban Walkways: 12
General Guidelines for Rural Walkways/ Walkways* 13
Types of Bicycle Facilities 13
Other Non-motorized Transportation Modes 16
Pedestrian and Bicycle Access to Transit 16
REGIONAL NETWORKS 18
Current Conditions 18
Regional Trails Plan 19
Shared Roadways 19
IMPLEMENTATION RECOMMENDATIONS 22
Regional Facilities 22
Regional Priorities 22
State Route Policy 23
Pedestrian and Bicycle Project List Table 23
Priority Ranking Criteria 25
Priority Project Summary List 26
POLICY RECOMMENDATIONS 28
Context Sensitive Considerations 28
Policy Priorities for Implementation 28
Incremental Implementation 30
Funding Strategies 30
Project Cost Range Estimates 31
Sample Federal Funding Sources 32
APPENDICES 1
Appendix 1 : Glossary of Terms and Definitions 1
Appendix 2 - Pedestrian and Bicycle Project Priorities Map 1
Appendix 3 Proposed Bike Routes List 1
Appendix 4: Proposed Heritage Cycling Roads List 1
Appendix 5: Compendium of Recommended Implementation Strategies 1
Whatcom County Pedestrian and Bicycle Plan Introductions Page iii
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People with disabilities are an important constituency
of transportation infrastructure that serves wheelchairs,
hand-cycles, recumbent tricycles and people walking
Whatcom County Pedestrian and Bicycle Plan Introductions Page iv
INTRODUCTION
This Plan updates the 2003 Whatcom Bicycle Plan and adds additional detail to ensure
that the transportation system meets the needs of pedestrians, bicyclists, other non-
motorized travelers, and inter-modal access.
The 2003 Plan gave general guidelines and recommendations. This update has a
broader focus, detailing specific facilities both on and off road to create region-wide
network. The Plan is organized into three sections:
• Purpose — describes current planning and facilities related to bicycle and
pedestrian transportation.
• Network Recommendations — describes facilities and actions recommended to
address gaps in the completion of a regional non -motorized network.
• Implementation Plan — identifies steps, policies, and recommended schedules for
implementation of the recommended actions.
Purpose
The purpose of the Pedestrian & Bicycle Plan is to provide guidance for the
implementation of interconnected bicycle and pedestrian networks for transportation
throughout Whatcom County, with the goal of increasing the active mobility choices for
residents and visitors. Providing safe and attractive active mobility choices for daily
transportation needs results in healthier, more sustainable lifestyles. This results in overall
cost savings by reducing demand for expanded roadways and reducing the number of
trips made by motorized modes. The Washington State Department of Transportation
and the U .S. Department of Transportation have set ambitious goals to increase the
amount of bicycling and walking for transportation. In Program Guidance on bicycle and
pedestrian issues from the Federal Highway Administrator states that, "We expect every
transportation agency to make accommodation for bicycling and walking a routine part of
their planning, design, construction, operations and maintenance activities."
This Plan defines a trip as including trips for commuting to work or school, going shopping
or running errands, and trips to and from recreational or park areas. Because it is
regional in scope, this plan may not include all the bicycle and pedestrian facilities within
each community. This plan focuses on those facilities that provide regionally important
connectivity and on those that are outside of incorporated areas of the county.
This plan focuses primarily on bicycle and pedestrian transportation needs. As such it does
not duplicate the recent efforts of the Parks and Recreation department to define the
detailed requirements for recreational trails. The Bicycle/Pedestrian Advisory Committee
fully supports the Parks and Open Space Plan, which will be primarily managed by the
Parks department. This plan more specifically defines the priorities for transportation
needs, which should primarily be implemented by the Public Works department.
Whatcom County Pedestrian and Bicycle Plan Introductions Page 1
Pedestrian and bicycle networks are important as components of a multi-modal system
that serves everyone. The success of the system is measured by the degree to which they
are integrated with the planning and design of other modes and hubs such as bus, rail,
ferry, carpool, airport, and roadway facilities.
Why Plan For Walking and Bicycling?
Every trip includes some walking and each user of the transportation system -is a
pedestrian during some portion of the trip. Walking is a daily activity serving a variety
of purposes including transportation for commuting and commerce, or for recreation and
exercise. According to the Association for Pedestrian and Bicycle Professionals, about
40% of the US population are either not legally able to drive or choose not to drive.
People who may rely on walking as their main form of transportation include seniors,
children, people with physical disabilities, and those choosing a healthier lifestyle.
Bicycling is the most energy -efficient form of transportation' yet invented and bicycling is
the world 's most commonly used vehicle for transportation. Bicycle transportation has a
long history in the U .S. In the 1890s, bicyclists were the first to advocate for federal
financial assistance for roads, called the "Good Roads" movement, when plank roads and
wagon ruts were the main alternative to rail and marine travel. Rising fuel prices make
bicycling more popular and necessary for everyday transportation.
Investing in walking and bicycling facilities like walkways, shared -use paths, and on - road
bicycle signage assists all kinds of travelers. Non-motorized transportation leads to other
quality of life improvements such as:
• Reduced road congestion: Walking and bicycling can substitute for short car trips,
reducing costly vehicle congestion.
• More efficient use of public tax dollars: Roadway widening is more expensive than
other transportation investments and does not result in reduced congestion over the
long term. Replacing car and truck trips with bicycle and walking trips reduces
roadway maintenance costs.
• Reduced public health care expenses: Physically active transportation can reduce
the public health care costs associated with the obesity epidemic and other chronic
diseases resulting from sedentary lifestyles.
• Economic vitality: Commercial activity increases in downtown areas that are
walking and bicycling friendly .
• Cleaner air and water: Transportation emits the largest percentage of all air
pollutants in Washington State according to the Northwest Clean Air Agency and
short vehicle trips emit pollution at higher rates. Road run-off from motor vehicles
is the source of most of the pollution in streams, lakes, and the bay.
• Social equity: Improved conditions for walking and bicycling expand community
access options for the 40% of the population who do not drive. As the population
Whatcom County Pedestrian and Bicycle Plan Introductions Page 2
ages, roadway safety will be improved if those with age- related impairments
have other choices than driving .
• Energy Conservation: Walking or bicycling for transportation is much more energy
efficient than traveling by other modes, reducing reliance on non-renewable or
hydrocarbon- based fuels.
Education, Encouragement, and Enforcement
The cost of providing public infrastructure for unlimited increase in motor vehicle
use will strain public budgets. Encouraging people to consider other transportation
choices is a cost-effective means to increase roadway capacity without
engineering and construction expense. Advertising influences transportation
choices, as the automobile industry can attest. Partly because of advertising, use of
motor vehicles for personal transportation has become familiar and comfortable.
Advertising, promotions, and encouragement can be important tools for public
agencies to maximize transportation system capacity and efficiency.
Education: Education about basic legal and safety issues is an essential foundation
to make sure that people are comfortable making trips by foot or bicycle but this
type of information is not readily available to those who need it. Adults and
children currently receive little formal instruction on the rules of the road for
pedestrians and bicyclists. The percentage of parents driving their children to
school (often less than one mile) has increased to 80% in five Whatcom County
districts. School children who do not have the opportunity to learn how to walk
safely on roads and walkways in their neighborhoods growing up have a greater
risk of developing sedentary chronic diseases. Fewer than 1 % of adults and
children in Whatcom County receive formal instruction on the legal operation of a
bicycle as a vehicle on roads.
Implementation strategy: Fund training for elementary school teachers to become
certified in a recognized walking and bicycling safety education program.
Encouragement: Helping people switch some of their short trips ( 1 to 3 miles) to
walking or bicycling will increase system capacity at low cost. Promotional events
such as Bike to Work and School Day and International Walk a Child to School Day
focus community attention on the benefits of non-car transportation. People use the
event as an opportunity to try a different type of commute mode and a
percentage of participants continue to walk or bike commute during the rest of the
year. The TravelSmart study showed that, with information and incentives, at least
8% of car trips can be converted to walking, bicycling or bus trips.
Implementation strategy: Fund promotional and incentive programs for Bike to Work and
School Day, International Walk and Child to School Day, and TravelSmart-type community
actions. Measure mode change. Actions include events, Transportation Demand
Management, incentives, Whatcom Smart Trips.
Whatcom County Pedestrian and Bicycle Plan Introductions Page 3
Enforcement: In conjunction with a comprehensive education program that informs
and reminds everyone of the rules of the road, a consistent enforcement effort
against illegal roadway behavior will increase safety of all users. Motor vehicle
drivers, bicyclists and pedestrians each have been known to exhibit illegal
behaviors that endanger other roadway travelers.
Implementation strategy: Follow up educational outreach about courteous and safe
road -sharing with enforcement actions that reinforce the message for all types of
roadway users. Crosswalk enforcement, residential speed limit enforcement, and
pedestrian rights-of-way are priority topics.
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Facilities for walking and bicycling for transportation
encourage daily physical activity that combats the
increasing trend of overweight and obese youth.
Introdudions Page 4
Whatcom County Pedestrian and Bicycle Plan
PLANNING AND DESIGN CONSIDERATIONS
All designs for new and reconstructed facilities should meet the guidelines of
AASHTO, ADA and local ordinances in effect as applicable.
Types of Pedestrians
Everyone is a pedestrian and walking is a daily activity for most people.
Wheelchair users are pedestrians and their access to use public pedestrian
infrastructure in protected as a civil right. People for whom walking is a main
transportation mode include forty percent of our population: seniors, children,
people with disabilities, and those who cannot or choose not to use cars.
All trips include at least two pedestrian components: at the beginning and end.
U. S. Department of Transportation guidance to local jurisdictions states that,
"Congress clearly intends for pedestrians to have safe, convenient access to the
transportation system and sees every transportation improvement as an
opportunity to enhance the safety and convenience of walking." Implementation
strategy: Implement a system to periodically count pedestrian and bicyclist
transportation mode share. Counts should take place in selected locations where
there is a high potential demand in strategic, targeted corridors. Report trends
and goals as part of the Transportation Improvement Program.
The American Association of State Highway and Transportation Officials
(AASHTO) has published the Guideline for the Development of Pedestrian Facilities.
The standards incorporated in this guide detail industry norms for facilitating
walking transportation in a variety of environments. In order to develop an
appropriate walking transportation network, it is important to serve different
pedestrian needs and purposes. Below are listed the main types of pedestrian
travelers along with a summary of the types of walking surfaces necessary to
accommodate the different purposes of these pedestrian trips:
Commute walking to work or school or for errands: designs should include paved
or compacted gravel, direct, good sight distance, lighting, 5 ft. width
minimum (wide enough to pass slower travelers), continuous routes from origin
to destination, cross walks and signals, well -maintained, graded slopes, curb
ramps and absence of stairs to facilitate wheeled carts.
Social walking strolling or shopping : designs should include a 6 ft. width
recommended minimum (wide enough for two or more to walk together),
meandering ok, street furniture, plantings, active store-fronts, smooth for
wheeled carts and baby carriages, level or gentle grades, well-maintained,
lighting, places to sit adjacent to (not in) traveled walkway, curb cuts.
Recreational walking for exercise or recreation: design concepts include narrow
width ok, dirt, gravel, or paved surface ok, landscaped vegetation,
meandering preferred, steeper slopes ok.
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 5
Running and competitive walking : design concepts include dirt or gravel surface
(no pavement), similar to walking for exercise.
Wheelchair users: designs should include curb ramps, no cross-slope, level rest
areas on long slopes, firm surface ( pavement or compacted gravel ), no
grates or gaps in brickwork, no stairs.
Vision impaired walking: designs should include yellow truncated domes on curb
cut slopes, audible crossing signals, no low over-hanging branches or
street-furniture.
Types of Bicyclists
Whatcom County has adopted the standards of the Washington State Department
of Transportation (WSDOT) in planning facilities for different ability levels of
cyclists. The WSDOT standards are based on the Guide for the Development of
Bicycle Facilities published by the American Association of State Highway and
Transportation Officials (AASHTO ) . The classification system for bicyclists
identifies three levels of ability as follows:
G roup A: Advanced Bicyclists — very experienced adult riders, comfortable
riding in most all traffic conditions and require less separation from
motorized traffic. On lower speed, low traffic roads, they are comfortable
sharing the lane with motor vehicles. On higher volume, higher speed
roadways, these bicyclists benefit from increased travel lane width ( wide
curb lanes), designated bicycle lanes on urban roadways, or paved
shoulders on rural roadways. They are usually adults and travel at higher
speeds ( 15 — 20 mph) and choose routes that are direct and minimize delay,
often preferring roads to shared -use paths.
G roup B: Basic Bicyclists — less skilled than advanced bicyclists and less
comfortable riding in traffic. These adult or teenage riders travel at lower
speeds ( 10 — 14 mph), prefer roadways with lower traffic volumes and
speeds and greater separation from motorized traffic. They are more
comfortable riding on designated bicycle lanes or shared use paths.
G roup C: Child Bicyclists — as beginning learners, these are the least skilled
category of bicyclists. They require bicycle facilities that provide the
greatest separation from motor traffic. They travel at low speeds ( 8 — 10
mph) and are comfortable on residential neighborhood streets with low
traffic volumes and speeds or on shared use paths.
An earlier system of classification for bicycle facilities (now obsolete) identified
structures rather than skill levels, specifying the following : Shared Use Paths,
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 6
Bicycle Lanes, and Shared Roadways. A combination of these and other
facilities are required to meet the differing needs of skilled and unskilled
bicyclists in the urban and rural settings of Whatcom County.
Types of Pedestrian Facilities
Whatcom County should endeavor to provide safe pedestrian facilities in all new
construction and reconstruction transportation projects where there is the potential
for significant use, such as in a traffic corridor within one mile of a school or
community center that links residents to such facilities. Traditional
curb/gutter/sidewalk designs may not always be the ideal approach for projects
since they require large impervious surfaces and may detract from the rural
atmosphere. Other separated walkway designs should be considered that also
provide a physical barrier from motorized traffic.
Adjacent shared -use paths or other facilities that serve equivalent pedestrian
activity are preferred . Washington State Department of Transportation (WSDOT)
has adopted the standard that bicycle and pedestrian facilities shall be provided
for all new construction where their use can be expected.
Walkways For the purposes of this planning document, walkways are defined
as generic pedestrian facilities that are in compliance with state and
federal standards, and in some cases may include pedestrian facilities
categorized as recreational paths or trails. The intent of this categorization
is to include an array of pedestrian facilities that provide some means of
physical barrier or separation from motorized traffic lanes, providing the
most suitable project design with an appropriate degree of safety.
Sidewalks —
Sidewalks serve all six categories of pedestrians. Sidewalks or
walkways are especially important for children walking to school and for
people with disabilities. These populations are found in many areas
throughout the County.
WSDOT Design Manual and AASHTO Pedestrian Guide state that a
sidewalk that is next to the curb would be a minimum of 6 feet wide. If the
sidewalk is separated from the curb by a planting strip then the sidewalk
can be a minimum of 5 feet wide.
Paths Paths are non-motorized routes that do not necessarily follow a roadway
but can be designed as an effective walkway, substituting for sidewalk
designs . Paths offer advantages over sidewalks in the following types of
locations:
• through parks or natural areas
• on former railroad rights-of-way or utility corridors
• connecting dead -end roads in residential or commercial developments
• side- paths along roads where there are few intersections or driveways
• connecting schools to recreation or residential areas
• connecting senior housing to commercial or service areas
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 7
Path surfacing can vary depending on location and use. Rustic dirt paths are
appropriate in parks or natural areas with low usage. Dirt paths are subject to
erosion but offer the advantage of a water permeable surface. Compacted
gravel paths serve the widest variety of uses and offer some water permeability.
Paved paths are appropriate for high usage routes or to serve wheelchairs or
strollers. The Americans with Disabilities Act (ADA) requires that paths be built to
accommodate wheelchair users and those with other disabilities or that an
equivalent facility be available.
Because paths offer a transportation route separated from motor vehicles on the
roadway, they offer a greater margin of safety than sidewalks or roadway
shoulders for children walking or for beginning bicyclists. Near senior centers,
paths and walkways should include benches for resting at reasonable intervals.
Paths are part of the network of non-motorized transportation facilities and should
be designed to link to walkways or bike routes to create a continuous system.
( 1 ) Shared Use Paths: Pedestrians, bicyclists, runners, horseback riders, roller
skaters, and other non-motorized travelers can safely share most paths where the
facility is well - designed and maintained. To reduce the potential for collisions, the
different users of a shared-use path require posted etiquette or guidelines and a
method for education should be in place.
( 2 ) Pedestrian -only Paths: In the following types of locations, path use restricted to
pedestrian use only offers some safety and practical advantages:
• narrow ( less than 4 ft ( 1 .2 m)) paths with high pedestrian use
• commercial areas with frequent entry and exit to the path
• areas where enforcement of pedestrian-only use is feasible
Whatcom County has adopted the design standards for Shared Use Paths as set
forth in the WSDOT Design Manual Chapter 1020.
Crosswalks Every roadway intersection is a crosswalk, whether marked or
unmarked . Intersections of trails or alleys and roadways are also defined as
crosswalks. In a crosswalk, pedestrians. have the right of way and motor vehicle
traffic must yield . Education of motorists about this law is an important component
to ensuring an effective pedestrian transportation network. A public crosswalk
education campaign is the most effective.
( 1 ) Marked Crosswalks: Collisions are reduced where motor vehicle traffic is alerted
when approaching locations where pedestrians are likely to be crossing the road .
The method of alerting motor vehicle drivers to these crossings varies according to
the roadway design, traffic volume, and speed limit. Marked crosswalks reduce
collisions on two- lane roads where speed limits are 25 mph (40 kph) or less. On
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 8
roadways with three or more lanes or with higher speed limits, marked crosswalks
alone are not sufficient to reduce collisions. Additional features may be
incorporated along with the marked crosswalk such as:
• advance fluorescent yellow pedestrian crossing signs
• pedestrian refuge island in the middle of the crossing
• pedestrian activated in- pavement or overhead flashing lights
Design of marked crosswalks can include painted (thermoplastic) striping,
contrasting colored pavers, signage, or raised crosswalks. Raised crosswalks
function similarly to a speed hump slowing motor vehicles.
( 2) Pedestrian activated lighted crosswalks: Located at mid - block areas with high
traffic volume and high pedestrian crossing demand, pedestrian-activated in-
pavement flashing lights help alert drivers to yield to the pedestrian waiting to
cross. The City of Bellingham has developed a point rating criteria for installation
of these facilities including the following factors:
• Motor vehicle traffic volume over 7000 AADT ( average annual daily traffic)
• Proximity to schools, parks, or elderly housing ( 1 /4 mile or less)
• Unsignalized location with documented lack of traffic gaps
• Motor vehicle speeds greater than 35 mph
( 3 ) Signalized pedestrian crossings: At signalized intersections, pedestrians cross
with the traffic light for their direction of travel, while turning motor vehicles must
yield to the pedestrian. Pedestrian accommodations are recommended at all
signalized intersections. Standards for the installation of the pedestrian crossing
signal are included in WSDOT Design Manual Section 850. Signal time for the
pedestrian crossing, motorist education about the meaning of pedestrian signals,
and issues regarding right-turn-on- red traffic are topics dealt with in the WSDOT
Design manual.
Grade separated crossing facilities ( bridges or tunnels): On roads with four or
more lanes, high traffic volumes and high speed limits, grade separated crossings
for pedestrians are a practical way to prevent traffic slowing or stopping . Where
grade separation is required, steep inclines are more easily navigated by motor
vehicles than by pedestrians. For example, a pedestrian overpass bridge requires
extra walking and climbing but slopes resulting from depressing the roadway do
not cause hardship for vehicle travel. Design standards for pedestrian underpasses
(tunnels) require clear view through the entire tunnel with lights and safety
monitoring .
Curb extensions ( bulb-outs) At urban intersections with on-street parking, an
extension of the curb increases pedestrian visibility and reduces crossing distance.
The added pedestrian space of the curb extension offers additional space for
installation of wheelchair ramps and truncated domes to guide the sight-impaired.
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 9
Planted median islands or pedestrian refuge islands At a crosswalk where more
than three traffic lanes must be traversed by the pedestrian, a refuge island offers
protection while waiting for a break in motor traffic. This type of facility helps
slower walkers to cross wide roads in two stages, when necessary.
Curb ramps At intersections where walkways or paths are separated from the
roadway by a curb, installation of curb ramps enables access by wheelchair users
and others using wheeled devices such as baby strollers, grocery carts, or wheeled
luggage.
Audible crossing signals To be accessible to pedestrians with disabilities,
intersections with pedestrian-activated signal devices should provide crossing
information in visual, audible, and tactile modes. Audible signals should assist the
visually-impaired traveler to locate the activation button and a directional sound
should guide the traveler across the street during the appropriate phase. Specific
technology recommendations are described in the U.S. Department of
Transportation publication Designing Sidewalks and Trails for Access, Part ll.
Crossing guards (for school children ) Washington state law requires each
elementary school to publish and maintain a safe walking route map for students
living within one mile to walk to school. At crossing locations along this route where
traffic volumes are high, trained crossing guards should assist students during the
hour preceding beginning of classes and the hour following end of classes.
Public pedestrian mall Designated areas for pedestrian -only access can increase
commercial activity. Similar to the pedestrian-only design of shopping malls or
farmers' markets, public pedestrian malls increase foot traffic to businesses, parks,
or residences. Pedestrian -only designation can be restricted to certain hours of the
day or limited to certain days of the week, where appropriate.
Planning and design considerations include conformity with the Americans with
Disabilities Act (ADA). The Federal Highway Administration's two- part publication
Designing Sidewalks and Trails for Access includes specific recommendations for
technical features to serve pedestrians with mobility, vision, aural or other
impairments.
Determining the appropriate pedestrian facility for a given transportation corridor
is dependent on the type of pedestrians who will be served. For example, areas
with high numbers of pedestrians and commercial activity may warrant exclusive
pedestrian signal phases ( all traffic stops) rather than the concurrent pedestrian
signal (vehicles traveling parallel to the pedestrian crossing are permitted to go).
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 10
Five Keys to Walkabilitx
• Security
o Visible from near-by parks and community centers
o Pedestrian-scale lighting
O Buffer from motor vehicle traffic
• Convenience
o Proximity to destinations, commercial areas
o Connectivity between residential and transit
• Efficiency
o Direct walkways make it easier to walk than drive
o Walkways connect to crosswalks without significant detours
• Comfort
O Shade from sun, protection from rain
o Street furniture available outside main walking corridor
o Walkway surface treatment delineates walkway from driveways
• Welcome
o Public art
o Street trees
o Attractive vegetation
o People lingering or visible at all times of day and night
The above elements can be quantified as a graduated set of criteria for
incorporation into design or development requirements for neighborhoods.
Walkways with all five elements represent the highest rating ( Level of Quality A,
for example). Locations with none of these elements represent the lowest rating
( Level of Quality F, for example). Existing infrastructure can be evaluated based
on their respective LOQ, i.e., the presence or absence of these features. Planning
policies can prioritize locations for improvement based on target LOQ standards.
sidew ik Ss� alk landscape buffer and bike lane
6 ' 10 ' 10 . 5 '
new cufb' bike ' travel � travel median/CTL
The above cross-section sketch shows an option for a four- lane roadway with two
motor vehicle travel lanes, a bike lane, sidewalk, landscape buffer, and median or
center turn lane. County standards have 11 - 12 ft lanes therefore these cross
sections would be reviewed in conjunction with each road project. Possible water
shed or LID ( Low Impact Standards) may apply for 10 ft land width also.
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 11
y�� 'fl'iry L p.M p Y lF / 7.4-‘
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Walkway surface coloration and paving clearly show different functions of the areas
of the walkway. The Walk/Talk zone is delineated from the Shoreline, where the
street trees and furniture are located. Paving ornamentation shows the vehicle driver
that the driveway crosses a pedestrian space, rather than the other way around.
As county population continues to grow and Limited Areas of More Intensive Rural
Development ( LAMIRD) infill, county planners should be increasingly aware of the
following best practices associated with walkway design applications.
General Guidelines for Urban Walkways_
• Complete walkway width in urban areas should be 10 to 15 feet, including
within the shy zone (set back from adjacent buildings), street furniture area,
and a main walk/talk zone of at least 5 feet width.
• Commercial buildings should be adjacent to the walkway and have windows
and doors transparency so that people walking feel the security of being
watched over.
• Driveways should ideally have a sloped entry ramp and the walkway area
should have a paving or color treatment to clearly show that this is a
pedestrian space.
• Where speeds are 25 mph or higher, buffers between the walkway and the
motor vehicle traffic are important to protect the comfort of pedestrians.
Buffers can consist of bike lanes, planting strips, or car parking .
Traffic engineering has historically used a definition of Design Speed of the
roadway as a safety issue. By designing roads with features that would
accommodate slightly higher speed traffic, the roadway would be safer for all
drivers. Recent research shows that roads built wider and straighter for these
higher speeds tend to encourage speeding and can result in enforcement
problems.
The Transportation Research Board study described below recommends a carefully
considered approach to Design Speed :
"Design speed has long been a prime factor in the design of roadway
geometric elements, such as vertical and horizontal alignment and cross
section. The current design process does not always result in the desired
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 12
consistency in roadway alignment or driver behavior along these alignments.
The desired product of good geometric design is a roadway alignment and
cross section that will encourage the driver to operate safely and consistently
with the function of the facility. Further, an ideal geometric design is both
consistent with the context of the setting and cost-effective."
General Guidelines for Rural Walkways/ Walkways:
Rural roads are built without walkways due to the perception that distances
between destinations are too great to expect a significant proportion of trips to
be carried out by walking. Certain factors determine whether the proportion of
walking trips or demand for walking infrastructure is higher along a given rural
road or in a given rural area. When these factors are present, infrastructure to
facilitate walking trips should be constructed:
• Roads within the one-mile walk zone of an elementary school
• Roads within the two-mile walk zone of a junior or senior high school
• 1 /4 mile radius of public transit stops and stations
• 1 /4 mile radiusof trail heads or other recreation destinations
• Connecting residences in rural villages to village commercial centers
Facilities to serve walking trips in rural areas ideally include walkways, trails,
marked crossings, signage, signals, or other infrastructure such as those identified
above for urban areas.
Shared use shoulders are not the ideal facility for walking but can be an
acceptable alternative when the listed facilities are not feasible.
Research shows considerable latent demand for walking transportation in rural
areas. Surveys conducted by the Bicycle Pedestrian Advisory Committee in 2001 ,
revealed that rural residents would like to walk in the rural areas in which they
live. Many wish to walk as a way to enjoy the outdoors in Whatcom County.
However, most do not walk from their houses because they do not feel safe
walking even as short a distance as 300m ( 1 /4 mi) to their neighbors' houses.
Washington Traffic Safety Commission research shows that rural (county) roads
have higher than average collision rates. Trail networks connecting to walkways
can be an important step to increase the proportion of walking trips in rural areas.
Types of Bicycle Facilities
Shared Roadway or Shared Lane: Bicyclists ride in the travel lanes, sharing the
roadway with motor vehicle traffic. Shared roadways ideally have lower traffic
volumes and lower speeds and they accommodate bicyclists without special
signage or striping. Travel lane width varies from 11 ft. ( 3 .5 m) to 13 ft. (4 m).
Shared roadways are appropriate bicycle facilities on roads with 2000 AADT or
less and posted speed limits of 50 mph ( 80 kph) or Tess".
Bicycle Route : A preferred route for bicyclists designated by signs, bicycle routes
may be comprised of any combination of bicycle facility types. Designation of a
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 13
bicycle route can assist jurisdictions in prioritizing maintenance and shoulder
sweeping where higher numbers of bicyclists are expected .
Wide curb lane or wide outside lane: A bicycle facility where additional width
above a standard 11 ft. ( 3 .5 m) to 13 ft. (4 m) travel lane is provided in the travel
lane closest to the curb. Often found on urban roads where curbs are present, a
wide curb lane can also be constructed on rural roads without curbs. Bicyclists and
motorists share the lane but the additional width allows motorists to pass the
bicyclists without changing lanes or crossing the center line. No special signage or
striping is required . Lanes wider than 15 ft. (5 m) should not be provided as they
may encourage use as two travel lanes by motorists.
Paved Shoulder: Additional width contiguous to the travel lane delineated by a
white stripe. Paved shoulders are typically provided on an uncurbed, rural
roadway but may be provided on an urban, curbed roadway.
Bicycle Lane: A portion . of the roadway designated for exclusive use by bicyclists.
It includes roadway striping, pavement markings, and signage. It should be a one-
way facility in the direction of the adjacent motor vehicle lane. Under special
circumstances, contra -flow and two-way bicycle lanes can be constructed, with
additional safeguards to protect cyclists and motorists from collision. Bike lanes
are recommended for urban locations where traffic volume is high and where
turning conflicts are controlled or limited . Parking, driving, and emergency
stopping are prohibited in bicycle lanes. At intersections with right-turn lanes, the
bicycle lane should be designed to continue on the left side of the right-turn lane"'.
( Formerly called a Class II bicycle facility)
Shared Use Paths: Facilities on exclusive rights-of-way with minimal cross flow by motor
vehicles. Users are non-motorized and may include bicyclists, in- line skaters, roller skaters,
wheelchair users ( both electric and manual ) and pedestrians, runners, people walking pets
and others.
Shared use paths may be located within or along the roadway right-of-way
(separated by a grassy berm or swale), or along former railroad rights-of-way or
utility easements not adjacent to roadways. Other names for Shared Use paths
include trail, bike path, or multi-use path. ( Formerly called Class I bicycle facility).
Bicycle Parking and Racks: Destinations such as schools, commercial centers,
entertainment or recreation sites, shopping centers, government facilities and
transit stops should have sufficient bicycle parking facilities to serve bicycle
travelers. Bicycle racks should be secure, located close to entrance-ways in well -lit
areas with good sight distance. Design of bicycle racks should take . into
consideration the duration of visits and the likely type of bicycle equipment. For
example, a market or recreation area should have sufficient space to
accommodate bicycles with trailers; an employment site should offer secure,
covered parking for employees while providing easily accessible short-term bike
parking for office visitors. Short-term bicycle parking ( such as for customers or
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 14
visitors) should be located close to the entrances to buildings for security and
convenience. Long -term bicycle parking (for employees or residents) may be
located somewhat further from building entrances, but must be secure, covered,
and convenient. Large parking lots should have a delineated bike route from
roadways to building entrances and bike parking.
Bicycle lockers: Destinations where bicycles will be parked for several hours at a
time on a regular basis may be appropriate locations for bicycle lockers. Bicycle
lockers require a management system for allocating access, maintenance, and
monitoring to prevent illegal uses. Transit hubs, commercial/shopping centers,
schools, recreation fields, and destination sites that attract large numbers of
regular visitors are appropriate sites for installation of bicycle lockers. In sites with
security monitoring, a covered, fenced area with restricted access for bicycle
parking can function as a substitute for bicycle lockers.
Bicycle way-finding signs: Signage for designated bicycle routes and bike lanes is
an important reminder for motor vehicles to be aware of sharing the road . These
signs assist bicyclists on longer trips to choose routes that serve bicycles well.
Designated bicycle routes and lanes receive high priority for shoulder sweeping
and maintenance. Signage on shared use paths should indicate cross-street names
at intersections along with direction and distance to common destinations. To aid
bicyclists as they navigate unfamiliar routes, bike maps can be posted around
town at transit shelters.
Bicycle-activated Signal Loops and pavement markings Traffic signals operated
by in- pavement sensors should be calibrated to respond to bicyclists. Pavement
markings can be placed on the lane area indicating the location for bicyclists to
trigger the signal.
Bicycle Boulevards or Multi- purpose Streets Low-traffic roadways parallel to
arterials can be signed and retrofitted to facilitate bicycle through traffic while
prohibiting motor-vehicle cut-through traffic. Facilities to restrict motor vehicles are
illustrated in the AASHTO publication Innovative Bicycle Facilities.
Showers. Lockers and Changing Rooms at Commute sites or Bike Stations: Bicyclists
commuting to work may prefer to clean up for the work day. Bike Stations are
centrally located facilities to serve this need, often including secure, monitored
bicycle storage.
Note: Bicycling is not recommended on walkways except when the bicyclist is
traveling at pedestrian speed ( 3 mph) and otherwise behaving as a pedestrian.
Bicyclists on shared -use paths and walkways must yield to pedestrians and
horseback riders.
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 15
Determining the appropriate bicycle facility for a given transportation corridor is
dependent on the type of bicycling use to be served.
For example, bicycle facilities leading to elementary ." 'e ' g V ® O � q
n
schools should expect to serve beginning bicyclists Ock , , e :
lII
( Group C). Facilities connecting employment centers e
to residential areas over longer distances may be °. � o w
designed to serve regular bicycle commuters ( Group ' y: a
The following criteria should be considered to ® f° Aucs� �i'gfar co ;e. <
g a :..r - ,
determine the appropriate facilit for given 1 0; >� * ;fS" .
facility g "
location: ;;
ilk ® . a ® la
• What is the skill level of the "design bicyclist" sec ® c w - o e, � 7c C '
who will use the facility? ' . e rep® a
-t tQ .
• What are the traffic volumes and posted rre -`t , o
speeds? 4\ 'f r - f/
Ceres . ! ® sp° ® st[m
• Is the area urban or rural? a6 :Fo r$o ctC girt.
p„tom 49A
Ala *ARV le",r1 ea#S07
• What is the roadway design cross-section: ' "4
ffi q CO
e9 '�' '�"i'' P k
curbed, on-street parking, intersections and ' ® o ,? ct 9,94 • n1
; 1rr
yN. i Pi �, 'y �' y Shv . d d/Y� 7
driveways, etc.? � u •'
ax k�e fitsfo0 ic°ns0,exanc,
ea ® , thrpgr99p /4 % � ,
Mpg ref & f / °
.r J/a Y _ 'l �'R3 } �i
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Other Non-motorized Transportation Modes � ' ,. . �rrs9 s-r4 ��i'rs`{ ..; s <;t : ,.
Facilities to serve other types of non-motorized transportation in addition to
walking and bicycling are important elements of a comprehensive transportation
system. The following types of travelers should be considered in the design of non-
motorized networks, infrastructure, and trails:
• rollerbladers and roller skaters
• skate boarders
• scooters (non -motorized )
• horseback riders
Pedestrian and Bicycle Access to Transit
Each transportation journey usually includes more than one travel mode: car or
bicycle trips begin and
end with a walking component, pedestrian trips can
connect to a bus, train, or carpool. An effective non-motorized transportation
system plan requires coordination and interconnection with the full range of public
transportation facilities. The networks of paths, bike routes and walkways should
be designed to serve as feeder arterials to bus terminals, ferry ports and train
stations. Design and location of inter-modal transfer points should ensure that the
pedestrian and bicycle network connects with residential and commercial
destinations.
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 16
e x i� x4 x¢ a ' . '
Fr`�w� ' zFi ex \�i8 V#
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Whatcom Transportation Authority was awarded honors for the
highest one-year increase in ridership of all systems nationwide in
2008. Safe walking and bicycle access to transit stops can further
increase ridership.
Whatcom County Pedestrian and Bicycle Plan Planning and Design Considerations Page 17
REGIONAL NETWORKS
Current Conditions
Since the establishment of the Bicycle Pedestrian Advisory Committee in 2001 ,
Whatcom County has taken several strong steps toward beginning to create a
regional bicycle and pedestrian network:
• adoption of the bike plan and map in the Comprehensive Plan
• signage of bike routes on Hannegan and Birch Bay- Lynden Roads
• convening of the February 2005 non-motorized transportation arterial summit
• inclusion of a non-motorized transportation arterial network line item in the
2005 Transportation Improvement Program project list
• construction of the Marine Drive bike lanes and walkways from Bennett
Road to Locust Avenue
These first steps are important, but regional connectivity for walking and bicycling
as transportation will require additional planning, policy, and construction steps.
Some examples of discontinuity are:
• Safe Routes to School: many schools have not maintained or published up-
to-date walking route maps for students to get to school; school
transportation officials often do not coordinate with the public works staff
for walking and bicycling facilities near schools
• Walkways: walkways and paths do not form a continuous network in most
neighborhoods; walkway maintenance and upgrades have not yet met
accessibility requirements for the Americans with Disabilities Act (ADA)
• Bike routes: the existing number of signed bike routes on County roads
does not yet constitute a complete network; local standards for construction
of bike lanes make them cost prohibitive;
An effective bicycle and pedestrian system for Whatcom County will require
facilities for both regional connectivity and local access. Regional connectivity can
be defined as transportation routes connecting major activity centers, towns, and
cities within the region. A good example of a regional facility would be the
proposed Nooksack River Trail or the existing bike route along Hannegan Road .
Local access facilities provide circulation within a community area, for example, the
Jim Kaemingk Trail connecting downtown Lynden with the playing fields or the
proposed walking trail from Paradise to Kendall Elementary School.
Regional and local facilities should serve pedestrians and bicyclists of all skill
levels. In some corridors, this may require parallel facilities such as on- road bike
routes and separated off- road shared -use paths. Shared -use paths should
Whatcom County Pedestrian and Bicycle Plan Regional Networks Page 18
complement, not replace, the on- road bicycle network. The recommendations in
this non-motorized plan should be one of the elements considered when
determining future funding of Whatcom County transportation projects and
planning .
Regional Trails Plan
With its attractive scenery and outdoor recreation attractions, Whatcom County
has the potential to become a regional destination for trail- based recreation and
travel if a comprehensive trail network is developed. Initial planning for a
comprehensive east-county trail network has been completed in the Mt. Baker
Foothills Chain of Trails Concept Plan, published in December 2004. The
recommendations of the Chain of Trails plan complement the trails goals of the
2006 update of the Whatcom County Parks and Recreation and Open Space
Comprehensive Plan to present a strategy for development of a transportation and
recreation trails network serving residents and visitors in the Foothills.
Shared use paths are recommended for several parts of Whatcom County where
walking and bicycling needs are currently under-served . These trail corridors do
not yet have identified rights-of-way . Specific design and location will require
additional study in the implementation phase and will depend on easement
acquisition feasibility.
The Whatcom Transportation Plan Non-motorized Transportation Chapter adopts
the recommendations of the Chain of Trails plan by reference and recommends the
development of an equivalent detailed trail network plan for the west county
areas and incorporated cities.
Shared Roadways
Low-traffic roads are essentially shared pedestrian and bicycle facilities.
Strategically placed signage to alert motorists to expect and yield to bicyclists
and pedestrians on the roadway could be one method to increase the safety of
these non -motorized travelers on the roadway. Education campaigns can assist
vehicle drivers and non-motorized travelers to understand safe and courteous
methods for sharing the road .
Shared low-traffic roads are defined as those where average annual daily traffic
counts (AADT) are less than 2000. This low traffic level along with a effective public
education and enforcement system has been shown to be safe and cost effective by
the North Carolina Department of Transportation, based on research and
documentation conducted since 1977.
In the event that motor vehicle trips increase above the 2000 AADT level,
construction of bicycling and walking facilities should be evaluated. Planners and
engineers should evaluate whether and what type of facilities would be appropriate
Whatcom County Pedestrian and Bicycle Plan Regional Networks Page 19
to build based on the criteria set forth in the most recent edition of the AASHTO
Guide to the Development of Bicycle Facilities.
Design of specific facilities and infrastructure for each of the recommended
regional bicycle corridors identified in the map may vary depending on the types
of trips and travelers, i.e., the "design user." For example, facilities designed for a
route within the one-mile walk radius of a primary school may vary from those in
proximity to a state highway with wide shoulders. For this reason the map indicates
the flexibility to specify shoulders, bike routes, bike lanes, walkways or a multi-use
trail separated from the road . Engineering consultation with the Bicycle Pedestrian
Advisory Committee during the design phase would help determine the correct
infrastructure to serve the skill level of the bicyclists and the pedestrians in a given
corridor.
)•
The Federal Highway Adman stration has given clear dyrect►on to local lurgsdiclions :r
to include pedestrian and bicycle transportation as part of all` fransportatron
planning, design, and construction:
• . "Due consideration" of bicycleand pedestrian needs should include, at a f
minimum, a presumption that : l icycl�sts and ;pedestrians /i11 be `accommodated
in the design ofnew and improved: transportationfaci1111es ' .
• To varying° `extents, bicyclists and peclestnans will °be present onra�) highways•
and transportation facilities where they are permitted and it •i s clearly fibs
2.
intent of TEA 2l that all new and improved transportation facilities oe
planned, designed and constructed with this fact in mmnd.
(' ) ' i 5 L i(
• The 'decision not to accommodate b'icyclists and pedestrians ‘Should'-be be the{
exc p#ion rather than the rule: There; must be exceptional circumstancesc`forr
denying pedestrian and bicycle access whether by prohrbifiion or by '
designing highways that are incompatible with safe, convene<nt walking and
bicycling.
..
5
Whatcom County Pedestrian and Bicycle Plan Regional Networks Page 20
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Whatcom County Pedestrian and Bicycle Plan Regional Networks Page 21
IMPLEMENTATION RECOMMENDATIONS
This section provides baseline cost estimates for bicycle and pedestrian facilities,
identifies funding sources and funding strategies.
Regional Facilities
To improve transportation connections for walking and bicycling, Whatcom County
will need to establish two types of regional networks:
• an on- road bicycle facility and walkway network
• a regional multi-use path network
These networks should be interconnected, for example, walkways connect
seamlessly with paths and bike lanes connect to shared - roadway bike routes. The
networks should also be coordinated with public transportation hubs and activity
centers to enable multi-modal trips of longer distances.
The facilities identified in this plan represent a regional framework for establishing
implementation and funding priorities by the Regional Transportation Planning
Organization ( RTPO) and its member communities and agencies.
Regional Priorities
The recommended priority project list for a regional pedestrian and bicycle
network is shown in Table 3 - 1 and is illustrated in the map in Appendix 2. These
projects, when completed, will form a network designed to connect residential
areas, shopping and employment centers, cities, schools, parks, and transportation
hubs.
Table 3 - 1 represents the Bicycle/Pedestrian Advisory Committee's high priority
recommendations over the next six years. These recommendations are advisory
until incorporated into either the Six-Year Transportation Improvement Program
(TIP) or Six-Year Capital Improvement Program (CIP). The County should include
projects from the on-street routes listed in Table 3 - 1 when updating the Six-Year
TIP. The County should include projects on the off-street routes listed in Table 3 - 1
when updating the Six-Year CIP. Prior to inclusion in either the TIP or CIP, the
County and Bicycle/Pedestrian Advisory Committee will work together to
determine the costs of these projects in greater detail so that the fiscal impacts to
the County can be ascertained . Planning and Development should review all new
permit applications for impact to this plan and to identify new non-motorized
transportation facilities and links needed as major developments are planned .
Whatcom County Pedestrian and Bicycle Plan Implementation Recommendations Page 22
Project priorities should be reviewed annually in consultation with the Bicycle
Pedestrian Advisory Committee.
State Route Policy
Safe pedestrian and bicycle facilities should be provided routinely as
transportation corridors are enhanced . Since State Routes are the most heavily
traveled transportation corridors, all State Routes should have "Complete Streets",
i.e., reasonable bicycle and pedestrian facilities installed as new construction and
re-construction occur. In addition, state routes that pass by schools, libraries,
markets, etc. adjacent to clustered housing must be provided with pedestrian
facilities that are physically separated and reasonably safe to accommodate
citizens of all age groups and ability levels. In locations where topography or
adjacent uses encourage pedestrian trips, multi-use paths may be installed instead
of bike lanes and walkways. determining the facility type should consider
engineering studies, land use plans, and Transportation Demand Management
goals.
Pedestrian and Bicycle Project List Table
The following table details the primary routes shown on the Pedestrian and Bicycle
Map that this document references. Additional Bikeways are shown on the map in
Appendix 2 and must be included in the overall enhancement program for signage
at the earliest opportunity then brought to the latest standards in force as these
corridors are refurbished. Note that this plan serves as a guide only. It is crucial
that upgrading the county transportation system to include safe pedestrian and
bicycle modes must become a matter of consistent policy where warranted per the
application of WSDOT and Federal guidelines.
The Priority Projects Table lists the six-year priority list for project implementation
of the major corridors. Where available, funding sources and estimated project
costs have been included. The projects are listed in priority order, based on
ranking criteria discussed above.
Note that six of the project priorities represent segments of a loop trail concept
developed by the Whatcom Parks Foundation.( denoted as Loop Trail within the
Project Table and indicated on the map in appendix 2 ). Segments of this loop
trail should be developed as opportunities arise.
Whatcom County Pedestrian and Bicycle Plan Implementation Recommendations Page 23
Priority Projects Table 2011 - 2017
Priority Enhancement Needs Project Agency Funding 2011-2013 2013- 2015-
rank Sources costs ($K) 2014
milestone targe costs ($k 2017
for WE 2011 costs ($h
1 Marine Drive BNSF railroad Multi-use trail Grant funding Parks, Port, SRS, BP 240 K
Loop Trail crossing at-grade trail (or airpor
segment trail bridge by-pass) BNSF Safety,
BRAC
2 Drayton Harbor Road trail Multi-use trail conversior Signing & COG, WCRF, 50 10 -0-
partition or traffic limitation (with of 1 lane of existing roac painting Whatcom Co TEA-21
Lincoln Road construction) Public Works
3 Nooksack River Trail, Multi-use paths Planning IAC, TEA- 10 1000 4000
Loop Trail Ferndale to Lynden 3x, land
segment (north/west bank) donations
From Marine Dr. to Kendall
4 Kendall-Sumas Road from Bike lanes or shared State Bike Pec WSDOT
Kendall Elementary School to shoulders with parallel Plan
Limestone Road Multi-use path
5 Nooksack River pedestrian Multi-use trail bridge Parks Plan Parks, Flood
Loop Trail bridge, Ferndale vicinity
segment
6 North Shore Road from Bike lanes (4.2mi) and/o Planning Whatcom Co WCRF, 10 560 700
Bellingham city limits to North separated shared use
Shore Trail path, possibly along Public Works TEA-4x
utility corridor
7 Tyee Dr. Bike lanes or multi- use Whatcom Co WCRF, 5 -0- 4
From Roosevelt Rd . to Edward: path , with county Public Works TEA-3x
Dr. reconstruction
8 Haxton Road from Gooseberr Multi-use parallel path , Public Works
Point to Slater Road bike lanes
9 Birch Bay Dr. from Pt. Whitehor Bike lanes and shared Planning, Park; Whatcom TEA-21 , 50 150 300
Rd. to Birch Bay Village use path Public Works Co. Public WCRF,
Works; Flood IAC,
Division CZM
10 Lake Terrell to Hovander Part Multi-use trail Parks or Public
trail, Right-of-way acquisition Works
and construction (Coast
Millennium Trail)
11 Dewey Valley section of Bay Multi-use trail parallel ti
Loop Trail to Baker Trail SR542
segment
12 Everson to Lynden Nooksack Multi-use trail parallel t
Loop Trail River Trail (north bank) river
segment
13 Blue Canyon Connector trail, Multi-use trail Parks
connecting Hertz trail to Blue
Canyon Parkway
14 Bay-To-Baker Trail Multi-use paths Planning COG, WC, TEA- 500 500 8000
Maple Falls to Glacier Whatcom Cc 3x, land
(including bridge at Cornell Public Work: donations
Creek)
Whatcom County Pedestrian and Bicycle Plan Implementation Recommendations Page 24
Priority Enhancement Needs Project Agency Funding 2011-2013 2013- 2015-
rank Sources costs ($K) 2014
milestone targe costs (P 2017
for Y/E 2011 costs ($h
15 Marine Drive from Bancroft to Bike lanes and/or paralle Planning, PE Whatcom Co WCRF 10 190 -0-
McAlpine multi-use path
Public Works
16 City of Ferndale to Marine Multi-use paths Planning, PE Whatcom WCRF, 50 2250 -0-
Loop Trail Drive, Coast Millennium Trail , Parks, DFW TEA-21 ,
segment Nooksack River Trail Whatcom Cc IAC, TEA-
(including trail under Slater, Public Work: 3x
and trail link at Hovander
Park)
17 Portal Way from Blaine to -0-lanes, and parallel Planning Whatcom Co WCPWM 0 22
Ferndale
multi-use path Public Works
18 Hannegan Road from Hwy 542 Bike lanes and Signing & Whatcom Co WCRF 22 -0- -0-
to Lynden walkways, with priority
near schools. consider painting Public Works
Boulevard design
19 Birch Bay/Lynden Rd. Bike lanes and walkway! Signing & Whatcom Co WCRF 24 -0- -0-
From Lynden to Harbor View
Rd. or multi-use trail painting Public Works
20 E. Bakerview Rd from Meridian Bike lanes and walkway Planning, PE B'ham and WCPWM, -0- 64 -0-
to Hannegan Some shoulder
widenings, particularly Whatcom Co WCRF,
within Bellingham city Public Works B'hamPW
limits
21 W. Bakerview Rd./Airport Dr. Bike lanes: re-stripe Signing & Whatcom WCPWM 6 -0- -0-
from Meridian to Marine Dr. shoulder to meet bike
lane standards (current) painting Co. Public
substandard width & turr Works
lane configuration)
22 Sunset Dr. (Hwy 542) Bike lanes Signing & WSDOT WSDOT 26 -0- -0-
From Hannegan Rd . to Hwy 9 : painting Maint.
23 South Lake Whatcom Braided connector
connector to Lake Samish Dr beginning at Camp 2
Road and South Bay D
E via Cain Lake that connects to Lake
Samish Dr E to provide
connectivity for a
southern loop around
Lake Whatcom.
24 Point Roberts Loop Trails, Multi-use paths Planning COG, IAC, TEA- 10 200 1200
Interconnecting loops around Whatcom Cc 3x
Monument Park and Lily Pt. Public Works.
25 Lookout Mountain (Galbraith Multi-use paths Planning COG, WC & 100 250 250
area) Trails, North/South
connecting Whatcom Falls Completing westerly Whatcom Cc B'ham , IAC
Park to Lake Padden, segments of a Lake Public Work: Land
East/West connecting Lake Whatcom Loop Bellingham donations
Louise Rd to Yew St. and Par
Department properties. Parks
total cost of project Approx. $10M assuming no land donations
Priority Ranking Criteria
Priority projects have been identified from the complete project list to assist in
allocation of funding according to greatest need. The priority rank for each
project is based on scores for the following six criteria :
• serves a residential or relatively high density population area
Whatcom County Pedestrian and Bicycle Plan Implementation Recommendations Page 25
• leads to a school or is part of a school route
• provides access to a recreational facility or park
• functions as a key network link for the regional non-motorized network
• offers economic development potential for an under-served area
• ease of implementation due to low cost, public ownership, or other feature
In 2006 the Whatcom County Bicycle Pedestrian Advisory Committee ranked the
following projects using the above criteria and adopted this list of projects as
those which have highest priority for construction:
Priority Project Summary List
1 . Old Marine Drive BNSF trail crossing or airport trail ( bridge by- pass)
2. Drayton Harbor Road trail conversion (with Lincoln construction)
3 . Nooksack River Trail Ferndale to Lynden
4. Kendall -Sumas Road separated multi-use trail
5 . Nooksack River Hovander to Pioneer Park trail bridge
6. North Shore Road multi-use trail
7. Tyee Drive separated multi-use trail
8. Haxton Road separated multi-use trail
9. Birch Bay Backshore Berm trail
10. Lake Terrell to Hovander trail acquisition and construction
11 Bay to Baker Trail - Dewey Valley
12 . Nooksack River trail - Everson to Lynden
13 Blue Canyon Connector
14 Bay to Baker Trail - Maple Falls to Glacier
14a. Cornell Creek Bridge at Glacier on Bay to Baker Trail
15 Marine Drive separated multi-use path or shoulders
16 Nooksack River Trail Marine Drive to Hovander Park
16a . Nooksack Dike Trail Hovander Park link
16b. Nooksack River Trail under Slater
17. Peace Portal Drive shoulders and multi-use path
18. Deming Library SR542 Crosswalk
19. Hannegan Road Complete Street or Boulevard
Whatcom County Pedestrian and Bicycle Plan Implementation Recommendations Page 26
a F ° .tea"* "� �, '} c w . „„ 2 d-xeas �,? f2iyn �„✓ r
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Seniors are the fastest growing demographic segment and
seniors benefit from transportation options other than driving.
Whatcom County Pedestrian and Bicycle Plan Implementation Recommendations Page 27
POLICY RECOMMENDATIONS
Context Sensitive Considerations
As noted earlier in the plan, cycling expertise varies among the many types of
people who should be accommodated on the bicycle transportation network in
Whatcom County. The list of routes in Appendix 3 indicates priorities for
construction of bike lanes or designation of bike routes, as reconstruction of
roads occur. Other roads and routes are expected to accommodate bikes
sharing the existing roadway width with other mode travelers. Many cyclists
prefer to ride on narrow scenic roads where traffic is light. The plan recommends
preserving the historic character of low-traffic, low-speed roads where parallel
routes offer alternative routes for higher speed and higher volume travel.
The list of roads in Appendix 4 indicates priorities for "Heritage" cycling routes
where action strategies should be limited to maintaining low traffic volumes and
speeds and facilitating safe sharing of the roads in their existing configuration.
Policy Priorities for Implementation
Implementation strategy - Complete Streets: Give priority to construction of
walkways and bike lanes on streets within incorporated cities and small towns.
When streets are reconstructed or when new developments are built changing
transportation patterns, facilities for walking and bicycling should be added or
enhanced to serve increased non-motorized traffic flow.
Implementation strategy- Walkways: Give priority to walkways within incorporated
cities and small towns and along roadways within a one-mile radius of schools in
incorporated or unincorporated areas.
Walking trips are generally less than 3 miles (5 km). The provision of
walkways has been shown to reduce car use for these types of short trips
(75 % of U.S. car trips are less than 5 miles; and half of those trips are less
than 1 mile). Urban areas have the potential to serve more pedestrian
trips than rural areas due to the proximity of multiple destinations within
the expected 3 mile radius from home.
Walkways should be considered where road reconstruction projects take
place in unincorporated ( rural ) areas of the county within one mile of
commercial centers, as part of a policy of complete streets. Shared -use
paths can substitute for walkways where they would serve as an equivalent
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 28
pedestrian connection. In rural areas where roadside ditches provide
drainage, walking paths should be constructed on the far side of the ditch
to provide pedestrians with additional protection from motor vehicles while
preserving wetland and habitat functions of the existing drainage facilities.
Roadway shoulders, while not a welcoming pedestrian facility, may also be
considered in the project design for certain sites.
Implementation strategy - Commercial and residential developments: walkways,
paths, and other pedestrian accommodations should be funded by the developer
of new or redeveloped commercial and residential projects.
Besides walkways along street frontage, internal walkways or paths for
on-site circulation are necessary to connect walkers from public streets to
building entrances and within and between buildings. Pedestrian ways
should be protected from conflict with motor vehicles with clear
demarcation of walkways and crossings.
Implementation strategy — Bicycle facilities: Design projects to meet the needs of
cyclists of all skill levels and for an increased demand .
Whatcom County Comprehensive Plan policies and goals support and
encourage an increase in bicycle transportation trips. Commercial,
residential, and transportation construction projects should incorporate
capacity expansion for bicyclists to ensure support for these increased bike
trips. Capacity considerations should include short-term parking, long -term
secure parking, sufficient width of shared -use facilities to prevent conflict
with other travelers, and other elements described in Chapter 2 .
Implementation strategy: Develop and apply Bicycle and Pedestrian Level of
Service Standards or Level of Quality Standards.
Engineering standards for roadway capacity for motor vehicles are based on
regular and systematic vehicle counts on all major roads. Roadway widths„ speed
limits, and design of intersections are components in calculation of Level of Service
and this measurement offers a basis for decisions about when and where to
construct changes to the road system.
Level of Service standards for walkways and bicycling have been developed to
offer a measure by which facilities could be ranked and construction priorities
could be established. Level of Service for pedestrians and bicyclists must measure
different characteristics than capacity and speed. Walkways serve pedestrians
well when they have street trees and are adjacent to store fronts, for example.
Bicyclists may be well served by a low traffic shared roadway lane in a downtown
location but may benefit from a wide shoulder in a higher speed area.
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 29
Each of these characteristics can be quantified to result in a measurement of Level
of Service that can then be useful for planners, engineers and policy makers.
The Florida Department of Transportation and at the City of Portland,
among other areas, have developed effective Level of Service formulae
for walking and bicycling. For a successful long term approach to building
and maintaining a walking and bicycling transportation network, Whatcom
County will benefit from adopting a similar Level of Service (or, as the City
of Portland has termed its equivalent measure, Quality of Environment)
standard .
Implementation strategy: Develop and implement consistent and coordinated education
campaigns to assist vehicle drivers and non-motorized travelers to understand and
abide by safe and courteous methods for sharing the road .
Incremental Implementation
In cases where environmental factors would limit or prohibit the construction of a
uniform facility for the entire length of a roadway segment, a modified facility
may be provided for a portion of the segment as an interim solution.
Funding Strategies
The estimated cost of construction of the recommended facilities will exceed local
public resources if implemented without coordination with other development or
capital projects. Innovative funding and project programming can extend
available funding . For example, roadway shoulder width can be added as part
of regularly scheduled roadway reconstruction rather than as a bicycle project.
For a residential development, public trail easements connecting to the regional
trail system can be included as part of the development permit conditions.
Walking and bicycling are part of the human culture and should be automatically
included in standard public policy, planning, design, and construction' As
guidelines and policy manuals are updated, each should be revised to ensure
inclusion of standards and requirements for pedestrian and bicycle infrastructure.
For example, if criteria are included in the permitting process for residential or
commercial developments to encourage walking and bicycling, the cost of design
and construction of these elements do not become a public tax burden.
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 30
Project Cost Range Estimates
Costs vary widely depending on the type of facility being developed and by the
standards used. Funding sources, zoning or land -use designation, and
environmental considerations can influence the design and cost of a trail or road-
shoulder or other facility.
The major types of facilities considered here include:
• walkways,
• shared -use paths,
• shared -use shoulders,
• crosswalks
o unmarked,
o marked,
o signalized
• on- road bicycle facilities:
o shared lanes,
o wide curb lanes,
o striped paved shoulders,
o designated bicycle lanes.
Additional facilities to consider include:
• separated grade crossings
• curb ramps
• curb extensions
• audible crossing signals
• signalized crossings
• inter-modal transfer hubs
Each type of facility provides a different level of service to the pedestrian or
cyclist, and each has different cost considerations both for initial construction and
on-going maintenance. For example, designated bicycle lanes have higher initial
and on-going costs than wide curb lanes because of the additional stenciling,
striping, and signage required for a bicycle lane.
In some cases, on - road bicycle facilities can be constructed for low cost by retro-
fitting an existing roadway with new striping, removing on-street parking, or
changing the width or number of travel lanes. In some cases, addition of shared
use paths or walkways will require right-of-way acquisition and new construction.
Tax advantages are available to property owners through the Whatcom County
Code Open Space ordinance for designating a public access trail on private
property. Transportation funds can be used for trail development where trails
(shared use paths) will reduce motor traffic on roadways"'.
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 31
Sample Federal Funding Sources
Implementation strategy: Ensure that pedestrian and bicycle facilities are given due
consideration in all projects using federal transportation funds, as required by
federal law. This means including these facilities in all roadway projects where
there is a reasonable expectation for usage demand, except where prohibited by
law.
The federal funds that the Regional Transportation Planning Organization ( RTPO)
allocate every year are passed through to the RTPO, Whatcom Council of
Governments, by the Washington State Department of Transportation (WSDOT).
Some state funds are allocated for transportation projects in Whatcom County by
WSDOT. Before these projects can proceed, federal law requires that the RTPO
review and approve the spending of federal transportation funds within its area
of jurisdiction.
Several federal funding programs provide opportunities to build or maintain
transportation facilities for walking and bicycling . Below is a summary of these
funding categories and eligible types of projects and programs from the Federal
Highway Administration, Federal Transit Administration, and other federal
agencies and departments. There are limitations on the types of projects on which
federal funds can be spent.
Interstate Maintenance funds — these funds may be used to improve walkways,
shoulders, bicycle lanes, pedestrian crossings at interchanges and overpasses.
Potential project locations: Interstate 5 interchanges at Guide Meridian,
Lakeway Drive, Old Fairhaven Parkway, Ferndale Main Street, Blaine H
Street.
National Highway System (NHS) funds — these funds may be used for paths within the
Interstate highway rights-of-way; walkways, bicycle lanes or paved shoulders on
major roads or border crossings; underpasses/tunnels or overpasses on major roads.
State transportation departments receive NHS funds by a formula set by Congress
and typically program these funds directly with concurrence from the RTPO.
Potential project locations: constructing a shared -use path along Interstate
5 from Bakerview Road to Blaine; constructing bike route shoulders along
Pacific Highway and Peace Portal Way; constructing a shared-use path
along the Mt. Baker Highway from Bellingham to Deming ; acquiring right-
of-way and constructing a shared-use path along State Route 9 from
Sumas to Nugent's Corner;
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 32
Highway Bridge Replacement funds — Federal guidance directs jurisdictions to
presume that people will walk and bicycle on bridges using those funds for
reconstruction. Projects using these funds should give due consideration to walking
and bicycling as part of project design.
Surface Transportation Program (STP) — these funds may be used to construct new
or improved facilities for walking and bicycling as part of roadway projects. STP
funds can support publication of maps for bicycling or walking routes, and can
fund promotion and encouragement of walking and bicycling transportation.
Transportation Enhancements (TE) — ten percent of STP funds allocated to
Washington State are set aside to fund Transportation Enhancements, including
bicycle and pedestrian construction, safety education, and rail right-of-way
preservation for trails. These funds can be used for bicycle and pedestrian
projects that are not part of a roadway development.
Safety Set-aside — an additional ten percent of STP funds allocated to Washington
are designated for safety improvements, including safety of people walking and
bicycling . The Hazard Elimination Program is one sub- program whose funds can
address high priority safety problems. Priority for these funds is based on
locations with fatality collision rates statewide, consequently, high speed motor
vehicle routes have had precedence in the ranking.
Congestion Mitigation Air Quality Funds — these funds are allocated to areas where
air pollution does not comply with federal standards. Funds can be used to reduce
automobile trips, the major factor contributing to air pollution. Whatcom County
air quality complies with federal standards, consequently these funds are not
available here.
Recreational Trails Program — these funds are administered by the Interagency
Committee for Outdoor Recreation and they can be used to plan, maintain,
restore, and construct recreation trails. Projects are competitive statewide and are
generally awarded to Parks and Recreation Departments based on priorities
identified in their comprehensive plans.
National Scenic Byways Program — these funds may be used for projects affiliated
with a state-designated scenic byway. In Whatcom County, three routes have this
designation: Chuckanut Drive ( State Route 1 1 ), Mt. Baker Highway (State Route
542 ), and Valley Highway ( State Route 9 ). Walkways, crosswalks, informational
signing, bicycle lanes, and bicycle parking are among the eligible projects.
Potential project locations: Designation of Mt. Baker Highway shoulder
from Bellingham to Deming as a bike lane; pedestrian crosswalk
installation at Deming Public Library ; construction of a shared -use path
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 33
along the Mt. Baker Highway right-of-way from Bellingham to Nugent's
Corner; construction of a walkway along Chuckanut Drive from Willow to
2th Street; construction of a shared -use path along the Valley Highway
1
right-of-way from Wickersham to Deming
High Priority Projects/Demonstration •Projects/Congressional Earmarks — These are
projects inserted into to the annual transportation appropriate at the congressional
level. Earmarks have specific applicability for pedestrian and bicycle projects for
which there is broad public and political support. Expensive projects for which
other funding sources are inadequate, they are likely to include bridge projects
with walkways and bike lanes, bridges or overpasses for trails, or rail trails.
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Kettle Valley Trail in British Columbia attracts millions of dollars
in bicycle tourism annually. Whatcom County historic rail lines
featured trestles similar to the one pictured above.
Whatcom County Pedestrian and Bicycle Plan Policy Recommendations Page 34
APPENDICES
Appendix 1 : Glossary of Terms and Definitions
AASHTO — American Association of State Highway and Transportation Officials
Bham - Bellingham
Bicycle route — A system of bikeways, designated by the jurisdiction(s) having the
authority, featuring appropriate directional and informational
route markers. A series of bikeways may be combined to
establish a continuous route and may consist of any or all types of
bicycle facilities.
Bike lane — A portion of a highway or street identified by signs and/or pavement
markings reserved for the exclusive use of Bikes.
Bikeway — Any trail, path, part of a highway or shoulder, or any other traveled
way specifically signed and/or marked for bicycle travel.
Category A bicyclist — Advanced or experienced riders who are generally using
their bicycles as they would a motor vehicle. They want direct
access to destinations with a minimum of delay and are
comfortable riding with motor vehicle traffic.
Category B bicyclist — Basic or less confident adult bicyclists who might be using
their bicycles for transportation purposes. They prefer to avoid
roads with fast and busy motor vehicle traffic unless there is
ample roadway width.
Category C bicyclist — Children, riding alone or with their parents, or other
inexperienced or disabled cyclists who need access to key
destinations in the community such as schools, friends, recreational
facilities, social services, stores, and other sites. Residential streets
with low motor vehicle speeds ( linked with shared use paths and
busier streets with well defined pavement marking between
bicycles and motor vehicles) can accommodate Category C
cyclists with shared roadway markings or other means as a way
to facilitate their bicycle travel. These shared roadway routes can
supplement parallel high-traffic roads where Category A cyclists
would ride in the travel lane of highways and major arterials.
Chain of Trails — Project to study the potential trail systems links in the county. The
first phase, begun in 2000, is led by WCOG and focuses on the
Mount Baker Foothills region.
CMT — Coast Millennium Trail. A bicycle route connecting between Skagit County
and the Canadian border, sited primarily along the coast.
COG — Whatcom Council of Governments. Alliance formed to coordinate regional
issues between jurisdictions, such as transportation planning .
www.wcog .org
CZM — Coastal Zone Management. www.ocrm.nos.noaa.gov/czm/
FHWA Federal Highway Administration
IAC — Interagency Committee for Outdoor Recreation. www.iac.wa .gov
PE — Preliminary engineering
Shared roadway — A roadway that is open to both bicycle and motor vehicle
travel . Shared roadways do not have dedicated facilities for
bicycle travel.
Shared use path — A facility on exclusive right of way with minimal cross flow by
motor vehicles. It is designed and built primarily for use by
bicycles but is also used by pedestrians, joggers, skaters,
wheelchair users (both non-motorized and motorized), and others.
Whatcom County Pedestrian and Bicycle Plan Appendix 1 : Glossary of Terms and Page A 1 - 1
Definitions
TEA-21 - Transportation Equity Act for the 21St century. A federal program to
direct additional transportation funding to travel modes other
than single-occupant motor vehicles. These grant opportunities
expired in 2000.
TEA-3x - Reauthorization of TEA- 21 , currently being evaluated in congress. These
new grant opportunities are expected to become available.
Transportation Demand Management (TDM) Effort to reduce traffic
congestion by encouraging multi-modal transportation
options. Washington State has a formal TDM program called
Commute Trip Reduction
Walkway — Pedestrian facility designed in accordance with AASHTO or
WSDOT standards, or as designed per the FHWA standards for
recreational trails.
WC - Whatcom county
WCRF - Whatcom county road fund . Primarily from gasoline and property taxes, these
funds are administered by the county Public Works Department.
WCPWM - Whatcom county public works, maintenance. Facility maintenance funds
administered by the county Public Works Department.
WSDOT - Washington State Department of Transportation.
Whatcom County Pedestrian and Bicycle Plan Appendix 1 : Glossary of Terms and Page A 1 -2
Definitions
Appendix 2 - Pedestrian and Bicycle Project Priorities Map
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Whatcom County Pedestrian and Bicycle Plan Appendix 2: Project Priorities Map Page A2- 1
•
Appendix 3 Proposed Bike Routes List
Criteria :
• Connectivity between communities
• Scenic byways
• All state highways
Existing routes:
• Hannegan Road between Bellingham and Lynden
• Birch Bay - Lynden Road between Birch Bay and Lynden
Proposed routes:
State Highway 539 from the Bellingham city limits to State Highway 546 ( East Badger
Road ) through Lynden
State Highway 542 (Mt. Baker Highway) from Bellingham city limits to Mt. Baker
State Highway 544 ( East Pole Road ) from State Highway 539 ( Guide Meridian Road )
to State Highway 9 in Nooksack
State Highway 546 ( East Badger Road ) from State Highway 539 to Sumas city limits
State Highway 548 from Portal Way to Blaine city limits
State Highway 9 from Whatcom — Skagit county line to Sumas city limits
State Highway 11 ( Chuckanut Drive) from the Bellingham city limits to the Whatcom —
Skagit county line
Northwest Drive between Bellingham city limits and intersection with Wiser Lake Road
Axton Road from Northwest Drive to Ferndale city limits .
Wiser Lake Road to Hannegan Road
Smith Road from Ferndale city limits to State Highway 542
Slater Road from Northwest Drive to Lake Terrell Road to N . River Road to Haxton
Way to Lummi Shore Drive to Marine Drive to Bellingham city limits
From Lummi ferry terminal to Nugent Road to West Shore Drive to Legoe Bay Road to
ferry terminal
Mosquito Lake Road from Acme to Truck Road to State Highway 542
South Pass Road from Nooksack to Silver Lake/Silver Lake Road to Maple Falls
From Lawrence at State Highway 9 on Siper Road to Goodwin Road to Telegraph
Road to Sumas/South Pass Road
From Everson on North Washington Street (Van Buren Road ) to Hampton Road to
Lynden
From Lynden on Hampton Road to Northwood Road to Timon Road to Stickney Island
Road to Everson
Whatcom County Pedestrian and Bicycle Plan Appendix 3 : Proposed Bike Routes List Page A3- 1
From State Highway 542 (Mt. Baker Highway ) on Everson-Goshen Road to State
Highway 544 ( East Pole Road )
On Northshore Drive from Bellingham city limits to the County park trail
From State Highway 542 (Mt. Baker Highway) on Y Road to Northshore Drive
From Blue Canyon to Park to South Bay Road to Lake Whatcom Blvd. to Bellingham
city limits
From Lake Whatcom Blvd on Lake Louise Road to Cable Street to Lakeway Drive to
Bellingham city limits
From Chuckanut Drive on Lake Samish Road ( Old Samish Road ) to East Lake Samish
Drive to West Lake Samish Drive to North Lake Samish Drive to Lake Samish Road
(Old Samish Road )
From Slater Road to Lake Terrell Road to Kickerville Road to Loomis Trail Road to
Blaine city limits
From Blaine Road (State Highway 548) on Anderson Road to Birch Bay Drive
From Kickerville Road on Grandview Road ( State Highway 548 ) to Pt. Whitehorn
Road
Ferndale city limits on Portal Way ( Enterprise RD?) to Brown Road to Kickerville Road
From Ferndale city limits on Portal Way to Blaine city limits
From Loomis Trail Road on Drayton Harbor Road to Blaine city limits
From Ferdale city limits on Mt. View Road to Lake Terrell Road
From Lynden city limits on West Main Street to Berthusen Road to West Badger Road
to Line Road to Hayne Road to Sweet Road to Blaine city limits
Point Roberts Proposed routes :
From border crossing on Tyee Drive to A.P.A. Road to Marine Drive to Roosevelt Road
to Boundary Bay Road to A. P.A. Road
From Tyee Drive to Bensen Road to Teller to Gulf to Marine Drive
Not included are proposed highway routes that would parallel the Bay to Baker Trail
Whatcom County Pedestrian and Bicycle Plan Appendix 3: Proposed Bike Routes List Page A3-2
Appendix 4: Proposed Heritage Cycling Roads List
Heritage Cycling Roads are those routes which provide a rustic, scenic, low-traffic, low-
speed route ( generally 35 mph or less) for those cyclists who prefer to share a narrow
historic road with a small number of motorists. The roads that have been selected by the
committee for the Heritage designation represent routes where one or both of the
following conditions is present:
1 . A parallel high-traffic route with proposed or existing shoulders or bike lanes
exists or has been designated for construction to serve those cyclists who prefer
to bike on shoulders or adjacent to higher volumes and speeds of traffic
2 . The historic and scenic character of the Heritage road would be compromised by
construction of widening or shoulders and might have the unintended effect of
attracting higher volumes of motor traffic traveling at higher speeds
Heritage Routes may benefit from educational, and enforcement strategies to maintain the
lower-traffic character of the routes and to emphasize the importance of sharing the road
safely. Heritage Routes should serve pedestrian travelers with multi-use trails rather than
walkways.
The below list provides an initial sample of priorities:
1 . Mosquito Lake Road
2 . Goodwin, Siper, and Telegraph Roads
3 . Noon Road
4. Y Road, Squalicum Lake Loop, Agate Bay Road
5 . Douglas Road
6. Deming Road
7. Silver Lake, South Pass, and Reese Hill Roads
8. Pt. Roberts Loop (with trail construction)
9. Timon and Stickney Island Roads
10. Roads that parallel the Bay to Baker Trail route
11 . Lummi Island Loop roads yy
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Whatcom County Pedestrian and Bicycle Plan Appendix 4: Heritage Cycling Roads Page A4- 1
List
Appendix 5: Compendium of Recommended Implementation Strategies
o Implementation strategy: Seek outside funding opportunities and coordinate
with schools to fund training for elementary school teachers to become
certified in a recognized walking and bicycling safety education program.
o Implementation strategy: Fund promotional and incentive programs for Bike to
Work and School Day, International Walk and Child to School Day, and
TravelSmart-type community actions. Measure mode change. Actions include
events, Transportation Demand Management, incentives, Whatcom Smart Trips.
o Implementation strategy: Follow up educational outreach about courteous and
safe road-sharing with enforcement actions that reinforce the message for all
types of roadway users. Crosswalk enforcement, residential speed limit
enforcement.
o Implementation strategy: Implement a system to periodically count
pedestrian and bicyclist transportation mode share in strategic, targeted
corridors and report trends and goals in the Transportation Improvement
Program.
o Implementation strategy - Complete Streets: Give priority to construction of
walkways and bike lanes on streets within incorporated cities and small
towns.
o Implementation strategy- Walkways: Give priority to walkways within
incorporated cities and small towns and along roadways within a one-mile
radius of schools in incorporated or unincorporated areas.
o Implementation strategy - Commercial and residential developments:
walkways, paths, and other pedestrian accommodations should be funded
by the developer of new or redeveloped commercial and residential
projects.
o Implementation strategy — Bicycle facilities: Design projects to meet the
needs of cyclists of all skill levels and for an increased demand .
o Implementation strategy: Develop and apply Bicycle and Pedestrian Level
of Service Standards or Level of Quality Standards.
o Implementation strategy: Develop and implement consistent and
coordinated education campaigns to assist vehicle drivers and non-
motorized travelers to understand and abide by safe and courteous
methods for sharing the road .
o Implementation strategy: Ensure that pedestrian and bicycle facilities are
given due consideration in all projects using federal transportation funds,
as required by federal law. This means including these facilities in all
roadway projects where there is a reasonable expectation of usage
demand, except where prohibited by law.
Whatcom County Pedestrian and Bicycle Plan Appendix 5: Recommended Page A5-
Implementation Strategies
i Institute of Transportation Engineers, June, 1978
" Transportation Research Board Policy Study FR264, North Carolina bicycle routes standards, 1 978
AASHTO Guide for the Design of Bicycle Facilities, 1999
iv Peter Lagerway, Seattle Department of Transportation
v RCW 84.34.055 Open Space land is defined as Any land area in which the preservation in its present use
would enhance the value to the public of abutting or neighboring parks, forest, wildlife preserves,
nature reservations or sanctuaries or other open space, or enhance recreation opportunities
vi Clallam County Olympic Discovery Trail, etc.
Whatcom County Pedestrian and Bicycle Plan Appendix 6 - End Notes Page A6- 1