The Topeka Bikeways Circulation Study- Phase V

An Action Plan and Supplement to the Topeka Bikeways Master Plan

MTPO

March 15, 2024

Bike Plan Vision:

Topeka will be a place where people of all ages, abilities, and backgrounds have safe, comfortable, and convenient opportunities to bike for transportation and recreation.

Guiding Principals for Bicycling in Topeka

Equity and Access for All
Health, Wellness and Safety
Sustainability and Economic Development
Livability
Land Use and Transportation Connections

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Background

2012 Topeka Bikeways Plan Proposed Network

The development of the Topeka Bikeways Master Plan set the stage for greater bicycling in Topeka. Adopted by the Metropolitan Topeka Planning Organization (MTPO) in 2012, the Plan included eight trails and a 122-mile on-street bike network to be built in five phases over a 15- year period. In addition, it included recommendations to support this infrastructure with policies and programs including engineering, education, encouragement, enforcement, and evaluation. Topeka has since expanded the total mileage that will be built as part of the Bikeways Network to 167 miles and continues to look for opportunities to increase the mileage of bike facilities through Complete Streets projects and other opportunities on city and county projects.

Purpose of the Bike Plan Update

Topeka is at an important crossroads where it is critical to ensure that the next phase of bicycle infrastructure spending takes bicycling to a higher level in both quality and appeal to potential riders. The Topeka Fast-Track Bike Plan does not replace the 2012 Plan, rather it serves as an action plan and supplement to that plan as it responds to evolving community priorities and current best practices. It provides an assessment of how far Topeka has come since the initial plan and takes stock of what is working and what needs to be strengthened. As a plan update, the Fast-Track Bike Plan achieves the following purposes, it:

Refreshes the bike plan goals and prioritization criteria to guide future project selection;

Establishes a priority “low-stress/high quality” network that will appeal to potential users of all ages and abilities and can realistically be built within the next ten years;

Recommends a short list of grant-ready “ultimate design” projects to complete by 2030 using committed sales tax funds. These recommendations include both upgrades to previously implemented facilities as well as new routes and trails.

Illustrates high level design concepts to help jump-start the priority projects and leverage grant funding.

Updates existing routes and design guidance to better achieve the community’s updated bicycling goals and current state of engineering best practices.

Acknowledges that the process for implementing the full “Vision” network must be an iterative one. The long-term Vision Network should be revisited every 7-8 years with a bike plan update process that allows for a fresh look at prioritizing projects based on current state of the practice and shifts in development and public desires.

2012 Bikeways Master Plan

We are extremely proud of the progress we have made in Topeka over the past ten years to support bicycling as a key component of our transportation system. Our community has taken several important steps, including:

Developed and adopted our first Bikeways Master Plan in 2012;
- Voted for a countywide half cent sales tax with up to $3.5 million for bike projects through 2031;

Developed Design Guidelines to strengthen the city and county Complete Streets policies;

Built approximately 85 miles of on-street bike facilities including bike lanes (10%), multiuse side-paths (31%), and share the road signage or sharrows (54%);

Received approximately $4.4 million in grants for bicycling improvements;

Received designation as a Bronze-Level Bicycle Friendly Community by the League of American Bicyclists;

Adopted a new Land Use Growth Management Plan with Transportation choices as one of the major pillars; and

Adopted the Futures 2045 Regional Transportation Plan that includes an increased emphasis on active transportation.

Background info on Fast-Track Update:

The Topeka Fast-Track Bike Plan serves as an Action Plan and Supplement to the 2012 Topeka Bikeways Master Plan. It prioritizes a network of high-quality, low-stress bike projects and renews our commitment to bicycling as a means to achieve the broader community goals of health, sustainability, equity, economic development, and high quality of life.

The Fast-Track Network Map shows the projects that should be prioritized for implementation as stand-alone projects using the dedicated countywide sales tax to leverage grant funding (e.g. State/Fed, Transportation Alternatives) over the next 10 years. These projects align with the guiding principles of the plan and meet the following prioritization criteria developed during the planning process:

create a priority network of connected high-quality routes that form the spine of the low- stress bicycle network,

provide greater separation between motor vehicles and bicyclists on higher speed, higher volume routes,

connect to major destinations and trails,

provide greater access to underserved neighborhoods, and

build a downtown network of bike facilities connected to neighborhoods.

The Vision Bike Network Map shows the long-term vision for bicycling routes in Topeka. This long-term network remains largely as envisioned by the 2012 Bike Plan with the goal of providing high-quality bike facilities that connect residents and visitors to destinations throughout the City. However, there are several key differences. The Fast-Track Bike Plan’s Vision Network:

supplements the original map with additional routes to fill gaps in the network based on public input gathered in 2019-2020, data analysis, fieldwork, and latest best practices;

recognizes that the process for implementing the full “Vision” network must be an iterative one that is updated every 7-8 years to allow for high-quality “ultimate design” routes to be constructed;

As originally envisioned, the long-term network was selected based on the principles of integrity, directness, safety, comfort, user experience, feasibility and potential destinations. While these basic principles still guide long-term bicycle network planning, the Fast-Track Bike Plan places a greater emphasis on high-quality bicycle facilities that provide more separation from traffic to attract more riders of all ages and abilities.

Currently, approximately half of the on-street network envisioned by the 2012 Bike Plan has been completed (see map on page 20), but in most cases, this has been achieved by installing shared roadway pavement markings, or sharrows, where bicyclists are mixed with motor vehicle traffic. Many of the higher quality, “ultimate designs” for most bike routes in the 2012 Plan have yet to be implemented. The Fast-Track Bike Network addresses this issue by selecting a small subset of projects from the Vision Bike Network that should be implemented in the short-term with a focus on high-quality facilities for bicycling. These make up the Fast-Track Bike Network.

The Spine Network Map shows a combination of existing and funded on-street and trail infrastructure, fast track projects and vision projects. The 98-mile Spine Network (highlighted in red) is intended to reflect high-quality routes that form the spine of the low-stress bicycle network. It achieves access to safe bike facilities for all segments of Topeka’s population and connects diverse neighborhoods. Today, we have completed about 53% of the spine network. At the conclusion of this action plan, we will have 81% completed.

Bikeways Phase V - Plan Update

This section is the continuation of the Fast-Track Plan where we selected additional projects and developed high-level design concepts.

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NE River Road: NE Crane St to NE Emmett St

Overview: River Rd from NE Crane St to NE Emmett St was assessed to determine how a bikeway could be included along the corridor. Major challenges were identified that would impact the implementation schedule and cost. The design team looked at options for alternative bikeway routes from Downtown Topeka to Santa Fe Park; however, the community desires the connection via River Rd. There is also a study under development to look at improving access to the Kansas River and possible changes to land use and development along the river.

The Major Challenges:

-River Rd is located on a United States Army Corp of Engineers (USACE) owned levee. Improvements will need to be coordinated with the USACE, which will add time to the design and construction process, delaying implementation.

-There is an existing BNSF railroad bridge that extends over River Rd, with bridge piers located within the area of the roadway. Any improvements will need to be coordinated with, and approved by the railroad.

-The Polk Quincy Viaduct Project is a major highway project that realigns I-70 through Topeka. River Rd is being considered as a detour route during construction, which is expected to begin in 2025 and last 3 years. It is not desirable to have River Rd under construction when it is being used as a detour route.

-There are existing guardrails along portions of the River Rd corridor. These are the jurisdiction of the city and could be removed or relocated if additional resources are allocated for the River Rd project.

-Based upon the parcel data from the Shawnee County Appraiser’s Office, existing right-of-way is limited. In addition, there are steep slopes adjacent to the roadway. Adding a bikeway along this corridor will likely require additional right-of-way (or access granted) and construction of retaining walls.

For these reasons, a concept form was not developed for River Rd; however, this Plan identifies a proposed concept for providing a bikeway along the River Rd corridor.

The proposed concept is to construct a 12-foot-wide shared use path along the south / east side of River Rd from NE Crane St to NE Emmett St. This route is a vital transportation connection from Downtown Topeka to Santa Fe Park and the Oakland neighborhood. The shared use path is also anticipated to be part of a long-term recreational trail corridor along the river. The wide shared use path is intended to allow side-by-side walking or riding and mitigate safety and discomfort issues between people riding bicycles and people walking.

SE Adams Street: SE 10th Avenue to SE 1st Street

Recommendations:

· Section A & B: A traffic calmed (curb extensions, medians, etc.) shared street is proposed. To meet the all-ages and abilities goal, a speed limit reduction to 20 or 25mph should be pursued. If the lower limit and operating speeds cannot be achieved, the bikeway may not serve all ages and abilities. The brick condition should also be evaluated and reset where possible to provide a smooth riding surface.

· Sections C and D: One-way separated bike lanes pair to provide access to both sides of the street.

· Intersections: At 4^th Street, a high comfort crossing such as a Pedestrian Hybrid Beacon (PHB) should be considered. Refer to the FHWA STEPS guide for crossing treatment selection.

Rationale:

· Speed and AADT: At a posted speed limit of 30 mph and with an AADT less than 3,000 veh/day (AADT data was only available from 5^th to 1^st St), buffered bike lanes may be an appropriate design option. However, the share of heavy vehicles should be evaluated to determine if a SUP or other separated facility should be considered.

· One-Way vs. Two-way Separated Bike Lane: North of 4^th Street, one-way separated bike lane (SBL) is recommended for Sections C and D. However, in order to ensure bicyclist safety and comfort, the curb should be reconstructed and driveway entrances/exits should be formalized north of 4^th Street where the curb is less defined and there are likely to be more conflicts with trucks entering and exiting the roadway. A one-way SBL on both sides of the street will provide access to destinations on both sides of the street and provide expected operations at intersections.

· Removing and/or Reconfiguring lanes: As per the Topeka Complete Streets Guidelines, 12-foot lanes are preferred for industrial roadways, although 11-foot lanes are also appropriate. Topeka’s Complete Streets Guidelines state “Four-lane streets with volumes less than 15,000 vehicles per day generally are good candidates for four-to three-lane conversions.” This is based on FHWA’s Road Diet Guidance . The existing four and five-lane segments (Sections C and D) have excess capacity. Two or three lanes, as proposed, will be adequate to handle the existing and projected volumes for SE Adams Street.

Other Considerations: From SE 10^th Avenue to SE 5^th Street, where the roadway width is constrained to about 24 feet, there is insufficient space to provide a separated facility within the roadway. Options include reducing the speeds and volumes within the street to create a comfortable shared street option or to widen the west side of the street sidewalk to 11 feet to accommodate bicyclists on a shared use path. CSAC opted to pursue a shared street option including a speed limit reduction to meet the all ages and abilities goals. The parking area on the east side of SE Adams Street (between SE 8^th Avenue and SE 9^th Street) would not be affected but given the increase in bicyclists, reverse in angled parking should be considered to improve visibility and safety.

Cost Estimate: $618,800

~Click to the right of the picture to see proposed designs

SE 1st Street: Kansas Avenue to Jefferson Trafficway

Recommendations:

Section A: The CSAC’s preferred design is to place pedestrian and bicycle facilities in the existing median, however, the railroad still maintains ownership of this land. If the railroad is not open to the proposed solution, an alternative proposal has been provided. If a bikeway is to be implemented in the short term, the alternative concept is likely the only option.

Intersections: Some additional traffic control may be needed depending on the alternative selected. Center median bicycle and pedestrian facilities can be challenging at intersections and often have increased costs related to intersection improvements.

Rationale:

Speed and AADT: At 30 mph with an AADT less than 3,000 vehicles per day, bike lanes (Buffer Preferred) may be appropriate. Given the available roadway width, ROW width, and this streets’ inclusion as a part of the bikeway spine network, a SBL is feasible and will provide increase comfort on the core network.

One-Way vs. Two-way Separated Bike Lane: While one-way separated bicycle lanes are preferrable in many instances as they provide access to both sides of the street and movements at intersections are more expected, a two-way facility in the center median is recommended here as it reduces the number of crossings (driveways) and provides a planted buffer which could include shade trees.

Removing and/or Reconfiguring parking: Based upon the land uses along the corridor and the prevalence of off-street parking, the on-street parking may be underutilized. If on-street parking is underutilized, it can be removed to accommodate a high-comfort bikeway and possibly address the gap in the sidewalk network.

Other Considerations: (Driveway considerations)

Cost Estimate: $917,917

~Click to the right of the picture to see proposed designs

SE 4th Street: Kansas Avenue to NE Golden Avenue

Recommendations: Section A: Buffered bicycle lanes are recommended with a buffer between both the on street parking and the travel lanes. In addition, a median should be provided where possible to reduce overall street width and reduce vehicle speeds to improve safety for all modes.

Section B & C: A SUP along the north side of SE 4^th Street is recommended. From Branner Ave to Golden Ave, there is not enough existing pavement to provide bicycle facilities on most blocks. While the SUP does not provide direct access to both sides of the roadway, it does provide a direct connection to each of the Shunga Trail connections.

Section D: The existing bridge is not wide enough to accommodate bicycle lanes and the existing two-lane roadway. The overall width of the bridge deck may provide enough space to continue the SUP with re-decking of the bridge (but without widening). An interim solution has been shown if the bridge work cannot occur with the bikeway implementation.

Intersections & Crossings: Traffic control and bikeway transition at Adams Street will be needed. Where the SUP is proposed, crossings should be provided to provide safe and comfortable connections to the side streets.

Rationale: Speed and AADT: With a posted speed of 30mph and existing roadway volume of 3,850 veh/day from Kansas Avenue to Adams Street, the Topeka Complete Streets Manual recommends a buffered bike lane. No volume data was provided from Adams Street to Golden Ave. Given the speed, a buffered bikeway is the minimum facility necessary to accommodate all ages and abilities.

One-Way vs. Two-way Bikeway Facilities: Bike lanes are preferable from Kansas Avenue to Adams Ave as they allow full access to both sides of the street, have a lower crash risk than a two-way SBL or SUPs, and may use existing signals depending on the turning volumes. A SUP is preferable from Adams Ave to Branner. Given the land use, not many bicycle trips are expected to terminate along this section and therefore the access to the south side of the street is not a significant concern. In addition, it allows for preferred widths instead of constrained widths as a one-way SBL pair.

Removing and/or Reconfiguring lanes: Narrowing travel lanes – The AASHTO Green Book provides flexibility in in travel lane width and allows lanes to be as narrow as 10 feet in a variety of contexts. Topeka’s Complete Street Guidelines encourage 10-11ft lanes on arterial and collector streets as the provide many safety benefits for all users. Topeka’s Complete Streets Guidelines state “Four-lane streets with volumes less than 15,000 vehicles per day generally are good candidates for four-to three-lane conversions.” Based on FHWA’s Road Diet Guidance . This applies to SE 4^th Street from Kansas Avenue to SE Adams Street.

Removing and/or Reconfiguring parking: Where present (e.g., Section A), the existing parallel parking can be shifted in to provide parking protected bike lanes. Compared to conventional bicycle lanes, parking protected bicycle lanes can decrease the risk of a bicyclist being “doored” by a motorist opening a car door or being struck by a motorist entering or exiting a parking space.

Other Considerations: The overall roadway width on the western edge of the corridor may be intimidating to many riders if only a bicycle lane or buffered bicycle lane is provided. By providing a SBL, this can address some of the discomfort that a wide roadway can cause. Even with the low AADT, many of the two-lane sections of 4^th Street are wider than necessary which can lead to higher speeds discouraging IBC riders from sharing the roadway with automobiles. Providing buffered bicycle lanes (or some type of physically separated facility) will be necessary to meet the needs of all ages and abilities.

Cost Estimate: $2,948,348

~Click to the right of the picture to see proposed design

SW 4th Street/Willow Avenue: Washburn Avenue to Kansas Avenue

Recommendations: Section A-D: One one-way separated bicycle lane in the same direction as the motor vehicle travel lane is proposed for the one-way pairs SW 4^th & SW 5^th. One-way pair bicycle facilities can experience wrong way riding. The bicycle lane should be kept as wide as possible to allow for safe passing if wrong way riding does occur.

Intersections: One-way streets often experience higher speeds. Care should be taken at intersections and other conflict points to slow drivers before crossing the bikeway.

Rationale:

Speed and AADT: At 30 mph with an AADT from 3,000 – 6,000 veh/day, painted buffered bike lanes may be appropriate, however a SBL is feasible and will provide increased comfort on the Spine Network.

One-Way vs. Two-way Protected Bike Lane: For Sections A & B, a one-way SBL pair cannot be provided within the current curb-to-curb width. A two-way SBL is preferred to provide bi-directional travel, however, it does limit access to the other side of the street and can have a higher crash risk that should be mitigated as much as possible through geometric and signal phasing designs. At CSAC’s direction, a one-way SBL will be provided on one side of the street. For Sections C & D, a one-way SBL pair is feasible and would provide full access to both sides of the street and has a lower crash risk. Additional signal equipment may be needed given that the street is currently one-way. At CSAC’s direction, one one-way SBL is recommended though instead of a one-way SBL pair.

Removing and/or Reconfiguring lanes: Narrowing travel lanes – The AASHTO Green Book provides flexibility in travel lane width and allows lanes to be as narrow as 10 feet in a variety of contexts. Topeka’s Complete Street Guidelines encourage 10-11ft lanes on arterial and collector streets as they provide many safety benefits for all users. One-way streets – These streets were often originally designed to operate as a two-way street before being converted to a one-way. In some cases, there is excess capacity that offers opportunities for high-comfort bikeways. This was found to be the case for SW 4^th Street with AADT volumes ranging from 4,967 veh/day from Washburn Ave to Topeka Blvd and 2,635 veh/day from Topeka Blvd to Kansas Avenue. By right sizing the roadway capacity, safety issues prevalent in overbuilt roadways may be mitigated and high-quality bikeways can be provided.

Removing and/or Reconfiguring parking: If on-street parking is underutilized on one side, it may be appropriate to remove it to fit a high-comfort bike facility. Compared with bicycle lanes adjacent to on-street parking lanes, parking protected bike lanes decrease the risk of a bicyclist being “doored” by a motorist opening a car door or being struck by a motorist entering or exiting a parking space. Consider converting the head-in angled parking to reverse angled. Note that head-in angled parking should never be placed behind a conventional bicycle lane.

Other Considerations: SW 5^th Street and 4^th Street are a one-way pair. Because bicyclists need to expend considerably more energy than a motorist, providing only one-way SBL on each roadway (no bidirectional travel) could suppress bicycling due to the out of direction travel needed and there may be an increase of wrong way riding. Both 5^th and 4^th Street have constrained sections on the western edge of the study areas. The constrained section for 4^th is shorter and because 4^th provides a more direction connection, if this street is reconstructed in the future, it may be possible to widen this roadway to allow for bi-directional travel. While bidirectional travel should still be considered on 5^th Street, we believe it may be a lower priority than 4^th Street. Both should be monitored after the implementation of the one one-way SBL’s implemented on each street to determine if bi-directional facilities should be considered as a next step.

Cost Estimate: $942,331

~Click to the right of the picture to see traffic calming examples

SW 5thh Street/Quincy Street: Washburn Avenue to SE 4th Street

Recommendations: A one-way parking protected SBL is proposed for entire study area.

Intersections: At some intersections, the curb extensions may need to be reworked to provide a continuous bikeway.

Rationale:

Speed and AADT: No AADT was available for SW 5^th Street, but it was assumed that volumes would be similar to SW 4^th Street as they together serve as a one-way pair. At 30 mph with an assumed AADT from 3,000 – 6,000 veh/day, buffered bike lanes may be appropriate, however a SBL is feasible and will provide increase comfort on the Spine Network.

One-Way vs. Two-way Protected Bike Lane: A one-way SBL pair could not be maintained throughout the corridor and changing facility types multiple times can degrade the overall facility comfort. A two-way SBL is preferred over one-way SBL pairs to provide bi-directional travel, however, it does limit access to the other side of the street and can have a higher crash risk that should be mitigated as much as possible through geometric and signal phasing designs. At CSAC’s direction, one one-way SBL was included along 4^th & 5^th in the same direction as the motor vehicle travel lane.

Removing and/or Reconfiguring lanes: Narrowing travel lanes – The AASHTO Green Book provides flexibility in in travel lane width and allows lanes to be as narrow as 10 feet in a variety of contexts. Topeka’s Complete Street Guidelines encourage 10-11ft lanes on arterial and collector streets as the provide many safety benefits for all users. One-way streets – These streets were often originally designed to operate as a two-way street before being converted to a one-way. In some cases, there is excess capacity that offers opportunities for high-comfort bikeways. Because it was assumed that the volumes for SW 5^th Street are similar to SW 4^th Street, similar assumptions for lane reductions were made throughout the corridor.

Removing and/or Reconfiguring parking: If on-street parking is underutilized on one side it may be appropriate to remove it to fit a high-comfort bike facility. Compared with bicycle lanes adjacent to on street parking lanes, parking protected bike lanes decrease the risk of a bicyclist being “doored” by a motorist opening a car door or being struck by a motorist entering or exiting a parking space. The proposed facility will shift parking in to provide a parking protected facility which reduces the risk of dooring, maintains the existing parking, and provides a more comfortable bikeway facility. Converting diagonal parking to parallel parking on 5^th Street/Quincy Street between Kansas Avenue and 4^th Street – Converting diagonal on-street parking to parallel parking would provide roadway space for a high-comfort bikeway. Diagonal parking could be maintained on both sides if only one through lane is needed. Otherwise, it is recommended that the diagonal parking be converted to parallel parking along the south/east sides of the street to accommodate the preferred bikeway.

Cost Estimate: $299,117

~Click to the right of the picture to see traffic calming examples

SE 6th Street: SE Madison Street to SE Branner Street

Recommendations: Separated bike lane with flex posts. Consider using concrete barriers in the buffer along the bridge (Sections B & C).

Consider conflict markings and two-stage left turn boxes at intersections.

Rationale:

Speed and AADT: At 30 mph with an AADT greater than 6,000 veh/day, separated bike lanes or a shared use path would both be appropriate. Given the constrained width on the bridge, separated bike lanes are a more feasible design option. Separated bike lanes will also easily tie into the existing SE 6^th Street bike lanes east of SE Chandler Street. Separated bike lanes accommodate the interested but concerned user and would make it easier for those coming from the west to access the Shunga Trail.

One-Way vs. Two-way Protected Bike Lane: A one-way separated bike lane (SBL) pair provides bicyclists with access to both sides of the street. This configuration more easily ties into the bike lanes east of SE Chandler Street and may also be more intuitive to people biking. Bicyclists may use existing signals. A bike phase could be considered as well.

Removing and/or Reconfiguring lanes: The AASHTO Green Book provides flexibility in in travel lane width and allows lanes to be as narrow as 10 feet in a variety of contexts. Topeka’s Complete Street Guidelines encourage 10-11ft lanes on arterial and collector streets as they provide many safety benefits for all users.

Topeka’s Complete Streets Guidelines state “Four-lane streets with volumes less than 15,000 vehicles per day generally are good candidates for four-to three-lane conversions.” This is based on FHWA’s Road Diet Guidance .

A two-way center left turn lane is not recommended for the section from Jefferson Street to Chestnut Street as there are no destinations for people to access by turning left.

Other Considerations: A wide buffer can increase comfort for bicyclists and provide separation from fast-moving traffic. At intersections, wide buffers improve sightlines and make it easier for drivers to see bicyclists and yield to them when necessary.

Floating bus stops should be implemented at existing transit stops. The bike lane can be narrowed behind the bus stop and ramped up to sidewalk level to encourage bicyclists to slow down and yield to pedestrians and transit riders. The forthcoming AASHTO Bike Design Guide includes guidance for transit stop and bikeway guidance. Existing guidance is provided in the AC Transit Multimodal Corridor Guidelines (https://www.actransit.org/website/uploads/AC_Transit_Multimodal_Corridor_Guidelines_Final.pdf).

Cost Estimate: $177,450

~Click to the right of the picture to see traffic calming examples

SE 10th Street: S Kansas Avenue to SE California Avenue

Recommendations: Section A &B: One-way parking protected SBLs. Additional excess roadway capacity could be used provide on street parking, green space, or a dedicated bus lane.

Section C: Shared use path on the south side of the roadway with increased buffer space provided by narrowing the roadway. Additional midblock crossings are likely needed to facilitate bicyclists accessing the SUP to/from cross streets to the north side of 10^th Street.

Intersections: Branner Twfy – Provide a comfortable transition between the facility types

Rationale:

Speed and AADT: With a posted speed of 30mph and existing volumes from 4,068 to 13,483 veh/day (projected volumes from 6,279 to 16,659 veh/day) the recommended bikeway is a SBL or SUP to provide a safe and comfortable bikeway for all ages and abilities.

One-Way vs. Two-way Protected Bike Lane: A one-way SBL pair is preferred as it provides full access both sides of street, has a lower crash risk, and may use existing signal depending on the turning volumes. This facility type is feasible for Sections A-B.

A SUP is a separated facility that can be used by pedestrians and bicyclists. While it is recommended for roadways with higher speeds and volumes, it does not provide access to both sides of the street and it can have a higher crash risk that a one-way SBL pair.

Removing and/or Reconfiguring parking: Compared to conventional bicycle lanes, parking protected bike lanes decrease the risk of a bicyclist being “doored” by a motorist opening a car door or being struck by a motorist entering or exiting a parking space.

From Kansas Ave to Quincy St – reverse in angled parking is preferred for all streets.

Other Considerations: (Pulled from FHWA Bikeway Selection Guide: Assessing and Refining the Desired Bikeway Type Pages – 24 – 26 )

CSAC has indicated that this is a key connection to East Topeka. The committee anticipates a high need for access to a variety of transportation modes in the area so that residents can reach other resources in East Topeka and outside of it.

The wide roadway may be intimidating to many riders if only a bicycle lane or buffered bicycle lane is provided. A SBL will provide additional comfort for bicyclists.

Cost Estimate: $3,151,759

~Click to the right of the picture to see traffic calming examples

SE 15th Street/SE Hudson Blvd: SE Monroe Street to Maryland Avenue to SE 21st Street

Recommendations: Section A & B: Provide a SUP along the south side of 15^th Street unless ROW is limited as the proximity to the park and lack of driveway crossings will improve comfort and access to the Landon Nature Trail. This will also address a sidewalk gap along this side of the roadway. The path should cross to the north side of 15^th Street after Madison so that path users can access the Shunga Trail entry point located northwest of the bridge.

Section C & D: A two-way SBL (11 ft preferred with 1-2ft shy space from continuous vertical elements, 8 ft width may be used in constrained conditions for short distances and may be necessary at the railroad overpass). Reconstruct the pavement as needed to create a full bikeable and drivable surface (e.g., no gutters within the operating areas). For the buffer, Qwick Kurb or a similar product is preferred to improve the comfort in this constrained condition. It may be feasible to also narrow the lane widths to 9.5ft depending on site conditions and with the proper traffic control.

Section E: Traffic data should be collected for along this segment to confirm on-street bicycle facilities are appropriate. If conditions are appropriate or can be achieved through traffic calming, provide a traffic calmed (e.g., curb extensions) shared street in the westbound/northbound direction and a bike lane in the eastbound/southbound direction as a climbing lane. To meet the all ages and abilities goal, a speed limit reduction to 20 or 25mph should be pursued. If the lower limit and operating speeds cannot be achieved, the bikeway may not serve all ages and abilities.

Section F: Traffic data should be collected along this segment to confirm on-street bicycle facilities are appropriate. If conditions are appropriate or can be achieved through traffic calming, create a bicycle boulevard using traffic calming elements to keep speeds and volumes low (See Topeka Complete Streets Design Guidelines or Table 6-1 of the ODOT MDG), signing, and markings. Reduce speeds to 20 or 25mph to meet the all ages and abilities goal. If the lower limit and operating speeds cannot be achieved, the bikeway may not serve all ages and abilities.

Transitions: Bicyclist will need to transition from the path to on-street bikeway or shared street at the 15^th/17^th Street junction. Although transitions are not ideal, they are necessary due to the highly constrained corridor. It is critical to properly design transitions between facility types and to different sides of the street.

Rationale:

Speed and AADT: The posted speed limit is 30mph and there are 6,973 vehicles/day (Monroe to Maryland). Based on this, a separated bicycle lane or SUP is the recommended facility.

One-Way vs. Two-way Protected Bike Lane: Given the limited roadway width and ROW, a sidepath was selected to provide bi-directional bikeway travel. While a SUP does not provide direct access to both sides of the street, the recommendations for placement and crossings provide access to key bikeway connections.

Removing and/or Reconfiguring lanes: Minimal adjustments are proposed; however, many sections of the roadway are wider than necessary and allow for higher speeds. The AASHTO Green Book provides flexibility in in travel lane width and allows lanes to be as narrow as 10 feet in a variety of contexts. Topeka’s Complete Street Guidelines encourage 10-11ft lanes on arterial and collector streets as the provide many safety benefits for all users. The additional space could be used to provide medians to encourage lowers speeds and create safer crossings for people walking and bicycling.

Removing and/or Reconfiguring parking: ALT - Hudson Blvd is a yield street, allowing parking along both sides. Given the density of homes and availability of driveways and garages, the parking is likely underutilized along this street. Yield Streets can be effective at keeping speeds and volumes low and creating a street environment where the IBC bicyclist may feel comfortable sharing the roadway. However, if parking is underutilized, the yield street may not be creating this environment. Traffic calming elements can be added to address speeds and volumes and create a bicycle boulevard.

Cost Estimate: $1,820,676:

~Click to the right of the picture to see traffic calming examples

Kansas Avenue: 3rd Street to 6th Street and 10th Avenue to 17th Street

Recommendations: Section A: Current and future volumes suggest that a three-lane roadway is likely appropriate for Kansas Avenue. The angled parking may be maintained but should be shifted toward the centerline to provide a separated bike lane near the existing curb. Consider reverse in angled parking and medians/pedestrian refuge islands where the TWLTL or turn lanes are not needed throughout the corridor.

Kansas Avenue from 6^th Street to 10^th Street: To create an all ages and abilities network, it is important that the network be connected and that transitions between facility types be safe and comfortable. If the proposed bikeway sections are not continued in this area, the wider sidewalks should become a SUP and bicyclists should be transitioned to and from the SBL and SUPs.

Section B: Current and future volumes suggest that a three-lane roadway is likely appropriate for Kansas Avenue. Reconfigure the roadway to provide a separated bike lane with floating bus stops. Consider medians/pedestrian refuge islands where the TWLTL or turn lanes are not needed throughout the corridor.

Intersections: Depending on the turning volumes, full or partially protected bicycle phasing may be recommended. Transitions will be needed at 6^th and 10^th Avenue where the bikeway transitions from the SBL to a SUP or other. Protected intersections are recommended, particularly to facilitate transitions between other bikeways such as the SUPs along 12^th Street.

Rationale:

Speed and AADT: 3^rd – 6^th Street: The AADT for Kansas Ave is 11,000-14,000 and is expected to decline by 2045 to 8,000 to 10,500 vehicles per day. The posted speed is 20mph. Based on the traffic volumes (>6,000K), a separated bike lane is recommended.

10^th Avenue – 17^th Street: From 10^th Street to 13^th Street, the motor vehicle volumes are 16,500 veh/day and a modest increase to 17,300 is expected by 2045. The AADT was not available for the southern end of the corridor, but it was assumed that traffic volumes would be similar. The posted speed changes from 20mph to 30mph when crossing 13^th Street heading south. Based on the traffic volumes (>6,000K), a separated bike lane is recommended.

One-Way vs. Two-way Protected Bike Lane: One-way SBL pair is recommended as it provides full access to both sides of street, lowers crash risk, may use existing signal unless bicycle phase is needed, and is feasible given the existing right of way and roadway width.

Topeka’s Complete Streets guidelines state “Four-lane streets with volumes between 15,000 to 20,000 vehicles per day may be good candidates for four- to three-lane conversions. A traffic analysis is needed to determine feasibility.” Based on FHWA’s Road Diet Guidance . This is applicable from 10^th Street to 17^th Street.

Removing and/or Reconfiguring parking: While not essential to the proposed bikeway implementation, reversed in angled parking can be safer for motorists as it improves their visibility when exiting their parking space. Adding bicycle lanes behind head-in parking is not recommended due to safety concerns.

Other Considerations: Transit considerations: Floating bus stops should be configured to give pedestrians priority when crossing the separated bike lane. The forthcoming AASHTO Bike Design Guide includes guidance for transit stop and bikeway guidance. Existing guidance is provided in the AC Transit Multimodal Corridor Guidelines (https://www.actransit.org/website/uploads/AC_Transit_Multimodal_Corridor_Guidelines_Final.pdf).

Cost Estimate: $3,165,214:

~Click to the right of the picture to see traffic calming examples

Bikeways Update Full Document

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