Purdue University, Integrated Bicycle and Pedestrian Infrastructure Plan

Integrated Bicycle and Pedestrian Infrastructure Plan

Acknowledgements

Steering Committee

Holly Alexander Parking Facilities

Frankie Bouscher Undergraduate Student

Jesse Charles Graduate Student

John Collier Physical Facilities

Officer Nick Crosby Purdue Police Department

Officer Mike Downey Purdue Police Department

Lt. Keene Red Elk Purdue Police Department

James Forney Faculty - Biochemistry

Michael Gulich Office of University Sustainability

Tamm Hoggatt Office of University Sustainability

David Hummels Faculty - Economics

Mitch Nettesheim Division of Recreational Sports

Mindy Paulet Human Resources – Wellness

Don Staley Physical Facilities

Michael Ursem Office of University Sustainability

The Streering Committee and consulting team also appreciate the support and leadership of Michael B. Cline, Vice President for Physical Facilities, on behalf of Purdue’s administration.

Stakeholder Groups

Americans with Disabilities Act - People and Technology (ADAPT)

Architecture, Landscape Design and Planning Committee

City of Lafayette - Office of Redevelopment Staff

City of West Lafayette - City Engineer

From Good to Great - Hilltop to Hilltop Committee

Parking and Traffic Committee

President’s Bicycle Task Force

Professors of Civil Engineering

Public Safety – Purdue and West Lafayette

Purdue Cycle Club

Purdue Graduate Student Government

Purdue Physical Facilities Communications Staff

Purdue Student Government

Purdue University Grounds Department

Recreation and Sports Staff

Sustainability Student Council

University Residences Staff

University Resources Policy Committee

Wabash River Cycle Club

West Lafayette Bicycle-Pedestrian Committee

Rundell Ernstberger Associates, LLC

Kevin Osburn

Carl Kincaid

Daniel Liggett

Toole Design Group

Jessica Zdeb

Ken Ray

Executive Summary

Introduction

Building a Successful Network.

Data Collection and Existing Campus Conditions

Review of Relevant Documents.

Existing Bicycle Routes and Facilities.

Stakeholder and Public Input.

Online Survey and Wiki Map Information.

Conclusions from Data Collection Process.

Integrated Bicycle and Pedestrian Infrastructure Plan

Engineering Recommendations - Bicycle Routes.

Bike Paths.

Shared Service Drives.

Shared Use Path.

Bike Lanes.

Sharrows and Contraflow Lanes.

Protected Bike Lanes.

Cycle Tracks.

Engineering Recommendations - Bicycle Parking.

Implementation and Phasing Plans

On-Street Bike Routes.

1st Street.

3rd Street.

4th Street.

Marsteller Street.

Grant Street.

Martin Jischke Drive.

Russell Street.

University Street.

Harrison Street.

State Street.

Nimitz Street.

John R. Wooden Drive.

Steven Beering Drive.

Waldron Street

Sheetz Street

Tower Drive and David Ross Road.

Bike Paths and Shared Service Drives.

North-South Route #1.

North-South Route #2.

North-South Route #3.

North-South Route #4.

North-South Route #5.

North-South Route #6.

East-West Route #1.

East-West Route #2. .

East-West Route #3.

East-West Route #4.

East-West Route #5.

East-West Route #6.

Programs and Policy Recommendations

Organizational.

Education.

Enforcement.

Encouragement.

Evaluation and Planning.

Appendix A

Purdue Heritage Trail.

Ag Mall Route Update.

US 231 Connections.

3rd Street Shared-Use Path.

Executive Summary

Intent and Goals of the Plan

The intent of this initiative is to provide an Integrated Bicycle and Pedestrian Infrastructure Plan that proposes a network of designated bicycle routes that helps to accommodate a safer environment for all modes of travel on campus.

The planning process included:

• Inventory and analysis of existing data and existing conditions of campus and community bicycle and pedestrian infrastructure, maps, programs and policies

• Engagement with stakeholder groups, individuals and the public to gather their input

• Development of recommendations for bicycle circulation, parking, infrastructure, policies and programs: an Integrated Bicycle and Pedestrian Infrastructure Plan that complements pedestrian circulation

• Development of an infrastructure projects list and a recommended plan for potential phasing and implementation

Data Collection and Gathering

Thorough collection and analysis of pertinent data were completed throughout the process, including:

Review of the following relevant information and studies

• Campus Master Plan

• State Street Master Plan

• Purdue Traffic and Parking – Bicycle Regulations

• Purdue Parking and Traffic Demand Management Study

• Campus Bicycle Parking Surveys

• City of West Lafayette Northwestern Avenue Pedestrian Master Plan

• Perimeter Parkway Study Areas 1, 2 and 3

• 2007 – 2012 Bicycle Crash Report – Tippecanoe County Area Plan Commission

• Fatal Crashes 2008 – 2012 Summary – Tippecanoe County Area Plan Commission

Site visits for documentation of existing conditions

• Existing bicycle facilities

• Street widths

• Pedestrian, bicycle and vehicle conflict areas and issues

• Existing plan/routes for bicycles on and near campus

Public and stakeholder committee meetings

• February 2014: initial 2-day stakeholder and public input session where feedback on any related bicycle and pedestrian transportation issues was provided

• April 2014: public input session where preliminary routes and alternative solutions were shared and discussed

• September 2014: public input session where draft recommendations were shared and final opportunity for additional public input was sought

Online survey tools

• Survey provided opportunity for public feedback on current conditions of bicycling on campus and in the community

• WikiMap (interactive online map) allowed users to identify their current biking routes, preferred routes and areas that are difficult to navigate as a bicyclist

• Feedback form on Purdue’s “Bikes” webpage allowed community members to share questions, comments or concerns pertaining to bicycling and the infrastructure plan initiative.

Surveys concluded that existing routes on campus are perceived to be disconnected and unsafe. This results in cyclists using sidewalks in lieu of streets thereby creating conflicts with pedestrians.

Characteristics of the Bicycle Network

The proposed Integrated Bicycle and Pedestrian Mapping

Infrastructure Plan makes recommendations for a variety of on-street and off-street routes.

On-street routes, which include bike lanes, protected bike lanes, contraflow lanes, sharrows and cycle tracks, are proposed within existing implied street rights-of-way.

Off-street routes were identified as either bike paths or shared service drives. These two facility types provide bicycle transportation options on campus that are located outside of an implied street right-of-way.

Existing bicycle parking, repair and maintenance stations were mapped and recommendations were made for additional bicycle parking areas and maintenance stations based on feedback from stakeholders and the public.

Implementation and Phasing Recommendations

The implementation and phasing plan includes recommendations for potential projects to accommodate the entire network of on-street and off-street bicycle route network on campus. Each project listed in this section includes an overview of existing conditions, interim (if necessary) and ultimate recommendations as well as implementation considerations.

Program and Policy Recommendations

Recommendations associated with Programs and Policies are focused in the following categories: Organizational, Education, Enforcement, Encouragement and Evaluation and Planning. Engineering recommendations are reflected in the project list in the Implementation and Phasing Recommendations section.

Organizational recommendations include the designation or hiring of a bicycle coordinator on campus as well as establishing a bicycle working group so that planning,

prioritization and implementation of bicycle infrastructure can be coordinated holistically with input and support from an on campus committee.

Education recommendations provide creative suggestions to share information related to safe bicycle usage including a bicycle ambassador program of peer educators, the development of educational and promotional materials focused on safety, best practices and mutual respect and awareness of the different modes of transportation on campus.

Enforcement recommendations are focused on clarifying the regulations related to bicycle usage on campus, addressing illegally parked and abandoned bike issues and reinforcing positive behavior by bicyclists and pedestrians through a “Caught Being Good” incentive program. Maintaining targeted enforcement of traffic laws at strategic times of the year should complement the education programs.

Encouragement recommendations include the establishment of an annual fall bike ride where bicycle best and safe practices can be shared and where new students, faculty and staff can gain on-road riding experience and learn safe routes to a variety of campus and community destinations. Recommendations also include bicycle repair and maintenance programs and a potential on-campus bicycle hub.

Evaluation and Planning recommendations include a biannual travel survey of students and staff where baseline data about campus travel choices can be documented and an annual report on bicycling where progress on Purdue’s bicycling infrastructure and culture can be tracked.

Introduction

Building a Successful Network

Building a Successful Bicycle Network

According to Bicycle Friendly University (BFU) recommendations, five categories known as the 5 “E’s,” are essential for creating a successful bicycle network:

• Engineering

• Education

• Encouragement

• Enforcement

• Evaluation and Planning

Throughout the study process, concerns were raised about existing conditions in each of these areas. As each of these “E’s” plays a vital role in bringing about the holistic change that transforms a campus into a Bicycle Friendly University (BFU), these five categories formed the basis for recommendations made in this Plan.

Engineering

This area identifies bicycle infrastructure-related improvements, including:

• Properly located bicycle parking

• Adequately wide and safe bicycle routes that are connected

• Plant buffers to separate travel modes where appropriate

• Appropriate striping and markings

• Proper interface with pedestrian sidewalks

Well-designed bicycle and pedestrian facilities promote safe bicycling and walking habits. This, in turn, reduces the potential for bicycle and pedestrian crashes. Crashes often occur when an individual violates traffic law, and/ or the expectation of other roadway users. Good bicycle infrastructure design encourages legal and predictable behaviors. Designs that reduce motor vehicle speeds, particularly at intersections, points, are correlated with

reduced crash rates and reduced crash severity. Bike routes typically reduce motor vehicle speeds along a roadway. Transitioning from one-way to two-way streets also slows motor vehicles.

Education

Bicycle education and awareness promotion strives to ensure that the engineering, or infrastructure related improvements are used correctly. Public and stakeholder input commonly identified education of cyclists, pedestrians and motorists on how to safely coexist with one another as a critical part of improving the bicycle and pedestrian environment on campus.

Encouragement

Encouraging the responsible use of bicycles on campus supports an active lifestyle and University wellness initiatives. It also helps to reduce the number of motor vehicles on campus. Encouragement can also come in the form of awareness and celebration programs. Developing an on-campus bicycle repair and maintenance facility and an annual fall bike ride where bicycle best practices and safe riding behavior can be shared could encourage more bicyclists to ride and do so responsibly.

Enforcement

If the other “E’s” are successfully implemented then the task of enforcement is made easier. Targeted police enforcement at the beginning of each semester can reinforce bicycle rules and regulations but student stakeholders felt strongly that enforcement by peers would be more effective than by police. Rewarding those who use designated facilities correctly is important to promote a positive bicycle and pedestrian culture on campus.

Evaluation and Planning

The current system can be evaluated by reviewing each of the previous categories to identify areas of success and weakness, and to determine where improvements are needed.

A campus bicycle coordinator and/or advisory committee should be considered to facilitate future planning, implementation of bicycle infrastructure recommendations and to identify opportunities for future improvements to the bicycle route network.

Bicycle Friendly University

The national Bicycle Friendly University (BFU) program, created and managed by The League of American Bicyclists, recognizes applicants for creating a high quality bicycling environment on campus through development of an appropriate infrastructure, policies and programs.

The BFU program scores universities using the 5 “E’s” categories. Universities are rated on a bronze to platinum scale based on meeting required criteria. The score lasts for four years, but if significant improvements have been achieved within those four years, the university may reapply for a higher ranking. There are currently 75 BFUs across the country including many Big 10 peers of Purdue:

• Indiana University – Bronze

• University of Illinois at Urbana-Champaign – Bronze

• Michigan State University – Bronze

• University of Michigan – Bronze

• Ohio State University – Bronze

• Penn State University – Bronze

• University of Maryland College Park– Silver

• University of Nebraska Lincoln – Silver

• University of Wisconsin Madison – Silver

• University of Minnesota – Gold

This Plan recommends that Purdue apply for BFU status in 2015. Further details about this recommendation appear in the Policies and Programs chapter. Implementing aspects of the plan within the 2014-2015 academic year will improve the chances of achieving BFU designation.

Data Collection and Existing Campus Conditions

Review of Relevant Documents

Overview

Several existing plans, studies and documents were reviewed for information relevant to the Integrated Bicycle and Pedestrian Infrastructure Plan including the Campus Master Plan, State Street Master Plan, Purdue Traffic and Parking

- Bicycle Regulations, Purdue Parking and Traffic Demand Management Study, Campus Bicycle Parking surveys, City of West Lafayette Northwestern Avenue Pedestrian Master Plan, Perimeter Parkway Study Areas 1,2 and 3, and the 2007-2012 Bicycle Crash Report and the Fatal Crashes 2008-2012 Summary both from the Area Plan Commission.

Consistency with the principles of the Campus Master Plan was especially important. Recommendations based on information garnered from the campus master plan include:

• Enhancing connectivity with State Street

• Transitioning one-way streets to two-way where appropriate

• Redirecting through-traffic to a perimeter parkway

• Designing street crossings with optimum safety in mind

Purdue’s Parking and Transportation Demand Management Study reviewed motor vehicle parking conditions and made recommendations to accommodate anticipated parking needs. This study pointed out, through review of Purdue’s annual fall parking counts (taken at times of peak use on campus), that existing parking capacity exceed demand. While the majority of surplus parking is in commuter parking facilities on the edge of campus, public transit route have been added or modified to serve these facilities. Consequently, consideration could be given to reducing onstreet parking where appropriate to accommodate marked bicycle routes.

Purdue’s Parking and Transportation Demand Management

Study made the following recommendations related to bicycles:

• Work with local public agencies to enhance the connectivity of the bicycle system, and to expand and improve infrastructure of bike lanes, routes, off-street paths, and sidewalks

• Improve maintenance of on-campus pedestrian facilities

• Increase pedestrian and bicycle safety measures

• Identify locations for bicycle parking based on periodic counts of bicycle use

• Use both system features - signage, pavement markings, etc. - and publicity to inculcate safe and courteous behavior on the part of cyclists and to establish the legitimacy of bicycling

• Enforce traffic and parking regulations on cyclists as well as motorists

• Appoint a Bicycle Coordinator to lead education and publicity efforts

Existing Bicycle Routes and Facilities

Overview

Purdue currently utilizes bicycle facilities such as sharrows, bike lanes, protected bike lanes, cycle tracks, and bike paths. However, in some cases the current facilities are too narrow or not ideally located resulting in improper use by cyclists and pedestrians.

As with many cities and campuses around the United States, the growth in bicycle use for transportation and recreation is increasing faster than administrators can install bicycle facilities. The key issues with the Purdue campus are:

• Lack of direct access between destinations

• Conflicts among bicycles, pedestrians, and motor vehicles

• Confusion about where bicyclists are supposed to ride (sidewalk/road/pathway/etc)

• Difficult-to-interpret routes

• Bicycle parking accessibility and supply

Critical Streets

The most problematic thoroughfares between the campus and university residence halls, off-campus housing and surrounding communities are: State Street, Grant Street, Northwestern Avenue, University Street, 3rd Street, 1st Street, and Stadium Avenue. Designated bicycle routes on city streets adjacent to campus are limited. Consequently, working with the cities of West Lafayette and Lafayette is critical to enhance opportunities for bicycle commuting to and from campus

Access to and from the City of Lafayette is especially difficult for cyclists over the Wabash River and into downtown Lafayette due to limited crossings and the lack of bicycle facilities on bridges. Special attention should be given to roadway bridges and street design to help bicyclists safely

use the roadways. For example, sharrows added to the eastbound lane of the Harrison Bridge connect to bike lanes in Lafayette.

Critical Intersections

A major part of analysis included studying intersections where major campus connections occur. Intersections surrounding the campus core were observed, including:

• Stadium Avenue, University Street, and Stadium Mall

• University Street and State Street

• Northwestern Avenue and Stadium Avenue

• Northwestern Avenue and Grant Street

A number of internal campus intersections were observed, including:

• Martin Jischke Drive at 1st and 3rd Streets

• University Street at 1st and 3rd Streets

• Russell Street at 1st and 3rd Streets

Based on observations, it was clear that pedestrians and cyclists compete for space at intersections and it is most problematic during classbreak.

Lack Of Legibility And Adequate Design

In some cases, it was not clear where bicycle facilities were leading the rider. The hierarchy of use and legibility to direct bicyclists need improvement.

Several marked routes are missing curb ramps at intersections. Others are striped too narrow to safely accommodate users. Consequently, these facilities cause frustration and discourage use by cyclists resulting in more cyclists on sidewalks and on streets without bicycle facilities. Changes in facility type and location along a bicycle route are a concern because expectations among road and pathway

users are not clear. In order to improve this situation, facility types should be obvious, consistent and intuitive.

Conflicts Among Modes

Conflicts among bicyclists, pedestrians and motor vehicles occurred in the designated paths and at intersections where modes of travel mix. Typically, these conflicts were the result of a disconnected bicycle route or as a result of bicyclists disregarding traffic laws.

Several cyclists were observed riding in the wrong direction on one-way streets and along narrow sidewalks that had lights and other street furniture in the path of travel. The speed of motor vehicle traffic on several streets creates an unfriendly environment for most bicyclists.

EXISTING BIKE PARKING

EXISTING CYCLE TRACK

EXISTING BIKE PATH

EXISTING BIKE LANE

EXISTING SHARROW

EXISTING SHARED SERVICE DR.

EXISTING SHARED-USE PATH

Existing Bicycle Routes and Parking

Existing Bicycle Parking

Parking is an integral part of creating a bicycle-friendly campus, and the University has many bike parking areas, mostly equipped with a proper type of rack (inverted U). In some cases, it was obvious that demand exceeded capacity so opportunities should be identified to increase parking in those areas, if possible. Areas of particular concern include the corridor between Physics Building and Forney Hall buildings as well as in Founders Park near Beering and Matthews Halls.

Some bike parking facilities are in areas with high pedestrian traffic volumes, increasing the concentration of pedestrians and cyclists already at critical mass. Other bike parking facilities are located off direct bicycle routes, making it difficult for users to access without riding on sidewalks.

Stakeholder and Public Input

Overview

Stakeholder and public meetings were held throughout the study process. These meetings were used to identify areas of concern on and near campus. Commuter cyclists, on-campus cyclists and non-cyclists provided feedback regarding bicycle infrastructure. Cyclists shared common routes taken, routes needed, existing routes they use and safety concerns.

What We Heard - Common Themes

Throughout the study process, the team received feedback on the existing facilities, conditions, new routes needed or any relevant information the stakeholder groups wished to express. The following stakeholder groups were engaged:

• Purdue Cycle Club

• Wabash River Cycle Club

• University Residences staff

• Recreational Sports staff

• Purdue Physical Facilities Communications staff

• Purdue University Grounds Department staff

• University Resources Policy Committee (URPC)

• Architecture, Landscape Design and Planning Committee (subcommittee of URPC)

• Parking and Traffic Committee (subcommittee of URPC)

• West Lafayette Bicycle and Pedestrian Committee

• Sustainability Student Council

• Purdue Student Government

• Purdue Graduate Student Government

• Professor Jon Fricker, Civil Engineering

• Public Safety Officals – Purdue and West Lafayette

• From Good to Great - Hilltop to Hilltop Committee

• City of Lafayette - Office of Redevelopment Staff

• ADAPT - Americans with Disabilities Act - People and Technology Committee

• Institute of Transportation Engineers - Student Chapter

Connected Routes

The lack of connected facilities was a common concern amongst most stakeholder groups. Cyclists described their preferred routes and the issues they encountered using these routes. Students and faculty shared the challenges associated with traversing the campus during class break. Bicycle facilities should provide efficient travel to ensure students will use the facilities rather than disregard them because they are not-efficient.

Oftentimes, bicycle routes end at the boundary between Purdue’s campus and West Lafayette’s neighborhoods. To encourage safe bicycle commuting, Purdue should continue to work with the city to strengthen connectivity of bike routes with campus.

Consistent Routes

Dedicated facilitates were highly desired. These routes should be marked or paved in similar ways for easy identification. Consistent marking could include unit pavers, stained concrete, or asphalt. It was expressed that these facilities should be signed to reinforce proper use.

Navigating one-way streets was commonly expressed as one of the major challenges to bicycling in the campus area. Intersections were also a particular area of concern for cyclists. Without safe and dedicated facilities, cyclists feel that vehicles are unaware of their presence and consider them a nuisance on the roadway.

Education

Many groups confirmed that motorists, cyclists, and pedestrians all need to be further educated on the rules of the road regarding bicycles. Outreach through Boiler Gold Rush (first year student orientation), University residence

halls’ programs, bike registration and parking permit purchases were suggested as potential conduits for bicycle education.

Enforcement

Stakeholder groups requested more stringent enforcement of traffic laws pertaining to cyclists and vehicles. Currently, Purdue and West Lafayette employ the use of bicycle Police Officers. However, without connected and consistent routes, it is difficult to enforce violators who misuse existing facilities.

Walk-your-bike zones were disliked and largely ignored by many bicyclists. It was expressed that cyclists who violate traffic laws or improperly use bicycle facilities should have the option to attend a bicycle safety class in lieu of paying a fine.

Bicycle Parking

Bicycle parking was regularly discussed with varying viewpoints. A perception exists that there is a lack of bicycle parking due to the number of abandoned bicycles on the academic campus. Others felt that bicycle parking on campus was adequate. Purdue currently tags and removes abandoned bikes on an occasional basis. The varying opinions on bicycle parking requires review of current bicycle parking surveys which are done each semester during times of peak usage and will be discussed as part of the recommendations of this plan.

To provide assistance to Purdue Grounds, it was suggested that cyclists be able to tag bicycles that they believe to be abandoned as cyclists using the facilities daily have a good sense of which bikes may be abandoned.

Covered and secure bicycle parking was favored by those

who commute to campus. Although a handful of covered bicycle parking currently exists on campus, few were aware of their locations. Secure bicycle parking was favored by bicycle commuters with valuable bicycles. Students typically did not feel that covered bicycle parking was a good use of University resources, but would likely use these facilities if they were available.

Bicycle Registration

According to the 2013 Traffic and Parking regulations, bicycle registration is required. However, few individuals of the stakeholder groups were aware that bicycle registration requirements existed. While every effort is made to encourage bicyclists to register bikes only a small percentage are registered.

Maintenance

Maintenance of existing facilities during the winter months is a concern for regular bicycle commuters. Otherwise, maintenance of bicycle infrastructure is perceived as good. Common themes included snow was not removed or was blocking routes, particularly on-street routes. Snow piles or lack of clearing also was an issue around bike parking areas.

Bicycle facilities markings on roadways were difficult to distinguish in areas with high volumes of traffic. Ongoing repainting of these pavement markings is desired although most problem areas are on city streets.

Two bicycle repair stations currently exist on campus. Both commuter and on-campus cyclists desire additional repair stations. These facilities provide riders with the necessary tools for basic bicycle repair, including air pumps.

Online Survey Information and Wiki Map Information

Overview

The consultant team utilized an online survey to further study and understand the dynamics of the cyclist population, their travel routes, and which policies and programs might improve the bicycling environment at Purdue.

Results

In total, 292 responded to the online survey. As shown in the chart below (Chart 1), there was an abundant representation from staff, while undergraduate students were underrepresented. 68% responded to have biked on campus in the last year.

Each respondent was also asked how they commuted to and around campus. More than one transportation mode was eligible to be selected. Results showed that half of all respondents typically will bike to or on campus and nearly half of all respondents walked to or on campus. This information confirms what is typical with a campus environment and what was observed during site visits. With half of all respondents typically commuting this way, it is important to provide a safe and efficient commuting space for each.

Thirty-eight percent of respondents identified themselves as drive-alone commuters (see Chart 2). Most of these driving commuters traveled three or more miles to campus, but some had shorter commutes. These drivers with short commutes represent an opportunity for increasing the bicycle mode share.

Additional information received through the online survey indicated that 20% of non-bicycle commuters would commute on bike if they perceived it to be safer. If the bicycle facility was separated from vehicles, the number of potential riders rose to nearly 30%. Purdue has the ability to substantially reduce automobile traffic and high-cost infrastructure by providing a safer and more connected network of bicycle facilities.

The online survey also asked what were reasons for not riding a bike to campus (see Table 1). Respondents were able to select all the categories that applied to them. Fiftyone percent stated that they do not feel safe riding on roads with cars. This data informs the type of bicycle facility that should be recommended for future routes. When possible, bicycle facilities should have their own dedicated space, and ideally have a buffer (marked or physical) or grade separation to make cyclists feel more comfortable when commuting to campus. Additionally, too many existing barriers such as highways, lack of connecting bicycle routes and intersections without crossing signals, make using existing facilities inefficient or create the perception of being unsafe.

For those who do choose to bike, 78% live on campus or within three miles (see Chart 3). Twenty-five percent responded that they do not own a bicycle. Those who do not own a bicycle or who commute longer distances are potential users of a bike share system on campus. A separate feasibility study has been developed for a campus bike share system.

Chart 2: How are commuters getting to campus and class? Respondents were able to choose more than one type of transportation method.

Alumni

Community member

Respondents were also able to identify policies or programs that may improve the bicycling environment (see Table 2). Most agreed that enforcement and education were two of the keys areas where future programs and policies should concentrate. This finding was consistent with feedback received in stakeholder interviews and at the public open house. Respondents were allowed to choose all the categories, with which they agreed.

Crash Responses

On campus, 40% of reported crashes were on pathways or sidewalks, and 46% of all reported incidents involved a pedestrian. Most of the comments received, identified that the pedestrian was walking in or across the bicycle facility at time of accident. However, comments also identified some cyclists as being careless when interacting with pedestrians.

Information gathered from Tippecanoe County crash data indicated that 60% of all police-reported bicycle crashes were at intersections.

Major Themes

Major themes identified through the online survey included:

• Education is needed for all commuter types: bicyclists, pedestrians, and motorists

• Separated facilities for bicycles will lead to fewer conflicts

• Direct, continuous routes are needed to encourage cycling

WikiMap

132 users participated in an online WikiMap tool, an online interactive public involvement platform that allowed participants to identify and comment on opportunities to improve walking and bicycling. Website users posted routes they currently take as well as routes they would take if improvements were made. Users could leave comments about specific areas that needed improvements or further study and areas on campus where additional bike parking is needed.

Table 1: Reasons respondents do not ride a bicycle.

Table 2: What might improve the bicycling environment?

Conclusions Drawn from Data Collection Process

Overview

The data collection and inventory gathering process revealed a group of people who were passionate about strengthening the bicycle network and community. The input received during the public and stakeholder meetings revealed common information which includes:

• The existing network is not properly connected. This makes navigating campus difficult. Bicycle facilities often dead-end and with no connection to important destinations. The result is bicyclists using sidewalks and creating conflicts with pedestrians. The Integrated Bicycle and Pedestrian Infrastructure Plan should connect existing facilities on campus and city streets to each other, and beyond. Important destinations should be easy to reach.

• Existing routes are too difficult to use and are not an efficient means to traverse the campus. One-way streets are cumbersome to cyclists and typically facilities are not provided for two-way bike traffic on one-way streets. Cyclists would need to circumnavigate the block to reach their destination. Converting streets to two-way, or providing bicycle facilities with two-way use on one-way streets should be considered.

• The existing network is not easy to use, or the facilities feel unsafe for some cyclists. Additionally, some existing on-street facilities are not adequately wide for safe bicycle use. On-street facilities with no separation or buffer from vehicles is intimidating for some cyclists to use. Proposed facility types should feel safe to use, and if possible, be made so that cyclists at all levels of experience can use the facilities.

• There is a shortage of bicycle parking in some areas on campus. Buildings with large lecture halls or numerous classes may require more bicycle parking. Abandoned bicycles should be removed more often, which may alleviate the need for more parking spaces. The Integrated Bicycle and Pedestrian Infrastructure Plan should identify areas where bicycle parking or bicycle maintenance stations can be added.

• Motorists, cyclists and pedestrians all need to be educated to create a safer transportation environment. Existing facilities are misused by pedestrians and cyclists causing conflicts and unsafe conditions. Recommendations should include programs or policies that help educate everyone of how to safely move about campus.

• Bicycle education programs focused on proper bicycle use should be incorporated into student-focused programs across campus like Boiler Gold Rush (BGR) and in particular in the University’s residence halls where more than 90% of first year students choose to live. Recommendations should include programs and

policies that can educate students and those living on and near campus.

• Bicycle facility types should be consistent with materials, signage and markings to make the system easier to use. The same pavement material should be used on off-street facilities, and signs identifying bike routes on campus should be installed.

• Currently, enforcing traffic law for off-street facilities is difficult. Consistent facility types will make enforcement easier.. Recommendations later in this document will include strategies for enforcement.

• Bicycle traffic laws should be consistent among Purdue University and the Cities of Lafayette and West Lafayette. Input suggested confusion and conflicts exist between how Purdue University and the City of West Lafayette treat bicycle traffic. Proposed recommendations will better link on-street and on-campus facilities, which should alleviate any confusion about where bicycles are suppose to be.

Integrated Bicycle and Pedestrian Infrastructure Plan

PROPOSED CYCLE TRACK

PROPOSED BIKE PATH

PROPOSED PROTECTED BIKE LANE

PROPOSED BIKE LANE

PROPOSED SHARROW

PROPOSED SHARED SERVICE DR

PROPOSED SHARED-USE PATH

EXISTING BIKE PARKING

EXISTING CYCLE TRACK

EXISTING BIKE PATH

EXISTING BIKE LANE

EXISTING SHARROW

EXISTING SHARED SERVICE DR

EXISTING SHARED-USE PATH

Integrated Bicycle and Pedestrian Infrastructure Plan

Overview

The Integrated Bicycle and Pedestrian Infrastructure Plan identifies a connected series of routes and facility types throughout campus.

All future bicycle facilities have been indicated on the Master Plan with a dashed line. This allows one to see the future bicycle facility system as a whole. A variety of facilities are necessary to develop an interconnected plan of routes:

• Bike Paths

• Shared Service Drives

• Shared Use Paths

• Bike Lanes

• Sharrows and Contraflow Lanes

• Protected Bike Lanes

• Cycle Tracks

Purdue already implements all of these bicycle facilities on campus. With similar facilities on campus, cyclists should feel comfortable with the recommended facility types proposed as part of the Plan.

Proposed Bicycle Paths represented in blue

Bike Paths

Overview

Bike Paths are unique to universities or pedestriandominated spaces. Typically, bike paths are separated from adjacent roadways and city right-of-way. These paths are located in high volume pedestrian areas and must be safe for both cyclists and pedestrians.

Bike paths are very safe routes of travel and most cyclists feel comfortable navigating them because there is little to no conflict with vehicles other than occasional campus maintenance and delivery vehicles.

Similar Facilities on Campus

Some areas of campus already have bike paths that are well-designed and worth emulating. The existing bike path on Stadium Mall between Stadium Avenue and Purdue Mall is an on-campus example of a bike path. This path has adjacent bike racks and benches which free the sidewalks of bicycles near ingress and egress of buildings.

It is recommended that Purdue University develop a standard for on-campus bicycle paths that make them easy to identify and use. A consistent material or color would better identify bike paths.

Shared Service Drives

Overview

Shared service drives are routes unique to Purdue’s campus. Service routes must safely serve bicycles and service vehicles in the same drive. Drive width varies making space for a dedicated bicycle facility difficult in some areas. The volume of traffic on service drives varies, but is generally low enough to safely carry bicycle traffic as well. An additional challenge is how cyclists can safely navigate the drives when service vehicles are stopped.

Existing Bike Routes on Service Drives

The existing bike routes on shared service drives are represented either through the use of sharrows or a dedicated bicycle lane located in the middle of the service drive.

Sharrows may be used, but center-aligned, curb-aligned and advisory bike lanes could be used to prevent bicycles from using the entire roadway, especially near service areas where vehicles backing up to unload may not be able to see cyclists.

Existing center-aligned Shared Service Drive route layout east of Potter Center.

Proposed Shared-Use Paths shown in magenta

Shared-Use Path

Overview

Shared-use paths are recommended for areas with low bicycle and pedestrian traffic typically at the extreme edges of campus.

These routes should be a minimum of 8’ wide allowing for future widening to occur if separated bicycle facilities become desirable.

Similar Facilities on Campus

Existing shared-use paths exist at the north and south edges of campus. Existing shared-use paths are the Cattail Trail along McCormick Road and Stadium Avenue at the north end of campus as well as a trail along sections of US 231 on the south side of campus.

It is recommended that the network of shared use paths be extended along US 231, S. Jischke Drive and Russell Street south of Harrison Street.

Proposed Bike Lanes represented in green

Bike Lanes

Overview

Bike lanes are commonly used bicycle facilities. They are located on streets and provide lane markings exclusively for bicycle travel. Bike lanes are one-way facility routes that are usually located on each side of a two-way roadway.

Cyclists with various experience levels can usually feel comfortable while using bike lanes depending on the amount of vehicle traffic also using the road.

Bike lanes are typically lower-cost improvements that require roadway re-striping and new signage. While each street offers unique conditions, eliminating on-street parking is occasionally needed to fit bike lanes on streets. In some cases, driving lanes can be reduced to gain additional space if parking is to remain.

For clarity, bike lanes may sometimes be painted green particularly where they cross intersections. This feature alerts motorists of the potential presence of bicycles and reduces the potential for collision as local crash data indicates that 60% of all police-reported bicycle crashes were at intersections.

Similar Facilities on Campus

Near campus, the City of West Lafayette has already used bike lanes on University Street, Grant Street, and South River Road. In some cases, however, enhancements are needed to bring markings to current standards.

Proposed Sharrows and/or Contraflow Lanes represented in yellow

Sharrows and Contraflow Lanes

Overview

Share-the-road arrows, or “sharrows” are pavement markings in the roadway that indicate to drivers and bicyclists that a lane is to be shared. These routes may be used where vehicle traffic is low, where there is inadequate space for bike lanes on the roadway or where the removal of on-street parking or road widening is not feasible.

Sharrows are often used in combination with other facility types. A common example is for sharrows to be used at intersections where bike lanes cannot be safely routed due to right and left vehicle turn lanes. Sharrows direct cyclists to ride in line with traffic and out of vehicle blind spots.

Sharrows are also used in combination with contraflow bike lanes. Contraflow bike lanes are used on one-way streets with no room for other bicycle facilities. A typical roadway marking for contraflow lanes provides space for a bike lane (which may be protected) to travel against the flow of traffic on one side of street, while sharrows provide space for bicycles to travel in the opposite direction.

Sharrows are a lower cost solution for bike facilities than bike lanes or cycle tracks, but alternatively offer little protection from vehicles using the street. Experienced riders may feel comfortable using these facilities, however novice and recreational cyclists may feel less comfortable riding with traffic and avoid these areas altogether.

Similar Facilities on Campus Purdue University currently has sharrows on Oval Drive, Hort Drive, and the service drives around Elliott Hall. The City of West Lafayette and Purdue have worked together to implement sharrows on First Street, Third Street and Fourth Street.

Proposed Protected Bike Lanes represented in orange

Protected Bike Lanes

Overview

Protected bike lanes are on-street facilities that offer a physical separation from vehicles. Physical separation types can include pavement striping, curbs, or curbed plant beds. These routes may be either one or two-way facilities.

Protected bike lanes are typically well received by cyclists of all ability levels. The physical separation from traffic provides for a safer cycling environment. The level of safety may be dependent on the type of physical separation. Curbs and curbed plant beds offer the most protection, while pavement striping or breakaway bollards may feel less safe to some cyclists.

State Street Study

The State Street Master Plan Study, independent of the Integrated Bicycle and Pedestrian Infrastructure Plan, has proposed a protected bike lane on the north side of State Street from Tapawingo Drive to US 231. A protected bike lane could transform State Street from a physical separator to a collaborative center for the campus.

Similar Facilities on Campus

A protected bike lane exists on campus on the east side of Memorial Mall along Memorial Mall Drive (shown in bottom right photo below). This route is protected by curb and landscaping, and bike parking in other areas. This current facility is well-used and a model for future protected bike lanes installed in and around campus.

Cycle Tracks

Overview

Cycle tracks are grade separated bicycle routes that are adjacent to a street, usually located within the right-of-way and flush with the sidewalk. Pedestrian traffic and bicycle traffic are separated to ensure a safe and efficient movement of traffic. Cycle tracks are designed for one-way and two-way bicycle traffic.

Cycle tracks are typically preferred by novice and recreational riders because they are at sidewalk level and physically separated from roadway traffic by a curb and by some type of buffered space, which is sometimes planted. Cycle tracks can safely accommodate any skill level of cyclist. Purdue has many students and faculty and staff members with various degrees of cycling experience and interaction with cyclists, making cycle tracks a desirable solution in areas where they are feasible.

Cycle tracks require sufficient right-of-way space for proper placement because the bicycle route is not located on the roadway. Also, these routes may cost more to implement due to the need for additional paved surfaces for bicycles and pedestrians.

Similar Facilities on Campus

The new cycle track north of Harrison Street is a good example of this type of facility (shown in bottom right photo below). In this condition the cycle track is a two-way bicycleonly asphalt path. A concrete sidewalk for pedestrians is separated by a planted buffer from the cycle track.

Another local example of a cycle track is the Indianapolis Cultural Trail. The Cultural Trail is a high-end cycle track designed to provide for movement of bicycles and pedestrians adjacent to city streets.

Percieved lack of bicycle parking identified from online survey takers

Areas where demand exceeds capacity

Proposed bicycle parking was requested in the following areas

Bicycle Parking

Overview

Purdue University engages a bicycle parking count twice a year, during the spring and fall semesters at hours of peak use. Count data identify bicycle parking demand against bicycle parking supply. Areas where demand exceeds capacity are highlighted in green on the bicycle parking infrastructure plan (opposite page).

Areas highlighted in orange on the bicycle parking infrastructure plan show the locations where the on-line survey takers’ perceived bicycle parking to be deficient.

Bicycle parking locations should be located adjacent to existing and proposed facility routes. Providing bicycle racks in proximal to these routes will discourage cyclists from traveling on sidewalks, and thereby reduce the number of potential conflicts with pedestrians.

Implementation and Phasing Plan

<$25,000

$25,000 - $100,000

$100,000+

COST INCLUDED IN SSRP DESIGN TEAM BID

Implementation Expense

Overview

The implementation map breaks down each of the street and bike paths route recommendations into a level of expense, represented by color code.

Pavement marking corrections typically represent the most cost efficient solution to implementing bicycle facilities.

Some facility recommendations require the reconstruction of existing stormwater drains and inlets, which will be more expensive.

Cost studies for the Purdue Heritage Trail are located in Appendix A.

1st Street | Between MacArthur Drive and University Street

Overview and Existing Conditions

• Two-way, 30’ wide street with two travel lanes

• 57 parallel parking spaces located on the north side of the street

Interim Recommendation - Completed summer 2014

• Marked sharrow in each travel lane

• Preserved parking on north side of the street

Ultimate Recommendation

• Remove on-street parking and narrow the travel lane widths

• Install five-foot bike lanes on each side of the road.

Implementation Considerations

• Potential need to mitigate removal of 41 University Residences’ parking spaces and 16 City of West Lafayette on-street parking spaces when bike lanes are installed

• Confirm roadway widths for addition of bike lanes

3rd Street | Between McCormick Road and University Street

Overview and Existing Conditions

• West of the Recreation Center, near DeMent Fire Station, 3rd Street is 40’ wide with on-street parking on both sides of the street (66 spaces on north side of road, 47 on south side of road)

• East of DeMent Fire Station, the roadway varies between 27’ and 30’ wide and offers no on-street parking

Interim Recommendation - Completed Summer 2014

• Marked sharrows along the length of 3rd Street between McCormick Road and University Street (No parking spaces were lost and the current travel lane widths and configuration remained)

Ultimate Recommendation

• Extend bike lanes the length of 3rd Street between McCormick Road and University Street

• On the north side of 3rd Street West of DeMent Fire Station, remove 66 parking spaces to provide space for bike lanes with the parking spaces adjacent to the south side of the road remaining in place

Implementation Considerations

• Potential need to mitigate removal of 66 University Residences’ on-street parking spaces when bike lanes are installed

• Confirm roadway widths for addition of bike lanes

• Widening and painting the existing mulched path on the north side of 3rd Street was considered but was dismissed due to impacts to existing trees and safety concerns with the transition from on-street bike lanes on both sides of the street to a two-way bike path on one side of the street

Ultimate recommendation for 3rd Street, east of the fire station (Looking west)

Current condition for 3rd Street, west of the fire station (Looking west)

Ultimate recommendation for 3rd Street, west of the fire station (Looking west)

4th Street | Between Russell Street and University Street

Overview and Existing Conditions

• One-way, eastbound road with 12 on-street parking spaces on the south side of the street

• Westbound contraflow bike lane and marked sharrows for eastbound cyclists (completed 2014)

Ultimate Recommendation

• Install an 8’ protected two-way bike lane with a 3’ striped buffer installed between the bike lane and travel lane and flexible knock-down posts can be installed if vertical separation is desired

Implementation Considerations

• Removal of 12 City of West Lafayette parking spaces

• Continued education and enforcement regarding the operation of contraflow bike lanes

Current conditions for 4th Street (Looking west)Ultimate recommendation for 4th Street (Looking west)

Marsteller Street | Between Harrison Street and State Street

Overview and Existing Conditions

• One-way, northbound road on the east side of campus.

• South of the Agricultural Mall, the road provides for one travel lane and on-street parking on both sides of the street

• North of the Agricultural Mall, no parking is allowed on either side of the street and it widens to two travel lanes

• At the intersection of State Street, three separate lanes are provided for left turn-only, right turn-only and through traffic

• North of State Street, Memorial Mall Drive has one north bound vehicle travel lane, angled parking and drop-off areas near the Stewart Center

• An existing protected bike lane is located on the west side of Memorial Mall Drive. Curbed plant beds separate the bicycle facilities from the roadway

Recommendation (Convert to two-way street configuration)

• Install an 8’ two-way protected bike lane

• Removal of 54 City of West Lafayette parking spaces from both sides of the street to accommodate 2-way configuration

Implementation Considerations

• Mitigate lost parking spaces - consider adding parking to Sheetz Street by eliminating one travel lane and changing west side of street from parallel parking to angled parking

Recommendation for two-way Marsteller Street between Harrison Street and State Street (Looking north) Current conditions for Marsteller Street (Looking north)

Grant Street | Between Williams Street and Northwestern Avenue

Overview and Existing Conditions

• Grant Street (Williams Street to Wood Street): two-way, 36’ wide with on-street parking on both sides of the street

• Grant Street (Wood Street to State Street): two-way, 36’ wide street. This portion of Grant Street has no onstreet parking

• Grant Street (State Street to Central Drive): 28’ wide providing two, one-way northbound lanes and a bike lane on the east side of the street, also for northbound bicycle traffic

• Grant Street (Central Drive to Northwestern Ave.): 50’ wide to provide four lanes of northbound travel and one northbound bike lane. At the intersection, two left turnonly lanes exist, and the eastern-most lane is a right turnonly lane. One lane of travel is provided for northbound through traffic. This intersection has phased traffic light signals.

• Grant Street (north of Northwestern Ave.): two-way 36’ wide street with no parking on either side and bike lanes located adjacent to each curb.

Recommendations

• Grant Street (Williams Street to Wood Street): Mark sharrows on both north and south travel lanes.

• Grant Street (Wood Street to State Street): Install a 5’ wide buffered bike lane with 2’ wide striped buffer markings on each side of the street

• Grant Street (State Street to Central Drive): Install contraflow bike lane along the west curb and northbound sharrow markings in the east most travel lane. Install a 2’ buffer with striped markings and flexible knock-down posts can be installed if vertical separation is desired

• Grant Street (Central Dr. to Northwestern Ave.): Install a 5’ wide buffered contraflow bike lane adjacent to the west curb, and remove existing northbound bike lane. Install a three foot pavement buffer between the contraflow bike lane and the adjacent travel lane and knock-

Recommendation for Grant Street between Williams Street and Wood Street (Looking north)

down bollards may be installed if vertical separation is desired. All automobile travel lane configurations remain the same, but sharrows are added to the northbound through lane

• Grant Street (north of Northwestern Avenue): Encourage city of West Lafayette to install 5’ wide bike lanes on each side of the roadway

Long Term Recommendations

• Integrate the Purdue Heritage Trail - Refer to Appendix A for implementation considerations for trail routing and sizing

Recommendation for Grant Street between Wood Street and State Street and north of Northwestern Avenue (Looking north)

Implementation Considerations

• Work with city of West Lafayette to implement appropriate bicycle infrastructure for a two-way Grant Street

• Grant Street between Northwestern and State Street has been studied and proposed traffic configurations may impact proposed bicycle facilities

• Special design attention at driveway crossings and intersections

• Introducing new facilities like contraflow bike lanes, will require additional education and enforcement

Recommendation for Grant Street between State Street and Central Drive (Looking north)

Recommendation for Grant Street between Central Drive and Northwestern Avenue (Looking north)

Martin Jischke Drive | Between Tower Drive and Harrison Street

Overview and Existing Conditions

• Two 11’ wide travel lanes, and a curb to curb dimension of 38’ with on-street parallel parking exists along both sides of the street for all but the area adjacent to the Cordova Recreation Center

Option A Recommendation

• Add 5’ wide bike lanes on each side of the street

• Removal of 59 parking spaces from west side of the street (21 spaces south of State Street being Purdue University permit parking, and 38 spaces north of State Street being University Residences’)

Option B Recommendation

• Install a two-way protected bike lane on the west side of the street

• Remove parallel parking on the west side of the street, and the travel lanes would be narrowed to 10’

• Install bi-directional bike lane 8’ wide with a 2’ striped buffer

Option C Recommendation - Cyle Track

• Install a two-way cycle track on the west side of the street

• Remove parallel parking on the west side of the street, and the travel lanes would be narrowed to 10’ or 11’

• Install 4’ lawn buffer between cycle track and roadway (buffer exists between 3rd and 5th)

Implementation Challenges

• Removal of parking on the west side of the street

• Special design attention at driveway crossings and intersections

• Coordinate location of cycle track (Option C) with the Ben & Maxine Miller Child Development Laboratory School

Russell Street | Between Stadium Avenue and Harrison Street

Overview and Existing Conditions

• Between Stadium Avenue and State Street, one-way south bound with on-street parallel parking along both sides

• Three, 11’ wide travel lanes and a curb to curb width of 49’

• Between State Street and Harrison Street, a 40’ street with two way traffic and parallel parking on both sides

Interin Recommendation: North of State Street - Two-Way Street

• Implement two-way traffic, one-lane in each direction

• Locate on-street parking adjacent to the curb

• Mark sharrows in each travel lane

Recommendation North of State Street- Two-Way Street

• Implement two-way traffic, one-lane in each direction

• Locate on-street parking adjacent to the curb

• Install 5’ wide bike lanes in each direction between onstreet parking and the vehicle travel lane. Provide buffer between bike lane and travel lane by reducing on-street parking width and vehicle travel lane width

• Remove dedicated left-turn lanes at intersections where possible to reduce the number of shared-travel lanes

South of State Street Recommendation

• Install 5’ bike lanes and maintain two-way vehicle travel

• Remove 30 parking spaces from west side of the street to provide room for bike lanes

Implementation Challenges

• Special design attention at driveway crossings and intersections

Interin recommendation for Russell Street, between State Street and Harrison Street (Looking north)

Recommendation for Russell Street, between State Street and Harrison Street (Looking north)

North University Street | Between State Street and Stadium Avenue

Overview and Existing Conditions

• Two travel lanes, a 4’ wide bike lane on the west side and a wide bus pulloff lane on the east side

• Curb to curb width of 38’ including bus pulloff

Recommendation - Two-way Street Conversion - Bike Lanes

• Implement two-way traffic, with two 11’ lanes

• Implement protected bike lane or cycle track as either type functions may function with one-way or two-way traffic

Long Term Recommendations

• Integrate the Purdue Heritage Trail - Refer to Appendix A for implementation considerations for trail routing and sizing

Implementation Considerations

• Coordination with the transit system and reducing opportunities for conflicts between bicyclists and people waiting for the bus

• Special conditions may be required to accommodate the loading dock near State Street

Wood Street | Between Sheetz Street and Grant Street

Overview and Existing Conditions

• From Sheetz Street to Grant Street, 3 travel lanes totalling 36’ wide. Northernmost lane is left turn-only onto Grant Street

• No parking spaces exist on Wood Street between Sheetz Street and Grant Street

Recommendation

• Convert Wood St. to a two-way roadway (one travel lane in each direction), with parallel parking on the south side of the street and a 5’ bike lane on the north side of the street

• Mark sharrows for east bound cyclists

Long Term Recommendation - Bike Lanes

• Explore the potential to remove on-street parking from the roadway

• Install 5’ bike lanes on each side of the street

Long Term Recommendation - Bike Lane and Sharrow

Implementation Considerations

• Introduction of new facilities such as contraflow bike lanes, will require additional education and enforcement

• Ultimate recommendation requires State Street to also be converted to a two-way roadway

• Work with city of West Lafayette to implement recommendations beyond Grant Street

Stadium Avenue | Between McCormick Road and Northwestern Avenue

Overview and Existing Conditions

• Street is 40’ wide between Northwestern Avenue and Martin Jischke Drive

• Varies between two travel lanes in each direction and, at some intersections, drops to dual through lanes and a turn lane

• Stadium Avenue varies between 30’ and 34’ wide between David Ross Road and Martin Jischke Drive

• Stadium Avenue is approximately 24’ wide west of David Ross Road

Ultimate Recommendation

• Implement off-street cycle track as part of the proposed perimeter parkway project on the south side of Stadium Avenue

Implementation Considerations

• Special design attention at driveway crossings and intersections

Existing conditions for Stadium Avenue from Northwestern Avenue to Martin Jischke Drive (Looking west)

Ultimate Recommendation for Stadium Avenue with implemented proposed perimeter parkway and cycle track (Looking west)

Harrison Street | Between Martin Jisckhe Drive and Grant Street

Overview and Existing Conditions

• The portion of Harrison Street from the Jischke Drive roundabout to Sheetz Street has recently been improved to be a divided boulevard that has a separated bike path on the north side from Martin Jischke Drive to Horticulture Drive

• The current condition of Harrison Street is 48’ wide from curb to curb with 12’ travel lanes

Ultimate Recommendations

• Extend the north side cycle track on Harrison Street, to be consistent with the perimeter parkway around campus. The 12’ wide bikeway should be separated from the pedestrian sidewalk by a 5’ minimum planted buffer.

Implementation Considerations

• Design solution on Harrison Street is dependent on the completion of the proposed perimeter parkway project

• Configuration of parkway east of Sheetz Street could change to better align with Williams Streetcurrently being studied by others

• Horticulture Greenhouse interrupts bike path between Horticulture Drive and Marsteller Street.

State Street| Between US 231 and Tapawingo Drive

Overview and Existing Conditions

• State Street is currently a two way street expect for a portion between Sheetz Street and Chauncey Avenue which transitions to a one-way

• The road varies in width and the number of travel lanes

• No on street parking is provided on either side of the street

Interim and Long Term Recommendation

• State Street has been studied more in-depth as part of the State Street Master Plan project by others - Refer to that document for the proposed interim and long term recommendation for State Street

• A dedicated bicycle facility is proposed from US 231 to the Wabash River on the north side of State Street as part of the State Street Master Plan project. The bicycle facility varies between a cycle track (near the Purdue campus) and a protected bike lane (east of Grant St.)

• The State Street cycle track shall be constructed to accommodate vehicles where necessary. Where vehicles are required or needed to access the trail, a minimum 3” asphalt paver, 3/4” bituminous setting bed, 6” concrete sub-base and 6” compacted aggregate based should be provided. A thinner profile may be provided in areas where maintenance vehicles will not be using the trail. The section shall be applied to all other proposed cycle tracks on Purdue University’s campus.

Nimitz Drive | Between Airport Road and Gates Road

Overview and Existing Conditions

• Two way street, 24’ wide

Ultimate Recommendation

• Install sharrows for both east and west bound bicycle traffic

• Stop sharrows at 4-way stop intersection at Gates Road and direct cyclists to use existing off street bike path

John R. Wooden Drive | Between Stadium Avenue and Cherry Lane

Overview and Existing Conditions

• From Stadium Avenue to Tower Drive, street is 33’ wide and has on street parallel parking on each side of the street

• North of Tower Drive to Victory Drive the street is one-way northbound and 17’ wide with no parking

• The elevation climbs as the road curves around the football stadium, so riders will tend to ride slower on this portion of roadway

• From Victory Drive to Cherry Lane, the street is twoway with no parking on either side of the road

Ultimate Recommendation

• Install a 6’ bike lane, space permitting, on the east side of the road in the direction of travel from Stadium Avenue to Victory Drive (This will allow comfortable riding north and up the hill without being in the travel lane)

• Mark sharrows between Victory Drive and Cherry Lane

Implementation Challenges

• Coordination with planned resurfacing schedule

• Coordination with University football schedule

Steven Beering Drive| Between Stadium Avenue and Cherry Lane

Overview and Existing Conditions

• From Stadium Avenue to Tower Drive the street is oneway southbound, 28’ wide and has on street parallel parking on the west side of the street

• North of Tower Drive to Victory Drive, the street is one way southbound and 15’ wide with no parking. The elevation drops as the road curves around the football stadium, so riders will tend to ride faster on this portion of roadway

• North of Victory Drive, the street is two-way to Cherry Lane

Ultimate Recommendation

• Install a 6’ bike lane, space permitting, on the west side of the road in the direction of travel (This will allow comfortable riding south and down the hill without being in the travel lane)

• Mark sharrows between Victory Drive and Cherry Lane

Implementation Considerations

• Coordination with planned resurfacing schedule

• Coordination with University football schedule

Recommendation for Steven Beering Drive between Victory Drive and Cherry Lane (Looking north)

Recommendation for Steven Beering Drive between Stadium Avenue and Tower Drive (Looking north)

Recommendation for Steven Beering Drive between Tower Drive and Victory Lane (Looking north)

Overview and Existing Conditions

(Between Stadium Ave. and 5th St.)

• A single southbound travel lane between with angled parking on both sides

(Between 5th St. and State St.)

• A single northbound travel lane between with angled parking on both sides

Recommendation

• Option 1: Mark sharrows between Stadium St. and State St.

• Option 2: Convert Waldron St. to a two-way roadway (one travel lane in each direction) with angled parking on the west side of the street and a two-way protected bicycle facility on the east side.

• Option 3: Convert Waldron St. to a two-way roadway (one travel lane in each direction) with parallel parking and bicycle lanes on both sides.

Implementation Considerations

• Coordination with planned resurfacing schedule N

Overview and Existing Conditions

(Between State St. and Wood St.)

• Two one-way south travel lanes with parallel parking on the east side of the street

• Between State St. and Wood St., 4’ bike lane for southbound cyclists on the west side of the street (Between Wood St. and Harrison St.)

• Two one-way south travel lanes with parallel parking on both sides of the street

Recommendation

• Convert Sheetz St. to a two-way roadway (one travel lane in each direction) with on-street parallel parking on both sides of the street

• Mark sharrows between State St. and Harrison St.

Implementation Considerations

• Coordination with planned resurfacing schedule

Tower Drive and David Ross Road

Overview and Existing Conditions

• The western-most portion of Tower Drive is a two-way street, 40’ wide with parallel parking on both sides of the street

• Immediately west of Steven Beering Drive, Tower Drive is 30’ wide with on-street parking on the south side of the street

• East of Steven Beering Drive, Tower Drive is one-way westbound, 30’ wide, with parallel parking on both sides of the street

• David Ross Road is a two-way street with head-in angled parking on the west side of the roadway

Ultimate Recommendation

• Mark sharrows for both east and west bound travel lanes on Tower Drive, west of Steven Beering Drive

• Mark sharrows on west-bound travel lane of Tower Drive between Steven Beering Drive and John Wooden Drive

• Install a contraflow bike lane and sharrows on Tower Drive between Steven Beering Drive and John Wooden Drive

• Removal of 22 on-street parking spaces along the south curb line would be required

• Mark sharrows on David Ross Road

Implementation Challenges

• Coordination with the City of West Lafayette

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Bike Paths and Shared Service Drives

Bike Paths Overview

A number of bicycle paths and shared service drive routes are recommended to be implemented throughout campus, but the highest concentration of these routes is located on the north academic campus.

• Bicycle paths should be a minimum of eight feet for two-way bicycle traffic

• Where space permits, 1.5’ of adjacent buffer space free of obstacles should be provided

• Sidewalks for pedestrian should be provided adjacent to bike paths

Shared Service Drives Overview

• The recommendation for shared service drives varies per service drive width. Recommendations include the following types:

1. Advisory bike lane (split one-way)

2. Center-aligned bike lane, two-way

3. Curb-aligned bike lane, two-way

North-South Route #1

Recommendations

1. Stadium Mall

• Maintain existing bicycle path, but stain concrete charcoal color to match standard currently used on campus

• Develop bike path from University Street to Stadium Avenue at north end of Stadium Mall

2. Purdue Mall

• Develop bike path along existing curved walk east of Hovde Hall

• Provide new bike path along western-most edge of existing curved walk east of Hovde Hall to minimize impacts to large trees and to respect of formal layout of Purdue Mall

3. Centennial Mall

• Provide new bicycle path on west side of Centennial Mall as part of ALC site development

• Establish mixing zones at major intersections between pedestrians and bicycles

Implementation Challenges

• Coordination with new Active Learning Center

• Coordination with University class schedule

bike path layout around Purdue Mall - view from Schleman Hall Green Roof - Refer to area #2 in plan above

North-South Route #2

Recommendations

1. Armstrong and Hampton Halls

• Remove existing asphalt pavement and replace with integral concrete charcoal color bike path

• Establish mixing zones at major building entries between Armstrong and Hampton

2. Hampton Hall and Physics Building

• Relocate bike route from center of service drive to southwestern-most side of service drive

• Remove service drive southeast of southern-most loading dock at Physics and replace with paved plaza with bike path to align with existing bike path on Purdue Mall

3. Purdue Mall

• Maintain bike path on the northeast side of Purdue Mall to connect routes on the service drives east of Forney Hall with route between Mechanical Engineering and Electric Engineering

• Stain existing concrete path charcoal color to match standard currently used on campus

4. ME and EE

• Redevelop space and widen pavement between buildings to accommodate minimum 8’ wide, two-way bike path and 10’-12’ sidewalk including a 1.5’ buffer zone between walk and bike path

• Consolidate bike parking to bike path side of corridor

5. East of Potter

• Install curb-aligned bike lane along the western curb edge

• Adjust ramp at northeast entrance to Potter

• Consider implementation of bicycle round-about at intersection of routes in the service drive southeast of Mechanical Engineering

• Lanes should connect with bike route on Central Drive (East-West Route #2)

Implementation Challenges

• Coordination with University class schedule

• Coordination with ALC project

Bike path and pedestrian mixing zone between Armstrong Hall and Hampton Hall - Refer to area #1 in plan above

Bike path layout and new paved plaza between Forney Hall and Physics Building - Refer to areas #2-3 in plan above

North-South Route #3

Recommendations

Southwest of Northwestern Avenue

• Develop cycle track adjacent to curb along Northwestern Avenue

• Consider narrowing travel lanes on Northwestern Avenue to accommodate proposed cycle track and to protect large Oak tree east of Armstrong Hall

• Relocate sidewalk on southwest side of cycle track

• Provide a minimum 6’ wide buffer between the bike path and the bus pull-off zones at Physics and Electrical Engineering

• Develop mixing zones at major building entries

• Preserve large Oak tree east of Armstrong Hall

Implementation Challenges

• Coordination with University class schedule

• Coordination with implementation of the Perimeter Parkway Plan

• Coordination with City of West Lafayette if lanes are narrowed on Northwestern Avenue

Provide 6’ wide buffer between bike path and bus pull-off zones at Physics and Electrical Engineering

North-South Route #4

Recommendations

Stewart Center route

• Maintain existing route east of Stewart Center

• Develop new bike path between Purdue Memorial Union and Stewart Center to connect with future State Street protected bike lane

• Develop mixing zones at major building entries at Stewart Center an Purdue Memorial Union as well as existing plaza south of buildings

• Consider staining concrete charcoal color to match existing standard

Implementation Challenges

• Coordination with University class schedule

• Coordination with State Street Master Plan to provide proper connection

North-South Route #5

Recommendations

1. South portion of Hort Drive

• Install sharrows on Hort Drive from Harrison Street to the service drive south of Agriculture Administration

2. North portion of Hort Drive

• Extend new bike path north to connect with East-West Route #6

• Consider closing Hort Drive to through traffic north of the service drive south of the Horticulture Building and develop a bike path and sidewalk that doubles as an emergency vehicle access way

Implementation Challenges

• Coordination with University class schedule

• Coordination with State Street Master Plan to provide proper connection in future

North-South Route #6

Recommendations

1. McCormick Road

• Develop new bike path on east side of McCormick Road from State Street to existing Cattail Trail south of Stadium Avenue, consistent with perimeter parkway plan

2. Airport Road

• Develop new cycle track east of the existing sidewalk on the east side of Airport Road from State Street to the airport entrance

3. US 231 bike path

• Develop shared bike and pedestrian path just beyond US 231 right-of-way and south of Purdue Village Apartments and east of Discovery Park to roundabout at Martin Jischke Drive

• Develop bike path from Discovery Parking Lot to west side of South Russell Street to US 231.

Implementation Challenges

• Coordination with University class schedule

• Coordinate with US 231 corridor site development

East-West Route #1

Recommendations

1. Schleman Hall

• Maintain sharrows through the parking lot west of Schleman Hall and on the service drive north of Elliott Hall

• Maintain existing bicycle path north of Schleman Hall, but stain concrete charcoal color

2. Forney Hall

• Maintain existing bike path between Forney Hall and Hampton Hall

3. Service drive between Armstrong Hall and Physics Building

• Maintain existing centered bike lanes

Implementation Challenges

• Coordination with University class schedule

East-West Route #2

Recommendations

1. South of Elliott Hall

• Maintain sharrows on 3rd Street south of the Armory

• Develop cycle track or two-way protected on-street facility on the south side of Third Street south of Elliot Hall and across planted island to align with bike path south of Hovde Hall

• Install bike path north of existing sidewalk in planted island

• Remove 8 parking spaces along south curb line of 3rd Street south of Elliott Hall

2. North of future ALC

• Develop bicycle path as part of the ALC site development

3. ME and Potter

• Relocate marked bike route from center of service drive to curb-aligned bike lane on south side of service drive

• Consider implementation of bicycle round-about at intersection of this route with North-South Route #2 (southeast of Mechanical Engineering)

4. EE and KNOY

• Relocate existing separated bike route immediately south of Electrical Engineering to lawn/walk area north of the sidewalk north of KNOY

• Connect to proposed cycle track adjacent to Northwestern Avenue and east of KNOY (North-South Route #3)

Implementation Challenges

• Coordination with new Active Learning Center

• Coordination with University class schedule

proposed bike path south of Elliott Hall provides an eastwest connection across the north academic campus

East-West Route #3

Recommendations

1. Psychological Sciences

• Relocate marked bike route from center of service drive east of PSYC to east edge of service drive

• Connect to East-West Route #1

2. South of future ALC

• Locate bike path south of service drive

• Redevelop as part of future ALC site development

3. Central Drive

• Maintain bike lanes marked in center of service drive

Implementation Challenges

• Coordination with new Active Learning Center

• Coordination with University class schedule

East-West Route #4

Recommendations

Oval Drive

• Provide continuation of existing Academy Park bike path

• Move north curb line on Oval Drive south to provide space for proposed bike path

• Accommodate turn radius movements for buses

• Extend bike path from Academy Park bike path to existing path south of Class of 1950

• Protect large trees in plaza south of Class of 1950 Lecture Hall

• Remove or stain existing concrete in plaza south of Class of 1950 Lecture Hall to accommodate designated bike

Implementation Challenges

• Coordination with University class schedule

• Coordination with CityBus traffic

• Coordination with Farmers’ Market

The proposed bike path north of Oval Drive will connect to the existing bike path through Acadamy Park to the east and East-West Route #5 to the west

East-West Route #5

Recommendations

1. Founders Park

• Relocate existing center aligned bike lane on service drive south of Beering Hall to curb-aligned along the north curb

• Develop bike path as extension of service drive lane south of Beering Hall and angle northeast to connect to East-West Route #4

• Develop bike path on west side of existing walkway west of Recitation Building as south extension of existing bike path east of MATH

• Transplant existing trees if possible

2. South of Math Science

• Maintain existing center-aligned bike lane on service drive south of Math Science

• Adjust masonry wall around bike parking north of Beering to allow access to bike parking from east

Implementation Challenges

• Coordination with University class schedule

The bike path should be developed as extension of service drive lane south of Beering Hall and angle northeast to connect to East-West Route #4

East-West Route #6

Recommendations

South of State Street route

• Modify the alignment of existing bike route south of State Street to meet existing street intersections at University Street, Russell Street and Martin Jischke Drive

• Repurpose existing bike path for pedestrian use once the new bike route alignment is implemented

• Build new adjacent concrete sidewalk as necessary along bike path

• Develop raised intersections at Russell Street and Martin Jischke Drive where bike paths cross streets

• Create split in bikeway north of LILY to accommodate bike travel along State Street and a direct path to Discovery Park

Implementation Challenges

• Coordination with University class schedule

• Coordination with City of West Lafayette for raised intersections

Programs and Policy Recommendations

Program and Policy Recommendations

This chapter outlines the non-infrastructure program and policy recommendations that will play a critical role in institutionalizing a supportive environment for bicycling. Education and encouragement programs, which include outreach and events, create a more knowledgeable community that is interested in trying or continuing to ride bicycles. Enforcement programs and policies help ensure legal and predictable bicyclist behavior that leads to a safer traffic environment for bicyclists, pedestrians and drivers.

Improvements in these non-infrastructure areas will also position the University well for acquiring a Bicycle Friendly University award from the League of American Bicyclists.

Existing Conditions

Bicycle Programs

Bicycle programming efforts today at Purdue are overseen by the Office of University Sustainability,Physical Facilities, Purdue Police Department and the Purdue University Cycling Club. Sustainability provides some online information for bicyclists and prospective bicyclists, and the office has funded the installation of three bicycle “Fix-It” repair stations on campus. Bicycling is also highlighted at Sustainability events such as Green Week and Earth Day. Physical Facilities initiated and maintains the Purdue Bicycle website and facilitates the planning, design and implementation of bicycle infrastructure on campus. The Purdue Police Department manages and implements the bicycle registration program.

The Cycling Club is primarily a competitive racing team, but members also staff a tent at the weekly campus farmers market to provide free bicycle repair. During the plan development process, Club leaders also expressed an interest in expanding their mission to include outreach programs and education.

CityBus already runs some educational campaigns aimed at bicyclists and pedestrians, such as this bus ad

Bicycle Policies

Policies governing bicycles and bicycling on campus are located in the Traffic and Parking Regulations. University regulations cover bike parking, bicycles in buildings, prohibitions on sidewalk riding and walk zones. State of Indiana and City of West Lafayette traffic codes cover bicylists’ rights and responsibilities on the roadway and pathways, as well as necessary equipment such as lights and bells.

Organizational Recommendations

Designate or hire a bicycle coordinator

Issue: Today there is no one staff member on campus who is responsible for furthering the improvement of bicycling at Purdue. While efforts are being made by Physical Facilities, Purdue University Police and the Office of University Sustainability to improve various aspects of the bicycling environment, there is no single person or plan to coordinate and unify these efforts.

Purpose: The role of a bicycle coordinator is to coordinate efforts campus wide to create a more bicycle friendly environment. The top bicycle friendly universities in the country—Stanford, UC Davis, UC Santa Barbara and Portland State—all have a full-time bicycle coordinator on staff. Many peer institutions in the Big 10 also have a staff person dedicated to bicycling on campus (University of Illinois Urbana-Champaign, University of Wisconsin Madison) or to alternative transportation as a whole (University of Michigan, University of Minnesota).

Many other universities designate a portion of a staff member’s time to bicycle planning, often someone who shares responsibility for pedestrian planning or a widerranging transportation demand management program.

Ohio State University partnered with a local bicycle nonprofit to create a bicycle safety campaign

Bicycle planning and programming can range from 25 to 100 percent of the staff member’s time.

This staff member often also has responsibility for disseminating messages about bicycling through various university communications channels. An optimal candidate would posses experience with marketing and promotion to use online and print methods, social marketing and planned events to provide educational and encouragement about bicycling.

Recommendation:

• Designate one or multiple staff members to be responsible for the implementation of this Plan and the coordination of staff across multiple departments. This may be an existing staff member(s) or a new hire.

• Consider starting as a pilot program staffed by a graduate student employee. Task this staff member with recruiting and oversight for the Bicycle Ambassador program recommended below.

• Reevaluate this position over time to ensure that the staffing approach meets needs as bicycling increases on campus.

Potential responsible unit: Internal discussions will be needed to determine the best location for this position. Likely placements are in Physical Facilities or the Office of University Sustainability. A decision about placement should hinge on whether this position will focus more on programs or infrastructure implementation.

Maintain a Bicycle Working Group

Issue: The campus bicycling environment is influenced by many different University departments and coordination among them is not currently formalized. Physical Facilities, Grounds, Police, Sustainability, University Residences, Athletics and Recreational Sports have all been involved in the development of this plan.

Purpose: Successful bicycle friendly universities have a bicycle advisory committee that meets to discuss bike issues on campus. This group serves both advisory and implementation roles. In some cases, these committees are allocated an annual budget and have autonomy in spending it on bicycle infrastructure and/or programs.

Recommendation:

• Create a subcommittee of the Parking and Traffic committee responsible for working with the bicycle coordinator to implement the recommendations of this plan.

• Include parties representative of the various campus constituencies: undergraduate and graduate students, staff and faculty.

Potential responsible unit: Parking and Traffic Committee

Education Recommendations

Form a Bicycle Ambassador program of peer educators Issue: Bicycle education on campus today is limited to the www.purdue.edu/bikes website and efforts by the Purdue Cycling Club. Many students arrive on campus with limited experience bicycling for transportation, or with limited experience in an American, on-street context. Reaching students with educational messages through posters, flyers and websites is difficult with the overwhelming amount of information they are already asked to digest. Boiler Gold Rush orientation and international student orientations are too full of programming to accommodate additional messaging regarding bicycle safety.

Purpose: Educational messages from peers will be more well-received by students than those from administration or police sources. Resident Assistants (RAs) educate their students about other types of personal safety issues, but it is unreasonable to expect them to become expert on bicycle safety as well. Trained Bicycle Ambassadors can take on this role.

Recommendations:

• Recruit a group of approximately eight Bicycle Ambassadors (possibly part-time paid employees) to be responsible for spreading the message about bicyclist rights, responsibilities and safety.

• Staff the Purdue Cycling/Purdue Police tent at the farmers market with one to two Bicycle Ambassadors per week who are responsible for spreading bicycle safety messages to attendees.

• Require Bicycle Ambassadors to sign a pledge that they will ride responsibly and legally at all times to set an example for the campus community.

Campus bicycle ambassador programs are modeled on successful municipal ones like that in Washington, D.C.

• Require University Residences’ RAs to invite a Bicycle Ambassador to one floor meeting in the fall semester to present information.

Potential responsible units: Office of University Sustainability; Bicycle coordinator; University Residences

Create an online quiz about rules of the road for all modes Issue: Bicyclists, pedestrians and drivers on campus have varying levels of knowledge of traffic laws that apply to them and other roadway users. This can lead to differing expectations of how each mode will operate on roadways and, in turn, a higher potential for conflicts.

Purpose: Imparting the same knowledge to all road users will help create proper expectations of behavior among different modes.

Recommendations:

• Develop an informational quiz that introduces all types of roadway users to Indiana traffic law and campus traffic policies.

• Initiate quiz with campus parking permit holders. Link the informational quiz to registration or re-registration of permits.

• Study the feasibility of linking the quiz to online bicycle registration when that system is developed.

Potential responsible units: Parking, Airport and Transportation Service; Physical Facilities; Bicycle coordinator

Develop bicycle education materials for new students/ staff

Issue: Bicycle education materials on campus today are limited to the www.purdue.edu/bikes website and bus ads

that address traffic safety. The website is a good resource, but it does not reach the entire community through direct contact. New facility types on campus may lead to confusion about their proper use without communication at the time of their installation.

Purpose: Enable all new Purdue community members to start off on the same foot in terms of bicycle knowledge.

Recommendations:

• Create a brief educational pamphlet that covers the range of bicycling issues bicyclists may encounter on campus.

• Include information on: traffic laws, University regulations, basic bicycle equipment safety check, tips for signaling and scanning.

• Model pamphlet on a pared-down version of the League of American Bicyclists’ “Smart Cycling Quick Guide.”

Potential responsible units: Initially: Physical Facilities; Longterm: Bicycle coordinator

Create safety training and communications materials for drivers of campus vehicles and delivery services

Issue: Purdue employees who drive University vehicles and drivers of delivery vehicles (from food service to standard shipping companies such as UPS) represent a large segment of on-campus traffic every day. These drivers also interact more closely with pedestrians and bicyclists as they utilize service drives and loading docks. Delivery drivers may not be familiar with driving in a congested campus environment.

Purpose: Ensuring that all drivers who use campus service drives are well acquainted with applicable pedestrian, bicycle traffic laws and campus policies may help avoid conflicts. As new bicycle facilities are constructed on service drives, communications describing intended bicycle and vehicle usage of the space can help ensure safe interactions.

Recommendation:

• Develop a short pamphlet to be distributed to drivers of campus vehicles and companies that make on-campus deliveries.

• Distribute pamphlets to delivery drivers as service drive bicycle facilities (and others) are implemented

Potential responsible units: Materials Management and Distribution; Physical Facilities; Housing and Food Services

Launch a marketing campaign to promote mutual respect and awareness

Issue: Members of the campus community do not necessarily have an inherent understanding of the motivations, needs and behaviors of those traveling by other modes of transportation. For example, a driver may not understand the importance of using a turn signal to notify a bicyclist of an upcoming turn. A bicyclist may not appreciate how

their travel speed impacts the comfort of pedestrians on shared pathways, and a pedestrian may not understand how important it is to make eye contact with a driver or bicyclist when crossing the street. Each of these situations can lead to misunderstanding and animosity which does not promote productive interactions on streets and pathways.

Purpose: Better mutual understanding of needs and behaviors of different modes may help decrease conflicts. If users of all modes understand motivations of others, they can anticipate behavior more accurately and make choices to avoid conflicts.

Recommendation:

• Create a full marketing campaign of bus ads, posters, stickers, etc. Consider branding with a hashtag for social media

• Add respect messages to the bicycling website.

Potential responsible units:

Initially - Physical Facilities; Marketing and Media

Long-term - Bicycle coordinator

Enforcement Recommendations

Systematize and publicize abandoned bike removal Issue: Bicycles are left locked to racks for extended periods of time. This makes spaces unusable by daily bicyclists, including in areas with high parking demand.

Bicycle removal is handled by the Grounds Department on the academic campus in other areas, removal is handled by University Residences, Recreational Sports and Athletics staff. The Grounds Department has a defined procedure for identifying, tagging and removing abandoned bicycles within

three days of identification. Illegally parked bikes are removed immediately, and all racks are cleared of abandoned bicycles at the end of the academic year. University Residences’ racks are not cleared throughout the academic year, except at Purdue Village where residents are required to attach a Purdue Village registration tag to their bikes. Abandoned bikes at the CoRec are tagged for removal on an as-needed basis and at the end of each semester.

Purpose: A more coordinated system of removal across the entire campus will ensure that Purdue bicyclists can have consistent expectation of how their bicycle will be treated anywhere at the University. Publicizing this information clearly on the Purdue bikes website and in other bike materials may lead to better compliance with existing parking regulations.

Recommendations:

• Coordinate a single tag type for abandoned bicycles across all campus units responsible for identification and removal.

• Systematize the length of tagging abandoned bicycle before impoundment across all units to a period of three days.

• Store impounded bicycles from all units at the same location.

• Give access to bicycle registration database to all units involved in tagging and removal of abandoned bikes.

• Increase residence hall rack sweeps to twice a year, adding a second sweep at the end of the fall semester. Use residence hall email lists to notify residence hall residents of semester-end bicycle sweeps.

Potential responsible units: Grounds Department; University Residences; Athletics Department; Recreational Sports; Purdue Police

Residence

Define “mixing zones” on campus where bicyclists and pedestrians interact and initiate courtesy campaign

Issue: High volumes of pedestrians and bicyclists interact on off-street pathways on campus. These areas include shared pathways, those painted for separated bicycle and pedestrian use, and plazas where both modes are making turning movements. These areas can be confusing and hectic if bicyclists and/or pedestrians do not share the space courteously.

Purpose: Defining a specific, consistent pavement treatment for mixing zones will alert users to be aware of sharing space with other modes. A courtesy campaign will encourage bicyclists and pedestrians to move through mixing zones in a way that is considerate of others’ travel.

Recommendations:

• Develop a recognizable pavement treatment that gives precedence to pedestrians in mixing zones by carrying pedestrian area treatment through.

• Define the zone through markings or pavement type particularly at the edge of the zone.

• When zones are implemented, initiate a campaign through temporary signage and use of Bicycle Ambassadors at the zones to encourage courteous riding at a pedestrian pace, or dismounting by bicyclists.

Potential responsible units: Physical Facilities; Bicycle Ambassadors; Bicycle coordinator

Create a bicycle issue reporting system

Issue: There are a number of issues that impact the bicycling experience on campus that would be better managed with a more robust source of data about their occurrence. Bicycling and walking hazards such as potholes, uneven pavement

and icy/snowy spots are not always easy to locate on campus since a full understanding of their extent would require Grounds staff to continually canvas for issues. Locating abandoned bicycles today requires vigilance and time on the part of Grounds staff as well. Additionally, there is no existing system for bicyclists, pedestrians or drivers to report a “near miss” of a crash whether on a street or campus pathway.

Purpose: Crowd-sourcing reporting of the first two issues (hazards and abandoned bicycles) will increase the efficiency of Grounds staff who will need to devote less time to seeking them out. Developing a database of near misses in addition to police-recorded bicycle and pedestrian crashes will help the University and the City focus on trouble spots for improvement. These improvements can include both infrastructure fixes as well as targeted education and outreach campaigns by the Bicycle Ambassadors and Purdue Police. Community members will also feel empowered in improving their bicycling environment through contributing to this reporting system.

Recommendations:

• Model the reporting system on the “Slips, Trips and Falls” reporting system currently in place for workplace hazards.

• Enhance this reporting system with a link on www. purdue.edu/bikes to a web form that enables reporting of these same hazards.

• Long-term, consider enlisting a student software coder or creating an app competition to bring this reporting system to a smart phone platform.

Potential responsible units: Physical Facilities; Bicycle coordinator

Implement a “Caught Being Good” program

Issue: Students may or may not be aware of traffic laws and campus policies that apply to bicyclists. The burden of a full citation and fine for a bicycle infraction is heavier than most students can afford, and officers may be reluctant to serve citations because of that. Without enforcement, students are more likely to continue to disobey traffic laws, and without education, students are more likely to remain ignorant of bike laws.

Purpose: Positive reinforcement of traffic laws can encourage good behavior and avoid discouraging new riders who may hear about citations with fines for bicycle violations.

Recommendations:

• Use Bicycle Ambassadors to staff stations at trouble spots on campus (e.g., University Street where wrongway riding is prevalent) and hand out incentives to bicyclists following the law or riding courteously.

• Incentives popular in other positive reinforcement programs are coupons for off-campus dining and granola/candy bars.

Potential responsible units: Bicycle coordinator; Student volunteers

Require registration for bicycles retrieved from impoundment

Issue: Few bicycles are registered on campus today, and the online survey conducted for this plan indicated that many campus community members are unaware of the registration program.

Purpose: Bicycle registration information linking a bicycle to its owner can deter theft, make a bicycle easier to trace, and easily identify the owner of an impounded bicycle.

Recommendations:

• Require registration of unregistered bicycles that are impounded and retrieved. Purdue Police should provide registration materials and training to Grounds staff who oversee the bike barn.

Potential responsible units: Grounds Department; Purdue Police Department

Continue targeted enforcement of traffic laws

Issue: Some bicyclists willfully disobey traffic laws. Many times, these infractions do not result in crashes or conflicts, but higher incidence of infractions leads to a higher likelihood of conflicts. When drivers and pedestrians cannot expect bicyclists to obey traffic laws, they cannot accurately gauge how to interact with them on the roadway.

Purpose: Continuing spot enforcement of traffic laws for bicyclists will encourage riders to obey traffic laws. Word of mouth will spread information about tickets and fines being

issued to law breakers and encourage other bicyclists to obey traffic laws.

Recommendation:

• Continue targeted enforcement actions at locations known for bicycle traffic infractions such as University Street (wrong-way riding).

• Continue policy of issuing a first warning and a ticket upon observing the second incidence of an infraction.

• Supply officers with bicycle education materials to hand to bicyclists disobeying traffic laws.

Potential responsible units: Purdue Police Department; West Lafayette Police Department

Consider a diversion program for first-time bicycle offenders

Issue: Though they are issued infrequently, tickets for moving violations on a bicycle carry the same fines as those in an automobile. These fines may act as a deterrent to officers issuing citations to bicyclists.

Purpose: If officers know bicyclists have the option of a reduced fine through taking a bicycle education class, they may be more willing to issue citations. A larger number of citations can help create a more law-abiding bicyclist culture on campus.

Recommendation:

• Create a one-hour bicycle rights and responsibilities class that can be offered to first-time offenders.

• Offer class monthly and reduce fines for offenders who attend.

• Consider working with West Lafayette Police to offer these classes to bicycle offenders who are not Purdue affiliates.

Potential responsible units: Purdue Police Department; Bicycle coordinator

Encouragement Recommendations

Create an on-campus bicycle shop for sales, repair and maintenance classes

Issue: Many students currently purchase low-quality, lowcost bicycles. The low quality and price of these bikes leads to a lack of upkeep and greater numbers of abandoned bicycles to manage on campus, as well as an unsustainable waste stream.

Purpose: Campus bike shops across the country have become the hubs of bicycle culture and education at universities. The presence of an on-campus shop means that students know automatically where to go for expertise relating to bicycles. The existing Fix-It stations on campus are a great start, as is the weekly presence of the Purdue Cycling Club at the farmers market. Creating an on-campus shop will support

and supplement both of those existing resources.

Recommendations:

• Work with a group of students to choose a shop model that is most appropriate for Purdue: student-run, student-staffed, staff-run, outside vendor-run.

• Integrate a campus shop into the abandoned bicycle process through culling, recycling and refurbishing of higher quality unclaimed bicycles.

• Host maintenance classes at the shop.

• Offer winter storage and spring tune-up packages to help ridership numbers rebound after winter hiatus.

Potential responsible units: Recreational Sports; University Sustainability; Physical Facilities

Hold annual fall bike rides

Issue: New students and staff arrive on campus with varying levels of exposure to riding bicycles for transportation and varying experiences based upon the community they come from. These range from small American suburban communities where students likely rode on sidewalks, to large international cities with wholly different traffic laws from the American context. All students arrive without a general orientation to West Lafayette geography, including important off-campus destinations.

Purpose: Education about traffic laws and bicycle interactions with other modes on the roadway can only go so far on paper and in presentations. On-road experience of riding with traffic and reacting properly to traffic controls will help expose new students to proper riding behavior. The rides can also highlight different types of destinations such as shopping (Walmart) and recreation (Wabash Heritage Trail).

Rides can also be a means of celebrating bicycling at Purdue by making it a fun, social activity.

Recommendation:

• Develop a series of three fall rides that help orient students to West Lafayette geography and suitable bicycle routes, as well as Indiana traffic law and Purdue traffic regulations.

• Recruit volunteer ride leaders from the Purdue Cycling Club and regular staff bicycle commuters.

Potential responsible units:

Immediate: Office of University Sustainability

Long-term: Bicycle coordinator

Apply for Bicycle Friendly University (BFU) designation

Issue: Purdue is in the process of implementing a number of projects that will make it a more bicycle friendly university. These efforts have not been recognized officially.

Purpose: As this Plan is implemented and infrastructure, projects and programs to improve the bicycling environment are in place, Purdue should be recognized for these efforts. The process of assembling the BFU application can continue to solidify ties among departments made throughout the process of this Plan’s development. Official designation by the League of American Bicyclists as a BFU may act as a promotional point for prospective students, staff and faculty members and can help keep up interest in bicycling on campus.

Recommendation:

• Apply for BFU designation in August 2015.

• Commence work on the BFU application in spring 2015.

Potential responsible units: Bicycle coordinator; Bicycle Working Group

Evaluation and Planning

Conduct a bi-annual travel survey of staff and students Issue: No current baseline data about commuter travel choices exists. This prevents the University from gauging the impact of programs to decrease single-occupancy automobile trips to/from and on campus. Increased transit ridership has been seen since the implementation of transit passes for campus affiliates, but there is not a concrete understanding of where these trips shifted from or what factors influenced riders’ choice to take transit.

Purpose: Develop baseline data about campus travel choices including: typical mode choice for students, staff and faculty for commutes to/from campus and on-campus trips, distances traveled to/from campus, reasons for mode choice, and potential programmatic changes that could influence travel behavior. Changes seen over time may help justify or support investments in pedestrian and bicycle infrastructure and programs, as well as further investment in promoting transit. The travel data learned from this survey will also help Purdue apply for the AASHE Stars rating system.

Recommendation:

• Work with graduate student volunteers or interns to craft a travel survey to be administered every other year.

• Use the same survey at every administration so results are comparable over time.

Potential responsible units: Bicycle coordinator; Office of University Sustainability; Transportation Engineering Group

Produce an annual report on bicycling Issue: Information about bicycling on campus today is anecdotal or not compiled in a single location. Semi-annual counts of bike parking are conducted, but they are not published or coordinated with other types of bicycle-related data such as crash reports.

Purpose: Gathering all data pertaining to the campus bicycle environment will enable the campus community to track the progress of Purdue’s improving bicycle infrastructure and culture. A single report will also allow staff who are implementing projects and programs to demonstrate progress year to year of this plan.

Recommendation:

• Compile a report annually that includes the following:

• Bike parking census and statistics on reported and removed abandoned bicycles

• Reported bicycle crashes and near misses

• Bike registration totals

• Bicycle citation statistics

• Information on newly implemented facilities

• Summary of bicycle-related programs offered by University staff and student groups

Potential responsible units: Bicycle coordinator; Office of University Sustainability; Physical Facilities; Purdue Police Department; West Lafayette Police Department

3rd St. Shared-Use Path

<$25,000

$25,000 - $100,000

$100,000+

COST INCLUDED IN SSRP DESIGN TEAM BIDS

Overview

The implementation map breaks down each of the street and bike paths route recommendations recommended in Appendix A by level of expense, represented by color code.

Appendix A Projects

Purdue Heritage Trail - Adjacent Points of Interest

Heritage Points along the proposed Purdue

1. Gateway to the Future

2. Neil Armstrong Footprints

3. Neil Armstrong Statue

4. Class of 1905 Gateway

5. Purdue Centennial Marker

6. Class of 1930 Gateway

7. SBE Key

8. Class of 1929 Gateway

9. Beta Kappa Nu

10. Knoy Map

11. Betty Nelson Plaque

12. Maurice Knoy Plaque

13. College of Technology Time Capsule

14. 10 Year Tech Plaque

15. SGT Plaque

16. Salute 1994

17. Grant Street Map

18. Beverly Stone Plaque

19. Class of 80 Plaza

20. Hicks Library Map

21. Bicentennial Bison

22. The Old Pump

23. Myra Samuels Plaque

24. Memorial Gymnasium Plaque

25. Marine Corp Service Plaque, Navy Courage Plaque, Air Force Leadership Plaque, Coast Guard Education Plaque, Army Honor Plaque

26. Composer Circle, Band Key

27. Physically Challenged Entrance Plaque

28. Hail Purdue

29. Korean War Plaque

Purdue Heritage Trail - Internal Points of

1. Siegfried Garden Plaza

2. Rock Your World

3. Chi Epsilon Key

4. Steel Teaching Sculpture

5. Schleman Plaque

6. When Dreams Dance

7. O.D. Roberts Plaque

8. Engineering Fountain Plaque

9. Engineering Fountain

10. Tau Beta Pi Key

11. Pi Tau Sigma Key

12. The Shuttlegums

13. Bell Tower

14. Sinninger Pond

15. Class of 1932 Bench

16. Interaction Garden, Marty Butler

17. Spirit Arch

18. Class of 1925 Plaque

19. Lion Fountain

20. Rush Crossing

21. Heroes Plaque

22. Wetherill Landmark Plaque

23. Beering Tribute Sculpture

24. Distant Paths

25. Loeb Fountain

26. Founders Park Plaque

27. Founders Park Wall Plaque

28. University Hall Plaque

29. Class of 1890 Rock

30. Class of 1887 Rock

31. Class of 1940 Rock

32. Hello Walk

33. John Purdue Statue

34. Memorial Fountain

35. John Purdue’s Grave & Restoration Plaque

36. One Brick Higher Plaque

37. Class of 1897 Gateway

38. CSSAC and APSAC Plaque

39. Century of Research Plaque

40. Phoenix Sundial

41. Class of 1989 Plaque

42. Class of 1941 Marquee

43. Unfinished Block ‘P’

44. Class of 1923 Info Station

45. PMU Map

University St.

State St.

remove right-turn only lane

Central Dr.

remove existing trees and replace with new trees added left-turn only lane

Grant St.

remove one east-bound travel lane tree removal likely required

MSEE plaza improvements

preserve oak tree, heavy pedestrian movement

Purdue Heritage Trail | Stadium Ave. - Between N. University St. & Northwestern Ave.

Remove an eastbound travel lane to provide space for cycletrack Maintain existing trees.

Maintain existing Stadium Ave. pavement markings at intersection

New sidewalk to connect pedestrians to south of Physics. Maintain existing sidewalk. Preserve Oak Tree during construction of sidewalk.

NorthwesternAve.

Purdue Heritage Trail | N. University St. - Between State St. and Stadium Ave.

Overview and Existing Conditions

• Two travel lanes, a 4’ wide bike lane on the west side and a wide bus pulloff lane on the east side

• Curb to curb width varies between 36’ and 38’, including bus pulloff

SSRP Plan Recommendations

• Two 11’ travel lanes, one in each direction

• Two 5’ bike lanes, one in each direction, adjacent to each face of curb with a 2’ painted buffer from travel lanes

Ultimate Recommendation: Purdue Heritage Trail

• Implement Purdue Heritage Trail on the east side of University Street

• Install an 8’ wide cycle track on the east side of University, adjacent to the existing 7’ sidewalk

• Add a flexible 6’ buffer between the roadway and the proposed cycle track on the east side of University. This space can be used for plantings, bus stops, lighting, and other amenities.

• Remove lane of travel at intersection of University and State to provide adequate room for Heritage Trail

Two 5’ bike lanes and 2’ painted buffers have been recommended by REA to the State Street Design Team. Currently, the SSRP Plans call for two 7’ bike lanes.

SSRP Plan Recommendation for University Street (looking north)

Ultimate recommendation for University Street (looking north)

A protected bike lane on University St. is recommended as part of a bike facility that would circumnavigate the north academic campus.

Purdue Heritage Trail | Stadium Ave. -

Overview and Existing Conditions

• Street is 40’ wide between Northwestern Avenue and Martin Jischke Dr.

• Varies between two travel lanes in each direction and, at some intersections, drops to dual through lanes and a turn lane.

SSRP Plan Recommendations

• Maintain the south portion of Stadium Avenue as existing (2 east bound lanes)

• Add one travel lane to the north side Stadium Avenue at the intersection with N. University St.

• Maintain one left, one through and one right turn lane at the intersection with Northwestern Ave.

Ultimate Recommendation: Purdue Heritage Trail

• Remove one east bound lane and rededicate space to cyclists and pedestrians

• Preserve all existing street trees (depending on health of tree at time of cycle track implementation) north of Armstrong Hall

• Install an 10’ wide cycle track (includes 1’ shoulder on each side) and a 9’ sidewalk.

• Provide a 6’ buffer between the roadway and cycle track and a 6’ buffer between the cycle track and sidewalk to preserve existing street trees

• Provide adequate space for a bus pull off

• Maintain one left, one through and one right turn lane at the intersection with Northwestern Ave.

Ultimate Recommendation for Stadium Avenue at University St. intersection (looking east)

Purdue Heritage Trail | Northwestern Ave. - Between Stadium Ave. and Grant St.

StadiumAve.

Option 1: Bus pull-off removed. Buses to stop in right lane for passenger load/unloading.

Option 2: Bus pull-off remains.

MSEE plaza improvements

Option 1: Keep majority of existing plaza elements

Option 2: Redesign and reconstruct MSEE plaza to feature sustainable elements and to integrate the Purdue Heritage Trail

NorthwesternAve.

Option 1:

Bus pull-off removed. Buses to stop in right lane for passenger load/ unloading.

Option 2: Bus pull-off remains

Purdue Heritage Trail | Northwestern Ave. - MSEE Improvements

Overview and Existing Conditions

• No adjustments to the roadway are required as part of integrating the Purdue Heritage Trail

• All pavement markings, crossings, and curb lines should remain as-is

Ultimate Recommendation: Purdue Heritage Trail

• Provide 8’ cycle track with two 1’ shoulders

• Provide 4’ buffer between cycle track and roadway

OPTION A: MSEE IMPROVEMENTS

• Locate cycle track between tree planters on east plaza of MSEE

• Provide permeable pavers between west tree planters and cycle track to reduce impermeable surfaces

• Extend east tree planters to form hard edge along east side of Heritage Trail

• Provide three intersection plazas on the east entries to MSEE

Intersection plaza

Permeable pavers

Extended planters on east side to control pedestrian crossings

8’ - 11’ Cycle Track with 18” shoulder on side adjacent to east-most planters

Option 1 maintains much of existing MSEE Plaza. (looking north)

OPTION B: REDESIGN AND RECONSTRUCTION OF MSEE

• Remove all existing pavements and plant material

• Provide a vegetative buffer between Northwestern Ave. and the Purude Heritage Trail

• Use Best Management Practices to sustainably manage stormwater:

• Stormwater plantings and collection areas

• Permeable pavers

• Provide mixing zones in areas where bicycle and pedestrians are expected to cross

• Locate new bicycle racks adjacent to, or in close proximity to, the Purdue Heritage Trail to reduce bicycle and pedestrians conflicts near building entries

Redesign plaza hardscape and softscape to reduce impervious surfaces and to safely locate the Purdue Heritage Trail corridor

A new plaza design would simplify Northwestern Ave. crossing points. It would also provide adequate space for pedestrian queuing between the Purdue Heritage Trail and the roadway.

Stormwater planters adjacent to the street would provide a buffer between the cycle track and serve to collect stromwater off the roadway and portions of the plaza.

16 trees exist in the current courtyard. The plaza could be redesigned to integrate more trees and softscape. 24 trees are shown in the images above.

Purdue Heritage Trail | Northwestern Ave. - Bus Pull-Off

Overview and Existing Conditions

• No adjustments to the travel lanes are required are part of integrating the Purdue Heritage Trail

Ultimate Recommendation: Purdue Heritage Trail

• Provide 8’ cycle track with two 1’ shoulders

• Provide 4’ minimum buffer between cycle track and roadway

OPTION A: ELIMINATE BUS PULL-OFFS

• Require buses to stop in travel lane on Northwestern Ave. - eliminate 12’ bus pull-off

• Providing mixing zones (approximately 7’ wide) to easily identify where passengers should queue for buses

• Maintain sidewalk adjacent to Purdue Heritage Trail and near building entries

• Provide for 6’-8’ wide sidewalk near edge of building to provide alternate route for pedestrian circulation away from the street

• Maintain existing trees and lawn areas wherever possible (trees shown are existing)

NorthwesternAve

OPTION B: MAINTAIN BUS PULL-OFFS

• Maintain space for buses to pull-off outside travel lanes

• Provide 15’ (minimum) mixing zones that combine cycle track, sidewalk and bus passenger queuing space

• No space is dedicated for pedestrian circulation adjacent to the roadway - pedestrian areas are focused to use of sidewalks adjacent to building entries

• Provide for 6’-8’ wide sidewalk near edge of building to provide alternate route for pedestrian circulation away from the street

• Maintain existing trees and lawn areas wherever possible (trees shown are existing)

Purdue Heritage Trail | Grant St. - Between State St. and Northwestern Ave.

Existing Conditions

• Grant Street (State Street to Central Drive): 28’ wide providing two, one-way northbound lanes and a bike lane on the east side of the street.

• Grant Street (Central Drive to Northwestern Ave.): 50’ wide with four northbound lanes and one northbound bike lane.

Ultimate Recommendation ‘A’ - Between Central Dr. & Northwestern Ave.

• Remove bike lanes recommended by SSRP Plans to create space for the proposed cycle track.

• Install a 10’ wide cycle track with an adjacent 6’ sidewalk and 4’ lawn buffer.

Ultimate Recommendation ‘B’ - Between Central Dr. & Northwestern Ave.

• Remove bike lanes recommended by SSRP Plans to create space for the proposed cycle track.

• Install a 10’ wide cycle track with a 9’ lawn buffer

SSRP Plan Recommendation

SSRP Plan Recommendation (by REA) Between Central Dr. and Northwestern Ave. Between State St. and Central Dr. (looking north) (looking north)

Ultimate Recommendation, Option ‘A’ for Grant St Between Central Dr. and Northwestern Ave. (looking north)

Ultimate Recommendation, Option ‘B’ for Grant St Between Central Dr. and Northwestern Ave. (looking north)

Ultimate Recommendation for Grant Street Between State St. and Central Dr. (looking north)

Ultimate Recommendation for Grant Street At intersection with State St. (looking north)

Maintain gateway feature on corner

Ultimate Recommendation Between State St. & Central Dr.

• Remove existing street trees on west side of roadway

• Install a 10’ wide cycle track with an adjacent 11’ sidewalk and 7’ street buffer with new street trees

Ultimate Recommendation at Intersection of State St. & Grant St.

• Left-turn only lane is proposed to be added for south bound traffic on Grant St. - existing street trees will be removed to integrate proposed leftturn only lane

• Provide minimum 4’ hardscape buffer from edge of trail to roadway

• Preserve existing gateway feature on northwest corner of the intersection

• Relocate bike-share station to north side of proposed State Street cycle track

Ag Mall Route | Between Martin Jischke Dr. and Sheetz St.

bump-out crossing

bump-out crossing

move bike path to north side of facility to align with existing and proposed bike facilities

remove row of parking

bump-out crossing

intersection table

remove portion of service drive for bike path

bump-out crossing

Ag Mall Route | Between Russell St. and University St.

Overview and Existing Conditions

• 10’ wide concrete sidewalk with plant buffer on both sides between Hansen and Drug Discover

• Existing concrete sidewalk may be located over the top of a concrete utility tunnel (which may prevent the use of asphalt unit pavers) - more information needs to be gathered to determine potential tunnel locations

Ultimate Recommendation

• Provide 8’ bike path with 1’ min. shoulder on each side

• Provide 10’ sidewalk adjacent to bike path

• Protect existing Maple trees on north side of corridor and existing Honeylocust trees on south side of corridor

• Provide cyclist and pedestrian mixing zone north of entry to Drug Discovery

• Service Drive west of Hansen and north of Drug Discover will need to allow use of cyclist and pedestrians

Ultimate Recommendation for Bike Path and Sidewalk Between Hansen and Drug Discovery (looking east) Existing sidewalk edge

Existing sidewalk edge

Ag Mall Route | Between Discovery Park and Sheetz St.

Overview and Existing Conditions

• South roadway of Ag Mall supports westsbound traffic with on-street parking on both sides of the street

• North roadway of Ag Mall supports eastbound traffic with on-street parking on both sides

• More recently planted Oak trees on the west portion of Ag Mall

• Large Honeylocust on east portion of Ag Mall

• 3 single loaded rows of parking south of Pao Hall

Ultimate Recommendation

• Remove parking adjacent to the north curb of south roadway of Ag Mall

• Preserve all existing street trees along proposed cycle track

• Reconfigure traffic on south roadway of Ag Mall to travel eastbound and traffic on north roadway of Ag Mall to be westbound

• Provide intersection table (speed table) at the intersection of Ag Mall and Marsteller St.

• Extend intersections plaza to include proposed protected bike lane on west side Marsteller

• Use intersection plazas (special pavement) to clearly define location of cyclists, pedestrian and vehicles

• Provide pedestrian and cyclist crossing across Marsteller at top of intersection table - intersection table roadway approach and pavement markings will warn motorists that pedestrians and cyclists are also crossing at this location

• Sharrows may be placed on the north end of Ag Mall

Proposed Cycle Track Looking east on Ag Mall

Existing Condition

Ag Mall and Marsteller St.

Assumes wall reconstruction as part of SSRP Plan improvements

Proposed SSRP Condition

Ag Mall and Marsteller St.

Ultimate Recommendation

Intersection Table and Intersection Plazas

Overview and Existing Conditions

• Auto-centric intersection with no bicycle or pedestrian facilities

• State St. is 3 lanes westbound and 1 lane eastbound (as approaching the intersection from the east)

• US231 is 4 lanes northbound and 2 lanes southbound (as approaching the intersection from the south)

• Guardrails protect vehicles at southeast corner of the intersection from leaving the roadway toward a drainage channel

• Overhead strain signals span approximately 170’

Ultimate Recommendation

• Provide a 10’ minimum shared-use path on the north side of State St., connecting with the State Street cycle track and sidewalk improvements

• Maintain at least 10’ between the shared-use path and the edge of pavement

• Provide large intersection plazas at the intersection that provide adequate distance for pedestrians to comfortably queue before crossing

• Integrate push button signals into the intersection signal phasing that provides adequate time for both bicyclists and pedestrians to cross the wide street

• Construct a 110’ boardwalk over an existing drainage channel to limit disturbance to the natural features.

• Adjust grade east of US 231 to provide for a 2.5% slope trail to the south

• Consider a future shared-use path connection on the south side of the State St. toward the east. A boardwalk will be needed to maintain proper distance from State St. (10’ minimum) and to reduce the impact to an existing drainage channel

10’ minimum buffer from edge of pavement

pedestrian push button signals new stormwater drainage design will be required

trail connection maintain 10’+ buffer from roadway

boardwalk

boardwalk landing

Overview and Existing Conditions

• No existing bicycle facility exists along Martin Jischke Dr. near the intersection of US 231

• Approximately 20’ of elevation changes occurs between the top of the ridge and the intersection crossing

• An existing railroad abutment may potentially block the viewsheds of motorists, especially those utilizing the right-turn slip lane

Ultimate Recommendation

• Construct a retaining wall along portions of the trail to retain earth, allowing for construction of a 5% slope trail

• Construct 10’ asphalt trail with a 5’ buffer on each side of the trail from adjacent retaining walls

• Provide resting landings at the top and bottom of trail connection

• Provide a HAWK push-button signal at the right-turn slip lane crossing to active a flashing warning beaconmotorists will be traveling at a high-rate of speed through the slip lane and must be given advanced notice that pedestrians and cyclists are crossing

• Incorporate push-button signals into the intersection signal phasing to allow dedicated crossing times for pedestrians and bicyclists

• Plant street trees to help reduce vehicle traffic along Martin Jischke Dr.

• Retaining walls could provide opportunities for entryway signage for those arriving to Purdue University

MartinJischkeDr.

pedestrian crossing warning signal (HAWK) pedestrian push button signals g

3rd Street Shared-Use Path | Between McCormick Rd. and Dement Fire Station

Overview and Existing Conditions

• Shared-use mulch path, varying in width

• Meanders around existing utilities and trees

• Bike lanes are currently proposed on 3rd St. (parking would need to be removed on the north side of the street), see page 53. The 3rd St. shared-use path should still be considered even if bike lanes are added to 3rd St. The shared-use path would provide a safe space for pedestrians and those cyclists who do not feel comfortable riding on the street.

Ultimate Recommendation

• Construct an asphalt shared-use path and maintain a minimum of 4’ to 5’ buffer between the path and the edge of roadway

• Adjust trail as necessary to avoid trees that could be preserved and any utility infrastructure

Appendix B: Implementation Tracking

Purdue Bicycle System Map

Facilities Built By 2014

1. Academic Core Off-Street Facilities

Length = 1.98 mi

2. Elliott Hall Sharrows

Length = 0.34 mi

3. Armory Parking Lot Sharrows

Length = 0.13 mi

4. Oval Drive Sharrows

Length = 0.16 mi

5. Grant Street Bike Lanes

Length = 0.28 mi

6. University Bike Lanes

Length = 0.49 mi

7. Martin Jischke Cycle Track Length = 0.32 mi

8. Harrison Cycle Track Length = 0.39 mi

9. Discovery Park Cycle Track 1 Length = 0.19 mi

10. Discovery Park Cycle Track 2 Length = 0.11 mi

11. State Street Cycle Track 1 Length = 0.18 mi

12. State Street Cycle Track 2 Length = 0.43 mi

13. Stadium Cycle Track Length = 0.19 mi

14. McCormick Cycle Track Length = 0.59 mi

15. Cherry Lane Cycle Track Length = 0.21 mi

16. Gates Road Cycle Track Length = 0.09 mi

17. Airport Road Shared-Use Path Length = 0.12 mi

Purdue Bicycle System Map

Facilities Built 2014 - 2020

1. 3rd Street Sharrows/Bike Lanes

Length = 1.01 mi* (0.73 new mi)

2. Russell Sharrows

Length = 0.50 mi

3. Marsteller Sharrows/Bike Lanes

Length = 0.50 mi* (0.25 new mi)

4. Sheetz Street Sharrows

Length = 0.25 mi

5. Hort Park Bike Path

Length = 0.45 mi

6. Hort Drive Sharrows

Length = 0.11 mi

7. Wood Street Bike Lanes/Sharrows

Length = 0.10 mi

8. Grant Street Bike Lanes/Sharrows

Length = 0.30 mi*

9. Stadium Cycle Track

Length = 0.65 mi

10. McCormick Cycle Track

Length = 0.49 mi

11. Northwestern Cycle Track

Length = 0.10 mi

12. Discovery Park Cycle Track

Length = 0.07 mi

13. State Street - west of McCormick

Length = 0.59 mi

14. State Street - McCormick to Grant

Length = 1.07 mi

15. Ag School Sharrows & Cycle Track

Length = 0.26 mi

16. Williams Street Connector

Length = 0.24 mi

17. Centennial Mall Cycle Track

Length = 0.32 mi*

18. 4th Street Bike Lanes/Sharrows

Length = 0.13 mi

19. Central Drive Cycle Track

Length = 0.09 mi*

A. State Street Cycle Track

Length = -0.33 mi

Sub-Total = 6.91 mi (5.66 new mi.)

System Total Length = 11.91 mi

Purdue Bicycle System Map

Planned Facilities

1. Cherry Lane Sharrows

Length = 0.78 mi

2. MacArthur Drive Sharrows

Length = 0.21 mi

3. Beering Sharrows/Bike Lanes

Length = 0.52 mi

4. Wooden Sharrows/Bike Lanes

Length = 0.53 mi

5. Jischke Bike Lanes - north of State

Length = 0.61 mi

6. Jischke Bike Lanes - south of State

Length = 0.24 mi

7. Stadium Cycle Track

Length = 0.14 mi

8. Northwestern Cycle Track

Length = 0.19 mi

9. Grant Street Cycle Track

Length = 0.27 mi*

10. 3rd Street Cycle Track

Length = 0.28 mi

11. Central Loop

Length = .12 miles

12. Elliott Protected Bike Lanes

Length = .14 miles

13. Class of 50 Cycle Track

Length = .09 miles*

14. Waldron Sharrows

Length = 0.50 miles

A. Elliot Hall Sharrows

Length = 0.17 mi

B. Stewart Bike Path

Length = 0.08 mi

Sub-Total = 4.37 mi (3.98 new mi.)