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TYPES OF USERS

An understanding of the characteristics of non-motorized travel in general and in Bloomington-Normal in particular is essential to this planning process. The types of users, trips, facilities, and destinations are all important planning considerations. Each of these factors is discussed in this chapter to aid in the identification of proposed bicycle-pedestrian routes to serve the metro area.

Improvements in the regional bicycle network cannot be attained without first recognizing the different types of bicycle users and the different needs of those users. Bicyclists have varying needs and abilities that influence their choice of routes and facilities. As a result, provision or improvement of bicycle facilities must take into consideration the demands and limits of different users. In a 1994 report entitled "Selecting Roadway Design Treatment to Accommodate Bicycles," the Federal Highway Administration classified bicycle users into three categories.

Advanced bicyclists are experienced riders who are confident and comfortable in operating under most traffic conditions. These Group A riders are typically recognized as being the most frequent users of collector and arterial streets in order to serve both utilitarian and recreational trips. Trips to work can average four and six miles while recreational trips can be considerably longer ranging from a couple of miles to over twenty-five miles. Advanced cyclists require direct access to facilities and destinations with preferred routes utilizing the existing street system. Furthermore, these cyclists desire the opportunity to operate at maximum speeds with minimal delays. Figure 2 illustrates the existing street system in the metro area, including both the local streets and the classified arterial and collectors often preferred by advanced bicyclists. Frequently, these cyclists will avoid trail routes to avoid other less skilled non-motorized traffic in order to maintain speed. In addition, sufficient road width is desired by advanced cyclists to decrease the need for changing position in order to allow motorized traffic to pass.

Exhibit 3-A. Type B Bicyclist.

Basic bicyclists are adults and teenagers that are less comfortable and capable of integrating well within high traffic volume situations. Group B riders are casual users that need special provisions to safely use arterial streets. Recreational trips are the primary basis for most bicycle use by these users. For these reasons, Group B cyclists are often drawn towards off road trails. Some basic bicyclists will progress to the advanced level, but large numbers of basic cyclists will always be present. Basic bicyclists desire comfortable access to destinations either through use of low volume streets (see Figure 2) or by designated bicycle facilities. Direct access to destinations is still preferred, but typically is not as important as comfort and safety concerns. A well defined separation between motor vehicles and cyclists is a requirement of these users.

The child cyclist is a pre-teen rider whose trips are generally short and at low speeds. Initially monitored by parents, child cyclists are frequent users of local streets and bicycle trails. With improving skill, many child cyclists are granted independent use of collector streets and bicycle trails. Group C users tend to make trips between neighborhoods for both transportation and recreational purposes. Child cyclists and their guardians both prefer that these users have access to important facilities surrounding residential areas such as schools, parks and recreation facilities, shopping, and other neighborhoods. Low volumes, low speeds, and clear separation from motorized traffic are all requirements for the child cyclist to minimize safety concerns.

Like cyclists, pedestrians have a wide range of abilities and do not require any formal education or training to enter into the transportation system. To categorize pedestrians would be to categorize the entire population because everybody is a pedestrian. All trips at some point have a pedestrian element whether it's from the parking lot to the office door at work or from the front door to the driveway at home. Some pedestrian trips are much longer such as recreational jogging or downtown shopping. In planning facilities for pedestrian users, it is important to consider the needs of all pedestrians, not just the average person. Pedestrian facilities should be able to accommodate children, the elderly, and the disabled who all have special needs and demands.

Where cyclists and pedestrians go and why they go there are essential questions to answer early in the planning process. Identification of bicycle travel corridors is an important step to providing an efficient bicycle network. To identify these existing and potential corridors, it is important to examine the purpose behind various bicycle trips.

Exhibit 3-B. Normal Community West High School.

Two broad categories exist for classification of bicycle trip purposes. The primary distinction between types of bicycle trips is the intent of the trip. Utilitarian trips are those that have a primary objective of reaching a specific destination for a specific reason as quickly as possible with minimal delays. Examples of utilitarian trip destinations are work, school, and shopping. Most utilitarian trips result from a mode choice where the bicycle was chosen instead of motorized vehicle for some specific reason. As a result, utilitarian bicycle travel will be almost identical to motorized vehicle travel because of similar origins and destinations. Recreational trips are those which are taken for pleasure purposes. Destinations are not as well defined for recreational trips although parks and other recreational facilities are the most common sites attracting cyclists. Recreational trips also vary greatly in duration ranging from a short ride around the block to cross country journeys for experienced hikers and riders.

It is important to note that few trips actually fall exclusively into one category or the other. The vast majority of trips will have both a utilitarian and a recreational element. Often times, individuals will set out on a trip primarily for recreational purposes but will try to accomplish other tasks if utilitarian destinations are also readily accessible. As a result, it is often hard to distinguish trails that are primarily designed for recreation from those that try to promote utilitarian trips. This fact complicates bicycle facility planning to the extent that all facilities need to be capable of accommodating the demands of the full range of bicyclists.

Exhibit 3-C. Illinois Wesleyan University.

Pedestrian trips can also be classified according to the context of the trip. The Traffic Institute at Northwestern University catalogs trips in three categories. Primary trips are those that have a specific intended destination. Highest levels of pedestrian transit are located at activity centers that attract many primary trips. Other locations near the activity center can expect to service secondary trips. Secondary or incidental trips are those trips that might deviate from the original purpose of a primary trip and that would probably not b taken if the individual was not already making a pedestrian trip. A terminal trip is the term used for the pedestrian portion of a trip that was primarily made through the use of another mode of transportation. Terminal trips have the potential to influence the transportation the most during peak periods such as lunch hour or immediately before or after a large sporting event.

Following is a description of the classifications of facilities for bicycle and pedestrian transportation that are considered in this plan. This classification scheme was derived from standards and guidelines established by well respected planning and transportation organizations including the American Planning Association and the American Association of State Highway and Transportation Officials (AASHTO). These classifications are intended as a guide and are designed to clarify the differences between various options.

Facilities that fall under the Class 1 heading are those multi-use trails that are physically separated from a roadway. That is, they are exclusive rights of way with limited interaction with motorized vehicle facilities.

Exhibit 3-D. Class 1 Facility.

The vision for multi-use trails in the City of Bloomington and the Town of Normal began in 1983 when discussions began between park and recreation staff from both municipalities. Authority to begin land acquisition was given by the joint councils in the Spring of 1986. At the same time, the Illinois Central Gulf Railroad decided to sell the right of way which was later developed as the first section of the Constitution Trail. A north-south segment was constructed from the Normal City Hall Annex to Washington Street in Bloomington. An east-west segment intersects the north-south segment just south of the Normal City Hall Annex and extends eastward along Vernon Avenue and G.E. Road until its ending at Towanda-Barnes Road. On May 6, 1989, the Trail was officially opened for use.

In the early 1990's, the Constitution Trail Master Plan Map covering the Bloomington-Normal Urban Area was developed. The Constitution Trail Plan envisions a multi-use recreational trail that provides not only recreation, but transportation to major destinations. In recent years, the Liberty Branch segment which runs from the intersection of Hershey Road and Lincoln Street eastward to Streid Drive has been completed. In addition, another segment that has been installed is located on the property of State Farm Insurance Companies' southeast Bloomington campus. This segment parallels Arcadia Drive between Lincoln Street and Ireland Grove Road. From Ireland Grove Road, the trail extends south to Hamilton Road, then westward along Hamilton Road to its ending at Commerce Parkway. In all, the Trail is not approximately 25 miles long and is extremely popular with local residents. The success of the Constitution Trail provides incentive for the development of a region-wide trail system in the metropolitan area.

Exhibit 3-E. Mitsubishi Motorway.

Facilities that are categorized as Class 2 are those that AASHTO considers to be bicycle lanes. Such lanes establish a more visible on road separation between motorized and non-motorized users. The general standard for a bicycle lane is four feet with a recommended width of five feet on a curbed roadway. Also required by this designation is the presence of striping, signage, or some form of pavement markings to clearly mark the portion of the roadway that is reserved for cyclists. This type of facility provides a section of the pavement for the preferential or exclusive use of bicyclists. This improves a cyclist's sense of security as well as typically providing more direct access to desired destinations.

Currently, no designated on road routes exist in the Bloomington-Normal metropolitan region. However, some existing roadways in the metro area meet minimum width requirements for motorized transportation in addition to providing room for a bicycle lane. A usable lane width of at least fourteen feet for joint use by motorist and bicyclists is desired. Usable width typically refers to the area between the curb face and the left or center lane stripe, or from the edge line to the left or center lane stripe. Roadways with widths of fourteen feet or greater may be appropriate for future striping and signage.

Other collector and neighborhood streets with low volumes of traffic are regularly referred to as Class 3 facilities. The volume of traffic on these roadways is low enough so that even inexperienced users feel secure in their abilities to avoid any traffic should it present itself. Class 3 facilities have no markings or signage and are not distinguished for bicycle compatibility in any fashion. Children are the most frequent users of side streets and other Class 3 facilities.

In addition to the classification of Class 1, 2, and 3 routes, a distinction has also been made between primary and connector routes. Primary routes are those that form the backbone of the bicycle-pedestrian route system. These routes are proposed with the intention of serving both recreational and transportation needs of Twin City residents. The development of these routes are generally considered a higher priority than development of connector routes.

Exhibit 3-F. State Farm Insurance Corporate Headquarters.

Connector routes are those designed to create linkages with primary routes. Although also planned to support recreational needs, connector routes will create many vital transportation links that will enable greater utilitarian use of bicycle-pedestrian routes. The primary purpose of connecting routes is to provide links to primary routes or to other origins and destinations.

ORIGINS AND DESTINATIONS

The proposed bicycle facilities plan for the Bloomington-Normal urbanized area has taken into account the origins and destinations that Twin City residents desire. By producing a comprehensive list of existing and proposed origins and destinations, it is possible to effectively plan for routes that will serve the utilitarian and recreational demands for residents and visitors alike. Figure 3 illustrates the existing trails and routes in Bloomington-Normal in relation to desired destinations.

The ultimate test of a regional plan for bicyclists and pedestrians is whether the plan is actually implemented and used. In order to present a system of trails and routes as feasible alternative mode of transportation, it must be direct and continuous, and provide safe travel to desired destinations. As users are presented with more linkages to more destinations, the viability and attractiveness of the system increases. Few individuals will trek on lengthy journeys to the market or to work if the automobile would save significant time and effort. However, that mindset begins to change when multiple daily tasks can be accomplished on a trip that costs less than using an automobile and is a healthier alternative as well. Nevertheless, without appropriate connections to desired destinations, the effectiveness of alternative transportation is limited whether it is in the form of walking, cycling, or using public transit.

A major focus of the plan is to provide a comprehensive system of bicycle-pedestrian routes to link important origins and destinations throughout the metro area. The linkages will provide users with choices of specific routes which can best fit the needs of the individual user as opposed to other routes and other transportation modes.

Linking origins and destinations by pedestrian and bicycle routes makes cycling and the use of alternative modes of transportation more practical, convenient and attractive, particularly when other facilities and amenities are developed for the route user. As noted in Table 3.1, the bicycle and pedestrian route system not only provides important transportation links to areas of employment, education, commercial activity and recreation, but the routes themselves innately serve as recreational facilities while often providing scenic views and comfortable rest areas. Linkages between primary routes have been developed with both the utilitarian and recreational user in mind. By doing so, the trails and routes within and extending out of Bloomington-Normal can provide the maximum potential for the mix of anticipated users.