Columbia, Missouri is a small city with a population of 100,000 that is not densely populated and has hills, weather extremes, and urban sprawl barriers. The city aims to create an integrated bike and pedestrian system by adding bike lanes wherever possible and innovating ideas from other cities. In 2010, the system included 30 miles of shared use paths, 50 miles of bike lanes on streets, and 30 miles of shared lane markings. The city has experimented with several innovations for bike and pedestrian infrastructure including on-street wayfinding, loop detector markings, buffered bike lanes, and advisory bike lanes in the center of low-traffic streets.

1. Ted Curtis Bike/Ped Program Manager City of Columbia, MO (573) 442-7189 x 25 ctcurtis@GoColumbiaMo.com www.getaboutcolumbia.com

2. Columbia is a small university city Population 100,000 - hills - weather extremes Not densely populated: urban area 8 x 8 miles (twice the footprint of San Francisco proper) Downtown grid area + urban sprawl + barriers (interstates) University of Missouri – 30,000 students Bicycle mode share 1.5% +

3. Approach Create an integrated, City-wide system Add bike lanes wherever possible System should be self-explanatory, understandable by bicyclists and motorists Where possible, markings for the bike system should be on the street Innovate and “borrow” ideas from other cities

4. 2007 Red: crushed limestone Shared Use Paths Blue: Streets with bike lanes Red: Shared use Path Blue: Lanes Brown: Pedways

5. 2010 Red: 30 miles of Shared Use Paths – (6 miles concrete) Blue: 50 miles streets with bike lanes Green: 30 miles routes with SLM’s (Sharrows)

6. Bike/Ped Innovations in Columbia, MO 1. On-Street wayfinding symbols 2. loop detector markings 3. BLIP - Bike Lane Infrequent Parking 4. Programs: early concentration 5. Pedways, use of sidewalks, intersection treatments 6. Green Merge areas 7. Bike Blvd with centered “Advisory” bicycle lanes (bike priority lane)

7. Bike/Ped Innovations in Columbia, MO(Continued) 8. Buffered Bike Lane: dual stripe on arterial (Stadium) 9. Bike Climbing Lane: Uphill bike lane, downhill shared lane (Old 63) 10. 6’7” low clearance culvert underpass (MKT at Flatbranch) 11. Converting parallel parking to Back-in-Diagonal (Ash street downtown)

8. 1. On-Street Wayfinding Wayfinding symbols uses with bike lanes, SLM’s (routes) 18” thermoplastic on asphalt 12” “concrete graphics” @

9. Wayfinding for Route on Pedway-sidewalk 4” symbols for bike routes through campus (6” would be better)

10. 2. Loop Detector indicators $21 MUTCD

11. 3. BLIP - Bike Lane w/ Infrequent Parking Choice is not “parking or no parking” in bike lanes, it is “bike lanes or SLM’s” Considered only when parking is infrequent Informal assessment of novice riders behavior: Before striping: hug curb, swing out around parked cars After striping: ride in bike lane (near curb) look before crossing the line into the vehicle lane Added benefit: fewer cars park there after striping Look behind!

12. Programming: 4 Step Process Create Awareness: mass media, controversy 2. Foster Understanding of the program, Create positive attitude: mass media 3. Entice individuals to Try It! events, “Personal Travel Planning” 4. Encourage, Instill change to become Normal Behavior – Create-a-Commuter

13. 5. Sidepath - Pedway- Sidewalk

14. 6. MUTCD experiment – green colorations Solid Green Bike Lane- used where bike lane extends between thru and right turn lanes: Cars yield to bikes GMA – Green Merge Area - used where bike lane ends before intersection: Bikes yield to cars Status – first GMA implemented in 2009. Rest in 2010

15. 7. 6’ Advisory Bicycle Lanes on Bike Blvd. Heavy “traffic calming” on bike blvd: Street murals at several intersections Yellow center striping added Center 6’ bike lanes created with white skip striping (“Advisory” or “Priority” lane) Will have SLM (Sharrows) centered in bike lane

16. Summary Public Works Department in charge of Implementation Substantial Promotion and Education effort Major capital trail and sidewalk projects just over half of budget (and most difficult to implement) Bike lanes are the preferred treatment for on-street treatments (considered even when light parking exists) Experimenting with approaches – currently just site specific. Determining what should be city-wide treatments