The way points of this bicycle route:
We'll look at different types of bike parking as we ride across campus. Because UC Davis and the City of Davis have been providing bicycle parking to residents and students for over 40 years, before there were any local or state guidelines, just about every type of bike parking facility has been tried – some good and some bad – and some of the earlier designs are still around.
You will pass through one of many bicycle traffic circles on campus, such as the one at the intersection of North Quad and California Avenue, where we will go left around the traffic circle. We will continue going straight, where we will pass through several more traffic circles. It is interesting to note that although traffic circles are still considered controversial in some communities, some of the traffic circles on campus have had documented counts of over 1000 bicycles in a 15 minute period during class change. They work very well in this setting, and they've contributed significantly to bicycle crash reduction.
At the intersection of Sycamore Lane and Russell Boulevard, you will observe one of the city's first installations of "bicycle signal heads." In addition to large numbers of pedestrians and motor vehicles, there have also been counts of 1,100 bicycles an hour moving through this intersection. To better manage the high numbers of mixed transportation modes with minimal conflicts, the City of Davis has installed bicycle signal heads provided specifically for cyclists. This is in addition to the traffic signals with more conventional lenses for motor vehicles, plus the standard pedestrian signals (“ped-heads”). Davis was granted permission to use the bike signal heads by the California Traffic Control Devices Committee (CTCDC), but only after coordinating our efforts with CTCDC, Caltrans, the California Bicycle Advisory Committee, and others - a process that took nearly nine years! Subsequently, with the aid of Assemblywoman Helen Thomson, the city of Davis worked with the California legislature to effect changes in state law that allowed the California Vehicle Code to be amended permitting the use of this unique traffic control device. This traffic signal has dramatically reduced bicycle/motor vehicle collisions, while at the same time, improving traffic flow for all modes of transportation moving through the intersection. There are six other intersections in Davis that also utilize this type of traffic control device.
This is just a brief stop to discuss intersection configuration alternatives when a separated bike path is built immediately adjacent to, and parallel with, arterial and collector streets.
It is precisely this type of interconnectedness that makes parents comfortable about letting their young children ride their bikes to school. You will see an elementary school to the left, but we will be going right (heading east)
This undercrossing is one of the 27 different grade separations the city has built for cyclists to minimize conflicts with separated bike paths, and one of the more recent designs. Note that the roadbed is slightly raised, so that the top of the tunnel is actually a little higher than the surrounding landscape. This “lift” allows for longer sight distances, so that cyclists can see all the way through the tunnel before they enter it – this helps improve personal safety. It also helps to reduce the grades entering and leaving the tunnel, which helps to reduce speeds going downhill, and, milder grades also make it easier to climb back out on the other side.
This is an example of one of the earlier designs of undercrossings in Davis.
Note the "jag" in the bike path at this location, and the parking bumpers. The intent of this design was to slow cyclists down at the mid-block crossing. The bumper blocks were later added at the direction of the city's Safety Advisory Commission, but are not recommended by state guidelines.
This structure is actually a "recycled bicycle bridge," having formerly spanned Interstate 80 near Sacramento before being moved to Davis. Although not formally part of the tour, the structure at this location is also a "recycled" bike bridge that spans a drainage canal. It is actually a former railroad box car that the city obtained, cut off the wheels and walls, and laid across the canal. Aside from the obvious benefit of being recycled, this bridge is also very sturdy and cost effective.
This is a good example of maximizing traffic calming opportunities to make the intersection as safe and visible for cyclists and pedestrians as possible. Design amenities include curb extensions, supplemental signing, and a mid-block bicycle/pedestrian refuge
This undercrossing of the railroad tracks was constructed in the early 1970s, when the city first started building bike facilities, and before there were any state or federal design guidelines. As you will observe, this project was a challenge for the city, due to the tight geometry dictated by the horizontal and vertical alignment.
An occupied dwelling unit used to exist at this site, but it was purchased by the city at fair market value, and subsequently leveled. A bike path connection, with landscaping, was built in its place. This was done to make a more effective bike connection between two neighborhoods on either side of Pole Line Road, an arterial street, so that children in the area would have a safer route to school.
We will be passing by this structure (it will be on our right as we turn left onto 5th Street), and although we won’t be going over the overcrossing, it is worth pointing out as a unique transportation facility. It includes a center divider with a planter strip and trees, two motor vehicle lanes, two bike lanes (one on each side), and a bike path (one side only).
Cycling tip: Along the way, the group will ride through a roundabout. The best way for a cyclist to safely negotiate a roundabout is to scan behind you prior to entering the roundabout, and when it’s safe to do so, signal left and move into the center of the lane – called “taking the lane” - so that you don’t get cut-off by motorists exiting the roundabout.
This structure is named for long-time City of Davis Public Works Director Dave Pelz, who is also credited with playing a large part in guiding the city's bicycle program for over 25 years. The project cost was approximately 3.2 million dollars, and was paid for with an innovative combination of the city's general fund, redevelopment fees, and funding from Caltrans' State Transportation Improvement Program (STIP).
At Cowell, there is another mid-block intersection of the bike path. Although not always recommended, mid-block crossings can be mitigated by such design elements as jags in the bike path that make the cyclist face traffic before crossing. Additionally, a mid-street bicycle/pedestrian refuge has been added at this location.
Under construction in phases for many years, this bike path is one of the gems of the city's greenbelt system. It is also the lower demarcation of Davis city limits, and the southern boundary of Yolo County. On the other side of Putah Creek (actually an extinct creek bed) lies the agricultural landscape of unincorporated Solano County.
One of the city's most ambitious bicycle projects ever, this undercrossing was in the works from about 1990, until it was completed in early 2003 at a cost of approximately $4.7 million dollars. Some of the reason this project took longer than most include its ambitious scope, right-of-way acquisition issues, and extensive environmental reviews. The undercrossing actually consists of three separate structures: the one under Chiles Road, and immediately adjacent to Chiles Road, there is another tunnel that goes under six lanes of Interstate 80.
Left: UCD; Right: Downtown
Welcome to Bikely, take a step by step tour of this path:
Press Start Tour - then use the navigation buttons below to move along the path.
Tour designed for CBC's Walk/Bike California 2007 Conference and APBP's Professional Development Seminar
Narrative by Timothy Bustos, Sr
Tagged with: Recreational, Onroad, Smooth, Basic, Low traffic, Safe
