V. SUPPLEMENTAL FACILITIES AND POLICIES

Bicycle Parking

Ordinances

Location

The location of bicycle parking facilities might be considered the most important element of creating an effective bicycle parking system. Facilities should be located with the user in mind. Bicyclists, more than motorists and pedestrians, enjoy a freedom of mobility that allows them to travel within feet of their final destination. Facility site location should consider this element heavily. Bicyclists will find another option to secure their bicycles if the provisions provided are not near the final destination.

Good location for parking facilities is dependent on several items. Several bicycle-friendly cities have adopted standards that ensure good placement of bicycle parking facilities.

Types of Parking

There are three basic types or levels of parking available for bicycles, based on the level of security provided for the bike and the needs of the intended users. The first level of parking generally serves the needs of short term users, such as shoppers and college students, and is often called low-security parking and is the least expensive. Standard bike racks fall into this category. Racks should be designed to support the bike by its frame and allow for the use of various types of locks. Medium-security racks allow the frame and both wheels of the bike to be secured using various types of locks. These racks serve longer-term users, such as people accessing transit stations, and usually involve moving parts. The highest level of security is provided by bicycle lockers. Lockers not only provide protection for the bike from theft, but also provide protection from the elements and a security for the bicycle's components, lights, and other gear.

New Development Policies

Although Rockville is, for the greater part, a developed community, proposals for new development (King farm and Thomas Farm) and redevelopment (as a part of downtown revitalization) will be submitted to the City; it is important that accommodation of bicycles be addressed in the planning and design of these projects. Policies and ordinances should be reviewed to ensure that appropriate accommodations are provided, both as specific facilities (e.g. bicycle parking racks) and as a part of street configuration and access control.

In the case of new development, careful consideration should be given to bicycle circulation within the development area, to connections with the local and regional bikeway systems with particular attention to intersection accommodations adjacent to existing roadways. Grid street patterns and providing pedestrian and bicycle connections between cul-de-sacs and/or long block faces are examples of development patterns that provide options to bicyclists and encourage bicycling as a part of peopleís everyday lives.

Revisions to the subdivision ordinance could include modification of standard road cross-sections to include space for bicyclists. Also, street layout and lot configuration impact bicycle accessibility to the street system, and language in the ordinance to require or encourage development patterns that encourage bicycling should be considered. Grid street patterns and providing pedestrian and bicycle connections between cul-de-sacs and/or long block faces are examples of development patterns that provide options to bicyclists and encourage people to use bikes to get around.

The figures also illustrate the relationship between land use and zoning patterns and urban design that encourages bicycling. Providing people with convenient and close access to shopping, schools, and churches increases the potential that people will choose to bicycle to these locations as opposed to driving a car. Mixed use zoning districts or provisions within the zoning ordinance that allow small scale, neighborhood oriented commercial development within residential zones can create neighborhoods where people will choose to walk and ride their bikes.

Right-of-way should also be dedicated, which will allow bicycle connections between adjacent development and land uses.

PROJECT 1E reviews a current development proposal for the King Farm area. This section provides an example of the kind of plan review recommended by Section B: New Development Policies.

Funding Opportunities

Federal Funds Administered by the State Highway Administration

The Maryland State Highway Administration administers federal transportation programs under the legislation commonly referred to as ISTEA. The original ISTEA of 1991 identified ten programs under which bicycle improvement projects are eligible:

• National Highway System (NAS)
• Surface Transportation Program (STP)
• Transportation Enhancement Activities (TEA)
• Congestion Mitigation and Air Quality Program (CMAQ)
• National Recreational Trails Fund (Symms Act)
• Scenic Byways
• Federal Lands Highway Funds
• Bridge Program
• Planning
• Federal Transit Program

The regulations and requirements associated with each program vary. And, though the federally required match for funding is set at twenty percent, the State Highway Administration establishes guidelines for implementation of these programs within the State. For example, Transportation Enhancement Activities (TEA) must be matched at the fifty percent level under current state guidelines. TEA monies account for the majority of ISTEA spending on bicycle-specific projects.

The original ISTEA expired in October of 1997, and was replaced by a six month continuing resolution. The reauthorization of the ISTEA was completed in June of 1998; the programs listed above were renewed, with a significant increase in the funding levels of all programs. The legislation is known as "The Transportation Equity Act For The 21^st Century (TEA-21).

State, County, and Local Funding

While ISTEA is a valuable source of money, it only accounts for roughly one-third of transportation investments made by state and local governments every year. Of the seventy billion dollars spent annually on roads, most come from state and local sources. Much of this money is invested in local roads and neighborhood streets, where most bicycling takes place.

Bond Issues: Although there is a strong general sentiment toward lower taxation, communities across the nation have been willing to tax themselves and sell bonds to fund specific transportation or community investments. Bicycle and pedestrian improvements have frequently been singled out for funding in these citizen initiatives. Bond issues for general transportation or community improvements may also be used to improve conditions for bicyclists, including the installation of bicycle racks, pavement improvements and striping.

Incidental Projects: Every time a new highway is built or old highway improved, resurfaced or restriped, an opportunity exists to improve conditions for bicycling and walking. In fact, in most communities the primary method of providing better bicycling and walking facilities is to piggy-back bike projects onto highway projects, without ever creating a line-item for bicycle improvements. In many cases, there is no additional cost at all.

Developer Dedications: Developers can be required to provide certain facilities as part of the terms of allowing a new retail, office or residential development to go ahead. Developers can be required to provide street improvements, sidewalks, trails, parking, and shower facilities and many other amenities. Similar requirements can be made as part of the mitigation of major development projects, including highway projects.

Park and Recreation Funds: Although trail advocates have looked to transportation funds as a good source of money for new projects, there are a lot of recreation agencies willing and able to invest in better conditions for bicycling and walking. In most states, bicycling and walking are two of the top three or four recreation pursuits and the demand for more places to walk and bicycle is growing every day. Park and recreation departments have their own funds and funding mechanisms which are worth discovering.

County Coordinated Projects and Programs: The Bikeway Program of the Montgomery County Department of Public Works and Transportation (DPW&T) administers a range of services in coordination with local jurisdictions, including bikeway planning and project development processes (which include the review of the Transportation sections of new master plans for the inclusion of cycling facilities, review of new subdivision plans and roadway design plans for the implementation of those master plan recommendations). Other activities of this program include the implementation of new facilities with the Annual Bikeway Capital Improvements funding account; and the sponsorship of the County Citizenís Bicycle Action Group.

Maintenance Program

Measuring Outcomes

During the development of this plan, citizens where asked to provide input as to current conditions, and to their current bicycling behavior, perceptions and attitudes. In implementing this plan, it is recommended that the City conduct periodic (biennial) follow-up data collection. In addition to the survey, other methods may be used to monitor bicyclists preference and behavior. This might include a baseline review of census travel information, periodic user counts at public schools and parks, and at special events sponsored by the City of Rockville. Participation at special bicycle-oriented events, such as Bike Rockville, provide an excellent opportunity to talk to citizens and visitors about current conditions and future plans for bicycling in the City.