Battery2Beach
DESCRIPTION
Battery2Beach is a 32-mile network of bike and pedestrian paths spanning Folly Beach to Isle of Palms and connecting six municipalities in Charleston County. The goal of route implementation is to increase safety and accessibility for vulnerable road users to access daily needs, commute to work and school, and to provide safe space for families to enjoy the natural environment and exercise.
This multi-jurisdictional initiative is a collaborative effort between Charleston Moves, City of Folly Beach, Town of James Island, City of Charleston, Town of Mount Pleasant, Town of Sullivans Island, City of Isle of Palms, Charleston County and SCDOT. It is bolstered by newer local and regional plans, including: Rethink Folly Road, People Pedal CHS, Ashley River Crossing, Mount Pleasant Way and WalkBikeBCD.
The network is not only advancing through incremental path installation, but also via supporting municipal ordinances that require a multi-use path be incorporated into new development (or substantial redevelopment) of properties. The City of Folly Beach, Town of James Island, City of Charleston and Charleston County have passed such an ordinance for the Folly Road Zoning Overlay.
HISTORY
In 1993, engaged citizens formed the Charleston Bicycle Advocacy Group (CBAG), which sought to elevate support for bicyclists in and around Charleston. The group campaigned for and successfully achieved bicycle lanes on Coleman Boulevard in Mount Pleasant, improved cycling access to the Isle of Palms, and Wonders’ Way, the multi-use bike/ped path on the Ravenel Bridge. The successful campaign for Wonders’ Way helped shift the focus for CBAG, which changed its name to Charleston Moves in 2005, in recognition of a broader mission: to promote active modes of transportation such as biking and walking, and taking the bus.
In 2008, the East Bay Street multi-use path was completed from the Ravenel Bridge to Chapel Street. In 2009, Charleston Moves launched the Battery2Beach Route initiative, working with multiple government agencies on a vision of 32 miles of continuous bike and pedestrian lanes connecting major beaches in the Charleston area with the iconic Battery at the foot of the Charleston peninsula. We developed a conceptual plan for the route, and a team of Citadel and College of Charleston students conducted a benefit-cost study. That study was published in 2011, showing $20M in costs and $42M in benefits.
In October 2012, the B2B Intergovernmental Working Group was formed. A few months later, an anonymous donor contributed funding for B2B route signage, with the first sign unveiled on Chapel Street in October 2013. In August 2014, a ribbon-cutting ceremony was held for the Ben Sawyer Causeway multi-use path improvement project.
Route Breakdown
Design Standards
B2B Design Standards for Bicycle & Pedestrian Facilities
- B2B Signage placed every ¼ mile and at every turn (AASHT0 Guide pg. 21)
- 4′ minimum width for bicycle lanes on streets without curbs or gutters (AASHTO Guide pg. 22)
- 5′ minimum width for bicycle lanes on streets with curbs and when adjacent to parking (AASHTO Guide pg. 23)
- Bicycle lanes should be placed on each side of the street, going with the flow of traffic and, where applicable, placed between the motor vehicle lane and parking lane (bicyclinginfo.org)
Signage and Traffic Control Devices comply with the Manual on Uniform Traffic Control Devices (MUTCD)
- 11′ minimum width for shared bike lane and parking area (if parking area does not use stripes or stalls) without a curb (AASHTO Guide pg. 22)*
- 12-ft. minimum width for shared bike lane and parking area with a curb (AASHTO Guide pg. 22)*
- 6″ minimum solid white line delineating bike lane from motor vehicle lane (AASHTO Guide pg. 23)
- 4″ optional solid white line delineating bike lane from parking spaces, where applicable (AASHTO Guide pg. 23)
- 10′ minimum width for a two-way, shared use path on a separate right of way (AASHTO Guide pg. 35)
- B2B improvements are necessary anywhere the BLOS (Bicycle Level of Service) is determined to be below a C rating
- Americans with Disabilities Act guidelines for Accessible Public Rights-of-way included in design elements, including provision of handicap ramps, marked crosswalks and pedestrian signals/pushbuttons.
- 5′ minimum width for sidewalks, excluding curbs and obstructions, recommended by FHWA and Institute of Transportation Engineers on each side of the street (walkinginfo.org)**
- A buffer of 4-6′ is desirable to separate pedestrians from motor vehicle lanes (walkinginfo.org)***
Notes
- * = Where parking volume is substantial or turnover is high, an additional width of 1-2′ is desirable
- ** = Additional width should be installed in the following areas: near schools, transit stops, downtown areas, and in areas with high pedestrian concentrations
- *** = Parking lanes, bicycle lanes, a street furniture zone, and/or a landscape strip are all acceptable buffers
