Draft Bike Guide Feb 2010

DRAFT
AASHTOGuideforthePlanning, Design,andOperationof BicycleFacilities
ForReviewandCommentby:
SubcommitteeonDesign SubcommitteeonTrafficEngineering TechnicalCommitteeonGeometricDesign TechnicalCommitteeonNonmotorizedTransportation AmericanAssociationofStateHighway andTransportationOfficials February2010
TableofContents
AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT
CHAPTER 1: INTRODUCTION
1.1 1.2 1.3 1.4 DesignImperative ...................................................................................................................... 1 Purpose......................................................................................................................................1 Scope.........................................................................................................................................2 Definitions.................................................................................................................................2
CHAPTER 2: BICYCLE PLANNING

2.1 Background................................................................................................................................7 2.2 WhyPlanningforBicyclingisImportant................................................................................... 7 2.3 TypesofBicycling...................................................................................................................... 8 2.3.1TripPurpose........................................................................................................ 8 2.3.2LevelofUserSkillandComfort......................................................................... 11 2.4 TypesofTransportationPlanningProcesses ........................................................................... 12 2.4.1ComprehensiveTransportationPlans...............................................................13 2.4.2BicycleMasterPlans.......................................................................................... 13 2.4.3TransportationImpact/TrafficStudies..............................................................18 2.4.4SmallAreaandCorridorLevelPlanning...........................................................19 2.4.5ProjectLevelPlanningApprovals................................................................... 19 2.5 PlanningBicycleTransportationNetworks............................................................................. 20 2.5.1DecidingWhereImprovementsareNeeded .....................................................20 2.5.2Practical(Opportunistic)ApproachtoNetworkPlanning.................................22 2.5.3WayfindingforBicycles..................................................................................... 27 2.6 TechnicalAnalysisToolsthatSupportBicyclePlanning..........................................................30 2.6.1DataCollection:BikeCounts/FlowAnalysis.....................................................30 2.6.2QualityofService(orLevelofService)Tools....................................................31 2.6.3SafetyAnalysis................................................................................................... 32 2.6.4GISBasedDataCollection/NetworkPlanning ...................................................33 2.6.5BicycleTravelDemandAnalysis........................................................................ 34 2.6.6CostBenefitAnalysis......................................................................................... 36 2.6.7KeyRoleofPublicInputintheProcess.............................................................36 2.7 IntegratingBicycleFacilitieswithTransit................................................................................ 36
TableofContents
CHAPTE R 3: BICYCLE OPERATION AND SAFETY

3.1 3.2 3.3 3.4 Introduction............................................................................................................................. 41 DesignVehicle......................................................................................................................... 41 TrafficPrinciplesforBicyclists................................................................................................. 45 CausesofBicycleCrashes........................................................................................................ 48 3.4.1BicyclistCrashStudies....................................................................................... 48 3.4.2OverallFindings................................................................................................. 49 3.4.3ContributingCausesandRecommendedCountermeasures............................50
CHAPTER 4: DESIGN OF ON ROAD FACILITIES

4.1 Introduction............................................................................................................................. 55 4.2 ElementsofDesign.................................................................................................................. 55 4.3 SharedLanes........................................................................................................................... 56 4.3.1SharedLanesonMajorRoadways(WideCurb/OutsideLanes)........................57 4.3.2SignsforSharedRoadways................................................................................ 57 4.4 MarkedSharedLanes.............................................................................................................. 59 4.5 PavedShoulders...................................................................................................................... 63 4.5.1ShoulderBypassLanes...................................................................................... 65 4.5.2RumbleStrips.................................................................................................... 66 4.6 BicycleLanes............................................................................................................................ 67 4.6.1GeneralConsiderations..................................................................................... 67 4.6.2BicycleLanesonTwoWayStreets.................................................................... 69 4.6.3BicycleLanesonOneWayStreets....................................................................70 4.6.4BicycleLaneWidths........................................................................................... 72 4.6.5BicycleLanesandOnStreetParking.................................................................74 4.7 BicycleLaneSignsandMarkings............................................................................................. 76 4.7.1BicycleLaneLines.............................................................................................. 77 4.7.2BicycleLaneMarkings....................................................................................... 79 4.7.3BicycleLaneSigns.............................................................................................. 81 .................................................................................................. 82 4.8 BicycleLanesatIntersections 4.8.1RightTurnConsiderations................................................................................. 83 4.8.2LeftTurnConsiderations................................................................................... 86 4.9 RetrofittingBicycleFacilitiesonExistingStreetsandHighways.............................................88 4.9.1RetrofittingBicycleFacilitiesbyWideningtheRoadway..................................89 4.9.2RetrofittingBicycleFacilitiesWithoutRoadwayWidening...............................89 ................................................................................................................ 94 4.10 BicycleBoulevards
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TableofContents
AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT 4.11 BicycleGuideSigns/Wayfinding........................................................................................... 95 4.12 OtherRoadwayDesignConsiderations.............................................................................. 100 4.12.1RailroadCrossings......................................................................................... 100 4.12.2ObstructionMarkings.................................................................................... 102 4.12.3TrafficSignals ................................................................................................. 103 4.12.4DetectionforBicyclesatTrafficSignals........................................................108 4.12.5BridgesandViaducts..................................................................................... 113 4.12.6BicyclesandTrafficCalming.......................................................................... 114 4.12.7BicyclesandTrafficManagement.................................................................118 4.12.8DrainageGratesandUtilityCovers...............................................................120 4.12.9BicyclesonFreewaysandatInterchanges....................................................121 4.12.10BicyclesatRoundabouts............................................................................. 129
CHAPTER 5: DESIGN OF SHARED USE PATHS

5.1 Introduction........................................................................................................................... 135 5.1.1AccessibilityRequirementsforSharedUsePaths...........................................135 5.2 ElementsofDesign................................................................................................................ 136 5.2.1WidthandClearance....................................................................................... 136 5.2.2SharedUsePathsAdjacenttoRoadways(Sidepaths).....................................141 5.2.3SharedUsewithMopeds,Motorcycles,Snowmobiles,andHorses...............145 5.2.4DesignSpeed................................................................................................... 146 5.2.5HorizontalAlignment...................................................................................... 147 5.2.6CrossSlope...................................................................................................... 149 5.2.7Grade............................................................................................................... 150 5.2.8StoppingSightDistance................................................................................... 151 5.2.9SurfaceStructure............................................................................................. 161 5.2.10BridgesandUnderpasses.............................................................................. 163 5.2.11Drainage........................................................................................................ 165 5.2.12Lighting.......................................................................................................... 166 5.3 SharedUsePathRoadwayIntersectionDesign.................................................................... 167 5.3.1SharedUsePathCrossingTypes..................................................................... 168 5.3.2DesignofMidblockCrossings.......................................................................... 169 5.3.3ExamplesofMidblockIntersectionControls ...................................................177 5.3.4SidepathIntersectionDesignConsiderations.................................................182 5.3.5OtherIntersectionTreatments....................................................................... 184 5.3.6AdditionalBicycleCrossingConsiderations .....................................................188
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TableofContents
AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT 5.4 Signs,PavementMarkingsandSignals .................................................................................. 189 5.4.1PavementMarkings......................................................................................... 189 5.4.2Signs................................................................................................................. 192 5.4.3SignalizedandActiveWarningCrossings........................................................195
CHAPTER 6: BICYCLE PARKING FACILITIES

6.1 Introduction........................................................................................................................... 199 6.2 PlanningforBicycleParking.................................................................................................. 199 6.3 ShortTermBicycleParkingFacilities ..................................................................................... 200 6.3.1SiteDesign....................................................................................................... 201 6.3.2RackDesign ...................................................................................................... 202 6.3.3ConsiderationsforSpecialTypesofRacks......................................................203 ...................................................................................... 203 6.4 LongTermBicycleParkingFacilities
CHAPTER 7: MAINTENANCE AND OPERATIONS

7.1 Introduction........................................................................................................................... 207 7.2 RecommendedMaintenanceProgramsandActivities.........................................................207 7.2.1Sweeping......................................................................................................... 207 7.2.2SurfaceRepairs................................................................................................ 208 7.2.3PavementOverlays.......................................................................................... 209 7.2.4Vegetation....................................................................................................... 209 7.2.5TrafficSignalDetectors................................................................................... 210 7.2.6SignsandMarkings.......................................................................................... 210 7.2.7DrainageImprovements.................................................................................. 210 7.2.8ChipSealing..................................................................................................... 211 7.2.9PatchingActivities........................................................................................... 211 7.2.10UtilityCuts..................................................................................................... 212 7.2.11SnowClearance............................................................................................. 212 ....................................................................................... 212 7.3 OperatingBikewaysinWorkZones 7.3.1RuralHighwayConstruction............................................................................ 213 7.3.2UrbanRoadwayConstruction......................................................................... 213
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ListofExhibits
LIST OF EXHIBITS
Exhibit2.1.RecreationalTripsvs.UtilitarianTrips........................................................................ 10 Exhibit2.2.Casual/LessConfidentvs.Experienced/ConfidentRiders..........................................12 Exhibit2.3.GeneralConsiderationsforDifferentBikewayTypes.................................................25 Exhibit2.4.TypicalWayfindingSigns............................................................................................. 28 Exhibit3.1.BicyclistOperatingSpace............................................................................................ 42 Exhibit3.2.TypicalBicycleDimensions......................................................................................... 43 Exhibit3.3.KeyDimensions........................................................................................................... 44 Exhibit3.4.KeyPerformanceCriteria............................................................................................ 45 Exhibit3.5.ABicyclistsTwoOptionsforTurningLeftatanIntersection.....................................48 Exhibit4.1.SHARETHEROADSignAssembly................................................................................ 58 Exhibit4.2.BicyclesMayUseFullLaneSign.................................................................................. 58 Exhibit4.3.WrongWayRidewithTrafficSignAssembly............................................................59 Exhibit4.4.SharedLaneMarking.................................................................................................. 60 Exhibit4.5.TypicalSharedLaneMarkingCrossSectiononStreetwithParking...........................62 Exhibit4.6.TypicalSharedLaneMarkingCrossSectiononStreetwithNoOnStreetParking .....63 Exhibit4.7.ShoulderBypassLane................................................................................................. 65 Exhibit4.8.RumbleStrips.............................................................................................................. 66 Exhibit4.9.ExampleofPavedShoulderDesignatedasBicycleLane............................................68 Exhibit4.10.SharedLaneMarkingandBikeLaneonSteepStreet...............................................69 Exhibit4.11.TypicalMarkingsforOneWayStreetDesignedforTwoWayBicycleTravel...........70 Exhibit4.12.TypicalBikeLaneCrossSections............................................................................... 73 Exhibit4.13.ExampleofBikeLaneAdjacenttoParallelParking...................................................75 Exhibit4.14.ExampleofBikeLaneAdjacenttoBackinDiagonalParking....................................76 Exhibit4.15.TypicalBikeLanePavementMarkings...................................................................... 78 Exhibit4.16.BikeLaneSymbolMarkings...................................................................................... 80 Exhibit4.17.ExampleofSymbolPlacementtoAvoidPrematureWear.......................................81 Exhibit4.18.BikeLaneSign........................................................................................................... 82 Exhibit4.19.ExamplesofBikeLanesApproachingRightTurnOnlyLane.....................................84 Exhibit4.20.ExampleofBikeLanewithThroughLaneTransitioningtoRightTurnOnlyLane....85 Exhibit4.21.ExampleofBikeLeftTurnOnlyLane........................................................................ 87 Exhibit4.22ExampleofRoadDiet................................................................................................. 92 Exhibit4.23RoadDietBeforeandAfter..................................................................................... 93 Exhibit4.24.DSeriesSigns............................................................................................................ 96 Exhibit4.25.D1WayfindingSigns .................................................................................................. 97 Exhibit4.26.TypicalBicycleGuideSignageLayout ........................................................................ 99 Exhibit4.27.CorrectionforSkewedRailroadCrossingSeparatePathway..............................101 v
ListofExhibits
AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT Exhibit4.28.CorrectionforSkewedRailroadCrossingWidenedShoulder..............................102 Exhibit4.29.ObstructionMarking............................................................................................... 103 Exhibit4.30.QuadrupleLoopDetector....................................................................................... 109 Exhibit4.31.DiagonalQuadrupleLoop....................................................................................... 110 Exhibit4.32.TypicalBicycleDetectorPavementMarking..........................................................111 Exhibit4.33.BicycleDetectorPavementMarkingandSign........................................................112 Exhibit4.34.BicyclefriendlyApproachProfilesforSpeedHumpsandSpeedTables................116 Exhibit4.35.CurbExtensions....................................................................................................... 117 Exhibit4.36.ChokerwithBicycleAccess.................................................................................... 119 Exhibit4.37.BicycleCompatibleDrainageGrates..................................................................... 120 Exhibit4.38.ExampleofBikeLaneandFreewayInterchange...................................................123 Exhibit4.39.SinglePointUrbanInterchange(SPUI)..................................................................125 Exhibit4.40.Option1BikeLaneandFreewayOnramp..........................................................127 Exhibit4.41.Option2BikeLaneandOnramp......................................................................... 127 Exhibit4.42.ExampleofBikeLaneandExitRamp...................................................................... 128 Exhibit4.43.TypicalLayoutofRoundaboutwithBikeLanes......................................................131 Exhibit5.1.TypicalCrossSectionofTwoWaySharedUsePathonIndependentAlignment...137 Exhibit5.2.MinimumWidthNeededtoFacilitatePassingonaSharedUsePath......................138 Exhibit5.3.SafetyRailbetweenPathandAdjacentSlope..........................................................140 Exhibit5.4.SidepathConflicts.................................................................................................... 143 Exhibit5.5.SharedUsePathwithSeparateUnpavedEquestrian/JoggerPath..........................145 Exhibit5.6.DesirableMinimumRadiiforHorizontalCurvesonPavedSharedUsePaths at20DegreeLeanAngle....................................................................................................... 148 Exhibit5.7.USCustomaryUnits.MinimumStoppingSightDistancevs.Gradesfor VariousDesignSpeeds.......................................................................................................... 153 Exhibit5.7.MetricUnits.MinimumStoppingSightDistancevs.Gradesfor VariousDesignSpeeds........................................................................................................... 154 Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance..........156 Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance (Continued)........................................................................................................................... 157 Exhibit5.9.DiagramIllustratingComponentsforDeterminingHorizontalSightDistance........158 Exhibit5.10.MinimumLateralClearance(HorizontalSightlineOffsetorHSO) forHorizontalCurves............................................................................................................. 160 Exhibit5.11.BridgeRailing.......................................................................................................... 164 Exhibit5.12.ExampleofBridgeStructures.................................................................................. 165 Exhibit5.13.MidblockandSidepathCrossingsRelativetoIntersectionFunctionalArea.........169 Exhibit5.14.CrossingAngle........................................................................................................ 170 Exhibit5.15.YieldSightTriangles................................................................................................ 174
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ListofExhibits
AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT Exhibit5.16.MinimumPathWalkwaySightTriangle.................................................................177 Exhibit5.17.ExamplesofMidblockIntersections................................................................178181 Exhibit5.21.BollardApproachMarkings ..................................................................................... 186 Exhibit5.22.CrossingIsland........................................................................................................ 187 Exhibit5.23.AdvancedYieldSignsandMarkings....................................................................... 191 Exhibit5.24.AdvanceWarningAssemblyExample.................................................................... 193 Exhibit5.25.ModeSpecificGuideSigns..................................................................................... 195 Exhibit6.1.DirectionalSignageforBicycleParking.................................................................... 200 Exhibit6.2.ExampleofInvertedUBicycleRack....................................................................... 202
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ListofEquations
AASHTOGuideforthePlanning, Design, and Operation of Bicycle Facilities DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT
LIST OF EQUATIONS
Equation41.FormulaforDeterminingTaperLengthforObstructionMarkings.......................103 Equation42.StandingBicycleCrossingTime............................................................................. 105 Equation43.BicycleMinimumGreenTimeUsingStandingBicycleCrossingTime...................106 Equation44.RollingBicycleCrossingTimeConsideringBrakingDistance................................107 Equation45.AllRedandExtensionTimeUsingRollingBicycleCrossingTime.........................108 Equation51.MinimumRadiusofCurvatureBasedonLeanAngle............................................148 Equation52.MinimumRadiusofCurvatureBasedonSuperelevation.....................................149 Equation53.MinimumStoppingSightDistance........................................................................ 152 Equation54.LengthofCrestVerticalCurvetoProvideSightDistance.....................................155 Equation55.HorizontalSightDistance...................................................................................... 159 Equation56.LengthofRoadwayLegofSightTriangle..............................................................174 Equation57.LengthofPathLegofSightTriangle...................................................................... 175 Equation58.TaperLength .......................................................................................................... 187
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Chapter1:Introduction
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AASHTOGuideforthePlanning,Design,andOperationofBicycleFacilities
DRAFTFORAASHTOCOMMITTEEREVIEWANDCOMMENT
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CHAPTER 1: INTRODUCTION
1.1. DESIGN IMPERATIVE
Bicycletravelhasplayedanhistoricroleintransportation.Evenbeforetheinventionoftheautomobile, theLeagueofAmericanWheelmenpromotedimprovedtraveledways. BicyclingisrecognizedbytransportationofficialsthroughouttheUnitedStatesasanimportant transportationmode.OveraquarterofthepopulationintheU.S.overtheageof16ridesbicycles.(1) Nationwide,peoplearerecognizingtheconvenience,energyefficiency,costeffectiveness,health benefitsandenvironmentaladvantagesofbicycling. Local,stateandfederalagenciesarerespondingtotheincreaseduseofbicyclesbyimplementingawide varietyofbicyclerelatedprojectsandprograms.Theemphasisnowbeingplacedonbicycle transportationrequiresanunderstandingofbicycles,bicyclistsandbicyclefacilities.Thisguide addressestheseissuesandclarifiestheelementsneededtomakebicyclinganaccessiblemodeof transportation. Allroads,streetsandhighways,exceptthosewherecyclistsarelegallyprohibited,shouldbedesigned andconstructedundertheassumptionthattheywillbeusedbybicyclists.(2)Therefore,bicycles shouldbeconsideredinallphasesoftransportationplanning,newroadwaydesign,roadway reconstruction,operationalandmaintenanceactivities,capacityimprovement,bridgeandtransit projects.
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1.2. PURPOSE
Bicyclistscanbeexpectedtorideonalmostallroadways,aswellasonsharedusepaths,where permitted.Safe,convenient,welldesignedandwellmaintainedfacilitiesareessentialtoaccommodate andencouragebicycling. Thisguideprovidesinformationonhowtoaccommodatebicycletravelandoperationsinmostriding environments.Itisintendedtopresentsoundguidelinesthatresultinfacilitiesthatmeettheneedsof bicyclistsandotherhighwayusers.Sufficientflexibilityispermittedtoencouragedesignsthatare sensitivetolocalcontextandincorporatetheneedsofbicyclists,pedestriansandmotorists.However, insomesectionsofthisguide,suggestedminimumdimensionsareprovided.Thesearerecommended onlywherefurtherdeviationfromdesirablevaluescouldcompromisesafety.
1 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1.3. SCOPE
Thisguideprovidesinformationonthephysicalinfrastructureneededtosupportbicycling.Facilitiesare onlyoneofseveralelementsessentialtoacommunitysoverallbicycleprogram.Bicyclesafety educationandtraining,encouragingbicycleuse,andenforcingtherulesoftheroadastheypertainto bicyclistsandmotoristsshouldbecombinedwithengineeringmeasurestoformacomprehensive approachtobicycleuse.Informationonotherelementsofanoverallbicycleprogramcanbeobtained fromstateorlocalbicyclecoordinatorsandotherpublications. Theprovisionsforbicycletravelareconsistentwith,andsimilarto,normalhighwayengineering practices.Signs,signalsandpavementmarkingsforbicyclefacilitiesarepresentedintheManualon UniformTrafficControlDevices(3),whichshouldbeusedinconjunctionwiththisguide.For constructionofbicyclefacilities,applicablestateandlocalconstructionspecificationsshouldbeused.
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1.4. DEFINITIONS
BICYCLEApedalpoweredvehicleuponwhichthehumanoperatorsits.Thetermbicycleforthis publicationincludesthreeandfourwheeledhumanpoweredvehicles,butnottricyclesforchildren. BICYCLEBOULEVARDAstreetsegment,orseriesofcontiguousstreetsegments,thathasbeen modifiedtoaccommodatethroughbicycletrafficbutdiscouragethroughmotortraffic. BICYCLEFACILITIESAgeneraltermdenotingimprovementsandprovisionstoaccommodateor encouragebicycling,includingparkingandstoragefacilities,andsharedroadwaysspecificallydesignated forbicycleuse. BICYCLELANEorBIKELANEAportionofaroadwaywhichhasbeendesignatedbypavementmarkings and,ifused,signs,forthepreferentialorexclusiveuseofbicyclists. BICYCLELEVELOFSERVICE(BLOS)Amodelusedtoestimatebicyclistsaverageperceptionofthe qualityofserviceofasectionofroadwaybetweentwointersections. BICYCLELOCKERorBIKELOCKERAsecure,lockablecontainerusedforlongtermindividualbicycle storage. BICYCLEPATHorBIKEPATHApathwaythatisexclusivelyusedbybicyclists,whereaseparate,parallel pathisprovidedforpedestriansandotherwheeledusers.Mostpathwaysaresharedbetweenbicyclists andotherusers:seeSharedUsePath. BICYCLERACKorBIKERACKAstationaryfixturetowhichabicyclecanbesecurelyattached.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 BICYCLEROUTEAroadwayorbikewaydesignatedbythejurisdictionhavingauthority,eitherwitha uniqueroutedesignationorwithBIKEROUTEsigns,alongwhichbicycleguidesignsmayprovide directionalanddistanceinformation.Signsthatprovidedirectional,distance,anddestination informationforcyclistsdonotnecessarilyestablishabicycleroute. BICYCLENETWORKAsystemofbikewaysdesignatedbythejurisdictionhavingauthority.Thissystem mayincludebikelanes,bicycleroutes,sharedusepaths,andotheridentifiablebicyclefacilities. BIKEWAYAgenerictermforanyroad,street,pathorwaywhichinsomemannerisspecifically designatedforbicycletravel,regardlessofwhethersuchfacilitiesaredesignatedfortheexclusiveuseof bicyclesoraretobesharedwithothertransportationmodes. HIGHWAYAgeneraltermdenotingapublicwayforpurposesofvehiculartravel,includingtheentire areawithintherightofway. RAILTRAILAsharedusepath,eitherpavedorunpaved,builtwithintherightofwayofaformer railroad. RAILWITHTRAILAsharedusepath,eitherpavedorunpaved,builtwithintherightofwayofanactive railroad. RIGHTOFWAYAgeneraltermdenotingland,propertyorinteresttherein,usuallyinastrip,acquired forordevotedtotransportationpurposes. RIGHTOFWAY(ASSIGNMENT)Therightofonevehicleorpedestriantoproceedinalawfulmannerin preferencetoanothervehicleorpedestrian. ROADWAYTheportionofthehighway,includingshoulders,intendedforvehicularuse. RECUMBENTBICYCLEAbicyclewithpedalsatroughlythesamelevelastheseatwheretheoperatoris seatedinareclinedpositionwiththeirbacksupported. RUMBLESTRIPSAtexturedorgroovedpavementtreatmentdesignedtocreatenoiseandvibrationto alertmotoristsofahazard.Longitudinalrumblestripsaresometimesusedonoralongshouldersor centerlinesofhighwaystoalertmotoristswhostrayfromtheappropriatetraveledway.Transverse rumblestripsareplacedontheroadwaysurfaceinthetravellane,perpendiculartothedirectionof travel. SHAREDLANEAlaneofatraveledwaythatisopentobicycletravelandvehicularuse. SHAREDLANEMARKINGApavementmarkingsymbolthatindicatesanappropriatebicyclepositioning inasharedlane.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 SHAREDROADWAYAroadwaythatisopentobothbicycleandmotorvehicletravel.Thismaybean existingroadway,astreetwithwidecurblanes,oraroadwithpavedshoulders. SHAREDUSEPATHAbikewayphysicallyseparatedfrommotorizedvehiculartrafficbyanopenspaceor barrierandeitherwithinthehighwayrightofwayorwithinanindependentrightofway.Shareduse pathsmayalsobeusedbypedestrians,skaters,wheelchairusers,joggersandothernonmotorized users. SHOULDERTheportionoftheroadwaycontiguouswiththetraveledway,foraccommodationof stoppedvehicles,emergencyuseandlateralsupportofsubbase,baseandsurfacecourses,oftenused bycyclistswherepaved. SIDEWALKThatportionofastreetorhighwayrightofway,beyondthecurboredgeofroadway pavement,whichisintendedforusebypedestrians. SIDEPATHAsharedusepathlocatedimmediatelyadjacentandparalleltoaroadway. TRAVELEDWAYTheportionoftheroadwayintendedforthemovementofvehicles,exclusiveof shoulders. UNPAVEDPATHPathnotsurfacedwithahard,durablesurfacesuchasasphaltorPortlandcement concrete.
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WORKS CITED
1.NationalHighwayTrafficSafetyAdministration;BureauofTransportationStatistics.NationalSurvey ofPedestrianandBicyclistAttitudesandBehaviors.s.l.:U.S.DepartmentofTransportation,2002. 2.AASHTO.APolicyonGeometricDesignofHighwaysandStreets.Washington,D.C.:American AssociationofStateHighwayandTransportationOfficials,2004. 3.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.: FederalHighwayAdministration,U.S.DepartmentofTransportation,2009.
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Chapter2BicyclePlanning
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CHAPTER 2: BICYCLE PLANNING

2.1. BACKGROUND
Bicyclingisahealthy,lowcostmodeoftravelthatisavailabletonearlyeveryone.Bicyclingisalsothe mostenergyefficientformoftransportationavailable.Sincebicyclingemitsnopollution,requiresno externalenergysource,anduseslandefficiently,iteffectivelymovespeoplefromoneplacetoanother withoutadverseenvironmentalimpacts.Forcommunitiesworkingtoaddressawiderangeofissues fromtrafficcongestiontoclimatechange,bicyclingisatransportationsolutionthatworksatbothlocal andgloballevels. Surveysshowthatpeoplesupportbicyclingbecauseitmakesneighborhoodssaferandfriendlier,saves onmotorizedtransportationcosts,providesawaytoroutinelygetphysicalactivity,andreduces transportationrelatedenvironmentalimpacts,emissions,andnoise.Bicyclingincreasestheflexibilityof thetransportationsystembyprovidingadditionalmobilityoptions,especiallyforshortdistancetrips thataretoofartowalkandtooclosetodrive.Bicycletransportationisparticularlyeffectivein combinationwithtransitsystems,aswhenusedtogether,eachexpandstherangeoftheothermode.
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2.2. WHY PLANNING FOR BICYCLING IS IMPORTANT

AscommunitiesthroughouttheU.S.facenewchallenges,bicyclingprovidesasolutiontomanydifferent concerns.Sincethebicycleisanappropriatevehicleformanytrips,itcanplayasignificantrolein sustainablelanduseplanning,transportation,recreation,andeconomicdevelopmentinitiatives. Particularlyinurbanandsuburbancenters,wherealargepercentageoftripsareshorterthantwomiles inlength,bicyclingcanserveaspartofacomprehensiveapproachtoalleviatetrafficcongestionand provideflexible,convenient,andaffordabletraveloptions.Bicyclingisalsoverycompatiblewithtransit systemdevelopment,andcaneffectivelyexpandtheareaservedbyeachtransitstop. Likeotherusersofthetransportationsystem,bicyclistsneedaccesstojobs,goodsandservices,and recreationalactivities.Planningforexistingandpotentialbicycleuseshouldbeintegratedintoand coordinatedwiththeoveralltransportationplanningprocess.Transportationimprovementscanprovide anopportunitytoenhancethesafetyandconvenienceofbicycletravel. Improvementsmadeforbicyclistsoftenresultinbetterconditionsforothertransportationusers.For instance,pavedshoulders,widecurblanes,andbicyclelanesnotonlyprovideimprovedconditionsfor bicyclists,butalsoincreasemotoristcomfort.Betweenintersections,bicyclelanesandpavedshoulders resultinmoreconsistentseparationbetweenbicyclistsandpassingmotorists.Bicyclelanesimprove sightdistanceformotoristsatdrivewaysandprovideabufferareabetweensidewalksandtrafficlanes, 7 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 makingstreetsmorecomfortableforpedestrians.Communitiesthathavebuiltbicyclenetworkshave seenpositiveresultsforallusersfrommodestinvestments. Plansforimplementingbicycleprojectsoftenrequiresupportivepoliciesinacommunitysgeneralplan, mastertransportationplan,zoningordinances,andsubdivisionregulations.Thesemayneedtobe amendedtosupportbicyclecompatibleroadwaydesign,encouragesharedusepathconnections betweenneighborhoods,requirebicycleparking,andcreatelandusepoliciesthatkeepdestinations closertohomeandwork. Providingforbicyclingtouchesonmanydifferentaspectsofcommunityplanning,andagoodbicycle planreflectsthisdynamic.Dependingonthecommunity,abicycleplanmayinvolvemanydiverse aspects,suchassignaltimingandprogression,safetyeducation,buildingcodesandparkingfacility design,landusepolicies,schoolbusingpolicies,socialmarketingtopromoteflexibletransportation options,roadwaymaintenanceandtransitaccess,andmanyothers.
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2.3. TYPES OF BICYCLING

Manycharacteristicshavebeenusedtoclassifydifferenttypesofbicycleriders.Amongthemost commonarecomfortlevel,physicalability,andtrippurpose.Thesecharacteristicscanbeusedtohelp developgeneralizedprofilesofvariousbicycleusertypes.Peoplewillnotfitneatlyintoasingle category,andaridersprofilemaychangeinasingleday,forexample,asacommuterswitchestoa parentwhotakesachildforarecreationalride.Still,theseprofilesprovideawaytogaugeapproximate levelofcomfortonandpreferenceforspecificfacilitytypes.
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2.3.1. TRIP PURPOSE

UTILITARIAN / NONDISCRETIONARY
Utilitarianornondiscretionarytripsaretripsthatarenecessaryaspartofapersonsdailyactivities. Thesecommonlyincludecommutetripstoworkorschool,workrelatednoncommutetrips,shopping anderrands,ortakingachildtoschool.Dependingonthelengthoftripandqualityofbicyclefacilities provided,amongotherfactors,bicyclingtripscanreplaceorseamlesslylinkwithothertransportation modessuchastransitormotorvehicletrips. Inadditiontopeoplewhochoosetobicyclefortransportation,utilitarianusersmayalsoincludethose whodonothaveaccesstoanautomobileorpossessadriverslicense,havenotransitavailable,orare otherwisedependentuponbicycling.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Schooltripsareaspecialtypeofutilitariantripthatinvolveyoungerridersandrequirecarefulattention totheircharacteristics.Inneighborhoodswithlowvolume,lowspeedstreets,childrenwhohavebeen taughtbasicbicyclingskillscansharetheroadwithautomobiles.Onroadwayswithhigherspeedsand volumes,bikelanesorseparatepathwaysandsafetyimprovementsatintersectionscanaccommodate childrenwithappropriatetrafficskills.
RECREATION / DISCRETIONARY
Recreationalanddiscretionarytripsincludetripsmadeforexerciseand/orleisure.Recreationalusers coverallagegroupsfromchildrentoadultstoseniorcitizens,andwillhavevaryinglevelsofcomfort whenridingintraffic.Recreationaltripscanrangefromshorttripswithinaneighborhood,tolongrides lastingseveralhoursandcoveringmanymiles.Childrenwillgenerallyridewithintheirneighborhood, withfriendsorparents,andonstreets,sidewalks,orsharedusepaths.Adultrecreationaltripscovera widerangedependingontheuserscomfortandfitnesslevel,withaverageadultuserslookingfor moderatetoslowpacedridingonquietstreetsorsharedusepaths.Asmallernumberofadultbicyclists goonlongdistancerecreationaltrips,seekingoutscenicandsometimeschallengingterrainforsport andfitness. Mountainbicyclistsfallintothecategoryofrecreationalridersbutareconsideredauniqueand independentgroupduetotheirregularuseofnaturalsurfacesinadditiontopavedsurfaces.Mountain bikesaregenerallydesignedforuseonbothtypesofsurfaces.Thisguidewillcovertheuseofmountain bikesforrecreationalorutilitariantravelonpavedsurfacesbutdoesnotdiscussmountainbikeuseon narroworsingletracknaturalsurfaces.
UTILITARIAN VS. RECREATION

Thelinebetweenutilitarianandrecreationalbicyclingisblurryatbestbecausethesametransportation systemcanbeusedforbothpurposes.Justasroadsaredesignedforvariousmotorvehicletrip purposes,roadsandpathwaysshouldbedesignedtofacilitatevariousbicycletrippurposesandthereis verylittledifferencebetweenabicyclenetworkthatisintendedforrecreationalbicyclistsversusone thatisdesignedfortransportationtrips. Peoplewhouseabikefortransportationgetexercisetheymaynothaveotherwisehadtimefor,orthat wouldhaverequiredadditionaltimeandexpense,suchasgoingtoafitnesscenter.Unlikedriving, whichistypicallynotviewedasarecreationalactivitybutratherasameanstoanend,manypeople choosetobicyclebecauseitachievesmorethanasinglepurpose,suchasexercisingwhilereachinga destination.Bicyclingisamultifacetedrecreationalactivityformillionsofpeoplenationwide,youngand old,cuttingacrossmanysocioeconomicanddemographiccategories.Someusersmaynevergobeyond ridingonasharedusepathorlowvolumeroads,whileothersmayadvancetheirskillsandbecome bicyclecommuters.Thatiswhyunderstandingandplanningfortheneedsandabilitiesofallbicycle usersisnecessarytodesignsuccessfulbicyclenetworks. 9 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 Exhibit2.1outlinescommoncharacteristicsofrecreationalandutilitariantrips.Thedescriptionsbelow provideageneralideaoftypicaldifferencesbetweentriptypes,howeveritshouldbenotedthatsome tripscombinepurposesanddonotfallintothesedistinctcategories: Recreational Trips Utilitarian Trips
Directness of route not as important as visual interest, Directness of route and connected, continuous facilities more shade,protectionfromwind importantthanvisualinterest,etc.
Loop trips may be preferred to backtracking; start and end Trips generally travel from residential to schools, shopping or pointsareoftenthesame workareasandback
Tripsmayrangefromunderamiletoover50miles
Tripsgenerallyare15milesinlength
Shortterm bicycle parking is needed at recreational sites, Shortterm and longterm bicycle parking is needed at stores, parks,trailheadsandotherrecreationalactivitycenters transitstations,schools,workplaces
Varied topography may be desired, depending on the Flattopographyisdesired fitnessandskilllevelofthebicyclist
Mayberidinginagroup
Oftenridealone
Maydrivewiththeirbicyclestothestartingpointofaride
Use bicycle as primary transportation mode for the trip; may transfertopublictransportation;mayormaynothaveaccessto acarforthetrip
Typically occur on the weekend or on weekdays before Some trips occur during morning and evening commute hours morningcommutehoursoraftereveningcommutehours (commute to school and work), but in general bicycle commute tripsmayoccuratanyhouroftheday
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Exhibit2.1.RecreationalTripsvs.UtilitarianTrips
RIDER AGE
Adultsdonothaveuniformcognitiveandperceptualabilities.However,incomparisontochildren, adultsgenerallycanstartandstopmovementoftheirbicyclemorequickly,aremorevisibleto motorists,caninterpretdirectionalityofsoundswithgreateraccuracy,andhaveagreaterawarenessof potentialconflicts.Inaddition,mostadultsalsooperatemotorvehiclesandhavetheadvantageof
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 understandingtherulesoftheroadasmotorists;therefore,theyarealreadyfamiliarwithridingin traffic. Seniorsareaspecialtypeofadultriderwhomayrideataslowerpaceandhavelongerreactiontimes whenfacedwithsuddenhazards. Childrenhaveawiderangeofskillsandcognitivecapabilities.Generally,childrenareslowerin recognizingandrespondingtorapidlychangingsituations.Thisleadstopossibledangersincommon situationsthatchildrenfacewhenridingbicycles,suchascrossingstreets.Childrentendto: Havearelativelynarrowfieldofvision. Havedifficultiesaccuratelyjudgingthespeedanddistanceofanapproachingvehicle. Assumeavehiclecanseethemiftheycanseethevehicle. Havedifficultyconcentratingonmorethanonething. Havedifficultyunderstandingdanger. Havedifficultydeterminingthedirectionofauditoryinput. Havelittleexperiencewiththerulesoftheroadbecausetheydonotdrivemotorvehicles.
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2.3.2. LEVEL OF USER SKILL AND COMFORT

Anotherwaytolookatusertypesisbycomfortandskilllevel. EXPERIENCED AND CONFIDENT Thisgroupincludesbicyclistswhoarecomfortableridingonmosttypesofbicyclefacilities.Thisgroup alsoincludesutilitarianandrecreationalridersofmanyageswhoareconfidentenoughtorideonbusy roadsandnavigateintrafficwhennecessarytoreachtheirdestination.However,somemaypreferto travelonlowtrafficresidentialstreetsorsharedusepaths.Suchbicyclistsmaydeviatefromthemost directroutetotravelintheirpreferredridingconditions.Experiencedbicyclistsmayincludecommuters, longdistanceroadbicyclists,racers,andthosewhoregularlyparticipateinridesorganizedbybicycle clubs. CASUAL AND LESS CONFIDENT Thisgroupincludesamajorityofthepopulation,andincludesawiderangeofpeople:thosewhoride frequentlyformultiplepurposes;thosewhoenjoybicyclingoccasionallybutmayonlyrideonpathsor lowtrafficstreetsinfavorableconditions;thosewhorideforrecreation,perhapswithchildren;and thoseforwhomthebicycleisanecessarymodeoftransportation.Inorderforthisgrouptoregularly choosebicyclingasamodeoftransportation,aphysicalnetworkofvisible,convenientandwell designedbicyclefacilitiesisneeded. 11 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 Peopleinthiscategorymaymoveovertimetotheexperiencedandconfidentcategory. Exhibit2.2outlinesgeneralcharacteristicsofexperiencedversuscasualbicyclists: Experienced/Confident Riders Casual/Less Confident Riders
Most are comfortable riding with vehicles on streets, and Prefer shared use paths, bike boulevards, or bike lanes are able to negotiate streets like a motor vehicle, including alonglowvolume,lowspeedstreets. using the full width of a narrow travel lane when appropriateandusingleftturnlanes.
While comfortable on most streets, some prefer onstreet May have difficulty gauging traffic and may be unfamiliar bike lanes, paved shoulders or shared use paths when withrulesoftheroadastheypertaintobicyclists:maywalk available. bikeacrossintersections.
Preferamoredirectroute.
May use less direct route to avoid arterials with heavy trafficvolumes.
Avoid riding on sidewalks. Ride with the flow of traffic on Ifnoonstreetfacilityisavailable,mayrideonsidewalks. streets.
May ride at speeds up to 20 mph on flat ground, up to 45 Mayrideatspeedsaround8to12mph. mphonsteepdescents.
Maycyclelongerdistances.
Cycleshorterdistances:2to5milesisatypicaltripdistance.
Exhibit2.2.Casual/LessConfidentvs.Experienced/ConfidentRiders
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2.4. TYPES OF TRANSPORTATION PLANNING PROCESSES

Thefieldoftransportationplanninghasevolvedover20yearstoreflectagrowingbodyofexperience, literature,andlessonslearnednationwide.Bicyclinghasbeenintegratedintoplanningprocesses throughoutthecountry,inplaceslargeandsmall,andincludingbothurbanandruralareas.Thissection oftheGuidecoversthefollowingtypesofplanningprocesses: ComprehensiveTransportationPlans BicycleMasterPlans TransportationImpact/TrafficStudies SmallAreaandCorridorLevelPlanning 12 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 ProjectLevelPlanning
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2.4.1. COMPREHENSIVE TRANSPORTATION PLANS

Comprehensiveormastertransportationplansshouldincludeabicyclingcomponent.Theseinclude LongRangeTransportationPlans,HighwaySafetyPlans,andTransportationDemandManagement (TDM)Plans.Thebicyclecomponentoftheseplansshouldbeofasimilarlevelofdetailasthemotor vehiclecomponents,forexample,identifyingspecificshorttermandlongtermimprovements, establishingfundingpriorities,andaddressingpolicyissues.Publicmeetingsfortheseplansshouldbe designedtosolicitinputonbicyclistsneedsandpriorities,aswellasinputonallothermodes.These plansshouldalsoproviderecommendationsforimprovingbicycle/transitconnections. Insomecases,thebicycleelementofthemastertransportationplanisacondensedversionofa separatebicyclemasterplan(seebelow)and/ormayincorporatetheseparatebicyclemasterplanby reference.Wherethisisthecase,itisstillimportantforthebicyclecomponenttoprovidethesame levelofdetailastheothermodalelementsoftheplan.
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2.4.2. BICYCLE MASTER PLANS

Thepurposeofastandalonebicycleplanistoidentifytheprojects,policies,andprogramsthatare neededinordertofullyintegratebicyclingasaviablemodeoftransportationwithinacommunity. BicycleplanspreparedbyStateDOTsareoftenmorefocusedonpolicyissues,whilebicycleplansthat arecompletedbylocalorregionalagenciesmayfocusonbicyclenetworkplanning,aswellaspolicies anddesignpracticesthatsupportbicycling. Agoodbicycleplanstartsfromeachcommunityscurrentstagesomecommunitiesmaybestarting fromscratchwhileothersmaybeatamoreadvancedstage.Itshouldaddresspolicy,infrastructure, andprogramming.Foracommunitythatisembarkinguponbicycleplanningforthefirsttime,thefocus maybeonwinningsupportforinitialprojectsthatwillgeneratesignificantuseorresultinvisiblesafety improvements,andhelptobuildmomentumforsubsequentprojects.Foracommunitythathas alreadyimplementedapartialbikewaysystemandhasagrowingnumberofengagedandactive bicyclists,thefocusmaybeonhowtomovebeyondthelowhangingfruitalreadyimplementedand tacklemorechallengingprojectsandprograms.Andforthosecommunitiesinamoreadvancedstage, withwelldevelopedbicycleinfrastructureandsignificantbicycleuse,welldefinedpolicies,new educationandoutreachprograms,andafocusoncriticalgapsinthenetworkmaybeappropriate.All communitiesshouldaddresspoliciesthatencourageandsupportbicycletrips.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Abicycleplanshouldbetailoredtotheuniqueconditionsofthecommunitywhichitserves.Bicycle plansforcities,suburbs,counties,regions,andstatesalldiffersignificantly,dependingonmanyfactors includingspanofcontrol(e.g.whichroadsorcorridorsarecontrolledormanagedbythegovernment entity),politicalsupport,availablefunding,andlevelofcommunityengagement.Bicycleplansexistfor everytypeofcommunity:urban,suburban,rural,mountain,andresort.Infastgrowingcommunities, bicycleplansmayconcentrateonpolicies,standards,andcodelanguagetoguidefuturedevelopment, whereasplansformorebuiltoutcommunitiesmaybemoreconcernedwiththeretrofittingofbicycle improvementsatexistinglocationsandanalysisofpotentialoffstreetcorridors. Abicycleplanhelpsguidetransportationdepartmentstoimplementbikewaysaspartoftheirroutine roadwaymaintenanceand3R(resurfacing,restoration,orrehabilitation)activities.Forexample,a routinepavementoverlaymayprovideaconvenientopportunitytoimplementbikelanes.Whensignals areupgraded,itisagoodtimetoadddetectorsorpushbuttonsforbicyclists.Abicycleplancanand shoulddealwiththeimmediateneedsforshorttermimprovements,balancedwithlongertermprojects thatcouldbedecadesfromrealization.
PUBLIC PROCESS
Todevelopaplanthatwillenjoycommunitysupport,theprocessshouldincludeopportunitiesforthe public,stakeholders,andotherinterestgroupstoparticipateandbeheard.Publicinputshouldincludea combinationofstrategies,suchaspublicworkshops,hearings,noticesinthemedia,outreachevents, andtheformationofaBicycleAdvisoryCommittee.Effectivecommitteeswelcomediverseviewpoints. Potentialcommitteemembersmayincludehealthand/orsafetyadvocates,educators,businessleaders, lawenforcementpersonnel,bikeclubmembers,peoplewithdisabilities,elderly,andpeoplewhoare economicallydisadvantaged.Localofficials(electedandstaff)whoareresponsibleforimplementation shouldparticipateintheprocess. Outreachshouldbeconductedtotargetanddrawouttheopinionofabroadcrosssectionofthe community,includingexperienced,casualandnovicebicyclistsofallages.Theseeffortscouldincludea website,mailedsurveys,schoolvisits,orcommunitybicyclingaudits.
COORDINATION WITH OTHER DOCUMENTS AND PLANNING PROCESSES

Theplanshouldbecoordinatedwithregional(countyandMPO)andstatetransportationplans(modal plans,corridorplans,etc.).Whilebicycletransportationmaynotalwaysbetheprimaryfocusofthese plans,thebicyclemodeshouldbetakenintoconsiderationandshouldbeaddressedinanappropriate levelofdetail.Forexample,theimplementationofbicyclerecommendationsoftenrequiresrevisionsto landdevelopmentregulations,roadwaydesignstandards,andstandarddesigndetails.These documentsaretypicallyupdatedonaperiodicbasisandtheseupdatesshouldincludebicycleprovisions whereappropriateandasrecommendedinthebicyclemasterplan.Coordinationisalsoneededwith
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 fundingprograms(suchastheannualcapitalimprovementsprogram),andplanningdocumentsofother agencies(suchastransit,andparksandrecreation).
PHASING OF INFRASTRUCTURE IMPROVEMENTS

Aphasingplansetsforwardastrategyforimplementingbicyclefacilitiesovertime,reflectingpolitical realities,futuredevelopment,fundingopportunities,andtechnicalchallenges.Byidentifyingprojectsto beimplementedintheshort,mediumandlongterm,jurisdictionscanfocusinitiallyonprojectsthatare lowcostorrequireminimalinfrastructurework,whilesimultaneouslystartingtoplan,design,andseek fundingandsupportforlongerterm,morecomplexprojects. Shorttermprojects:Shorttermprojectscanhelptocreateearlysuccessandshowsignificantprogress inplanimplementation.Theseprojectsaregenerallylowcostandeasytoimplement.Examplesinclude trafficsignaltimingadjustmentsorpushbuttons;restripingexistingstreetsbynarrowinglanes; removingtravellanesorparkingandredistributingspacetoaccommodatebikelanes;roadrepaving thatincludesbikelanes;orinstallationofwayfindingsignageorsharedlanemarkings.Thesestrategies willbediscussedinmoredetailinthedesignchapters. Mediumtermprojects:Mediumtermprojectsmayrequirestreetrepaving,facilityreconstructionsuch asmovingcurbs,orfundingaspartofothercapitalimprovementprograms.Theseprojectsgenerally mustundergodetailedinfrastructuredesignstudy,aremorecomplextoimplement,andrequiretimeto securefunding.Mediumtermprojectsmayalsobethosethatonlyoccurwithnewfacilityconstruction oroldfacilityrehabilitation. Longtermprojects:Longtermprojectsgenerallyrepresentinvestmentsofmajorcapitalfunds;these projectsarecomplexfromadesignorpoliticalstandpoint.Examplescanincludebicyclebridges, elevatedcrossings,orunderpassstyletunnels.Theseprojectscanbedevelopedthroughnewfacility constructionorfacilityrehabilitation. Todevelopaphasingplan,anumberofissuesshouldbeconsidered: Bicycletraveldemand:Towhatdegreewillthebikewaygeneratesignificantusage?How manytripgeneratorsarewithincloseproximityoftheproject,suchasresidentialareas, schools,parks,transitcenters,employmentandcommercialdistricts,churches,etc?There areseveralmethodsforforecastingbicycletraveldemand,asdescribedinSection2.6. RouteConnectivityandDirectness:Towhatdegreedoesthisalternativefillinamissinggap inthebicyclenetwork,ormakeacriticalconnectiontoatransitfacilityorotherkey destination? Crash/ConflictAnalysis:Doestheproposedimprovementhavethepotentialtoalleviatea safetyproblem,suchasanintersectionwithahistoryofbicyclecrashesorconflicts?
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 Barriers:Howwelldoesthealternativeovercomeabarrierinthecurrentbicyclenetwork? Barrierscouldincludebridges,overpasses,interchanges,difficultintersections,waterways, etc. EaseofImplementation:Howdifficultwillitbetoimplementthisproject?Thiscriterion takesintoaccountrightofway,topographical,environmental,political,andeconomic constraints.
TYPICAL PLAN CONTENTS

Awelldevelopedbicycleplaniscomprehensiveandshouldcoversomeifnotallofthefollowingtopics (notnecessarilyinthisorder): INTRODUCTION TheintroductionofthePlanlaysafoundationandsetsthecontextforthePlan.Itshould provideabriefoverviewofthehistoryandcurrentstatusofbicyclinginthejurisdiction,may discusscurrentorpreviousplanningeffortsthatsupportbicycling,providedataoncurrent levelsofbicycling(alongwithhistoricaldataifavailable),andanyotherinformationthatis neededtolayafoundationforthePlan. VISION, GOALS, AND OBJECTIVES ThissectionestablisheswhatthePlanhopestoaccomplish.Thevisionstatementshouldpainta pictureofthejurisdictioninthefuture,oncethegoalsandobjectiveshavebeenfulfilled.Goals shouldbebroadstatementsthataddresskeyfocusareas,suchasmobility,health,the environment,etc.Objectivesidentifymorespecificstrategiesforaccomplishingthevisionand goals. BENCHMARKS OR PERFORMANCE INDICATORS Benchmarksshouldbesetinsuchawaythatjurisdictionscanmeasureresults.Inordertoseta baselineforperformancemeasures,itmaybenecessarytocollectinitialdata.Performance measuresshouldbeassimpleaspossible,andshouldbefairlyeasytomeasure.Insomecases, existingdatacollectionprocesses(suchasroadwayinventories)canbeadjustedtocollectdata relevanttobicycleperformancemeasures(i.e.shoulderwidthandpavementcondition). Examplesofbenchmarksincludethenumberofbikewaymilesimplemented,modeshare percentage,rateofbicyclemotorvehiclecrashesascomparedtothenumberofbicycletrips, totalnumberofbicyclemotorvehiclecrashes,numberofbikeparkingspaces,bikeusageona particularcorridor,percentageofkidsbicyclingtoschools,andothers.Inclusionofoutcome orientedperformancemeasures(suchasusagecountsandcrashrates)isdesirabletocheck effectivenessofcurrentprograms;purelyinventoryorientedperformancemeasuresmaynot detectissuesthatneedtobeaddressed.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 EXISTING CONDITIONS Theoverviewofexistingconditionsshouldtakestockofthetransportationinfrastructure.The existingconditionsanalysisshouldincludeageneralassessmentofstreets,roadsandhighways byfunction,type,ownership,trafficvolumesandspeeds,widthandcondition,aswellasan inventoryofexistingbikeways,includingsharedusepathsandtrailsoutsidethestreetsystem. Otheritemsincludebicycleparkingconditions(qualityandquantity),crashdata,proposed developmentsthatmayhaveasignificantimpactonbicycling,biketransitintegration,and education,encouragement,andenforcementefforts. RECOMMENDED BICYCLE FACILITIES Thiscomponentisdiscussedinmoredetailinthenextsection.Recommendationsshouldreflect thecommunitysneeds,aswellasthefeasibilityofprojectsinspecificroadwaycorridors.An opportunisticapproachiswisethemajorityofbikeplansrecommendnewfacilitiesin locationswhereotherroadwayprojects(suchasrepaving)offeropportunitiestoimplement bikewayslessexpensively.Projectsshouldbeidentifiedinsufficientdetailsuchthattheycanbe integratedintoalocalcapitalimprovementplanoradvancedtoadesignphase.Thisshould include,ataminimum,roadwayname,beginningandendpoints,bikewaytype,adescriptionof theworkneeded,andtheestimatedcost.Bicycleparkingneedscanalsobeidentified,aswellas standardsforplacingbicycleparkingfacilities(seeChapter6formoreinformation). RECOMMENDED POLICIES/DESIGN GUIDELINES Recommendationsforpolicychangesareastandardcomponentofmostbicyclemasterplans. Thisincludeszoningandlanddevelopmentpoliciesthatsupportbicycling(suchashigher densitiesofmixedusedevelopment,neighborhooddesignthatprovidesahighlevelofbicycle connectivity,bicycleparkingordinances,requirementsforcommutersupportfacilitiessuchas showers,etc).Somebicycleplansalsoincludedesignguidancethatclarifiesthejurisdictions expectationsintermsofbicyclefacilitydesign.Thiscanbeparticularlyhelpfulifthe jurisdictionscurrentdesignguidelinesdonotaddressbicyclefacilities,howeverultimatelythe goalshouldbetointegratebicycledesignstandardsintootherexistingdocumentsthatcover roadwaydesign,localsubdivisionanddevelopmentcodes,orotherappropriatesources. RECOMMENDED EDUCATION AND ENCOURAGEMENT PROGRAMS ThissectionofthePlanisveryimportant,astherearetypicallymanyopportunitiestoimprove conditionsforbicyclistsbyimprovingbehaviors.Theeducationcomponentshouldaddress issuessuchasbicyclingrelatedinformationonappropriatejurisdictionalwebsites,safety informationmessagesformotoristsandbicyclists,andbicyclisttrainingprogramsforchildren, youth,andadults.Theencouragementcomponentcanincludecommutersupportprograms andincentives,promotionalactivitiesorientedtoneighborhoodsandlocalbusinessdistricts (e.g.,ashopbybikeprogram),campaignstopromoteuseofbicycleswithtransit,rides
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 organizedtointroduce(orpublicizebenefitsof)bicyclingtoawideraudience,andother activitiestopromotethemorewidespreadpracticalapplicationofbicycling. IMPLEMENTATION PLAN Thissectionshouldaddressshort,midandlongtermrecommendations,andshouldprovidea phasingplanasdescribedabove.Shorttermprojectsshouldincludeplanninglevelcost estimates,forbudgetarypurposes.Fundingsourcesshouldbeidentified,suchaslocalorstate transportationimprovementprograms,specialfederalfundingprograms,localcapital improvementbudgets,grants,andothers.Alltypesofprojectsbothinfrastructureandnon infrastructure(suchaseducationandencouragementprograms)shouldbeincludedinthe phasingplan.Forsomeplans,itmayalsobedesirabletoidentifytheagenciesthatare responsibleforimplementingtherecommendations.
2.4.3. TRANSPORTATION IMPACT/TRAFFIC STUDIES

Transportationimpactstudiesattempttodiscloseinformationtostakeholdersaboutpotentialimpacts andbenefitsofnewdevelopment.Althoughmanystudiesinthepastfocusedexclusivelyonmotor vehicleimpacts,todayagencieshaveaccesstoresourcesthatcanbeusedtomeasuretheimpactson bicyclists(seeSection2.6).TheNationalEnvironmentalPolicyAct(NEPA),thefederallawgoverning environmentalanalysis,andmanystateenvironmentallawsrequireafulldisclosureoftransportation impacts,notjustmotorvehicletrafficimpacts. Thoroughtrafficstudiesevaluateimpactstoallmodes,includingpedestrians,bicyclistsandtransit,in additiontoadiscussionofonsitecirculationandsupportfacilities.Impactstobicyclistsareconsidered significantif: Aprojectdisruptsexistingbicyclefacilities. Thiscanincludeaddingnewvehicularorbicycletraffictoanareaexperiencingsafetyconcernsora newdevelopmentadjacenttoanexistingsensitiveuse,suchasaschoolorpark.Particular attentionshouldbepaidtoonstreetbicyclefacilitiesonroadwayswithproposeddriveways,and roadwaywideningorintersectionimprovementsintendedtoaugmentmotorvehiclecapacity, whichmayreduceoreliminateshouldersorbikelanes. Aprojectinterfereswithproposedbicyclefacilities. Thisincludesfailuretodedicaterightofwayforplannedonandoffstreetbicyclefacilitiesincluded inanadoptedbicyclemasterplan,orfailuretocontributetowardconstructionofplannedbicycle facilitiesalongtheprojectsfrontage.Anotherexampleisanewroadwaythatseversaplanned pathwayconnection,particularlywhengradeseparationisdesirablebutisntplannedforin advance. 18 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 Aprojectconflictswithadoptedbicyclesystemplans,guidelines,policiesorstandards. Thiscanincludeprojectdesignsthatareinconflictwithpolicylanguage,suchasbicycledirectness, connectivity,andnetworkcompleteness.
Anotherconsiderationforbicyclesintrafficstudiesistheevaluationoffutureoffsiteimprovementsto determinesecondaryimpactstobicycles.Impactstudiestypicallyincludeasetofimprovements designedtoreduceimpactstothetransportationsystem.Forexampleaprojectmayrequire accelerationordecelerationlanesatanewdrivewaytobenefitmotorvehiclesafetyand/orcapacity. Thoroughtransportationimpactstudiesexplicitlyanalyzeandmitigatesecondaryimpactsonbicycling.
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2.4.4. SMALL AREA AND CORRIDOR LEVEL PLANNING

Transportationplansthatfocusonspecificroadwaycorridorsshouldincorporatetheneedsofbicyclists alongwithallotherusers.Thepresumptioninpreparingtheseplansisthattheneedsofbicyclistswill beincludedasaroutinematter,andthedecisiontonotaccommodatethemshouldbetheexception ratherthantherule. Duringthedevelopmentofsmallareaplansandcorridorplans,bicycleaccessalongandacross roadwaysshouldbeplanned.Anopportunisticapproachshouldbeusedtoincorporatesafety improvementsforbicyclistsalongwithotherplannedroadwayimprovements(seeSection2.5.2).In somecases,aroadwaycorridororbridgereplacement/reconstructionplanmaycreateanopportunity toprovideanewbicyclefacilitythatdoesnotnecessarilyconnecttobikewaysoneitherendofthe corridor.However,bicycleaccommodationsshouldstillbeprovidedandshouldbedesignedwithlogical termini,becauseallbicyclenetworksmustbeginwithincrementalimprovementsthateventuallyresult inaconnectednetwork.
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2.4.5. PROJECT LEVEL PLANNING APPROVALS

Onceaspecificprojectisidentified,keyconsiderationsbecomethetypesofapprovalsneededor desiredtomovetheprojecttoconstruction.Approvalsneededbyaffectedgovernmentagencies, stakeholdersandthegeneralpublicshouldbeidentifiedearlyintheprojectdevelopmentprocess.In somecasesprojectsrequireapprovalatthenationallevelundertheNationalEnvironmentalPolicyAct (NEPA).ThereareseveralfactorsthattriggertheneedforNEPAapproval,mostcommonlytheuseof federalfundingorimpactstofederallands.Inmanyinstances,whetherornotNEPAapprovalis needed,stateandlocalenvironmentalapprovalsaswellasotherpermitsmayberequired.Oftentimes theseapprovalsrequireregularupdatesto,andinputfromthegeneralpublicandkeystakeholders.
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1 2 3 4 5 Duringtheprojectdevelopmentand/orapprovalprocess,thereisoftenaneedtodevelopandevaluate designalternatives.Insomecases,NEPAapprovalrequirestheevaluationofallpracticalalternatives thataccomplishthepurposeandneedoftheproject.Analyticaltools(seeSection2.6)canaidin evaluatingalternativesbycomparingrelativelysmalldifferencesindesignandpresentingthemina formatthatisrelativelyeasytounderstand.
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2.5. PLANNING BICYCLE TRANSPORTATION NETWORKS

Thecoreelementofabicycleplanwillbethebicycletransportationnetwork,composedofaconnected, comprehensivesystemofpavedshoulders,bikelanes,sharedlanes,bicycleboulevards,bikeroutes,and sharedusepaths.Thissectiondescribeshowtodevelopabicyclenetworkplan.
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2.5.1. DECIDING WHERE IMPROVEMENTS ARE NEEDED

Allroadwaysshouldbeaccessiblebybicycle,exceptlimitedaccesshighwayswherebicycletravelis specificallyprohibited.Wheneverroadsarereconstructedorconstructed,appropriatebikewayfacilities shouldbeincludedtoaccommodatebicyclistsneeds.However,technical,political,andfinancial realitiesmaymeanthatnotallroadscanbeimmediatelyretrofittedordesignedwiththebestormost appropriatebikeway.Thus,choicesmustbemaderegardingwhichimprovementsreceivepriority,and whatlevelofaccommodationeachroadwaywillreceive.Makingthesechoicesisbothanartanda science.Thesciencereliesonuseofstandards,guidelines,andtechnicalanalysistools,whiletheart integrateslocalknowledge,engineeringjudgment,andpublicinput.Technicalguidanceonthedesignof differentbikewayfacilitiesisprovidedinChapters4and5ofthisGuide. Factorstoconsiderwhendecidingwhereimprovementsareneededinclude: UserneedsBalancingthefullrangeofneedsofcurrentandfuturebicyclists. TrafficvolumesandspeedsMotorvehicletrafficvolumesandspeedsshouldbeconsidered alongwiththeroadwaywidth.Somebicyclistswillavoidroadwayswithhighspeedsandheavy volumesoftraffic,unlesstheyareprovidedwithafacilitythatofferssomedegreeofseparation fromtraffic.Bycontrast,peoplewhoregularlyuseabicyclefortransportationoftenusemain roadwaysbecausetheirdirectnessandhigherpriorityatintersectionstypicallymakethemmore efficientroutes.Inmanycases,thebestapproachistoimprovethearterialroadwayto accommodatebicycles,buttoalsoprovideaparallelroutealongstreetswithlowerspeedsand trafficvolumes. OvercomingbarriersOvercomingconstraintsandphysicalbarrierssuchasfreewaysor waterwaysshouldbeatopprioritywhendevelopingabikewaynetwork.Asinglemajorbarrier 20 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 (e.g.,difficultintersection,bridgewithoutsidewalksorbikelanes)canrenderanotherwise attractivebikewaycorridorundesirable.Inputfromlocalbicyclists,alongwithafieldanalysisof majorhighwaycrossings,railroads,andrivercrossings,canhelptoidentifymajorbarriers. ConnectiontolandusesBikewaysshouldallowbicycliststoaccesskeydestinations.They shouldconnecttoemploymentzones,parks,schools,shopping,restaurants,coffeeandice creamshops,sportsfacilities,communitycenters,majortransitconnections,andotherland usesthatformthefabricofacommunity. DirectnessofrouteAbikewayshouldconnecttodesirablelocationswithasfewdetoursas possible.Forexample,doesabicyclisthavetotraveloutofhisorherwayonaroutewithmany turnstoreachasafefreewayoverpass?Multipleturnscandisorientariderandunnecessarily complicateandlengthenatrip. LogicalrouteDoestheplannednetworkmakesense?Anetworkshouldincludefacilitiesthat bicyclistsalreadyuse,orhaveexpressedinterestinusing. IntersectionsBikewaysshouldbeplannedtoallowforasfewstopsaspossible,asbicycling efficiencyisgreatlyreducedbystopsandstarts.Ifbicyclistsarerequiredtomakefrequent stops,forexample,alongstreetswithstopsignseveryblock,theymayavoidtherouteor disregardtrafficcontroldevices.Signalizedintersectionswithveryshortgreentimes(suchas thoseonlowprioritystreets)canleadtodisregardfortrafficcontrol.Atmajorstreets,crossings shouldbecarefullyplannedandmanagedtoensuremaximumsafetyandflow. AestheticsSceneryisanimportantconsiderationalongafacility,particularlyforafacilitythat willserveaprimarilyrecreationalpurpose.Treescanalsoprovidecoolerridingconditionsin summerandcanprovideawindbreak.Bicycliststendtofavorroadswithadjacentlanduses thatareattractivesuchascampuses,shoppingdistricts,andthosewithscenicviews. SpacingordensityofbikewaysAbikewaynetworkshouldbeplannedformaximumuseand comfort,andthusshouldprovideanappropriatedensityrelativetolocalconditions.Some bicyclenetworkplanshavesetagoaltoprovideabicyclefacilitywithinonefourthofamileof everyresident. OverallfeasibilityDecisionsregardingthelocationofnewbikewaysmayalsoincludeanoverall assessmentoffeasibilitygivenphysicalorrightofwayconstraints,aswellasotherfactorsthat mayimpactthecostoftheproject.Whilefundingavailabilitymayinfluencedecisions,itis essentialthatalackoffundsnotresultinapoorlydesignedorconstructedfacility.Thedecision toimplementabikewayplanshouldalsobemadewithaconscious,longtermcommitmenttoa properlevelofmaintenance.Facilityselectionshouldseektomaximizeuserbenefitperdollar funded.CostbenefitanalysisiscoveredinSection6.
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1 2 3 4 5 6 7 8 9 Whileeverystreetwillserveasabicyclefacilitytosomeextent,focusingtripsalongspeciallytreated corridorscanhelptoattractnewbicyclistsandincreasesafetyforallmodes. Acontextsensitivedesignapproachisimportantinallaspectsofroadwaydesign.Simplyapplying standards,withoutunderstandinghowtheywillfunction,thelocalcontext,orthefuturedesignintent, canleadtoinappropriateandunderusedfacilities.Acorevalueofcontextsensitivesolutionsisto provideasafefacilityforboththeuserandthesurroundingcommunity,andtoensurethattheproject isbuiltinharmonywithadjacentlanduses,preservingimportantenvironmental,historicandaesthetic featuresofthearea.Contextsensitivedesignsshouldaddressthesafetyneedsofbicyclistsandshould supportmeasuresthatreducetheimpactofmotorvehiclesontheenvironment.
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2.5.2. PRACTICAL (OPPORTUNISTIC) APPROACH TO NETWORK PLANNING

Manyofthemostsuccessfulbikeplanshavebeenimplementedthroughapragmaticapproachinvolving phasingofimprovementsandopportunisticpartnershipswithotherprojectsandgovernment departments/agencies.Examplesofthistypeofapproachinclude: Bikelaneimplementationaspartofresurfacing,reconstruction,androutinemaintenance overlays.Manycommunitieshavecoordinatedtheirbikewayplansandtheirstreet repavingprogramstocreatebikelanesthroughthereallocationofstreetspaceduring routinepavingprojects. CompleteStreetspolicies:integrationofbikewaysinroutinepublicworksprojects includinghighwayandtransitprojects.Costeffectiveimprovementscanbemadeby systematicallyincludingbikewaysinprojectsasamatterofpolicy. Bikewayimplementationviaprivatesectordevelopmentactivity.Newdevelopments, includingmixeduseprojects,residentialdevelopments,andurbaninfillprojectsprovide significantopportunitiesbyincludingbikewaysinthelocalplanningprocess. Bikewayimplementationincoordinationwithmajorcapitalprojects.Bikewayscan successfullybeincludedinbridges,freeways,lightrailprojects,transitstationsandother capitalprojects. Developmentofsharedusepathsincorridorswithutilitiesorotherinfrastructure improvements.Colocationofwater,sewer,communications,power,andotherutilitiescan createcostsharingandrevenueopportunitiesforbikeways. Railstotrailsandrailswithtrailsprojects:Active,abandonedandrailbankedcorridorsare frequentlyusedtocreatesharedusepaths. Trainingformaintenancebureaus,planningboards,utilitymanagers,schooldistricts,and otheragenciestoensuretheyareawareoftheopportunitytoimplementbicyclefacilitiesas partoftheirroutineactivities.
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CHOOSING AN APPROPRIATE FACILITY TYPE

Althoughincorporatingbicyclistsneedsintothedesignofmajortransportationcorridorscanbe challenging,therealityofplanningbikewaysinbuiltenvironmentsmeansthatroadwaysconstitutethe majorityofabicyclenetwork.Wheneverstreetsareconstructedorreconstructed,appropriate provisionsforbicyclistsshouldbeincluded. TechnicalinformationonthedesignofdifferentbikewayfacilitiesisprovidedinChapters4and5.The bikewaydesignoptionsare: Sharedlanes Pavedshoulders Bikelanes Bikeboulevards Sharedusepaths
Bikeroutesarenotincludedinthelistabovebecausetheyrepresentadesignation,ratherthanafacility type.SeeWayfindingforBicyclesbelow. CONSIDERATIONS Thebestapplicationofeachofthesefacilitiescombinesexperiencewithdataanalysis,engineering judgment,andbudgetconstraints.Acrossthenation,stateandlocalguidelinesvaryconsiderably dependingonlocalpreferences,experience,andconditions.Thus,thisGuidedoesnotprovidestrict rulesastowhentoemployabikelaneversusasharedlane. However,theurbancentersintheU.S.thathaveseenthehighestlevelsofbicycleusearethosethat havebuiltanetworkofbikelanesandsharedusepathsasthebackboneoftheirsystem.Avery effectivetoolforencouragingbicyclingistoprovideavisiblenetworkofbikeways;itisharder(though notimpossible)toattractpeopletousesomethingnotreadilyapparent. Selectionofanappropriatebikewayfacilityrequiresthefollowinginformation: Roadfunction(arterial,local,etc.) Trafficvolume Speed Trafficmix(e.g.truck%) Expectedusers(e.g.isonetypeofuserexpectedtodominate,suchaschildrenbicyclingto school) Roadconditions(lanewidths,totalroadwaywidth,conditionsatintersectionsandparking demand) 23 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 Frequencyofdrivewaysandsidestreets Topography Existingandproposedadjacentlanduses
Bicyclequalityofservicetools(seeSection2.6)canbehelpfulindeterminingtheappropriatefacility choice,astheycombineseveralofthefactorslistedaboveandcanbeusedtodeterminetheamountof lateralseparationthatisneededbetweenbicyclesandmotorvehiclesatincreasingspeeds.However, facilitychoiceshouldalsobeappropriategiventhetypeofstreetorcorridorinvolved,andthepotential forconflictsatintersections. Exhibit2.3outlinesgeneralconsiderationsforeachfacilitytype. MULTIPLE FACILITY TYPES ON A SINGLE CORRIDOR Corridorsthateffectivelyaccommodatebicyclesoftencombinemultiplefacilitytypes,eachtypebeing usedwhereappropriate.Forexample,asharedusepathcanconnecttoabicycleboulevardtocreatea continuouscorridor.Acorridormaystartwithbikelanes,travelalongabikeboulevard,andthen transitionbacktobikelanes.Throughoutthenetwork,transitionsbetweenfacilitytypesshouldbe functionalandintuitive. AsindicatedinExhibit2.3,sharedusepathscanrangefromshortinterstreetconnectionstolong corridorroutes.Sharedusepathscanattractnewusers,andcanbeanassetinconnectingneighboring jurisdictionsandprovidingcommunitycohesion.Tobesuccessful,accessviathelocalstreetnetworkis crucial,withappropriatebikewayfacilitiesavailableonthoseconnectingstreets.
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1
Typeof bikeway Bestuse Motorvehicle designspeed Traffic volume Classificationor intendeduse Otherconsiderations
Paved shoulders
Ruralhighways thatconnect towncenters andothermajor attractors
Variable. Typicalposted ruralhighway speeds (generally4055 mph)
Variable.
Ruralroadways; intercity highways
Providesmoreshoulder widthforroadwaystability. Shoulderwidthshouldbe dependentoncharacteristics oftheadjacentmotor vehicletraffic,i.e.wider shouldersonhigherspeed roads
Bikelanes
Majorroads thatprovide direct, convenient, quickaccessto majorlanduses. Alsocanbeused oncollector roadsandbusy urbanstreets withslower speeds
Generally,any roadwherethe designspeedis morethan25 mph
Variable. Speed differential isgenerally amore important factorin the decisionto provide bikelanes thantraffic volumes
Arterialsand collectors intendedfor majormotor vehicletraffic movements
Wheremotorvehiclesare allowedtoparkadjacentto bikelane,ensurewidthof bikelanesufficienttoreduce probabilityofconflictsdue toopeningvehicledoorsand otherhazards.Analyze intersectionstoreduce bicyclist/motorvehicle conflicts.Sometimesbike lanesareleftundesignated (i.e.bicyclesymbolandsigns arenotused)inurbanareas asaninterimmeasure
Bike boulevard
Localroadswith lowvolumes andspeeds, offeringan alternativeto, butrunning parallelto, majorroads. Stillshouldoffer convenient accesstoland usedestinations
Usewherethe speed differential between motoristsand bicyclistsis typically15mph orless. Generally, postedlimitsof 25mphorless
Generally lessthan 3,000 vehicles perday
Residential roadways
Typicallyonlyanoptionfor griddedstreetnetworks. Avoidrequiringbicycliststo makefrequentstops.Use signs,diverters,andother treatmentssothatmotor vehicletrafficisnot attractedfromarterialsto bikeboulevards
Exhibit2.3GeneralConsiderationsforDifferentBikewayTypes
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Shared lanes(wide outside lanes)
Majorroads wherebike lanesarenot selecteddueto space constraintsor otherlimitations
Variable.Useas thespeed differential between bicyclistand motorists increases. Generallyany roadwherethe designspeedis morethan25 mph
Generally morethan 3,000 vehicles perday
Arterialsand collectors intendedfor majormotor vehicletraffic movements
Exploreopportunitiesto provideparallelfacilitiesfor lessconfidentbicyclists
Shared lanes (shared lane markings)
Space constrained roadswith narrowtravel lanes,orroad segmentsupon whichbikelanes arenotselected duetospace constraintsor otherlimitations
Variable.Use wherethe speedlimitis35 mphorless
Variable. Useful where thereis high turnoverin onstreet parkingto prevent crashes withopen cardoors
Collectorsor minorarterials
Maybeusedinconjunction withwideoutsidelanes. Exploreopportunitiesto provideparallelfacilitiesfor lessconfidentbicyclists. Wheremotorvehicles allowedtoparkalongshared lanes,ensuremarking placementreducespotential conflictswithopeningcar doors
Shared roadways (nospecial provisions)
Minorroads withlowspeeds andvolumes, wherebicycles cansharethe roadwithno special provisions
Speed differential between motoristsand bicyclistsis typically15mph orless. Generally, speedlimitsof 30mphorless
Generally lessthan 1,000 vehicles perday.
Neighborhoodor localstreets
Canprovideanalternativeto busierstreetsinagridded streetnetwork.Onanon gridnetwork,maybe circuitousordiscontinuous
Exhibit2.3GeneralConsiderationsforDifferentBikewayTypes(continued)
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1
Shareduse path:
independent corridor
Linearcorridors ingreenways,or along waterways, highways,active orabandoned raillines,utility rightsofway, unusedrights ofway.Maybe ashort connection, suchasa pathway connector betweentwo culdesacs,ora longer connection.
n/a
n/a
Providesa separatedpath fornon motorizedusers
Analyzeintersectionsto anticipateandmitigate conflictsbetweenpathand roadwayusers.Designpath withallusersinmind,wide enoughtoaccommodate expectedusage.Onroad alternativesmaybedesired foradvancedriderswho desireamoredirectfacility thataccommodateshigher speeds
Exhibit2.3GeneralConsiderationsforDifferentBikewayTypes(continued)
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2.5.3. WAYFINDING FOR BICYCLES

Developingabicyclewayfindingsystemisacomplexendeavorthatrequirestheplannerordesignerto carefullyconsidertheroutesthatbicyclistsprefer,balancingtheneedforgoodbicyclingconditionswith theneedfordirectaccesstodestinations.Inputfromlocalbicyclistscanbeveryhelpfulwhenplanning newbicycleroutes.Ingeneral,itisadvisabletostartwithasingleroute,orasimplenetwork,andthen builduponthenetworkovertime,ratherthantoattempttoimplementanextensivenetworkof multiple,interconnectingroutesallatonetime. Toachieveasuccessfulwayfindingsystem,theplannershouldconductcarefulfieldworktoidentify effectiveroutesanddeterminewheresignsshouldbeplaced,sothatcyclistsfollowingroutesdonotgo offcourse.Itisveryimportantfortherouteplannertoapproachthetaskfromtheperspectiveofthe bicyclistwhowillbefollowingthesignstoreachtheirdestination.
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1 2 3 Chapter9oftheManualonUniformTrafficControlDevices(MUTCD)(1)providesthebasicguidelines fordesignofwayfindingsignagesystemsforbikeways.Thisincludesthreetypesofbicycleroute designationandguidesigns(seeExhibit2.4),whicharediscussedbelow.
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D111c
Exhibit2.4.TypicalWayfindingSigns D S ERIES R OUTE S IGNS
M18
M19
TheDseries(greenbikeroutesignandvariousdestinationplaques)includesthetraditionalgreenbike routesign(D111),aswellasaneweralternativesignthatreplacesthewordsBIKEROUTEwitha destinationorroutename(D111c).Useofthisalternativeispreferredwheneverpossible,asit providestheriderwithmoreusefulinformationthantheD111.Routesshouldbenamedwitheithera termthatdescribesthecorridor(forexample,aroutethatgenerallyfollowsawaterwayorvalley,ora routethatfollowsorparallelsawellknownstreet),oradestination,usingarelativelywellknownplace referencethatisattheendofthatspecificroute. AvarietyofplaquesarenowavailabletosupplementtheD11sign.Theseplaquescanbeused independentlyorincombinationwiththeD11plaques.Theseplaquesarebeneficialbecausethey providemorespaceforwayfindinginformation,suchasdestinationsandmileage.UseoftheD11series andtheseplaquesiscoveredinmoredetailinChapter4ofthisguide. M1 8 S ERIES R OUTE S IGNS TheM18/M18asignsareappropriateforlocalandregionalnetworksofnumberedorletteredroutes. Useofthesesignsalmostalwaysrequirestheproductionofamaporseriesofmapstoaidthebicyclist inunderstandingwhatdestinationsareservedbytheseroutes.Forthisreason,theyaregenerallymore appropriateforlongerdistanceroutes,ratherthanshorterurbanandsuburbanroutes.Whenusing numberedorletteredroutes,itisimportanttouseanorganizedsystemfordesignatingtheroutes.For 28 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 exampleanumberedroutesystemcouldbesetuptouseevennumbersforeastwestroutesandodd numbersfornorthsouthroutes. M1 9 R OUTE S IGNS TheM19signisusedforAASHTOapprovedU.S.BicycleRoutesthattypicallyextendthroughtwoor morestates.Todesignatesucharoute,acoordinatedsubmittalshouldbemadetoAASHTObythe affectedstates.AASHTOprovidestheU.S.BicycleRoutenumberdesignation. Ideally,bikeroutesshouldbelocatedonsharedusepathsandroadswithfavorableconditionsfor bicycling,includingthosewithbicyclefacilities,lowmotorvehiclevolumes,lowtrafficspeeds,orenough widthforshouldersorappropriatelanesharing.Bicycleroutedesignationorguidesignsareusefulfora varietyofpurposesincludinghelpingbicyclistsnavigate;however,theplacementofwayfindingsigns doesnotnecessarilyimprovebicyclesafety,becausethesignsdonotalterthegeometricdesignofthe roadway.Forthisreason,itmaybenecessarytosupplementbicyclewayfindingsignswithother roadwayimprovementstoaccommodatebicycletravel,dependinguponmotorvehiclespeedsand volumesalongtheroute. W HEN TO U SE BICYCLE R OUTE AND G UIDE S IGNS Bicyclerouteandguidesignscanbeused: Todesignateasystemofroutesinacity,county,region,orstatethatislikelytogenerate bicycletrips,becauseitconnectsimportantoriginsanddestinations. Todesignateacontinuousroute,thatmaybecomposedofavarietyoffacilitytypesand settings,orlocatedwhollyonlocalneighborhoodstreets. Toprovidewayfindingguidanceandconnectivitybetweentwoormoremajorbicycle facilities,suchasastreetwithbicyclelanesandasharedusepath. Toprovideguidanceandcontinuityinagapbetweenexistingsectionsofabikeway,suchas abikelaneorsharedusepath. Toprovidelocationspecificguidanceforbicyclistssuchas: o Howtoaccessandcrossabridge. o Howtonavigatethroughanareawithacomplexstreetlayout. o Wheretheroutedivergesfromawayusedbymotorists. o Howbicyclistscannavigatethroughaneighborhoodtoaninternaldestination,orto athroughroutethatwouldotherwisebedifficulttofind. Toprovidebicyclistswayfindingguidancealongasharedusepathorotherbicyclefacility.
Manycommunitiesfindthatawayfindingsystemforbicyclesisacomponentofabicyclenetworkthat enhancesotherencouragementefforts,becauseitprovidesavisibleinvitationtonewbicyclists,while alsoencouragingcurrentbicycliststoexplorenewdestinations.Moreinformationonwayfindingsigns canbefoundinChapter4ofthisGuide. 29 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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2.6. TECHNICAL ANALYSIS TOOLS THAT SUPPORT BICYCLE PLANNING

Anumberoftechnicalanalysistoolsexisttohelpwithplanningbikewaysandbikewaynetworks.These willbediscussedbelow,andinclude: Datacollection:bikecounts Qualityofservicetools Safetyanalysis Bicycletraveldemandanalysis GISbaseddatacollection/networkplanning Costbenefitanalysis
Themodelsandtoolsdescribedinthissectionprovideplannersanddecisionmakerswithmethodsof synthesizinglargeamountsofcomplexinformation.Theycanalsoprovideusefulgraphicaltoolsto communicateconditionsandopportunities.Noonemodelortoolsolvesallproblemsoranswersall questions;eachcanprovideassistancetotheplanningeffortinadifferentway.
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2.6.1. DATA COLLECTION: BIKE COUNTS/FLOW ANALYSIS

Manyofthedemandprojectiontechniquesdescribedbeloweitherrequireorwouldbenefitfrom bicyclistcountdata.Citiesroutinelycollect,analyze,andusevariousdataonmotorvehicletraffic(e.g. averagedailyvolumes,peakhourvolumes,turningmovements,speed,etc.)todeterminesuchitemsas numberoftravelorturnlanes,andsignaltiming.Similarly,bikerelateddatacollectionisanimportant partofunderstanding,planning,andoperatingabikewaysystem.Bikecountsandmovementanalysis canbeusedto: Identifycorridorswherecurrentuseandpotentialforincreaseduseishigh. Understandpatternsofusagebothbeforeandafterafacilityisinstalled. Collectbaselinedatafromwhichtomakedemandprojections. Trackbicycleuseovertimecommunitywide,onparticularcorridors,orinresponseto specificfactors,suchasincreasingdensityofbikewayfacilities(thiscanincludebicycle countsonspecificroadways,aswellastrackingbikeonbusboardingsorbikeparking usage). Projectincreasesinbicycleuseinfutureyears. Analyzespecifictravelpatterns,suchasbicyclistspositioningormovementsat intersections,sidewalkusage,useofhandsignals,orinteractionwithmotorists. Analyzetrends,suchasthewearingofhelmets,useoffrontorbackbikelights,bicyclists stoppingoryielding(ornotstoppingoryielding)atstopsigns,yieldsignsandtrafficsignals,
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1 2 3 4 5 6 7 8 9 oruseofhandsignals.Suchananalysiscanbehelpfulindeterminingifacampaignto encouragehelmetuse,forexample,wassuccessful. Analyzedemographictrends,suchasmaleversusfemaleorriderage.
Byconductingcountsoverseveralyears,eventspecificspikeswillbelesslikelytoskewtheresults. Countstakeninmultipleseasonscanhelptodetermineseasonalfluctuation. PerthedirectionoftheInstituteofTransportationEngineers(ITE)NationalBicycleandPedestrian DocumentationProject,abicyclecountmethodologyhasbeenestablishedthatwillgivejurisdictions acrossthenationaccesstoarichdatasetforanalysis.Forcountformsanddirections,refertothe NationalBicycleandPedestrianDocumentationProjectWebsite.(2)
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2.6.2. QUALITY OF SERVICE (OR LEVEL OF SERVICE) TOOLS

Qualityofservice(orBicycleLevelofService)toolscanbeusedtoinventoryandevaluateexisting bicyclingconditions,ortoforecastfutureconditionsforbicyclingunderdifferentroadwaydesign scenarios.Avarietyofbicyclecompatibilitycriteriahavebeendevelopedsincetheearly1990sto quantifyhowcompatiblearoadwayisforaccommodatingsafeandefficientbicycletravel. More informationonthistopiccanbefoundintheHighwayCapacityManual.Applicationsofthesemodels include: Documentingcurrentconditionsonanexistingroadway. Conductingabenefitscomparisonamongproposedbikeway/roadwaycrosssections. Identifyingroadwayrestripingorreconfigurationopportunitiestoimprovebicycling conditions. Prioritizingandprogrammingroadwaycorridorsforbicycleimprovements. Creatingbicyclesuitabilitymaps. Documentingimprovementsinacorridororsystemwidebicyclingconditionsovertime (typicallyrequiresthatdatabemanagedinaGISenvironment). Determiningimpactsofproposedroadwayprojectsonbicyclists.
AlthoughthetermLevelofService(LOS)impliessimilaritytothevehicularintersectiondelayrating systemestablishedintheHighwayCapacityManual,bicyclelevelofserviceevaluatesbicyclists perceivedsafetyandcomfortwithrespecttomotorvehicletrafficwhiletravelinginaroadwaycorridor. ToevaluatebicycleLOS,amathematicalequationisusedtoestimatebicyclingconditionsinashared roadwayenvironment.Thismodelingprocedurecalculatesausercomfortrating(AthroughF,Abeing thebestandF,theworst),fromsuchfactorsascurblanewidth,bikelanewidthsandstriping combinations,trafficvolumes,pavementsurfacecondition,motorvehiclespeeds,presenceofheavy vehicletraffic,andonstreetparking. 31 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 BicycleLOSprovidesascoreforeachroadwaythatindicateshowcomfortableatypicaladultbicyclist wouldfeelwhileridingalongthatroadwayduringpeaktravelconditions.Somebicyclistsmayfeelmore orlesscomfortablethanthebicycleLOScalculatedforaroadway.ApoorbicycleLOSgradedoesnot meanthatbikesshouldbeprohibitedonaroadway,ratheritmeansthattheroadwayisacandidatefor improvementstobetteraccommodatebicyclists. ItisimportanttodistinguishbetweenasegmentbasedandintersectionbasedLOS.Themodels discussedabovedonotaddressintersectionLOS.Intersectionscanbesignificantbarrierstobicycling, andacorridorwithrelativelyhighbicycleLOSalongitssegmentscanbelesssuitabledueto intersectionsthathavealowbicycleLOS.FactorsthatimpactintersectionLOSforbicyclesincludelane widths,motorvehiclespeeds,crossingdistance,signaltiming,andconflictswithturningvehicles. Thedetailedknowledgeoflocalbicyclistsandbicycleplannersshouldbeusedtocorroboratebicycle LOSmodelresults.
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2.6.3. SAFETY ANALYSIS

Analysisofcrashtrends,particularlyatintersectionsoralongcorridorswheremostbicyclemotor vehiclerelatedcrashesoccur,isoneofseveralfactorsthatarehelpfulwhenselectinganddesigning appropriatebikeways(seeSection2.5.1).Byanalyzingcrashdata,plannersseektotargetspecificareas, understandthecombinationofconditionsthatcouldbecreatinghighcrashrates,profilehighrisk corridors,comparethecharacteristicsofonebikewayorpotentialbikewaytoanother,andfocus attentionmosteffectively. Whenusingcrashdatatodeterminelocationsthatneedsafetyimprovements,itisimportanttoreview atleastthreeyearsofdatainordertoaccountforanomaliesthatmightoccurinasingleyear. However,thereareanumberoflimitationsassociatedwithcrashdata,aswellasdifficultiesaccessing data: Bicyclerelatedcrashesaregenerallyunderreported,especiallythoseresultinginonlyminor injuries.(3) Crashdatafailstocaptureunsafelocationscharacterizedbynearmisses. Bicyclecountandexposuredataisoftenlackingsoitisdifficulttoidentifyacrashrate. Crashdatabasestypicallyonlyincludebicyclemotorvehiclecrashes;crashesthatdonot involveamotorvehiclearenotreported(forexample,singlebicyclecrashesinfluencedby poorsurfaceconditions).
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 Nontraditionaldatasources,suchashospitalrecords,mayhelpcreateamore comprehensivepictureofcrashesatalocationoralongacorridor,butaretimeconsuming tocollectandanalyze.(3) Existingdatacanbedifficulttointerpret,isoftenscatteredthroughdifferentsystemsand departments,anddoesnotalwaysyieldenoughcrashesatasinglelocationtoproduce statisticallyreliableresults. Ifthedatahasnotbeensortedandmapped(suchasthroughthePBCATtooldescribed below),theprocessofanalyzingdatacaninvolvesignificanteffort. Dependinguponthemethodsusedtoreportbicyclecrashes,itcanbedifficulttodetermine theactuallocationorcauseofthecrash,ortogleanotherhelpfulinformation(suchasthe ageofthebicyclist,whetherthebicyclistwaswearingahelmet,etc).
PEDESTRIAN AND BICYCLE CRASH ANALYSIS TOOL

ThePedestrianandBicycleCrashAnalysisTool(PBCAT)isasoftwareproductdevelopedbytheFederal HighwayAdministrationthatcanbeusedtodevelopandanalyzeadatabasecontainingdetails associatedwithcrashesbetweenmotorvehiclesandpedestriansorbicyclists.(4)(5)Thedatabaseis typicallybuiltusingdetailedcrashreports,whicharegeneratedbylawenforcementagencies.PBCATis avaluabletool,becauseinadditiontoidentifyingcrashlocations,itidentifiesthecrashtype(amonga listofcommonreasonsforcrashes)andrecommendedcountermeasures.Duringprojectplanning, PBCATcanhelptoidentifyspecificlocationswhereadditionaldesignmeasuresmaybeneededto increasebicyclesafety.MoreinformationonPBCATcanbefoundatthePedestrianandBicycle InformationCenterWebsite.(6)
INTERSECTION SAFETY INDEX

TheBicycleIntersectionSafetyIndexcanbeusedtoevaluateindividualintersectionapproachesand crossings.(7)Thismethodhelpsdeterminewhichintersectionsorapproachlegsshouldbeprioritized forfurtherevaluationandmaybehelpfulforprioritizingsafetyimprovements.Thesafetyindexscoreis basedonanumberofmeasurablecharacteristicsoftheintersection(numberoflanes,configurationof turnlanes,presenceofbikelane,typeoftrafficcontrol,andtrafficvolumeamongothers).More informationontheBicycleIntersectionSafetyIndexcanbefoundatthePedestrianandBicycle InformationCenterWebsite.(8)
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2.6.4. GIS BASED DATA COLLECTION/NETWORK PLANNING

GeographicInformationSystems(GIS)areausefultoolduringthedevelopmentofabicyclenetwork plan.GISmappingenablestheplannertocombineavisualrepresentationofabicyclenetworkwith largequantitiesofbackgrounddatathatareneededforeachindividualroadwayorpathwaysegment 33 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 withinthenetwork.Thisenablesalevelofcomprehensiveanalysisthatismoreefficientandenables theplannertotrackprogressovertimeasroadwaysareimprovedwithnewbicyclefacilities. GISmappingistypicallyusedtocatalogueessentialdatathatiscollectedeitherfromotherdatabases (suchasaveragedailytrafficortrafficspeeds),fromaerialphotography(suchaspresenceofashoulder ontheroadway),orthroughfielddatacollection(suchaspavementconditionorlanewidths).GIS mappingcanalsobeusedtodevelopnetworkmapsthatindicatethetypeoffacilitythatis recommendedforeachroadwaysegment,aswellastheproposedmethodofaccomplishingthe improvement(suchaslanewidthreductions,additionofnewpavement,etc).AnalysisinaGISbased environmentisrequiredinordertoapplysystematicevaluationtoolssuchasbicycleLOS.Crashdata canalsobemoreefficientlyanalyzedinaGISdatabasethatenablestheplannernotonlytoviewthe locationsofcrashesonamap,butalsothebackgroundinformationoneachcrash(fault,timeofday, ageofbicyclist,etc).
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2.6.5. BICYCLE TRAVEL DEMAND ANALYSIS

Understandingexistingandpotentiallevelsofbicyclingisimportantinbikewayplanning,particularlyifit isnecessarytoprioritizeamongmanypotentialcapitalinvestmentsinbicycleinfrastructure.Measuring demandislessimportantwhenopportunitiesarisetoincorporatetheneedsofbicyclistsinroadway resurfacingandrehabilitationprojects,sinceroutineaccommodationsforbicyclingshouldbeastandard operatingprocedure. Evaluatingbicycletraveldemandsharessomesimilaritiestomotorvehicletraveldemandmodeling. Bothforecastfutureneedsbasedonobjectivedatainputs.However,bicycletraveldemandshouldalso accountforlatentdemand(demandthatisnotapparent,butunderlying)becauseexistingconditionson aroadwayareoftenasignificantdeterrenttotravel.Therefore,bicycletraveldemandmethodsmake assumptionsregardinghowmanypeoplewouldchoosetobicyclealongagivencorridorifconditions wereconducivetobicycling.Thisis,atbest,averyinexactscienceduetothemanyothercausalfactors involvedinthedecisiontorideabicycle,includingthelevelofconnectivityoftheoverallbicycle network,theavailabilityofbicycleparking,typicaltriplengths,andseasonalvariations. Comparedtothevastamountofdatacollectedformotorvehicles,therearevirtuallynowidely acceptedsourcesofdataavailabletoevaluatedemandforbicycling.TheITETripGenerationManualis widelyusedfordataontripgeneration,distribution,andothermotorvehicleconsiderations;however, nosuchsystemexistsforbicycles. Choosingthecorrecttooltomeasurelatentdemandisdependentupondesiredoutcome,availabilityof data,easeofanalysis,requiredaccuracy,sensitivitytodesignfactors,andwhetherthetargetofthe evaluationisasinglefacilityoranentirenetwork.Thetoolsvaryintheirqualitativeversusquantitative approachtobicycletraveldemand.Theformerdependsonlogic,examples,publicinput,and 34 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 experience,whilenumberswilldrivethelatter.Thequalitativeapproachgenerallyrequireslesstime andlittledatacollection,whileaquantitativeapproachmayrequireahighlevelofdemographicdata collection,userandhouseholdsurveys,andproficiencywithdataandstatisticalanalysis. Typesoftraveldemandanalysisinclude: Comparisonstudies Sketchplanmethods Marketanalysis/landusemodels Discretechoicesurveymodels
C OMPARISON STUDIES Thistypeofstudyinvolvescomparinganexistingfacilitywithaproposedone.Adjustmentsfor demographicandlandusedifferencescanrefinethestudy.Stepsincludecreatingalistofcomparable facilitiesandanalyzingtheirsimilaritiestotheprojectlocationintermsoflandusetypes,population density,income,availabilityofalternativeroutes,andpresenceofschools,parks,employment,transit availability,andnetworkcontinuity.Whenthecomparisonfacilityisselected,countsconductedwill determinethelevelofuse.Adjustingfordifferencesbetweenthetwolocationscompletestheprocess. Anidealcasestudywillhavedatatakenbeforeandafterimplementationtocompareexpectedwith actualincreasesincycling.Thismethodworkswellwhensimilarfacilitiesforcomparisonexistwithinthe regionormarket. S KETCH PLANS Sketchplanmethodsdependonrulesofthumbandsimplecalculationstoderiveademandestimate. Forexample,manycommunitiesneedademandestimateforaproposedtrailorbikewaycorridoras partofafundingrequest.ThismethodusesregionalornationaldatasetsincludingtheNationalCensus, JourneytoWorkdata,ortheNationalHouseholdTripSurveytoestablishabaselineofpotentialcorridor users.Refinementsarethenmadebasedonavarietyoffactors,suchaspercentageofstudentsoryouth withinthecorridorarea,seasonalvariations,biketransittrips,orutilitariantrips.Sketchplanmethods aretypicallylessreliablethanothermethods,suchascomparisonstudiesormarketanalysistools. M ARKET A NALYSIS / LAND USE TOOLS Modeledafterlanduseprojectiontools,theseGISbasedapproachesanalyzedemographicandlanduse conditionstoevaluateexistingconditionsandprojectfuturepotentialbicycledemandacrossazoneor community.Factorsanalyzedincludestreetconnectivity,destinationlanduses,topography,barriers, crashstatistics,demographicdata,andbikewaynetworkdensityandquality.Bycomparingthese existingconditionstoperfectoridealconditionspractitionerscanmatchimprovementstoareaswith thehighestpotentialdemand. 35 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 D ISCRETE CHOICE MODELS Discretechoicemodelsrelyonsurveystoaskpeopletocataloguetheirtripsorpredicttheirtravel behaviorifconditionsweretochange.Theycanbeusedtomeasuremodesplitbasedonthecostof traveltime,fiscalcost,andconvenienceandcanfeedintoregionaltravelmodels.
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2.6.6. COST BENEFIT ANALYSIS

Planningagenciescanusecostbenefitanalysistoquantifytheimpactsofbicyclefacilitiesanddiscuss themineasilyunderstoodterms.Costsaregenerallydividedintoonetimecapitalconstructioncosts andongoingannualoperatingcosts.Applicationofacostbenefitmethodologytobicycleprojectscan allowcomparisontomotorvehicleandtransitprojects.Acomparativecostbenefitanalysisofplanned bikewayfacilitiescanhelpprioritizeprojectsthatwillhaveahighbenefittocostratio.Acostbenefit analysistoolforbicyclefacilitiescanbefoundatthePedestrianandBicycleInformationCenterWebsite. (9)
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2.6.7. KEY ROLE OF PUBLIC INPUT IN THE PROCESS

Allofthetoolsdescribedabovecontributetotheplanningprocess.However,notoolisasubstitutefor publicinput.Bicyclistsinthecommunityhavethebestknowledgeofcurrentconditionsaswellas specificopinionsonareaswherenewfacilitiesareneededorwhereexistingfacilitiesneed improvement.Opinionsandfeedbackofinteresteduserswhodonotrideextensively(oratall)should alsobesoughttoprovideinputregardingwhichfacilitiesorprogramstheyneedinordertostartriding. Itisthereforeimportanttoidentifywaystogainfeedbackfrombothbicyclistsandnonbicyclistsinthe community.
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2.7. INTEGRATING BICYCLE FACILITIES WITH TRANSIT

Therelativeeaseofaccesstotransitoftendeterminesatravelersdecisionwhetherornottoride transit.Programsthateducatethepublicaboutconnectionsbetweenbicyclingandtransitcanpromote bothmodessimultaneously.Linkingbicycleswithtransitovercomessuchbarriersaslengthytrips, personalsecurityconcerns,poorweather,andridingatnightoruphills. Safeandconvenientroutesthatservebicyclistsshouldbeviewedasessentialsupportstrategiesin increasingtransitridership.The"catchmentarea"forbicycletotransittripsistypicallytwotothree miles.Thisistheareawithinwhichbicyclistswillchosetobicycletoorfromtransitasasegmentofa longertrip. 36 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 37 AmericanAssociationofStateHighwayandTransportationOfficials,2010 Therearefourmaincomponentsofbicycletransitintegration: Facilitatingbicycleaccessontransitvehicles; Offeringbicycleparkingattransitlocations; Improvingbikewaystotransit;and Promotingusageofbicycleandtransitprograms.
Bicycletransportontransitvehiclesshouldincludeaccessatallreasonablehourswithenoughspacesto meetthedemand.Anumberofparkingandbicycleontransitstoragesystemsareavailableandinuse. Transitstationsshouldalloweasyaccessforcyclists;thismayincludeinstallationofanelevator, retrofittingastaircasewithabicyclechannel,orprovidingaccessbyramps. Onhighwaysandstreets,combinedbicycleandtransitfacilities,suchassharedlanesorbicyclelanes adjacenttotransitcorridors,sometimescreatedesignchallengesforpractitioners.Asthebuspullsinto aconventional,sidewalkstop,itcrossestheareawherebicyclistsaremostlikelytoride(whetherthere isadesignatedbicyclelaneornot).Bicycliststhentypicallypassthebusontheleft.Oncethebushas completedonandoffboardingpassengers,itcrossesintothetravellaneandthecyclerepeatsitselfat eachsubsequentstop.Thisleapfrogeffectisafactofurbanbicycletravelandissometimes impossibletoavoid;however,effectivecountermeasuresincludeproperpavementmarkingsforbike lanesatbusstops,provisionofbikelanesonthelefthandsideoftheroadwayononewaystreets, combinedbus/bikelanes,addedtrainingforbusdrivers,andeducationalmaterialsforbicyclists(which canbedisplayedontheoutsideofthebusitself). Bicycleparkingattransitstopsandstationsshouldbewellpromotedandsecure,withenoughspaces availabletomeetthedemand.Ideally,parkingwillincludebothshorttermandlongtermfacilities. Bicycleandtransitintegrationcontinuestoexpand.Otherareasofpotentialgrowthinbicycleand transitintegrationinclude: Emergingwaysofaccommodatingbicyclesontransit,suchashighcapacity,onbusbicycle racks,bicycleonvanpoolservices,andnewmethodsforstoringbicyclesonrailcars. Emergingtechniquesforstoringbicyclesattransithubs,suchashighcapacitybikeparking attransitstationsandfullservicestaffedbicycleparking. Moreonroadbicycleandtransitfacilities,suchassharedbus/bicyclestreetsandlanes. Newmethodsofbicycleandtransiteducation,suchasonbusbicyclerackdemonstrations forbicyclistsandsharetheroadtrainingforbusdrivers. Morecoordinationwithlocaljurisdictionstoprovidebicycleaccessimprovementsinareas aroundtransitstopsandincludingbicycleaccessinformationontransitmaps. Newperformancemeasuresforevaluatingtheeffectivenessofbicycleservices.
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1 2 3 ManytransitagenciesthroughouttheU.S.haveparticipatedinlocalbicycleplanningeffortsand interfacewithbicycleadvocacyorganizations.Manyvieweffortstobetteraccommodatebicyclistsas positivepublicmarketingcomponentsandasamethodofincreasingtheviabilityoftransit(10).
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 WORKS CITED 1.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.: FederalHighwayAdministration,U.S.DepartmentofTransportation,2009. 2.InstituteofTransportationEngineers.NationalBicycleandPedestrianDocumentationProject. [Online]http://bikepeddocumentation.org/. 3.Stutts,J.C.andHunter,W.W.InjuriestoPedestriansandBicyclists:AnAnalysisBasedonHospital EmergencyDepartmentData.Washington,DC:FederalHighwayAdministration,1997.FHWARD99 078. 4.Harkey,D.L.,J.Mekemson,M.C.Chen,andKKrull.PedestrianandBicycleCrashAnalysisTool. Washington,DC:FederalHighwayAdministration,1999.FHWARD99192. 5.Harkey,D.L.,S.Tsai,L.Thomas,andW.W.Hunter.PedestrianandBicycleCrashAnalysisTool (PBCAT):Version2.0ApplicationManual.Washington,DC:FederalHighwayAdministration,2006. FHWAHRT06089. 6.FHWA.PedestrianandBicycleInformationCenter.[Online]UniversityofNorthCarolinaHighway ResearchCenter.http://www.walkinginfo.org/facts/pbcat/index.cfm. 7.BicyclistIntersectionSafetyIndex.Carter,D.L.,W.W.Hunter,C.V.Zegeer,J.R.Stewart,andH.F. Huang.Washington,DC:TransportationResearchRecord,2007,Vol.No.2031. 8.FHWA.PedestrianandBicycleInformationCenter.[Online]UniversityofNorthCarolinaHighway ResearchCenter.http://www.walkinginfo.org/library/details.cfm?id=2802. 9..PedestrianandBicycleInformationCenter.[Online]UniversityofNorthCarolinaHighwayResearch Center.http://www.bicyclinginfo.org/bikecost. 10.Program,TransitCooperativeResearch.Synthesis62:IntegrationofBicyclesandTransit:ASynthesis ofTransitPractice.Washington,D.C:TransportationResearchBoard,2005.
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CHAPTER3:BICYCLEOPERATIONANDSAFETY
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CHAPTER 3: BICYCLE OPERATION AND SAFETY

3.1. INTRODUCTION
Thepurposeofthischapteristoprovidethedesignerwithabasicunderstandingofhowbicyclists operateandhowtheirvehicleinfluencesthatoperation.Knowledgeoftheseelementsisessentialin ordertodesignappropriatelyforthismode.Duetothebicycleoperatorsphysicalexposureandthe uniquecharacteristicsoftheirvehicle,bicyclistsaresusceptibletosevereinjuryinevenminorincidents. Understandingbicyclistsoperatingcharacteristicsisthereforeessentialtodesignfacilitiesthatminimize theriskofinjury.Thischaptercoversthefollowingtopics: DesignVehicle TrafficPrinciplesforBicyclists CausesofBicycleCrashes
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3.2. DESIGN VEHICLE
Thephysicaldimensionsandoperatingcharacteristicsofbicyclistsvaryconsiderably.Someofthis variationisduetodifferencesintypesandqualityofbicycles,whereasothervariationsaredueto differingabilitiesofbicyclists.Forbikewaysthataresharedwithotherusers,suchassharedusepaths, thebicyclemaynotalwaysbethecriticaldesignuserforeveryelementofdesign.Forexample,most intersectionsbetweenroadsandpathwaysshouldbedesignedforpedestriancrossingspeedsasthey aretheslowestuser. Aswithmotorvehicles,therearemultipletypesofdesignbicyclists.Manyofthedesigndimensionsfor bikewayspresentedinthisguidearebasedoncriticaldimensionsorcharacteristicsofdifferenttypesof bicyclists.Forexample,recumbentandhandbicyclistsarethecriticaluserforeyeheight;however,a bicyclewithatrailermightbethecriticaluserwhendesigningamedianrefugeislandatashareduse pathroadwayintersection. Thisguidethereforepresentsbikewaydesigndimensionsthataccommodatearangeofbicyclistsand othernonmotorizedusers,asappropriate.Criticalphysicaldimensionsforuprightadultbicyclistsare showninExhibit3.1.Theminimumoperatingwidthof4feet(1.2m),sufficienttoaccommodate forwardmovementbymostbicyclists,isgreaterthanthephysicalwidthmomentarilyoccupiedbya riderbecauseofnaturalsidetosidemovementthatvarieswithspeed,wind,andbicyclistproficiency. Additionaloperatingwidthmayberequiredinsomesituations,suchasonsteepuphillgrades,andthe figuredoesnotincludeshydistancesfromparallelobjectssuchasrailings,tunnelwalls,curbsorparked cars.Insomesituationswherespeeddifferentialsbetweenbicyclistsandothervehiclesarerelatively
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1 2 3 4 small,cyclistsmayacceptsmallershydistances.Howeverthisshouldnotbeusedtojustifydesignsthat arenarrowerthanrecommendedminimums.Theoperatingheightof8.3feet(2.5m)can accommodateanadultbicycliststandinguprightonthepedals.Othertypicaldimensionsareshownin Exhibit3.1.(1)
5 6 7 8 Exhibit3.1.BicyclistOperatingSpace
Exhibit3.2containsdimensionsforseveraldifferenttypesofbicyclesincludingatypicalbicycle, recumbentbicycle,tandembicycle,andabicyclewithachildtrailer.(1)
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1 2 3 4 5 6 Exhibit3.2.TypicalBicycleDimensions
Exhibit3.3listsvariouskeydimensionsfortypicaluprightadultbicyclists,aswellaskeydimensionsfor othertypesofusersincludingrecumbentbicyclists,tandembicyclists,bicyclistspullingachildtrailerand inlineskaters.Unlessotherwisenoted,valuesassociatedwiththe85thpercentileofdistributionare usedtoprovideaconservativeestimatethatencompassesmostbicyclists.(1)(2)(3)
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UserType Typicaluprightadultbicyclist Dimension USCustomary Metric PhysicalWidth(95thpercentile) 30in 0.75m Physicallength 70in 1.8m Physicalheightofhandlebars(typical 44in 1.1m dimension) Eyeheight 60in 1.5m CenterofGravity(approximate) 3340in 0.81.0m Operatingwidth(minimum) 48in 1.2m Operatingwidth(preferred) 60in 1.5m Operatingheight(minimum) 100in 2.5m Operatingheight(preferred) 120in 3.0m Physicallength 82in 2.2m Eyeheight 46in 1.2m Physicallength(typicaldimension) 96in 2.4m Physicalwidth 30in 0.75m Physicallength 117in 3.0m Eyeheight 34in 0.9m Sweepwidth 60in 1.5m Feature
Recumbentbicyclist Tandembicyclists Bicyclistwithchildtrailer Handbicyclist Inlineskater
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Exhibit3.3.KeyDimensions Aswithbicycledimensions,bicyclistperformancecanvaryconsiderablybaseduponoperatorabilityand vehicledesign.Exhibit3.4listsvariousperformancecriteriafortypicaluprightadultbicyclistsaswellas keyperformancecriteriaforothertypesofbicyclists.(1)(2)(3)
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BicyclistType Typicaluprightadultbicyclist Feature Value USCustomary Metric 815mph 1324km/h 2030plusmph 3250pluskm/h 512mph 819km/h 1.02.5s 1.02.5s 2 1.55.0ft/s 0.51.5m/s 2 0.32 0.16
2
Recumbentbicyclist
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Speed,pavedlevelterrain Speed,downhill Speed,uphill Perceptionreactiontime Accelerationrate Coefficientoffrictionfor braking,drylevelpavement 0.32 Coefficientoffrictionfor braking,wetlevelpavement 0.16 Decelerationrate(drylevel pavement) 8.010.0ft/s Decelerationrateforwet conditions(5080%reductionin efficiency) 2.05.0ft/s Speed,levelterrain 1118mph Accelerationrate 3.06.0ft/s Decelerationrate 10.013.0ft/s
2.43.0m/s
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0.61.5m/s 1829km/h 1.01.8m/s 3.04.0m/s
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Exhibit3.4.KeyPerformanceCriteria Bicyclistspeedsvarybasedonageandability.Adultstypicallyrideat815mph(1324km/h)onlevel terrain,whilechildrenridemoreslowly.Experienced,physicallyfitriderscanrideupto30mph(50 km/h);veryfitriderscanrideatspeedsinexcessof30mph(50km/hr)butwilltypicallyonlyrideatsuch speedsonroads.
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3.3. TRAFFIC PRINCIPLES FOR BICYCLISTS

Thissectiondescribesthebasicprinciplesofoperatingabicycleintraffic,includingbicyclistspositioning ontheroadinavarietyofdifferentsituations.Athoroughunderstandingoftheseprinciplesis necessarytoplananddesignbikewaysandroadwaysopentobicycling,particularlyinchallengingdesign contexts. BecausesomeStateslawsdifferonthespecificsoflegalbicycleoperation,thissectionwilladdress basicprinciplesthatarefairlyuniversalregardlessoflegalstatute.Localtrafficcultureandphysical designmayinfluencebicycleoperatingpatternsmorethanthedetailsofStatetrafficcodes,whichare oftennotwellknowneventolicensedmotorists.Bicycliststendtooperatesimilarlyincomparable trafficconditions,regardlessofwheretheyareriding.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 StatetrafficcodesintheU.S.eitherexplicitlydefinethebicycleasavehicleorgivetheoperatorofa bicycletherightsanddutiesofanoperatorofavehicle,withexceptions(e.g.,bicyclesmayberiddenon sidewalksinsomecircumstances).Thefactremains,however,thatthebicyclehasdifferentphysical dimensionsandperformancecharacteristicsthanamotorvehicle.Abicyclistisalsomorevulnerablein theeventofacrashthanamotorist. Thebasicprinciplesofbicycleoperationintrafficincludethefollowing: o
BICYCLISTS ON A TWO WAY ROAD ORDINARILY RIDE ON THE RIGHT SIDE OF THE ROADWAY
IntheU.S.,vehicleoperators(includingbicyclists)onatwowayroadtravelontherightsiderelativeto theirrespectivedirectionoftravel.Withonlyafewexceptions(suchaswhenbikelanesareprovidedin bothdirectionsonanotherwiseonewaystreet),bicyclistsoperatinginthestreetridewiththeflowof othertraffic.Bicyclistsmaysometimesrideontheleftsideofaonewaystreet,typicallyifabikelane existsontheleftside,iftherearemarkedlyfewerconflictsontheleft(e.g.,noonstreetparkingand fewturningconflicts),orifthereisamajordestinationaccessedfromtheleftside. o
BICYCLISTS OBEY STOP AND YIELD SIGNS AND OBSERVE YIELDING RULES
Similarlytoothervehiculartraffic,abicyclistonaminorroad(includingdrivewaysandalleys,depending uponindividualStatelaws)mustyieldtotrafficonmajorroads.Inthiscaseyieldingmeansproceeding onlywhenitissafetodosowhileobeyingalltrafficcontroldevices.
O BICYCLISTS YIELD WHEN CHANGING LANES

Abicyclistwhowantstomovelaterallyontheroadwaymustyieldtotrafficintheirnewlineoftravel.In thiscaseyieldingmeansmovingintothenewlineoftravelonlyafterascertainingthatthemovement canbemadesafelyandsignalingtheintendedmovement.
O BICYCLISTS OVERTAKE OTHER VEHICLES ON THE LEFT

Abicyclistovertakinganothervehicleproceedinginthesamedirectionmustpassontheleftofthe vehiclebeingovertaken.Thissamebasicoperatingprincipleappliestosharedusepaths,whenbicyclists overtakepedestriansorotherslowerusers.Forbicyclistsonroadways,thereareseveralexceptionsto thisrule:1)abicyclistmaypassontherightwheninabikelane;2)abicyclistmaypassontheright whenthevehicletobeovertakenisturningleftorindicatingaleftturn;and3)someStatesallow bicycliststopassontherightwhenitissafetodoso.
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O BICYCLISTS LATERAL POSITION ON THE ROADWAY IS DETERMINED BY SPEED AND USABLE WIDTH
Bicyclistsrideasfarrightaspractical,whichinonatypicalroadwaymeansthatthebicyclistridesin(or near)therighttiretrack.Abicyclisttravelingatthesamespeedasothertraffic,orinatravellanetoo narrowforamotorvehicletosafelypasswithoutencroachingintotheadjacentlane,travelsinthe centerofthelane(oftenreferredtoastakingthelane).Theprimaryreasonfortakingthelaneisto encourageovertakingtraffictomakeafulllanechangeinsteadofsqueezingpastthebicyclistinthe samelane.TheUniformVehicleCodeandmostStatecodessupportbicyclistsrighttotakethelaneif necessary.Mostvehiclecodesalsoallowexceptionstotherightmostpositionontheroadrequirement forreasonssuchasavoidinghazards,passingothercyclistsandpreparingforandmakingleftturns. Slowerbicycliststraveltotherightoffasterbicyclists(andothervehicles).Likeothervehicles, emergencystopsmadebybicyclistsmustoccurattherightmostpositionontheroad.
O BICYCLISTS APPROACH INTERSECTIONS IN THE RIGHTMOST LANE THAT PROVIDES FOR THEIR MOVEMENT
Bicyclistsapproachingintersectionstypicallypositionthemselvesintherightmostlanethatprovidesfor theirdesiredmovement.Forexample,abicyclisttravelingstraightthroughatanintersectionshouldnot positionthemselvestotherightsideofadedicatedrightturnlane,butratherintherightmostthrough travellane.Anotherexceptionoccurswhenabicyclistmakesapedestrianstyleleftturn.Thisis explainedbelow.
O BICYCLISTS HAVE TWO OPTIONS FOR TURNING LEFT AT AN INTERSECTION

Abicyclistmaymake:1)Avehicularstyleleftturninwhichthebicyclistturnsleftfromtheleftsideof therighthalfoftheroadway,orfromtherightmostleftturnlane;or2)apedestrianstyleleftturnin whichthebicyclisttravelsintherightmostthroughlaneacrosstheintersection,stopsatthefar crosswalk,makesa90degreeturn,andthenwiththepropersignalindication,eitherwalksthebicycle inthecrosswalkorproceedsasifshewerecomingfromtheright(seeExhibit3.5).
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Exhibit3.5.ABicyclistsTwoOptionsforTurningLeftatanIntersection
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3.4. CAUSES OF BICYCLE CRASHES

Byunderstandingtheunderlyingcausesofcommonbicyclistcrashes,designerscanmorethoroughly comprehendtherationalebehindmanyofthedesignprinciplessetforthinthisGuide.Thissection discussescommontypesofcrashesthatbicyclistsexperience,andhowcrashesrelatetofacilitydesign.
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3.4.1. BICYCLIST CRASH STUDIES
NumerousstudiesofbicyclecrashesintheU.S.conductedoverthepast40yearshaveproducedvery consistentresults.Thissectionsummarizescommontypesofcrashesandthefactorsthatcontributeto thosecrashes.Mostinformationonbicyclistinjurycrashescomesfromcrasheswithmotorvehicles occurringinthepublicrightofway,becausereportingthesecrashesismandatoryinmoststates. Bicyclistmotorvehiclecrashesthatoccurinnonroadwaylocations(paths,parkinglotsanddriveways), aswellasinjurycrashesthatdonotinvolveamotorvehicle,areusuallynotreportedtoStateDOTs. Studiesthatexaminedhospitalrecordshavedemonstratedthatthemajority(7090%)ofbicyclist crashesthatareseriousenoughtowarrantatriptotheemergencyroomarenottheresultofacollision
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1 2 withamotorvehicle.Mostresultfromfalls,crasheswithfixedobjects,andcollisionswithothercyclists. (4)
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3.4.2. OVERALL FINDINGS

Anexaminationofbicyclistmotorvehiclecrashesintheaggregateyieldslessusefulinformationthan subdividingtheresultsintothefollowingbroadcategories:urbanvs.rural,youngvs.adultbicyclists, bicyclistvs.drivererror,nighttimevs.daytime,andridingonthesidewalkvs.theroadway.
URBAN VS. RURAL

Inurbanareas,themajorityofcrashesoccuratintersectionsanddriveways.(5)Theseincludebicyclists hitbymotoriststurningintoandoutofdrivewaysandintersectingroadways,aswellasbicyclistsexiting drivewaysontoroadways.Leftturningmotoristsfailingtoyieldtoanoncomingbicyclistisavery commonurbancrashtype.Hittinganopencardoorisestimatedtorepresentbetween3%and6%of urbancrashes;thispercentagecanbehigherincitieswithahighamountofonstreetparking,lowerin suburbanareaswithnoonstreetparking.(6)(7)(8)Overtakingorbeingstruckfrombehindrepresents asmallportionofcrashesinurbanareas,butalargerportionofcrashesonruralroads.Overtaking crashesinurbanareasoftenoccuratnightandareusuallyassociatedwithpoorlightingconditions. Overtakingcrashesinruralareasareoftenassociatedwithdistracteddrivers,ordriversdrivingtoofast inareaswithpoorvisibility(aroundcurvesoroverthecrestofahill).(5)(9)
YOUTH VS. ADULT BICYCLISTS

Comparedtotheirrepresentationintheoverallpopulation,bicyclistsundertheageof15(particularly ages1014)areoverrepresentedincrasheswithmotorvehicles,whileadultsages2544andseniors (age65+)areunderrepresented.However,bicyclistsolderthanage44areoverrepresentedwithregard toseriousandfatalinjury.(5)
BICYCLIST VS. DRIVER ERROR

Bicyclistswerejudgedtobesolelyatfaultinabouthalfofcrasheswithmotorvehicles.Failuretoyield, ridingagainsttraffic,andstopsignviolationsarethemostcommonbicyclistcontributingfactors. Failuretoyieldisthemostcommoncontributingfactorincrasheswheremotoristswereatfault.The likelihoodofabicyclistbeingresponsibleforacrashisgreaterforyoungbicyclists;thelikelihoodofa motorvehicledriverbeingresponsibleisgreaterforcrashesinvolvingadultbicyclists.(5)
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NIGHTTIME VS. DAYTIME

Therelativelyhighincidenceofcrashesthatoccuratnightandduskindicatethatpoorroadwaylighting andalackofproperlightingequipmentappeartobecontributingfactors.(10)(11)Thelackof supportingdataonexposuremakesitdifficulttoconfirmthishypothesis,butbicyclistsappeartobe disproportionatelystruckatnight,especiallystruckfrombehind;notbeingequippedwiththerequired lightingappearstobeacontributingfactor.
RIDING ON THE SIDEWALK VS. THE ROADWAY

Thereissignificantlyhigherincidenceofbicyclistmotorvehiclecrasheswithcyclistsridingonthe sidewalkthanwithbicyclistsoperatingintheroadway.Theissuewithsidewalkbicycleridingisprimarily relatedtoridingagainsttheflowofadjacenttraffic,asmotoristscrossingorturningatdrivewaysand intersectionsusuallydonotlookdownthesidewalkinbothdirectionsforapproachingbicyclists.(5)
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3.4.3. CONTRIBUTING CAUSES OF BICYCLIST MOTOR VEHICLE CRASHES AND RECOMMENDED COUNTERMEASURES
Anunderstandingofthecontributingcausesofbicyclistmotorvehiclecrashescanhelpdecisionmakers chooseappropriateengineering/designtreatments,andimplementmeaningfuleducationand enforcementprograms.Thefollowinglistofcommonbehaviorsincludesrecommendedstrategiesto reducetheincidenceofcrashesduetothesebehaviors.Therecommendedengineering/design treatmentsareexplainedinfurtherdetaillaterinthisguide.
WRONG WAY RIDING

Ridinginthedirectionthatfacesoncomingtrafficputsbicyclistsinapositionwheremotorists(and otherbicyclists)donotexpectthem,andforthisreasonisprohibitedontheroadway.Theattentionof motoristswhoareenteringtheroadwayisprimarilydirectedtotheleft(todetermineasuitablegap), andtheymayfailtonoticebicyclistsapproachingfromtheirright.Remediesforthisbehaviorinclude educationandenforcement,aswellasengineeringtreatmentsthatreinforcethecorrectdirectionof roadwaytravel.Bicyclelanescanreducetheincidenceofwrongwayriding.
SIDEWALK RIDING
Atdrivewaysandintersections,motoristsoftendriveontothesidewalkareaorcrosswalktogetabetter viewoftraffic,notlookingforbicyclistsapproachingonthesidewalk(andespeciallyunpreparedto noticethoseridingagainstthedirectionofroadwaytraffic).Theprimaryremediesforthisbehaviorare educationandenforcementinlocationswhereridingonsidewalksisillegal.Themostappropriate engineeringmeasuretoaddressthisissueistoensurethattheroadwayisdesignedtoaccommodate 50 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 bicyclists,withtechniquessuchasbikelanesonbusystreets,and/ortrafficcalmingtoreducemotor vehiclespeedsand/orvolumes.
OTHER CRASHES AT DRIVEWAYS

Crashesalsocommonlyoccuratdrivewaysintwootherscenarios:1)driverentersroadwayfroma drivewayandstrikesabicyclistridinginthestreet;and2)driverturnsoffroadwayintoadrivewayand strikesabicyclistonthesidewalkarea.(5)Thoughtheissueismotoristbehavior,accesscontroltolimit thenumberofdrivewaysonbicyclingcorridorsreducestheseconflictpoints.
MOTORIST STRIKING BICYCLIST WITH VEHICLE DOOR (DOORING)

Thistypeofcrashoccurswhenadriverorpassengerofastandingorparkedmotorvehicleopensadoor intotrafficwithoutmakingsureitissafetodosoandstrikesabicyclisttravelingneartheparked vehicle.Remediesincludeeducatingmotorists(trainingthemtolookforbicyclistsbeforeopeningtheir door)andbicyclists(trainingthemnottoridetooclosetoparkedcarsandtobeonthelookoutfor driversopeningtheirdoor,althoughthelatterhasbecomemoredifficultduetotintedwindowsand tallervehicledesign).Designtreatmentscanhelptoreducethelikelihoodofthistypeofcrash.Ifabike laneismarkednexttoaparkinglane,usingasecondstripebetweenthebikelaneandparkinglane helpsplacecyclistsfurtherfromparkedcars.Somecommunitieshaveusedsharedlanemarkingsin narrowlanestoencouragebicycliststotrackoverthesymbolandawayfromparkedcars.
BICYCLISTS RIDING OUT AT CONTROLLED INTERSECTIONS

Thekeybehaviorneededtoavoidcollisionatintersectionsisyielding.Attemptstoenforce"fullstop" complianceatstopcontrolledjunctionswheremostridersfindtheycansafelyyieldwithoutnecessarily makingfullstopsareunlikelytobesuccessful,givencyclists'strongcounterincentivetominimizethe amountofenergyneededtoregainmomentumafterstoppingorslowing.Signingbikeroutesonlocal streetswithmanystopsignsgivesaconflictingmessagetoriders:thestreetsmayappearinviting,buta requirementtostopateveryblockisdiscouraging.Developingbicycleboulevards(wherethrough bicyclemovementwithfewstopsisfacilitatedbydesign)isabettersolution.Timingsignalstobetter accommodatetypicalurbancyclingspeedsmaybehelpfulonarterialintersections.
MOTORISTS FAILING TO YIELD AT INTERSECTIONS

Themostcommoncrashtypeinthiscategoryinvolvesthefailureofaleftturningmotoristtoyieldtoan oncomingbicyclist;thesecondmostcommoninvolvesarightturningmotoristwhostrikesathrough bicyclist(oftenreferredtoasarighthookcrash).(5)Measuresthatencouragebicyclistconspicuity canbehelpful,ascangeometricmodificationsthatlimitvehicleturningspeeds(e.g.,reducedcurb radii).Abikelaneprovidedalongtheleftsideofadedicatedrightturnlanecanalsohelpreducethe incidenceofsuchcrashes.Whenthereisinsufficientwidthforabikelane,sharedlanemarkingscan 51 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 alsobeusedtoencourageproperpositioning.Protectedleftturnsignalphases,wherewarranted,may helpreduceleftturncrashes.
BICYCLISTS STRUCK FROM BEHIND

Whilethiscrashtyperepresentsasmallportionofurbancrashes,itrepresentsasignificantportionof ruralcrashes,especiallyfatalities.(5)Addingpavedshoulderstonarrowruralroadswithhightraffic volumesisaneffectivecountermeasure.
NIGHTTIME BICYCLE RIDING

Aboutathirdofbicyclistcrashesoccurbetweenthehoursof5pmand9pm;aboutathirdofbicycling fatalitiesoccurbetween6pmandmidnight.Anadditional5percentofcrashesoccuratdusk.(10)(11) ThisisaneducationalandenforcementissueasallStatesrequireuseoflightingequipmentaftersunset (headlightsinfront,rearreflectorsusually,andtaillampsaswellinsomestates).
BICYCLE CRASHES INVOLVING CHILDREN

Childrenundertheageof16tendtobeoverrepresentedincrasheswherethebicyclistwasatfault. Crashtypeswherethisgroupisoverrepresentedincludedisobeyingstopsigns,ridingoutatdriveways, turningormerginginfrontoftrafficwithoutyielding,andnonroadwaycrashes(parkinglotsand driveways).(5)Someofthesearebehavioralissuesrelatedtolackofexperience,wherebicyclist educationandpoliceenforcement(primarilywarnings)couldhelp,coupledwithmotoristeducation regardingawarenessofchildrenslimitations.Creatingabicyclefriendlyroadwayenvironmentwhere motoristsdrivemoreslowlywillalsohelpreducethenumberandseverityofcrashesinvolvingchildren.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 WORKS CITED 1.Landis,B.W,Petrisch,T.AandHuang,H.F.CharacteristicsofEmergingRoadandTrailUsersandTheir Safety.Washington,DC:FederalHighwayAdministration,2004.FHWAHRT04104. 2.FloridaDepartmentofTransportation.FloridaBicycleFacilitiesPlanningandDesignHandbook. Tallahassee:FloridaDepartmentofTransportation,2000. 3.VermontAgencyofTransportation.VermontPedestrianandBicycleFacilityPlanningandDesign Manual.Montpelier:VermontAgencyofTransportation,2002. 4.Stutts,J.CandHunter,W.W.InjuriestoPedestriansandBicyclists:AnAnalysisBasedonHospital EmergencyDepartmentData.Washington,DC:FederalHighwayAdministration,1997.FHWARD99 078. 5.Hunter,W.W,Stutts,J.C,Pein,W.EandCox,C.L.PedestrianandBicycleCrashTypesoftheEarly 1990's.Washington,DC:FederalHighwayAdministration,1996.FHWARD95163. 6.Plotkin,W.andKomornick,A.BicycleMotorVehicleAccidentsintheBostonMetropolitanRegion. Boston,MA:MetropolitanAreaPlanningCouncil,1984. 7.Goodno,M.BicycleCollisionsintheDistrictofColumbia.Washington,DC:DistrictDepartmentof Transportation,2004. 8.NYCDepartmentsofHealthandMentalHygiene,ParksandRecreation,Transportation,andthe NewYorkCityPoliceDepartment.BicyclistFatalitiesandSeriousInjuriesinNewYorkCity:19962005. NewYork,NY:s.n.,n.d. 9.NorthCarolinaDepartmentofTransportation.NorthCarolinaBicycleCrashData.Pedestrianand BicycleInformationCenter.[Online]http://www.pedbikeinfo.org/pbcat/types_bike.cfm. 10.Administration,NationalHighwayTrafficSafety.TrafficSafetyFacts2005.Washington,DC: NationalHighwayTrafficSafetyAdministration,(n.d.).DOTHS810631. 11.NationalHighwayTrafficSafetyAdministration.TrafficSafetyFacts2003.Washington,DC: NationalHighwayTrafficSafetyAdministration,(n.d.).DOTHS809775.
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CHAPTER4:DESIGNOFONROADFACILITIES
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CHAPTER 4: DESIGN OF ON ROAD FACILITIES

4.1. INTRODUCTION
Thischapterprovidesanoverviewofdesignsthatfacilitatesafeandconvenienttravelforbicyclistson roadways.Bicyclistshavesimilaraccessandmobilityneedsasotherusersofthetransportationsystem andusethestreetsystemastheirprimarymeansofaccesstojobs,services,andrecreationalactivities. Asthepreviouschapterdiscusses,bicyclesandbicyclistshavemanyuniquefeaturesandcharacteristics thatmustbeunderstoodinordertodesignsuccessfullyforthismode. Unliketheoperatorofamotorvehicle,whoseprimaryresponsibilityisnavigationandoperation,the bicyclistmustalsoprovidethepowertopropelthevehicleandmustmaintainthebalancenecessaryto keepthevehicleupright.Whentrafficisnotcongested,bicyclistsusuallytravelmoreslowlythanother vehicularoperatorsontheroadway.Thespeedatwhichbicyclistscantravelislimitedbytherelative physicalstrengthandfitnessoftheoperator,theterrainandgeometryoftheroadway,andthegearing andconditionoftheindividualbike.Twotandemwheelsmakethebicycleinherentlymore maneuverablethananautomobile,butabicyclistissignificantlymorevulnerabletoinjuryintheevent ofacrash.Whilemotorvehicleoperatorsmustreachacertainagebeforebeingeligibleforalicenseto operateonthepublicway,bicyclistsaresubjecttonoagelimitations.Allofthesefactorsmakeproper bicyclefacilitydesigncritical. Theguidanceprovidedinthischapterisbasedonestablishedpracticesupportedbyrelevantresearch whereavailable.Thetreatmentsdescribedreflecttypicalsituations;localconditionsmayvaryand engineeringjudgmentshouldbeapplied.
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4.2. ELEMENTS OF DESIGN

Tosomeextent,basicgeometricdesignguidelinesformotorvehicleswillresultinafacilitythat accommodatesonstreetbicyclists.Ifproperlydesignedformotorvehicles,roadwaydesignelements suchasstoppingsightdistance,horizontalandverticalalignment,grades,andcrossslopeswillmeetor exceedtheminimumdesignstandardsrequiredforcyclists.Forexample,withtheexceptionof recumbentbicyclists,mostadultbicyclistshaveaneyeheightthatishigherthanthestandardmotorist eyeheightwhichisusedtodeterminestoppingsightdistance. Surfaceconditionsignificantlyaffectsbicyclerideability.Pavementsmoothnessisimportanttobicyclist controlandcomfort.Gravelroads,loosematerial,cracks,bumps,andpotholesonapavedroadwaycan
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1 2 3 4 5 6 7 poseseveresteeringandstoppinglimitationsforbicyclists.Therefore,itisimportanttoensurethatthe roadwaysurfaceisingoodrepairresurfacingorreconstructingifnecessarywhenestablishingbike lanesorroutes. Chipsealedsurfacesareparticularlydifficulttorideonandshouldbeavoidedwhenpossible.Where used,chipsealsshouldbelimitedtothetravellanesonroadsandhighwayswithpavedshouldersthe shouldersshouldnotbechipsealed.Onroadswithnoshoulders(wherebicyclistsrideinthetravel lanes),chipsealsshoulduseafinemixandbecoveredwithafogorslurryseal.
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4.3. SHARED LANES

Bicyclesmaybeoperatedonallroadwaysexceptwhereprohibitedbystatuteorregulation.Inmost instances,bicyclistsandmotorvehiclessharethesametravellanes.Sharedlanesexisteverywhere;on localneighborhoodstreets,oncitystreets,andonurban,suburban,andruralhighways. Therearenobicyclespecificdesignsordimensionsforsharedlanesorroadways,butvariousdesign featurescanmakesharedlanesmorecompatiblewithbicycling,suchasgoodpavementquality, adequatesightdistances,roadwaydesignsthatencouragelowerspeeds,andbicyclecompatible drainagegrates,bridgeexpansionjoints,andrailroadcrossings.Appropriatesignaltiminganddetector systemsthatrespondtobicyclesalsomakesharedlanesmorecompatiblewithbicycling.Ifsuch featuresarenotpresent,improvementsorretrofitsshouldbeimplemented.Othersectionsofthis chapteraddressbicyclecompatibledesignfeaturesinmoredetail. Generallyspeaking,roadwaysthatcarrylowvolumesoftraffic,and/orwheretraffictypicallyoperatesat lowspeeds,maybesuitableassharedlanesintheirpresentcondition.Theseroadsoftenprovidean enjoyableandcomfortablebicyclingexperiencewithnoneedforbikelanesoranyotherspecial accommodationstobecompatiblewithbicycling. Variousgeometricandoperationalfactorsaffectthecomfortlevelofbicyclistsinsharedlanes.Models havebeendevelopedthatquantifyhowvariousgeometricandoperationalfactorsaffectbicyclists.The BicycleLevelofService(BLOS)modelincludesfactorssuchasroadwaylanewidth,laneuse,trafficspeed andvolume,onstreetparking,andsurfaceconditioninordertogradearoadwaysrelativecomfortfor bicyclists.Thismodelcanbeusedtodeterminetowhatextentsharedlaneswilladequately accommodatebicyclistsgivenroadwayconditionsthatexisttoday,orthatareforecastedinthefuture. SeeChapter2foramoredetaileddescriptionoftheuseandapplicationoftheBLOSmodel.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
4.3.1. SHARED LANES ON MAJOR ROADWAYS (WIDE CURB/OUTSIDE LANES)

Lanewidthsof13feet(4.0m)orlessrequiremostmotorvehiclestobedrivenatleastpartwayintothe nextlanetopassabicyclistwithanadequateandcomfortableclearance(usually3ft[0.9m]ormore dependingonthespeedofthepassingvehicle).Lanewidthsof14feet(4.3m)orgreaterenable motoriststopassbicycleswithoutencroachingintotheadjacentlane.Theusablelanewidthisnormally measuredfromthecenteroftheedgelinetothecenterofthetrafficlaneline,orfromthelongitudinal jointofthegutterpantothelaneline.Theguttershouldnotbeincludedinthemeasurementasusable width,asbicyclistswilltypicallyridewelltotheleftofthejoint. Onsectionsofroadwaywherebicyclistsmayneedmoremaneuveringspace,theoutsidelanemaybe markedat15feet(4.6m)wide.Thiswidthmaybeappropriateonsectionswithsteepgradesoron sectionswheredrainagegrates,raiseddelineators,oronstreetparkingeffectivelyreducestheusable width.However,lanewidthsthatcontinuouslyexceed14feet(4.3m)mayencouragetheundesirable operationoftwomotorvehiclessidebysideinmorecongestedorbuiltupareas.Theprovisionofwide outsidelanesshouldalsobeweighedagainstthelikelihoodthatmotoristswilltravelfasterinthemand thatheavyvehicles(wherepresent)willpreferthemtoinsidelanes,resultingindecreasedlevelof serviceforbicyclistsandpedestrians.Whensufficientwidthisavailabletoprovidebikelanesorpaved shoulders,theyarethepreferredfacilitiesonmajorroadways. Roadwayswithsharedlanesnarrowerthan14feet(4.3m)maystillbedesignatedforbicycleswith bicycleguidesignsand/orsharedlanemarkings,pertheguidanceinthischapter.
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4.3.2. SIGNS FOR SHARED ROADWAYS

ASharetheRoadsignassembly(W111+W161P)(seeExhibit4.1)isintendedtoalertmotoriststhat bicyclistsmaybeencounteredandthattheyshouldbemindfulandrespectfulofthem.However,the signisnotasubstituteforappropriategeometricdesignmeasuresthatareneededtoaccommodate bicyclists.Thesignshouldnotbeusedtoaddressreportedoperationalissues,astheadditionofthis warningsignwillnotsignificantlyimprovebicyclingconditions.Thesignmaybeusefulundercertain limitedconditions,suchasattheendofabikelane,orwhereasharedusepathendsandbicyclistsmust sharealanewithtraffic.Thesignmayalsobeusefulduringconstructionoperations,whenbicyclists mayneedtoshareanarrowerspacethanusualonatravelway.Thissignshouldnotbeusedtoindicate abikeroute.Afluorescentyellowgreenbackgroundcanbeusedforthissign. AnothersignthatmaybeusedinsharedlaneconditionsistheBICYCLESMAYUSEFULLLANEsign(R4 11)(seeExhibit4.2).Thissignmaybeusedonroadwayswithoutbikelanesorusableshoulderswhere travellanesaretoonarrowforcyclistsandmotoriststooperatesidebysidewithinalane.
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1 2 3 4 5 6 7 8
R411
Exhibit4.1.SHARETHEROADSignAssembly
R4-11 Exhibit4.2.BicyclesMayUseFullLaneSign
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Wherewrongwayridingbycyclistsisafrequentproblem,theMUTCD(1)providesabicycleWRONG WAYsignandRIDEWITHTRAFFICplaque(R51bandR93cP)thatcanbemountedbacktobackwith otherroadwaysigns(suchasparkingsigns)toreducesignclutterandminimizevisibilitytoothertraffic (seeExhibit4.3).Thissignassemblycanbeusedinsharedlanesituations,aswellasonstreetswithbike lanesandpavedshoulders.
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1 2 3 4 5 6 7 8 9 10 11 12 R9-3cP R5-1b
Exhibit4.3.WrongWayRidewithTrafficSignAssembly
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4.4. MARKED SHARED LANES

Insituationswhereitisdesirabletoprovideahigherlevelofguidancetobicyclistsandmotorists,shared lanesmaybemarkedwithapavementmarkingsymbol(seeExhibit4.4).Thesymbol,knownasthe sharedlanemarking,isusefulinlocationswherethereisinsufficientwidthtoprovidebikelanes.The markingalsoalertsroaduserstothelateralpositionbicyclistsarelikelytooccupywithinthetraveled way,thereforeencouragingsaferpassingpractices(includingchanginglanes,ifnecessary).Sharedlane markingsmayalsobeusedtoreducetheincidenceofwrongwaybicycling.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Exhibit4.4.SharedLaneMarking
Sharedlanemarkingsmaybeapplicableinthefollowingscenarios: Inasharedlanewithadjacentonstreetparallelparking,toassistcyclistswithlateral positioningthatreducesthechanceofabicyclistimpactingtheopendoorofaparked vehicle. Onwideoutsidelanes,toindicatesaferpositioningawayfromthecurboredgeofroadway. Onasectionofroadwaywithsharedlanes,tofillagapbetweentwosectionsofroadway thathavebikelanes,ortofillagapbetweenasharedusepathandanearbydestination,or othersimilarconnections. Onasectionofroadwaywherethelanesaretoonarrowforabicyclistandmotoristto travelsidebysideinthelane. Onadowngradesectionofroadwaywherethereisroomforonlyonebikelane.Inthese situations,abikelaneshouldbeusedontheupgradesectionduetothebicyclistsslower operatingspeedmovinguphill. Atmultilaneintersectionswherethereisinsufficientwidthtoprovideabikelane,and conflictsmakeitdesirabletoindicateproperpositioning. 60 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Sharedlanemarkingsarenotappropriateonpavedshouldersorinbikelanes,andshouldnotbeused onroadwaysthathaveaspeedlimitabove35mph(50km/h).Sharedlanemarkingsshouldbeplaced immediatelyafteranintersectionandspacedatintervalsnotgreaterthan250feet(76m)thereafter. Sharedlanemarkingsshouldbemarkedonanalignmentthatrepresentsapracticalpathofbicycle travelundertypicalconditions.Forsomestreets,thismaybethecenterofasharedtravellane.Ona onewaystreetdesignatedasabicycleroute,wherethebicycleroutemakesaleftturn,itmaybe appropriatetoplacesharedlanemarkingsonboththeoutsiderightandleftlanesofthestreet. Thefollowingprovidesguidanceonsharedlanemarkingplacement(allvaluesgivenaretothecenterof themarking): Onstreetswithonstreetparallelparking,sharedlanemarkingsshouldbeplacedatleast11feet (3.4m)fromthefaceofcurb(inclusiveofgutter),oredgeofpavementwherethereisnocurb (seeExhibit4.5). Onstreetswithoutonstreetparallelparking,sharedlanemarkingsshouldbeplacedatleast4 feet(1.2m)fromthefaceofcurb(inclusiveofgutter),oredgeofpavementwherethereisno curb(seeExhibit4.6).
TheMUTCD(1)containsfurtherguidanceonsharedlanemarkings.
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1 2 Exhibit4.5.TypicalSharedLaneMarkingCrossSectiononStreetwithParking
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1 2
Exhibit4.6.TypicalSharedLaneMarkingCrossSectiononStreetwithNoOnStreetParking
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4.5. PAVED SHOULDERS

Addingorimprovingpavedshoulderscangreatlyimprovebicyclistaccommodationonroadwayswith higherspeedsortrafficvolumes,aswellasbenefitmotorists(asdescribedintheAASHTOGreenBook). AsdescribedinChapter2,pavedshouldersaremostoftenusedonruralroadways.Pavedshoulders extendtheservicelifeoftheroadbyreducingedgedeterioration,andprovidespacefortemporary storageofdisabledvehicles.Pavedshoulderscanbenefitpedestriansaswellbyprovidingaplacefor themtowalkinlocationswherethereisnosidewalkandtheroadsideisunsuitableforwalking. Itisimportanttounderstandthedifferencesbetweenpavedshouldersandbikelanes,particularlywhen adecisionmustbemadeastowhichfacilityismoreappropriateforagivenroadway.Bikelanesare travellanes,whereasinmanyjurisdictions,pavedshouldersarenot(andcanthereforebeusedfor parking).Pavedshoulderstypicallystaytotherightofrightturnlanesatintersections,whereasbike 63 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 lanesareplacedontheleftsideofrightturnlanesinordertoencouragemergingmovementsin advanceoftheintersection.Toavoidconflictsonroadwayswithpavedshouldersthatapproachright turnlanes,somejurisdictionsintroduceabikelaneonlyattheintersections,andthentransitionbackto apavedshoulder. Foranygivenroadway,thedeterminationoftheappropriateshoulderwidthshouldbebasedonthe roadwayscontextandconditionsinadjacentlanes.Onuncurbedcrosssectionswithnovertical obstructionsimmediatelyadjacenttotheroadway,pavedshouldersshouldbeatleast4feet(1.2m) widetoaccommodatebicycletravel.Shoulderwidthofatleast5feet(1.5m)isrecommendedfromthe faceofaguardrail,curb,orotherroadsidebarriertoprovideadditionaloperatingwidth,ascyclistswill shyfromaverticalface.Itisdesirabletoincreasethewidthofshoulderswherehigherbicycleusageis expected.Additionalshoulderwidthisalsodesirableifmotorvehiclespeedsexceed50mph(80km/h), ifusebyheavytrucks,buses,orrecreationalvehiclesisconsiderable,orifstaticobstructionsexistatthe rightsideoftheroadway.TheBLOSmodelmaybeusedtodeterminetheappropriateshoulderwidth (seeChapter2:Planning). Itispreferabletoprovidepavedshouldersonbothsidesoftwowayroads.Inconstrainedlocations wherepavementwidthislimited,itmaybepreferabletoprovideawidershoulderononlyonesideof theroadway,ratherthantoprovideanarrowshoulderonbothsides.Thismaybebeneficialinthe followingsituations: Onuphillroadwaysections,ashouldermaybeprovidedtogiveslowmovingbicyclists additionalmaneuveringspace,therebyreducingconflictswithfastermovingmotorvehicle traffic. Onroadwaysectionswithverticalorhorizontalcurvesthatlimitsightdistance,itcanbe helpfultoprovideshouldersoverthecrestandonthedowngradeofaverticalcurve,andon theinsideofahorizontalcurve. Forinformationonretrofittingpavedshouldersontoexistingroadways,seeSection4.9. Whereanunpaveddrivewaymeetsaroadwayorpathway,itisadvisabletopavesomeportionofthe drivewayapproachtopreventloosegravelfromspillingontothetravelwayorshoulder.Pavingatleast 10feet(3m)on(lowvolume)drivewayconnections,and30feet(9m)ortotherightofwayline, whicheverisless,onunpavedpublicroadconnections,canmitigatetheworsteffectsofloosegravel. Wherepractical,thepavedsectionoftheapproachtothehighwayshouldbeslopeddownwardaway fromthehighwaytoreducetheamountofloosematerialtrackedintotheshoulder. Raisedpavementmarkers(alsoknownaspavementreflectors)canhaveadetrimentaleffecton bicyclingwhenplacedalongashoulderorbikelaneline,astheycandeflectabicyclewheel,causinga lossofcontrol.Ifpavementmarkersarerequired,considerationshouldbegiventoinstallingthe
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1 2 markersonthetravellanesideoftheedgeline,andthemarkershouldhavebeveledornonabrupt edges.
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4.5.1. SHOULDER BYPASS LANES

ItisbecomingacommondesignpracticetoincorporatebypasslanesatTintersectionsoftwolane roadways,soastofacilitatethepassingofmotoristsstoppedtomakeleftturnsontosideroads.Where thisisdoneonahighwaywithpavedshoulders,atleast4ft(1.2m)ofshoulderpavementshouldbe carriedthroughtheintersectionalongtheoutsideofthebypasslane.Thisisespeciallycriticalon roadwayswithhighvolumesandoperatingspeeds.Anexampleofapreferredbypasslanetreatment withacontinuousshoulderusablebybicyclistsisshowninExhibit4.7.
10 11 Exhibit4.7.ShoulderBypassLane
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4.5.2. RUMBLE STRIPS

Longitudinalrumblestripscanprovideasafeandinexpensivewaytoreducerunoffroadcrashesfor motoristsonhighspeedroadways.However,theycanbehazardousforbicyclistsandcanrender popularandusefulbicycleroutesunridable.Theeffectofsomerumblestripdesignsonbicyclistscanbe significant;theycausethebicycletoshudderviolently,andthereforebicyclistsavoidthem.Ifrumble stripsarelocatedalongtherightedgeofaroadwaywithanarrowshoulderornoshoulderspace, cyclistswillberequiredtosharethetravellanewithmotorists. Rumblestripsarenotrecommendedonshouldersusedbybicyclistsunlessthereisaminimumclear pathof4feet(1.2m)fromtherumblestriptotheoutsideedgeofpavedshoulder,or5feet(1.5m)to theadjacentcurborotherobstacle.Ifexistingconditionsprecludeachievingtheminimumdesirable clearance,thewidthoftherumblestripmaybedecreasedorotheralternativesolutionsconsidered. Placingarumblestripundertheedgelineisonewaytoreduceitsimpactontheadjacentshoulder, whileprovidingtheadditionaladvantageofincreasingthevisibilityoftheedgelineunderdark conditions. Periodicgapsinrumblestripsshouldbeprovidedtoallowbicycliststomoveacrossthemasnecessary (e.g.,toavoiddebrisintheshoulder,passothercyclists,makeleftturns,etc.).Gapsspacedatintervals of40to60feet(12to18m)providesuchopportunities.Agaplengthofatleast12feet(3.7m)will allowmostbicycliststoleaveorentertheshoulderwithoutcrossingtherumblestrip,asshownin Exhibit4.8.
20 21 22 Exhibit4.8.RumbleStrips
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Inadditiontoperiodicgaps,rumblestripsshouldbemilledandtheirdimensionsshouldbeadjustedto provideamorebicycletolerabledesign,asfollows: Width:5inches(127mm), Depth:0.375inches(10mm),and Spacing:11to12inches(280to305mm)(2) Whereitisnecessarytolimitthelengthofrumblestripstoensureadequateshoulderspacefor bicyclists,thelengthcanbereducedtoaminimumof6inches(152mm).(2)Inareasnotpronetosnow removalactivity,aninvertedprofile(audiblevibratory)edgelinemarkingcanalsobeusedasamore bicyclefriendlyalternativetorumblestrips. Centerlinerumblestripsareusedtopreventheadoncollisions;howevertheirpresenceisproblematic forbicyclists.Onatwolanehighwaywithoutpavedshoulders,theydiscouragemotoristsfromcrossing thecenterlinetopassbicyclistswithappropriateclearance.Ifuseofcenterlinerumblestripsisdeemed necessaryduetoahistoryofheadoncollisions,thedimensionsforshoulderrumblestripsdescribed aboveshouldbeused.Inaddition,theuseofaninvertedprofile(audiblevibratory)centerlinemarking ismoreconduciveshouldmotoristsneedtocrossthecenterlinetopassbicyclists.
17
4.6. BICYCLE LANES
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4.6.1. GENERAL CONSIDERATIONS

Bicyclelanesareaportionoftheroadwaydesignatedforpreferentialusebybicyclists.Theyareone wayfacilitiesthattypicallycarrybicycletrafficinthesamedirectionasadjacentmotorvehicletraffic. Bikelanesaretheappropriateandpreferredbicyclefacilityforthoroughfaresinbothurbanand suburbanareas.Wheredesired,orwherethereisahighpotentialforbicycleuse,bikelanesmaybe providedonruralroadwaysnearurbanareas.Pavedshoulderscanbedesignatedasbikelanesby installingbikelanesymbolmarkings(seeExhibit4.9);however,ashouldermarkedasabikelanewillstill needtomeetthecriterialistedelsewhereinthischapter.
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2 4 6 8 10 12 14 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 Bicyclelanesareusedtodelineateavailableroadspaceforpreferentialusebybicyclistsandtofacilitate morepredictablemovementsbybicyclistsandmotorists.Bikelanesenablebicycliststorideattheir preferredspeed,evenwhenadjacenttrafficspeedsuporslowsdown.Bikelanesalsoencourage bicycliststorideonroadwaysinapositionwheretheyaremorelikelytobeseenbymotoristsentering orexitingtheroadwaythantheywouldbewhileridingonsidewalks.Properlydesignedbikelanes encouragebicycliststooperateinamannerconsistentwiththelegalandsafeoperationofallvehicles. Bikelanesshouldfollowtravelpathsthatlawfullyoperatingbicyclistswouldtaketotravelintheir intendeddirectionwithintheroadwaycrosssection.Bikelanesarenotintendedtoaccommodateall bicycleuseonaroadway;bicyclistsmayleaveabikelanetopassotherbicyclists,makeleftturnsorright turns,avoiddebrisorotherhazards,ortopassbusesmomentarilystoppedinthebicyclelane. Raisedpavementmarkings,raisedcurbs,andotherraiseddevicescancausesteeringdifficultiesfor bicyclistsandshouldnotbeusedtoseparatebikelanesfromadjacenttravellanes. Bikelanesshouldhaveasmoothridingsurface.Utilitycoversshouldbeadjustedflushwiththesurface ofthelane.Bikelanesshouldbeprovidedwithadequatedrainage(bicyclesafedraingrates)toprevent ponding,washouts,debrisaccumulation,andotherpotentialhazardsforbicyclists.Inaddition,other roadwayfeaturesshouldbecompatibleforbicycling.SeeSection4.12formoreinformationonthis topic. Statelawsshouldbeconsideredwhenimplementingbikelanes,astheymayhaveanimpactonbike lanedesign,suchastheplacementofdashedlanelines.Motoristsareprohibitedfromusingbikelanes fordrivingandparking,butmanystatevehiclecodesallowordirectdriverstousebikelaneswhile turningormerging,maneuveringintooroutofparkingspaces,andforemergencyavoidancemaneuvers orbreakdowns.Somestatecodesalsoallowbuses,garbagecollectors,andotherpublicvehiclestouse bikelanestemporarily. Exhibit4.9.ExampleofPavedShoulder DesignatedasBicycleLane(photoby MichaelMoule)
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1 Forinformationonretrofittingbikelanesontoexistingstreets,seeSection4.9.
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4.6.2. BICYCLE LANES ON TWO WAY STREETS

In most cases, bike lanes should be provided on both sides of twoway streets. A bicycle lane provided ononlyonesidemayinvitewrongwayuse. Exceptions can be made on streets with an appreciable grade. On streets where downhill grades are long enough to result in bicycle speeds similar to typical motor vehicle speeds, then a bicycle lane may be provided only in the uphill direction, with shared lane markings in the downhill direction (see Exhibit 4.10). This design can be especially advantageous on streets where fast downhill bicycle speeds have the potential to increase the likelihood of crashes with fixed objects, particularly in locations with on streetparking.
11 12 Exhibit4.10.SharedLaneMarkingandBikeLaneonSteepStreet
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4.6.3. BICYCLE LANES ON ONE WAY STREETS

Ononewaystreets,bikelanesshouldnormallybeontherighthandsideoftheroadway.Abicyclelane maybeplacedontheleftifthereareasignificantnumberofleftturningbicyclistsorifaleftsidebike lanedecreasesconflicts,forexamplethosecausedbyheavybustraffic,heavyrightturnmovements (includingdoublerightturnlanes),deliveries,oronstreetparking. Bikelanesshouldtypicallybeprovidedonbothstreetsofaonewaycoupletinordertoprovidefacilities inbothdirectionsanddiscouragewrongwayriding.Ifwidthconstraintsorotherconditionsmakeit impracticabletoprovidebikelanesonbothstreets,sharedlanemarkingsshouldbeconsideredonthe constrainedstreet.Thisprovidesamorecompletenetworkandencouragesbicycliststotravelwiththe flowofothertraffic. Onstreetsdesignatedforonewayoperation,itissometimesdesirabletoprovideanexceptionfor bicyclistsbymarkingacontraflowbicyclelaneontheappropriateside,separatedbyayellowcenterline marking.Thismaybeconsideredinsituationswhereitwouldprovidesubstantialsavingsinoutof directiontraveland/ordirectaccesstohighusedestinations,and/orwheretherewillbefewerconflicts whencomparedtoarouteonotherstreets.Thisdesignisbestusedwheretherearefewintersecting driveways,alleys,orstreetsonthesideofthestreetwiththecontraflowlane,andwherebicyclistscan safelyandconvenientlymaketransitionsattheterminiofthecontraflowlane(seeExhibit4.11).
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Exhibit4.11.TypicalMarkingsforOneWayStreetDesignedforTwoWayBicycleTravel Forabicyclelanetofunctionasintendedwhenbuiltagainstthedominantflowoftrafficonaoneway street,thefollowingfeaturesshouldbeincorporatedintothedesign: 70 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 Thebicyclelaneshouldbeplacedonthecorrectsideoftheroadway(i.e.therighthand side,fromtheperspectiveofthebicyclisttravelinginthecontraflowdirection;oronthe lefthandsidefromthemotoristsperspective). Abikelaneshouldbeprovidedforbicycliststravelinginthesamedirectionasmotorvehicle traffic.Ifthereisinsufficientroomtoprovideabikelaneinthedominantflowdirectionof thestreet,sharedlanemarkingsshouldbeconsideredtoemphasizethatbicyclistsmust sharethetravellaneonthissideofthestreet. Whetheronstreetparallelparkingcanbeprovidedonthesideofthestreetwiththe contraflowbikelanedependsonthenatureofthestreetandoftheparking.Giventheir positionontheleftsideofthevehicle,motoristsleavingaparkingspacewillhavedifficulty seeingoncomingbicyclistsinthecontraflowbicyclelane,assightlinesmaybeblockedby otherparkedvehicles.Wheretrafficvolumesandparkingturnoverislight,andtraffic speedslow,onstreetparkingmaynotcauseconflicts.Ifaparkinglaneisprovidedonthe sideofthestreetwiththecontraflowbikelane,bikelanelinesshouldbeprovidedonboth sidesofthebikelane. Bikelanesymbolsanddirectionalarrowsshouldbeusedonboththeapproachand departureofeachintersection,toremindbicycliststousethebikelaneintheappropriate direction,andtoremindmotoriststoexpecttwowaybicycletraffic. Appropriateseparationmustbeplacedbetweenthetwodirectionsoftraffictodesignate travellanesinbothdirections: o Pavementmarkingsarethesimplestformofseparationandshouldconsistoftwo solidyellowlines,thestandardcenterlinemarkingwherepassing(acrossthe centerline)isprohibitedinbothdirections. o Mediansortrafficseparatorsprovidemoreseparationbetweenmotoristsand bicycliststravelinginopposingdirections.Thistreatmentshouldbeconsideredin situationswithhigherspeedsorvolumes.Ifmediansortrafficseparatorsareused, thecontraflowbikelanewidthshouldbeatleast7feet(2.1m). Atintersectingstreets,alleys,andmajordriveways,DONOTENTERsignsandturn restrictionsignsshouldincludesupplementalplaquethatsaysEXCEPTBICYCLES,toestablish thatthestreetistwowayforbicyclistsandtoremindmotoriststoexpecttwowaybicycle traffic. Attrafficsignals,signalheadsshouldbeprovidedforcontraflowcyclists,aswellassuitable bicycledetectionmeasures.AsupplementalplaquethatsaysBICYCLESIGNALmaybe neededbeneaththesignaltoclarifyitspurpose.
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4.6.4. BICYCLE LANE WIDTHS

Bikelanewidthsshouldbedeterminedbycontextandanticipateduse.Thespeed,volume,andtypeof vehiclesinadjacentlanessignificantlyaffectbicyclistscomfortanddesireforlateralseparationfrom othervehicles.Bicyclelanewidthsshouldbemeasuredfromthecenterofthebicyclelaneline.The appropriatewidthshouldtakeintoaccountdesignfeaturesattherightedgeofthebikelane,suchas thecurb,gutter,onstreetparkinglane,orguardrail. Exhibit4.12showstwotypicallocationsforbikelanesinrelationtotherestoftheroadway,andthe widthsassociatedwiththesefacilities. Asdiscussedinthepreviouschapter,abicyclistspreferredoperatingwidthis5feet(1.5m).Therefore, undermostcircumstancestherecommendedwidthforbikelanesis5feet(1.5m).Widerbicyclelanes maybedesirableunderthefollowingconditions: Adjacenttoanarrowparkinglane(7feet[2.1m])withhighturnover(suchasthose servicingrestaurants,shops,orentertainmentvenues),awiderbicyclelane(67feetor1.8 2.1m)providesmoreoperatingspaceforbicycliststorideoutoftheareaofopeningvehicle doors. Inareaswithhighbicycleuse,abikelanewidthof6to8feet(1.82.4m)makesitpossible forbicycliststoridesidebysideorpasseachotherwithoutleavingthelane. Onhighspeed(greaterthan45mph[70km/h])andhighvolumeroadways,orwherethere isasubstantialnumberofheavyvehicles,awidebicyclelaneprovidesadditionallateral separationbetweenmotorvehiclesandbicyclestominimizewindblastandothereffects.
Whenwiderbikelanesareprovided,adequatemarkingorsigningshouldbeusedsothelanesarenot mistakenformotorvehicletravellanesorparkingareas. Forroadwayswithnocurbandgutterandnoonstreetparking,theminimumwidthofabikelaneis4 feet(1.2m).
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1 2 Exhibit4.12.TypicalBikeLaneCrossSections
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Forroadwayswherethebikelaneisimmediatelyadjacenttoacurb,guardrails,orotherverticalsurface, theminimumbikelanewidthis5feet(1.5m),measuredfromthefaceofacurborverticalsurfaceto thecenterofthebikelaneline.Therearetwoexceptionstothis: Inlocationswithhighermotorvehiclespeedswherea2foot(0.6m)widegutterisused,the preferredbikelanewidthis6feet(1.8m),inclusiveofthegutter. Onextremelyconstrained,lowspeedroadwayswithcurbsbutnogutter(e.g.inlocations withstonecurbs),wherethepreferredbikelanewidthcannotbeachieveddespite narrowingallothertravellanestotheirminimumwidths,a4foot(1.2m)widebikelanecan beused.
Draininletsandutilitycoversaresometimesbuiltsotheyextendpastthelongitudinalgutterjoint.Drain inletsandutilitycoversthatextendintothebikelanemaycausebicycliststoswerve,andhavethe effectofreducingtheusablewidthofthelane.Thisisaparticularproblemiftheminimumoperating widthofthelanefallsbelow3feet(0.9m).Thereforethewidthofthebikelaneshouldbeadjusted accordingly,orelsethestructureshouldberemovedorrelocated(seeSection4.12.8).
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4.6.5. BICYCLE LANES AND ON STREET PARKING

Whenonstreetparkingispermitted,thebicyclelaneshouldbeplacedbetweentheparkinglaneand thetravellane(seeExhibit4.13).Therecommendedbicyclelanewidthintheselocationsis6feet(1.8 m)andtheminimumbicyclelanewidthis5feet(1.5m).Careshouldbetakenwhenprovidingwider bikelanesinareaswhereparkingisscarceorotherwiseindemand,aswiderbicyclelanesmayresultin moredoubleparking. Bikelanesatthesamelevelasthestreetandwithoutphysicalseparationshouldgenerallynotbeplaced betweentheparkinglaneandthecurb.Suchplacementreducesvisibilityatdrivewaysand intersections,increasesconflictswithopeningcardoors,complicatesmaintenance,andpreventsbicycle laneusersfrommakingvehicularleftturns.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Exhibit4.13.ExampleofBikeLaneAdjacenttoParallelParking(photobyTooleDesignGroup)
PARALLEL PARKING
Wherebicyclelanesareinstalledadjacenttoparallelparking,therecommendedwidthofamarked parkinglaneis8feet(2.4m),andtheminimumwidthis7feet(2.1m).Whereparallelparkingis permittedbutaparkinglanelineorstallmarkingsarenotutilized,therecommendedwidthofthe sharedbicycleandparkinglaneis13feet(4m).Aminimumwidthof12feet(3.7m)maybesatisfactory ifparkingusageislowandturnoverisinfrequent. Ingeneralitisthelegalresponsibilityofmotoriststocheckforoncomingtrafficbeforeopeningacar doorintothetraveledway.Insomeurbanareas,bicyclistshavebeenseriouslyinjuredincrasheswith cardoorsthataresuddenlyswungopenbyinattentivedriversandpassengers.Thistypeofcrashismore prevalentinlocationswithhighparkingturnover,suchasmainstreets,commercialstreetswith restaurantsandretailbusinesses,orsimilarareas.Bicyclistscanavoidthistypeofcrashbyridingonthe leftsideofabicyclelane,outsidetherangeintowhichopeneddoorsofparkedvehiclescouldextend. Severalcommunitiesemploymarkingstoencouragecycliststoridefurtherfromparkedcars,suchas providingawiderparkinglane,awiderbikelane,orastripedbufferbetweentheparkinglaneandthe bikelane.ParkingTsextendingintothebikelaneandslightlynarrowerbikelanesymbolsplacedon theleftsideofthebikelanemayencouragebicycliststorideinasaferlocation.
DIAGONAL PARKING
Inareaswithhighparkingdemandandsufficientstreetwidth,diagonalparkingissometimesusedto increaseparkingcapacityandreducetravelspeedsonstreetsthatareexcessivelywide.Bicyclelanes shouldnormallynotbeplacedadjacenttoconventionalfrontindiagonalparking,sincedriversbacking outofparkingspaceshavepoorvisibilityofbicyclistsinthebicyclelane.
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Exhibit4.14.ExampleofBikeLaneAdjacenttoBackinDiagonalParking(photobyTooleDesign Group) Theuseofbackindiagonalparking(seeExhibit4.14)canhelpmitigatetheconflictsnormallyassociated withbikelanesadjacenttoangledparking.Therecanbenumerousbenefitstobackindiagonalparking forallroadwayusers: Improvedsightdistancebetweenexitingmotoristsandothertrafficcomparedtoparallel parkingorfrontinangledparking. Noconflictbetweenbicyclistsandopencardoors. Easierloading/unloadingofvehicles. Passengers(includingchildren)arenaturallychanneledtowardthecurbwhenalighting. Loadingandunloadingofthetrunkoccursatthecurb,notinthestreet. Whenbikelanesareplacedadjacenttobackindiagonalparkingspaces,parkingbaysshouldbelong enoughtoaccommodatemostexpectedvehicles.
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4.7. BICYCLE LANE SIGNS AND MARKINGS

Bicyclelanesaredesignatedforpreferentialusebybicyclistswithanormalsolidwhiteline(4to6inch or100150mmwide)andoneofthe(two)standardbikelanesymbolmarkings,whichmaybe supplementedwiththedirectionalarrowmarking.Optionalbikelanesignsmaybeusedtosupplement thepavementmarkings. StandardsandguidanceforapplyingtheseelementscanbefoundintheMUTCD(1).Supplemental guidanceisprovidedbelow. 76 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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4.7.1. BICYCLE LANE LINES
Abikelaneshouldbedelineatedfromthemotorvehicletravellaneswithanormalsolidwhiteline.Bike lanelinescanbedottedatlocationswheretherewillbefrequentmergingactivitybybicyclistsor motoristsacrossthelaneline.DetailsaboutusingdottedlinesatintersectionsareprovidedinSection 4.8.Bikelanescanalsobedottedatbusstopsorbuspullouts.Bicyclelanelinesshouldremainsolidand notdottedatunsignalizeddrivewaysandalleys(seeExhibit4.15). Raisedpavementmarkers,curbs,posts,orbarriersshouldnotbeusedtoseparatebicyclelanesfrom adjacenttravellanes.Raiseddevicesarehazardoustobicyclistsbecausetheyarefixedobjects immediatelyadjacenttothetravelpathofthebicyclist.Inaddition,raiseddevicescandiscourageor preventrightturningmotoristsfrommergingintothebicyclelanebeforeturning.Raiseddevicescan alsomakeitmoredifficulttomaintainthebicyclelane. Anormalsolidlinecanbeusedtoindicatetheoutsideedgeofthebikelaneinlocationswithnocurbsor wheretheedgeoftheroadwayispoorlydefined. Whereabicyclelaneisadjacenttoaparkinglane,theparkingareashouldbedefinedbyparkingspace Tmarkingsoranormalsolidwhiteline.Suchmarkingsencourageparkingclosertothecurbandcan helpmakeclear,duringtimesoflowparkingusage,thattheparkinglaneandbicyclelanearenota travellane.MoreinformationonbikelanesadjacenttoonstreetparkingcanbefoundinSection4.6.5.
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1 2 3 4 5 Exhibit4.15.TypicalBikeLanePavementMarkings
Stripedbuffersmaybeusedtoprovideincreasedseparationbetweenabikelaneandanotheradjacent lanethatmaypresentconflicts,suchasaparkinglanewithhighturnoverorahigherspeedtravellane. Thebenefitsofadditionallateralseparationshouldbeweighedagainstthedisadvantages;abuffer 78 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 betweenthebikelaneandtheadjacentmotorvehicletravellanesplacescyclistsfurtherfromthe normalsightlinesofmotorists,whoareprimarilylookingforvehiclesinthenormaltravellanes,and buffersbetweenthetravellaneandbikelanereducethenaturalsweepingeffectofpassingmotor vehicles,potentiallyrequiringmorefrequentmaintenance.
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4.7.2. BICYCLE LANE MARKINGS

AsdetailedintheMUTCD(1),abikelaneshouldbemarkedwithstandardbikelanemarkingstoinform bicyclistsandmotoristsoftherestrictednatureofthebikelane.Markingsshouldbeplacedaftereach intersectionorsignalizeddriveway.Supplementarymarkingsmayalsobeplacedinavisiblelocationon abikelanethatisenteringtheintersection(priortothecrosswalk),toremindbicyclistsnottoenterthe bikelaneonthewrongsideoftheroad.However,inurbanareaswithshortblocklengths,thismay resultinanoverabundanceofbicyclelanemarkings.Ingeneral,duetothecomplexityofurbanstreets, flexibilityisnecessaryinplacingbicyclelanemarkings. Additionalmarkingsmaybeplacedatperiodicintervalsonbicyclelanes,toremindmotoristsofthe potentialpresenceofbicyclists,especiallyinareaswheremotoristsareexpectedtocrossbikelanes.In suburbanareaswithlongdistancesbetweenintersectionsandlittleroadsideactivity,bikelanesymbols canbeasfarapartas1000feet(305m)ormore.Inurbanareaswheremotoristsmakeparking maneuversacrossbikelanesorwherethereissignificantdrivewaydensity,itmaybeappropriateto spacethesymbolsasoftenasevery100feet(30m).
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1 2 3 4 5 6 7 8 Exhibit4.16.BikeLaneSymbolMarkings
TheMUTCD(1)allowsoneofthetwostandardbicyclelanesymbolmarkings(orthewordsBIKELANE) andadirectionalarrowasshowninExhibit4.16.Allbicyclelanemarkingsshouldbewhiteand retroreflective. Careshouldbetakentoavoidplacingsymbolsinareaswhereturningmotorvehicleswoulddamageor obliteratethemarkings,e.g.atdrivewaysandtheareaimmediatelyadjacenttoanintersection(Exhibit 4.17).
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1 2
Exhibit4.17.ExampleofSymbolPlacementtoAvoidPrematureWear
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4.7.3. BICYCLE LANE SIGNS

Duetotheclutterednatureoftheroadsideinmosturbanareas,whichreducestheeffectivenessof signs,bicyclelanemarkingsaretypicallytheprimaryindicationtomotoristsandbicyclistsofthe restrictednatureofbikelanes.Signsmaybeusedtosupplementbicyclelanelinesandmarkings; howevertheyarelesseffectiveonstreetswithonstreetparking. ThestandardBIKELANE(R317)sign(seeExhibit4.18)withtheAHEAD(R317aP)plaquemaybeplaced inadvanceofthestart(upstreamend)ofabicyclelane.TheBIKELANEsignwiththeENDS(R317bP) plaqueshouldbeplacedatasufficientdistancetogivewarningtothebicyclistthatthelaneisending. TheBIKELANEENDSsignshouldnotbeusedwhereabikelanechangestoanunmarkedshoulder,for exampleattheurbanorsuburbanfringe,orattemporaryinterruptionsinabikelane. BIKELANEsignsmayalsobeplacedasneededatperiodicintervalsalongabicyclelane.Spacingofthe signshouldbedeterminedbyengineeringjudgmentbasedonprevailingspeedofbicycleandother traffic,blocklength,distancesfromadjacentintersections,andotherconsiderations.Bikelanemarkings aretypicallyusedmorefrequentlythanBIKELANEsigns.WheretheBIKELANEsignisused,however,it shouldgenerallybeplacedadjacenttoabikelanepavementmarking.
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1 2 3 4 5 6 7 8 9 Exhibit4.18.BikeLaneSign Iftheinstallationofsignsisnecessarytoreducetheinstancesofparking,standing,orstoppingina bicyclelane,theNOPARKINGBIKELANEsigns(R79orR79a)orothersignsrestrictingparkingor stoppingshouldbeinstalled. R3-17
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4.8 BICYCLE LANES AT INTERSECTIONS

Mostconflictsbetweenbicyclistsandmotorvehiclesoccuratintersectionsanddriveways.Theriskof crossingpathconflictsisincreasedbecausebicyclistsaregenerallylessconspicuousthanmotorvehicles andtendtoridealongtheperipheryofthemaintrafficpathsonwhichmotoristsconcentratetheir attentionwhilenavigatingintersections. Goodintersectiondesignclearlyindicatestobicyclistsandmotoristshowtheyshouldtraversethe intersectionandgenerallyadherestothefollowingprinciples: Freeflowingandhighspeedturningmovementsbymotorvehiclesshouldbeavoided. Adequatelightingshouldbeprovidedtoilluminateallusers. Thedesignshouldenablethebicyclistsroutethroughtheintersectiontobedirect,logical,and similartothepathofmotorvehicletraffic. Actuatedsignalsshouldbedesignedtodetectthepresenceofbicycles. Signalgreenintervalsandclearanceintervalsshouldbesufficienttoallowcycliststoreachthe farsideoftheintersection. Signalsshouldbetimedsotheydonotimpedebicyclistswithexcessivelylongwaits. Accessmanagementpracticesshouldbeusedtoremoveexcessiveconflictpoints.
GuidanceonsignaltimingandbicycledetectionisprovidedinSections4.12.3and4.12.4.Bikelanesare notnormallystripedthroughthemiddleofintersections;however,whereextraguidanceisneededit maybeappropriatetouseadottedextensionlinetoguidebicycliststhroughanundefinedarea. Compactintersectionswhereroadsmeetat(ornearlyat)rightanglesaremostfunctionalforcyclists. Acuteangleintersectionswiththreeorfourlegsarelessdesirable,becausesometurningmovements
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1 2 3 4 5 6 7 8 9 10 11 12 canbemadeathigherspeeds,whichcreatesconflictswithbicycliststravelingstraight.Also,trucks turningonobtuseangleshaveblindareasontheirrightsides.However,thepresenceofanacuteangle intersectionalongacandidatebicyclerouteshouldnotdisqualifyitfromdesignationifnoconvenient alternativerouteisavailable.Acuteangleintersectionsareoftenfoundinolderbuiltupareaswhere diagonallyintersectingstreetsoftenprovidethemostdirectandpracticalbicycleaccesstodestinations. Variouspracticesareusedtoimprovethefunctionalityofacuteangleintersections: Approachescanberealigned,asdescribedintheAASHTOGreenBook. Anintersectionwithmorethanfourlegscanbereconfiguredsothatonlytworoadscross,by closingaminorapproachorbyoffsettingittoanewnearbyminorintersection. Dottedbicyclelaneextensionlinescanbeusedtoguidebicycliststhroughlong,undefinedareas atlarge,skewed,ormultilegintersections. Acomplexintersectioncansometimesbeconvertedtoaroundabout.
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4.8.1. RIGHT TURN CONSIDERATIONS

Rightturnsarerelativelyeasyforbicyclists,sincetheytypicallyrideontherightsideoftheroadway.On approachestointersectionsthatdonothaverightturnonlylanes,bikelanelinesareeithersolidor dotted(seeExhibit4.15).Thechoicebetweensolidordottedlinesshouldbebasedonseveralfactors, includingthevolumeofrightturningmotorvehicles,thespeedofmotorvehicletraffic,thetypesof vehiclesthattypicallyusetheintersection,andthecontextofthesurroundingarea(e.g.urbanvs. suburban,etc.).Forexample,dottedlinesaremoreimportantwheretherearemorerightturning vehicles,orwhereheavyvehiclesfrequentlyturnright.Thedottedlineisintendedtoprovidea reminderthatmergingmovementscanbeexpectedinthisarea. Statevehiclecodesshouldbeconsultedaswell,asthepresenceofasolidbicyclelanelineatthe approachtoanintersectionmaydiscouragemotoristsfrommergingbeforeturningright,asrequiredby lawinsomestates.Thiscanresultinconflictswhenmotoriststurnacrossthepathofcyclists. Ifadottedlineisused,itshouldbegin50to200feet(15to60m)priortothecrosswalk(oredgeofthe intersectionifnocrosswalkexists).Thebikelanelineshouldresumewithasolidlineonthefarsideof theintersection(outsidecrosswalkarea). Anintersectiondesignedwithlargecornerradiiallowsmotoriststoturnathigherspeeds,thusmakingit moredifficultforbicycliststosafelymergeleft.Cornerradiishouldbeassmallaspractical,butshould belargeenoughtoaccommodatelargevehicles(busesorheavytrucks)thatfrequentlyturnrightatthe intersection.
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1 2 3 4 5 6 7 8 9 10 11 12 13 Exhibit4.19.ExamplesofBikeLanesApproachingRightTurnOnlyLane(withandwithoutparking)
Rightturnonlylanesareoftenusedwherehighvolumesofrightturningmotorvehiclevolumeswarrant anexclusiverightturnlanetoimprovetrafficflow.Thecorrectplacementofabikelaneisontheleftof anexclusiverightturnlane,asshowninExhibit4.19.Thethroughbicyclelaneshouldbeaminimumof4 feet(1.2m)wide,however5feet(1.5m)ispreferabletoprovidecomfortableoperatingspace,andto allowuseofafullsizebicyclesymbol.Bikelanelinesshouldbeusedonbothsidesofthelane,per Section4.7.2. Incorporatingthebikelanetotheleftoftherightturnonlylaneenablesbicyclistsandrightturning motoriststosorttheirpathsbydestinationinadvanceoftheintersection,avoidinglastmoment conflictsandprovidingthefollowingbenefits: Bicyclistsareencouragedtofollowtherulesoftheroad:throughvehicles(includingbicyclists) proceedtotheleftofrightturningvehicles. 84 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 Mergingmovementsoccurawayfromtheintersection,andareofteneasiertomanagefor bicyclistsandotherroadusersthanaturningconflict.
Motoristsarerequiredtoyieldtobicyclistsattheentrancetotherightturnonlylane.TheBEGINRIGHT TURNLANEYIELDTOBIKES(R44)signmaybeusedtoremindmotoristsenteringtheturnlaneoftheir obligationtoyieldtobicyclistswhoarecontinuingthroughtheintersectioninthebikelane(becauseof theroadrulethatanoperatorleavinghislaneyieldstoanoperatoronapathbeingenteredorcrossed). Insituationswhereathroughtravellanebecomesarightturnonlylane(seeExhibit4.2.),bicyclistsneed tomovelaterallytoweaveacrossthetravellane.Therefore,thebikelanealongthecurbshouldbe dropped,andabicyclelaneshouldbeintroducedontheleftsideoftherightturnlane.Thebikelane lineshouldnotbestripeddiagonallyacrossthetravellane,asthisinappropriatelysuggeststobicyclists thattheydonotneedtoyieldtomotoristswhenmovinglaterally.Thisscenarioistheleastpreferred optionandshouldbeavoidedwherepracticable.Inthissituation,theBEGINRIGHTTURNLANEYIELDTO BIKESsignshouldnotbeused,sincebicyclistsaretheuserswhoneedtoyieldastheyareweaving acrossthepathofmotorvehicletraffic.
15 16 17 18 19 20 21 22 23 24 25 26 27 Exhibit4.20.ExampleofBikeLanewithThroughLaneTransitioningtoRightTurnOnlyLane
Theuseofdualrightturnonlylanesshouldbeavoidedonstreetswithbikelanesunlessabsolutely necessarytoaccommodateheavyrightturnvolumes.Wheretherearedualrightturnonlylanes,the bicyclelaneshouldbeplacedtotheleftofbothrightturnlanes,inthesamemanneraswherethereis justonerightturnonlylane.Ononewaystreetswithdualrightturnlanes,abikelaneonthelefthand sideoftheroadmayreduceconflictsandshouldthereforebeconsidered(seeSection4.6.3). Anoptionalthroughrightturnlanenexttoarightturnonlylaneshouldnotbeusedwherethereisa throughbicyclelane.Ifacapacityanalysisindicatestheneedforanoptionalthroughrightturnlane, thebicyclelaneshouldbediscontinuedattheintersectionapproach.Itmaybepossibletoeliminatethe throughrightoptionlanebyusingothermethodsofhandlingtherightturntrafficvolume(e.g.two rightturnonlylanesasdescribedabove,orsignaltimingandphasingchangeslikeadditionalgreentime orarightturnoverlap).Anengineeringanalysiswillbeneededinordertodeterminethefeasibilityof 85 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 theseoptions.Ifthelaneassignmentcannotbechanged,sharedlanemarkingsmaybeplacedinthe centerofthethroughrightoptionlanetoprovideadditionalguidancetocyclistswhowishtoproceed straight. Atlocationswithheavyrightturnbicyclevolumes,itmaybeappropriatetoincludeabicyclerightturn laneontherightsideofthegeneralrightturnlane.Thisdesignshouldonlybeconsideredwhere turningvehicleswillnotencroachintotheturningbicyclistspath.Wayfindingsignageshouldbe providedinadvanceoftheturnlane,sobicyclistscanselecttheappropriatelane.Thereceivingstreet shouldbecompatibleforbicycling.Athroughbikelaneorsharedlanemarkingshouldalsobeincluded toguidebicyclistswhowanttocontinuestraight(assumingthisisalegalmovement).
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4.8.2. LEFT TURN CONSIDERATIONS

AsdescribedinChapter3,therearetwomethodsforbicycliststomakeleftturns(seeExhibit3.5).In thefirstmethod,thebicyclistmergesleftinadvanceoftheintersectiontoturnfromthesamelocation asotherleftturningvehicles.Inthesecondmethod,thebicyclistproceedsstraightthroughthe intersection,stopsonthefarsideoftheintersection(atthecorner)andturnsthebicycletotheleft,and thenproceedsacrosstheintersectionagainonthecrossstreet,orasapedestrianinthecrosswalk.This methodismorecommoninlocationswithhighvolumesofmotorvehicles,and/orwheretherearehigh speeds,becauseitismoredifficultforbicycliststomergeleft. Wherethereareconsiderablevolumesofleftturningbicyclists,orwhereadesignatedorpreferred bicycleroutemakesaleftturn,itmaybeappropriatetoprovideaseparatebicycleleftturnlane(see Exhibit4.21).
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1 2 Exhibit4.21.ExampleofBikeLeftTurnOnlyLane
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1 2 3 4 5 6 7 8 9 10 11 12 Separatebicycleleftturnlanesmayalsobeappropriateatintersectionsofsharedusepathswith streets,oratotherlocationswhereleftturnsareallowedforbicyclistsbutnotmotorists(e.g.ontoa bicycleboulevard).Attheselocations,bicyclistswantingtoturnleftfromthestreetsystemontothe pathorbicycleboulevardwouldotherwiseberequiredtowaitforoncomingtraffictoclearinthe leftmostthroughtravellane,whichisanexposedlocationthatisuncomfortableforbicyclistsonbusy streets. AsdescribedinSection4.6.3,itissometimesappropriatetoplaceabikelaneontheleftsideofaone waystreet.Inthissituation,wherealeftturnonlylaneisprovidedonanapproach,thebikelaneshould becontinuedalongtherightsideoftheleftturnlane,analogoustothetreatmentforbikelaneswith rightturnonlylanesdescribedabove. Asageneralrule,bikelanesshouldbeterminatedinadvanceofroundabouts.Designmeasuresfor bicyclistsatroundaboutsaredescribedinSection4.12.10.
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4.9 RETROFITTING BICYCLE FACILITIES ON EXISTING STREETS AND HIGHWAYS

Existingstreetsandhighwayscanberetrofittedtoimprovebicycleaccommodationsbyeitherwidening theroadwayorbyreconfiguringtheexistingroadway.Onbusierorhigherspeedruralroads,paved shoulderscanbeaddedtoimprovecomfortforbicyclists.Onurban(curbed)roadways,itmaybe possibletoaccommodatebicyclelanesbyreconfiguringtravellanesor,wherethatisnotpractical,to makeotheradjustmentsthatbetteraccommodatecyclists. Roadwayretrofitsforbicyclefacilitiesarebestaccomplishedaspartofarepavingorreconstruction project.Thisprovidesacleanslateforthenewmarkingpattern,eliminatingtracesoftheoldlinesthat remainvisiblewhenpavementmarkingsareeitherpaintedoverorgroundofftheroadwaysurface. Wherearetrofitrequiresroadwidening,completingtheretrofitduringarepavingprojecteliminatesthe potentialforroughjoints,andreducescostssincetheconstructioncrewisalreadymobilized,andlarger materialquantitiestypicallyresultinbetterprices.Agenciesmayfinditbeneficialtosystematically reviewupcomingresurfacingprojectstoidentifyopportunitiesforbikelaneand/orshoulderretrofits. Whenretrofittingroadsforbicyclefacilities,thewidthguidelinesforbikelanesandpavedshoulders (seeSections4.5and4.6.4)shouldbeapplied.However,undesignatedpavedshoulderscanimprove conditionsforbicyclistsonconstrainedroadwayswhereobtainingthepreferredshoulderwidthsisnot possible.Inthesesituations,aminimumof3feet(0.9m)ofoperatingspaceshouldbeprovided betweentheedgelineandtheedgeofpavement(wherethereisnocurb),thegutterjoint(wherecurb andgutterisused),orthecurbface(wherecurbisusedwithoutagutter).
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1 2 3 4 5 6 7 8 9 Forexample,inaretrofitsituationwherethetotalwidthoftheoutsidelaneis14feet(4.3m),itwould bepreferabletoinsteadprovidea1011foot(3.03.4m)travellaneanda34foot(0.91.2m)shoulder. Restripinga14feet(4.3m)travellaneasa12foot(3.7m)laneanda2foot(0.6m)shoulderisnot recommended.Sincethepavedshoulderwouldnotaccommodatebicycleoperatingwidth,andtryingto avoidorrepeatedlycrossinganedgestripeisuncomfortable,bicyclistswouldneedtorideinthetravel laneinstead.Evenifabicyclistmanagestoride(partlyormostly)onsuchanarrowpavedshoulder,this designmayconveyamisleadingimpressionofadequatewidthtoamotoristovertakingthebicyclistin theadjacenttravellane,wheninfactitwouldbenecessaryforthemotoristtobedrivenatleastpart wayintothenextlaneinordertopassthebicyclistwithadequateclearance.
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4.9.1. RETROFITTING BICYCLE FACILITIES BY WIDENING THE ROADWAY

Whererightofwayisadequate,orwhereadditionalrightofwaycanbeobtained,roadscanbe widenedtoprovidepavedshouldersorbikelanes.Thedecisiontowidentheroadshouldbeweighed againstthelikelihoodthatvehiclespeedswillincrease,whichwillhaveadverseimpactsonbicyclistsand pedestrians.Inurbanandsuburbanareaswithsidewalksorforeseeablepedestrianuse,thegoalof improvingbikeaccommodationshouldbebalancedwiththegoalofmaintainingahighquality pedestrianenvironment,aswell. Wherethepavementisbeingwidenedtoprovidepavedshouldersorbikelanes,andnooverlayproject isscheduled,thefollowingtechniquescanbeusedensurethataroughjointisnotplacedinthe shoulderwherebicyclistsride: Asawcutlocatedattheproposededgelineprovidestheopportunitytoconstructaneven andtightjoint.Thiseliminatesaraggedjointattheedgeoftheexistingpavement. Featheringthenewasphaltontoexistingpavementworksifafinemixisused,andthe featherdoesnotextendacrosstheareatraveledbybicyclists. Wherethereisalreadysomeshoulderwidthandthicknessavailable,apavementgrinder canbeusedtomakeacleancutattheedgeoftravellane,withtheseadvantages: o Lessoftheexistingpavementiswasted. o Theexistingasphaltactsasabase. o Therewillnotbeafulldepthjointbetweenthetravellaneandtheshoulder. o Thegrindingscanberecycledasbaseforthewidenedportion.
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4.9.2. RETROFITTING BICYCLE FACILITIES WITHOUT ROADWAY WIDENING

Inmanyareas,especiallybuiltouturbanandsuburbanareas,physicalwideningisimpractical,and bicyclefacilityretrofitsmustbedonewithintheexistingpavedwidth.Therearethreemethodsof modifyingtheallocationofroadwayspacetoimprovebicyclistaccommodation: 89 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Reduceorreallocatethewidthusedbytravellanes. Reducethenumberoftravellanes. Reconfigureorreduceonstreetparking.
Inmostcases,travellanewidthscanbereducedwithoutanysignificantchangesinlevelsofservicefor motorists.Anoperationalstudymaybenecessarytoevaluatetheimpactofaspecificlane reconfiguration.Onebenefitisthatbicyclelevelofservicewillbeimproved.Creatingshouldersorbike lanesonroadwayscanimprovepedestrianconditionsaswellbyprovidingabufferbetweenthe sidewalkandtheroadway. Otherimprovementsontheoutsideportionoftheroadwaymayalsobeneededduringretrofitprojects, including: Repairingroughorunevenpavementsurfaces. Replacingunsafedrainagegrateswithadesignthatiscompatiblewithbicycleuse(see Section4.12.8). Raising(orlowering)existingdrainagegratesandmanholeorutilitycoverssotheyareflush withthepavement. Wideningtheroadwayatspotlocationstoobtainadequateroadwidth. Whereadditionofbikelanesisplannedasaretrofitproject,theremaybeaportionoftheroadway wherethereisinsufficientwidth,resultinginagap.Sharedlanemarkingscanbeusedonshort segmentsofnarrowerroadwaytoprovidebettercontinuity.Inthesesituations,effortstoreducetraffic speedswillmakethesharedroadwayconditionmorecomfortableforbicyclists.Iftheconstrained segmentismorethanafewblockslong,itmaybeadvisabletoimproveanalternaterouteforcycling; thealternaterouteshouldprovideaccesstothesamedestinations.
REDUCING TRAVEL LANE WIDTH

Insomecases,thewidthneededforbicyclelanesorpavedshoulderscanbeobtainedbynarrowing travellanes.LanewidthsonmanyroadsaregreaterthantheminimumvaluesdescribedbytheAASHTO GreenBook(3)and,dependingonconditions,maybecandidatesfornarrowing. TheAASHTOGreenBook(3)containscriteriafordeterminingappropriatelanewidthsandprovides significantflexibilitytousetravellanesasnarrowas10feet(3.0m)inavarietyofsituations.Evaluation ofsafetyeffectsoftravellanewidthsof10to12feet(3.0to3.7m)onarterialroadwayshasfoundno generalindicationthattheuseofnarrowerwidthswithinthisrangeincreasescrashrates.(4)However, engineeringjudgmentshouldbeapplied.Factorstobeconsideredincludeoperatingspeeds,volumes, trafficmix,horizontalcurvature,useofonstreetparking,andstreetcontext,amongothers.
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REDUCING THE NUMBER OF TRAVEL LANES

Reducingthenumberofmotorvehicletravellanesisoftenreferredtoasaroaddietandisone methodthatcanbeusedtointegratebikelanesonexistingroadways.Thisisastrategythatcanbeused onstreetswithexcesscapacity(moretravellanesthannecessarytoaccommodatetheexistingor projectedtrafficvolumes).Thismaybebecausethestreetswerebuilttoaccommodateaprojected volumethatnevermaterialized,orbecausetrafficvolumeshavedecreasedduetopopulationchanges, orduetochangesinthetransportationsystem. Beforeimplementingaroaddiet,atrafficstudyshouldbeconductedtoevaluatepotentialsafety benefits,toevaluatemotorvehiclecapacityandlevelofservice,toevaluatebicyclelevelofservice,and toidentifyappropriatesignalizationmodificationsandlaneassignmentatintersections. Roaddietshavemanybenefits,oftenimprovingsafety,operationsandlivabilityforpedestrians, bicyclists,adjacentresidents,businesses,andmotorists.Acommonlanereductiontreatmentisto convertanundividedfourlane(twoway)roadwaytoathreelaneroadway(centraltwowayleftturn laneseeExhibit4.22).Benefitsofthistypeofroaddietinclude: Theadditionalspacegainedbyremovingonelanecanbeusedtoprovidebikelanesor shouldersonbothsidesoftheroad. Withonetravellaneineachdirection,topendtravelspeedsaremoderatedbythosewhoare followingpostedspeedlimits,whichimprovessafetyforallusers. Itmaybefeasibletoincludearaisedmedianorsmallrefugeislandsatsomepedestriancrossing locations,makingiteasierandsaferforpedestrianstocrossthestreet. Thereductionfromtwolanestooneineachdirectionvirtuallyeliminatestheriskof"multiple threat"crashes(whereadriverinonelanestopstoyield,butthedriverintheadjacentlane continuesatspeed)forpedestriansandleftturningmotoristsandbicyclists. Leftturnlanesprovideaplaceformotoristsandbicycliststowaittomakealeftturn,reducing theincidenceofleftturnrearendcrashes. Sideswipecrashesarereducedsincemotoristsnolongerneedtochangelanestopassavehicle waitingtoturnleftfromtheleftmostthroughlane. Lesstrafficnoise(duetoreducedspeeds)andgreaterseparationfromtrafficforpedestrians, residents,andbusinesses.
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1 2 3 4 5 6 7 8 9 10 Exhibit4.22ExampleofRoadDiet
Thesefourlanetothreelaneconversionscanhavepotentialoperationalbenefitsaswell,particularly onstreetswithhighnumbersofleftturningvehicles,whichimpedetrafficintheleftmostthroughlane ofafourlaneundividedstreet.Fourlaneundividedstreetswithtrafficvolumeslessthan15,000 vehiclesperdayarecandidatesforfourlanetothreelaneconversion;streetswithhighervolumes usuallyrequireamoredetailedengineeringstudythatincludesrecommendationsforsignaltiming changesandotherenhancementsatintersections.Therearemanyexamplesoffourlanetothreelane conversionswith15,000to20,000vehiclesperdayandafewexampleswhereconvertedstreetsare carryingover20,000vehiclesperday.(5)
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Exhibit4.23RoadDietBeforeandAfter(PhotobyJenniferSelby) Onewaystreetsmayofferopportunitiestoinstallbikelanesthroughlanereductions.Manyoneway coupletswereoriginallytwowaystreets,andintheconversion,allavailablespacewasconvertedto onewaytravellanes.Asaresult,manyonewaystreetsoperatewellbelowtheircapacity.Sinceonly onebikelaneisneededonaonewaystreet,removingatravellanecanprovideadditionalspacefor otherfeaturessuchasonstreetparkingorwidersidewalks.Asmentionedearlierinthischapter,both legsofaonewaycoupletshouldincludebikelanes.
REDUCING ON STREET PARKING

Onstreetparkinghasbothpositiveandnegativeeffectsonvariousroadusersandneighbors.Onstreet parkingmayserveresidents,helpkeeptraditionalstreetorientedbusinessesviable,provideabufferfor pedestrians,andhelpkeeptrafficspeedsdown.Butonstreetparkingcanalsocreateconflictsfor bicyclistsandmotorists,andusesroadwidththatmightotherwisebeusedforbicyclelanes.Removing orreducingonstreetparkingtoinstallbikelanesrequirescarefulnegotiationwiththeaffected businessesandresidents.Itmaybepossibletoaccommodatemoreparkingonsidestreets,orto consolidateitinnewlycreatedparkingbaysorinshared(offstreet)parking.Aparkingstudycanbe conductedtodetermineifthese(andother)solutionsarefeasible.
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1 2 3 4 5 6 7 8 9 10 11 12 REMOVING PARKING ON ONE SIDE Onmoststreetswithparkingonbothsides,removalofallonstreetparkingisnotnecessary.One strategyistoremoveparkingfromonesideofastreet,combinedwithminoradditionallanenarrowing. Typically,itisbesttoremoveparkingonthesideofthestreetwithfewerresidencesorbusinesses,or thesidewithresidencesratherthanbusinesses.Itisnotnecessarytoretainparkingonthesamesideof theroadthroughanentirecorridor.Alternatingparkingfromonesidetotheothercancreateatraffic calmingeffectaswell. CONVERTING DIAGONAL PARKING TO PARALLEL PARKING Anotherstrategytoaddbicyclelanesistoconvertdiagonalparkingtoparallelparking.Itisusually sufficienttoconvertonlyonesideofastreettoparallelparking,therebyreducingparkingbylessthan onefourth.Tobecompatiblewithbikelanes,anyremainingdiagonalparkingshouldbeconvertedto backindiagonalparking(seeSection4.6.5).
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4.10. BICYCLE BOULEVARDS

Abicycleboulevardisalocalstreetorseriesofcontiguousstreetsegmentsthathavebeenmodifiedto functionasathroughstreetforbicyclistswhilediscouragingthroughautomobiletravel.Localaccessis maintained. Bicycleboulevardscreatefavorableconditionsforbicyclingbytakingadvantageoflocalstreetsandtheir inherentlybicyclefriendlycharacteristics:lowtrafficvolumesandoperatingspeeds.However,without someimprovements,localstreetsareusuallynotcontinuousenoughtobeusedforlongtrips.For example,wheretheyintersectabusythoroughfare,itcanbedifficultforbicycliststofindadequategaps tocross.Therefore,aseriesofphysicalandoperationalchangesareneededtoensurebicyclistscan travelalongabikeboulevardwithrelativeease. Bicyclistsridingonbikeboulevardstypicallysharetheroadwaywithothertraffic.Somesegmentsmay beonbusierroadswithbikelanes.Inlocationswherestreetsegmentsdonotconnect,shortsectionsof pathsmaybeusedtoconnectculdesacsanddeadendstreets.Bicycleboulevardsshouldbelong enoughtoprovidecontinuityoveradistancetypicalofanaverageurbanbicycletrip(25miles),but theycanalsobeusedforshorterdistanceswhenneededtoconnectpathsegmentsinconstrained environments,orasashortsegmentonaroutebetweenaneighborhoodandaschool. Abicycleboulevardincorporatesseveraldesignelementstoaccommodatebicyclists.Thesemayinclude, butarenotlimitedto:
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Trafficdivertersatkeyintersectionstoreducethroughmotorvehicletrafficwhilepermitting passageforthroughbicyclists; Attwowaystopcontrolledintersections,priorityassignmentthatfavorsthebicycle boulevard,sobicyclistscanridewithfewinterruptions; Neighborhoodtrafficcirclesandminiroundaboutsatminorintersectionsthatslowmotor vehicletrafficbutallowbicycliststomaintainmomentum; Othertrafficcalmingfeaturestolowermotorvehiclespeedswheredeemedappropriate; Wayfindingsignstoguidebicyclistsalongthewayandtokeydestinations; Sharedlanemarkingswhereappropriatetoalertdriverstothepathbicyclistsneedtotake onasharedroadway; Crossingimprovementswheretheboulevardcrossesmajorstreets.Techniquesforthis purposeinclude,butarenotlimitedto: o Atrafficsignal,wherewarranted,oracrossingbeacon.Toensurethatcyclistscan activatethesignal,bicyclesensitiveloopdetectors(withdetectorpavementmarkings), orpushbuttonsthatdonotrequiredismountingareneeded. Medianrefugeswideenoughtoprovidearefuge(8feet[2.4m]min)andwithan openingwideenoughtoallowbicycliststopassthrough(6feet[1.8m]min). Curbextensionsonacrossedthoroughfarewithonstreetparking,soastoallow approachingbicyclistsanopportunitytopullpastparkedcarstogetabetterviewof approachingtraffic.
Notallbicycleboulevardswillrequireallthetreatmentslistedabove.Alocalstreetmayalreadyhave manyofthedesiredcharacteristicsandmayonlyneedwayfindingsignsforcontinuity;otherstreetswill needvaryinglevelsoftreatment.
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4.11. BICYCLE GUIDE SIGNS/WAYFINDING

Bicycleguidesignscanhelpbicyclistsnavigatewithinandbetweenavarietyofdestinationsinurban, suburban,andruralareas.Considerationsforplanningbicyclewayfindingsystemsarediscussedin detailinChapter2.TheMUTCD(1)providesstandardsandguidelinesforthedesignandplacementof bicycleguidesigns.Thissectionprovidessupplementalinformationregardingthesesignsystems. AsdescribedinChapter2,thereareseveraltypesofbicycleguidesignsthatcanbeused. 95 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 TheDseries(greenbikeroutesignandvariousdestinationplaques)includesthegreenBIKEROUTEsign (D111),aswellasanalternativesignthatreplacesthewordsBIKEROUTEwithadestinationorroute name(D111c)(seeExhibit4.24). 4
5 6 7 8 9 10 11 12 13 Exhibit4.24.DSeriesSigns
AvarietyofwayfindingdestinationsignoptionscanbeusedeitherinconjunctionwiththeD11sign,or independently.D1signs(seeExhibit4.25)provideacombinationofdestinationnames,arrows,and mileageinformationthatcanbeveryhelpfultobicyclists.Thesesignscanbestackedforuptothree destinationsindifferentdirectionsandincludeadirectionalarrowandabicyclesymbol,plusa destinationname(D11b,D12b,D13b),oradestinationandamileage(D11c,D12c,D13c).D1signs intendedforbicyclistguidanceshouldincludethebicyclesymbolasshownintheMUTCD,unlessthe signassemblyalreadyincorporatesaD11signthatcontainsabicyclesymbol.
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Exhibit4.25.D1WayfindingSigns UseofD1signscaneliminatetheneedformultipleD11signsandsupplementaryplaquesatbikeway intersectionsordirectionchangesandcangreatlysimplifythesigningattheselocations.TheD11signis stillappropriateasaconfirmingroutedestinationsignbeyondtheintersectionordirectionalchange. TheM18/M18asignsareappropriateforlocalandregionalnetworksofnumberedorletteredroutes, andtheM19signisreservedforU.S.BicycleRoutesthathavebeendesignatedbyAASHTO.Chapter2 containsadditionalinformationonthesesigntypes. Bicycleguidesignsmustbevisibletobicyclistsandorientedsobicyclistshavesufficienttimeto comprehendthesignandchangetheircourseifnecessary.Whenappropriate,bicycleguidesignsmay beplacedonexistingpostsandlightpolestoreducesignandpostclutter.However,theMUTCD prohibitsdisplayingcertaintypesofsignsonthesamepostandshouldthereforebeconsulted.(1) Guidesignsshouldbeplacedatlocationswhereabikerouteturnsatanintersection,wherebikeroutes crossoneanother,andwherebikeroutescrossmajorroadways(seeExhibit4.26).Directionalarrows aretypicallyhorizontalorvertical,howeveraslopingarrowmaybeusedifitconveysaclearerindication 97 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 ofthedirectionbicyclistsshouldtravel.Atlargeorcomplexintersections,itmaybeappropriatetoplace signsatboththenearandfarsideoratmultiplelocations.Inruralareas,guidesignsshouldbeplaced atintersectionswithmajorroadsandatamaximumspacingof3miles(5km)insectionswithno intersections.
5 6 Exhibit4.26.TypicalBicycleGuideSignageLayout
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1
4.12. OTHER ROADWAY DESIGN CONSIDERATIONS
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4.12.1. RAILROAD CROSSINGS

Railroadtracksthatcrossroadsorsharedusepathsonadiagonalcancausesteeringdifficultiesfor bicyclists.Dependingontheangleofthecrossing,thewidthanddepthoftheflangewayopening,and pavementunevenness,abicyclewheelmaybeturnedfromitscourse.Byimprovingsmoothnessand flangeopening,theanglemaybelesscritical.Thefollowingisamoredetaileddiscussionoftheseissues. CrossingAngle Theriskofafalliskepttoaminimumwheretheroadwayorsharedusepathcrossesthetracks at90.Iftheskewangleislessthan45,specialattentionshouldbegiventothebikeway alignmenttoimprovetheangleofapproach,preferablyto60orgreater,sobicyclistscanavoid catchingtheirwheelsintheflangeandlosingtheirbalance(seeExhibits4.27and4.28). Effortstocreatearightanglecrossingatasevereskewcanhaveunintendedconsequences,as thereversingcurvesrequiredforarightangleapproachcancreateotherproblemsforbicyclists. Itisoftenbesttowidentheroadway,shoulder,orbikelanetoallowbicycliststochoosethe paththatsuitstheirneedsthebest.Onextremelyskewedcrossings(30orless),itmaybe impracticabletowidentheshouldersenoughtoallowfor90crossing;wideningtoallow60 crossingorbetterisoftensufficient.Itmayalsobehelpfultopostawarningsignatthese locations. CrossingSurfaces Thefourmostcommonmaterialsusedatrailroadcrossingsareconcrete,rubber,asphalt,and timber.Concreteperformsbest,evenunderwetconditions,asitprovidesthesmoothestride. Rubbercrossingsarequiterideablewhennew,buttheyareslipperywhenwetanddegrade overtime.Asphaltissmoothwhenfirstlaid,butcanheaveovertimeandmustbemaintainedto preventabuildupnexttothetracks.Timberwearsdownrapidlyandisslipperywhenwet. FlangeOpening Theopenflangeareabetweentherailandtheroadwaysurfacecancatchabicyclewheel, causingtheridertofall.Flangewidthshouldbeminimizedwhenpractical.Lightrailandtrolley linesrequireonlyanarrowflange,whereasheavyrailrequiresawiderflange.Thereare flangewayfillerproductsthatcanbeusedonheavyraillineswithoccasionallowspeedrail traffic,suchasonspurlines.Theserubberfillersaredepressedbytherailwheelsastheyride overthefiller;thefillerrisesagainafterthetrainhaspassedbytokeeptheflangewayopening limited. 99 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2
Exhibit4.27.CorrectionforSkewedRailroadCrossingSeparatePathway
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1 2
Exhibit4.28.CorrectionforSkewedRailroadCrossingWidenedShoulder
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4.12.2. OBSTRUCTION MARKINGS

Barriersandobstructions,suchasabutments,piers,roughgrates,andotherfeaturesconstrictinga bikewayshouldbeclearlymarkedtogaintheattentionofapproachingbicyclists.Thistreatmentshould beusedonlywheretheobstructionisunavoidable,andshouldnotsubstituteforgoodbikewaydesign; removingtheobstructionispreferred.AnexampleofanobstructionmarkingisshowninExhibit4.29. Equation41providestheformulafordeterminingthetaperlength. Signs,reflectors,diagonalyellowmarkings,orothertreatmentsmayalsobeappropriatetoalert bicycliststopotentialobstructions.
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1 2 3 Exhibit4.29.ObstructionMarking
USCustomary Metric
L = WV
where: L W V = = = taperlength(ft) offsetwidth(ft) bicycleapproachspeed(mph) where: L W V = = =
L = 0.62WV
(46)
taperlength(m) offsetwidth(m) bicycleapproachspeed(km/h)
4 5 Equation41.FormulaforDeterminingTaperLengthforObstructionMarkings
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4.12.3. TRAFFIC SIGNALS

Trafficsignalsassignrightofwaytovarioustrafficmovementsatintersections.Traditionally,signal designhasbeendeterminedbytheoperatingcharacteristicsofmotorvehicles.Bicycliststypicallyuse thesametravelledwayandsignaldisplaysasmotorists.Bicyclistshoweverhavesignificantlydifferent operatingcharacteristics,anditisthereforeadvisabletoadjustsignaloperationsforbicyclists.Although nonmotorizedusersofvarioustypesmaycrossatanintersection,thissectionaddressesonlythe requirementsofbicyclists. 102 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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SIGNAL CONSIDERATIONS FOR BICYCLISTS

Thedifferencesinoperatingcharacteristicsofbicyclistshaveanimpactonsomesignaldesignelements. Importantfactorstoconsiderarethespeedsandbehaviorsofbicyclists.Experiencedbicyclistsonhigher classificationroadways(majorstreets)aretypicallycomfortableenteringintersectionsinthemidtolate greenduetolongergreensavailableformajorthoroughfares.Howeverbicyclistsoncrossstreetstend toslowdownapproachingtheintersectionevenwhenapproachingonagreen,inordertostartatthe beginningofgreen.Mostbicycliststendtostopattheonsetofyellowinthetrafficsignal.Childrenand seniorbicyclistsoftenusecrosswalksandpedestrianpushbuttonstocross,thereforethesefacilities shouldbeaccessibletobicyclistswhomaywishtoproceedthroughtheintersectioninthismanner. Thesebehaviorsandpreferenceshaveanimpactontheselectionofsignaltimingparameterssuitable forbicyclists.Itisthereforeimportanttoevaluatebicycleneedsatatrafficsignalbyconsideringthe scenariosofastoppedbicycleandarollingbicycle. Thesignalparametersthatshouldbemodifiedtoaccommodatebicyclists,whenappropriate,arethe minimumgreeninterval,allredinterval,andextensiontime: Minimumgreenisintendedtosafelyclearavehiclethroughtheintersectionfromastopped position.Bicyclesrequirealongerminimumgreenthanautomobiles.Somecontrollershavea bicycleminimumgreenparameterwhichcanbeusedtoservicebicyclists. Theallredintervalisusedtoprovidetimeforcrossingvehiclestoapproachorpassbeyondthe farsideofanintersection. Extensiontimeorpassagetimeisthetimeadetectedautomobileorbicyclistneedstoextend thegreenindicationtoprovideenoughtimetocleartheintersectionbeforeagreenindicationis displayedtoconflictingtraffic.
Theyellowintervalisbasedontheapproachspeedoftheautomobilesandisusuallybetween3and6 secondsinduration.Generally,yellowchangeintervalscalculatedforautomobilesusingcommonly acceptedformulasareadequateforbicycles. Insomeinstancesitmaybeappropriatetoindicatethatasignalheadisintendedfortheexclusiveuse ofbicyclists.AsigncanbeaddednearthesignalheadthatstatesBICYCLESIGNAL.Thismaybe appropriatewherebicyclistsshareasignalphasewithpedestriansorhavetheirownphase.Itmayalso beappropriateatsomepathcrossingsofroadways.
STOPPED BICYCLIST
Whenanapproachreceivesagreenindication,astoppedcyclistneedsenoughtimetoreact,accelerate andcrosstheintersectionbeforetrafficonthecrossingroadwayenterstheintersectiononitsgreen. Thisisreferredtoasstandingbicyclecrossingtime,andisusedtodeterminethebicycleminimumgreen
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1 2 (BMG)time.IntersectioncrossingtimeforacyclistwhostartsfromastopandattainscrossingspeedV withintheintersectionisgivenby:
BCT s tan ding = PRT +
V (W + L) + 2a V
where:
BCT s tan ding = PRT +
V (W + L ) + 2a V
where:
BCTstanding =
W L V PRT a = = = = =
BCTstanding bicyclecrossingtime(s) intersectionwidth(ft) W typicalbicyclelength=6ft(seechapter L 3forotherdesignusers) attainedbicyclecrossingspeed(ft/s) V

perceptionreactiontime=1s 2 bicycleacceleration(1.5ft/s) PRT a
= = = = = =
bicyclecrossingtime(s) intersectionwidth(m) typicalbicyclelength=1.8m(see chapter3forotherdesignusers) attainedbicyclecrossingspeed(m/s) perceptionreactiontime=1s 2 bicycleacceleration(m/s)
3 4 5 6 7 8 9 10 11 12 Equation42.StandingBicycleCrossingTime
Mostcyclistscanaccelerateatarateofatleast1.5ft/s2(0.5m/s2)andcanobtainaspeedofatleast10 mph(14.7ft/s)[16km/h(4.5m/s)]. Bicyclistswhobegincrossinganintersectionfromastandingstartonanewgreentakemoretimeto crossthanrollingcyclistswhoenterongreen,sincetheyhavetoaccelerate.Thistimeisusuallymore criticalforcyclistsonminorroadapproaches,sinceminorroadcrossingdistanceisordinarilygreater thanmajorroadcrossingdistance.Bicycleminimumgreenisdeterminedusingthebicyclecrossingtime forstandingbicyclesandclearancetimeasfollows:
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USCustomary Metric
BMG = BCT s tan ding Y Rclear
BMG = BCT s tan ding Y Rclear
BMG = PRT +
where: BMG Y R clear W L V PRT a = = = = = = = = =
V (W + L) + Y Rclear 2a V
where:
BMG = PRT +
V (W + L) Y Rclear + V 2a
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
bicycleminimumgreentime(s) bicyclecrossingtime(s) yellowchangeinterval(s) allred(s) intersectionwidth(ft) typicalbicyclelength=6ft(seechapter 3forotherdesignusers) bicyclespeedcrossinganintersection (ft/s) perceptionreactiontime=1s bicycleacceleration(ft/s)2
BMG Y R clear W L V PRT a
= = = = = = = = =
bicycleminimumgreentime(s) bicyclecrossingtime(s) yellowchangeinterval(s) allred(s) intersectionwidth(m) typicalbicyclelength=1.8m(see chapter3forotherdesignusers) bicyclespeedcrossinganintersection (m/s) perceptionreactiontime=1s 2 bicycleacceleration(m/s)
Equation43.BicycleMinimumGreenTimeUsingStandingBicycleCrossingTime Somecontrollershaveabuiltinfeaturetospecifyandprogramabicycleminimumgreen.Hence,if appropriatebicycledetectionexists,andabicycleisdetectedstoppedattheintersection,thecontroller willprovidethebicycleminimumgreeninsteadofthenormalminimumgreen.Ifthistypeofcontroller isnotused,andiftheminimumgreenneededforlocalcyclistsisgreaterthanwhatwouldotherwisebe used,minimumgreentimeshouldbeincreased.However,aswithallcalculatedsignaltiming,field observationsshouldbeundertakenpriortomakinganyadjustments.
ROLLING BICYCLIST
Rollingbicyclecrossingtimedeterminestheadequacyofanyredclearanceintervalandanyextension time,ifprovided.Althoughasmallpercentageofadultcycliststravelatspeedsbelow10mph(14.7ft/s) [16km/h(4.5m/s)],mostcyclistsmomentarilycananddoachievehigherspeeds.Undertypical conditions,thespeed(V)canbeassumedtobeatleastthisgreat.Iftheapproachisonanappreciable upgradeordowngrade,amodifiedvaluemaybeappropriate. Whenestimatingwhetheradequatetimeisavailableforarollingbicycletosafelycrosstheintersection attheendofagreenindication,itisalsonecessarytoconsiderthebrakingdistanceandthewidthofthe intersection.Towardstheendofagreenindication,beyondacertainpointontheapproachtothe intersection,thebicyclistcanneitherstopcomfortablypriortotheintersectionnorsafelyclearthe intersectionifclearancetimeisinadequate.Abicyclistrequiressomedistancetobrakeandstop comfortably.Thisdistancedependsonthebicyclistsspeed,perceptionreactiontimeanddeceleration rates.Hencetheequationforrollingbicyclecrossingtimeconsideringbrakingdistanceis:
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USCustomary Metric
BCTrolling =
BD + W + L V V2 BD = PRT * V + 2a
where: bicyclecrossingtime(s) intersectionwidth(ft) typicalbicyclelength=6ft(seechapter 3forotherdesignusers) bicyclespeedcrossinganintersection (ft/s) breakingdistance(ft) perceptionreactiontime=1s decelerationrateforwetpavement =5ft/s 2
BCTrolling =
BD + W + L V V2 BD = PRT * V + 2a
where:
BCTrolling =
W L V BD PRT a = = = = = =
BCTrolling =
W L V BD PRT a = = = = = =
1 2 3 4 5 6 7 8 9 10
bicyclecrossingtime(s) intersectionwidth(m) typicalbicyclelength=1.8m(see chapter3forotherdesignusers) bicyclespeedcrossinganintersection (m/s) breakingdistance(m) perceptionreactiontime=1s decelerationrateforwetpavement =1.5m/s 2
Equation44.RollingBicycleCrossingTimeConsideringBrakingDistance Asignalshouldprovidesufficienttimeforarollingcyclistwhoentersattheendofthegreenintervalto cleartheintersectionbeforetrafficonacrossingapproachreceivesagreenindication.Thetime availableforcycliststocrosstheintersectioniscomposedoftheyellowchangeinterval,allredinterval andanyextensiontimeifprovided.Aspreviouslystated,theyellowintervalisbasedontheapproach speedsofautomobilesandthereforeshouldnotbeadjustedinordertoaccommodatebicycles. However,itmaybefeasibletoincreasetheallredinterval.Thetimeshouldbeincreased,ifnecessary, uptothelongestintervalusedinlocalpractice.Thefollowingequationisusedtodeterminetheallred intervalandextensiontimefortherequiredrollingbicyclecrossingtime:

USCustomary Metric
BCTrolling Textension + Y + Rclear

where: where: bicyclecrossingtime(s) extensiontime(s) yellowchangeinterval(s) allred(s)
BCTrolling Textension + Y + Rclear
BCTrolling =
BCTrolling =
T extension
11 12 13 14
Y R clear
= = =
T extension =
Y R clear = =
bicyclecrossingtime(s) extensiontime(s) yellowchangeinterval(s) allred(s)
Equation45.AllRedandExtensionTimeUsingRollingBicycleCrossingTime Iftimeforbicyclecrossingisinadequatewithmaximumredclearancetime,useofadaptivesignaltiming forbicyclesmaybehelpful.Thistechniqueextendsgreentimewhenabicycleapproachinglateongreen 106 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 isdetected.Trafficengineerstypicallyuseextensiontimeandcallfeatureswithintrafficsignal controllers;howevertheextensionsettingcanalsobeappliedwithinaspecificdetector.Anextension settingforaphasewithinatrafficsignalcontrollerwillextendthegreentimeforvehiclesthatactuate anydetectorthatfeedstherespectivephase.However,anextensionsettingappliedwithinaspecific detectorwillextendthegreentimeonlyforactuationsonthatdetector.Therefore,whenusingan exclusivebicycledetector,itisrecommendedtousetheextendfeatureinthebicycledetectorsettings insteadoftheextensionsettingsinthetrafficsignalcontroller. Loopdetectorscannotdistinguishbetweenbicyclesandmotorvehicles.Therefore,abikelaneis typicallyneededontheapproachinordertoprovidealocationwherebicycles(andnotautomobiles) aredetected.Intheabsenceofbikelanes,itmaystillbefeasibletousevideodetectiontodistinguish approachingcyclists.Thebrakingdistancementionedearliercanalsobeusedtohelpdeterminethe locationofthebicycledetector.Thisistoensurethatadequatedistanceisprovidedforabicyclistto stoppriortotheintersectioniftheydontreachthedetectorjustbeforetheendofthegreeninterval. Detectionforbicyclesatsignalsisdiscussedinthefollowingsection.
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4.12.4. DETECTION FOR BICYCLES AT TRAFFIC SIGNALS

Actuatedtrafficsignalsshoulddetectbicycles.Ifatrafficsignaldoesnotdetectabicycle,abicyclistwill beunabletocallagreenlight.Ifamotorvehicledoesnotarrivetoactuatethesignal,thecyclistwho choosestoproceedthroughtheintersectioncandosoonlybytreatingtheredlightasaSTOPsign.The mostcommontypeofdetectoristheinductiveloop.Loopsarewiresinstalledinaspecificconfiguration beneaththepavementsurfacethatcandetectthepresenceofaconductivemetalobject.
INDUCTIVE LOOP CONFIGURATIONS

Significantresearchhasbeenconductedtodeterminethebestloopconfigurationstodetectbicycles. Looplayoutshavebeendevelopedandtestedbothinbicyclelanesandsharedlanes.Thequadruple loopdetectorillustratedinExhibit4.30candetectametalframeormetalrimbicycleatanylocation abovetheloop.
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1 2 3 4 Exhibit4.30.QuadrupleLoopDetector
AquadrupleloopdetectorwithadiagonalconfigurationasillustratedinExhibit4.31canbeusedwhen bicyclistssharethelanewithmotorvehicles.
5 6 7 8 9 10 Exhibit4.31.DiagonalQuadrupleLoop
Themostimportantaspectsofdetectionarethesensitivitysettingofthedetectoramplifierandthe locationontheloopwherethecyclecrossestheloop.Theuseofsensitivitysettingsdependsonlocal factorslikethedepthoftheinductiveloop,sizeoftheadjacentlanesandthepercentageoftrucktraffic intheadjacentlanes.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 Atlocationswithbikelanes,itispossibletominimizedelaytobicyclistsandprovidegreenextension timebyinstallingoneloopabout100ft(30m)fromthestopbar,withasecondlooplocatedatthestop bar(6).Thelocationoftheupstreamdetectorshouldbefarenoughfromtheintersectiontoallowfor thebicyclestoppingdistance.Anotherkeyconsiderationinthelocationoftheupstreamdetectoristo avoidbeingtriggeredbyrightturnvehicles.Thedetectorlocatedupstreamofthestopbarcanhavea standardloopconfiguration.Whenabicycleisdetectedattheupstreamloop,appropriateextension timeisprovidedtoholdthegreentoallowthebicycletoreachtheloopatthestopbar.Whenthe detectionismadeatthestopbar,extensiontimeisprovidedtoallowthebicycletomovefarenough intotheintersectiontosafelyclearbeforetheendoftheyellowinterval.Ifthedetectionoccurswhen thelightisred,theminimumtimingfeatureprogrammedinthesignalcontrollerprovidestherequired minimumgreentimetocrosstheintersection. Atlocationswithoutbikelanes,thebicycledetectorpavementmarkingshouldbeinstalledoverthespot thatabicyclemuststandinordertoactivatethesignal(seeExhibit4.32).Thispavementmarkingcanbe supplementedbyaR1022sign(seeExhibit4.33)toreinforcethemessagetothebicyclist.
6in.(150mm) 5in.(125mm)
24in.(500mm)
2in.(50mm) 6in.(150mm)
10in.(250mm)
15 16 Exhibit4.32.TypicalBicycleDetectorPavementMarking
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1 2 3 4 5 6 7 8 9 10
Exhibit4.33.BicycleDetectorPavementMarkingandSign
OTHER SIGNAL DETECTION TECHNOLOGIES

Inadditiontoloops,otherdetectiontechnologieslikevideo,microwave,andradararecurrentlybeing usedbytrafficagencies.Videodetectionusesaprocessortoanalyzethevideoimagefromavideo camerainstalledeitheronasignalmastarmoronapoleattheintersection.Thisprocessoranalyzesthe imageinzonesdrawnbytheoperator.Whenavehicleentersthezone,thechangeintheimageis detectedandacallisplacedtothetrafficsignalcontroller.Videodetectioncanbeusedtodetectboth movingandstationaryobjects.
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1 2 3 4 Agencieshavehadmoresuccesswithvideothanmicrowaveorradartechnologiestodetectbicycles. Eventhoughsomevideodetectorshavesomeproblemsdetectingvehicles,includingbicycles,during poorlightingandweatherconditions,manyagenciescontinuetousevideodetectionforeaseof installationandmaintenance,andflexibilityinconfiguration.
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4.12.5. BRIDGES, VIADUCTS AND TUNNELS

Bridges,viaductsandtunnelsshouldaccommodatebicycles.Asageneralexception,thesestructures arenotrequiredtoaccommodatebicyclesonroadwayswherebicycleaccessisprohibited.However therearenumerousexamplesoflimitedaccesshighwaybridgesthatcrossmajorbarriers(suchaswide waterways)thatincorporateaseparatedpathwayforbicycleandpedestrianuse. Thetypeofbicycleaccommodationshouldbedeterminedinconsiderationoftheroadfunction,length ofthebridgeortunnel(i.e.,potentialneedfordisabledvehiclestorage),andthedesignoftheapproach roadway.Theabsenceofabicycleaccommodationontheapproachroadwayshouldnotpreventthe accommodationofbicyclistsonthebridgeortunnel.Shoulderimprovementsassociatedwithbridge projects(approachshoulders)shouldincludebicycleaccommodations,suchaspavedshouldersorbike lanes. Themostcommontypesofbicyclefacilitiesthatareprovidedonbridgesandintunnelsarebikelanesin urbanandsuburbanareas,andshouldersinrurallocations.Inmostcases(exceptforthosecited below),thebicyclefacilitywillbeseparatedfromthepedestrianfacility(sidewalk). Incaseswhereabridgeonacontrolledaccessfreewayimpactsanoncontrolledaccessroadway(e.g.an overpass/underpassthatimpactsanexistingsurfaceroadway),theprojectshouldincludethenecessary accessforbicyclesonthenonlimitedaccessroadway,includingsuchelementsasbikelanes,paved shoulders,widesidewalks,andbicyclecrossingsatassociatedramps. Inlocationswherebicyclistswilloperateincloseproximitytobridgerailingsorbarriers,therailingor barriershouldbeaminimumof42inches(1.05m)high.Onbridgeswherebicyclespeedsarelikelyto behigh(suchasonadowngrade),andwhereabicyclistcouldimpactabarrierata25degreeangleor greater(suchasonacurve),ahigher48inch(1.2m)railingshouldbeconsidered.Iftheshoulderis sufficientlywidesothatabicyclistdoesnotoperateincloseproximitytotherail,lowerrailheightsare acceptable.
LONG BRIDGES
Longbridgesoftenhavehighermotorvehiclespeedsthantheirapproachroadways.Onbridgeswitha continuousspanover1/2mile(0.3km)inlengthandspeedsthatexceed45mph,considerationshould begiventoprovidingasharedusepathseparatedfromtrafficwithaconcretebarrier,preferablyon 111 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 bothsidesofthebridge.Theprovisionofapathwayononesidetendstoresultinwrongwaytravelon thedepartureswhencyclistscontinueonthesamesideoftheroadforsomedistance.Ifapathwayis onlyprovidedononeside,crossingprovisions(gradeseparated,ifnecessary)areneededoneachendof thebridgetoallowbicycliststravelingagainsttheflowoftraffictocrossovertotheothersideofthe roadwayandproceedinalegalmanner.SeeChapter5(Section5.2.10)forinformationonthe appropriatewidthsofbridgesandunderpasses.
RETROFITS TO EXISTING BRIDGES AND TUNNELS

Atexistingbridgesandviaducts,thereareoftensuddenchangesinroadwaygeometrythatcan significantlyreducetravellanewidthsandnegativelyimpactbicyclistssafetyandcomfortforthelength ofthebridgespan. Thepreferredsolutionistocontinuetoenablebicyclistoperation(ridingwithtraffic)onthebridgeor viaductwithshouldersorbikelanesbynarrowingtravellaneswherepractical.Wherethedeckofa bridgeistoonarrowtoaccommodateshoulderwidthsusefulforbicyclists,itmaybefeasibletowidena sidewalktoasharedpathwidth,e.g.,byreducingtravellanewidthsorinstallingacantileverstructure. Inbothcasestheweightincreasemustbecompatiblewiththestructuralsufficiencyofthebridge.A rampbetweentheroadwayandthesidewalkisneededateitherendofthebridge. Retrofitoptionsfortunnelsincludewideninganexistingsidewalk,oreliminatinganarrowsidewalk.The lattermaynotbepracticalwherethesidewalkfunctionsasabarriercurbtodeterlargevehiclesfrom travelingtooclosetotheside,orwhereitisintendedforemergencyaccessoregress.Innarrowtunnels wherebicyclistsmustsharetravellaneswithmotorvehicles,oneoptionistoprovideawarningbeacon atthetunnelentrancethatcanbeactivatedbybicyclists.Thebeaconshouldbedesignedtoflashfor thelengthoftimethatitwilltakeforatypicalbicyclisttotravelthroughthetunnel,tosignaltoa motoristthatabicyclistispresent.Adequatelightingisparticularlyimportantintheselocationssothat motoristscanseeandreacttobicyclistsusingthetunnel.
25 26 27 28 29 30 31 32
4.12.6. BICYCLES AND TRAFFIC CALMING

Trafficcalmingmeasuresareintendedtolessenundesirabletrafficimpactsbyrestrainingtrafficspeeds. Bicyclistsoperateatspeedsclosetowhattrafficcalmingaimsfor;therefore,effectivetrafficcalmingwill enhancebicyclingonlocalstreets.Bicyclistscouldbeconsideredthedesignvehiclefortrafficcalming programsandprojects;iftheyworkwellforbicyclists,theyshouldachieveotherstatedgoals. Reducingtrafficspeedscanbeaccomplishedthroughphysicalconstraintsontheroadway,byadding frictiononthesideoftheroad,orbycreatingasenseofenclosureonthestreetcorridor.Motorists typicallydriveataspeedtheyperceiveassafe;thisisusuallyrelatedtotheroaddesign,especially
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 availablelaneandroadwaywidth.Thefollowingsectionsdiscussindividualtrafficcalmingtechniquesin lightoftheirpotentialadvantagesordisadvantagesforbicycling.
NARROW (SLOW SPEED) STREETS

Narrowcrosssectionscaneffectivelyreducespeeds,asmostdriversadjusttheirspeedtotheavailable lanewidth.Narrowstreetsalsoreduceconstructionandlongtermmaintenancecosts.Effectivewidths fortwowaylocalstreetsare2628feet(7.98.5m)withparkingonbothsides,and20feet(6.0m)with parkingononeside.Thesedimensionscreatequeuingstreets,whereoncomingdrivershavetowait fortheothertopulloverintoanavailablespaceatadrivewayoremptyparkingspot.Thesedimensions leaveenoughroomforemergencyvehicleaccess,aswellastheoccasionalmovingvanorlargedelivery truck. Effectonbicycling:positive,ifoperatingspeedsarereducedto2025mph.Bicyclistssimply rideinthelane.Thisisastrategythatworksbestonlocalandresidentialstreets.Onbusier roads,narrowlanesarelesscomfortableforbicyclists.
VERTICAL DEFLECTIONS
Verticaldeflectionsincludespeedhumps,speedtables,andspeedcushions,aswellasraised intersectionsandraisedcrosswalks.Welldesignedverticaldeflectionsallowvehiclestoproceedover thedeviceattheintendedspeedwithminimaldiscomfort,butwilljoltthesuspensionsandoccupantsof vehiclesdrivenathigherspeeds.Speedhumpsshouldbedesignedwithasinusoidalprofile,whichis easierforbicycliststotraverseatnormalcyclingspeeds(seeExhibit4.34).Thefrontedgeorlipofthe deviceshouldbeassmoothaspracticalandmeettheroadwithminimalverticaldisplacement.Exceptin speedcushionapplications,atgradegapsshouldnotbeprovidedinverticaldeflectionsforcycliststo passthrough,asmotoristswouldtakeadvantageofthem,reducingtheeffectivenessofthefeature.To allowdrainageingutters,tapersmaybeneededtostreetgradeontheedges.Speedcushions,speed tables,raisedintersections,andraisedcrosswalksusuallyuseaflatramponeachend,andalevelarea inthemiddlelongenoughtoaccommodatemostwheelbases. Effectonbicycling:positive,astheyreducemotorvehiclespeeds,assumingthata sinusoidalprofileisused.
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Sinusoidal
Flat
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
*Nottoscale
Exhibit4.34.ExamplesofBicyclefriendlyApproachProfilesforSpeedHumpsandSpeedTables Speedbumpsareverticaldeflectionswithheightscomparabletospeedhumpsbutmuchshorter traversallengths(intherangeof1to3ft,typically,inparkingareaapplications).Theiruseonpublic roadsisunexpectedandcanresultinaseriouscrashwhenbicyclistsapproachthematspeed,andfailto noticethemintime.
CURB EXTENSIONS (ALSO KNOWN AS CHOKERS, NECKDOWNS OR BULBOUTS)

Chokersconstrictthestreetwidthtothetraveledwayminusthewidthofthenominalonstreetparking lane[usually7feet(2.1m)].Theyareintendedtoreducethepedestriancrossingdistance,slowright turningvehicles,andprovidemorespaceforlandscapingandotherfeatures.Chokersshouldbehighly visibleandshouldnotextendbeyondthewidthoftheparkinglaneintothetravelpathofabicyclist. Thevisibilityofcurbextensionscanbeincreasedwithbrightpaintonthecurbs,andverticalelements suchaslandscaping,benches,trashcans,firehydrants,etc.Onbusythoroughfares,wherelanelinesare striped,alineshouldbepaintedbetweenthebikelaneandtheparkinglanetoguidebicyclistspastthe curbextensions(seeExhibit4.35). Effectonbicycling:positive,aslongasthechoker/curbextensionishighlyvisibleto bicyclists.
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Before
After
CurbExtension
CurbExtension
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Exhibit4.35.CurbExtensions
CHICANES
Byalternatingplacementofcurbextensions(possiblyincludingonstreetparkingbaysorlowgrowingor narrowlandscapefeatures)fromonesideoftheroadtotheothertoestablishaserpentinealignment,a chicanereducesthespeedofadriverfollowingthecurves. Effectonbicycling:generallyneutral.Careshouldbetakenthatbicyclistsarenotsurprised byoncomingdrivers,orsqueezedbyovertakingdriverswherethewidthofthetraveledway andsightlineshavebeenreduced.
TRAFFIC CIRCLES
Trafficcirclesareaneighborhoodtrafficcalmingdeviceforintersections.Theyaretypically12to16 feet(3.7to4.9m)indiameter,andoftenincludelowlandscapingandmountablecurbssothatlarge vehiclescanbypassthecircle.Theyareusedtoreducespeedsbydeflectingtrafficatintersections (similartoachicane)andreducinglongvistassothatdriverstendtoslowdown. Effectonbicycling:positive.Trafficcirclesallowbicycliststomaintainmomentumthrough intersectionsandarepreferabletostopsigns,whichareoftenignoredbybicyclistsusing neighborhoodstreets.
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1 2 3 4 5
CREATING A SENSE OF ENCLOSURE

Establishingbuildingsatthebackofthesidewalk,addingdecorativepedestrianscalelampposts,and plantingtalltreesatthestreetedgeallhelpmaketheroadwayappearnarrowerthanitis. Effectonbicycling:positive,astrafficspeedsmaybereducedwithnoconstraintson bicyclists.
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4.12.7. BICYCLES AND TRAFFIC MANAGEMENT

Trafficmanagementincludestheuseoftraditionaltrafficcontroldevicestomanagevolumesandroutes oftraffic.Trafficmanagementisanareawidetreatment,ratherthanasolutionforaspecificstreet. Trafficmanagementandtrafficcalmingareoftencomplementary,andaplantoretrofitanareaoften includesavarietyoftoolsfromeach. Thefollowingmeasuresrestricttrafficaccesstolocalstreets.Thismayrequiresomeoutofdirection travelforcertaintrips;however,ifcombinedwithaplantodevelopabicycleboulevard,thesestrategies canimprovebicycleaccessoverall.
MULTI WAY STOPS

Stopsignsarenotarecommendedtrafficmanagementtechnique.Fourwaystopsslowcarsdown excessively,encouragedriverstoacceleratetohigherspeedstomakeupforlosttime,increasenoise andairpollution,andmayincreasecrashes.Allwaystopsignsareoftenignoredwherethereisno perceiveddanger,breedingdisrespectfortheirlegitimateuse. Effectonbicycling:negative,asbicyclistswanttomaintaintheirmomentum;theyareoften reluctanttocometoacompletestopduetotheaddedenergyrequiredtoregain momentum.
ONE WAY CHOKERS

Atcertainintersectionswiththoroughfares,motorvehiclesarerestrictedfromenteringalocaltwoway street,butareallowedout;driversmustenterfromanothersidestreet.Bicyclescanbeexemptedfrom thisrestriction.Thiscanbemadepossiblewitheitheraplaque(EXCEPTBICYCLES)mountedunderaDO NOTENTERSIGN(seeExhibit4.36),orbyprovidingacutthroughslotinaphysicaldiverter.Twoway operationresumesimmediatelypastthechoker.Thisisacommonstrategyusedonbicycleboulevards (seeSection4.10),toreducetheamountofmotorvehicletrafficalongtheroute. Effectonbicycling:positive,aslongasexemptionsareallowedforbicyclists.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Exhibit4.36.ChokerwithBicycleAccess
DIVERTERS AND CUL DE SACS

Theseconfigurationsseparateotherwiseadjoiningstreetsections,preventingdirecttravelbetween them.Cautionshouldbeusedwhenphysicallyrestrictingaccess,asthismaycontradictother transportationgoals,suchasanopengridsystem.Culdesacsshouldprovidepathwaysforbicycleand pedestrianaccessthatconnecttoadjacentstreetsand/orotherculdesacstoformacontinuousroute. Effectonbicycling:positiveifaccesstoneighboringstreetsisprovided.Theeffecton bicyclingisnegativeifthroughaccessisnotprovidedforbicyclists,asthislimitsbicyclists abilitytouselowvolumelocalstreets,andforcesoutofdirectiontravelonbusier thoroughfares.
Noteononewaychokersanddiverters:thebenefitstobicyclistsarerealizedonlyifthecutthroughs arewelldesignedandwellmaintained.Thedesignshouldallowbicycliststoproceedwithminimal changeofdirectionorslowing;theyshouldbeinlinewiththeirpathoftravel(ontherightsideofthe roadway,withnosuddenturnsrequired)andwideenoughtoallowpassagefortwobicyclists,iftwo waytrafficisaccommodatedinthecutthrough.Acutthroughataonewaychokeronlyneedsto
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1 2 accommodateonewaybicycletraffic.Maintenanceisequallyimportant;cutthroughstendto accumulatedebris,whichshouldbesweptregularlytoensureusefulpassagebybicyclists.
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
4.12.8. DRAINAGE GRATES AND UTILITY COVERS

Drainagegrateswithopeningsrunningparalleltothecurbcancausenarrowbicyclewheelstodropinto thegapsandcauseaseverecrash.Caremustbetakentoensuredrainagegratesarebicyclesafe,with openingssmallenoughtopreventabicyclewheelfromfallingintotheslotsofthegrate.Bicycle compatiblegrates(Exhibit4.37)shouldbeused. Anotherwaytoavoiddrainagegrateproblemsistoeliminatethementirelywiththeuseofinletsinthe curbface.Thismayrequiremoreinletspermiletohandlebypassflow.Anotherbicyclefriendlyoptionis toensuretheinletgrateisentirelycontainedinthegutterofthestreet,ratherthanextendingitoutinto thetraveledway. Wherebicycleincompatiblegratesremain,metalstrapscanbeweldedacrossslotsperpendiculartothe directionoftravelatamaximumlongitudinalspacingof4inches(100mm),althoughcaremustbetaken toensurethatthegratedoesnotbecomeadebriscollectionsite.Theseshouldbecheckedperiodically toensurethatthestrapsremaininplace.Ingeneral,thisisonlyatemporarysolutionandthelocation shouldultimatelyberetrofittedwithbicyclecompatibledrainagegrates.
18 19 20 21 22 23 24 Exhibit4.37.BicycleCompatibleDrainageGrates
Anotherproblemariseswhentheroadwaysurfacesinks,crumbles,orbecomesotherwiseunrideable aroundthecatchbasinarea.Surfacegratesshouldbeflushwiththeroadsurface.Inletsshouldberaised afterapavementoverlaytowithin1/4inch(6mm)ofthenewsurface.Ifthisisnotpossibleorpractical, thepavementmusttaperintodrainageinletssoitdoesnothaveanabruptedgeattheinlet. Utilitycoverspresentsimilarproblemsandshouldbeinstalledflushwiththeadjacentroadwaysurface.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
4.12.9. BICYCLES ON FREEWAYS AND AT INTERCHANGES

Bicyclingonfreewaysisprohibitedinmanystates.Insomestates,however,bicycleoperationis permittedonfreewayshoulderswhereauthorizedbymaintainingagencies.Thisistypicallydonewhere alternativeroutesareunavailableorunsuitable,andafreewaysegmentisdeemedcompatiblewith bicycletravel.Wherefreewaysareopentobicycletravel,bicyclistusageisusuallyinfrequent.Crash studieshaverevealedrelativelyfewcrashesinvolvingbicyclistsonfreeways.(7)Wherefeasible, alternativescanbedevelopedbyimprovingexistingroutesorprovidingasharedusepathwithinor adjacenttothefreewayrightofway. Thefollowingfactorsshouldbeconsideredindeterminingtherelativesuitabilityofafreewaysegment andanalternativeroute: Thewindblasteffectofhighspeedvehicletraffic,particularlylargetrucks,shouldbe considered.Clearshoulderwidth(exclusiveofrumblestrips)shouldbesufficienttoprovide adequateseparationbetweenbicyclistsandhighspeedtraffic.Bicyclelevelofservicecan behelpfulindeterminingtheappropriateshoulderwidth. Thefrequencyanddesignofentrance/exitrampsshouldbeconsidered.Forexample,two lanerampsaredifficultforcycliststomaneuveracross.Flyoverandleftsiderampscan createverydifficultconditionsforbicyclists,dependingupontheirconfiguration.Bicyclists shouldnothavetomergeacrossthethroughlanesofahighwaytoreachanexit. Heavyvolumesoftrafficonentrance/exitrampscanmakeitdifficultforbicycliststocross rampsatcertaintimesofday.
Atanexitbeyondwhichcyclistsarenotpermittedtocontinueonalimitedaccesshighway,asign shouldbepostedtoinformcyclistsoftheexitrequirement. Likemotorists,bicyclistsoftenhavetopassthroughfreewayinterchangestoaccessroadsand destinationsontheothersideofafreeway.Inurbanandsuburbanareas,bicyclistsofallskilllevels travelonarterialandcollectorstreetsatfreewayinterchanges.Theseinterchangescanbesignificant obstaclestobicyclingiftheyarepoorlydesigned. Inruralareas,trafficvolumesareusuallylow,andrecreationalandtouringbicyclistsareusually experiencedenoughtomaketheirwaythroughaninterchange.Shoulderwidthsthroughinterchanges shouldbewideenoughforbicycleuse.
BASIC DESIGN PRINCIPLES AT FREEWAY INTERCHANGES

Itisimportanttoconsiderbothconvenienceandsafetywhenaccommodatingbicycletravelnear interchanges.Theissueofsafetybecomesmootiffacilitiesarenotusedbecauseofperceived inconvenience.Thepathbicyclistsneedtofollowshouldbeobviousandlogical,minimizingoutof
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 directiontravelandgradechanges.Theinterfacebetweentherampsandthelocalcrossstreetsshould minimizeconflictsandensurethatbothmotoristsandbicyclistsareawareofmergingandcrossing locations.Bikelanesorpavedshouldersshouldbeprovidedinbothdirections. Thecriticalareasforbicyclistsafetyandconvenienceareatthefreewayrampterminals,wherefreeway trafficinteractswithlocaltrafficandthespeeddifferentialbetweenbicyclistsandmotorvehiclesis oftengreat.Designsthatencouragehighspeedand/orfreeflowingtrafficmovementsarethemost difficultforbicycliststonegotiatesafelyandcomfortably,andaregenerallynotappropriateinurban andsuburbanareas.Designsthatarefunctionalforbicyclepassagetypicallyrequireslowingorstopping motorvehicletraffic. Bicyclistsarebestaccommodatedatinterchangesbydesigningjunctionsasrightangleintersections (Exhibit4.38)orsinglelaneroundabouts.Suchdesignsrestrainspeeds,minimizeconflictareas,and promotevisibility.Inthisway,conflictsbetweenbicyclistsandmotoristsaredealtwithinamanner familiarfrommosturbanintersections: Motoristsexitingthefreewayandmakingaleftturnontothearterialstreetarecontrolledbya stopsignorsignal. Motoristsexitingthefreewayandmakingarightturnontothelandaccessroadarecontrolled byastopsign,signal,oryieldsign,ratherthanallowingafreeflowingmovement.
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1 2 3 4 5 Exhibit4.38.ExampleofBikeLaneandFreewayInterchange
Motoriststurningleftfromthelandaccessroadontoafreewayentranceramparecontrolledby atrafficsignaloryieldtooncomingtraffic,includingbicyclists.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Arightturnlaneshouldbeaddedwithataperformotoriststurningrightontothefreeway entranceramp.Whereabicyclelaneispresentontheapproach,abicyclelanecontinuationslot shouldbeprovidedalongtheleftsideoftherightturnlane.Sincemotoristsmustcrossthepath ofcycliststoentertherightturnlane,theyarerequiredtoyield.Theslottreatmentcanalsobe helpfulwhereanapproachhasapavedshoulder,providingforthecorrectpositioningofthe bicyclistatinterchanges.
SINGLE POINT URBAN INTERCHANGE (SPUI)

TheSinglePointUrbanInterchange(Exhibit4.39)isgainingfavorforurbanlocationsbecauseofthe reducedneedforrightofway,itsabilitytohandlehighvolumesofleftturningtraffic,andthepotential forimprovedcrossstreetthroughput.SPUIscanbemadeaccessibletobicyclistsbyfollowingthese principles: Eachvehicularmovementshouldbeclearlydefinedandcontrolled. Exitandentryrampsshouldbedesignedatclosetorightangles. Therightturningmovementoffthelocalarterialontothefreewayshouldbe accommodatedbyusingastandardrightturnlanewithabikelanetotheleft,encouraging motoriststoyieldtocyclistswhenmergingintotherightturnlane. Bicyclistsshouldbeabletoproceedthroughtheintersectioninastraightline.Dottedlane linesmaybeneededtoguidebicycliststhroughwideintersections(seeExhibit4.34). Carefulconsiderationshouldbegiventothetrafficsignaltiming.Thefactthatallramp terminalscometoasingle,signalizedintersectioncreatesaverylargeintersection,which canmakeitdifficulttoprovideadequatesignalclearancetimeforbicyclists.Tosolvethis problem,thesignalphasingordershouldbeasfollows: 1. Throughvehiclesonthearterial. 2. Leftturnmovementsfromthearterialtothefreeway. 3. Leftturnmovementsfromthefreewaytothearterial.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Exhibit4.39.SinglePointUrbanInterchange(SPUI) Ifthesecondphaseisskipped(e.g.,becausenovehicleentersoneoftheleftturnlanesontheland accessroadway),athroughbicyclistmightstillbepassingthroughtheintersectionwhenagreen indicationisdisplayedfortheleftturnmovementsfromthefreewayexitramps.Toallowbicycliststime tocleartheconflictareawhenthishappens,useofalongerallredintervalmaybenecessary(seethe sectionontrafficsignalsearlierinthischapter).
TheSPUIcanbedesignedtoworkreasonablywellforbicyclistsifitistheintersectionofalocal thoroughfareandafreeway;bicyclistsneedtobeaccommodatedonlyonthecrossstreet,notthe freeway.IfaSPUIisusedforthegradeseparatedintersectionoftwosurfacestreets,bothofwhich accommodatecyclists,thentheSPUIdesignisnoteffective,asbicyclistsononeofthestreetswillbeina freewaylikeenvironment,withfreeflowingexitingandmergingramps.
HIGH SPEED MERGE AND FREE FLOW TURN LANES

Asdescribedabove,configurationsonlocalarterialswithhighspeedmergesand/orfreeflowturnlanes aredifficultforbicycliststonegotiatesafelyandshouldbediscouraged.However,therearemany existinginterchangeswherehighspeedmergesandfreeflowexitlanesarealreadyinuse,andthereare somesituationswherethesehighspeedmovementsareusedtoavoidunacceptablelevelsofdelay 123 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 withintheinterchange.Inaddition,bikelanesaresometimesusedonurbanparkways,whichoftenhave freewaystylemerginglanesandturnrampsratherthansimpleintersections.Thedifficultiesforcyclists createdbytrafficenteringorexitingaroadwayathighspeedscanbeminimizedusingthedesigns below. Atsomeinterchanges,itmaybeappropriatetoallowbicycliststheoptionofusingsidewalks, particularlyifthiswillprovideaccesstoasignalizedcrosswalkorothercrossingsituationthatmaybe morecomfortableforsomebicyclists.Adisadvantageofthisapproachisthatbicyclistsridingon sidewalksconflictwithpedestriansandmayexperienceotheroperationaldifficulties(seediscussionin Section5.2.2).Ifthisoptionisprovided,thereshouldbesidewalksonbothsides,andtheyshouldbe wideenoughforsharedusebybicyclistsandpedestrians.
BICYCLE LANE TREATMENT AT MERGING RAMP LANES

Itisdifficultforbicycliststotraversetheundefinedareacreatedbyrightlanemergemovements, becausetheacuteangleofapproachreducesvisibility,andthespeeddifferentialbetweencyclistsand motoristsishighbecausemotorvehiclesareacceleratingtomergeintotraffic.Therearetwo approachestothetreatmentofbicyclelanesatsuchlocations: 1. Thefirstoptionistosimplyallowbicycliststochoosetheirownmerge,weave,orcrossing maneuvers,asdepictedinExhibit4.40.Wherethemergeareaisfairlyshort(i.e.bicyclistsare exposedforlessdistance),itmaybeappropriatetocontinuebikelaneorshouldermarkingsas dottedlinesthroughthemergearea,iftherampconfigurationissuchthatmergingtrafficisat fairlylowspeeds. 2. Wherethemergedistanceislongandthereareexceptionallyhighvolumesoframptraffic,it maybeappropriatetoprovideadesignthatguidesbicyclistsinamannerthatprovidesashort distanceacrosstherampatclosetoarightangle,andacrossinginanareawheresightlinesare goodanddrivers'attentionisnotentirelyfocusedonmergingwithtraffic(Exhibit4.41). However,thisconfigurationreversestheyieldingrelationshipsthatwouldotherwiseapply(ifa bicyclistcontinuedonadirectpath),andcaninvolvedelaytobicyclists.Crosswalksshouldnot beusedattheselocations,becausevehiclesmergingshouldnotbeexpectedtostophere.
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1 2 3 Exhibit4.40.Option1BikeLaneandFreewayOnramp
4 5 Exhibit4.41.Option2BikeLaneandOnramp
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1 2 3 4 5 6 7 8 9 10 11 12
BICYCLE LANE TREATMENT AT DIVERGING RAMP LANES

Divergingramplanespresentdifficultiesforbicyclistsbecausemotoristsexpecttoexittheroadwaywith littlereductioninspeed,andbicyclistsmaymisjudgetheintentofovertakingdriverswhofailtouse theirturnsignals.Thebestwaytoaccommodatebicyclistsatanexitrampistodeveloparightturnlane priortothepointwheretherampdivergesfromtheroadway,andplacethebikelanetotheleftofthe rightturnlane,similartoarightturnlaneconfigurationatarightangleintersection(seeExhibit4.42). Alternatively,wherearampdivergesfromtheroadwayatafairlysteepangle,abicyclelanecanbe dottedacrossthedivergeareaandtheR44BEGINRIGHTTURNLANEYIELDTOBIKESsignplacedatthe beginningofthedivergearea.Incaseswheremotorvehiclespeedsarehighandsidewalksarepresent, bicyclistsshouldbegiventheoptiontoexitontothesidewalkandtoproceedthroughtheinterchange alongthepedestrianroute.Howevertheonroadbikelaneshouldstillbeprovidedforbicyclistswho prefertoremainontheroad.
13 14 15 16 17 18 19 20 21 22 23 24 Exhibit4.42.ExampleofBikeLaneandExitRamp
GRADE SEPARATED CROSSINGS AT RAMPS

Atespeciallycomplexinterchangeswhereconflictsbetweenbicyclesandhighspeedandfreeflow motorvehiclemovementsareunavoidable,gradeseparationmaybeconsidered.Gradeseparated facilitiesaddoutofdirectiontravel,andwillnotbeusediftheaddeddistanceistoogreat.Thiscan createapotentiallyhazardoussituationifbicyclistsignorethefacilityandtrytonegotiatethe interchangeatgradewithnoaccommodationstofacilitatethismovement. Ideally,gradeseparationisachievedbyprovidingseparatedpathsonbothsidesofthearterialstreet thatcrossoverorunderthefreewayrampsandthefreewayitself,soapproachingbicyclistsfromeither directiondonothavetocrossthearterialtocontinuethroughtheinterchange.Ifaseparatedpathfor gradeseparationisprovidedononlyonesideoftheinterchange,somebicyclistswillneedtocrossthe
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1 2 3 4 5 6 7 8 9 10 11 12 13 arterialstreetinordertousethegradeseparation,andthentheymustcrossbacktocontinueonthe correctsideaftergoingthroughtheinterchange. Regardlessofwhethertwopathsoronepathisused,cleardirectionsmustbegiventoguidebicyclists' movementsatinterchanges,particularlythosethatdifferfromstandardbicycleoperation.Toensure properusebybicyclists,structuresmustbeconvenientandhavegoodvisibilityespecially undercrossings.Personalsecurityisanimportantconsiderationaswell,asthegradeseparationmay resultinlongsectionsofpathwaythatcannotbeeasilyaccessedinanemergency.Adequatelightingis particularlyimportantattheselocations. Sharedusepathsatinterchangesshouldbedesignedtoavoidsignificantgradechanges.Opportunities toprovidedirectlinkstodestinationsshouldbesoughtiftheyreducetraveldistancecomparedtothe roadwayalignment. Gradeseparatedcrossingswillalsobeusedbypedestrians,thereforetheymustmeetaccessibility standards;seeChapter5:SharedUsePathsformoreinformation.
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4.12.10. BICYCLES AT ROUNDABOUTS

Roundaboutsareanincreasinglypopulardesignsolutionforintersections.Singlelaneroundaboutscan providesignificantsafetybenefitsforbicyclistswhentheyaredesignedwiththeirneedsinmind.At roundabouts,somebicyclistswillchoosetotravelontheroadway,whileotherswillchoosetotravelon thesidewalk.Roundaboutscanbedesignedtosimplifythischoiceforcyclists.
GENERAL ROUNDABOUT DESIGN ISSUES

Sincetypicalonroadbicycletravelspeedsarebetween10and20mph(15and30km/hr),roundabouts thataredesignedtoconstrainmotorvehiclespeedstosimilarvalueswillimprovesafetyandusability forbicyclists.Urbanroundaboutsshouldhaveamaximumentryspeedof20mphto30mph(30km/hr to50km/hr);singlelaneroundaboutsaretypicallyatthelowerendofthisrange.Assuch,itiscriticalto ensurethatthegeometricfeaturesofaroundabout(e.g.entryandexitradius,entryandexitwidth, splitterislands,circulatoryroadwaywidth,andinscribedcirclediameter)combinetoconstrainmotor vehiclespeeds.(8) Singlelaneroundaboutsaremuchsimplerforbicycliststhanmultilaneroundabouts,sincetheydonot requirebicycliststochangelanes,andmotoristsarelesslikelytocutoffbicyclistswhentheyexitthe roundabout.Therefore,whendesigningandimplementingroundabouts,authoritiesshouldavoid implementingmultilaneroundaboutsbeforetheircapacityisneeded.Ifdesignyeartrafficvolumes indicatetheneedforamultilaneroundabout,butthisneedisntlikelyforseveralyears,theroundabout canbebuiltasasinglelaneroundabout,anddesignedtobeeasilyreconstructedwithadditionallanes 127 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 inthefuturewhenandiftrafficvolumesincrease.Inaddition,wherearoundaboutisproposedatan intersectionofamajormultilanestreetandaminorstreet,considerationshouldbegiventobuildinga roundaboutwithtwolaneapproachesonthemajorstreetandonelaneapproachesonminorstreets. Whencomparedtoroundaboutswithtwolanesatallfourlegs,thisdesigncansignificantlyreduce complexityforallusers,includingbicyclists.
DESIGNING FOR BICYCLE TRAVEL WITHIN THE ROUNDABOUT

Ingeneral,bicyclistswhohavetheskillstorideinurbantrafficcanmanagesinglelaneroundaboutswith littledifficulty.Whereappropriatedesignspeedsareused,bicyclistscancomfortablymergeintothe laneoftraffic.Evenatmultilaneroundabouts,manybicyclistswillbeabletotravelthroughroundabouts inthesamemannerasothervehicles. Bikelanesshouldbeterminatedinadvanceofroundabouts.Thefullwidthbikelaneshouldnormally endatleast100feet(30m)beforetheedgeofthecirculatoryroadway(seeExhibit4.43).Terminating thebikelanecuesbicycliststomergeintothelaneoftraffic.Anappropriatetapershouldbeprovided tonarrowthesumofthetravellaneandbikelanewidthsdowntoanappropriateentrywidthforthe roundabout.Thetapershouldendpriortothecrosswalkattheroundabout,toachievetheshortest feasiblepedestriancrossingdistance.Ataperrateof7:1isrecommendedtoaccommodateadesign speedof20mph(25km/hr).Totapera5to6foot(1.5to1.8m)widebicyclelane,a40foot(12m) taperisrecommended.Thebicyclelanelineshouldbedottedfor50to200feet(15to60m)inadvance ofthetaper.Alongerdottedlineencouragescycliststoavailthemselvesoftimelygapstomergeinto traffic,ratherthandelayuntilapointwhere,ifnogapisavailableatthemoment,theonlysafe alternativeistopauseandwaitforone.Thebikelanelineshouldbeterminatedatthestartofthetaper orwherenormalbikelanewidthisnolongeravailable.
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50ft.Min.(15.25m)
1 2 3 4 5 6
100ft.Min.(30.5m)
Exhibit4.43.TypicalLayoutofRoundaboutwithBikeLanes(note:tobereplacedwithfinalgraphicin nexteditionofFHWARoundaboutGuide) Bikelanesshouldnotbelocatedwithinthecirculatoryroadwayofroundabouts.Thisdesignwould suggestthatbicyclistsshouldrideattheouteredgeofthecirculatoryroadway,whichcreatesturning conflictsatexitsandentrances.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 Atroundaboutexits,anappropriatetapershouldbeginafterthecrosswalk,withadottedlineforthe bikelanethroughthetaper.Thesolidbikelanelineshouldresumeassoonasthenormalbicyclelane widthisavailable.
DESIGNING FOR BICYCLISTS TO TRAVERSE ROUNDABOUTS ON THE SIDEWALK

Someonroadbicyclistsmaynotfeelcomfortablenavigatingroundaboutsontheroadway.Bicycle rampscanbeprovidedtoallowaccesstothesidewalkorasharedusepathattheroundabout.Bicycle rampsatroundaboutshavethepotentialtobeconfusedaspedestrianramps,particularlyfor pedestrianswhohavevisualimpairments.Therefore,bicyclerampsshouldonlybeusedwherethe roundaboutcomplexityordesignspeedmayresultinlesscomfortforsomebicyclists.Asdescribed above,multilaneroundaboutsaremorechallengingforbicyclists,thereforebicyclerampscanbeuseful intheselocations.Bicyclerampsmayalsobeappropriateatsinglelaneroundabouts,iftrafficspeedsor otherconditions(e.g.arightturnbypasslane)makecirculatinglikeothervehiclesmorechallengingfor bicyclists.Otherwise,rampsarenotnormallyneededaturban,singlelaneroundabouts. Wherebicyclerampsareprovidedataroundabout,considerationshouldbegiventoprovidinga widenedsidewalkattheroundabout.Inareaswithrelativelylowpedestrianusageandwherebicycle usageofthesidewalksisexpectedtobelow,thenormalsidewalkwidthmaybesufficient.Insome jurisdictions,stateorlocallawsmayprohibitcyclistsfromridingonsidewalks.Intheseareas,bicycle rampsmaynotbeappropriate. Thedesigndetailsofbicyclerampsarecriticaltoensureusabilityandprovidechoicetobicyclists,andto reducethepotentialforconfusionofpedestrians,particularlythosewhoareblindorwhohavelow vision.Bicyclerampsshouldbeplacedattheendofthefullwidthbicyclelane,justbeforethebeginning ofthetaperforthebikelane.Bicyclistsapproachingthetaperandbikerampwillthusbeprovidedthe choiceofmergingleftintothetravellane,ormovingtotherightontothesidewalk.Wherenobikelane ispresentontheapproachtoaroundabout,abicycleramp,ifused,shouldbeplacedatleast50feet(15 m)priortothecrosswalkattheroundabout.Bicyclerampsshouldbeplacedata35to45angletothe roadwaytoenablecycliststousetherampevenifpullingatrailer,buttodiscouragethemfromentering thesidewalkathighspeed.Ideally,thesidewalkapproachingtheroundaboutisseparatedfromthe roadwaywithaplanterstrip,allowingtheramptobeplacedoutsideofthenormalsidewalkarea.Inthis case,thebikerampcanbefairlysteep,asitisnotintendedforpedestrianuse(upto20%slope).If placedwithinthesidewalkareaitself,therampslopemustbebuiltinamannersothatitisnota trippinghazard.Abicyclerampshouldnotbeplaceddirectlyinlinewiththebicyclelaneorotherwise placedinamannerthatappearstoencourageorrequireitsuse. Sincebikerampscanbeconfusingforpedestrianswithvisualimpairments,detectablewarningsshould beincludedontheramp.Wheretherampisplacedinaplanterstrip,thedetectablewarningsshouldbe placedatthetopoftheramp,astherampitselfispartofthehazardousvehiculararea.Iftherampisin thesidewalkitself,thedetectablewarningshouldbeplacedatthebottomoftheramp.Otheraspectsof 130 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 thebikerampdesignandplacementcanhelpkeeppedestriansfrommisconstruingthebikerampasa pedestriancrossinglocation.Theseaspectsincludetheangleoftheramp,thepossiblesteeperslopeof theramp,andlocationoftheramprelativelyfarfromtheroundaboutandmarkedcrosswalklocation. Bicyclerampsatroundaboutexitsshouldbebuiltwithsimilargeometryandplacementastherampsat roundaboutentries.Bikerampsshouldbeplacedatleast50feet(15m)beyondthecrosswalkatthe roundaboutexit.
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WORKS CITED
1.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.: FederalHighwayAdministration,U.S.DepartmentofTransportation,2009. 2.Torbic,D.J.etal.GuidancefortheDesignandApplicationofShoulderandCenterlineRumbleStrips. Washington,DC:NationalCooperativeHighwayResearchProgram,2009.Report641. 3.AASHTO.APolicyonGeometricDesignofHighwaysandStreets.Washington,D.C.:American AssociationofStateHighwayandTransportationOfficials,2004. 4.RelationshipofLaneWidthtoSafetyforUrbanandSuburbanArterials.Potts,HarwoodandRichards. s.l.:TRB2007AnnualMeeting,2007. 5.IowaDepartmentofTransportation.GuidelinesfortheConversionofUrbanFourLaneUndivided RoadwaystoThreeLaneTwoWayLeftTurnLaneFacilities.:CenterforTransportationResearchand EducationIowaStateUniversity,2001. 6.Kein,L.L,Mills,M.KandGibson,D.R.P.TrafficDetectorHandbook.Washington,DC:FederalHighway Administration,2006. 7.Moeur,RichardC.andBina,MichelleN.BicycleMotorVehicleCollisionsonControlledAccess HighwaysinArizona.s.l.:ArizonaDepartmentofTransportation,2002. 8.FederalHighwayAdministration.Roundabouts:AnInformationalGuide.2000. 9.InstituteofTransportationEngineers.UrbanStreetGeometricDesignHandbook.2008. 10.FederalHighwayAdministration.TechnicalAdvisoryT5040.35:RoadwayShoulderRumbleStrips. 2001.
Chapter5:DesignofSharedUsePaths
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1
CHAPTER 5: DESIGN OF SHARED USE PATHS

5.1 . INTRODUCTION
Sharedusepathsarebikewaysthatarephysicallyseparatedfrommotorizedvehiculartrafficbyanopen spaceorbarrierandeitherwithinthehighwayrightofwayorwithinanindependentrightofway. Sharedusepathsaresometimesreferredtoastrails.However,inmanystatesthetermtrailmeans anunimprovedrecreationalfacility.Careshouldbetakenwhenusingthesetermsinterchangeably. Wheresharedusepathsarecalledtrails,theyshouldbedesignedbasedontheguidanceinthismanual. Pathusersaregenerallynonmotorizedandmayincludebutarenotlimitedto:typicalbicyclists, recumbentbicyclists,bicyclistspullingtrailers,tandembicyclists,inlineskaters,rollerskaters, skateboarders,kickscooterusers,andpedestrians,includingwalkers,runners,peopleusingwheelchairs (bothnonmotorizedandmotorized),peoplewithbabystrollers,peoplewalkingdogs,andothers.Paths aremostcommonlydesignedfortwowaytravel,andtheguidancehereinassumesatwowayfacilityis plannedunlessotherwisestated. Sharedusepathscanserveavarietyofpurposes.Theycanprovideuserswithashortcutthrougha residentialneighborhood(e.g.,aconnectionbetweentwoculdesacstreets).Theycanprovidea commutingroutebetweenresidentialareasandjobcenters.Locatedinaparkoragreenway,theycan provideanenjoyablerecreationalopportunity.Sharedusepathscanbelocatedalongrivers,ocean fronts,canals,abandonedoractiverailroadandutilityrightsofway,roadwaycorridors,limitedaccess freeways,withincollegecampuses,orwithinparksandopenspaceareas.Sharedusepathscanalso providebicycleaccesstoareasthatareotherwiseservedonlybylimitedaccesshighways. Sharedusepathsshouldbethoughtofasasystemofoffroadtransportationroutesforbicyclistsand otherusersthatextendsandcomplementstheroadwaynetwork.Sharedusepathsshouldnotbeused toprecludeonroadbicyclefacilities,butrathertosupplementanetworkofonroadbikelanes,shared roadways,bikeboulevards,andpavedshoulders.Sharedusepathdesignissimilartoroadwaydesign, butonasmallerscaleandwithtypicallylowerdesignspeeds.
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26 27 28 29 30
5.1.1. ACCESSIBILITY REQUIREMENTS FOR SHARED USE PATHS

Duetothefactthatnearlyallsharedusepathsareusedbypedestrians,theyfallundertheaccessibility requirementsoftheAmericanswithDisabilitiesAct(ADA).Thetechnicalprovisionshereineithermeet orexceedthoserecommendedincurrentaccessibilityguidelines.Pathsinapublicrightofwaythat functionassidewalksshouldbedesignedinaccordancewiththedraftPublicRightsOfWayAccessibility
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1 2 3 4 5 6 Guidelines(PROWAG)(1),orsubsequentguidancethatmaysupersedePROWAGinthefuture.These guidelinesalsoapplytostreetcrossingsforalltypesofsharedusepaths. Sharedusepathsbuiltinindependentcorridorsshouldmeettheproposedaccessibilitystandards describedintheArchitecturalBarriersActAccessibilityGuidelinesforOutdoorDevelopedAreas(AGODA) (2),oranysubsequentguidancethatsupersedesAGODA.Again,thetechnicalprovisionsinthismanual eithermeetorexceedthoserecommendedinAGODA.
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5.2. ELEMENTS OF DESIGN

Sharedusepathdesigncriteriaarebasedonthephysicalandoperatingcharacteristicsofbicyclesand otherpathusers,whicharesubstantiallydifferentthanmotorvehicles.Duetoalargepercentageof pathusersbeingadultbicyclists,theyaretheprimarydesignuserforsharedusepathsandarethebasis formostofthedesignrecommendationsinthischapter.Thischapteralsoprovidesinformationon criticaldesignissuesandvaluesforotherpotentialdesignusers,whichshouldbeusedintheeventthat largevolumesoftheseotherusertypesareanticipated. Somepathsarefrequentlyusedbychildren.Theoperatingcharacteristicsofchildrenarehighly variable,andtheirspecificcharacteristicshavenotyetbeenfullydefinedthroughresearchstudies. However,itisgenerallyassumedthatthespeedofchildcyclistsislowerthanadultcyclists.Duetothe factthatmuchofthedesigncriteriainthisGuideisbasedondesignspeed,childrenwillbe accommodatedtoalargeextent.Whenconsideringcriteriaunrelatedtodesignspeed,engineering judgmentshouldbeusedwhenmodifyingthesevaluesforchildren.
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5.2.1. WIDTH AND CLEARANCE

Theusablewidthandthehorizontalclearancerequiredforasharedusepathareprimarydesign considerations.Exhibit5.1depictsthetypicalcrosssectionofasharedusepath.Theappropriatepaved widthforasharedusepathisdependentonthecontext,volume,andmixofusers.Theminimumpaved widthforatwodirectionalsharedusepathis10feet(3.0m).Typically,widthsrangefrom1014feet (3.04.3m),withthewidervaluesapplicabletoareaswithhighuseand/orawidervarietyofuser groups. Inveryrarecircumstances,areducedwidthof8feet(2.4m)maybeusedwherethefollowing conditionsprevail: Bicycletrafficisexpectedtobelow,evenonpeakdaysorduringpeakhours. Pedestrianuseofthefacilityisnotexpectedtobemorethanoccasional. Horizontalandverticalalignmentsprovidesafeandfrequentpassingopportunities. 134 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 Thepathwillnotberegularlysubjectedtomaintenancevehicleloadingconditionsthatwould causepavementedgedamage. Inaddition,apathwidthof8feet(2.4m)maybeusedforashortdistanceduetoaphysicalconstraint suchasanenvironmentalfeature,bridgeabutment,utilitystructure,fence,etc.Warningsignsthat indicatethepathwaynarrows,pertheManualonUniformTrafficControlDevices(MUTCD)(3)shouldbe consideredattheselocations.
8 9
Exhibit5.1.TypicalCrossSectionofTwoWaySharedUsePathonIndependentAlignment
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Awiderpathisneededtoprovideanacceptablelevelofserviceonpathwaysthatarefrequentlyused bypedestriansandwheeledusers.TheSharedUsePathLevelofServiceCalculatorishelpfulin determiningtheappropriatewidthofapathwaygivenexistingoranticipateduservolumesandmixes. (4)Widerpathways,typically1114feet(3.44.2m)arerecommendedinlocationsthatareanticipated toserveahighpercentageofpedestrians(upto30%ofthetotalpathwayvolume)andhighuser volumes(morethan300totalusersinthepeakhour).Elevenfoot(3.4m)widepathwaysarenecessary toenableabicyclisttopassanotherpathusergoingthesamedirection,atthesametimeapathuseris approachingfromtheoppositedirection(seeExhibit5.2).(5)Widerpathsarealsoadvisableinthe followingsituations: Wherethereissignificantusebyinlineskaters,adulttricycles,orotherusersthatneedmore operatingwidth(seeChapter3); Wherethepathisusedbylargermaintenancevehicles; Onsteepgradestoprovideadditionalpassingarea;or Throughcurvestoprovidemoreoperatingspace.
16 17 18 19 20 21 22 23 24 25 26 Exhibit5.2.MinimumWidthNeededtoFacilitatePassingonaSharedUsePath
Undermostconditions,itisnotnecessarytosegregatepedestriansandbicyclistsonasharedusepath, eveninareaswithhighuservolumestheycantypicallycoexist.Pathuserscustomarilykeepright excepttopass.Signsmaybeusedtoremindbicycliststopassontheleftandtogiveanaudiblewarning priortopassingotherslowerusers.Part9oftheMUTCDprovidesavarietyofregulatorysignsthatcan beusedforthispurpose. Onpathwayswithheavypeakhourand/orseasonalvolumes,orotheroperationalchallengessuchas sightdistanceconstraints,theuseofacenterlinestripeonthepathcanhelpclarifythedirectionof travelandorganizepathwaytraffic.Asolidyellowcenterlinestripemaybeusedtoseparatetwo directionsoftravelwherepassingisnotpermitted,andabrokenyellowlinemaybeusedwherepassing 136 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 ispermitted.Thecenterlinecaneitherbecontinuousalongtheentirelengthofthepath,ormaybe usedonlyinlocationswhereoperationalchallengesexist.PertheMUTCD,allmarkingsusedon bikewaysshouldberetroreflectorized. Inareaswithextremelyheavypathwayvolumes,segregationofpedestriansfromwheeledusersmaybe appropriate;howevercaremustbetakentoensurethemethodofsegregationissimpleand straightforward.Pedestriansaretypicallyprovidedwithabidirectionalwalkinglaneononesideofthe pathway,whilebicyclistsareprovidedwithdirectionallanesoftravel.Thissolutionshouldonlybeused whenaminimumpathwidthof15feet(4.6m)isprovided,withatleast10feet(3m)fortwoway wheeledtraffic,andatleast5feet(1.5m)forpedestrians. Wherethistypeofsegregationisusedonapathwithaview(e.g.adjacenttoalakeorriver),the pedestrianlaneshouldbeplacedonthesideofthepathwiththeview.Again,thissolutionshouldonly beusedforpathwayswithheavyvolumes,aspedestrianswilloftenwalkinthebicycleonlyportionof apathwayunlessitisheavilytraveledbybicycles. Anothersolutionistoprovidephysicallyseparatedpathwaysforpedestriansandwheeledusers.A numberoffactorsshouldbeconsideredwhendeterminingwhethertoprovideseparatepaths,suchas generalsiteconditions(i.e.,thewidthofseparationandsetting),originsanddestinationsofdifferent typesofpathusers,andtheanticipatedlevelofcomplianceofuserschoosingtheappropriatepath.In someinstancesthedualpathsmayhavetocomeincloseproximityorbejoinedforadistancedueto siteconstraints.AsallowedbytheMUTCD(3)anddescribedinmoredetailinSection5.4.2.,mode specificsignsmaybeusedtoguideuserstotheirappropriatepaths. Ideally,agradedarea(shoulder)atleast35feet(0.91.5m)widewithamaximumcrossslopeof6:1 shouldbemaintainedoneachsideofthepathway.Ataminimum,a2foot(0.6m)gradedareawitha maximum6:1slopeshouldbeprovidedforclearancefromlateralobstructionssuchasbushes,large rocks,bridgepiers,abutments,andpoles.Where"smooth"featuressuchasbicyclerailingsorfencesare introducedwithappropriateflaringendtreatments(asdescribedbelow),alesserclearance(notless than1ft)isacceptable.Ifadequateclearancecannotbeprovidedbetweenthepathandlateral obstructions,thenwarningsigns,objectmarkers,orenhancedconspicuityandreflectorizationofthe obstructionshouldbeused. Whereapathisadjacenttoparallelwaterhazardsordownwardslopesequaltoorsteeperthan3:1,a widerseparationshouldbeconsidered.A5foot(1.5m)separationfromtheedgeofthepathpavement tothetopoftheslopeisdesirable.Dependingontheheightoftheembankmentandconditionatthe bottom,aphysicalbarrier,suchasdenseshrubbery,railing,orfencingmaybeneeded.Thisisanarea whereengineeringjudgmentmustbeapplied,asitisnecessarytocomparetheriskforanerrant bicyclistthatswervesoffthepathtotheriskoftherailitself.Wherearecoveryarea(i.e.,distance betweentheedgeofthepathpavementandthetopoftheslope)islessthan5feet(1.5m),physical barriersorrailsarerecommendedinthefollowingsituations(seeExhibit5.3). 137 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 Slopes1:1orsteeper,withadropof1foot(0.3m)orgreater Slopes2:1orsteeper,withadropof4feet(1.2m)orgreater Slopes3:1orsteeper,withadropof6feet(1.8m)orgreater Slopes3:1orsteeper,adjacenttoaparallelwaterhazardorotherobvioushazard
5 6 7 8 Exhibit5.3.SafetyRailbetweenPathandAdjacentSlope Thebarrierorrailshouldbeginpriorto,andextendbeyondtheareaofneed.Thelateraloffsetofthe barriershouldbeatleast1foot(0.3m)fromtheedgeofthepath.Theendsofthebarriershouldbe 138 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 flaredawayfromthepathedge.Barrierorrailendsthatremainwithinthe2foot(0.6m)cleararea shouldbemarkedwithobjectmarkers. Railingsthatareusedtoprotectusersfromslopesortodiscouragepathusersfromventuringontoa roadwayorneighboringpropertycantypicallyhaverelativelylargeopenings.Atypicaldesignincludes twotofourhorizontalelementswithverticalelementsspacedfairlywidely,butfrequentlyenoughto providethenecessarystructuralsupport.Wherethepathsidehazardisahighverticaldroporabodyof water,engineeringjudgmentshouldbeusedtodeterminewhetherarailingsuitableforbridges(as describedinSection5.2.10.)shouldbeused. Othermaterialsinadditiontorailingscanbeusedtoseparatepathsfromadjacentareas,eitherdueto hazardousconditionsortodiscouragepathwayusersfromventuringontoadjacentproperties.Berms and/orvegetationcanservethisfunction. Itisnotdesirabletoplacethepathwayinanarrowcorridorbetweentwofencesforlongdistances,as thiscreatesanuncomfortableexperiencefortheuserandpreventspathusersfromleavingthepathin theeventofanemergency. Thedesirableverticalclearancetoobstructionsis10feet(3.0m).Fixedobjectsshouldnotbepermitted toprotrudewithintheverticalorhorizontalclearanceofasharedusepath.8feet(2.4m)isthe recommendedminimumverticalclearancethatcanbeusedinconstrainedareas.Insomesituations, verticalclearancegreaterthan10feet(3.0m)maybenecessarytopermitpassageofmaintenanceand emergencyvehicles.
20 21 22 23 24 25 26 27 28 29 30 31 32
5.2.2. SHARED USE PATHS ADJACENT TO ROADWAYS (SIDEPATHS)

Whileitisgenerallypreferabletoselectpathalignmentsinindependentrightsofway,thereare situationswhereexistingroadsprovidetheonlycorridorsavailable.Considerationissometimesgivento placingpathsadjacenttotheroadway(alsocalledsidepaths),whererightofwayandotherphysical constraintsdictate.However,asstatedinChapter2,provisionofapathwayadjacenttotheroadis generallynotasubstitutefortheprovisionofonroadaccommodationsuchaspavedshouldersorbike lanes,butmaybeconsideredinsomelocationsinadditiontoonroadbicyclefacilities,orasaninterim accommodationuntilroadwayconditionscanbeimproved.Asidepathshouldsatisfythesamedesign criteriaassharedusepathsinindependentcorridors. Thediscussioninthissectionreferstotwowaysidepaths.Additionaldesignconsiderationsfor sidepathsareprovidedinSection5.3.4.ofthischapter. Pathscanfunctionalonghighwaysforshortsections,orforlongersectionswheretherearefewstreet and/ordrivewaycrossings,givenappropriateseparationbetweenfacilitiesandattentiontousersafety
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 atjunctions.Howeverbeforecommittingtothisoptionforlongerdistancesonurbanandsuburban streetswithmanydrivewaysandstreetcrossings,practitionersshouldbeawarethattwowaysidepaths cancreateoperationalandsafetyproblems;primarilyarisingfromthefactthatbicycletrafficinone directionridesagainsttheflowofadjacentroadwaytraffic,contrarytonormalrulesoftheroadand driverexpectations.SeeExhibit5.4forexamplesofsafetyissuesassociatedwithsidepaths.Theseissues include: 1. Atintersectionsanddriveways,motoristsenteringorcrossingtheroadwayoftenwillnotnotice bicyclistsapproachingfromtheirright,astheydonotexpectwheeledtrafficfromthisdirection. Motoriststurningfromtheroadwayontothecrossstreetmaylikewisefailtonoticebicyclists travelingtheoppositedirectionfromthenorm. 2. Bicycliststravelingagainsttheflowoftrafficonsidepathsareapttocrossintersectionsand drivewaysatunexpectedspeeds(i.e.,atspeedsthataresignificantlyfasterthanpedestrian speeds).Thisexacerbatescrashrisk,especiallywheresightdistanceislimited. 3. Motorvehicleswaitingtoentertheroadwayfromadrivewayorsidestreetmayblockthe sidepathcrossing,asdriverspullforwardtogetanunobstructedviewoftraffic(thisisthecase atmanysidewalkcrossings,aswell). 4. Althoughthesharedusepathshouldbegiventhesameprioritythroughintersectionsasthe parallelhighway,somemotoristsmistakenlyexpectbicycliststoyieldatallcrossstreetsand driveways.Attemptstorequirebicycliststoyieldorstopateachcrossstreetordrivewayare inappropriateandaretypicallynoteffective. 5. Wherethesidepathends,bicycliststravelinginthedirectionopposedtoroadwaytrafficmaybe encouragedtocontinueonthewrongsideoftheroadway.Similarly,bicyclistsapproachinga pathmaytravelonthewrongsideoftheroadwaytoaccessthepath.Wrongwaytravelby bicyclistsisacommonfactorinbicycleautomobilecrashes. 6. Dependinguponthebicyclistsspecificoriginanddestination,atwowaysidepathononesideof theroadmayrequireadditionalroadcrossings(andthereforeincreasedexposure),howeverthe sidepathmayalsoreducethenumberofroadcrossingsforsomebicyclists. 7. Signspostedforroadwayusersarebackwardsforcontraflowriders,whoareaptnottonotice suchinformation.Thesameappliestotrafficsignalfacesthatarenotorientedtocontraflow riders. 8. Becauseofproximityofroadwaytraffictoopposingpathtraffic,barriersorrailingsare sometimesnecessarytokeeptrafficfromtheroadwayorpathfrominappropriatelyentering theotherway.Thesebarrierscanrepresentanobstructiontobicyclistsandmotoristsandcan complicatepathmaintenance. 9. Bicyclistsusingasidepathmayconflictwithpedestriansandotherslowerpathusers. 10. Sidepathwidthissometimesconstrainedbyfixedobjecthazards(suchasutilitypoles,trash cans,mailboxes,etc). 11. Somebicyclistswillusetheroadwayinsteadofthesidepathbecauseoftheoperationalissues describedabove.Bicyclistsusingtheroadwaymaybeharassedbymotoristswhobelieve 140 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 bicyclistsshouldusethesidepath.Inaddition,therearesomestatesthatprohibitbicyclistsfrom usingtheadjacentroadwaywhenasidepathispresent.
3 4 5 6 7 8 9 Exhibit5.4.SidepathConflicts
Forthesereasons,othertypesofbikewaysmaybebettersuitedtoaccommodatebicycletrafficalong someroadways.Sharedusepathsinroadmediansaregenerallynotrecommended.Thesefacilities resultinmultipleconflictingturningmovementsbymotoristsandbicyclistsatintersections.Therefore, sharedusepathsinmediansshouldbeconsideredonlywheretheseturningconflictscanbeavoidedor mitigatedthroughsignalizationorothertechniques.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
GUIDELINES FOR SIDEPATHS

Althoughpathsinindependentrightsofwayarepreferred,sidepathsmaybeconsideredwhereoneor moreofthefollowingconditionsexist: Theadjacentroadwayhasrelativelyhighvolumeandhighspeedmotorvehicletrafficthat mightdiscouragemanybicyclistsfromridingontheroadway,potentiallyincreasingsidewalk riding,andtherearenopracticalalternativesforeitherimprovingtheroadwayor accommodatingbicyclistsonnearbyparallelstreets. Thesidepathisusedforashortdistancetoprovidecontinuitybetweensectionsofpathin independentrightsofway,ortoconnectlocalstreetsthatareusedasbicycleroutes. Thesidepathcanbebuiltwithfewroadwayanddrivewaycrossings. Thesidepathcanbeterminatedateachendontostreetsthataccommodatebicyclists,onto anotherpath,orinalocationthatisotherwisebicyclecompatible.
Insomesituations,itmaybepossibletoplaceonewaysidepathsonbothsidesofthestreetorhighway, directingwheeleduserstotravelinthesamedirectionasadjacentmotorvehicletraffic.Clear directionalinformationisneededifthistypeofdesignisused,aswellasappropriateintersectiondesign toenablebicycliststosafelycrosstotheothersideoftheroadway.Thiscanreducesomeofthe problemsassociatedwithtwowaysidepathsatdrivewaysandintersections;however,itshouldbedone withtheunderstandingthatmanybicyclistswillignorethedirectionalindicationsiftheyinvolve additionalcrossingsorotherwiseinconvenienttravelpatterns. Separationisdesirablebetweenatwowaysidepathandtheadjacentroadwaytodemonstratetoboth thebicyclistandthemotoristthatthepathfunctionsasanindependentfacilityforbicyclistsandother users.Theminimumrecommendeddistancebetweenapathandtheroadwaycurboredgeof pavement(wherethereisnocurb)is5feet(1.5m).Wheretheseparationislessthan5feet(1.5m),a physicalbarrierorrailingshouldbeprovidedbetweenthepathandtheroadway.Suchbarriersor railingsservebothtopreventpathusersfrommakingundesirableorunintendedmovementsfromthe pathtotheroadwayandtoreinforcetheconceptthatthepathisanindependentfacility.Whereused, thebarrierorrailingshouldbeaminimumof42inches(1m)high.Abarrierorrailingbetweenashared usepathandadjacenthighwayshouldnotimpairsightdistanceatintersections,andshouldbedesigned nottoposeahazardtoerrantmotorists.Thebarrierorrailingneednotbeofsizeandstrengthto redirecterrantmotoriststowardtheroadway,unlessotherconditionsrequireacrashworthybarrier. Whereasidepathisplacedalongahighspeedhighway,aseparationgreaterthan5feet(1.5m)is desirableforsafetyandpathusercomfort.Ifgreaterseparationcannotbeprovided,useofa crashworthybarriershouldbeconsidered.SeeSection5.3.4.forguidanceonthedesignofsidepath intersections.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
5.2.3. SHARED USE WITH MOPEDS, MOTORCYCLES, SNOWMOBILES, AND HORSES

Althoughinsomejurisdictionsitmaybepermitted,itisundesirabletomixmopeds,motorcycles,orall terrainvehicleswithbicyclistsandpedestriansonsharedusepaths.Ingeneral,thesetypesof motorizedvehiclesshouldnotbeallowedonsharedusepathsbecauseofconflictswithslowermoving bicyclistsandpedestrians.Motorizedvehiclesalsodiminishthequiet,relaxingexperiencemostusers seekonpaths.Motorizedwheelchairsareanexceptiontothisrule,andshouldbepermittedtoaccess sharedusepaths. Incaseswheremopedsorothersimilarmotorizedusersarepermittedandareexpectedtousethe pathway,itisnecessarytoreduceconflictsbyprovidingadditionalwidth,signing,andstriping.Signs thatemphasizeappropriateuseretiquettemaybeaparticularneedforthesepaths. BicyclingandequestrianusehavesuccessfullybeenintegratedonmanypathwaysintheU.S.However, caremustbetakenindesigningthesefacilitiestoreducepotentialconflictsbetweenusers.Bicyclists areoftenunawareoftheneedforslowerspeedsandadditionalclearancearoundhorses.Horsescanbe startledeasilyandmayactunpredictablyiftheyperceiveapproachingbicyclistsasadanger.Measures tomitigatebicyclistequestrianconflictsincludeprovisionofseparatebridlepaths,maintenanceof adequatesightlinessothatbicyclistsandequestriansareabletoseeeachotherwellinadvance,and signingthatclarifiesappropriatepassingtechniquesandyieldingresponsibilities.Whereused,a separate,unpavedbridlepathcanoftenserveadualpurpose,asmanyjoggersalsopreferunpaved surfaces(seeExhibit5.5).
21 22 23 Exhibit5.5.SharedUsePathwithSeparateUnpavedEquestrian/JoggerPath
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
5.2.4. DESIGN SPEED

Thespeedapathusertravelsisdependentonseveralfactors,includingthephysicalconditionofthe user;thetypeandconditionoftheusersequipment;thepurposeofthetrip;thecondition,location andgradeofthepath;theprevailingwindspeedanddirection;andthenumberandtypesofotherusers onthepath.Inmostsituationssharedusepathsshouldbedesignedforaspeedthatisatleastashigh asthepreferredspeedofthefastestcommonuser. Thereisnosingledesignspeedthatisrecommendedforallpaths.Whenselectinganappropriatedesign speedforaspecificpath,plannersanddesignersshouldconsiderseveralfactorsincludingthecontextof thepath,thetypesofusersexpected,theterrainthepathrunsthrough,prevailingwinds,thepath surface,andotherpathcharacteristics.Thefollowingexampleshelptoillustratethesefactors:
Typesofusersandcontext.Anurbanpathwithavarietyofusersandfrequentconflictsand constraintsmaybedesignedforlowerspeedsthanaruralpathwithfewconflictsthatis primarilyusedbyrecreationalcyclists(potentiallyincludingrecumbentbicyclists,whose85th percentilespeedis18mph). Terrain.Apathinfairlyhillyterrainshouldbedesignedforahigherspeed. Pathsurface.Bicycliststendtoridesloweronunpavedpaths,soalowerdesignspeedmaybe used.
Instreetandhighwaydesign,designspeedsaregenerallyselectedin5mphor10km/hincrements, whichisappropriatebasedontheapproximate85thpercentilespeedrangeonvarioustypesof roadwaysof20mph(30km/h)to75mph(120km/h)orhigher.Onpaths,therangeofspeedsismuch smaller,rangingaslowas12mph(19km/h)to30mph(50km/h).Therefore,designspeedsforpaths canbeselectedin2mph(3km/h)increments.Designcriteriaforgeometricfeaturesinthisdocument areprovidedin2mph(3km/h)incrementsfortheslowerendofthescale[designspeedsbetween12 mph(19km/h)and20mph(32km/h)].Fordesignspeedsabove20mph(32km/h),5mphincrements areused. Thefollowingguidanceandtheaforementionedconsiderationofvariousfactorsshoulddrivethe selectionofanappropriatedesignspeed:
Formostpathsinrelativelyflatareas(gradeslessthan2%),adesignspeedof18mph(30km/h) isgenerallysufficient,exceptoninclineswherehigherspeedscanoccur.Thedesignspeed shouldnotbelowerthan14mph(23km/h),exceptinrarecircumstanceswherethecontext andusertypessupportalowerspeed. Inareaswithhillyterrainandsustainedsteepergrades,theappropriatedesignspeedshouldbe selectedbasedontheanticipatedtravelspeedsofcycliststravelingdownhill.Inallbutthemost extremecases,30mph(48km/h)isthemaximumdesignspeedthatshouldbeused. 144 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 Lowerspeedscanimprovepathsafetywhenapproachingcrossingsorpotentialhazardsbyallowingthe pathusertobetterperceivethecrossingsituationorhazard.Itisimportanttogivethebicyclist adequatewarning(eitherthroughsignsorbyensuringadequatesightlines)priortoareasofthe pathwaywherelowerdesignspeedsareemployed.SeeSection5.4.2.forguidanceonwarningsigns. Geometricdesignandtrafficcontroldevicescanbeusedtoreducepathusersspeedandtoencourage fasterbicycliststousetheroadwaysystemwhereappropriate.Speedscanbereducedbygeometric featuressuchashorizontalcurvature. Effectivenessofspeedcontrolthroughdesignislimitedifbicyclistscanveeroffapathto"straighten out"curves,andspeedlimitsignsonpathsmaynotbeeffective,asmostbicyclistsdonotuse speedometers.Trafficmanagementthroughuseofacenterlinestripecanbeaseffectiveasgeometric designinreducingspeedsandaddressingconflictsinsomelocations.
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5.2.5. HORIZONTAL ALIGNMENT

Thetypicaladultbicyclististhedesignuserforhorizontalalignment.Theminimumradiusofhorizontal curvatureforbicyclistscanbecalculatedusingtwodifferentmethods.Onemethodusesleanangle, andtheothermethodusessuperelevationandcoefficientoffriction.Asdetailedbelow,ingeneral,the leananglemethodshouldbeusedindesign,althoughtherearesituationswherethesuperelevation methodishelpful.
CALCULATING MINIMUM RADIUS USING LEAN ANGLE

Unlikeanautomobile,abicyclistmustleanwhilecorneringtopreventfallingoutwardduetoforces associatedwithturningmovements.Mostbicyclistsusuallydonotleandrastically;20degreesis consideredthetypicalmaximumleanangleformostusers.(6)Assuminganoperatorwhositsstraight intheseat,asimpleequationcandeterminetheminimumradiusofcurvatureforanygivenleanangle anddesignspeed:
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USCustomary Metric
R=
where: R V = = =
0.067V 2 tan
where:
R=
0.0079V 2 tan
1 2 3 4 5 6 7 8 9 10 11
minimumradiusofcurvature(ft) designspeed(mph) leananglefromthevertical(degrees)
R V
= = =
minimumradiusofcurvature(m) designspeed(km/h) leananglefromthevertical(degrees)
Equation51.MinimumRadiusofCurvatureBasedonLeanAngle AsdescribedinSection5.1.1.,sharedusepathsmustmeetaccessibilityguidelines,whichrestrictthe steepnessofcrossslopes.Onepercentslopesarerecommendedonsharedusepathswherefeasible, becausetheyareeasiertonavigateforpeopleusingwheelchairs.Inmostcasestheleanangleformula shouldbeusedwhendeterminingtheminimumradiusofahorizontalcurve,duetotheneedfor relativelyflatcrossslopesandthefactthatbicyclistsleanwhenturning(regardlessoftheirspeedorthe radiusoftheirturn).Thecurveradiusshouldbebaseduponvariousdesignspeedsof12to30mph(19 48km/h)andadesirablemaximumleanangleof20degrees.Minimumradiiofcurvatureforapaved pathcanbeselectedfromExhibit5.6.
12 13 14 15 16 17 18
USCustomary DesignSpeed(mph) MinimumRadius(ft) 12 27 14 36 16 47 18 60 20 74 25 115 30 166
Metric DesignSpeed(km/h) MinimumRadius(m) 19 8 23 11 26 15 29 18 32 22 40 35 48 50
Exhibit5.6.DesirableMinimumRadiiforHorizontalCurvesonPavedSharedUsePathsat20Degree LeanAngle
CALCULATING MINIMUM RADIUS USING SUPERELEVATION

Thesecondmethodofcalculatingminimumradiusofcurvaturenegotiablebyabicycleusesthedesign speed,thesuperelevationrateofthepathwaysurface,andthecoefficientoffrictionbetweenthe bicycletiresandthesurface,asshowninthefollowingformula:
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USCustomary Metric
R=
V2 e 15 +f 100
where:
R=
V2 e 127 + 100
where: R V e = = = = minimumradiusofcurvature(ft) designspeed(mph) rateofbikewaysuperelevation(percent) coefficientoffriction
R V e f
= = = =
minimumradiusofcurvature(m) designspeed(km/h) rateofbikewaysuperelevation(percent) coefficientoffriction
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Equation52.MinimumRadiusofCurvatureBasedonSuperelevation Thecoefficientoffrictiondependsuponspeed,surfacetypeandcondition,tiretypeandcondition,and whetherthesurfaceiswetordry.Frictionfactorsusedfordesignshouldbeselectedbaseduponthe pointatwhichturningforcesorperceivedlackofsurfacetractioncausesthebicyclisttorecognizea feelingofdiscomfortandinstinctivelyacttoavoidhigherspeed.Extrapolatingfromvaluesusedin highwaydesign,designfrictionfactorsforpavedsharedusepathscanbeassumedtovaryfrom0.34at 6mph(10km/h)to0.21at30mph(48km/h).Onunpavedsurfacesfrictionfactorsshouldbereduced by50percenttoallowasufficientmarginofsafety. Calculatingminimumradiusbasedonsuperelevationmaybeusefulonunpavedpaths,wherebicyclists maybehesitanttoleanasmuchwhilecorneringduetotheperceivedlackoftraction.Inthese situations,thesuperelevationformulashouldbeusedwithappropriatefrictionfactorsforunpaved surfaces.Calculatingminimumradiusbasedonsuperelevationmayalsobeusefulonpavedpaths intendedforbicycleuseonly,allowinghigherdesignspeedstobeaccommodatedonrelativelysharp curveswithcrossslopes(superelevation)upto8percent. Whenaradiusissmallerthanthatneededforan18mph(29km/h)designspeed,standardturnorcurve warningsigns(W1series)shouldbeinstalledinaccordancewiththeMUTCD.(3)Smallerradiuscurves aretypicallyusedwhenthereareconstrainedsiteconditions,topographicchallenges,oradesireto reducepathuserspeeds.Thenegativeeffectsofsharpercurvescanalsobepartiallyoffsetbywidening thepavementthroughthecurves.
21 22 23 24
5.2.6. CROSS SLOPE

Aspreviouslydescribed,sharedusepathsmustbeaccessibletopeoplewithdisabilities.Shareduse pathslocatedadjacenttoroadwaysessentiallyfunctionassidewalks,andthereforeshouldfollow PROWAG(1),whichrequiresthatcrossslopesnotexceed2percent.Pathsinindependentrightsofway 147 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 shouldbedesignedaccordingtoAGODA(7),whichrequiresthatcrossslopesnotexceed5percent.As describedintheprevioussection,1percentcrossslopesarerecommendedonsharedusepaths,to betteraccommodatepeoplewithdisabilitiesandtoprovideenoughslopetoconveysurfacedrainagein mostsituations. Becausethisguiderecommendsarelativelyflatcrossslopeof1percent,andbecausehorizontal curvaturecanbebasedona20degreeleanangle,superelevationforhorizontalcurvatureisnot required.Becausesuperelevationisnotneededforhorizontalcurvature,crossslopescanfollowthe directionoftheexistingterrain.Thispracticeenablesthedesignertobetteraccommodatesurface drainageandlessenconstructionimpacts. Ifcrossslopessteeperthan2percentarenecessary,theyshouldbeslopedtotheinsideofhorizontal curvesregardlessofdrainageconditions.Steepercrossslopes(upto5%)mayoccasionallybedesirable onunpavedsharedusepathstoreducethelikelihoodofpuddlescausedbysurfaceirregularitiesandto allowincreasedsuperelevationtoachievesmallerradiiofcurvature,aspreviouslydescribedinthe subsectiononhorizontalalignment.Intheraresituationwhereapathisintendedforbicycleuseonly (e.g.pedestriansareaccommodatedonaseparatepathway)anddoesnotneedtomeetaccessibility guidelines,crossslopesbetween5and8percentcanbeusedtoallowforsmallerminimumhorizontal curveradii,asdiscussedabove. Crossslopesmustbetransitionedtoconnecttoexistingslopes,ortoadjusttoareversalofpredominant terrainslopeordrainage,ortoahorizontalcurveinsomesituations.Crossslopetransitionsshouldbe comfortableforthepathuser.Aminimumtransitionlengthof5feet(1.5m)foreach1percentchange incrossslopeshouldbeused.
22 23 24 25 26 27 28 29 30 31 32 33
5.2.7. GRADE
Forpathwaysadjacenttoroads(sidepaths),pathwaygradeshouldgenerallymatchthegradeofthe adjacentroadway.Gradesonsharedusepathsinindependentcorridorsshouldbekepttoaminimum, especiallyonlonginclines.Gradesgreaterthan5percentareundesirablebecausetheascentsare difficultformanypathusers,andthedescentscausesomeuserstoexceedthespeedsatwhichtheyare competentorcomfortable.Inaddition,becausesharedusepathsaregenerallyopentopedestrians,the allowablegradesonpathsaresubjecttotheaccessibilityguidelinesdescribedinSection5.1.1. Gradesonpathsinindependentrightsofwayshouldbelimitedasfollows(2): 5%maximumforanydistance 8.3%maximumforupto200feet(61m) 10%maximumforupto30feet(9m) 12.5%forupto10feet(3m) 148 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Additionally,nomorethan30percentofthetotalpathlengthshouldhaveagradeexceeding8.3 percent.Wheregradesexceed5percent,arestingintervalisrequiredattheendofanysegmentof maximumlengthasdescribedabove.Arestingintervalmustbeatleast5feet(1.5m)long,beaswide asthepath,andhaveamaximumslopenotexceeding5percentinanydirection.Smooth,gradual transitionsmustbeprovidedbetweentheslopedsegmentsandtherestingintervals. Optionstomitigateexcessivegradesonsharedusepathwaysincludethefollowing: Usehigherdesignspeedsforhorizontalandverticalcurvature,stoppingsightdistance,and othergeometricfeatures. Whenusingalongergrade,consideranadditional46feet(1.21.8m)ofwidthtopermitslower bicycliststodismountandwalkuphill,andtoprovidemoremaneuveringspaceforfastdownhill bicyclists. InstalltheHillwarningsignforbicyclists(W75)andadvisoryspeedplaque,ifappropriate,per theMUTCD(3). ProvidesigningthatalertspathuserstothemaximumpercentofgradeasshownintheMUTCD (3). Exceedminimumhorizontalclearances,recoveryarea,and/orprotectiverailings. Ifotherdesignsarenotpracticable,useaseriesofshortswitchbackstotraversethegrade.If thisisdone,anextra4to6feet(1.2to1.8m)ofpathwidthisrecommendedtoprovide maneuveringspace. Providerestingintervalswithflattergrades,topermituserstostopperiodicallyandrest.
Gradessteeperthan3percentmaynotbepracticalforsharedusepathswithcrushedstoneorother unpavedsurfacesforbothbicyclehandlinganddrainageerosionreasons.Typically,gradeslessthan0.5 percentshouldbeavoided,becausetheyarenotefficientinconveyingsurfacedrainage.Wherepaths arebuiltinveryflatterrain,proposedpathgradescanbeincreasedtoprovideagraduallyrollingvertical profilethathelpsconveysurfacedrainagetooutletlocations.
26 27 28 29 30 31 32 33 34
5.2.8. STOPPING SIGHT DISTANCE

Toprovidepathuserswithopportunitiestoseeandreacttounexpectedconditions,sharedusepaths shouldbedesignedwithadequatestoppingsightdistances.Thedistancerequiredtobringapathuser toafullycontrolledstopisafunctionoftheusersperceptionandbrakingreactiontimes,theinitial speed,thecoefficientoffrictionbetweenthewheelsandthepavement,thebrakingabilityoftheusers equipment,andthegrade.Thecoefficientoffrictionforthetypicalbicyclistis0.32.Exhibit5.7indicates theminimumstoppingsightdistanceforvariousdesignspeedsandgradesbasedonatotalperception andbrakereactiontimeof2.5secondsandacoefficientoffrictionof0.16(Exhibit3.4),appropriatefor wetconditions.Minimumstoppingsightdistancecanalsobecalculatedusingthefollowingequation: 149 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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USCustomary Metric
S=
where: S V f = = = =
V2 + 3.67V 30( f G )
where:
S=
V2 V + 254( f G ) 1.4
1 2
stoppingsightdistance(ft) velocity(mph) coefficientoffriction(use0.16fora typicalbike) grade(ft/ft)(rise/run)
S V f G
= = = =
stoppingsightdistance(m) velocity(km/h) coefficientoffriction(use0.16fora typicalbike) grade(m/m)(rise/run)
Equation53.MinimumStoppingSightDistance
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1 2 3
Exhibit5.7.USCustomaryUnits.MinimumStoppingSightDistancevs.GradesforVariousDesign Speeds
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1 2 3 4 5 6
Exhibit5.7.MetricUnits.MinimumStoppingSightDistancevs.GradesforVariousDesignSpeeds (Continued) Researchindicatesthatthecoefficientoffrictionofvariousotherpathusersrangefrom0.20forinline skatersto0.30forrecumbentbicyclists.Ifuserswithlowercoefficientsoffrictionsuchasinlineskaters
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1 2 3 4 5 6 7 8 orrecumbentbicyclistsareexpectedtomakeuparelativelylargepercentageofpathusers,stopping sightdistancesshouldbeincreased.Fortwowaysharedusepaths,thesightdistanceinthedescending direction,thatis,whereGisdefinedasnegative,willcontrolthedesign. Exhibit5.8isusedtoselecttheminimumlengthofverticalcurvenecessarytoprovideminimum stoppingsightdistanceatvariousspeedsoncrestverticalcurves.Theeyeheightofthetypicaladult bicyclistisassumedtobe4.5feet(1.4m),andtheobjectheightisassumedtobe0inches(0mm)to recognizethatimpedimentstobicycletravelexistatpavementlevel.Theminimumlengthofvertical curvecanalsobecalculatedusingthefollowingequation:
USCustomary Metric
S>L
L = 2S
L=
200 h1 + h2 A
AS 2
S>L
L = 2S
200 h1 + h2 A
S<L
where: L A S h1 h2 = = = = =
100 2h1 + 2h2
S<L
where:
L=
100 2h1 + 2h2
AS 2
9 10
minimumlengthofverticalcurve(ft) algebraicgradedifference(percent) stoppingsightdistance(ft) eyeheight(4.5ftforatypicalbicyclist) objectheight(0ft)
L A S h1 h2
= = = = =
minimumlengthofverticalcurve(m) algebraicgradedifference(percent) stoppingsightdistance(m) eyeheight(1.4mforatypicalbicyclist) objectheight(0m)
Equation54.LengthofCrestVerticalCurvetoProvideSightDistance
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A (%) 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 20 40 60 80 100 USCustomary S=StoppingSightDistance(ft) 120 140 160 180 200 20 95 140 170 191 208 220 230 238 245 251 256 260 264 267 270 273 275 277 279 281 283 284 60 135 180 210 231 248 260 270 278 285 291 296 300 304 307 310 313 315 317 319 321 323 324 100 175 222 267 311 356 400 444 489 533 578 622 667 711 756 800 844 889 933 978 1022 1067 1111 220 140 215 269 323 376 430 484 538 592 645 699 753 807 860 914 968 1022 1076 1129 1183 1237 1291 1344 240 30 180 256 320 384 448 512 576 640 704 768 832 896 960 1024 1088 1152 1216 1280 1344 1408 1472 1536 1600 260 70 220 300 376 451 526 601 676 751 826 901 976 1052 1127 1202 1277 1352 1427 1502 1577 1652 1728 1803 1878 280 110 260 348 436 523 610 697 784 871 958 1045 1132 1220 1307 1394 1481 1568 1655 1742 1829 1916 2004 2091 2178 300 150 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 2500
3 4
5 11 16 20 24 27 30 33 35 37 39 41 43 44
8 20 30 38 45 51 56 60 64 67 70 73 75 77 79 81 83 84
10 31 48 60 70 78 85 91 96 100 104 107 110 113 115 117 119 121 123 124
20 50 71 88 100 110 118 125 131 136 140 144 147 150 153 155 157 159 161 163 164
15 60 90 111 128 140 150 158 165 171 176 180 184 187 190 193 195 197 199 201 203 204
55 100 130 151 168 180 190 198 205 211 216 220 224 227 230 233 235 237 239 241 243 244
1 2 3 4 5
RepresentsS=L MinimumLengthofVerticalCurve=3ft
Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance
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A (%) 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 10 15 20 25 30 35 Metric S=StoppingSightDistance(m) 40 45 50 55 60 65 70 7 30 44 54 63 71 80 89 98 107 116 125 134 143 152 161 170 179 188 196 205 214 223 17 40 54 65 76 86 97 108 119 130 140 151 162 173 184 194 205 216 227 238 248 259 270 27 50 64 77 90 103 116 129 141 154 167 180 193 206 219 231 244 257 270 283 296 309 321 37 60 75 91 106 121 136 151 166 181 196 211 226 241 257 272 287 302 317 332 347 362 377 47 70 88 105 123 140 158 175 193 210 228 245 263 280 298 315 333 350 368 385 403 420 438 75 10 57 80 100 121 141 161 181 201 221 241 261 281 301 321 342 362 382 402 422 442 462 482 502 80 20 67 91 114 137 160 183 206 229 251 274 297 320 343 366 389 411 434 457 480 503 526 549 571 85 30 77 103 129 155 181 206 232 258 284 310 335 361 387 413 439 464 490 516 542 568 593 619 645 90 40 87 116 145 174 203 231 260 289 318 347 376 405 434 463 492 521 550 579 608 636 665 694 723 95 50 97 129 161 193 226 258 290 322 355 387 419 451 483 516 548 580 612 645 677 709 741 774 806 100 60 107 143 179 214 250 286 321 357 393 429 464 500 536 571 607 643 679 714 750 786 821 857 893
1 3 4 4 5 6 7 7 8 8 9
2 5 7 8 10 11 13 14 14 15 16 17 18 18 19 20
5 9 12 15 17 18 20 21 23 24 26 27 29 30 31 33 34 36
3 10 15 19 22 25 27 29 31 33 36 38 40 42 45 47 49 51 54 56
4 13 20 25 29 32 35 39 42 45 48 51 55 58 61 64 68 71 74 77 80
0 14 23 30 35 39 44 48 53 57 61 66 70 74 79 83 88 92 96 101 105 109
10 24 33 40 46 51 57 63 69 74 80 86 91 97 103 109 114 120 126 131 137 143
20 34 43 51 58 65 72 80 87 94 101 108 116 123 130 137 145 152 159 166 174 181
1 2 3 4 5 6 7 8 9 10 11 12 13
RepresentsS=L MinimumLengthofVerticalCurve=1m
Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance(Continued) Otherpathuserssuchaschildbicyclists,handbicyclists,recumbentbicyclists,andothershavelowereye heightsthanatypicaladultbicyclist.Eyeheightsareapproximately2.6feet(0.85m)forhandcyclists and3.9feet(1.2m)forrecumbentbicyclists.Whencomparedtotheeyeheightsoftypicalbicyclists, theselowereyeheightslimitsightdistanceovercrestverticalcurves.However,sincemosthand bicyclistsandchildbicycliststravelslowerthantypicaladultbicyclists,theirneedsaremetbyusingthe valuesinExhibit5.8.Recumbentbicyclistsgenerallytravelfasterthantypicaluprightbicyclists,soifthey areexpectedtomakeuparelativelylargepercentageofpathusers,crestverticalcurvelengthsshould beincreasedaccordingly(operatingcharacteristicsofrecumbentbicyclistsarefoundinChapter3). Exhibit5.9and5.10,andEquation55belowindicatetheminimumclearancethatshouldbeusedfor lineofsightobstructionsforhorizontalcurves.Thelateralclearance(horizontalsightlineoffsetorHSO) 155 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 isobtainedbyusingthetableinExhibit5.10withthestoppingsightdistance(Exhibit5.7)andthe proposedhorizontalradiusofcurvature. Pathuserstypicallytravelsidebysideonsharedusepaths.Onnarrowpaths,bicyclistshaveatendency toridenearthemiddleofthepath.Forthesereasons,andbecauseofthehigherpotentialforcrashes oncurves,lateralclearancesonhorizontalcurvesshouldbecalculatedbasedonthesumofthestopping sightdistancesforpathuserstravelinginoppositedirectionsaroundthecurve.Wherethisisnot possibleorfeasible,considerationshouldbegiventowideningthepaththroughthecurve,installinga yellowcenterlinestripe,installingturnorcurvewarningsigns(W1series)inaccordancewiththe MUTCD(3),oracombinationofthesealternatives.SeeSection5.4.1.and5.4.2.ofthischapterformore informationaboutcenterlinepavementmarkingsandsigns.
11 12 13 Exhibit5.9.DiagramIllustratingComponentsforDeterminingHorizontalSightDistance
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USCustomary Metric
28.65S HSO = R 1 cos R

S=
where: S R HSO Note: = = = stoppingsightdistance(ft) radiusofcenterlineoflane(ft) horizontalsightlineoffset,distancefrom centerlineoflanetoobstruction(ft) angleisexpressedindegrees lineofsightis2.3ftabovecenterline ofinsidelaneatpointofobstruction
28.65S HSO = R 1 cos R

S=
where: S R HSO Note: = = = stoppingsightdistance(m) radiusofcenterlineoflane(m) horizontalsightlineoffeset,distancefrom centerlineoflanetoobstruction(m) angleisexpressedindegrees lineofsightis0.7mabovecenterline ofinsidelaneatpointofobstruction
R 1 R HSO cos 28.65 R
R 1 R HSO cos 28.65 R
1 2 3 4
Equation55.HorizontalSightDistance
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R (ft) 25 50 75 95 125 155 175 200 225 250 275 300 350 390 500 565 600 700 800 900 1000
20 2.0 1.0 0.7 0.5 0.4 0.3 0.3 0.3 0.2 0.2 0.2 0.2 0.1 0.1 0.1
1 2
40 7.6 3.9 2.7 2.1 1.6 1.3 1.1 1.0 0.9 0.8 0.7 0.7 0.6 0.5 0.4 0.4 0.3 0.3 0.3 0.2 0.2
60 15.9 8.7 5.9 4.7 3.6 2.9 2.6 2.2 2.0 1.8 1.6 1.5 1.3 1.2 0.9 0.8 0.8 0.6 0.6 0.5 0.5
80 15.2 10.4 8.3 6.3 5.1 4.6 4.0 3.5 3.2 2.9 2.7 2.3 2.1 1.6 1.4 1.3 1.1 1.0 0.9 0.8
100 23.0 16.1 12.9 9.9 8.0 7.1 6.2 5.5 5.0 4.5 4.2 3.6 3.2 2.5 2.2 2.1 1.8 1.6 1.4 1.3
USCustomary S=StoppingSightDistance(ft) 120 140 160 180 200 31.9 22.8 18.3 14.1 11.5 10.2 8.9 8.0 7.2 6.5 6.0 5.1 4.6 3.6 3.2 3.0 2.6 2.2 2.0 1.8 41.5 30.4 24.7 19.1 15.5 13.8 12.1 10.8 9.7 8.9 8.1 7.0 6.3 4.9 4.3 4.1 3.5 3.1 2.7 2.4
220
240
260
280
300
38.8 31.8 24.7 20.2 18.0 15.8 14.1 12.7 11.6 10.6 9.1 8.2 6.4 5.7 5.3 4.6 4.0 3.6 3.2
47.8 39.5 31.0 25.4 22.6 19.9 17.8 16.0 14.6 13.4 11.5 10.3 8.1 7.2 6.7 5.8 5.1 4.5 4.0
57.4 48.0 37.9 31.2 27.8 24.5 21.9 19.7 18.0 16.5 14.2 12.8 10.0 8.8 8.3 7.1 6.2 5.6 5.0
67.2 56.9 45.4 37.4 33.5 29.5 26.4 23.8 21.7 19.9 17.1 15.4 12.1 10.7 10.1 8.6 7.6 6.7 6.0
66.3 53.3 44.2 39.6 34.9 31.3 28.3 25.8 23.7 20.4 18.3 14.3 12.7 12.0 10.3 9.0 8.0 7.2
75.9 61.7 51.4 46.1 40.8 36.5 33.1 30.2 27.7 23.9 21.5 16.8 14.9 14.0 12.0 10.5 9.4 8.4
85.8 70.6 59.1 53.1 47.0 42.2 38.2 34.9 32.1 27.6 24.9 19.5 17.3 16.3 14.0 12.2 10.9 9.8
79.7 67.1 60.5 53.7 48.2 43.7 39.9 36.7 31.7 28.5 22.3 19.8 18.7 16.0 14.0 12.5 11.2
3 4 5
R (m) 10 15 20 25 50 75 100 125 150 175 200 225 250 275 300
10 1.2 0.8 0.6 0.5 0.3 0.2 0.1 0.1
15 2.7 1.8 1.4 1.1 0.6 0.4 0.3 0.2 0.2 0.2 0.1 0.1 0.1 0.1
20 4.6 3.2 2.4 2.0 1.0 0.7 0.5 0.4 0.3 0.3 0.3 0.2 0.2 0.2 0.2
25 6.8 4.9 3.8 3.1 1.6 1.0 0.8 0.6 0.5 0.4 0.4 0.3 0.3 0.3 0.3
30 9.3 6.9 5.4 4.4 2.2 1.5 1.1 0.9 0.7 0.6 0.6 0.5 0.5 0.4 0.4
35 9.1 7.2 5.9 3.0 2.0 1.5 1.2 1.0 0.9 0.8 0.7 0.6 0.6 0.5
40
Metric S=StoppingSightDistance(m) 45 50 55 60 65
70
75
80
85
90
95
100
11.0 14.0 9.2 11.0 14.0 16.0 19.0 7.6 9.5 11.0 14.0 16.0 18.0 21.0 23.0 3.9 5.0 6.1 7.4 8.7 10.0 12.0 13.0 15.0 17.0 19.0 21.0 23.0 2.7 3.4 4.1 5.0 5.9 6.9 8.0 9.2 10.0 12.0 13.0 15.0 16.0 2.0 2.5 3.1 3.8 4.5 5.2 6.1 7.0 7.9 8.9 10.0 11.0 12.0 1.6 2.0 2.5 3.0 3.6 4.2 4.9 5.6 6.3 7.2 8.0 8.9 9.9 1.3 1.7 2.1 2.5 3.0 3.5 4.1 4.7 5.3 6.0 6.7 7.5 8.3 1.1 1.4 1.8 2.2 2.6 3.0 3.5 4.0 4.6 5.1 5.8 6.4 7.1 1.0 1.3 1.6 1.9 2.2 2.6 3.1 3.5 4.0 4.5 5.0 5.6 6.2 0.9 1.1 1.4 1.7 2.0 2.3 2.7 3.1 3.5 4.0 4.5 5.0 5.5 0.8 1.0 1.2 1.5 1.8 2.1 2.4 2.8 3.2 3.6 4.0 4.5 5.0 0.7 0.9 1.1 1.4 1.6 1.9 2.2 2.6 2.9 3.3 3.7 4.1 4.5 0.7 0.8 1.0 1.3 1.5 1.8 2.0 2.3 2.7 3.0 3.4 3.8 4.2
Exhibit5.10.MinimumLateralClearance(HorizontalSightlineOffsetorHSO)forHorizontalCurves
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
5.2.9. SURFACE STRUCTURE

Hard,allweatherpavementsurfacesaregenerallypreferredoverthoseofcrushedaggregate,sand, clay,orstabilizedearth,sinceunpavedsurfacesprovidealowerlevelofserviceandrequiremore maintenance.Onunpavedsurfaces,bicyclistsandotherwheeledusersmustuseagreatereffortto travelatagivenspeedwhencomparedtoapavedsurface.Someusers,suchasrollerbladers,areunable touseunpavedpaths.Inareasthatexperiencefrequentorevenoccasionalfloodingordrainage problems,orinareasofmoderateorsteepterrain,unpavedsurfaceswilloftenerodeandarenot recommended.Additionally,unpavedpathsaredifficulttoplowforuseduringthewinter. Unpavedsurfacesmaybeappropriateonruralpaths,wheretheintendeduseofthepathisprimarily recreational,orasatemporarymeasuretoopenapathbeforefundingisavailableforpaving.Unpaved pathwaysshouldbeconstructedofmaterialsthatarefirmandstable.Possiblesurfacesforunpaved pathsincludecrushedstone,stabilizedearth,andlimestonescreenings,dependinguponlocal availability. AsphaltorPortlandcementconcreteprovidegoodquality,allweatherpavementstructures. AdvantagesofPortlandcementconcreteincludelongerservicelife,reducedsusceptibilitytocracking anddeformationfromrootsandweeds,andamoreconsistentridingsurfaceafteryearsofuseand exposuretotheelements.AdisadvantageofPortlandcementconcreteisthattheseamscandegrade theexperienceofusingthepathforsomewheeledusers.Inaddition,pavementmarkings(suchas centerlines)arenotasvisibleonconcrete;theyaremorevisibleonasphalt,particularlyatnight. Advantagesofasphaltincludeasmoothrolledsurfacewhennew,andlowerconstructioncoststhan withconcrete.Asphaltsurfacesaresofterandarethereforepreferredbyjoggersoverconcrete. However,asphaltpavementislessdurable(typicallifeexpectancyis1520years)andrequiresmore interimmaintenance. Becauseofwidevariationsinsoils,loads,materials,andconstructionpractices,andvaryingcostsof pavementmaterials,itisnotpracticaltorecommendtypicalstructuralsectionsthatwillbeapplicable nationwide.However,thetotalpavementdepthshouldtypicallybeaminimumof6inches,inclusiveof thesurfacecourse(asphaltorPortlandcementconcrete)andthebasecourse(typicallyanaggregate rockbase).Anypavementsectionshouldbeplacedoveracompactedsubgrade. Designingandselectingpavementsectionsforsharedusepathsissimilartodesigningandselecting highwaypavementsections.Asoilsinvestigationshouldbeconductedtodeterminetheloadcarrying capabilitiesofthenativesoil,orformerrailroadbed(ifballasthasbeenremoved),andtheneedforany specialtreatments.Asoilsinvestigationshouldalsobeconductedtodeterminewhethersubsurface drainagemaybeapplicable.Incolderclimates,theeffectsoffreezethawcyclesshouldbeanticipated. Geotextilesandothersimilarmaterialsshouldbeconsideredwheresubsurfaceconditionswarrant,such asinlocationswithswellingclaysubgrade.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Experienceinroadwaypavementdesign,togetherwithsoundengineeringjudgment,canassistinthe selectionanddesignofaproperpathpavementstructureandmayidentifyenergyconservingpractices, suchastheuseofsulfurextendedasphalt,asphaltemulsions,porouspavement,andrecycledasphalt. Whileloadsonsharedusepathswillbesubstantiallylessthanroadways,pathsshouldbedesignedto sustainwheelloadsofoccasionalemergency,patrol,maintenanceandothermotorvehiclesthatare expectedtouseorcrossthepath.Whenmotorvehiclesaredrivenonsharedusepaths,theirwheels oftenwillbeat,orverynear,theedgesofthepath.Thiscancauseedgedamagethat,inturn,will reducetheeffectiveoperatingwidthofthepath.Thepathshouldthereforebeconstructedofsufficient widthtoaccommodatethevehicles,andadequateedgesupportshouldbeprovided.Edgesupportcan beprovidedbymeansofstabilizedshoulders,flushorraisedconcretecurbing,oradditionalpavement widthorthickness.Theuseofflushconcretecurbinghasotherlongtermmaintenancebenefits,suchas reducingthepotentialforencroachmentofvegetationontothepathsurface.Ifraisedcurbsareused, additionalpathwidthshouldbeprovided,asuserswillshyawayfromthecurb,resultinginanarrower effectivepathwidth. Itisimportanttoconstructandmaintainasmoothridingsurfaceonsharedusepaths.Pavements shouldbemachinelaid;soilsterilizersshouldbeusedwherenecessarytopreventvegetationfrom eruptingthroughthepavement.OnPortlandcementconcretepavements,thetransversejoints, necessarytocontrolcracking,shouldbesawcut,ratherthantooled,toprovideasmootherride.Onthe otherhand,skidresistancequalitiesshouldnotbesacrificedforthesakeofsmoothness.Broomfinishor burlapdragconcretesurfacesarepreferred. Utilitycoversandbicyclesafedrainagegratesshouldbeflushwiththesurfaceofthepavementonall sides.Railroadcrossingsshouldbesmoothandbedesignedatananglebetween60and90degreesto thedirectionoftravelinordertominimizethedangeroffalls.RefertoChapter4fordesigntreatments thatcanbeusedtoimproverailroadcrossings. Whereasharedusepathcrossesanunpavedroadordriveway,theroadordrivewayshouldbepaveda minimumof20feet(6m)oneachsideofthecrossingtoreducetheamountofgravelscatteredontoor alongthepathbymotorvehicles.Thepavementstructureatthecrossingshouldbeadequatetosustain theexpectedloadingatthatlocation.
29 30 31 32 33
5.2.10. BRIDGES AND UNDERPASSES

Abridgeorunderpassmaybenecessarytoprovidecontinuitytoasharedusepath.The"receiving" clearwidthontheendofabridge(frominsideofrailorbarriertoinsideofoppositerailorbarrier) shouldallow2feet(0.6m)ofclearanceoneachsideofthepathway,asrecommendedinSection5.2.1., butunderconstrainedconditionsmaytapertothepathwaywidth.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 Carryingtheclearareasacrossthestructureshastwoadvantages.First,theclearwidthprovidesa minimumhorizontalshydistancefromtherailingorbarrier,andsecond,itprovidesneeded maneuveringspacetoavoidconflictswithpedestriansorbicyclistswhohavestoppedonthebridge (e.g.,toadmiretheview). Accessbyemergency,patrol,andmaintenancevehiclesshouldbeconsideredinestablishingdesign clearancesofstructuresonsharedusepaths.Similarly,verticalclearancemaybedictatedbyoccasional authorizedmotorvehiclesusingthepath.Wherepractical,aminimumverticalclearanceof10feet(3.0 m)isdesirableforadequateverticalshydistance. Wheregradeseparationisdesiredbetweenapathandaroadwayorrailroad,designerssometimeshave thechoicebetweenconstructingabridgeovertheroadwayorrailroad,andconstructingatunnelor underpassundertheroadwayorrailroad.Theadjacenttopographytypicallyisthegreatestfactorin determiningwhichoptionisbest,howeverallelsebeingequal,bridgesarepreferredtounderpasses becausetheyhavesecurityadvantagesandarelesslikelytohavedrainageproblems. Whenabridgeorunderpassisbuiltoverapublicrightofway(suchasaroad),aconnectionisoften neededbetweenthepathandroadway,asthisrepresentsapotentialaccesspointforpedestriansand bicyclists.Thisoftenrequiressignificantrampingorothermeanstoensureanaccessibleconnection betweenthetwo. Protectiverailings,fences,orbarriersoneithersideofasharedusepathonastandalonestructure shouldbeaminimumof42inches(1m)high.Therearesomelocationswherea48inch(1.2m)high railingshouldbeconsideredinordertopreventbicyclistsfromfallingovertherailingduringacrash. Thisincludesbridgesorbridgeapproacheswherehighspeed,steepangle(25degreesorgreater) impactsbetweenabicyclistandtherailingmayoccur,suchasatacurveatthefootofalong, descendinggradewherethecurveradiusislessthanthatappropriateforthedesignspeedor anticipatedspeed. Openingsbetweenhorizontalorverticalmembersonrailingsshouldbesmallenoughthata6inch(150 mm)spherecannotpassthroughtheminthelower27inches(0.7m).Fortheportionofrailingthatis higherthan27inches(0.7m),openingsmaybespacedsuchthatan8inch(200mm)spherecannotpass throughthem.Thisisdonetopreventchildrenfromfallingthroughtheopenings.Whereabicyclists handlebarmaycomeintocontactwitharailingorbarrier,asmooth,widerubrailmaybeinstalledata heightofabout36inches(0.9m)to44inches(1.1m),toreducethelikelihoodthatabicyclists handlebarwillbecaughtbytherailing(seeExhibit5.11).
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1 2 3 4 5 6 7 8 9 10 11 Exhibit5.11.ExampleBridgeRailing
Bridgesshouldbedesignedforpedestrianliveloadings.Wheremaintenanceandemergencyvehicles maybeexpectedtocrossthebridge,thedesignshouldaccommodatethem.Onallbridgedecks,special careshouldbetakentoensurethatbicyclesafeexpansionjointsareused,andthatdeckingmaterials arenotslipperywhenwet. Thereareoftenopportunitiestoretrofitpathstructurestoexistinghighwayorrailroadbridges.Usingan existingbridgecanresultinsignificantcostsavingsandprovidepathcontinuityoverlargeriversand otherobstacles.Theseretrofitscanbeaccomplishedinseveralways,includingcantileveringthepath ontoanexistingbridge,orbyplacingthepathwithinthesubstructureoftheexistingbridgeasshownin Exhibit5.12.
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1 2 3 4 5 6 7
Exhibit5.12.ExampleofBridgeStructures(photobyTooleDesignGroup) Inmanysituations,thereisadesiretoretrofitapathunderabridgealongariverorwaterwayto provideagradeseparatedcrossingofamajorroadorrailroad.Specialtreatmentsmaybenecessaryin thesecircumstances.Thesepathsareoftenlocatedwithinafloodplain,sopathpavementandsubgrade treatmentsmayneedtobeenhanced.Inextremecases,pathscanbebuiltbelowthenormalwater level,requiringthatthewaterberetainedandapumpingsystembeprovidedforthepath.
8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
5.2.11. DRAINAGE
Theminimumrecommendedpavementcrossslopeof1percentusuallyprovidesadequatedrainage. Slopinginonedirectioninsteadofcrowningispreferredandusuallysimplifiesdrainageandsurface construction.Anevensurfaceisessentialtopreventwaterpondingandiceformation.Onunpaved sharedusepaths,particularattentionshouldbepaidtodrainagetoavoiderosion. Dependingonsiteconditions,typicallypathswithcrossslopeinthedirectionoftheexistingterrainwill providesheetflowofsurfacerunoffandavoidtheneedforchannelizingflowinditches,crossculverts, andclosedpipesystems.However,whereasharedusepathisconstructedonthesideofaslopethat hasconsiderablerunoff,orotherconditionsthatresultinrelativelyhighrunoff,aditchofsuitable dimensionsshouldbeplacedontheuphillsidetointercepttheslopesdrainage.Suchditchesshouldbe designedsothatnoundueobstacleorhazardispresentedtoerrantbicyclists.Wherenecessary,catch basinswithdrainsshouldbeprovidedtocarrytheinterceptedwaterunderthepath.Bicyclesafe drainagegratesandmanholecoversshouldbelocatedoutsidetheclearanceareaofthepathway. Pathsthatarelocatedinlowlyingareasmayrequireattentiontootherdrainageissuesinthevicinity thathavenotbeenpreviouslyaddressedtoensurethatthepathdrainsproperly,andthatretention areaslocatedawayfromthepathwayareprovided.
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1 2 3 4 5 6 Topreventerosionintheareaadjacenttothesharedusepath,considerationshouldbegivento preservingahardy,naturalgroundcover.Inaddition,pathwaydesignshouldmeetapplicablestorm watermanagementregulations.Inanefforttoimprovewaterqualityandmanagethequantityof runoff,lowimpactdevelopmenttechniquessuchasbioretentionswalesshouldbeconsidered.Other erosionandsedimentcontrolmeasuresshouldbeemployedasnecessary,includingseeding,mulching, andsoddingofadjacentslopes,swales,andothererodibleareas.
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
5.2.12. LIGHTING
Fixedsourcelightingcanimprovevisibilityalongpathsandatintersectionsatnightorunderotherdark conditions.Lightingcanalsogreatlyimproveriders'abilitytodetectsurfacehazardsundersuch conditions,evenwhentheirbicyclesareproperlyequippedwithheadlamps.Provisionoflightingshould beconsideredwherenighttimeusageisanticipated,suchasonpathsthatprovideconvenient connectionstotransitstopsandstations,schools,universities,shopping,andemploymentareas. Wherenighttimeuseispermitted,pathwaylightingisnecessaryatpathroadwayintersections.If nighttimeuseisprohibited,lightingatcrosswalksmaystillbenecessaryifthepathwayconnectsto existingsidewalks,becausethecrossingisinthepublicrightofwayandmaybeusedatnightevenifthe pathwayisnot.Lightingshouldalsobeconsideredinlocationswherepersonalsecurityisanissue. Pedestrianscalelightingispreferredtotall,highwaystylelamps.Pedestrianscalelightingis characterizedbyshorterlightpoles(standardsabout15ft[4.6m]high),lowerlevelsofillumination (exceptatcrossings),closerspacingofstandards(toavoiddarkzonesbetweenluminaires),andhigh pressuresodiumvaporormetalhalidelamps.Metalhalidelampsproducebettercolorrendition(white light)thansodiumvaporlampsandcanfacilitateuserrecognitioninareaswithhighvolumesofnight use.Dependingonthelocation,averagemaintainedhorizontalilluminationlevelsof0.5to2foot candles(5to22lux)shouldbeconsidered.Forpersonalsafety,higherlevelsmaybeneededinsome locations. Placementoflightpolesshouldprovidetherecommendedhorizontalandverticalclearancesfromthe pathway.Lightfixturesshouldbechosentoreducethelossoflightandmayneedtocomplywithlocal "darksky"guidelinesandregulations.Theuseofsolarpoweredlightingcanbeconsidered;however careshouldbetakentoensureitprovidesadequatelight.Solarpoweredlightingisofteninadequatein locationswithsignificanttreecanopy,orinnorthernclimateswhereitsometimesfailstoprovide enoughilluminationduringwintermonths. Ifapathwayisusedinfrequentlyatnight,lightingcanbeprovidedatcertainhoursonly,basedonan engineeringstudyofpathwayusage,forexampleupto11pm,andstartingat6am.Theseconditions shouldbemadeknowntopathuserswithasignatpathentrances.Wherelightingisnotprovided,or
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1 2 3 4 5 6 7 8 9 10 onlyprovidedduringcertainhours,reflectiveedgelinesshouldbeprovidedasdescribedinSection 5.4.1.ofthischapter. Lightingshouldbeprovidedinpathwaytunnelsandunderpasses.Atnight,lightingintunnelsis importanttoprovidesecurity.Daytimelightingoftunnelsandunderpassesisoftennecessary,and shouldbedesignedinamannersimilartothedesignoflightinginroadwaytunnels.Thisincludes brighterlightingduringthedaythanatnight,duetothefactthatuserseyescannotmakefast adjustmentstochanginglightconditions.Onlongtunnelsitisappropriatetousevaryinglightintensities throughthetunnel,withhigherlevelsofilluminationneartheentrancesandlowerlevelsinthemiddle. RefertotheRoadwayLightingDesignGuide(8)formoreinformationaboutdesigningappropriate lightingintunnelsandunderpasses.
11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
5.3. SHARED USE PATH ROADWAY INTERSECTION DESIGN

Thedesignofintersectionsbetweensharedusepathsandroadwayshasasignificantimpactonusers comfortandsafety.Intersectiondesignshouldnotonlyaddresscrosstrafficmovements,butshould alsoaddressturningmovementsofridersenteringandexitingthepath.Duetopotentialconflictsat thesejunctions,carefuldesignshouldbeusedforpredictableandorderlyoperationbetweenshareduse pathtrafficandothertraffic. Regardlessofwhetherapathwaycrossesaroadwayatanexistingintersectionbetweentworoadways, oratanewmidblocklocation,theprinciplesthatapplytogeneralpedestriansafetyatcrossings (controlledanduncontrolled)aretransferabletopathwayintersectiondesign.Thereareawiderange ofdesignfeaturesthatimprovepedestrianandbicyclistsafetyatsuchintersections.Thisguideprovides ageneraloverviewofcrossingmeasures;othersources,suchastheAASHTOGuideforthePlanning, DesignandOperationofPedestrianFacilities(9),shouldbeconsultedformoredetail. Sharedusepathcrossingscomeinmanyconfigurationswithmanyvariables:thenumberofroadway lanestobecrossed,dividedorundividedroadways,numberofapproachlegs,thespeedsandvolumes oftraffic,andtrafficcontrolsthatrangefromuncontrolledtoyield,stop,orsignalcontrolled.Each intersectionisuniqueandrequiresengineeringjudgmenttodetermineanappropriateintersection treatment. Duetothemixednatureofsharedusepathtraffic,thepractitionermustkeepinmindthespeed variabilityofeachtravelmodeanditsresultingeffectondesignvalueswhenconsideringdesign treatmentsforpathroadwayintersections.Thefastestvehicleshouldbeconsideredforapproach speeds(typicallythebicyclistandmotorvehicle)asthesemodesarethemostlikelytosurprisecross trafficattheintersection.Bycontrast,fordeparturesfromastoppedcondition,thecharacteristicsof slowerpathusers(typicallypedestrians)mustbetakenintoaccountduetotheirgreaterexposureto crosstraffic.
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1 2 Intersectionsbetweenpathwaysandroadwaysshouldbedesignedtobeaccessibletoallusers,as statedinSection5.1.1.ofthischapter.
3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
5.3.1. SHARED USE PATH CROSSING TYPES

Sharedusepathcrossingscanbebroadlycategorizedasmidblock,sidepath,orgradeseparated crossings.Acrossingisconsideredmidblockifitislocatedoutsideofthefunctionalareaofanyadjacent intersection.Insomerespects,amidblocksharedusepathcrossingcanbeconsideredasafourleg intersection. Asidepathcrossingoccurswithinthefunctionalareaofanintersectionoftwoormoreroadways(see Exhibit5.13).Sidepathcrossingsaretypicallyparalleltoatleastoneroadway.Sidepathintersections haveuniqueoperationalchallengesthataresimilartothoseofparallelfrontageroadways.Section5.2.2 coverstheseoperationalissuesindetail,andprovidesguidelinesforlocationswheresidepathsmaynot beappropriate. Insomelocations,roadwayorpathtrafficconditionsmaywarrantconsiderationofagradeseparated crossingconsistingofeitherabridgeovertheroadwayoranunderpassbeneaththeroadway.An analysisshouldbemadetoassessthedemandforandviabilityofagradeseparatedcrossing.See Section5.2.10.andthediscussionofgradeseparatedcrossingsintheAASHTOGuideforthe DevelopmentofPedestrianFacilities.(9)
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1 2
Exhibit5.13.MidblockandSidepathCrossingsRelativetoIntersectionFunctionalArea
3 4 5 6 7 8 9 10 11 12 13 14 15
5.3.2. DESIGN OF MIDBLOCK CROSSINGS

Thetaskofdesigningamidblockcrossingbetweenapathwayandaroadwayinvolvesanumberof variables,includinganticipatedmixandvolumeofpathusers,thespeedandvolumeofmotorvehicle trafficontheroadwaybeingcrossed,theconfigurationoftheroad,theamountofsightdistancethat canbeachievedatthecrossinglocation,andotherfactors.Geometricdesignfeaturesandtraffic controlsmustbeusedincombinationtoachievesafeandefficientaccommodationsforallusers.
GEOMETRIC DESIGN ISSUES AT CROSSINGS

Thedesignapproachfortheintersectionofasharedusepathwitharoadwayissimilartothedesign approachusedfortheintersectionoftworoadwaysinthefollowingways: Theintersectionshouldbeconspicuoustobothroadusersandpathusers. Sightlinesshouldbemaintainedtomeettherequirementsofthetrafficcontrolprovided. Intersectionsandapproachesshouldbeonrelativelyflatgrades. Intersectionsshouldbeasclosetoarightangleaspossible,giventheexistingconditions. 167 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 Theleasttrafficcontrolthatiseffectiveshouldbeselected. Itispreferableformidblockpathcrossingstointersecttheroadwayatanangleascloseto perpendicularaspractical,soastominimizetheexposureofcrossingpathusersandmaximizesight lines.Acrossingskewedat30degreesistwiceaslongasaperpendicularcrossing,doublingthe exposureofpathuserstoapproachingmotorvehicles,andincreasingdelaysformotoristswhomust waitforpathuserstocross.Retrofittingskewedpathcrossingscanreducetheroadwayexposurefor pathusers.Exhibit5.14depictsapathrealignmenttoachievea90degreecrossing.Aminimum60 degreecrossinganglemaybeacceptabletominimizerightofwayrequirements.(2)
9 10 11 12 13 14 15 16 17 18 19 Exhibit5.14.CrossingAngleforMidblockPath
SPECIAL ISSUES WITH ASSIGNMENT OF RIGHT OF WAY

Sharedusepathsareuniqueintermsoftheassignmentoftherightofway,duetothelegal responsibilityofdriverstoyieldto(orstopfor)pedestriansincrosswalks.Moststatecodesalso stipulatethatapedestrian(andbypresumedextensioninmanystates,acyclistenteringapath crosswalk)maynotsuddenlyleaveanycurb(orplaceofsafety)andwalkorrunintothepathofa vehiclethatissoclosethatitisimpossibleforthedrivertoyield.Theresultisamutualyielding responsibilityamongmotorvehicledriversandpathusers,dependinguponthetimingoftheirarrivalat anintersection.Thespeeddifferentialbetweenbicyclistsandpedestriansonthepathwaymustalsobe takenintoaccount.Bicyclistsapproachtheintersectionatafargreaterspeedthanpedestrians,andthey 168 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 desiretomaintaintheirspeedasmuchaspossible.Theresultisaneedtoremindbicyclistsoftheir responsibilitytoyieldorstop,whilenotconfusingtheissueofwhohasthelegalrightofwayatmidblock crossings. Giventhesecomplexities,themostprudentapproachwhendeterminingtheappropriatesafetyand controlmeasuresatmidblockpathwayintersectionsistofirstdeterminewhatmeasuresareneededfor pedestriansafetyandaccess(asdescribedbelow),asitmaybedeterminedthroughthisprocessthata pedestriansignalorbeaconisneeded.Ifasignalorabeaconisnotneeded,thenextstepisto determineclearsighttrianglesonthemajorandminorapproaches,soastoevaluateapplicabilityof yieldcontrolontheminorapproach.Engineeringjudgmentshouldbeapplied.
DETERMINING APPROPRIATE CROSSING MEASURES

Pedestriansamounttoasubstantialshareofusersonmostpathsandexperiencethegreatestamount ofexposureatintersections.Uncontrolledpathwaycrossingsdesignedforpedestriansafetywillresult inbettersafetyforallusers. Highvisibilitymarkedcrosswalksarerecommendedatalluncontrolledpathroadwayintersections.On roadwayswithlowtrafficvolumesandspeedswheresightdistancesareadequate,themarked crosswalkshouldbesufficienttoaddresspedestriansafety.However,additionalcrossingmeasures (suchasreducingtrafficspeeds,shorteningcrossingdistance,enhancingdriverawarenessofthe crossing,and/orprovidingactivewarningofcrosswalkuserpresence)areneededatuncontrolled locationswherethespeedlimitexceeds40milesperhourandeither: TheroadwayhasfourormorelanesoftravelwithoutaraisedcrossingislandandanADTof 12,000vehiclesperdayorgreater;or Theroadwayhasfourormorelanesoftravelwitharaisedcrossingisland(eitherexistingor planned)andanADTof15,000vehiclesperdayorgreater.(10)
DETERMINING PRIORITY ASSIGNMENT

Inconventionalroadwayintersectiondesign,rightofwayisassignedtothehighervolumeand/orhigher speedapproach.Inthecaseofapathroadwayintersection,uservolumesonthepathshouldbe considered.Whileinmanycasesroadwayswillhavegreatervolumes,uservolumesonpopularpaths sometimesexceedtrafficvolumesonminorcrossedstreets.Insuchsituations,totaluserdelaymaybe minimizedifroadwaytrafficyieldstopathtraffic,andgivencyclists'reluctancetolosemomentum,such anoperatingpatternoftendevelopsspontaneously.Insuchsituations,YIELDorSTOPcontrolismore appropriatelyappliedontheroadwayapproaches(givenananalysisofspeeds,sightdistances,etc.as describedbelow). Changesinuservolumesovertimeshouldalsobeconsidered.Newsharedusepathsareoftenbuiltin segments,resultinginlowinitialvolumes.Inthatcase,assignmentofprioritytoroadwaytrafficis 169 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 usuallyappropriate.However,pathvolumesmayincreaseovertime,raisingtheneedtoreexamine priorityassignment.Trafficflowsatpathroadwayintersectionsshouldbereviewedoccasionallyto assurethatthepriorityassignmentremainsappropriate.
ROUTINE USE OF STOP SIGNS
Applicationofintersectioncontrols(YIELDsigns,STOPsigns,ortrafficsignals)shouldfollowtheprinciple ofprovidingtheleastcontrolthatiseffective.Installingunwarrantedorunrealisticallyrestrictive controlsonpathapproachesinanattempttoprotectpathuserscanleadtodisregardofcontrolsand intersectionoperatingpatternsthatareroutinelydifferentthanindicatedbythecontrols.Thiscan increaseanunfamiliaruser'sordriver'sriskofcollision,andpotentiallyleadtoalossofrespectforthe controlatwarrantedlocations. Acommonmisconceptionisthattheroutineinstallationofstopcontrolforthepathwayisaneffective treatmentforpreventingcrashesatpathroadwayintersections.PoorbicyclistcompliancewithSTOP signsatpathroadwayintersectionsiswelldocumented.Bicycliststendtooperateasthoughthereare YIELDsignsattheselocations:theyslowdownastheyapproachtheintersection,lookforoncoming traffic,andproceedwiththecrossingifitissafetodoso.Yieldcontrol(eitherforvehiculartrafficon theroadwayorforusersonthepathway)canthereforebeaneffectivesolutionatsomemidblock crossings,asitencouragescautionwithoutbeingoverlyrestrictive.
EVALUATING SIGHT DISTANCE TO SELECT TYPE OF CONTROL

Intersectionsightdistance(sighttriangles)isafundamentalcomponentinselectingtheappropriate controlatamidblockpathroadwayintersection.Asdescribedabove,theleastrestrictivecontrolthatis effectiveshouldbeused.Asnotedinhorizontalsightdistanceequation(Equation55),thelineofsight isconsideredtobe2.3feet(0.7m)abovetheroadwayorpathsurface. Roadwayapproachsightdistanceanddeparturesighttrianglesshouldbecalculatedinaccordancewith proceduresdetailedintheAASHTOPolicyonGeometricDesignofHighwaysandStreets(11),asmotor vehicleswillcontrolthedesigncriteria. Generally,pathwayapproachsightdistanceshouldbecalculatedutilizingthefastesttypicalpathuser, whichinmostcasesistheadulttwowheeledbicyclist.Undercertainconditionsitmaybenecessaryor desirabletouseadifferentdesignuser(thereforedifferentapproachspeed)iftheyaremoreprevalent andrepresentafastervalue.Ideally,approachsighttrianglesprovideanunobstructedviewofthe entireintersectionandasufficientamountoftheintersectingfacilitytoanticipateandavoidapotential collisionwithcrossingtraffic,regardlessofthetrafficcontrol.Approachestouncontrolledandyield controlledintersectionsshouldprovidetherecommendedapproachsighttriangle,orelseamore restrictivecontrolshouldbeconsidered.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Approachsighttrianglesneededforyieldcontroldependonthedesignspeedsofboththepathandthe roadway.Ifyieldcontrolistobeusedforeithertheroadwayapproachorthepathapproach,available sightdistanceshouldbeadequateforatraveleroneitherapproachtoslow,stop,andavoidatraveler ontheotherapproach.Theroadwaylegofthesighttriangleisbasedonbicyclistsabilitytoreachand crosstheroadwayiftheydontseeapotentiallyconflictingvehicleapproachingontheroadway,and havejustpassedthepointwheretheycanexecuteastopwithoutenteringtheintersection(seeExhibit 5.15andEquation56).SeeEquation53andExhibit5.7forbicycliststoppingsightdistance.Similarto theroadwayapproach,thepathlegofthesighttriangleisbasedonmotoristsabilitytoreachandcross thejunctioniftheydontseeapotentiallyconflictingpathuserapproaching,andhavepassedthepoint wheretheycanexecuteastopwithoutenteringtheintersection.Thelengthalongthepathlegofeach approachisgivenbyEquation571.Ifthisyieldsighttrianglecannotbeprovided,amorerestrictive controlisrequired.
16 17 Exhibit5.15.YieldSightTriangles
Equation57accountsforreducedmotorvehiclespeedsperstandardpracticeintheAASHTOPolicyon GeometricDesignofHighwaysandStreets.(10)
1
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USCustomary Metric
ta =
S 1.47V path
w + La 1.47V path
ta =
S 0.278V path
t g = ta +
t g = ta +
w + La 0.278V path
a = 1.47Vroad t g
where: where: = = = traveltimetoreachandcleartheroad (s) lengthoflegofsighttrianglealongthe roadwayapproach(ft) traveltimetoreachtheroadfromthe decisionpointforapathuserthat doesntstop(s) widthoftheintersectiontobecrossed (ft) typicalbicyclelength=6ft(seechapter 3forotherdesignusers) designspeedofthepath(mph) designspeedoftheroad(mph) stoppingsightdistanceforthepathuser travelingatdesignspeed(ft)
a = 0.278Vroad t g
tg
a
tg
a
= = =
ta
w
ta
w
= = = = =
= = = = =
La
V path
La
V path
traveltimetoreachandcleartheroad (s) lengthoflegofsighttrianglealongthe roadwayapproach(m) traveltimetoreachtheroadfromthe decisionpointforapathuserthat doesntstop(s) widthoftheintersectiontobecrossed (m) typicalbicyclelength=1.8m(see chapter3forotherdesignusers) designspeedofthepath(km/h) designspeedoftheroad(km/h) stoppingsightdistanceforthepathuser travelingatdesignspeed(m)
Vroad
S
Vroad
S
1 2 3 4 Equation56.LengthofRoadwayLegofSightTriangle
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USCustomary Metric
ta =
1 . 47 V e 1 . 47 V b ai
ta =
0.278Ve 0.278Vb ai
t g = ta +
w + La 0.88Vroad
t g = ta +
w + La 0.167Vroad
b = 1.47V patht g
where: where: = = = traveltimetoreachandclearthepath (s) lengthoflegofsighttrianglealongthe pathapproach(ft) traveltimetoreachthepathfromthe decisionpointforamotoristthat doesntstop(s).Forroadapproach gradesthatexceed3percent,value shouldbeadjustedinaccordancewith theAASHTOGreenBook(10) speedatwhichthemotoristwould entertheintersectionafterdecelerating (mph)(assumed0.60xroaddesign speed) speedatwhichbrakingbythemotorist begins(mph)(sameasroaddesign speed) motoristdecelerationrate(ft/s)2 on intersectionapproachwhenbrakingtoa stopisnotinitiated 2 (assume5.0ft/s) widthoftheintersectiontobecrossed (ft) lengthofthedesignvehicle(ft) designspeedofthepath(mph) designspeedoftheroad(mph)
b = 0.278V patht g
tg
b
tg
b
= = =
ta
ta
traveltimetoreachandclearthepath (s) lengthoflegofsighttrianglealongthe pathapproach(m) traveltimetoreachthepathfromthe decisionpointforamotoristthat doesntstop(s).Forroadapproach gradesthatexceed3percent,value shouldbeadjustedinaccordancewith theAASHTOGreenBook(10) speedatwhichthemotoristwould entertheintersectionafterdecelerating (km/h)(assumed0.60xroaddesign speed) speedatwhichbrakingbythemotorist begins(km/h)(sameasroaddesign speed) motoristdecelerationrate(m/s)2 on intersectionapproachwhenbrakingtoa stopisnotinitiated 2 (assume1.5ft/s) widthoftheintersectiontobecrossed (m) lengthofthedesignvehicle(m) designspeedofthepath(km/h) designspeedoftheroad(km/h)
Ve
Ve
Vb
Vb
ai
ai
= = = =
= = = =
La V path Vroad
La V path Vroad
1 2 3 4 5 6 7 Equation57.LengthofPathLegofSightTriangle
Determiningsufficientstopandsignalcontrolledapproachsightdistanceissimplerthanyield controlled.Regardlessofwhichapproachhasstopcontrolorwhethertheintersectionissignal controlled,theroadwayandpathapproachestoanintersectionshouldalwaysprovideenoughstopping sightdistancetoobeythecontrol,andexecuteastopbeforeenteringtheintersection. 173 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Departuresightdistanceforthepathshouldbebasedontheslowestuserwhowillhavethemost exposuretocrossingtraffic.Thisistypicallythepedestrian.However,becausepathcrossingsalso functionaslegalcrosswalks,akeysightdistanceconsiderationisstoppingsightdistancefortheroadway approachtoprovideadequatedistanceforthemotorvehicletostopifthepathuseriseitheralreadyin thecrosswalk,orisjustbeginningtoenterit.Ideally,departuresightdistanceprovidesstopped pathwayuserswithenoughsightdistanceoftheintersectingroadwaytojudgeadequategapsin oncomingtraffictocrosstheroadsafely.Thistypeofdeparturesightdistanceisdesirableforyieldand stopcontrolledpathapproaches.Undercertainconditionsitmaybenecessaryordesirabletousea differentdesignuser(andthereforedifferentdeparturespeed)iftheyaremoreprevalentandrepresent aslowervalue. Regardlessofintersectionsighttrianglelengths,roadwayandpathapproachestoanintersectionshould alwaysprovideenoughstoppingsightdistancetoavoidhazardsorpotentialconflictswithinthe intersection. Multiway(i.e.,allway)stopsatpathroadwayintersectionsarenotrecommended. Atanintersectionofasharedusepathwithawalkway,aclearsighttriangleextendingatleast15ft(4.6 m)alongthewalkwayshouldbeprovided(seeExhibit5.16).Theclearsightlinewillenablepedestrians approachingthepathwaytoseeandreacttooncomingpathtraffictoavoidpotentialconflictsatthe pathwalkwayintersection.Ifasharedusepathintersectsanothersharedusepath,sighttriangles shouldbeprovidedsimilartoayieldconditionatapathroadwayintersection.However,bothlegsof thesighttriangleshouldbebasedonthestoppingsightdistanceofthepaths.UseEquation56forboth legsofthesighttriangle.
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1 2 3 4 5 6 7 8 9 10 11 Exhibit5.16.MinimumPathWalkwaySightTriangle
MIDBLOCK SIGNALIZED INTERSECTIONS

Iftrafficandroadwaycharacteristicsmakecrossingdifficultforthepathuser,theneedforasignalor activewarningdevice(suchasabeacon)shouldbeconsideredbasedontrafficvolumes,speed,number oflanes,andavailabilityofarefuge.Guidanceontheneedforadditionalcrossingmeasuresisprovided inFHWAsSafetyEffectsofMarkedversusUnmarkedCrosswalksatUncontrolledLocations:FinalReport andRecommendedGuidelines(10).Theuseofpathuservolumetodeterminetheneedforasignalized crossingmaynotbeappropriate.Insomesituationsthepathusermaynothaveaccesstoanother appropriatecrossinglocation. MoreinformationonsignalsatpathroadwayintersectionsisprovidedinSection5.4.3.
12 13 14 15 16 17
5.3.3. EXAMPLES OF MIDBLOCK INTERSECTION CONTROLS

Exhibits5.17,5.18,5.19and5.20illustratevariousexamplesofmidblockcontroltreatments.Theyshow typicalpavementmarkingandsigncrossingtreatments.Thesediagramsareillustrativeandarenot intendedtoshowallsignsandmarkingsthatmaybenecessaryoradvisable,oralltypesofdesign treatmentsthatarepossibleattheselocations.Eachgraphicassumestheappropriateminimumsight distancesareprovidedfortheroadwayandthepath.
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1 2 Exhibit5.17.ExampleofMidblockPathRoadwayIntersectionPathisYIELDControlled
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1 2 Exhibit5.18.ExampleMidblockPathRoadwayIntersectionRoadwayisYIELDControlled
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1 2 Exhibit5.19.ExampleofMidblockPathRoadwayIntersectionPathisSTOPControlled
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1 2 Exhibit5.20.ExampleMidblockPathRoadwayIntersectionRoadwayisSTOPControlled
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1
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
5.3.4. SIDEPATH INTERSECTION DESIGN CONSIDERATIONS

AsdescribedinSection5.2.2.,thereareavarietyofoperationalchallengeswhenpathwaysareprovided adjacenttoroadways(sidepaths).Dependinguponmotorvehicleandpathwayuserspeeds,thewidth andcharacteroftheadjacentroadway,theamountofseparationbetweenthepathwayandthe roadway,andthecharacteristicsofconflictpoints,sidepathtravelmayinvolvelesserorgreaterriskof motorvehiclecollisionforcycliststhanroadwaytravel. Thefirstandmostimportantstepistoobjectivelyassesswhetherthelocationisacandidateforatwo waysidepath.GuidanceonthisissueisgiveninSection5.2.2. Assumingthatthelocationhasbeendeterminedtobeacandidateforatwowaysidepath,pathway widthandseparationfromroadwayatintersectionsanddrivewaysshouldbedeterminedwithrespect toroadwayspeedsandnumberoflanes.Motoristsonmultilaneroadwayswithhigherspeedsaremore distractedbydrivingconditions,andarelesslikelytonoticethepresenceofbicyclistsonthesidepath duringturningmovements.Onroadswithspeedlimitsof50mphorgreater,increasingtheseparation fromroadwayisrecommendedtoimprovepathusersafety.Atlowerspeeds,greaterseparationdoes notimprovesafety;thereforethesidepathshouldbelocatedincloseproximitytotheparallelroadway atintersections,somotoriststurningofftheroadwaycanbetterdetectsidepathriders.(12) Inallcases,thekeytooptimizingusersafetyatdrivewaysandintersectionsistoreducespeedsofboth pathusersandmotoristsatconflictpoints,increasethepredictabilityoftrailandroaduserbehavior, andlimittheamountofexposureattheseconflictpointsasmuchaspossible.Designmeasuresto accomplishthisarediscussedbelow: Reducethefrequencyofdriveways,theirwidths,and(wherepractical)thevolumeofmotor vehiclecrossingsthroughaccessmanagement.Forexample,combinedrivewaysofadjacent properties,reducedrivewaywidthtotheminimumneededtoaccommodateingressandegress volumes,limitaccessbyinstallingchannelizationdevicesthatonlyallowrightin/rightout movements,andprovidemedianrefugeislandsforwidedriveways. Designintersectionstoreducedriverspeedsandheightenawarenessofpathusers.Strategies includetightercornerradii,avoidanceofhighspeedfreeflowingmovements(suchasramp styleturns),providingmedianrefugeislands,ensuringadequatesightdistancesbetween intersectingusers,andothermeasurestoreducemotorvehiclespeedsatintersections. Designdrivewaystoreducedriverspeedsandheightenawarenessofpathusers.Strategiescan includetightercornerradii,maintainingadequatesightdistances,andkeepingthepathsurface continuousacrossthedrivewayentrance,sothatitisclearthatmotoristsarecrossinganarea
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 wherethepathuserhastherightofway,amongothermeasures.ATURNINGVEHICLESYIELD TOPEDESTRIANS(R1015)signmaybeusedtoincreasedriverawarenessattheseandother appropriatelocations. Considerdesignmeasuresonapproachestointersectionsanddrivewaysthatencouragelower speedsforpathwayapproaches.Thereareavarietyofmeasuresthatjurisdictionshaveusedto encouragelowerspeeds,howeveritisimportantthatthesemeasuresnotpresentahazardto pathwayusers,orcausethepathwaytobecomeinaccessible.Thisisanotherreasonwhyin manycasesitisimportanttoaccommodatebicyclesontheroadwayaswellasthesidepath,so thatbicyclistswhoprefertotravelatfasterspeedsmaydosoontheroadway. Employmeasuresontheparallelroadway(appropriatetotheroadwayfunction)toreduce speeds.Thesemayinclude,amongothers,installationofraisedmedians,reductionofthe numberoftravellanes,andprovisionofonstreetparking(configuredsoastoavoidrestriction ofsightlinesatdriveways). Designintersectioncrossingstofacilitatebicycleaccesstoandfromtheroadordrivewaythatis beingcrossed,asthislocationrepresentsanentryandexitpointtothepathway. Keepapproachestointersectionsandmajordrivewaysclearofobstructionsduetoparked vehicles,shrubs,andsignsonpublicorprivateproperty.Consideraddingstopbarsoryield markingsforvehiclespullinguptothesidepathintersection. Designsidepathterminisoastofacilitatepropervehicularoperationofcyclistsenteringfromor continuingontheroadway. Atsignalizedintersections,thepathwayshouldbeintegratedintothecontrolsoftheintersection followingthesameprinciplesasapedestriancrossing.Careshouldbetakentoavoidturning movementsthatwillconflictwiththegreensignalforthepathway.Solutionsincludeprohibitingright turnsonred,eliminatingaphasewhichallowsleftturnsonagreenballwhereitconflictswiththe pedestriansignal,providingaleadingpedestrianinterval,andprovidinganexclusivepedestrianphase wheretherearehighvolumesofpathusers.Pedestriancountdownsignalheadsandaccessiblepush buttonsshouldbeprovidedalongwithhighvisibilitycrosswalks,crossingislandsatwideintersections, andsufficientspaceforqueuingcyclistsifhighvolumesofpathwayusersareexpected. Asdescribedabove,inlocationswherethetrailparallelsahighspeedroadwayandcrossesaminor road,itisadvisabletomovethecrossingawayfromtheintersectiontoamidblocklocation.Bymoving thecrossingawayfromtheintersection,motoristsareabletoexitthehighspeedroadwayfirst,and thenturntheirattentiontothepathwaycrossing. Pathusersshouldneverbegivenconflictingtrafficcontrolmessages(e.g.,withuseofaSTOPsignata signalizedintersection),leavingitunclearastowhichdeviceshouldbeobeyed.
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5.3.5. OTHER INTERSECTION TREATMENTS

CURB RAMPS AND APRONS Theopeningofasharedusepathattheroadwayshouldbeatleastthesamewidthastheshareduse pathitself.Ifacurbrampisprovided,therampshouldbethefullwidthofthepath,notincludingany sideflaresifutilized.Theapproachshouldprovideasmoothandaccessibletransitionbetweenthepath andtheroadway.TherampshouldbedesignedinaccordancewiththedraftPROWAG.(1)Detectable warningsshouldbeplacedacrossthefullwidthoftheramp.A5foot(1.5m)radiusorflaremaybe consideredtofacilitateturnsforbicyclists. Unpavedsharedusepathsshouldbeprovidedwithpavedapronsextendingaminimumof20feet(6m) frompavedroadsurfaces.
PATH WIDENING AT INTERSECTIONS

Forlocationswherequeuingatanintersectionresultsincrowdingattheroadwayedge,consideration canbegiventowideningthepathapproach.Thiscanincreasethecrossingcapacityandhelpreduce conflictsatpathentrances.
SHARED USE PATH CHICANES

Chicanes(i.e.,horizontalcurvature)canbedesignedtoreducepathusersapproachspeedsat intersectionswhereusersmuststoporyield,orwheresightdistanceislimited.Careshouldbetakento endchicanesfarenoughinadvanceoftheintersectiontoallowtheusertofocusonthecurvesinthe pathwayfirst,thentheapproachingintersection(ratherthanbothatthesametime).Asolidcenterline stripeisrecommendedatchicanestoreducetheinstancesofbicyclistscuttingthecornersofthe curves.Chicanesshouldnotbedesignedforspeedslessthan8mph(13km/h).
RESTRICTING MOTOR VEHICLE TRAFFIC

Unauthorizedaccessbymotorvehiclesisaproblemonsomepathways.Ingeneral,thisisagreater issueonpathwaysthatextendthroughindependentcorridorsthatarenotvisiblefromadjacentroads andproperties.PertheMUTCD(3),theR53NOMOTORVEHICLESsigncanbeusedtoreinforcethe rules. Theroutineuseofbollardsandothersimilarbarrierstorestrictmotorvehicletrafficisdiscouraged, unlessthereisaknownhistoryofusebyunauthorizedmotorvehicles.Barrierssuchasbollards,fences, orothersimilardevicescreatepermanentfixedobjecthazardstopathusers.Bollardsonpathwaysare oftenstruckbycyclistsandotherpathusersandcancauseseriousinjury.Approachingridersmayshield
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 evenaconspicuousbollardfromafollowingrider'sviewuntilapointwherehelackssufficienttimeto react. Furthermore,physicalbarriersareoftenineffectiveatthejobtheywereintendedforkeepingout motorizedtraffic.Peoplewhoaredeterminedtousethepathillegallywilloftenfindawayaroundthe physicalbarrier,damagingpathstructuresandadjacentvegetation.Barrierfeaturescanalsoslow accessforemergencyresponders. Apreferredmethodofrestrictingentryofmotorvehiclesistosplittheentrywayintotwosections separatedbylowlandscaping.Eachsectionshouldbehalfthenominalpathwidth;forexamplea10 foot(3m)pathshouldbesplitintotwo5foot(1.5m)sections.Emergencyvehiclescanstillenterif necessarybystraddlingthelandscaping.Alternatively,itmaybemoreappropriatetodesignate emergencyvehicleaccessviaprotectedaccessdrivesthatcanbesecured.Theapproachtothesplit shouldbedelineatedwithsolidlinepavementmarkingstoguidethepathuseraroundthesplit. Wheretheneedforbollardsorotherverticalbarriersinthepathwaycanbejustifieddespitethehazard posedtocyclists,measuresshouldbetakentoensuretheyareassafeaspossible(13): Bollardsshouldbemarkedwitharetroreflectorizedmaterialonbothsidesorappropriate objectmarkers,perSection9B.26oftheMUTCD. Bollardsshouldpermitpassage,withoutdismounting,foradulttricycles,bicyclestowing trailers,andtandembicycles.Bollardsshouldnotrestrictaccessforpeoplewithdisabilities. Alluserslegallypermittedtousethefacilityshouldbeaccommodated;failuretodoso increasesthelikelihoodthatthebollardswillbehazardous. Bollardplacementshouldprovideadequatesightdistancetoallowuserstoadjusttheir speedtoavoidhittingthem. Bollardsshouldbeaminimumheightof40inches(1.0m)andminimumdiameterof4 inches(100mm).Somejurisdictionshaveusedtallerbollardsthatcanbeseenaboveusers inordertoreinforcetheirvisibility. StripinganenvelopearoundtheapproachtothepostisrecommendedasshowninExhibit 5.21toguidepathusersaroundtheobject. Onestrategyistouseflexibledelineators,whichmayreduceunauthorizedvehicleaccess withoutcausingtheinjuriesthatarecommonwithrigidbollards. Bollardsshouldonlybeinstalledinlocationswherevehiclescannoteasilybypassthe bollard.Useofonebollardinthecenterofthepathispreferred.Whenmorethanonepost isused,anoddnumberofpostsat6foot(1.8m)spacingisdesirable.Twopostsarenot recommended,astheydirectopposingpathuserstowardsthemiddle,creatingconflictand thepossibilityofaheadoncollision.Widerspacingcanallowentrytomotorvehicles,while narrowerspacingmightprevententrybyadulttricycles,wheelchairusers,andbicycleswith trailers.
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1 2 3 4 5 6 Bollardsshouldbesetbackfromtheroadwayedgeaminimumof30feet(10m).Bollards setbackfromtheintersectionallowpathuserstocompletetheirnavigationofthepotential hazardbeforeapproachingtheroadway. Hardwareinstalledinthegroundtoholdabollardorpostshouldbeflushwiththesurface toavoidcreatinganadditionalsafetyhazard. Lockable,removable(orreclining)bollardsallowentrancebyauthorizedvehicles.
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Exhibit5.21.BollardApproachMarkings
CROSSING ISLANDS
Raisedmediansareassociatedwithsignificantlylowerpedestriancrashratesatmultilanecrossings. Althoughcrossingislands(ormedians)canbehelpfulonmostroadtypes,theyareofparticularbenefit atpathroadwayintersectionsinwhichoneormoreofthefollowingapply:(1)highvolumesofroadway trafficand/orspeedscreatedifficultcrossingconditionsforpathusers;(2)roadwaywidthisexcessive giventheavailablecrossingtime;or(3)theroadwayisthreeormorelanesinwidth.Inadditionto improvingbicyclesafety,crossingislandsbenefitchildren,theelderly,peoplewithdisabilities,and otherswhotravelslowly. Crossingislandsshouldbelargeenoughtoaccommodateplatoonsofusers,includinggroupsof pedestriansand/orbicyclists,tandembicycles(whichareconsiderablylongerthanstandardbicycles), wheelchairs,peoplewithbabystrollersandequestrians(ifthisisapermittedpathuse).Theareamaybe designedwiththestoragealignedperpendicularlyacrosstheislandorviaadiagonaloroffsetstorage bay(seeexampleinExhibit5.22).Thediagonalstorageareahastheaddedbenefitofdirecting attentiontowardsoncomingtraffic,andshouldthereforebeangledtowardsthedirectionfromwhich trafficisapproaching.CrossingislandsshouldbedesignedinaccordancewiththedraftPublicRightsof WayAccessibilityGuidelines(PROWAG).(1) Theminimumwidthofthestoragearea(shownasdimensionYinExhibit5.22)shouldbe6feet(1.8 m),however10feet(3m)ispreferredinordertoaccommodateabicyclewithatrailer.
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1 2 3 Exhibit5.22.CrossingIsland(seeEquation58tocomputetaperlength) USCustomary ,where ,where where: L=taperlength(ft) W=offsetwidth(ft) V=approachspeed(mph) 4 Equation58.TaperLength V V 45mph 45mph Metric ,whereV ,where where: L=taperlength(m) W=offsetwidth(m) V=approachspeed(km/h)
70 km/h V 70 km/h
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5.3.6. ADDITIONAL BICYCLE CROSSING CONSIDERATIONS

TRANSITION ZONES
Whereasharedusepathcrossesorterminatesatanexistingroad,itisimportanttointegratethepath intotheexistingsystemofonroadbicyclefacilitiesandsidewalks.Careshouldbetakentoproperly designtheterminustotransitionthetrafficintoasafemergingordivergingsituation.Appropriate signingisnecessarytowarnanddirectbothbicyclistsandmotoristsregardingthesetransitionareas. Eachroadwaycrossingisalsoanaccesspoint,andshouldthereforebedesignedtofacilitatemovements ofpathuserswhoeitherenterthepathfromtheroad,orplantoexitthepathandusetheroadway.
TRAFFIC CALMING FOR INTERSECTIONS

Atcrossinglocationswherethespeedofapproachingroadwaytrafficisaconcern,trafficcalming measuresmaybehelpful.Thesecanincludelocationswhereroadwayusersareexpectedtoyieldto pathusersandsidepathcrossingswheremotoriststurnacrossthepath.Slowermotoristapproach speedscanimprovetheabilityofpathuserstojudgegaps,improvemotoristspreparednesstoyieldto pathusersatthecrossing,andreducetheseverityofinjuriesintheeventofacollision. Trafficcalmingmeasuresthatmaybeappropriateincludearaisedintersectionorraisedcrosswalk, chicanes,curbextensions,speedcushions,crossingislands,andcurbradiusreductionatcorners. Trafficcalmingmeasuresatpathroadwayintersectionsshouldnotbedesignedinawaythatmakes pathaccessinconvenientorunsafeforbicyclistsontheroadwaywhomaywishtoenterthepath,or viceversa..
SHARED USE PATHS THROUGH INTERCHANGES

Whereasharedusepathisparalleltoaroadwaythatintersectswithafreeway,separationand continuityofthepathshouldbeprovided.Usersshouldnotberequiredtoexitthepath,rideon roadwaysand/orsidewalksthroughtheinterchange,andthenresumeridingonapath. Athighervolumeinterchanges,apathmayneedgradeseparatedcrossingstoenableuserstocross freeflowexitandentrancerampswithreasonableconvenienceandsafety.Anengineeringanalysis shouldbedonetodetermineifgradeseparationisnecessary.Awayfromramps,pathscanoftenbe carried(withappropriateroadwayseparationorbarrier)onthesamestructurethatcarriestheparallel roadwaythroughtheinterchange.SeeSection5.2.10.forguidanceonthedesignofstructures.
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5.4. PAVEMENT MARKINGS, SIGNS, AND SIGNALS

TheMUTCD(3)regulatesthedesignanduseofalltrafficcontroldevices.Part9oftheMUTCDpresents standardsandguidanceforthedesignanduseofsigns,pavementmarkings,andsignalsthatmaybe usedtoregulate,warn,andguidecyclistsonroadwaysandpathways.OtherpartsoftheMUTCDalso includeinformationrelevanttosharedusepathoperationandshouldbeconsultedasnecessary.
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5.4.1. PAVEMENT MARKINGS

Pavementmarkingscanprovideimportantguidanceandinformationforpathandroadwayusers. Pavementmarkingsshouldberetroreflective.Theyshouldnotbeslipperyorrisemorethan0.16in(4 mm)abovethepavement.
MARKED CROSSWALKS
Markedcrosswalksarerecommendedatintersectionsbetweensharedusepathsandroadways.They delineatethecrossinglocationandcanhelpalertroadwayuserstothepotentialconflictahead.Ata midblocklocation,nolegallyrecognizedcrosswalkforpedestriansispresentifnocrosswalkismarked. Theuseofhighvisibility(i.e.ladderorzebra)markingsisrecommendedatsharedusepathcrossingsas thesearemorevisibletoapproachingroadwayusers.Moreinformationontheinstallationof crosswalksatpathroadwayintersectionsisprovidedinSection5.3.2ofthischapter.
CENTERLINE STRIPING
Anormal(46inchor100150mmwide)yellowcenterlinestripemaybeusedtoseparateopposite directionsoftravelwherepassingisinadvisable.Thisstripeshouldbebrokenwherethereisadequate passingsightdistance,andsolidinlocationswherepassingbypathusersshouldbediscouraged.This maybeparticularlybeneficialinthefollowingcircumstances:(1)forpathwayswithheavyuservolumes; (2)oncurveswithrestrictedsightdistance,ordesignspeedslessthan14mph(24km/h);and(3)on unlitpathswherenighttimeridingisexpected.Theuseofthebrokencenterlinestripemaynotbe appropriateinparksornaturalsettings.Howeveronpathswhereacenterlineisnotprovidedalongthe entirelengthofthepath,appropriatelocationsforasolidcenterlinestripeshouldstillbeconsidered wheredescribedabove. Asolidyellowcenterlinestripemaybeusedontheapproachtointersectionstodiscouragepassingon theapproachanddepartureofanintersection.Ifused,thecenterlineshouldbestripedsoliduptothe stoppingsightdistancefromedgeofsidewalk(orroadway,ifnosidewalkispresent).Aconsistent approachtointersectionstripingcanhelptoincreaseawarenessofintersections.
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EDGELINE STRIPING
Theuseofnormal(46inchor100150mmwide)whiteedgelinesmaybebeneficialonsharedusepaths wherebicycletrafficisexpectedduringperiodsofdarkness. Theuseofwhiteedgelinesmaybeconsideredatapproachestointersectionstoalertpathusersof changingconditions.Whereitisdesirabletoreducepathusersspeedapproachinganintersection, edgelinestripesmaybeusefultocreateaperceivednarrowingofthepath. Ifthepathwaydesignincludesaseparateareaforpedestriantravel,itshouldbeseparatedfromthe bicycletravelwaybyanormalwhiteline.RefertoSection5.2.1formoreinformationonsegregationof traffic.
APPROACH MARKINGS FOR OBSTRUCTIONS

Obstructionsshouldnotbelocatedintheclearwidthofapath.Whereanobstructiononthetraveled portionmustremain(forexampleinsituationswherebollardsmustbeused),channelizinglinesof appropriatecolor(yellowforcenterline,otherwisewhite)shouldbeusedtoguidepathusersaroundit. AnexampleofacenterlinetreatmentisgiveninExhibit5.21. Forobstructionslocatedontheedgeofthepath,asolidwhiteedgelineshouldbeused.Approach markingsshouldbetaperedfromtheapproachendoftheobstructiontoapointatleastonefoot(0.3 m)fromtheobstructiononeachside,oronlytheinsidesideiftheobstructionisatedgeofpathway. Thetaperlengthshouldbeaminimumlengthof25feet(7.6m),andmaybecontinuousforthelength ofthepathwheretheobstructionexists.
PAVEMENT MARKINGS TO SUPPLEMENT INTERSECTION CONTROL

Stopandyieldlinesmaybeusedtoindicatethepointatwhichapathusershouldstoporyieldata trafficcontroldevice.DesignofstopandyieldlinesisdescribedinChapter3BoftheMUTCD.Stopor yieldlinesmaybeplacedacrosstheentirewidthofthepath. Ifusedthestoporyieldlineshouldbeplacedaminimumof2feet(0.6m)behindthenearestsidewalk oredgeofroadwayifasidewalkisnotpresent.
SUPPLEMENTAL PAVEMENT MARKINGS ON APPROACHES

Advancedpavementmarkingsmaybeusedonroadwayorpathapproachesatcrossingswherethe crossingisunexpectedorwherethereisahistoryofcrashes,conflicts,orcomplaints.Ifasupplemental wordmarking(suchasHWYXING)isused,itsleadingedgeshouldbelocatedatornearthepointwhere theapproachinguserpassestheintersectionwarningsignoradvancetrafficcontrolwarningsignthat themarkingsupplements.Additionalmarkingsmaybeplacedclosertothecrossingifneeded,but 188 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 shouldbeatleast50feet(15m)fromthecrossing.Advancedpavementmarkingsmaybeplacedacross theentirewidthofthepathorwithintheapproachlane.Pavementmarkingsshouldnotreplacethe appropriatesigns. PavementmarkingsmaybewordorsymbolsasdescribedinChapter2oftheMUTCD(3).
ADVANCED STOP OR YIELD LINES

Advancedstoplinesoryieldlinesshouldbeusedatmultilaneuncontrolled(oryieldcontrolled) roadwayapproachestoapathcrossing.Theapplicabilityofeitherastoplineorayieldlineisgoverned bystatelaw.Exhibit5.23showsanapplicationofadvancedyieldlines.Advancedstopandyieldlines reducethepotentialforamultiplethreatcrashbetweenthepathuserandavehicle.Theadvancestop oryieldlineprovidesaclearerfieldofvisionbetweenpathuserswhoarecrossingtheroadand approachingvehiclesinbothlanes.
12 13 Exhibit5.23.AdvancedYieldSignsandMarkings
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5.4.2. SIGNS
Allsignsshouldberetroreflectiveandconformtothecolor,legend,andshaperequirementsdescribed intheMUTCD.(3)SignsusedalongapathmaybereducedinsizeperTable9B1oftheMUTCD.Signs utilizedalongaroadwaywhicharevisibletomotoristsshouldnotbereducedinsizeandshould conformtothesizesestablishedintheMUTCD.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Regulatorysignsnotifypathway(androadway)usersoflocationspecificregulations.Suchasignis installedatornearthelocationwheretheregulationapplies.Regulatorysignsaregenerallyrectangular withwhitebackgroundsandblacktextandsymbols. Warningsignsareutilizedtonotifyroadandpathwayusersofunexpectedconditionsthatmightrequire areductionofspeedorotheractionnecessaryforsafety.Awarningsignshouldbeused,forexample, wherepathwaywidthmustbereducedinashortsectionbecauseofaconstraint.Howeverwarning signsshouldbeusedsparingly;useperceivedasexcessiveorunnecessarycanresultindisrespectfor otherimportantsigns. Warningsignsarediamondshapedwithblacksymbolsandtext.Permanentwarningsignsforbicycle facilitiesshouldbestandardyelloworfluorescentyellowgreen(temporarywarningsignsshouldbe orange).Ingeneral,auniformapplicationofwarningsignsofthesamecolorshouldbeused. Foradvancewarningsignplacementsonsharedusepaths,thesignshouldbeplacedtoallowadequate perceptionresponsetime.Thelocationofthesignshouldbebasedonthestoppingsightdistance neededbythefastestexpectedpathuser;however,innoinstanceshouldthesignbelocatedcloser than100feet(30m)fromthelocationwarrantingtheadvancewarning.Warningsignsshouldnotbe placedtoofarinadvanceofthecondition,suchthatpathuserstendtoforgetthewarningbecauseof otherdistractions. Thepurposeofguideandwayfindingsignsistoinformpathusersofintersectingroutes,directthemto importantdestinations,andgenerallytogiveinformationthatwillhelpthemalongtheirwayinthe mostsimple,directmannerpossible.Guidesignsarerectangularwithgreenbackgroundsandwhite text.
SHARED USE PATH CROSSING WARNING SIGN ASSEMBLY

Roadwayusersmaybewarnedofasharedusepathcrossingbyutilizingacombinedbicyclepedestrian warningsign(W1115),perExhibit5.24,orabicyclewarningsign(W111).Onaroadwayapproachtoa pathcrossing,placementofanintersectionoradvancetrafficcontrolwarningsignshouldbeat(orclose to)thedistancerecommendedfortheapproachspeedinTable2C4oftheMUTCD.(3)SeeExhibits 5.17through5.20. TheassemblyconsistsofaW1115oraW111accompaniedbyaW167p(downwardarrow)plaque mountedbelowthewarningsign.Thissignshouldnotbeinstalledatthecrossingiftheroadwaytraffic isyield,stop,orsignalcontrolled. TheW168P(pathname)plaquemaybemountedonthesignassembly(belowtheW1115orW111 sign)tonotifyapproachingroadwayusersofthenameofthesharedusepathbeingcrossed.
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Exhibit5.24.AdvanceWarningAssemblyExample Atpathcrossingsthatexperiencefrequentconflictsbetweenmotoristsandpathusers,oronmultilane roadwayswhereasignontherighthandsideoftheroadwaymaynotbevisibletoalltravellanes,an additionalpathcrossingwarningsignassemblyshouldbeinstalledontheoppositesideoftheroad,or ontherefugeislandifthereisone. Thecombinedbicyclepedestrianwarningsign(W1115)orbicyclewarningsign(W111)maybeusedin advanceofsharedusepathcrossingsofroadways.Again,thiswarningsignshouldnotbeusedin advanceoflocationswheretheroadwayisstop,yield,orsignalcontrolled.Advancewarningsign assembliesmaybesupplementedwithaW169p(AHEAD)plaqueorW162P(XXFEET)plaquelocated belowtheW1115Psign.
TRAFFIC CONTROL REGULATORY SIGNS

YIELDandSTOPsignsareusedtoassignpriorityatcontrolledbutunsignalizedpathroadway intersections.Thechoiceoftrafficcontrol(ifany)shouldbemadewithreferencetothepriority assignmentguidanceprovidedinSection5.3.2andintheMUTCD.Thedesignanduseofthesignsis describedinsections2Band9BoftheMUTCD.(3)
INTERSECTION AND ADVANCE TRAFFIC CONTROL WARNING SIGNS

Advancetrafficcontrolwarningsignsannouncethepresenceofatrafficcontroloftheindicatedtype (YIELD,STOP,orsignal)wherethecontrolitselfisnotvisibleforasufficientdistanceonanapproachfor userstorespondtothedevice.Anintersectionwarningsignmaybeusedinadvanceofanintersection toindicatethepresenceoftheintersectionandthepossibilityofturningorenteringtraffic. 191 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Onasharedusepathapproach,placementofanadvancewarningsignshouldbeatadistanceatleast asgreatasthestoppingsightdistanceofthefastestexpectedpathuserinadvanceofthelocationto whichthesignapplies.Innocaseshouldtheadvanceplacementdistancebelessthan50feet(15m). SeeExhibits5.17through5.20. AnintersectionoradvancetrafficcontrolwarningsignmaycarryaW168P(roadorpathname)plaque toidentifytheintersectingroadorpath,asappropriatefortheapproach. Anadvisoryspeed(W131)plaquemaybeaddedtothebottomofthesignassemblytoadvisethe approachingusertothepropertravelingspeedfortheavailablesightlinesorgeometricconditions.
GUIDE SIGNS
Roadname/pathnamesigns(D31andW168P)shouldbeplacedatallpathroadwaycrossings.This helpspathuserstracktheirlocations.AtmidblockcrossingstheD31signmaybeinstalledonthesame postwitharegulatorysign,abovetheSTOPorYIELDsign. Guidesignstoindicatedirections,destinations,distances,routenumbers,andnamesofcrossingstreets shouldbeusedinthesamemannerasonroadwaysandasdescribedinChapter4. Referencelocationsigns(alsocalledmilemarkers)assistpathusersinestimatingtheirprogress,provide ameansforidentifyingthelocationofemergencyincidents,andarebeneficialduringmaintenance activities.Section9B24oftheMUTCDprovidesguidancefortheuseofreferencelocationsigns. Whereused,wayfindingsignsforsharedusepathsshouldbeimplementedaccordingtotheprinciples discussedinSection4.11.Modespecificguidesigns(D111a,D112,D113,andD114)maybeusedto guidedifferenttypesofuserstothetraveled waythatisintendedfortheirrespectivemodes(see Exhibit5.25).Ifused,thesignsshouldbeinstalledatthepointwheretheseparatepathwaysdiverge. (3) 23 24 25 26 27 28
29
Exhibit5.25.ModeSpecificGuideSigns
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5.4.3. SIGNALIZED AND ACTIVE WARNING CROSSINGS

Asdiscussedearlierinthischapter,itmaybenecessarytoprovideactivewarningoratrafficsignalat somesharedusepathcrossingsofroadways.GuidanceonthistopicisprovidedinFHWAsSafety EffectsofMarkedversusUnmarkedCrosswalksatUncontrolledLocations:FinalReportand RecommendedGuidelines(10).Theuseofpathuservolumetodeterminetheneedforasignalized crossingmaynotbeappropriate.Insomesituationsthepathusermaynothaveaccesstoanother appropriatecrossinglocation. Signalizedsharedusepathcrossingsshouldbeoperatedtoensuretheslowestusertypelikelytousethe pathwillbeaccommodated.Thiswilltypicallybethepedestrian. Formanuallyoperatedsignalactuation,thepushbuttonshouldbelocatedinapositionthatis accessiblefromthepathandinaccordancewiththedraftPROWAG.(1)Bicyclistsshouldnothaveto dismounttoactivatethesignal.Part9oftheMUTCDprovidesavarietyofsignsthatareappropriatefor theselocations. Anothermethodofsignalactuationistoprovideautomateddetection(suchasaninductiveloopinthe pavement);however,ifthedetectiondeviceissuchthatitdoesnotdetectpedestriansandotherpath users,itmustbesupplementedwithamanuallyactivatedsignal.Atsignalizedintersectionsondivided roadways,apushbuttonshouldalsobelocatedinthemedianforthosepathuserswhomaybetrapped intherefugearea.FurtherdiscussionofsignaldesignconsiderationsisinChapter4. Pathcrossingwarningsignassemblies(W1115)shouldnotbeusedatasignalcontrolledshareduse pathroadwayintersection. Inlocationswheremotorvehicletrafficdelayisaconcern,apedestrianhybridbeacon(popularlyknown asaHAWKHighintensityActivatedCrossWalK)maybeconsidered,inaccordancewithMUTCD.(3) Thissignalisactivatedwithapushbutton.Itcontrolstrafficontheroadwaybyusingacombinationof redandyellowsignallenses,whilethepathapproachiscontrolledbypedestriansignals. Awarningbeaconisanothertypeofcrossingdevicethatcanbeconsidered.Aflashingwarningbeacon isasignalthatdisplaysflashingyellowindicationstoanapproach.Itistypicallyasinglelight,butcanbe installedinothercombinations.Acommonapplicationistoaddaflashingambersignaltothetopofa standardwarningsigntobringattentiontoasharedusepathcrossing.Theflashingsignalmayalsobe usedonoverheadsignsatcrosswalks.Flashingbeaconsaremoreeffectiveiftheyonlyflashwhenpath usersarepresent,ratherthanflashingcontinuously,andthereforeshouldbeactuatedbypathusers.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
WORKS CITED
1.UnitedStatesAccessBoard.DraftPublicRightsOfWayAccessibilityGuidelines.Washington,D.C.: UnitedStatesAccessBoard,2005. 2..ArchitecturalBarriersActAccessibilityGuidelinesforOutdoorDevelopedAreas.Washington,D.C.: UnitedStatesAccessBoard,2007. 3.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.: FederalHighwayAdministration,U.S.DepartmentofTransportation,2009. 4..SharedUsePathLevelofServiceCalculator.[Online]2006. http://www.tfhrc.gov/safety/pedbike/pubs/05138/.FHWAHRT05138. 5..SharedUsePathLevelofServiceAUser'sGuide.2006.FHWAHRT05138. 6.Landis,B.W,Petrisch,T.AandHuang,H.F.CharacteristicsofEmergingRoadandTrailUsersandtheir Safety.McLean,VA:FederalHighwayAdministration,2004. 7.UnitedStatesAccessBoard.RegulatoryNegotiationCommitteeRecommendationsforAccessibility Guidelines:OutdoorDevelopedAreasFinalReport.Washington,D.C.:UnitedStatesAccessBoard,1999. 8.AASHTO.RoadwayLightingDesignGuide.Washington,D.C.:AmericanAssociationofStateHighway andTransportationOfficials,2005. 9..GuideforthePlanning,Design,andOperationofPedestrianFacilities.Washington,D.C.:American AssociationofStateHighwayandTransportationOfficials,2004. 10.Zegeer,C.V.,J.R.Stewart,H.H.Huang,P.A.Lagerwey,J.FeaganesandB.J.Campbell.SafetyEffects ofMarkedVersusUnmarkedCrosswalksatUncontrolledLocations:FinalReportandRecommended Guidelines.s.l.:FederalHighwayAdministration,2005.FHWAHRT04100. 11.AASHTO.APolicyonGeometricDesignofHighwaysandStreets.Washington,D.C.:American AssociationofStateHighwayandTransportationOfficials,2004. 12.SidepathSafetyModelBicycleSidepathDesignFactorsAffectingCrashRates.Petritsch,T,etal. s.l.:TRRRecord,2006,Vol.1982/2006. 13.FederalHighwayAdministration.DRAFTAccessibilityGuidanceforBicycleandPedestrianFacilities, RecreationalTrails,andTransportationEnhancementActivities.Washington,DC:FederalHighway Administration[Online],2008.
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1 2 3 4 5 6 14.NorthCarolinaDepartmentofTransportation.NorthCarolinaBicycleFacilitesPlanningandDesign Guidelines.Raleigh:NorthCarolinaDepartmentofTransportation,1994. 15.UnitedStatesAccessBoard.PublicRightsOfWayAccessibilityGuidelines.Washington,D.C.:United StatesAccessBoard,2005. 16.Green,J.S,etal.EvaluationofSafety,Design,andOperationofSharedUsePaths.McLean,VA: FHWA,2006.
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Chapter6:BicycleParkingFacilities
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CHAPTER 6: BICYCLE PARKING FACILITIES

6.1. INTRODUCTION
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Providingbicycleparkingfacilitiesisanessentialelementinamultimodaltransportationsystem.Unlike motorvehicles,mostbicyclesarenotequippedwithlocksorantitheftdevicesanddonotrequireakey tooperate.Inaddition,whiletheycanbetemporarilyimmobilizedbylockingawheeltotheframe,this doesnotpreventtheftduetothebicyclesrelativelylightweightandsmallsize. Inadditiontohelpingpreventtheft,installingwelldesignedparkinginappropriatelocationscan contributetoamoreorderlyandaestheticappearanceofsidewalksandbuildingsites.Intheabsenceof bicycleparkingorwhereparkingfacilitiesareinconvenientlylocated,peoplemaylocktheirbicyclesto anystationaryobjectsuchasasignpost,parkingmeter,fence,ortree.Theserandomlylocatedbicycles mayinterferewithpedestrianmovementsorvehiculartrafficflow,andmakeasidewalkinaccessibleto personswithdisabilities.Providingbikeparkingcanalsobeaninexpensivestrategytoincreaseoverall parkingsupply. Thischapteroutlinesrecommendationsfortheplanninganddesignofbicycleparkingfacilitiesthat meettheneedsofdifferenttypesofbicyclesandbicycletrips.Bicycleparkingfacilitiesshouldbe providedatboththetriporiginandtripdestination.Thewidevarietyofbicycleparkingdevicesavailable isgenerallygroupedintotwoclasses,longtermandshortterm.Theneedsforeachdifferintermsof theirdesignandlevelofprotection.Inmanylocations,acombinationofshortandlongtermoptions maybeappropriate.
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6.2. PLANNING FOR BICYCLE PARKING

Bikeparkingfacilitiescanbeplannedforandinstalledinanumberofways.Bicycleparkingshouldbe providedatallpublicfacilities,shouldbeincorporatedintoroadwayandstreetscapeprojects,and shouldbeanintegralaspectoflanddevelopmentandredevelopmentprocesses.Manycommunities providebikeparkinginthepublicrightofwayinresponsetorequestsfrombusinessownersorproperty managers.Consultingwithlocalbicyclistscanbeanexcellentwaytodeterminewherebikeparkingis needed. Requiringbicycleparkinginnewdevelopmentandredevelopmentisacosteffectivewaytoprovidebike parking.Manycommunitieshavesoughttoincreasetheavailabilityofbicycleparkingthroughthelocal zoningandpermittingprocess.Oneapproachistoestablishbicycleparkingrequirementsrelativeto expecteddemandbasedonlanduse.Anotherapproachistorequirethatbicycleparkingspacesbe 197 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 providedinproportion(often1:10)tothetotalnumberofautomobileparkingspaces.However,this approachcanbeproblematicwherethereisasimultaneousefforttoreducemotorvehicleparkingand increasepedestrianandbicyclemodeshares.Theneedforbicycleparkingmayincreaseovertimeso plansshouldanticipatethisneedforincreasedcapacity. Bicyclistswillseektoparkascloseaspossibletotheirfinaldestination.Bicycleparkingshouldtherefore beconvenientlyplacedinalocationthatishighlyvisibleandasclosetothebuildingentranceas possible.Intheeventthatdirectionalsignageisneededtoindicatethelocationofbikeparking,the MUTCDprovidesasignthatcanbeusedforthispurpose(seeExhibit6.1).(1)
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Exhibit6.1.DirectionalSignageforBicycleParking Bicycleracksshouldbelocatedsothatthey: Areeasilyaccessedfromthestreetandprotectedfrommotorvehicles. Arevisibletopassersbytopromoteusageandenhancesecurity. Donotimpedeorinterferewithpedestriantrafficorroutinemaintenanceactivities. Donotblockaccesstobuildings,busboardingorfreightloading. Allowreasonableclearanceforopeningofpassengersidedoorsofparkedcars. Arecovered,ifpossible,whereuserswillleavetheirbikesforalongeramountoftime(see Section6.4).
Bicycleparkingrequirementsshouldbesufficientlydetailedtoaddressthedesignelementsdiscussedin thischapter.
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6.3. SHORT TERM BICYCLE PARKING FACILITIES

Shorttermparkingfacilitiesshouldbeinstalledwhereverpeoplewillneedtoleavetheirbicycle unattendedforashortperiodoftime.Ingeneral,bicycleparkingshouldbeconsideredwherevermotor 198 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 vehicleparkingisprovidedandinareaswheremotorvehicleparkingisnotprovidedatindividual properties,suchasdowntownareasorotherhighdensitylocations. Bicycleparkingshouldbeeasytolocateandsimpletouse.Prioritylocationsincludestores,restaurants, apartmentandcondominiumcomplexes,officesandpublicfacilitiessuchastransitstops,schools,parks andlibraries.Twokeycomponentsofsuccessfulshorttermparkingarelocationandfacilitydesign.
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6.3.1. SITE DESIGN

Whendesigningbikeparkingsites,itisimportanttoconsidertheamountofspaceusedbyafully occupiedrackandthespacenecessaryforbicycliststoaccesstheparkingareaandusebothsidesofthe rack.Belowisalistofrecommendeddimensionsforbikeparkingsites.Measurementsshouldbemade fromanobjecttothenearestverticalcomponentofrack.
DISTANCE TO OTHER RACKS

Rackunitsalignedendtoendshouldbeplacedaminimumof96inches(2.4m)apart. Rackunitsalignedsidebysideshouldbeplacedaminimumof36inches(0.9m)apart.
DISTANCE FROM A CURB

Rackslocatedperpendiculartoacurbshouldbeaminimumof36inches(0.9m)fromthe backofcurb. Rackslocatedparalleltoacurbshouldbeaminimumof24inches(0.6m)fromthebackof curb.
DISTANCE FROM A WALL

Assumingaccessisneededfrombothsides,Urackslocatedperpendiculartoawallshould beaminimumof48inches(1.2m)fromthewall. Rackslocatedparalleltoawallshouldbeaminimumof36inches(0.9m)fromthewall.
Welldesignedbikeparkingrequiresminimalmaintenance.Damagedracksshouldbefixedorremoved andreplaced.Periodicremovalofabandonedbikesandlocks,especiallyattransitstationsand universities,maybenecessary.Abandonedbikesorbikewheelslockedtoracksreducecapacityand maydiscourageothersfrombicyclingduetoperceivedriskoftheft.Educationmayhelpreduce incorrectlockingtechniquesandinstructionforproperusemaybeplacedonorneartherack.(2)
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6.3.2. RACK DESIGN

Oneofthesimplest,mosteffectivetypeofshorttermbikeparkingistheinvertedUbikerack(see Exhibit6.2).Thisracksupportstheparkingoftwobikessimultaneously,oneoneachsideoftherack, andcanbegroupedtoprovideadditionalspacesasneeded.Someracksaccommodatemorethantwo bikes,althoughthesefacilitiesshouldbedesignedbasedontheprincipleslistedbelow,toensure capacityisnotlimitedbyincorrectuse. Racksshouldbeconstructedoutofstrongmetaltubingandsecurelyanchoredtothegroundunlessthe rackisofsufficientsizeandweighttopreventeasyremoval.Iftherackissecuredtoadurablebase, vandalandtheftresistanthardwareshouldbeused.Acrossbar(asshowninFigure6.2)is recommendedtopreventabikefrombeingstolenbyknockingovertheUrackandslippingthelock overtheendofthenewlyexposedpost. Inallcasestheparkingareabeneaththerackshouldbeaconcreteorasphaltsurfaceandlargeenough tosupportbicycleslockedtotherack.
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Exhibit6.2.ExampleofInvertedUBicycleRack(photobyTooleDesignGroup) Bicycleracksshouldbedesignedsothatthey: Supportthebicycleattwopointsaboveitscenterofgravity. AccommodatehighsecurityUshapedbikelocks. Accommodatelockssecuringtheframeandoneorbothwheels(preferablywithoutremoving thefrontwheelfromthebicycle.) Provideadequatedistance[minimum36inches(0.9m)]betweenspacessothatbicyclesdonot interferewitheachother Donotcontainprotrudingelementsorsharpedges.
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1 2 Donotbendwheelsordamageotherbicycleparts. Donotrequiretheusertoliftthebicycleofftheground.(2)
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6.3.3. CONSIDERATIONS FOR SPECIAL TYPES OF RACKS

ART RACKS
Artisticallyinspiredbikeparkingfacilitiescanaddadesirableelementtoastreetscape.Ifpoorly designed,however,thefacilitymaynotprovidethesamedegreeofsecurityoreaseofuseasother simplerdesignsandcancontainprotrudingelementsthatmayendangerpedestriansandother bicyclists.Ifused,artisticallyinspiredracksshouldbedesignedinaccordancewithallofthedesignand locationguidelinesdescribedabove.
WAVE RACKS
Waveracksorribbonracksarenotrecommended.Whiletheyoffersomeperceivedeconomicand aestheticbenefits,theyarecommonlyusedincorrectlyandwhenusedasintendeddonotprovide adequatesupportorspacing.
SCHOOLYARD RACKS
Alsoreferredtoasdishrackorcombstyle,theseracksarenotrecommendedandthosestillinuse shouldbereplaced.Theseracksarepoorlydesignedastheysupportthebikeonlybythefrontwheel, whichcanbendtherim,andtheydonotsupportproperlockingandthusprovideinadequatetheft preventiontotheuser.
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6.4. LONG TERM BICYCLE PARKING FACILITIES

Longtermbicycleparkingfacilitiesshouldprovideahighdegreeofsecurityandprotectionfromthe weather.Theyareintendedforsituationswherethebicycleisleftunattendedforlongperiodsoftime, suchasapartmentsandcondominiumcomplexes,schools,placesofemploymentandtransitstops.The simplesttypeoflongtermparkingisastructurethatcoversabikeparkingareaandofferssufficient protectionfromtheelements.Longtermbicycleparkingfacilitiescanalsoincludelockers,monitored bikeparkingareas,cages,oradedicatedspaceorroomwithinabuildingoraparkinggarage.Longterm parkingfacilitiesshouldbewelllitandaccessibletoprovideahighdegreeofpersonalsecurity.Signs maybenecessarytodirectbicycliststolongtermparking.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Bicyclelockersarelockable,selfcontainedunitsthatcanstoreanindividualbicycleandrelated accessoriesandprovideahighlevelofsecurity.Theyshouldbeconstructedfromastrong,weather resistantandmaintenancefreematerial.Mostbicyclelockersystemsrequireuserregistrationand publicagencyadministrationandmaintenance.Theeffectivecapacityoflockersmaybesomewhat limitedasparkingisonlyavailabletotheregisteredindividual.Sometransitagenciesareexploringthe useofsmartcardstoreducemanagementcostsandincreasesecurityandavailability.Homeland securityconcernsshouldbealsotakenintoaccountandracksmayberequiredtoincludeatransparent elementtodetectinappropriateuse.Thesitingoflockersinpublicspacesshouldalsobecarefully consideredtominimizenegativeimpacts. Anotherstrategyforlongtermparkingistocreateanaccesscontrolledspacethatcontainsracksfor supportandlockingofindividualbikes.Iflocatedoutdoors,thespaceshouldbecoveredandwelllight. Creatinganindoorbikeroomisanoptionforresidentialandemploymentcenters.Bikeroomsshouldbe easytoaccessandifnotlocatedonthegroundfloorshouldbeaccessiblebyelevator.Roomsandcages shouldincluderacksthataredesignedandsitedaccordingtherecommendationsforshorttermparking. Theuseoftwotieredrackscanprovideincreasedparkingcapacityinareaswithlimitedspace availability.Considerprovidingamechanismtoassisttheuserinliftingtheirbicycleontothesecond tier. Itisimportantthatpeoplebeabletosecurelylocktheirbicyclesastheftcanbeaprobleminshared spaces.Roomsshouldbedesignedsothatwhenracksareoccupiedsufficientspaceisavailablein betweenrackstoaccessparkedbicycles.Ifnospaceisavailable,buildingsmaystillprovidealongterm parkingoptionbypermittingemployeestobringtheirbicyclesintotheirpersonalworkspace. Sometransitagenciesprovidestaffedbicycleparkingareaswhichoffervaletparkingtocustomers. Somecommunitieshavecreateddedicatedbicycleparkingstructuresofferingarangeofamenities includingshowersandlockersandbicyclerepairservice.Thesecanprovideexcellentsupportfor bicyclingwithinacommunityandhavebeenverysuccessfulinareaswithhighlevelsofbicycleuse.(2)
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WORKS CITED
1.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.: FederalHighwayAdministration,U.S.DepartmentofTransportation,2009. 2.AssociationofPedestrianandBicycleProfessionals.BicycleParkingGuidelines.Washington,DC:s.n., 2002.
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Chapter7:MaintenanceandOperations
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CHAPTER 7: MAINTENANCE AND OPERATIONS

7.1. INTRODUCTION
Bikewaysaresubjecttosurfacedeteriorationanddebrisaccumulation,andrequiremaintenanceto functionwell.Poorlymaintainedfacilitiesbecomeunusableandarehazardous;theycancause equipmentdamageandphysicalinjurytobicyclists. Whatmaybeanadequateroadwaysurfaceforautomobilescancausedifficultiesforcyclistswhoride onnarrow,highpressuretires.Unevenlongitudinalcracksandjointscandivertabicyclewheel.Gravel blownoffthetravellanebytrafficoftenaccumulatesintheareawherebicyclistsride.Smallrocks, branchesandotherdebriscandeflectawheel,andpotholescancausewheelrimstobend,leadingto spills.Anaccumulationofleavescanhideapothole.Brokenglasscanpuncturebicycletires.Agood maintenanceprogramprotectspublicfundsinvestedinbikeways,sotheycancontinuetobeused safely.
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7.2. RECOMMENDED MAINTENANCE PROGRAMS AND ACTIVITIES

Abikewaymaintenanceprogramisnecessarytoensureadequatemaintenanceoffacilities.Sufficient fundsshouldbebudgetedtoaccomplishthenecessarytasks.Neighboringjurisdictionscanconsider jointprogramsforgreaterefficiencyandreducedcost.Theprogramshouldestablishmaintenance standardsandascheduleforinspectionsandmaintenanceactivitiesrecommendedbelow. Roadusersareusuallythefirsttoexperiencedeficiencies.Spotimprovementprogramsenablebicyclists tobringproblemstotheattentionofauthoritiesinaquickandefficientmanner.Anonline complaint/commentsubmissionformfacilitatespublicinputaboutbikewaymaintenanceproblems. Manyjurisdictionshavemaintenancereportingsystemsthatcanbeexpandedtoincluderequestsfrom bicyclists.Quickresponsefromtheresponsibleagencyimprovescommunicationsbetweenthepublic andstaff.
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7.2.1. SWEEPING
Bicyclistsoftenavoidshouldersandbikelanesfilledwithgravel,brokenglassandotherdebris.Regularly scheduledmaintenancehelpstoensurethatlitteronthetraveledwayisregularlyswept.Debrisfrom theroadwayshouldnotbesweptontosidewalks;norshoulddebrisfromsidewalksbesweptontothe roadway. 205 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Sharedusepathscanalsoaccumulatedebristhatcancausedifficultiesforbicyclists.Thisisespecially trueforpathsthatarelocatedincoastalareas,pathsthatextendthroughwoodedareas,andpaths alongwaterwaysthatoverflowduringstormevents. Somejurisdictionsusesandorgraveltotreatroadwaysduringsnoweventsoricyconditions.These treatmentsdegradeconditionsforbicyclinginadditiontocausingproblemssuchascloggedstorm drainsandotherlongterminfrastructuremaintenanceissues.Saltproductsthataremore environmentallyfriendlyshouldbeexplored,ratherthanusingsandorgravel.Jurisdictionsthatuse sandorgravelshouldsweepbikewaysassoonaspractical,particularlyaftermajorstormevents. Thefollowingrecommendationscanhelptoalleviatebicyclehazardscausedbydebris: Establisharegularsweepingscheduleforroadwaysandpathwaysthatanticipatesboth routineandspecialsweepingneeds.Thismayinvolvemorefrequentsweepingseasonally, andalsoshouldincludeperiodicinspection,particularlyinareasthatexperiencefrequent flooding,orinareasthathavefrequentvandalism.Thesweepingprogramshouldbe designedtorespondtouserrequestsforsweepingactivities. Removedebrisincurbedsectionswithmaintenancevehiclesthatpickupthedebris;on roadswithflushshoulders,debriscanbesweptoffthepavement. Preventproblemsbypavinggraveldrivewayapproachestoreduceloosegravelonpaved roadwayshoulders.Alsorequirepartiesresponsiblefordebristocontainit;forexample, requiretarpsontrucksloadedwithgravel.Localordinancesoftenrequiretowvehicle operatorstoremoveglassaftercrashes,andcontractorsareusuallyrequiredtocleanup dailyafterconstructionoperationsthatleavegravelanddirtontheroadway.
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7.2.2. SURFACE REPAIRS

Cracks,potholes,bumps,andothersurfacedefectscandegradebicyclingconditions.Thefollowing recommendationsapply: Inspectbikewaysregularlyforsurfaceirregularities;afternoticingorreceivingnoticeofa surfaceirregularity,repairpotentiallyhazardousconditionspromptly. Establishaprocessthatenablestheresponsibleagencytorespondtousercomplaintsina timelymanner. Preventtheedgeofasurfacerepairfromrunninglongitudinallythroughabikelaneor shoulder. Performpreventativemaintenanceperiodically,suchaskeepingdrainsinoperating conditionandeliminatingintrusivetreeroots. Sweepaprojectareaafterrepairs.
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1 2 3 4 5 6 Developapavementpreservationprogramforbikewaystominimizedeteriorationand cracking. Preventlongtermproblemsbybuildingbikeways,especiallypaths,toahighpavement standardsotheylastalongtimewithoutrequiringsignificantmaintenanceorexpensive repair.Thiscouldincludeselectingapavementmaterialthatisresistanttorootdamage,or selectivelyplacingrootbarriersinlocationswhererootdamageisexpectedtobeaproblem.
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7.2.3. PAVEMENT OVERLAYS

Pavementoverlaysaregoodopportunitiestoimproveconditionsforcyclistsifdonecarefully:aridge shouldnotbeleftintheareawherebicyclistsride(thisoccurswhenanoverlayextendspartwayintoa shoulderbikewayorbikelane).Overlayprojectsofferopportunitiestowidentheroadway,ortorestripe theroadwaywithbikelanes(seeChapter4).Thefollowingrecommendationscanhelptoensurethat pavementoverlaysarecompatiblewithbicycletravel: Extendtheoverlayovertheentireroadwaysurface,includingshoulderbikewaysandbike lanes,toavoidleavinganabruptedgewithintheridingarea.Ifthesurfaceconditionsare acceptableontheshoulderorbikelane,thepavementoverlaycanstopattheshoulderor bikelanestripe,providednoabruptridgeremainsatthestripe. Ensurethereisnosuddendropoffattheedgeofpavement. Duringoverlayprojects,ensurethatthesurfaceofinletgratesandutilitycoversare maintainedtowithininch(6mm)ofthepavementsurface(raiseifnecessary),andreplace anythatarenotbicyclefriendlywiththosethatare(seeSection4.12.8). Paveatleast10feet(3m)backon(lowvolume)drivewayconnections,and30feet(9.1m) ortotherightofwayline,whicheverisless,onunpavedpublicroadconnections,can preventgravelfromspillingontoshouldersorbikelanes. Sweeptheprojectareaafteroverlaytopreventloosegravelfromadheringtothefreshly pavedshoulderorbikelane.
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7.2.4. VEGETATION
Vegetationencroachingintobikewayscanbeaserioushazard.Rootsshouldbecontrolledtoprevent surfacebreakupastheycanundermineapathsurfaceandcreatehazardsforallusers.Adequate clearancesandsightdistancesshouldbemaintainedatdrivewaysandintersections.Bicyclistsshouldbe visibletoapproachingmotorists,nothiddenbyovergrownshrubsorlowhangingbranches,whichcan alsoobscuresigns.Thefollowingrecommendationsapplytovegetationcontrolandremoval: Cutbackvegetationtopreventencroachment. 207 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 Cutbackintrusivetreerootsandinstallrootbarrierswhereappropriate. Adoptlocalordinancestorequireadjacentlandownerstocontrolvegetationand/orallow roadauthoritiestocontrolvegetationthatoriginatesfromprivateproperty.
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7.2.5. TRAFFIC SIGNAL DETECTORS

Repairsandmodificationstotrafficsignalsofferopportunitiestoimprovetheirfunctionalityfor bicyclists.Attrafficsignalswithdetectors,checkthatatypicalbicyclecantriggeraresponsewhenno othervehiclesarewaitingatthelight.Thefollowingrecommendationscanhelptoensuretrafficsignals arebicyclecompatible: Adjustdetectorsensitivitysothesignalcanbeactuatedbyatypicalbicycle. Placeastenciloverthemostsensitivepartofthedetectortonotifycyclistswheretowaitto triggeragreenlight.(1) Adjustthesignalphasestoaccountforthespeedofatypicalbicyclist.SeeChapter4for additionalguidanceonotherdetectiontechnologiesandevaluationandimprovementof signaltimingforbicycles.
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7.2.6. SIGNS AND MARKINGS

Newbikewaysignsandmarkingsarehighlyvisible,butovertimesignsmayfallintodisrepairand markingsmaybecomehardtosee,especiallyatnight.Signsandmarkingsshouldbekeptinareadable condition,includingthosedirectedatmotorists.Bicyclistsdependonmotoristsobservingthesignsand markingsthatregulatetheirmovements(e.g.stopsignsandstoplines).Thefollowing recommendationsapplytosignsandmarkings: Inspectsignsandmarkingsregularly,includingretroreflectivityatnight. Replacedefectiveordamagedsignsassoonaspractical. Replacesymbolmarkingsasneeded;inhighuseareasthismayrequirereplacementmore thanonceayear.
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7.2.7. DRAINAGE IMPROVEMENTS

Drainagefacilitiesoftendeteriorateovertime.Catchbasinsmayneedtobeadjustedinheightor replacedtoimprovedrainage.Abicyclesafedrainagegrateflushwiththepavementreducesjarring bumpsthatcancauselossofcontrol.Curbsusedtodivertstormwaterintocatchbasinsshouldbe
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1 2 3 4 5 6 7 8 designedsotheydonotcreateahazardforcyclists.Thefollowingrecommendationsapplytodrainage improvementsforbicycles: Resetcatchbasingratesflushwithpavement. Modifyorreplacedeficientdrainagegrateswithbicyclesafegrates.Apolicyforreplacing unsafedrainagegratesduringresurfacingandreconstructionisonewaytoaccomplishthis taskovertime. Repairorrelocatefaultydrainageatintersectionswherewaterbacksupinthegutter. Adjustorrelocateexistingdrainagecurbsthatencroachintoshouldersorbikelanes.
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7.2.8. CHIP SEALING

Chipsealsleavearoughsurfaceforbicyclingandarestronglydiscouraged.Chipsealsthatcoverthe travelwayandpartoftheshoulderarealeavearaggededgeorridgeintheshoulder,degrading conditionsforbicyclists.Thefollowingrecommendationsapply: Whereachipsealmustbeusedonaroadwaysharedwithbicyclists,useafinemixchipseal [3/8inch(10mm)orfiner]. Whereshouldersorbikelanesarewideenoughandingoodrepair,applythechipsealonly tothemaintraveledway. Iftheshouldersorbikelanesmustbechipsealed,covertheshoulderareawithawellrolled, finetexturedmaterial:3/8inch(10mm)orfinerforsinglepass,inch(6mm)forsecond pass. Sweeptheshoulderareafollowingchipsealoperations. Chipsealshouldnotbeusedonsharedusepaths.
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7.2.9. PATCHING ACTIVITIES

Roadgraderscanprovideasmoothpavementpatch;however,thelastpassofthegradersometimes leavesaroughtiretrackinthemiddleoftheshoulderorareawherebicyclistsride.Looseasphaltmayat timescollectontheshoulder,adheringtothefreshlypavedsurface.Thefollowingrecommendations apply: Equiproadgraderswithsmoothtireswherepracticable. Donotplacepatchpartwayintoshoulder:stopthepatchattheedgeofroadway,orcover theentireshoulderwidth. Rolltheshoulderareaafterthelastpassofthegrader. Sweeploosematerialsofftheroadwaybeforetheyadheretothefreshpavement. 209 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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7.2.10. UTILITY CUTS

Utilitycutscanleavearoughsurfaceforcyclistsifnotbackfilledcarefullyandfullycompacted.Utility cutsshouldbefinishedassmoothasnewpavement.Thefollowingrecommendationsapply: Whereverfeasible,placecutlineinanareathatwillnotinterferewithbicycletravel,and ensurethatcutsparalleltobicycletrafficdontleavearidgeorgrooveinthebicyclewheel trackarea. Backfillcutsinbikewaysflushwiththesurface(humpswillnotgetpackeddownbybicycle traffic). Ensurepropercompactiontoreduceoreliminatelatersettlement.
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7.2.11. SNOW CLEARANCE

Manybicyclistsrideyearround,especiallyforutilitarianorcommutetrips.Snowstoredinbikelanes impedesbicyclinginwinter.Thefollowingrecommendationsapply: Onstreetswithbikelanesandpavedshouldersthatareusedbybicyclists,removesnow fromalltravellanes(includingbikelanes)andtheshoulder,wherefeasible. Donotstoresnowonsidewalkswhereitwillimpedepedestriantraffic. Snowmaybestoredonsidewalkstreetfurniturezonesorlandscapestripswherethereis sufficientwidth. Removesnowfromsharedusepathsthatareregularlyusedbycommuters,unlessthereisa desiretousethefacilityforcrosscountryskiing.
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7.3. OPERATING BIKEWAYS IN WORK ZONES

Transportationconstructionprojectsoftendisruptthepublicsmobilityandaccess.Properplanningfor bicycliststhroughandalongconstructionareasisasimportantasplanningformotorvehicletraffic, especiallyinurbanandsuburbanareas.TheMUTCDstatesthattheneedsandcontrolofallroadusers (motorists,bicyclists,andpedestrians)throughatemporarytrafficcontrolzoneshallbeanessentialpart ofhighwayconstruction,utilitywork,maintenanceoperations,andthemanagementoftraffic incidents.(1)Temporarylanerestrictions,detoursandothertrafficcontrolmeasuresshouldtherefore bedesignedtoaccommodatebicyclists.Therecommendationsbelowshouldbeincorporatedinto projectconstructionplans.Workerswhoroutinelyperformmaintenanceandconstructionoperations shouldbeawareoftheseconsiderations. Plansforthemaintenanceofbicycletravelshouldbeinitiatedwhenevertheneedfortemporarytraffic controlsisbeingconsidered.Attheonsetofplanningfortemporarytrafficcontrols,itshouldbe 210 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 7 8 9 determinedhowexistingbicyclefacilitieswillbemaintainedduringconstruction.Optionsinclude accommodatingbicyclesthroughtheworkzoneorprovidingadetourroute. Similartoothervehiculartraffic,bicyclistsshouldbeprotectedfromworkzonehazards.Hazardsmay includeroadorpathclosures,suddenchangesinelevation,constructionequipmentormaterials,and otherunexpectedconditions.Accommodationintheworkzonemayresultintheneedforthe constructionoftemporaryfacilitiesincludingpavedsurfaces,structures,signsandsignals.TheMUTCD includesappropriatemodespecificdetourguidelinesinthesectionontemporarytrafficcontrols(1). Whereguidelinesdonotadequatelycoverasituationspecifictobicycleuse,generalvehicular guidelinesshouldbeapplied.
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7.3.1. RURAL HIGHWAY CONSTRUCTION

Constructionoperationsonruralhighwayscanaffectlongdistancecommuter,touringandrecreational cyclists.Onlowvolumeroads,orthroughshortconstructionzones,standardtrafficcontrolpracticesare usuallyadequate.Bicyclistsareprovidedwithaccessaslongasasmooth,pavedsurfaceismaintained, andtemporarysigns,debrisandotherobstructionsareremovedfromtheedgeoftheroadwayafter eachdayswork. Onhighvolumeroadsorthroughlongconstructionzones,adequatepavedroadwaywidthshouldbe providedformotorvehiclestosafelypassbicyclists.Flaggersandpilotcarsshouldtakeintoaccountthe bicyclistslowerspeed.Radiomessagescanberelayedtootherflaggersifbicyclistsarecomingthrough attheendofaplatoon.Onhighwayswithveryhightrafficvolumesandspeeds,andwhereconstruction willrestrictavailablewidthforalongtime,adetourrouteshouldbeprovidedforbicyclistswhere possible.Thedetourshouldnotbeoverlycircuitous,andM49detoursignsshouldguidecyclistsalong therouteandbacktothehighway.(1)
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7.3.2. URBAN ROADWAY CONSTRUCTION

Inurbanareas,safeandconvenientpassageisneededduringconstructionforbicyclists.Ifadetour requiressignificantoutofdirectiontravel,thebicyclistwillprefertoridethroughtheconstructionzone. Itispreferabletocreateapassagethatallowsbicycliststoproceedasclosetotheirnormalrouteas possible.Accommodationwithintheconstructionzoneispreferred.Closingabikewayorinstalling signsaskingcycliststotakeadetourisusuallyineffective,asbicyclistscansharealaneoverashort distance.Detourroutesthatrequirebicycliststomaketwoleftturnsacrossheavytrafficarealso discouragedandsuchsituationsmayrequireprovidingtwodetours,oneforeachdirectionoftravel. Onlongerprojects,andonbusyroadways,atemporarybikelaneorwideoutsidelanemaybeprovided. Bicyclistsshouldnotberoutedontosidewalksorontounpavedshoulders.Debrisshouldbesweptto 211 AmericanAssociationofStateHighwayandTransportationOfficials,2010
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1 2 3 4 5 6 maintainareasonablysmoothandcleanridingsurfaceintheouterfewfeetofroadway.Advance constructionsignsshouldnotobstructthebicyclistspath.Signsshouldbeplacedinabuffer/planter strip,ratherthaninabikelaneoronasidewalk.Wherethisisnotpossible,eitherraisingthesign,or placingsignshalfonthesidewalkandhalfontheroadwaymaybethebestsolution.Bikelanesand sidewalksshouldnotbeusedforstorageofconstructionsignsormaterialswhenworkishaltedforthe day.
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WORKS CITED
1.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.: FederalHighwayAdministration,U.S.DepartmentofTransportation,2009. 2.ProtectionofNonmotorizedTransportationTraffic.23U.S.C.109(m),

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DRAFT

AASHTOGuideforthePlanning, Design,andOperationof BicycleFacilities

CHAPTER 2: BICYCLE PLANNING

CHAPTE R 3: BICYCLE OPERATION AND SAFETY

CHAPTER 4: DESIGN OF ON ROAD FACILITIES

CHAPTER 5: DESIGN OF SHARED USE PATHS

CHAPTER 6: BICYCLE PARKING FACILITIES

CHAPTER 7: MAINTENANCE AND OPERATIONS

CHAPTER 2: BICYCLE PLANNING

2.2. WHY PLANNING FOR BICYCLING IS IMPORTANT

2.3. TYPES OF BICYCLING

2.3.1. TRIP PURPOSE

UTILITARIAN VS. RECREATION

Varied topography may be desired, depending on the Flattopographyisdesired fitnessandskilllevelofthebicyclist

2.3.2. LEVEL OF USER SKILL AND COMFORT

May ride at speeds up to 20 mph on flat ground, up to 45 Mayrideatspeedsaround8to12mph. mphonsteepdescents.

2.4. TYPES OF TRANSPORTATION PLANNING PROCESSES

2.4.1. COMPREHENSIVE TRANSPORTATION PLANS

2.4.2. BICYCLE MASTER PLANS

COORDINATION WITH OTHER DOCUMENTS AND PLANNING PROCESSES

PHASING OF INFRASTRUCTURE IMPROVEMENTS

TYPICAL PLAN CONTENTS

2.4.3. TRANSPORTATION IMPACT/TRAFFIC STUDIES

2.4.4. SMALL AREA AND CORRIDOR LEVEL PLANNING

2.4.5. PROJECT LEVEL PLANNING APPROVALS

2.5. PLANNING BICYCLE TRANSPORTATION NETWORKS

2.5.1. DECIDING WHERE IMPROVEMENTS ARE NEEDED

2.5.2. PRACTICAL (OPPORTUNISTIC) APPROACH TO NETWORK PLANNING

CHOOSING AN APPROPRIATE FACILITY TYPE

Ruralhighways thatconnect towncenters andothermajor attractors

Variable. Typicalposted ruralhighway speeds (generally4055 mph)

Ruralroadways; intercity highways

Providesmoreshoulder widthforroadwaystability. Shoulderwidthshouldbe dependentoncharacteristics oftheadjacentmotor vehicletraffic,i.e.wider shouldersonhigherspeed roads

Generally,any roadwherethe designspeedis morethan25 mph

Arterialsand collectors intendedfor majormotor vehicletraffic movements

Generally lessthan 3,000 vehicles perday

Typicallyonlyanoptionfor griddedstreetnetworks. Avoidrequiringbicycliststo makefrequentstops.Use signs,diverters,andother treatmentssothatmotor vehicletrafficisnot attractedfromarterialsto bikeboulevards

Shared lanes(wide outside lanes)

Majorroads wherebike lanesarenot selecteddueto space constraintsor otherlimitations

Generally morethan 3,000 vehicles perday

Arterialsand collectors intendedfor majormotor vehicletraffic movements

Exploreopportunitiesto provideparallelfacilitiesfor lessconfidentbicyclists

Shared lanes (shared lane markings)

Variable.Use wherethe speedlimitis35 mphorless

Shared roadways (nospecial provisions)

Minorroads withlowspeeds andvolumes, wherebicycles cansharethe roadwithno special provisions

Generally lessthan 1,000 vehicles perday.

Canprovideanalternativeto busierstreetsinagridded streetnetwork.Onanon gridnetwork,maybe circuitousordiscontinuous

Providesa separatedpath fornon motorizedusers

2.5.3. WAYFINDING FOR BICYCLES

2.6. TECHNICAL ANALYSIS TOOLS THAT SUPPORT BICYCLE PLANNING

2.6.1. DATA COLLECTION: BIKE COUNTS/FLOW ANALYSIS

2.6.2. QUALITY OF SERVICE (OR LEVEL OF SERVICE) TOOLS

2.6.3. SAFETY ANALYSIS

PEDESTRIAN AND BICYCLE CRASH ANALYSIS TOOL

INTERSECTION SAFETY INDEX

2.6.4. GIS BASED DATA COLLECTION/NETWORK PLANNING

2.6.5. BICYCLE TRAVEL DEMAND ANALYSIS

2.6.6. COST BENEFIT ANALYSIS

2.6.7. KEY ROLE OF PUBLIC INPUT IN THE PROCESS

2.7. INTEGRATING BICYCLE FACILITIES WITH TRANSIT

CHAPTER 3: BICYCLE OPERATION AND SAFETY

3.2. DESIGN VEHICLE

Recumbentbicyclist Tandembicyclists Bicyclistwithchildtrailer Handbicyclist Inlineskater