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HomeMy WebLinkAboutThe Bikeway Plan; April 1979-County of Hawaii'X* 0 THE IE I�IIVA VY I MA I - COUNTY OF HAWAII t April, 1979 r ■ a � 1 � � I t IKEWAY PLAN County of Hawaii 0 I 4 y i ■ ■ k r e ■ Planning Department 25 Aupunl Street Hilo, Hawaii April, 1979 ■ X low PLANNING DEPARTMENT 25 A1. PUNI STREET HILO* HAWAII 90720 IMBEIRT'T. MATA YOSHI 1 Mayor COUNTY OF SIDNEY M. FUKE HAWAII Dior DUA.NE KANURA Depay Dkolmor November 30, 1979 To: The Citizens of Hawaii County As alternate means of transportation are sought, the establishment of bikeways deserves serious consideration. While the Bikeway Plan was developed in resRonse to growing concerns for the safety of the bicyclist, it included consideration of other plans and programs. By planning for the best use of bicycles, in conjunction with other modes of transportation, the bikeway system can complete the transportation network. The primary goal of the Bikeway Plan is to guide the development of a safe and useable bikeway system. A system which is both safe and functional will in turn encourage bicycling for recreational and utility /commuter purposes. The Planning Department, Planning Commission, other govern- mental agencies, and the general public have generated considerable time and effort in the development of the plan. Public hearings on The Bikeway Plan were held by the Planning Commission on June 23 and 30, 1977, in Hilo and Kona, respectively. The public comments were very valuable and confirmed the irreplaceable principle of citizen participation in the planning process. As a result of the public's inputs, the Planning Department re-analyzed the initial draft of the plan and presented its final recommendation to the Planning Commission, At its meeting on December 14, 1975. the Commission voted to send a favorable recommendation to the County Council on The Bikeway Plan. Subsequently, on April 15, 1979, the County Council voted to approve ordinance No. 435 adopting The Bikeway Plan for the County of Hawaii, State of Hawaii We are therefore pleased to transmit for your information The Bikeway Plan for the County of Hawaii. Sincerely, S NEY FUKE Planning Director A i F Y BILL NO. 468 COUNTY OF HAWAII - STATE OF HAWAII ORDINANCE NO. 435 AN ORDINANCE ADOPTING ME BIKEWAY PLAN FOR THE COUNTY of HAWAII STATE OF HAWA I I . BE IT ORDAIVED BY THE COUNCIL OF THE COUNTY OF HAWAII: SECTION 1. Legislative Intent As alternate means of transportation are sought, the establish- ment of bikeways deserves serious consideration. The need for the establishment of a bikeway system is quite apparent. At the present time, the County of Hawaii utilizes Chapter 291 -C of the Hawaii Revised Statutes (Statewide Traffic Code) for govern -- • ing the operation of bicycles. This traffic code requires that, "Whenever a usable bicycle lane has been provided on a highway, any person operating a bicycle.... shall ride within such bicycle lane... " There is only one highway i6 the County which incorporates a designated lane for bicycles. Located in Kailua, this Lane is the beginning of a system of bikeways in the County. In the interim, - Cyclists must share the roadways and /or sidewalks. However, this sharing of roadways and sidewalks, together with the increase of motorists and cyclists, present the probability of increased con- flicts bet•ieen motor vehicle, pedestrian and bicycle needs. In anticipation of this problem, the need of a bikeway plan was real- ized and subsequently developed. The creation of the Bikeway Plan is also linked to the Federal Highway Administration, a major source of bikeway funding, which stresses the need for a master plan in order to receive federal -aid participation on eligible bikeway projects. • While the Bikeway Plan was developed in response to growing concerns for the bicyclist, it included consideration of other plans and programs, including the Bikeolan liawnii A State of Hawaii �iaStor Plan. The County General Plan, which directs the overall develop- ment of the County, was consulted for policy guidance statements, It is with these following policy statements in mind that the Bike- way Plan was formulated. The relationship of any bikeway system to other transportation system cannot be overlooked, both in terms of conceptual development and implementation. By planning for the best use of bicycles in con- junction with other modes of transportation, the bikeway system can provide an atmosphere of social, economic, environmental and health- ful well- being. The bicycle will not replace other modes of transportation but, if planned for properly, can complete the trans- portation network. The Bikeway Plan will be used to guide the incor- poration of bicycles within the total transportation network. � - L TABLE OF CONTENTS PAGE ACKNOWLEDGEMENT. , ......... ! .... . .... . ........ i ORDINANCE 435: BIKEWAY PLAN ................. ii I. INTRODUCTION .. ............................... 1 II. BIKEWAY SYSTEM Definitions will. ■.....l.....w..... ■ ■• 6 Geometrics ............ ■ ................. 12 Warrants /Criteria ....................... 20 Intersections 25 Bikeway Alignments ...../, ■..! ■..w ■...... 33 Bikeway Structure ....................... 40 Motorized Bicycles ..................w... 42 Costs . . . . ■ . . . . . . . . . . • . ■ . . . • ■ • . . ■ . . . . . ! . ! 4 4 III* IMPLEMENTATION RECOMMENDATIONS .... ■ .......... 45 IV* APPENDIX Bikeways for Hilo and Kailua ......... , .. 47 Maps: Hilo Bikeways; Kailua Bikeways ... 52 V. BIBLIOGRAPHY .. .............. ■........ ■....... 51 L t LIST OF TABLES TABLE PAGE 1 ■ HAWAII COUNTY BICYCLE REGISTRATION . • w . 3 2. POPULATION AND REGISTERED BICYCLES BY COUNTIES, 1960 1995 (PROJECTED) • . . 4 3 ■ CURVATURE • . . ■ • s • r ■ ■ r w ■ ■ • . • w ■ . . • s • r . ■ . w 4o S UPERELEVAT ION .................. w• w w. l7 50 MAXIMUM GRADES FOR HIGHWAYS 6966.0 0.. ■ 618 5. DESIGN STOPPING SIGHT DISTANCE FOR BICYCLES . . # . . ■ . A . . a * . • w ■ • . ■ ■ 0 ■ • ■ . ■ w ■ 1 79 MINIMUM CRITERIA FOR BIKEWAY TYPE 6669020 "The County of Hawaii shall take positive action to f urther maintain the quality of the environment for residents both in the present and in the future." The establishment of saf a and functional bikeways will encourage the use of the bicycle as a less polluting alternati "ve to the private automobile e Two goals from the Transportation Element will be implemented with the creation of a bikeway system which encourages bicycling for utility oriented transportation. These are: "Provide a transportation system whereby people and goods can move of f isiently, safely, comfortably and economically." "Make available a variety of modes of transportation which best meets the needs of the County." The Recreation Element of the General Plan directs through a goal that the County: "Provide a wide variety of recreational opportunities for the residents of the County . " Further that, "A system of trails to places of scenic, historic ■ natural or recreational interest should be established." Additionally, the Hilo Community Development Plan (CLAP) and the Recreation Master Plan designate routes suitable for bikeways. While they do not provide conceptual guidelines or objectives in the development of a route system for Hilo, the route recommenda- tions from the Hilo CDP were incorporated into the plan, In the future, as bikeway systems for other areas of the island are de- veloped, the recommendations from the community development plans and the Recreation Master Plan should be considered. In developing the Bikeway Plan the Federal, State, and County jurisdictional responsibilities for schools, parks, and roadways were also given consideration. So, while complimentary the County Bikeway Plan is not totally duplicative. The relationship of any bikeway system to other transportation systems cannot be overlooked, both in terms of conceptual devel- opment and implementation. By planning for the best use of bi- cycles in conjunction with other modes of transportation -- public transportation, walking, auto, boating - -the bikeway system can provide an atmosphere of social, economic, environmental and health- ful well being. The bicycle will not replace other modes of trans- portation but, if planned for properly, can complete the transpor. tation network. The Bikeway Plan will be used to guide the w2- .-. 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DEFINITIONS A. Bicycle Tr' s The needs of the cyclists differ for which a trip is taken. For the week use a bicycle going to on the weekends, ride a bicycle In the first instance a bikeway the least amount of stopping and to school in the shortest t i.me , according to the purpose example ■ a cyclist may during and from school; or perhaps for sight - seeing purposes. which is direct, provides will transport the bicyclist is needed. In the second instance, a route with either scenic or recreational spots may instead be the choice. Basically, three categories of trips are evident. The categories are as follows: 1. The utility trip _qm These are usually trips between two def finite or selected destination points. The primary intent for this trip is other than recreation or exercise. These trips include commuting from work to home, from home to school or shopping trips. For this type of trip, bikeways need to be selected in the most directed lines between employment areas, commercial areas and schools. Z. The recreational tri --- These are trips which are Usually made outside the neighborhood for enjoyment or exercise. The bicycle may be transported to a park area and ridden there or ridden full circuit. Recreational routes are preferably those along scem- ni.c, historic, or cultural points or interest, or within parks. Bikeways established for this purpose may also serve as trails for other recreational interests, such as hiking or jogging. 3* Neighborhood trips These are short trips for pleasure, usua y with no particular destination point and are mostly taken by children. This type of riding may be served by the existing street net- work except in highly trafficked areas. For this type trip laws should be developed relating to the operation of bicycles upon roadways. While the predominant purpose is now recreational, trends indicate increases in all basic kinds of trips once a bikeway system is established. � y � 2* Bicycle Lane --- "Means that portion of any highway which has been set aside for the preferential or exclusive use of bicycles" (Figure 2). The Statewide Traffic Code requires that, "whenever a usu abl e bicycle lane has been provided on a highway any person operating a bicycle... shall ride within such bicycle 1 ane... " except as provided by law. The designation of a specific space for bicycles along the highway allows motorists to expect bike movement and enables motorists to pass the slower moving bicycles safely. Cross f low through the bike lane is permitted by motorists upon a permanent or authorized temporary driveway; in the process of executing a legal turn, lane change, or parking maneuver, an authorized emergency vehicle performing the functions under Section 291C-260 (H. R. S, ) ; an official Federal, State or County vehicle in the performance of its actual duty; a stalled or broken vehicle; necessary to assist a stalled or broken vehicle; or necessary to yield to an authorized emergency vehicle pursuant to Section 291C-65 (H.R.S.). otherwise provided by law. BICYCLE LANE PROTECTED BICYCLE LANE STREET OR ROADWAY �f r t. CAR LANE CAR ! ANE UNPROTECTED BICYCLE LANE STREET OR ROADWAY CAR LANE FIG. 2 B E ^YCLE LANE r � CAR LANE BICYCLE PARKED LANE CAR BICYCLE LANES w:m ■ 4. The Bic cle Path --- "Means any facility set aside for the preferential or exclusive use of bicycles and physically separated f rorr, a highway" ( see Figure 4 ) . Bike paths are the safest and most desirable type of bikeway but are also the most costly. Conflicts with cars and pedestrians are kept at a minimum. Bicycle paths are sometimes used in parks for recreational bikers or adjacent to high speed roadways for utility trips. This type of bikeway may be constructed as part of new road construction and where existing road right -of -way conditions permit in urban areas. BICYCLE CAR LANE CAR LANE BICYCLE PATH PATH \�L--.PHYSICAL OR NATURAL SEPARATION C"--= I! in STREET OR ROADWAY FIG. 4 BICYCLE PATHS - 10. STREET DR ROADWAY a GEOMETRICS The design guidelines in this section are for independent paths and were developed from the recommendations of several sources including, the American Association of State Highway and Trans- portation Officials (AASHTO) , Department of Transportation Federal Highway Administration, "Bikeways - State of the Art - 1974," and Bikeplan Hawaii. In the case of bike lanes and routes., which are located on existing streets, roadway geometries should be checked for compatibility with bikeway standards, Bikeway_ Surface Widths Using bicycle space requirements (Figure 5 ) minimum and desirable bikeway surface widths have been developed: Minimum Desirable Number of Lanes Width Width 1 3.5 feet 5.0 f eet 2 7.0 feet 10.0 feet 3 10.5 f eet 15.0 f eet 4 14.0 feet 20.0 feet The bikeway surface width for a bike /walk path is provided in Figure 7. In order to provide suf fic'lent bikeway width for saf a and comfortable maneuvering, the following adjustments to bikeway widths are to be used (Figure S, page 15) . Additional Width (feet) Condition Minimum Desirable Raised curb on one side 95 100 Raised curb on two sides 100 2,90 Parked cars adjacent 2, 0 3.0 -12- BICYCLE -PEDESTRIAN SPACE REQUIREMENTS FIG. 7 these guidelines shall be used to assure that adequate space is provided for comfortable movement of both pedestrian and bicyclist on bike/walk paths or bicycle path planned for dual usage. 24" PHYSICALLY OCCUPIED SPACE a m 3 G" e OCCUPIED SPACE PLUS "NO TOUCH" ZONE 40 go ■ I J I l I I I I I l I I I I bike I I I laperating I I I space I I I I I I I I i I I I I I I l i I 62" 136" BIKE MODULE PLUS PEDESTRIAN "NO TOUCH" SPACE 9 i t ! "L 1 - 9 " 42" OCCUPIED SPACE PLUS "PERSONAL COMFORT 81 ZONE 33" sv =. 40" I I � I I I l � I I bike I i i aperatingl I I space I l I I l I I I I I ! I + I LO 92 •� BIKE MODULE PLUS PEDESTRIAN '`PERSONAL COMFORT 11 SPACE FROM BIKEWAYS — STATE OF THE ART — 13 74 DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION 11 no touch zone - minimum width to allow movement of personal comfort" zone - comfortable width beyond dimensional requirement —14— i bicyclist travels in the range of 7 to 15 miles per hour with the higher speeds occurring on downgrades. The average speed is 10 to 11 miles per hour. Therefore the design speed should be a minimum of 10 miles per hour but normally 15 miles per hour, and on long downgrades it should be 20 miles per hour or more Curvature Table 3. Curvature, 'is f or use in constructing independent bike paths with token or no banking provided. In the case of bicycle lanes and routes, the roadway curvature provided motor vehicles will be more than adequate for bicycles but should be checked for potentially hazardous conditions TABLE 3 CURVATURE Design Seed m1Qh } Design Radius (f eet ) 10 15 15 35 20 70 25 90 30 125 Su erelevation or Bankin All vehicles in negotiating a curve encounter a force which tends to push them to the outside of the turn. In the instance of automobiles, to counteract this tendency, super- elevation or banking becomes a design element of the roadway. By banking the roadway an auto's weight then becomes centered to the inside of the curve; thus, counteracting the force to be pushed outside of the curve. Bicyclists are able to lean their weight to the inside of a turn and in such a manner, counteract the force to be pushed outside of the curve. In light of the foregoing, banking is not recommended on all bikeway curves, However, on curves which occur on downgrades? where the speed of bicyclists will be faster than average, or on curves with short radii, it may be _16� Grades Absolute Maximum: 10% Avoid: 5% for lengths greater than 300 feet 2% for lengths greater than 1500 feet Desirable: 5% for lengths not greater than 100 feet 2% for lengths not greater than 500 feet Recommended grades for bikeways can be compared with Table 5, Maximum Grades for Highways. A reduction in grade allows an increase in the length of an inclined bikeway. Thus, a 10% grade can be allowed only over very short sections, However, the energy required to use a bikeway will affect its usage and therefore grades should be kept at a minimum. Methods to minimize grades are added curvature or increased travel distance. Roadways which do not meet the grade standards for bicycles should be avoided. TABLE 5 MAXIMUM GRADES FOR HIGHWAYS Type of Terrain Design Speed MPH 20 30 40 50 60 Flat 7 7 7 5 5 Rolling 10 9 8 7 f Mountainous 12 10 10 9 Note: For highways with ADTs below 25 0 grades of relatively short lengths may be increased to 150 per cent of the value shown. Source: American Association of State Hiqhway Officials -18 WARRANTS /CRITERIA The type and location of bikeways depend upon, in addition to the purpose for the trip and the bicyc 1 e /pedestrian space requirements, existing road and traffic conditions. Existing travel conditions on Hawaii County roadways are shown in Figures 8 and 9. The volumes of weekly bicycle travel and trip purpose., based on responses to the Bikeplan Hawaii Survey, as well as vehicular volumes and service levels of the roadways are depicted. Ideally, the bicycle path is considered the most desirable type of bikeway (Figure 10) . However, it cannot always be provided because of cost considerations and lack of sufficient road right -of -way along existing streets. Nor is 'it always necessary where traff is conditions are light. In those instances,, other alternative bikeways may be selected. The choice of bikeway type for particular streets within the County of Hawaii should follow criteria or warrants as they are sometimes called. Warrants describe the existing road and traffic conditions beyond which significant hazard is present for the cyclist or where bicycle movements disrupt the normal flow of traffic. The warrants for the County (Table 7 ) have been derived from bikeway designs and experiences of other communities throughout the United States and Europe. Although no nationwide standard has yet been accepted or found to be most effective, the warrants nevertheless provide a rationale for the selection of bikeway types. Because these warrants have yet to be field validated, a continuing monitoring program should be established to evaluate their effectiveness and safety value. TABLE 7 MINIMUM CRITERIA FOR BIKEWAY TYPE Bicycle Path minimum criteria more than 1000 Average Daily Traf fic in outside lane bicycle volume very high approximately 200 trips per day availability of space for development (shoulder, easement) 85% of automobile traffic speed greater than 40 mph Bicycle Lane minimum criteria more than 1000 Average Daily Traffic in outside lane bicycle volume high 85% of automobi le traffic speed less than 40 mph adequate outside lane dimension or shoulder space minimum road pavement width 25 feet (continued on page 2 4 ) -2 0- Bicycle /Walk Path minimum criteria low pedestrian levels bicycle volume moderate adequate and available sidewalk space minimum sidewalk width ( one way bike traffic) 76 in. Bicycle Route minimum criteria less than 1C00 Average Daily Traffic in outside lane bicycle volume moderate 85% of automobile traffic speed 25 mph or less standards for other 3 bikeway types cannot be met In the evaluation and selection of future bikeways, the following objectives should also be considered. A, Etility Trip 1. Provide bikeways linking major destination points such as between residential areas, shopping centers, schools and employment centers, Or, 'if safety standards can be met, select routes which will serve the most intensely used commuter destinations. 2. Provide bikeways that are integrated with other trans- portation systems, such as the bus system, consider also, other supportive facilities such as bike racks at bus stops and bike carriers on busses. 3* Select routes that are direct and that minimize stops and cross-traffic, 4. In areas where safety standards cannot be met, avoid construction of bi-directional bikeways. 510 In areas of high rainfall where no other shelters are available, provide rain shelters along bike routes at appropriate intervals, Be Recreational Trip. 10 Provide bikeways along scenic roads or areas with historical and cultural spots of interest. 2. Consider installation of bike trails in the planning of park projects, especially where they may be shared with hikers or joggers. _24_ At mid -block (Figure 12) intersections of bike path and roadway, a bicycle crossing should be provided. This would be similar to a pedestrian crosswalk with signs warning motorists of a bicycle crossing. The automobile normally has the right -of -way; thus stop or yield signs for bicyclists should be provided. Ramps (Figure 11) should also be provided when utilization or existing ramps is not possible. At bicycle lane intersections, bike lanes should be ended at the pedestrian crosswalks (Figure 13 ) . Upon yielding to pedestrians, the bicyclist may either get off his bicycle and cross as a pedestrian in the crosswalk or else ride across the intersection with the green light. Left turning cyclists at this type of signalized intersection have two options depending on the color of the signal (Figures 13 and 14) 0. By educating the cyclist of the two options, it would not be necessay to wait through two traffic signals to execute a left turn. For a single bicycle lane with the right -of -way crossing a roadway intersection, the bicycle lane may simply be continued (Figure 15). Signs should be provided on the crossroads warning pedestrians, motorists and bicyclists alike of the presence of a bicycle crossing. R.. •r. CURB CUT* *RECOMMENDED FIG. II RAMPS ASPHALT RAMP _25_ Y : ' • OFFSET CURB CUT ONE -WAY BICYCLE LANE BICYCLE CROSSING WARNING SIGN PEOESTRAIN CROSSWALK uu STOP BAR STOP BAR PEDESTRIAN CROSSWALK BICYCLE CROSSING WARNING 810N ONE -WAY BICYCLE LANE FIG. 15 BICYCLE LANE CROSSING -30- CROSS AS A PEDESTRIAN OR BICYCLIST CONTINUE ACROSS INTERSECTION ONE - WAY BICYCLE LANE FIG. 16 LEFT TURNS -32- FIG. 17 STANDARD WIDTHS.* SECONDARY ARTERIALS- WITH SIDEWALK I� CURB a GUTTERS 5. BICYCLE LANE LANE ' RIGHT -OF -WAY i PAVEMENT WITH SIDEWALK AND PARKING L BO' RIGHT -OF -WAY i CURB 6 GUTTER BICYCLE LANE CURB 8 GUTTER 6 9. PAVEMENT 9, s. :CURB 6� GUTTER BICYCLE - PARKING PARKING -' BICYCLE LANE LANE WITHOUT SIDEWALK (NO PARKING) L BOA RIGHT-OF-WAY I8' L 10' L 12' 1_ 12' 1 10, 1_ 18' 1�� PAVE ME NT--S 10` BICYCLE BICYCLE LANE LANE -34- FIG. 17.2 BUSINESS AND INDUSTRIAL STREETS WITH SIDEWALK L 60' RIGHT -OF -WAY BIKE /WALK -J PATH CURB a GUTTER I PAVEMENT WITHOUT SIDEWALK (NO P L 60' RIGHT -OF -WAY --.BIKE/WALK PATH CURE @ GUTTER 8, PAVEMENT g, BICYCLE �— BICYCLE LANE LANE OEM 3G- �1 FIG. 17.4 ALTERNATIVE ALIGNMENTS 80' RIGHT - OF -WAY WITH SIDEWA-LE- BI—DIRECTIONAL LANE, CENTER OF THE ROAD, L e0' R cuRe' s GUTTER WITH SIDEWALK AND PARKING BI— DIRECTIONAL LANE SIDE OF THE ROAD -OF-WAY PAVEMENT 2 -WAY BICYCLE LANE 80' RIGHT-OF-WAY CURB gh GUTTER CURBI 8 GUTTER 9. PAVEMENT 10 CURB 8� op z I GUTTER LPARKING 2 -WAY BICYCLE LANE OEM 35-- BIKEWAY STRUCTURE Two structural requirements for a bikeway are: first, that it must be able to support the wheel loads of bicycles, riders, and other vehicles which may cross or use the bikeway. Secondly, it is equally essential that a riding surface which is as smooth as possible be maintained as bicycles do not have adequate absorbing systems and give a very stiff ride as they travel on tires inflated to about 80 pounds per square inch. Speci f i c problem areas which should be minimized are expansion and pavement joints, patching, chuck holes, and the use of existing concrete sidewalks where upheavel has occurred. Additionally, where bike lanes are established on existing roadways or streets, grating and gutter joints should be situated in such a manner that the cyclist does not skid. Surfaces of loose gravel will also induce skidding and should be avoided. This is often true with bicycle paths which are especially created for recreational trips. The specific design for structural sections will vary according to soils, climate, materials, and construction practices of the locality. However, a general guide is provided on the following page (Figure 18) . -4O- MOTORIZED BICYCLES With the introduction of bikeways to Hawaii County comes the necessity to address motorized bicycles or "mopeds" a relatively new form of transportation in the United States, Bi,keplan Hawaii: A State of Hawaii Master Plan, recommends that consi- deration be given to prohibiting mopeds on all bike lanes and paths or excluding them from the definition of a bicycle or both. However, several States have rewritten the definition for mopeds and there are now thirty three States with legislation that list mopeds separately from motorcycles and virtually in the same class as bicycles. It would seem that to restrict the development of this new form of transportation before its potential is realized, is to overlook its possibilities as an energy saver, recreational vehicle and alternate mode of trans- portation. As such, this section will depict those rights -of- way which are presently available for moped use given the applicable County, State and Federal governmental regulations. The operation of bicycles and motorized bicycles in Hawaii County is regulated by Chapter 291C (H.R.S.). The Hawaii State Legislature recently redefined the term "bicycle's to include motorized bicycles, "provided the power capability of the motor shall not exceed one and one half horsepower" Act 187 -75, (S.L.H.). The Federal Highway Administration (FHWA) after reviewing Hawaii's Act 157 -75, advised the State Department of Transportation in January 1976, that "Federal -aid participation must be limited to those bikeway projects where all motorized vehicles (excepting maintenance vehicles) will be banned... bikeways are being advanced as a means to separate motorized and non -- motorized means of travel and whether we are looking at automobiles, motorcycles, or mopeds, we are still looking at a motorized vehicle and they are not compatible with bicycles and /or pedestrians." This regulation motivated the Hawaii State Legislature to adopt several laws in relation to bicycles. Act 175-78 (S.L.H.) amended Section 291C by adding a definition for mopeds, page 12, and by adding a separate part entitled, Special Rules fir ,Mo ds which includes the following sections "Section 291C Driving mopeds on roadways. (a) Every person driving a moped upon a roadway shall ride as near to the right side of the roadway as practicable, exercising due care when passing a standing vehicle or one proceeding in the same direction. (b) Persons driving mopeds upon a roadway shall drive in single file. (c) No person shall drive a moped on any sidewalk or area intended for use as a sidewalk, nor shall any person drive a -42- r COSTS The length of the proposed Hawaii County bikeway system is approximately 44 miles. 1 es . The type and location of specific bikeways is provided in appendix, Bikeways for Hilo and Kailua. From Bik2plan Hawaii, the derived unit cost per mile for most types of bikeways was calculated and is as followsoo Bike route (urban) Bike route (rural) S 2,000 1, 000 Bike lane (shoulder paving) 571000 Bike lane ion existing shoulder) 8r600 Bike path 350,000 Using these construction cost figures, roughly $280.,000 is needed for county bikeways within Phase I. It should be noted that Bike plan Hawaii does not provide construction cost estimates for a bike /walk path. As such, to compute the cost of Phase I. the cost per mile of (urban) bike route, $2,000, was also used for the bike /walk path. Construction cost estimates are based on 1977 cost factors and do not include escalation factors or additional rights -of- way acquisition costs, utility relocation costs inherent to city street widening, or major structural costs for bridge widening due to the prohibitive nature of these costs, The comprehensiveness of the Hawaii County bikeway system prevents its total construction at the present time. Lack of data, funding and public acceptance regarding the safety and usage of individual bikeways and the bikeway system on the whole makes it extremely difficult to evaluate bikeways objectively. Therefore, bikeways within Phase I should serve as a demonstra- tion phase during which evaluation can take place. In such a manner, the needed knowledge and experience for application to future bikeway construction may be gained. 44_ 6. The Departments of Public Works and Parks and Recreation should conduct a study of program for additional sources of funding both in terms of incorporating bikeway considerations within Capital Improvement roadway and park projects and separate sources. A list of bicycle regulations should be assembled and distributed to all bicyclists with registration of their bicycles. 810 A study should be conducted to determine the impacts of eliminating on- street parking along those streets designated for bikeways. 916 A program should be initiated to replace parallel slat drainage grates which are hazardous to bicycling. -46- BIKEWAYS FOR HILO PHASE I - This phase connects most of the recreational and shopping areas, concentrating on central Hilo. It 'allows access to the beach area, the University, Community College, Kaiko' o Mall, Downtown, Hilo Shopping Center, Wai 1 oa State Park, and. H o o lu lu Park. Part 1 Manono Street -- A bicycle lane is recommended for both sides of Manono Street between Pii lani and Lei 1 ani Streets. There are sidewalks on both sides of Manono Street from Pi i lani Street to Kamehameha Avenue, and th-es a should be converted to bike /walk paths. The remaining section from Lei lani Street to East Kawi li Street will be designated as a bicycle route to complete the bikeway. Kamehameha Avenue - A bike /walk path for the makai side and a combination bicycle lane and bike /walk path for the mauka side are planned. The makai side will continue to allow parking for access to the park area adjacent to Kamehameha Avenue. The mauka side requires removal of parking up to Honiron, where parking will be retained for employees, Downtown - New one -way circulation of the downtown plan was implemented on August 101, 1975. Bicycle routes should be designated along the one -way streets of Keawe and Ki noo 1 e in accordance with the new circulation. Puueo - Wainaku Street sidewalks should be converted to bike /walk paths to allow access to the town for residents in the Puueo area. Part 2 West Kawili Street This street is heavily used by the University students especially those living in Ash Housing. The shoulders should be widened for bicycle lanes on both sides of the street, and may be shared with pedestrians. Part 4 E Mohouli Street Department of be shared with area. Parts 4 and 5 This street has been resurfaced by the Public Works, A proposed bicycle lane may pedestrians to be used by resid4mnts in the Kalanianaole Street -- A combination of bicycle route, lane, and bike /walk paths is proposed to accommodate bicycling to swimming spots, picnic areas, or for recreational riding. Should funding permit, the bikeway could extend the entire length of Kalanianaole Street instead of just part way. Kamehameha Avenue and Silva Street become the major roadway to reach the portion of Kalanianaole Street streets will be less travelled by for a bicycle route. Part 6 Will be widened to the K eauk aha area. Thus, between these two cars and will be suitable Banyan Drive - A two -way bicycle path to be used exclusively for bikes is planned on the outside of one of the existing sidewalks. Lihiwai Street (around Liliuokalani Park) should be restricted to one -way traffic and the other lane used by bicyclists and /or pedestrians. PHASE II - This phase largely connect the major residential areas to the city system devised in Phase I. Six schools, three parks, and the library will be reachable by the bicycle system in addition to the destination points included in Phase I. This phase also proposes an intensive system of bikeways thr ough t W ai l o a Park for recreational riding. The implementation of Phase II is dependent on funding and the need for systems for other areas in the County which may postpone this phase. PHASE III - The main purpose of this phase is to connect the new Waiakea High School and zoo to the rest of the system. The implementation depends on the time of construction of these two developments and completion of Phase II. Planned within Phase III are short paths along the Flood Drainage Canal from the University; and bicycle lanes through the school district of Waiakea High, I ntermedi ate , and Elementary. 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