HomeMy WebLinkAboutCOM 0227.016 1996-1998
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r0 'BOX 62 ~ liA1LVA-KONA, I'IAWAI' 196745 ~ (808) 326-9495 ~ SAX (808) 32f-9429
SoaraofDlrecrorr January 23, 1998
Gerry L. Rott.
rr"~`"' Vir inia Goldstein, Planning Director
DArbdrA £ Dusk. g
Vke rresW¢nt Hawaii County
Jwnet HiS,, Miner.
TreASUrer Department of Planning
RAre„LDAVis. 25 Aupuni Street
Secreidrq
ElAine eohn Hilo, Hawai' i 96720
Nancy £rger
Sim,nq McMichAel Dear Ms. Goldstein,
Score Mltch¢II
Ron Reilly PATH has reviewed the second draft of the revised Subdivision Code and we
Mkhdal 1. Rkhrn
frA„k H. SAyr¢. DDS propose the following changes:
LAMA MsJlery $AtITe
axOAkro Section 23-1-2 Purpose and Intent, item (c): Please add the word "bicyclists"
Toni DlAi1' as follows. To rovide for the safe of edestrians, bi clists and vehicles and, to
u,rsA ~Altl' xeney P tY P
seoa shAr~e accommodate emergency vehicles.
>;,ra~.m„eDn~,r Section 23-4-28. Pedestrian and Bikeways, item (b) Bikeways: In any new
A„„ c r¢tcroon development it should be mandatory where possible that bikeways be included in the
,urn„ project even if there are no contiguous bikeways to connect to so that at some future
'°r'°"'°re"'d~ date they all can work together as a complete system.
rdfanr eDUCdNon, dnD
d sdfc envfronru¢nlon Division 4. Streets and Pedestrian Ways: we recommend that the street
rodawdyr d,~J adds standards address the needs of the bi(~/clists b ado tin standards such as those
fnrrarradNonr `1 Y P ~ g
nr,~er., dna recommended in Hawaii's Statewide Uniform Design Manual for Streets and
drlenidHVe ,nol~as of
~.d,,,ro,rd~„ Highways Section 16, Bicycle Facilities. (see attached).
Across the nation, developers are finding that apedestrian/bikeway
through their properly benefits the adjacent property owners, raises property
values, and serves as a major selling point for the lots.
Moreover, these facilities serve the community by allowing a safe corridor for
alternative transportation from home to school, work, and the shopping centers. As
we face more gridlock and potential rationing of car use to reduce carbon dioxide
emissions, we need to develop the infrastructure to support bike and pedestrian
commuting. Amazingly, approximately 70 percent of car trips are 3 miles or less.
Many residents and visitors would gladly use these alternative modes if the facilities
were in place.
Thank you for your kind review of our recommendations.
Sincerely, a;:u~w I~4
~ l,glz re~~. N~-C u
Ic~r. zoe
Ann C. Peterson ~ 2 7
Ref. Dete,_
~`,~1i,'",,,~,o, cc: Bobby lean Leihead-Todd, Chair County Council Committee on
Planniw
ng
£^"'k Curtis Tyler, Vice Chair, County Council Committee on Planning
rdrh@dJdid„cr
JAN-22-98 TNU 11.09 P.02
rurx~rurxnnotrrcrne. wrn
June 3, 1997
DRAFT
SECTION 16.
BICYCLE FACILITIES
16-1 GENERAL
The bicycle is recognized as a viable mode of transportation. By State law bicyclists have the same
rights and obligations as other roadway users. As such it is necessary to follow established
transportation planning and eng'utecrirtg principals in order to design and produce bikeways and bike
facilities that wiU best servo the public. Every street and highway on which bicycles aze permitted to
operate is a "bicycle street" and should be designed and maintainccl to accommodate shared use by
bicycles and motor vehicles.
1~L2 nFFIN1TIONS AND TERMS
1. Bicvc•le: A vehicle having two tandem wheels, either of which is more than 16 inches in diameter
or having three wheels in contact with the ground any of which is more than 16 inches in diameter,
propelled solely by human power, upon which any person or persons may ride.
1. Design Bicvclisrr: Roadway treatments intended to accommodate bicycle use must address the
needs of both expericncod and Icss experienced riders. "[like Plan Hawaii, 1994" has adopted the
following classification system for bicycle users:
• Group A -Advanced Bicyclists. These arc experienced riders who can operate under most
trati'ic ccrnditionh. The Bicycle Federation of Amorica oxtimatca that fewer than S percent of
bicyclists would quality as Group A riders.
JAN-22-99 TNU 11:13 P. 16
• Group B -Basic Bicyclists. These arc casual or new adult and teenage riders who are less
confident of thcv ability to operate in traffic without special provisions for bicyctcs.
• Group C -Children, These are pre-tcen riders whose roadway ux is initially monitored
by parents. 8vcntually they arc accorded independent access to the bikeway system.
3. Bike Facilities; A general tcmt denoting improvements and provisions made to accommodate or
encourage bicycling, including parking facilities, mapping all bikeways, and shared roadways not
specifically designated for bicycle use.
4. Bikenavs: Arty mad, street, path, or way which in some manner is specifically designated as being
open to bicycle travel, regardless of whether such facilities are designated for the exclusive use of
bicyctcs or arc to be shared with other transportation modes.
S. Bike lane: A portion of a roadway which has been designated by stripping, signing and pavement
markings for the preferential or exclusive Ilse of bicyclists.
ti. Bike Palh: A bikeway physically separated from motorized vehicular traffic by an open space or
barrier and either within the highway right of way or within an independent right of way.
7. Bike Route: A roadway designated as part of the bikeway system with appropriate informational
and directional markers that is shared by motorist and bicyclist.
X. Wide aer[cide lane: An outside, shared lane that accommodates both motorists end bicyclists. It
is between 14 R. and 16 ft. wide.
9. Shared Lane ar Raadwav: Any roadway upon which a bicycle lane is not designated and which
may be legally used by bicyctcs regardless of whether such a facility is specifically designated as a
bikeway.
JRN-22-9g THU 11:10
P, 03
I
f
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!0. Righ! of Wuv: (a) A general term denoting land, property, or interest therein, usually in a strip,
acquired for or dcvotod to transportation purposes. I`
(b) The right of one vehicle or pedestrian to proceed in a lawful manner in preference to another
• vehicle or pcdesnian. i
l 1. Bike Shed: An arcs or location which can be considered a terminal for generating and ending
bicycle trips. Examples of bike sheds arc communities, parks, schools, or malls.
l1. Bicycle friendly ~unea: Areas that are blanketed with a complete set of bicycle facilities. It is
possible to travel and park, via bicycb, everywhere in these pones on safe, cod3cnient, integrated, and
secure facilities.
¦ 16-3 DESIGN ELEMENTS
The principal vaziables affecting design treatments for bicycles arc the design bicyclist, the type of
roadway project involved, and lratlic operation factors.
1. The design bicyclist. The recomrnended roadway design treatments and widths to accommodate
bicyclist should be based on Oroup B/C ridcn. The minimum design fot any roadway on which
bicycle use is permined should be based on Croup A riders.
2. The type of roadway project involved on the selected route. Ncw construction and rceonswction
proj3xas generally have more favorable right-of--way considttations for accommalating bicycle traffic.
On other projects the design improvements must be incorporated into existing geometries or rightof-
way widths.
3
JAN-22-99 THU 11:16 P. IT
3. Tra11-ic operations factors. The most significant factors for dMecmining the appropriateness of
various dcnign treatments are; (a) traffic volume, (b) average motor vehicle operating speed,
• (c) traffic mix, and (d) number of intersections and entrances.
(a) Traffic volume. Higher motor vehicle traffic volumes represents greater potential risk for
bicyclists sAxl the more frequent overtaking situations are less comfortable for group B!C riders unless
special design treatments are provided.
(b) Trat)•ic speed. The average operating speed or running speed is more important that the posted
spud limit, and belts reflecLt actual conditions encountered by bicyclists. Motor vehicle speed has
a negative impact on risk and comfort ofbicyclitt unless mitigated by special design treatments. Five
ranges of average speeds arc used:
- Less than 20 mph
- 20 to 30 mph
- 31 to 40 mph ,
- 4l to 50 mph
- Ovcr 50 mph
(c) Traffic mix. The regular presence of trucks and buses (i.e, approximately 30 per hour or more)
can increase risk and have a negative impact on the safety and comfort of bicyclists. At high spcods,
the wind blast from such vehicles create a serious risk of falling for bicyclisu. Even at lower speeds
most bicyclist prcfcr several feet of separation between themselves and these large vehicles. Many
bicyclist w8l choose a different route or aot ride at all where there is a regular presence of such
traffic.
(d) {ntcrscctions. When bike lanes arc used special attention must be given to the merging and
taming moverrtcnls ofthc bicycles and motor vehicles, AASHTO provides guidelines for bike lanes
through intcrsaiions. These are shown in Figures l and 2. Another consideration is the number or
P. 04
JAN-22-98 THU 11:10
Ped.CrOaaG+9
PeE.CroaeM1p _
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Onnw~s0aMN0 ttrp. ~ Wa • N N
' ,1 • w. rah R.oa~ywyN.e «wW.~
~'1 ti~rn~ m+r iar~ ~ I
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1 1 ~ :~nwt~
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I ¦N geti~ M arOlm~. ~ ~ r
{ ? nw e•tia
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RIGHT-TURN-ONLY LANE PARKING LANE BECOMES
RIGHT-TURN-ONLY LANE
Ubt to lcoie~ (Wino CornrKDionl ~ Ft. 0.7 m.1
t
Psd, Croesfn0 Ps0. q'ONMQ
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1
OPTIONAL DOUBLE RIGHT LANE BECOMES
RIGHT-TURN-ONLY LANE RIGHT-TURN-ONLY LANE
Figure 1 Bicycle tares Approaching Motos
Vehklta' Right•Tarn-Only tang,
5
JAN-22-98 THU 11:16 F•1H
' PEOESTRUN CROSSING
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Flgure Z. Bike Lene Approach/nq an tnterseot/on with Throat WJden/nq
(o
.7RN-22-98 TMU 11:31 P.03
&equcncy of intersection along a b~kc route The ability to ride continuously with a minimum amount
of stops is an important coneidcration to bicyclist when choosing a route. Through traffic should be
directed in favor of the bicycle route as much as possible to minimize the amount of stopping
encountered by bicyclists.
Once the principal variables affecting the bikeway design have been identified, five basic types of
facilities arc used to accommodate bicyclist: shared lanes, wide outside curb lanes, bike lance, bike
paths, and shoulders. Figures 3 & 4 provide across-section of these type of facilities. Table t
through Table 6 present the recomrnended roadway design treatments and widths to accommodate
bicycles. Thcrc are separate tables for Group A and Group B/C ridcrs.• Additionally, there are
separate tables for two basic type of roadway sections: urban-with curb and gutter, and rural-without
curb and gutter. These tables indicate the appropriate design treahncnt given various sets of traffic
operations and design Factors.
The designer is reminded that the desirable design treatments should be based on Group B/C riders.
The minunum design treatments will only acconvnodate a small portion, approximately S%, of the
bicycle riding population, the Gmup A riders. Thcsc minimums should be used only whrn all other
possibic solutions have been exhausted.
t6y'~,] DralnaveSrretec
Drainage grate irdcts and utility covers arc potential problems to bicyclists. When a new roadway is
designed, all such grates and covers should be kept out of bicyclists' expected path. On new
construction where bicyclists will be permitted, curb inlets should be used wherever possible to
completely eliminate exposure of bicyclists to grate inl/KS. It is important that grates and utility
coven be adjusted Flush with the surface, including after a roadway is resurfaced.
Parallel bar drainage grate inlets can trap the front wheel of a bicycle causing loss of steering control
and, otlen, the bar spacing is such that tllcy allow narrow bicycle wheels to drop into the grates,
resulting in serious damage to the bicycle wheel and franc and/or injury to the bicyclists. Thcsc
grates should be replaced with bicycle-safe and hydraulically efficient ones. When this is not
7
JqN-22-9H TMU 11:17
P. 19
1
P
Shoed lane -urban
No rpeei0e accommodationr for bicycle. Motorirtr aad 6leycliau rharo roadway'ar-ir".
1
I
gidew.h "~~~III gr
sl.adard I.ae ! sl.ae.~a l..a I
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Wide outride curb lane I
I
l~n.-tsn. j un.-laa.
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sidaw.0c I
esuu~ae~g iaeeelwetxni jam wNUwrerwam Side"'•Q
Wide ew6 lane sl.adard ~ Sl..dard p,~e earb y„e
lase j lace
I
i
Bike path
2 R. 12 lt. prc@rrcd 2 a.
Inn MI~IIII~tlYplalErll 4 1q ul 111 111 ur 1
1 u~ ~n III 111
Paved Tr.vehraY
cnaad eh.aaer Graded rloaWer
~'~q~n 3
S
JRN-22-98 THU 11:17 P_20
Y
cc) CURBED STREET WITH PARKING
~ Porkln0 ~ BNca ~ Motor Yehlde lance Elko Parklrp-'I
Lana LaM i
cb) CURBED STREET WITHOUT PARKING .
~ r
I1 r~ray~ hi~l~d ~ ~
Motor VehlOle LOMB
Elke Elks
Lane LaM
I~
(c)STREE7 OR HIGHWAY WITHOUT CURB OR GUTTER
der _ I. ShoWaer
Motor vehloN Lonea `
81ks Blke t
Lane Lan. A
WOi to Seel~~ -
Fi¢ure y T yptca! Blrycle Lane Crary Sections.
9
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1', D8
Tablet. Group B/C blcyWists,
urban sectbn, no parking
I I ~
lavers a annual dell traffic AADT volume ~
I
less than 3,000 ~ 3,000 to 10,000 ~ over 10,000
average motor trucks 6 truck d trucks b
vehicle operating cars only bus cars only ~ bus cars only ~ bus
i
Tess than 20 mph al we 14 we t4 I we 15 I we 18 i bl 5
I
20 to 30 mph we 14 we i6 I we 16 ~ bf 5 i b16 I bl 8
31 to 40 mph bt S i b15 i b1 S b18 I bl 6 b16
41 to 50 mph b15 bf 6 ~ bl 6 ~ bf B bl 6 I by
over 50 mph bl t3 I by by by
I i bP ~ by
I ~ ;
Key:` Iwo = wkfe curb lane" sl =shared lane bl ~tNke lane"' sh =shoulder by -bike path
I
'See page 21or definitions ~ ~ i i
"iwc numbers represent usable widths, in feet, of outer lanes measured from lane
stripe to edge of gutter pan. II no gutter pan Is provided, add 1 ft. minimum for shy
distance Irom curb.
I I
I ~ ~
"'Ib1 numbers represent width, in Feet, from edge of gutter pan. If no putter pan is provided,
bl numbers may be taken Irom face of curb.
i
truck b bus =approximately 30 per hour I I ~
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irgYf llm%0xtoll AMd1 I ~ i i
Page t0
P. 23
Table 2. Group B/C bicyclist,
urban section, parking
aver a annual dail traffic AA~T voufume
less than 3 000 I 3,000 l0 10,000 ~ over 10,000
average motor tnlcks b ~ truck b 'trucks b
vehicle operating cars only busses I Cars only busses I cars only ; buses
d ,
i
less than 20 mph we 14 wC 15 j we 14 we 15 j bl 5 j bl 5
20 to 30 mph we 15 we 16 I we 18 I bt 5 b15 I bl B
i
31 l0 40 mph 615 bl 5 j b15 bl 8 I bl 6 . bl 8
41 to 50 mph bl 6 I b18 ~ bt 6 ~ b ~ ~
i P by i bP
over 50 mph by by ! bP I bP ~ by ~ by
K@y # we =wide curb lane.' sl shared lane bl =bike lane"• sh =shoulder b =bike path
' See page 2 for definitions ~ ~
I ~
" we numbers represent useable widths. in feel, measured Irom lane stripe to tefl edge of
the packing space. i
i
bl numbers represent width, in lest, Irom edge of gutter pan. If no gutter pan is provided,
bl numbers may be taken from Tace of curb. ; ,
~ truck b bus =approximately 30 per hour ~
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Page 11
JAN-22-98 THU 11:17 P. 21
Table 3. Group B!C trcyclists,
rural secllon
~avera a nnnual dail Traffic AADT v0ulume
less than 3,000 ~ 3,000 to 10,000 overt 0,000
averdge motor frocks ~ truck 8 'trucks ~
vehicle Operating Cars only bus i cars Only i bus care Only ! bus
s
less than 20 mph sh 4 ~ ah 4 j~ sh 4 ~ ch 8 sh 6 sh 8
20 to 30 mph ah4 I ah4 i sh4 ji sh6 shB ~ sh8
31 to 40 mph sh 4 I sh 8 sh 4 ~ sh B she i sh 8
41 to 50 mph sh 6 sh B eh 6 sh 8 sh 8 ah 8
i
Over 50 mph sh 6 sh 8 6h 8 j sh 8 sh 8 sh 8
Key a Iwe = w'de,curb lane" sl =shared lane bl =bike lane"' sh =shouMer by =bike path
'ISe9 page 2 for definitipns , ,
"Iwe numbers represent usable witlths, in feel, of outer lanes measured from lane
stripe to edge of gutter pan. If no gutter pan is provided, add t tt. minimum for shy
jdislance from curb. ,
I
"'Ibl numbers represent width, in feel, from edge of putter pan. If no gutter pan is provided,
jbl numbers may be taken from face of curb.
itruek & bus =approximately 30 per hour
I ? ~
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Page 12
JAN-22-99 THU 11:18 P. 22
Table 4. Group A bicyclists.
urban section, no parking
i ~avera a annual da;l traffic AAOT voulume
less than 3,000 ~ 3000 to 10,000 over 10,000
average motor trucks & ' Iruck b ;trucks b
vehicle Operating cars only i bus I Cars only bus Cars only . bus
a
less than 20 mph sl sl ~ sl we 15 we 14 ~ we 18
20 to 30 mph sl I sl ~ we 14 we 15 we 15 we 1 B
i
31 to 40 mph we 14 ~ we 14 j we 14 ; we 15 we 15 b14
41 l0 50 mph we 15 ~ we 18 bt 4 i bl 5 bl 5 bI B
over 50 mph b15 ~ OI 5 bl 5 ~ bl a b16 b16
Key:' iwe =wide curb lane" sf =shared lane bl -bike lane"' sh ~shoukiar by ~ bike path
'iSee page 2 for definitions ,
"~wc numbers represent usable widths, in feet, of outer lanes measured Irom lane
~slripe to edge of gutter pan. II no putter pan is provided, add 1 h. minimum for shy ~
;distance from curb. I`
bl numbers represent width, in feet, from edge of gutter pan. If n0 gutter pan is provided,
,bl numbers may be taken from face of curb.
';truck bus =approximately 30 per hour ,
i
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Page 13
JAN-22-98 THU 11:33 P'eT
' Tabfe 5. Group A bicyclists,
urban Section, with parking
avers a annual dail traflic AADT voulume
i
less than 3 00!0 3,000 to 10,000 over 10 00p
average motor trucks 8 I i truck d ~ I (rucks &
vehicle operating cars only I bus I cars only I bus cars only I bus
s
less than 20 mph s1 I el I al ~ sf 91 ~ we 14
20 to 30 mph we 14 wo 74 jI wC 14 i we 14 ~ wo ig I we 1g
31 to 40 mph wo i4 we t5 1 we 14 i we is ~ we /6 I b14
4i l0 60 mph we 1g ( wo 16 ~ 614 j bl 5 i bl 5 ~ bl 6
over 50 mph b16 I bl li j bl 6 i by ~ by I by
I
Key:* we -wide curb lane'' sl -shared lane bl =bike lane"' sh =shoulder by -bike path
i i
'i Sea page 2 for definitions
" wC numbers represent useable wklths, In feet, measured from lane stripe to left edge of
the parkin space.
i
bl numbers represent width, fn feet, from edge of gutter pan. If no gutter pan is provided,
bl numbers may be taken from lace of curb. I
truck 6 bus -approximately 30 per hour ~ '
j i . ~
I ~ ~
~ I
~ ~
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Pago 14
JAN-22-98 TNU 11:19 p, 2q
` Table 6. Group A bicyclists,
rural section
I
avera a annual dell traffic AADT voulume
I
less than 3000 3,000 to 10.000 ~ over 10,000
average motor tnlCks b , truck b ~ trucks b
vehicle operating cars only ! bus ~ cars only i bus cars only j bus
less than 20 mph sl ~ sl ~ sl ~ sl sl sh 4
20 to 30 mph sh4 sh4 sh4 i ah4 sh4 i sh4
31 to 4D mph ah 4 ah 4 sh 4 sh 4 i sh 4 j ah 6
41 to 50 mph sh 4 sh 4 sh 4 ~ sh 6 sh 6 sh 8
i
over 5g mph sh 4 sh 4 ~ sh B i sh 8 ~ sh 8 ~ eh 8
I
Key:' ~wc =wide wrb lane'' 91-shared lane bl -bike lane"' sh =shoulder by ~ bike path
i j ~
•~See page 2 for definitions ~ ~ !
I
" we Numbers represent usable widths, in feet, of outor lanes measured from lane
stripe to edge of gutter pan. M no gutter pan Is provided, add t h. minimum for shy
distance tram curb. j ~ ~
I
"'~bt numbers represent width, in leet, from edge of gutter pan. tt no gutter pan is provided,
`bl numbers may be taken from face of curb. i i
(truck bbus - approximafery 30 per hour i ~
I
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Page 15
JRN-22-98 TNU 11:33 P. 06
immediately possible, consideration should be givrn t0 welding steel cross straps or bars
perpendicular to the parallel bars to provide a maximtun safe opening between straps. This should
' be considered a temporary correction.
While identifying a grate with a pavement marking would be acceptable in some situations, as
indicated in the MUTCD, parallel bar grate inlets deserve special attention. Because of the serious
consoquenccs of a bicycle missing the pavement marking in the dazk or being forced over such a grate
inlet by othcrttalTic,thcsc grates should be physically corrected, as described above, as soon as
practicable after they arc identified,
16.3.2 Pavements
The quality of the bikeway pavement should be the same as that of the motor vehicle traveiway.
Pavement surface trregularitiescan do more than cause an unpleasant ride. Gaps between pavement
slabs or drop offs at overlays paralkl to the dinxtian of travel can trap a bicycle wheel and cause loss
of control: holes and bumps can cause bicyclist to swerve into the path of motor vehicle traffic. On
older pavements it may be accessary to RII joints, adjust utility covers or, overlay the pavement to
make it suitable for bicycling.
163.3 Traffic Control 1)evlces
At intersections where bicycle traffic exists or is anticipated, bicycles should be considered in the
timing of the traffic signal cycle, as wctl as the traffic detection device. Normally, a bicyclist can cross
an intersection udder the same signal phasing arrangement as motor vehicles; however, on multi-lane
streets special oonsidcration should be given to ensure that short clcazancc intervals are not wed. !f
necessary, an all-rod clearance interval may be used.
To check the clearance interval, a bicyclist's spend of 1 p mph and a perception/reaction braking/ lime
of2.5 seconds should be used. Detectors for traffic-actuated signals should be sensitive to bicycles
and should be located in the bicyclist's expected path. including 1cR tum lanes. In some situations,
the use ofpedestrian aauatod buttons may be a prefctrcd altctnativc to the use of detectors provided
they do not rcquirc bicyclist to dismount or make unsafe leaning movements. Whcrc programmed
(6
JAN-22-98 TNU 11:19 P. 23
visibility sigtal heads are used they should be checked to ensure that they arc visible to bicyclist who
are properly positioned on the road.
• 16.3.4 SiEnIoY snd Markln¢
The MUTCD should be consulted for guidance on signs and pavement markings. Where bicyclists
are expected to use different routings from motorists, directional signing should be used to guide
bicyclists along the special routing.
¦ 16-4 BIKE PATHS '
Bike paths aze facilities on exclusivcrights-0f--ways which have minimal cross flow by motor vehicles.
They can be thought of as freeways for bicycles and can serve both transportation and recreational
functions.
The design of bdCe paths includes many of the same principals used in the design of roadways; design
speed, stopping sight distance, horizontal curves, grades, etc. AASHTO's "Guide for the
Development of Bicycle Facilities, 1991" provides the basis for the following information.
i
When atwo-way path is constructed parallel to an existing roadway the minimum recommended
separation is 5 feet. Careful consideration must be given to the following:
1, The lane of bicycle travel that is travelling against motor vehicle traffic. Wrong way travel by
bicyclists is a major cause of bicyclc/automobile accidents and should be mitigated at every
opportunity.
2. Exit and entrance points. When a bike path ends bicyclists going against traffic will tend to
continue to travel on the wrong side of the street. Likewise, bicyclists entering a bike path will often
travel on the wrong side of the street in getting to the path.
~7
JRN-22-98 THU 11:34 P. 05
3. Intersections. At intctsoctions, motorist rntering or crossing the roadway will not notice bicyclists
coming from their right, as they arc not expecting contra-flow traffic.
4. Bicyclists using the path generally are required to stop or yield at all cross strcets and driveways,
while bicyclists using the roadway usually have priority over cross traffic. The frequent stopping at
the cross streets may cause bicyclists to avoid using the path and take to the street in order to gain
a less intettvpted route
When the distance between the edge of the roadway and bicycle path is less than 5 feet, a suitable
physical divider may be considered. Where used, the divider should be a minimum of 4.5 feet high,
to prevent bicyclists from toppling over it, and should be designed so that it does not become an
obstruction itself.
1,~,-4.1 Wldihs
Two way bike paths should be a minimum of 10 feet wide. Where possible paths should be 12 feet
wide to accommodate mix use with pedestrians. 8 foot wide paths are not recommended because
once the paths arc built they invariably become multi-use paths. Walkers. joggers, skaters,
skateboarders, and bicyclists will use the paths at the same time and an 8 foot width will not be
adequate.
The minimum width of a oae-0ircctional bicycle path is 5 feet, It should be recognized, however, that
one-way patlu often will be usod as two-way facilities unless effective mcastucs are taken to assure
on-way operation. Without such enforcement. it should be assumed that bicycle paths will be used
as two-way facilities and therefore designed accordingly.
~8
JAN-22-98 THU 11:19 p, 26
16.4.2 Clearances
A minimum 2 feet, with 3 feet preferred, should be maintained as lateral clearance to provide
clearance from trees, poles, walls, signs, fences, guard rails, and other obstructions. For overhead
obstructions a clearance of R feet minimum should be provided with l0 feet preferred.
16-4.3 Desigt~eed
Many factors affect the speccl at which the bicyclists travels. These include wind, grade, purpose of
the trip and coodition of bike path. 13icycle paths should be designed for speeds achievable by the
faster bicyclists, Group A. In general a minimum design speed of 20 mph should be used; however,
when the grade exceeds 4 percent, or where strong prevailing tail winds exist, a design speed of 30
mph should be used. .
16-4 4 Horizontal Alignment and Supgreley@tlor!
The minimum radius of curvature negotiable by a bicycle is a function of the supcrclevation rate of
the bicycle path surface, the coefiicicnt of friction between the bicycle tires and the bicycle path
surface, and the speed of the bicycle. The minimum design radius of curvature can be derived from
the following formula:
R= V Z
1 S (e+!)
where:
R =Minimum radius of curvature (fl)
V =Design Speed (mph)
e = Ratc of supcrclevation
f = tJocfficient of friction
For most bicycle path applications the supcrclevation rate will vary from a minimum of 2 percent (the
minimum necessary to encourage adequate drainage) to a maximum of approximately five percent
(beyond which maneuvering dift+cultics by slow bicyclists and adult tricyclists might be expected).
The minimum supcrclevation rate of 2 percent will be adequate for most conditions and simplifies
construction.
19
JAN-22-98 TNU 11:34 P. 04
The coefficient of friction depends upon speed; surface type, roughness, and condition; fire type and
condition; and whether the surface is wet or dry. Extrapolating from values used in highway design,
design friction factors for paved bicycle paths can assumed to vary from 0.30 at I S mph to 0.22 at
30 mph.
TABLE 7 Minimum Radii for Bicyele Pazhs
(e = 2 percrnt)
Design Speed-V (mph) Friction Factor-f Minimwn Radius-R (feet)
20 0.27 95
25 0.25 155
30 o.zz zso
35 0.19 390
40 0.17 565
When less than minimum radius curves must be used an bicycle paths because oC right of way,
topographical or other unavoidable restrictions, standard curve warning signs and supplemental
markings should be installed in accordance with the MUTCD. The negative effects of less than
minimum curves can also be partially off set by widening the pavement through the curves.
J6-4.5 Crade
A level bikeway is prefe[rtd by nearly all bicyclists, therefore, grades on bicycle paths should be kept
to a minimum. Grades greater than S percent arc undesirable because the ascents arc difficult for
many bicyclists and the descents may cause some hicyclistx to exceed the speeds al which they are
competent. However, where terrain dictates, grades over S percent arc acceptable when sufficient
rightof--way and funding for
additional design trratmcnts are availahlc.
20
JAN-22-98 THU 11:21 P. 29
J6-4.6 Stopping Slght Distance
To provide bicyclists with an opportunity to sec and react to the unexpected, a bicycle path should
bC designed with adequate stopping sight distances. The distance required to bring a bicycle to a full
controlled stop is a function of the bicyclist's perception and brake reaction time, the initial speed of
the bicycle, the coeflicicnl of friction between the tires and the pavcmcnt, and the braking ability of
the bicycle.
Figure 5 indicates the minimum stopping sight distance for various design speeds and grades based
on a total perception and brake reaction time of 2.5 seconds and a coetlicicnt of friction of 0.25 to
account for the poor wet weather braking characteristics of many bicycles. For two-way bicycle !
paths, tltc sight dis~tanee in descending direction, that is, where "G" is negative, will control the
design.
I
Figure 6 is used to select the minimum length of vertical curve necessary to provide minimum
stopping sight distance at various speeds on crest vertical curves. The eye height of the bicyclists
is assumed to be 4.5 feet and the object height is assumed to be zero to recognize that impediments
to bicycle travel exist at pavcmcnt level. i
Figure 7 indicate the minimum clearance that should be used to line of sight obstructions for
horizontal curves. The lalcral clearance is obtained by entering Figure 7 with the stopping sight '
distance from Figure 5 and the proposed horizontal radius of curvature.
i
Bicyclists frequently ride abreast of each otltcr on bicycle paths and, on narrow paths bicyclists have
a tendency to ride near the middle of the path, For these reasons, and because of the serious
consequences of a head on bicycle accident, consideration should be given to widening the path
through the curve, installing a yellow center stripe. installing a curve warning sign in accordance with
the MUTCD , or some combination of these alternatives.
16-4 7 Intersections
Intersections with roadways arc important considerations in bicycle path design. if alternate routes
for a bicycle path arc available, the one with the most favorable intersection conditions should be
Z~
dG-98 THU 1 l :20
P. 2?
' G~-
20
i a~'
15 sl 1 a 1~'
. ~1 1~ 1 ~1~i ~
$ p ^ 1 1 t~
u i t 1~ q
5 1 1 \ \
1 \ ~
0 0 SO ti 100 150 200 250 300 350 400 '
sx Mlnltnm StOpplnO Olgtance Ft.
5 3p1fL01 •7,6T V
rmern S = Mlnlenlm Sight 04ta+c~. Ft, Oecv+d 1-0>
qqcc ~ecend t~Gl
f • COafflclenf^of Friction luee 0.25)
G • Grode ftJPt. Irl6eiruN
11Nfr IC COnref~lOn1 1 Cf. 0.7 III, 1 flpl • I.t WNIII
Figurt tj MinGnum Stopping Sight ALrtances.
2.2,
JAN-22-99 THU 11:20 P. 2B
t001.~h~ ?~1=
L . 2S- A Ohen 5>L '
L e ~S= ehen S(L
1001 ?~1=
LWN • 2Y
500
S • Stopplnp Slaht ptetonce Jftd
A • AlOebraffo plfferenOe In• G
~ hi .Eye ilel¢~t Of BIOrOne} 1~,5 Feet)
h:• NelOht Of ODJOCt 10 Festl
~ L = MMtn~ll yertloal Curve length Ifta
« 400
0
Z 300
u a'~
B
k
200
~ ~
vim`'
s
100 s~ 4
0
0 5 10 IS 20 25
AlpeDrolC plfferance In CrOOS tAl
FIJJau•e ~j MtnlMtun Length ojVtrtJta! Curves.
23
JAN-22-`.18 THU 11:34 P. 03
Sight dlstancB 151 measured done thl6 Ilea S ~ Slght dl6tpQnnCe In fot.
R • Rad1u0 of C Me~ds 1af10 In fwt.
m = Oisfance from Inslde bne In feet.
V • Oeslpn sDSed for 5 In mph
. angle Is expressed In depress
. Ids LCne
~ ~
r 126.655
~ Y• ~Lln of Slghf I~ ° R I vMY ` R
9
iMUGtIM 5 • R Ct05~ l RR
Cutbank 28.65
Une of elohf Is 2.0' above ~ Inelde iormulo apolaa aNy vhan S Ie
bne Ot pO nt of ebeiryctivn. OQllal to Or less ttpn bnOth of Cuh'e.
= 40
E ~
•
6 30
•
20
g
b
10
O
s o ao zoo 300
J
Slant 0l itarlCe ISI fHt •
IWfr la Cplverilonl I ft. 0.7 1n.1
• Laferddeorancee on Mrizontolourvea ehoU4 be oabubted bvasd on the
txse of the stopping Oipht dletonce6 for blCyCllafs TrovO8lrp In oDDOelts
dfrsatlona around TFM torus. See text for OddlHOnal dlsCUS81on.
Fleure "t Min4num Lateral Ckaraneer on Korl=ontal Carver.
2.y
JAN-22-98 THU 11:21 P. 30
selected. When intersections occur at grade, a major consideration is the establishment of right of
way. The type of traffic control to be used (signal, stop sign, yield sign, etc.), and location, should
be provided in accordance with the MUTCD.
it is preferable that the crossing of a bicycle path and a highway be at a Location away from the influence
of intersections with other highways. Controlling vehicle movements at such intersections is more easily
and safely accomplished through the application of standard traffic control devices and normal Rules of
the Road. At crossings of high volume multi-lane arterial highways where signals arc not warranted,
consideration should be given to providing a median refuge arcs for bicyclists.
When bicycle paths tcmtinate at existing roads, it is important to integrate the path into the existing
system of roadways, Carc should be taken to properly design the terminals'to transition the bicycle
traffic into a safe merging or diverging situation. Appropriate signing is nccc.+•.sary to wazn and direct
both bicyclists and motorists regarding these situations.
Bicycle paths intersections and approaches should be on relatively flat grades. Stopping sight distances
at intersections should be Checked and adequate warning should be given to permit bicyclists to stop
before reaching the intersections, especially on down grades,
16-4.7 tiQninQ farad Marking
AdCquate signing and marking are essential on bicycle paths, especially to alert bicyclists to potential
conflicts and to convey regulatory messages to both bicyclists and motorists at highway intersections.
Figure S shows sign placement location for bike paths, It should be noted that when a bike facility is to
be shared with motorist, such as a bike lane, sign placement should be as specified in the [vIUTCD, Part
II.
2S
,a
8 ft max
7ftmin 2ftmin
6 ft. max
Bike Path
Figure g
A designer should consider a 4 inch wide yellow centerline stripe to separate opposite directions of
travel. This is particularly beneficial in the following circumstances: for heavy volumes of traffic, on
curves with restricted sight distance, and on unlighted paths where nighttunc riding is expected. Edge
lines arc also beneficial where nighttime bicycle traffic is expected or where there is a drop off or
significant slope change due to a gutter or swalc.
2b
Z0'd 77 (1N1 86-ZZ-Ntlf
JRN-22-98 TNU 11:22 P. 31
Cnrc should be exercised in the choice of pavement marking materials. Some marking materials are
slippery when wet and should be avoided in favor of mae skid resistant materials.
16-4.8 Dralnaee
The recommcndad minimum pavement cross slope of 2 percent adequately provides for drainage.
• Sloping in one d'vcction instead ofcrowning is preferred and usually simplifies the drainage and surface
construction. A smooth surface is essential because, unlike an automobile, a bicycle does not have a
separate susprnsion system to absorb the shocks and bounces. Any roughness and unevcrmcss pass
directly to the bicyclists arms and legs which cause fatigue and possibly injury.
¦ 16-5 SUPPLEMENTAL FACILITIES
Providing bicycle pazking facilities is an essential element in the overall design of a bikeway. People are
discouraged from bicycling unless adequate pazking is available. Bicycle pazking facilities should be
provided at both the trip origin and trip destination and should offer protection from theft and damage,
Facititics should be very convenient and be near building entrances or other highly visible areas which
are self policing, lfbicyck parking is not properly dcsigited and bcated, bicyclists will use trees, railings,
and other available appuRenanccs. This practice can damage the appurtcnanccs and create an
obstruction for pedestrians.
i
In addition to bicycle parking facilities, other improvements that complement bikeways should also be
considered. For example, on bng, uninterrupted bicycle paths, turnouts or rest areas may be provided,
also emergency telephones could be considered.
27
JAN-22-98 THU 11;33
RFFER_FNCFS:
1. Bike Plan llawaii, State of Hawaii Master Bike Plan. Updatod September 1994
2. AASHTO'S Guide for the Development of Bicycle Facilities, 1991
3. Selecting Roadway Design Trcatmenls to Accommodate Bicycles, 1994, FHW A -RD-92-073
1 1~QF FI . i R
Fig. #l Turn Lanes
Fig. #2 Turn Lanes
Fig. #3 Cross Sections
Fig. #4 Cross Sections -Bike lane
Fig. #5 Minimum Stopping Sight Distance
Fig. #6 Minimum Length of Vertical Curve
Fig. #7 Minimum Lateral Clearance - Horimntal Cutvc
Fig. #8 Sign Location for Bike Paths
I I T OF TABLES
Tbl. # t B!C Riders, Urban, No Parking
Tbl. #2 $!C Riders, Urban, Parking
Tbl, #3 8!C Riders, Rural
Tbl, #4 A Ridera, Urban, No Parking
Tbl. #5 A Riders, Urban, Parking
Tbl. #6 A Riders, Rural
2$