HomeMy WebLinkAboutCounty of Hawaii Street Design Manual Final With Signature COUNTY OF
STREET DESIGN
MANUAL
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MESSAGE FROM THE MAYOR
Aloha,
The County of Hawaii is pleased to present the County of Hawai'i Street Design Manual.
This manual incorporates Complete Streets design principles that promote safe access
for people of all ages,abilities, or desired modes of transportation.Complete Streets is
about ensuring opportunities for pedestrians, bicyclists, motorists and public
transportation users to use our public streets, be it for commuting to work, important
daily trips,or health and recreation.
Whether you are a design professional,traffic engineer, or a member of the general
public,this manual is a tool box for planning and designing public and private streets to
reduce hazards, improve safety and promote an active healthy lifestyle.
This manual is a guide to implementing Complete Streets at every opportunity from
constructing new roads to repaving and roadway reconstruction projects.The County of
Hawai'i is committed to making the best use of our streets to provide improved and
creative transportation options and an integrated roadway system that works for our
diverse Hawaii Island communities.
HARRY KIM
Mayor, County o Hawai'i
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ACKNOWLEDGEMENTS
The County of Hawaii acknowledges the many people and organizations who contributed to this document. Parts of
this document were adapted from the Los Angeles County Manual for Living Streets.
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County of Hawaii Department of Public Works Complete Streets Working
Mayor's Office David Yamamoto, P.E., Director Group
Mayor Harry Kim Allan G. Simeon, P.E., Deputy Director Public Works: Neil Azevedo, Melanie DeMello,
Roy Takemoto, Managing Director Aaron Takaba, Chief, P.E.,Traffic Division Ben Ishii, Riz Mangaoang,Aaron Takaba
Barbara Shim Kossow, Deputy Managing Director Ben Ishii, Chief, P.E., Engineering Division Planning: Natasha Soriano,April Surprenant
Neil Azevedo, Chief, Highways Division
cRiz Mangaoang, P.E., Deputy,Traffic Division
Hawai i County Council Consultants
Aaron Chung, District 2, Council Chairman Melanie DeMello, P.E., Civil Engineer, SSFM International, Inc. (Prime)
Valerie T. Poindexter, District 1, Councilmember Engineering Division Peter Koonce
Susan L. K. Lee Loy, District 3, Councilmember Ki Concepts
Ashley Lehualani Kierkiewicz, District 4, Planning Department Weslin Consulting
Councilmember Michael Yee, Director Blue Zones, Inc.
Matt Kaneali'i-Kleinfelder, District 5, April Surprenant,AICP,AIA, Acting Deputy
Councilmember Director
Maile Medeiros David, District 6, Councilmember Bethany Morrison,Acting Long Range
Rebecca Villegas, District 7, Councilmember Planning Program Manager
Karen Eoff, District 8, Councilmember Natasha Soriano, P.E.,Transportation Planner
Herbert M. Richards III, DVM, District 9, Hans Santiago, Senior Planner
Councilmember
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ACRONYMS
AASHTO American Association of State Highway and ITE Institute of Transportation Engineers
Transportation Officials
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ADA Americans with Disabilities Act LOS Level of Service
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ADAAG Americans with Disabilities Act Accessibility Guidelines LED Light Emitting Diode
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AADT Annual Average Daily Traffic NACTO National Association of City Transportation Officials
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ADT Average Daily Traffic NEC National Electrical Code
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ANSI American National Standards Institute
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COH County of Hawaii
_____________—_ _________________________________________________________________________________________ NCHRP National Cooperative Highway Research Program
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DPW Department of Public Works
--------------------------------------------------------------------------------------------------------_ N HTSA National Highway Transportation Safety Administration
Federal Highway Administration, United States -------------------------------------------------------------------------------------------------------------------
-------------------------FHWA Departme- - --nt-of- -Transportation- - - -------------------------------------------
PHB Pedestrian Hybrid Beacon
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GIS Geographic Information System ROW Right of Way
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HECO Hawaiian Electric Company, Ltd RRFB Rectangular Rapid-Flashing Beacon
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HDOT Hawai'i Department of Transportation STIP Statewide Transportation Improvement Program
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HRS Hawai'i Revised Statutes TRB Transportation Research Board
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IESIlluminating Engineering Society Transportation Research and Education Center for
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------------------------------------------------------------------------ TREC Portland State University
ES N A Illuminating Engineering Society of North America -------------------------------------------------------------------------------------------------------------------
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TABLE OF CONTENTS
1. INTRODUCTION&USE OF THIS MANUAL.......... 1 4.3 Curbless Shoulders................................48 7.5 Angle of Intersection.............................77
1.1 Introduction ............................................ 1 4.4 Bike/Shared-Use Paths..........................50 7.6 Sight Distance........................................78
1.2 Complete Streets Efforts in Hawai'i ........ 2 4.5 Placemakin 50 7.7 Turn Lanes.............................................78
1.3 Complete Streets Guiding Principles....... 3 S. PEDESTRIAN CROSSINGS.................................52 8.TRANSIT80
..........................................................
1.4 Multimodal Priority.................................4 5.1 Introduction...........................................53 8.1 Introduction...........................................81
1.5 Use of This Manual.................................. 5 5.2 General Crossing Design Guidelines......53 8.2 Bus Stop Type........................................82
2.STREET TYPES&NETWORKS .............................8 5.3 Standard Marked Crosswalks................53 8.3 Bus Stop Zone Design...............................87
2.1 Introduction ............................................ 9 5.4 Grade-Separated Crossings...................54 8.4 Park and Ride Lot Design.......................88
2.2 Street Types............................................. 9 5.5 Frequency of Crosswalks.......................54 8.5 Transit Wayfinding.................................88
2.3 Street Networks ................................... 30 5.6 Crosswalk Lighting 55 9.STREETSCAPE...................................................92
3.TRAVELWAY DESIGN........................................32 5.7 Marked Crosswalk Treatments..............56 9.1 Introduction...........................................93
3.1 Introduction .......................................... 33 6. BICYCLE FACILITIES 62 9.2 Street Trees&Landscaping 93
3.2 Vehicle Speeds...................................... 33 6.1 Introduction...........................................63 9.3 Green Infrastructure..............................95
3.3 Design &Control Vehicle....................... 34 6.2 Bikeway Network...................................64 10. DESIGN PROCESS106
.........................................
3.4 Travel Lane Widths................................ 35 6.3 Bikeways................................................64
3.5 Travelway Capacity................................ 36 6.4 Bikeway Intersections............................70
Appendix A: Existing Standards&Guidelines& plans
3.6 Curbside Uses........................................ 37 6.5 Colored Pavement.................................72
3.7 Travelwa Markin 37 Appendix B: COH DPW Standards Details
y g"""""""""""""""" 6.6 Bicycle Wa findin 72
3.8 Signage.................................................. 38 6.7 Bicycle Parkin 72 Appendix C: Complete Streets Checklist& Instructions
3.9 Traffic Calming....................................... 38 7. INTERSECTION DESIGN....................................74 Appendix D: Plant List for Hawai'i County Roadway Projects
3.10 Lighting..................................................41 7.1 Introduction...........................................75
4. PEDESTRIAN ZONE...........................................44 7.2 Roundabouts75
.........................................
4.1 Introduction ..........................................45 7.3 Traffic Signals.........................................76
4.2 Curbed Sidewalks..................................45 7.4 Corner Radii...........................................77
LIST OF FIGURES FIGURE 8-3: BUS PULLOUT NEARSIDE ZONE.........................................................86
FIGURE 8-4:ADA COMPLIANT BUS STOP .............................................................87
FIGURE 1-1: MODAL HIERARCHY.............................................................................4 FIGURE 8-5: PARK AND RIDE LOT CONFIGURATION EXAMPLES............................90
FIGURE 2-1:TYPICAL STREET SECTIONS(URBAN)-NEW CONSTRUCTION............14 FIGURE 9-1:SWALE ...............................................................................................97
FIGURE 2-2: PARKWAY TYPICAL CROSS SECTION (RURAL) ...................................15 FIGURE 9-2: PLANTER............................................................................................98
FIGURE 2-3: PRIMARY ARTERIAL TYPICAL CROSS SECTION (RURAL) ....................16 FIGURE 9-3:VEGETATED BUFFER STRIP................................................................98
FIGURE 2-4: SECONDARY ARTERIAL TYPICAL CROSS SECTION (URBAN)...............17 FIGURE 9-4: RAIN GARDEN....................................................................................99
FIGURE 2-5: SECONDARY ARTERIAL TYPICAL CROSS SECTION (RURAL)................18 FIGURE 9-5: INFILTRATION TRENCH......................................................................99
FIGURE 2-6: COLLECTOR STREET TYPICAL CROSS SECTION (URBAN) ...................19 FIGURE 9-6: DRY WELL.........................................................................................100
FIGURE 2-7: COLLECTOR STREET TYPICAL CROSS SECTION (RURAL) ....................20 FIGURE 9-7: PERVIOUS PAVEMENT DETAIL.........................................................101
FIGURE 2-8: INDUSTRIAL STREET TYPICAL CROSS SECTION (URBAN)...................21 FIGURE 9-8:STREET SECTION ELEVATION ILLUSTRATING PLACEMENT OF
FIGURE 2-9: INDUSTRIAL STREET TYPICAL CROSS SECTION (RURAL)....................22 PERVIOUS PAVEMENTFIGURE.............................................................................101
FIGURE 2-10: MINOR STREET TYPICAL CROSS SECTION (URBAN) ........................23 FIGURE 9-9:TRENCH DRAIN INLET SCREEN.........................................................103
FIGURE 2-11: MINOR STREET TYPICAL CROSS SECTION (RURAL) .........................24 FIGURE 9-10: CONSTRUCTED SWALE WITH DRAIN.............................................103
FIGURE 2-12: BUSINESS STREET TYPICAL CROSS SECTION (URBAN).....................25 FIGURE 10-1:TRAVELWAY USES..........................................................................108
FIGURE 2-13:TYPICAL STREET SECTIONS(URBAN)-RETROFIT OPTIONS...............26 LIST OF TABLES
FIGURE 2-14:TYPICAL STREET SECTIONS(URBAN)-RETROFIT OPTIONS(CONT.)..27
FIGURE 2-15:TYPICAL STREET SECTIONS(URBAN)-RETROFIT OPTIONS(CONT.).28 TABLE 2-1: COUNTY STREET TYPOLOGY DEFINITIONS...........................................10
FIGURE 2-16:TYPICAL STREET SECTIONS(RURAL)- RETROFIT OPTIONS...............29 TABLE 2-2: COH STREET TYPES VS FHWA FUNCTIONAL CLASSIFICATIONS ...........11
FIGURE 2-17:STREET NETWORK EFFECT ON WALKSHED......................................30 TABLE 2-3: PRIORITY DESIGN TREATMENTS TABLE ..............................................12
FIGURE 3-1: CONTROL VEHICLE.............................................................................34 TABLE 3-1:STANDARD DESIGN SPEED...................................................................34
FIGURE 3-2: ROAD DIET.........................................................................................36 TABLE 3-2:STANDARD DESIGN &CONTROL VEHICLES.........................................34
FIGURE 3-3: REVERSE-IN ANGLED PARKING..........................................................37 TABLE 3-3:TYPICAL TRAVELWAY WIDTHS.............................................................35
FIGURE 4-1:SIDEWALK ZONE ALONG A CURBED ROADWAY................................47 TABLE 3-4:STANDARD TRAVEL LANE CAPACITY....................................................36
FIGURE 4-2:SIDEWALK ZONE ALONG A CURBLESS ROADWAY.............................49 TABLE 3-5:SAMPLE TRAFFIC CALMING MEASURES..............................................39
FIGURE 5-1: PEDESTRIAN CROSSING TREATMENT FLOWCHART...........................56 TABLE 3-6: SAMPLE TRAFFIC CALMING MEASURES(CONT.)................................40
FIGURE 5-2: CROSSWALK SIGHT DISTANCE...........................................................59 TABLE 5-1: PAVEMENT ILLUMINANCE CRITERIA FOR FULL INTERSECTION
FIGURE 5-3:ADVANCED STOP LINE MARKING.......................................................60 LIGHTING...............................................................................................................55
FIGURE 6-1: BIKEWAY USER TYPES........................................................................63 TABLE 5-2: CROSSING TREATMENTS AT UNCONTROLLED INTERSECTIONS..........57
FIGURE 6-2: BIKEWAY TYPES..................................................................................68 TABLE 6-1: BIKEWAY TYPES& REQUIREMENTS.....................................................65
FIGURE 6-3:SHARED ROADWAYS..........................................................................69 TABLE 6-2: GUIDANCE FOR SELECTING ALL AGES&ABILITIES BIKEWAYS............65
FIGURE 6-4: BIKE BOX............................................................................................70 TABLE 8-1: BUS STOP LOCATION CONSIDERATIONS.............................................83
FIGURE 6-5: PROTECTED INTERSECTION ...............................................................71 TABLE 8-2: BUS STOP PLACEMENT........................................................................84
FIGURE 7-1: INTERSECTION CONFLICT POINTS......................................................75 TABLE 8-3: BUS STOP ZONE STANDARDS..............................................................85
FIGURE 7-2: INTERSECTION CORNER RADII...........................................................77 TABLE 8-4: BUS STOP AMENITIES..........................................................................89
FIGURE 7-3: RIGHT TURN LANE DETAIL.................................................................78 TABLE 8-5 : BUS STOP ZONE PASSENGER AMENITIES...........................................90
FIGURE 8-1: CURBSIDE BUS STOP FEATURES.........................................................85 TABLE 9-1: BEST FIT FOR STORMWATER TOOLS BY STREET TYPE&CONTEXT.....96
FIGURE 8-2: BUS PULLOUT FARSIDE ZONE............................................................86
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INTRODUCTION
Complete streets are designed and operated to and walking advocates, economic development this Program.The other Complete Streets
enable safe use and support mobility for all organizations and others. Program Documents include recommendations
users.Those include people of all ages and The County of Hawaiifor code changes and policy updates to
(COH or the County) is documents such as the General Plan,
abilities, regardless of whether they are undertaking the development of a complete
travelling as drivers, pedestrians, bicyclists, orSubdivision Ordinance, and Community
streets program to help meet the requirements
public transportation riders.The concept of of complete streets policy directives established Development Plans, as well as implementation
complete streets encompasses many in recent years.This follows a nationwide recommendations to identify best practices and
approaches to planning, designing, andmovement to revise outdated roadway design potential funding opportunities. Collectively,
the Program Documents are intended to
operating roadways and rights of way with all standards and policies that primarily focused on
users in mind to make the transportation provide standards, policy, and procedures that
p fast and efficient movement of automobiles.
network safer and more efficient.The complete can be implemented consistently throughout
streets philosophy is supported by many This County of Hawaii Street Design Manual COH planning and roadway design projects.
interest groups, including public health ("Manual") is one of the Program Documents
agencies,transportation practitioners, bicycling being prepared as part of the establishment of
COUNTY OF HAWAII STREET DESIGN MANUAL 1 1
1 .2 COMPLETE STREETS EFFORTS 757, which calls for the State Department of
IN HAWAII Transportation and the County transportation
departments to "adopt a Vision Zero policy that
Much has transpired across the State and on seeks to prevent and ultimately eliminate all
Hawaii Island over the past decade to advance traffic fatalities through a combination of HAWAH ISLAND
complete streets policy.The State of Hawai'i engineering, enforcement, education, and •
adopted the Hawai'i Complete Streets Act(Act emergency response strategies that focus on
54) in 2009. It required each County to adopt a equity."The Bill also requires the State Highway ACTION PLA N
Complete Streets Policy that results in a Safety Council, in collaboration with each of the
balanced, multimodal transportation network, County traffic or highway safety councils,to
which meets the needs of all users of streets, develop a Vision Zero Action Plan, and to report
roads, and highways, including motorists, findings to the legislature on or before January
1 2020. A final report must be resented to the !
pedestrians, bicyclists, children, persons with , p p
disabilities, seniors, movers of commercial legislature in 2021. I
goods, and users of public transportation.
On February 1, 2019, Mayor Harry Kim signed a
The COH responded to Act 54 by adopting proclamation to establish a Vision Zero Task
Force for Hawaii County.The Task Force
Resolution 171-11 on October 19, 2011,
supporting the establishment of a Hawai'i brought together a diverse group of
FINAL,Septi-WA
County Complete Streets Policy.A COH stakeholders including transportation
Complete Streets Program White Paper dated professionals, policymakers, State and County
agencies, public health officials, police, and comprehensive program of improvements to
a
October 2015 provides an overview of how the g Downtown Hilo to support multimodal access,
COH is approaching complete streets, community members to develop the County's
articulating the benefits and guiding principles
Vision Zero Action Plan,which occurred in safety, and connectivity and promote
coordination with efforts to develop this Downtown Hilo as a more walkable, bike-
to be followed.These are incorporated into this p
Manual. friendly community.The Transit and
Manual. Multimodal Transportation Master Plan (2018),
A related policy initiative that has recently In addition, several COH planning efforts at the Community Development Plans for several
emerged at the State and County level is Vision County, regional, and neighborhood scale have districts, and the current update of the General
Zero, a movement that seeks to prevent and focused on or incorporated complete streets. Plan also encourage and incorporate policies to
ultimately eliminate all traffic-related fatalities. This includes the Downtown Hilo Multimodal apply complete streets principles.
In May 2019, the State Legislature passed HB Master Plan (2018), which proposed a
COUNTY OF HAWAII STREET DESIGN MANUAL 1 2
COMPLETE STREETS GUIDING PRINCIPLES
This Manual identifies six Guiding Principles that are consistent with County policies for complete streets and Vision Zero.These are intended to guide
the design of the County's transportation network.
ALL AGES AND . ;ILITIES__W MULTIMODAL OPTIONS PRIORITIZE
Complete streets provide transportation Complete street networks accommodate all Complete streets prioritize safety and are
options for people of all ages and abilities, transportation modes, including pedestrians, aligned with Vision Zero principles,which
prioritizing the safety and accessibility of bicycles, public transit, commercial vehicles, maintain that traffic deaths and severe
vulnerable users, including children,the and passenger vehicles.They make it easier injuries are preventable and unacceptable,
elderly, and the disabled. As the National to walk to the market,take the bus to work, and that roadway design is a key element in
Complete Streets Coalition simply states, and bike to the park,thereby promoting preventing traffic deaths and crashes of all
"Complete Streets are streets for everyone." public health and encouraging sustainable kinds.
and economical modes of transportation.
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ENVIRONMENTALLY SENSITIVE CONTEXT • •
Complete streets encourage healthy, Complete streets are context sensitive by Complete streets are a long-term investment
environmentally friendly, and sustainable use honoring the surrounding neighborhood and that can save money over time. Complete
of the street network.This includes designing land uses. Complete streets are not one size streets bolster economic growth by
to encourage energy efficient travel and fits all and should be designed in cooperation promoting walkable, bikeable, and vibrant
incorporating streetscape features that with the local community and with input neighborhoods and downtowns and creating
increase resiliency and manage stormwater from stakeholders. safe and efficient connections between
runoff. destinations.
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COUNTY OF HAWAII STREET DESIGN MANUAL 1 3
1 .4 MULTIMODAL PRIORITY Implementing modal hierarchy may require an August 20, 2013, memo that encourages
trade-offs in prioritizing a preferred mode, such agencies to be proactive in providing for active
Improving the multimodal environment as reducing lane widths or right-of-way space transportation modes including walking and
requires the construction of dedicated facilities allocated to other modes. In places, a modal bicycling (see text box).
that accommodate all modes and users. hierarchy can be applied to an entire
Municipalities around the country have adopted neighborhood's transportation network as FIGURE 1-1:MODAL HIERARCHY
"modal hierarchies"to reflect the desired opposed to on a street-by-street basis,with an
prioritization of modes within a town or intent of creating a complete network of streets A
neighborhood.The hierarchy becomes a that can accommodate users across a larger P�lO�lty I
benchmark by which improvements can be area.This has been recommended for
proposed and evaluated. Downtown Hilo as presented in the Downtown =
A modal hierarchy is recommended for Hawaii Hila Multimodal Master Plan (2018). 2
Island that prioritizes pedestrians, followed by The Federal Highway Administration (FHWA)
bus transit, bicycles, and passenger vehicles, as Flexibility in Highway Design (2014) provides
shown in FIGURE 1-1.This reflects the desire of guidance on the implementation of design `V
the County to prioritize its most vulnerable flexibility as a way to consider roadway use and
users (pedestrians) as a part of an island-wide context. Specifically, FHWA issued guidance in
Vision Zero initiative. It also reiterates the need
to improve bus transit service and access as a AUTO
sustainable and equitable means of supporting
travel across an expansive rural transportation
network. In certain places,the hierarchy can
shift to reflect surrounding land uses and The US DOT Policy Statement on Bicycle and Pedestrian Accommodation
desired character. In town cores,village Regulations and Recommendations (2010)states that the "..DOT encourages
centers, and along Business Streets, non-
transportation agencies to go beyond the minimum requirements and proactively
motorized modes including pedestrians and provide convenient, safe, and context-sensitive facilities that foster increased use by
bicycles should take priority over transit. In bicyclists and pedestrians of all ages and abilities, and utilize universal design
industrial areas, along Industrial Streets, heavy characteristics when appropriate."
vehicles may take priority over other vehicular
modes.These recommendations are indicated
in the discussion of Street Types in Chapter 2. '----- `
COUNTY OF HAWAII STREET DESIGN MANUAL 14
SE OF THIS MANUAL
APPLICABILITY PU . POSF INTENDED USERS
is Manual applies to all streets under the Otoo
is an n e for use by:
authority of the County of Hawai'i, including Provide box of design treatments that Landowners, developers, planners, and
private roadways that are required to be support complete streets principles and design professionals,to understand the
designed to COH standards or may be dedicated context-sensitive design; County's expectations for travelway design
to the COH in the future. It does not apply to Align travelway design standards with throughout project development;
roadways under State or Federal authority, County planning and policy; Planners, designers, and engineers of County
although coordination is strongly encouraged Incorporate national best practices into roadway projects and adjacent land uses;
between jurisdictions. This Manual applies to County standards and details for travelway 4 Plan reviewers and decision-makers,to
both the design of new roads and the retrofit of design; and, evaluate projects based on established
existing roads. It updates and supersedes the Provide a process for context sensitive standards and best practices; and,
Standard Details for Public Works Construction, travelway design with community Community members,to provide an
which was last officially updated in 1984, unless involvement. understanding of travelway design principles.
otherwise noted or included in Appendix B.
MANUAL ORGANIZATION
Following this introductory chapter,the Manual is organized as follows:
Chapter 2 provides street types, network standards, and typical cross-sections.
�x
Chapter 3 includes standards for travelway design.
Chapter 4 provides treatments for the pedestrian zone.
Chapter 5 addresses pedestrian crossing design.
Chapter 6 offers tools and standards for facilities to accommodate people on bicycles. V.
Chapterprovides stan•. • • design of •Chapter 8 addresses transit facilities and accommodation.
Chapter 9 provides standards for trees, landscaping, and other streetscape elements.
Chapter1 outlines • completedesign • •
Appendix A provides a listing of other applicable plans, standards, and guidelines.
Appendix B includes applicable design details for standards referenced in the text.
Appendix provides • instructions. r i -
DESIGN PROCESS I
Determine applicable street type(s) (Ch. 2).
Design snoula occur T-73--ugh a context- 2. Identify constraints, opportunities, and users to be
sensitive process
stakeholders residents, accommodated.
landowners,business owners,
processagencies.The . identify
appropriate design 3. Identify priority design treatments (Chapter 2) to inform
specific location, corridor, initial concepts with stakeholder input.
neighborhood includes the steps listed .
right(see Ch. 0for .
4. Consult the Manual (Ch. 2-9) for design standards and
treatment options.
5. Consult additional relevant standards, plans, and
- guidelines (Appendix A).
6. Coordinate with agencies for permits & review
- processes.
7. Engage stakeholders and the public in developing and
vetting concept designs.
8. Complete the design checklist to document final design.
COUNTY OF HAWAII STREET DESIGN MANUAL 6
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.y STREET TYPES &
NETWORKS
2. 1 INTRODUCTION a variety of contexts and conditions FHWA highway functional classification
representative of County travelways on Hawai'i categories include:
Street types establish required rights-of-way Island.This Chapter also describes standards for Interstate (not included within COH)
and design standards associated with each type the design of street networks to accommodate Freeways & Expressways (not included
of travelway.They are established based on all modes and types of users. within COH)
elements including traffic volumes, surrounding 4 Principal Arterials
land uses, number of access points (driveways, 2.2 STREET TYPES 4 Minor Arterials
intersections, etc.),whether they provide Street types for Hawai'i Island are consistent 4 Major and Minor Collectors
regional vs. local access, and speed. with those identified in the County Code 4 Local Roads
Categorizing streets by type enables the design Section 23-41. Curbed and curbless street type
of facilities to be appropriate to the surrounding sections are provided as applicable to reflect 222 County Street Typology
neighborhood and to prioritize the appropriate the range of existing conditions and land uses The County of Hawai'i uses street typologies to
users (i.e., pedestrians in a downtown area, across Hawai'i Island. Street type sections are provide a contextual approach that considers
bicyclists along a primary bike route,transit provided for new development and retrofits, in the adjacent land use, separate from that of the
along a transit corridor). acknowledgement of the constraints present in functional classification system. Travelways are
Street network design provides an opportunity designing within many existing rights-of-way. further classified into curbed and curbless
street cross sections which are labeled urban
to accommodate all users and modes through a Each travelway under the jurisdiction of the and rural respectively.The determination of
combination of street types designed with the County shall be labeled using the FHWA whether an area is urban or rural shall come
appropriate modal priority, block sizes that highway functional classification and County of from the Community Development Plans,
support walkability, and connectivity to reduce Hawai'i street typologies noted in this section. General Plan, or other supporting land use
the distances required to travel between
designations. A complete network of streets can 2,21 Functional Classification documents.The street typologies are included
support people getting where they need to go System in Chapter 23 of the Hawai'i County Code and
safely, however they choose to travel. FHWA highway functional street classification are further defined in TABLE 2-1:
systems use a hierarchy to group classes of Parkways (currently owned by State
This Chapter provides definitions and guidance streets based on the relative emphasis of within COH)
for applying street typologies to existing and vehicle mobility versus property access.The Primary Arterials (currently owned by
new roadways in the County of Hawai'i. Priority system is used to design roads that support State within COH)
design treatments and typical street sections different speeds,volumes, and types of traffic. 4 Secondary Arterials
for both new development and retrofits are This classification system is used to determine 4 Business & Industrial Streets
provided for each street type to guide eligibility for Federal Aid Highway funding. 4 Collector Streets
application of complete streets principles across 4 Minor Streets
COUNTY OF HAWAII STREET DESIGN MANUAL 1 9
TABLE 2-1:COUNTY STREETTYPOLOGY DEFINITIONS
STREET TYPE DESIGNATION/FUNCTION -,.VAMPLES --J CHARACTERISTICS
od
• Connects regions and towns
• Volcano Highway(Route 11) • Lanes 2-5
PARKWAY* • Includes dividing island or median strip • Queen Ka'ahumanu Highway . Traffic Volume: High
(Route 19)
----------------------------------- •-----------------• -------------------------------------------------------------------------
PRIMARY Connects regions and towns • Mamalahoa Highway(Route 11) • Lanes 2-5
•
ARTERIAL* • Hawai'i Belt Road (Route 19) • Traffic Volume: High
----------------------------------------------------------------------------------------------------------------------------------------- ---------------------------------------
SECONDARY • Serves local and visitor traffic • Henry Street • Lanes: 2-5
• May carry heavy truck traffic
ARTERIAL • Fewer access points than a Collector Street Waikoloa Road Traffic Volume: High
------------------------------------------------------------
COLLECTOR ----------------------------------------------
• Serves mostly local traffic • Kilauea Avenue • Lanes: 2-3
• Serves mixed use destinations Kinoole Street
STREET Traffic Volume: Medium
• More access points than Arterials • Wainaku Street
--------------------------------------------------------------------------------------------------------------------------- -----------------
BUSINESS • Serves through and local functions • Keawe Street . Lanes: 2-3
• Typically found in town cores and village centers • Ali'i Drive . Traffic Volume: Medium
STREET . Higher pedestrian volume • Pahoa Village Road
----------------------------------------------------------------------------------------------- ------------------------------------------------------------
INDUSTRIAL • Serves industrial and heavy commercial areas • Halekauila Street • Lanes: 2-3
STREET • Serves larger vehicles • Melekahiwa Street • Traffic Volume: Low to High
------------------------
MINOR • Alu Street
• Serves residential, low density development, and • Lanes: 2
STREET agriculture Iwalani Street
• Traffic Volume: Low
• Mud Lane
* When street falls under HDOT jurisdiction,this Manual does not apply.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 10
The County of Hawai'i street typology aligns with the functional classification system, as shown in TABLE 2-2.
TABLE 2-2:COH STREETTYPES VS FHWA FUNCTIONAL CLASSIFICATIONS
CountyFHWA Functional of • -
Classification Primary Secondary • • Business Industrial
Arterial Arterial Street Street Street
Principal Arterial ✓ ✓
Minor Arterial ✓ ' -
Major Collector ✓ ✓ ✓
Minor Collector ✓ ✓ ✓ ✓
Local Street ✓ ✓
2.2.3 Priority Design Treatments
The matrix in TABLE 2-3 on the following page summarizes the suitability and prioritization of various design treatments for application on street types
and intersections in the County of Hawai'i.Additional information about each street type and design treatment is provided in subsequent chapters of
the Manual. Design treatments are classified by priority for each street type, from Incorporate (1)to Not Recommended (5):
1 - Incorporate 2 - Priority 3 - Accommodate 4 - Limited Circumstances 5 - Not Recommended
---- ----- ; ; ----------------------------, -- ------------------------------------, ------------,
These design These design These design treatments These design treatments These design treatments are
treatments shall be treatments should be should be considered for may be incorporated into generally not recommended
incorporated into all incorporated into all incorporation into projects on street improvement projects for use on designated street
projects on designated projects on designated designated street types if on designated street types in types.
street types. street types. adequate space is available a limited number of
after accommodating all circumstances such as, but
priority 1 and 2 treatments. not limited to, near schools,
Consideration should be given transit stops, trails and other
to the surrounding context and non-auto-oriented trip
desired function of the street. generators.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 11
TABLE 2-3:PRIORITY DESIGN TREATMENTS TABLE
SECTIONSTREET •
COMPONENT TREATMENT ki
3.2 Design/Target Speed Per HDOT 30-40 mph 25-35 mph 15-25 mph 25 mph 15-25 mph
3.3 Design Vehicle Per HDOT City Bus City Bus SU-30 WB-50 SU-30
3.4 Lane Width 11' 11' 11' 11' 10' 11' 10'
TRAVELWAY 3.9 Raised Medians 1 2 2 3 3 4 5
3.9 Traffic Calming/Speed Reduction 4 4 4 3 2 4 3
7.7 Left-Turn Lanes Acceptable on high-speed roads or in urban areas where volumes necessitate(See guidelines for exceptions)
7.7 Right-Turn Lanes Should be generally avoided unless volumes necessitate(See guidelines for exceptions)
3.6.1 On-Street Parking 5 4 4 3 2 3 3
PARKING LANE 4.5.3 Parklets 5 4 4 4 3 4 5
6.7.2 Bike Corrals 5 4 4 4 3 4 5
7.2 Roundabout 3 3 3 3 3 3 3
INTERSECTION 7.4 Corner Radii 28'effective curb radius default(See guidelines)
mmo 7.4 Curb Extensions 5 4 4 3 2 4 3
13.8 Signage Where deemed necessary(See guidelines)
5.3 Marked Crosswalks All legs of signalized intersections and other places where determined per analysis(See guidelines)
PEDESTRIAN 5.6 Crosswalk Lighting At all pedestrian crossing locations(See guidelines)
CROSSING 5.7.1 Pedestrian Signals At all signalized intersections where there is an existing or potential use by pedestrians(See guidelines)
5.7.1 Pedestrian Scrambles 5 4 4 4 3 4 5
5.7.2 Pedestrian Hybrid Beacon Where warranted(See guidelines)
5.7.3 Rectangular Rapid-Flashing Beacon Where deemed necessary(See guidelines)
6.3.1 Bike/Shared-Use Paths 2 2 2 3 3 3 4
6.3.2 Bike Lanes 5 4 4 3 3 3 4
6.3.2.2 Separated Bikeways 4 3 3 2 2 3 5
BICYCLE FACILITY 6.3.2.3 Raised Bikeways 5 3 3 3 3 3 5
6.3.3 Paved Shoulder Bikeways Should be incorporated into most rural travelways(See guidelines)
6.3.5 Shared Roadways 5 5 5 4 4 4 3
6.3.5.2 Bicycle Boulevards 5 5 5 5 4 5 4
SIDEWALK ZONE 4.2 Pedestrian Zone 5' 5' 5' 5' 8' 5' 5'
(MINIMUM WIDTH) 4.2 Furniture Zone 5' 5' 5' 5' 4' 3' 3'
3.10 Street Lighting 1 1 1 1 1 1 4
STREET 4.2 Seating 5 4 4 4 3 4 4
FURNISHINGS 4.2 Street Trees 4 3 3 3 2 4 3
4.5.2 Public Art 4 4 4 3 2 4 4
COUNTY OF HAWAII STREET DESIGN MANUAL 12
2.2.4 Definitions & Typical Sections
Flexibility in design is important to ensure street context and constraints Design concepts developed through a community design process
are taken into account. New construction has the ability to provide for all authorized or accepted by the COH Planning Department or Department
travel modes by incorporating best practices into sufficient right-of-way, of Public Works may be accepted by the respective Director. Due to right-
while the retrofit of existing travelways is often more constrained, of-way and other limitations, retrofit of existing streets may not be able
requiring flexibility in design to determine how each mode can be to comply with the standard sections. In these cases, the Planning
adequately and safely accommodated. Department or Department of Public Works will determine the
The following sections provide definitions and typical sections for the appropriate street section to accommodate all roadway users to the
street types identified in this Manual. Where roadway sections of greatest extent feasible, modeled after the street sections in this chapter
sufficient detail are provided in Community Development Plans or others but adjusted to fit the right-of-way constraints and other limitations.
(e.g., neighborhood plans, corridor plans, etc.),the sections shown in Justification for modified street sections shall be documented in a letter
those documents shall take precedence over the typical County standard or memo to be kept in the project file.
street sections here within.
�• � � � '�' �• - RBC "�
� ,• 'sem „�: 'u^6. __��_ � � �� -
�tfM
2.2.4.1 New Construction
New construction has the ability to provide for all modes within a given right-of-way. In determining the right-of-way width, care should be taken to
accommodate the needs of all current and future multimodal users, with the most vulnerable receiving the highest priority in design. Standard typical
sections of each COH street typology are provided in
15fy 56ft 15ft
86ft Right-of-Way 2' FIVE TRAVEL LANES 2'
■
M,h PRIORITY LANDSCAPE/ LANDSCAPE/ STREET
OPTION Hlgh —) Low Shared-Use Path FURNITURE TRAVELWAY CURBSIDE FURNITURE Shared-Use Path TYPOLOGY
ZONE CURBSIDE I I I ZONE
10' 5' 12' 11' I 11' S' 101
Travel Lane Travel Lane Turn Lane/Median, Travel Lane Travel Lane
'< 15ft 34ft 15ft
64ft Right-of-Way I 6� 2 THREE TRAVEL LANES 2'
High Low PEDESTRIAN SEPARATED LANDSCAPE LANDSCAPE/ SEPARATED PEDESTRIAN
ZONE BIKEWAY FURNITURE
CURBSIDE CURBSIDE FURNIT
11 Travel Lane URE BIKEWAY ZONE
ZON5' 5' 5' 11'Travel Lane 12'Turn Lane 5' 5' 5'
IE 17ft 36ft I 17ft
70ft Right-of-Way6 2 TWO TRAVEL LANES 2 6 I
High Low PEDESTRIAN SEPARATED LANDSCAPE/ LANDSCAPE/SEPARATED PEDESTRIAN
ZONE BIKEWAY FURNITUR I I
FURNITURE
BIKEWAY ZONE
ZONE CURpBSIDE CURBSIDE ZONE
n 8' 5' 4' 8'Parking I 1 O'Travel Lane 1 O/Travel Lane 8'Parking 4' 5' 8,
IE 13ft 38ft 13ft
6"
64ft Right-of-Way TWO TRAVEL LANES
High Low PEDESTRIAN SEPARATED FURNITURE FURNITURE SEPARATED PEDESTRIAN
ZONE BIKEWAY ZONE I I CURBSIDE CURBSIDE ZONE BIKEWAY ZONE
�
50
5'
3'
r 8 Parking 3 I r r I r r r r
8 Parking 11 Travel Lane 11 Travel Lane I 5 5
8ft 36ft 8ft
52ft Right-of-Way 6 2 TWO TRAVEL LANES 2 6"
PEDESTRIAN LANDSCAPE/ LANDSCAPE/PEDESTRIAN
High Low ZONE FURNITURE FURNITURE
ZONE CURBSIDE I I CURBSIDE ZONE ZONE
0 0 5I / r I / I I I
3 8 Parking I 1 O Travel Lane 1 O Travel Lane I 8 Parking 3 5
� I
COUNTY OF HAWAII STREET DESIGN MANUAL 14
A. Parkway (Rural)
Parkways are defined as high speed, high volume, major roadways that connect regions and towns. Such facilities should only be located in exurban or
rural areas. It is because of this that only a rural cross section has been provided. Parkways are similar to Arterials but have an emphasis on the median
which can be of varying widths. Parkways may serve limited access areas whereas Primary Arterials are less likely to provide that function. All ages and
abilities bicycle and pedestrian travel should primarily occur in the off-street path separated from the travelway, however some more confident cyclists
may find the shoulder more accommodating. Currently, Parkways in Hawai'i County are owned and operated by the Hawai'i State Department of
Transportation (HDOT).
, o
4� �
a
snared-use; Swale/ v Travel Travel Turn Turn } —
Path � Median Travel Travel Swale/ snared-use,
;cPedestrlan/,Furniture z , Lane Lane Lane/ ; Lane/ Furniture Patn
'Cyclist Zone) zone W 2' ; Median; Lane ; Lane Cycdos,rian/'
� Median Zone 'Cyclist zone,;
10' 10' 10'1 11' 11' 11' ' Varies 11' 11' ' 11' 10' 10' 10'
Min.; Min. I Min. Mina
Buller Buffer
(e.g.Rumble Strips) Right-of-Way 300' (e.g.Rumble Strips)
COUNTY OF HAWAII STREET DESIGN MANUAL 15
B. Primary Arterial (Rural)
Primary Arterials are defined as high speed, high volume, roadways that connect regions and towns. Similar to Parkways, only rural cross sections have
been provided. However, where Primary Arterials extend into urban areas, aspects of a Secondary Arterial (Urban) may be used. Primary Arterials have
the highest level of access control and thus provide stipulations on the spacing of full-access intersections. All ages and abilities bicycle and pedestrian
travel will primarily occur in the off-street path separated from the travelway, however some more confident cyclists may find the shoulder more
accommodating. Currently, Primary Arterials in Hawaii County are operated by HDOT.
_ ct\
-– Shared-Use Swale/ – are -Use
Path Shoulder �� Travel Lane Travel Lane Travel Lane Travel Lane ;_Stoulde. Swale/
(Pedestrian/ Furniture =E Path
Furniture
Zone m� ; (Pedestrian/ ;
Cyclist Zone) 2'—� 2' Zone
_ Cyclist Zone)
10' Min. 10' Min. 11' 11' 11' 11' 10' 10° Min. 10' Min.
Right-of-Way 120'
COUNTY OF HAWAII STREET DESIGN MANUAL 16
C. Secondary Arterial (Urban)
Secondary Arterials provide local access and regional circulation.These roadways likely carry heavy truck traffic and have fewer access points than
Collectors. Because of their high traffic volume, Secondary Arterials can be a significant barrier for people walking if not designed for with frequent
crossings, especially at heavily used bus stops or locations with pedestrian activity.All ages and abilities bicycle and pedestrian travel will primarily occur
in the off-street path separated from the travelway by a curb/furniture zone (urban) or shoulder/swale (rural), however some more confident cyclists
may find the travel lane or shoulder more accommodating.
FIGURE 2-4: SECONDARYARTERIAL TYPICAL CROSS SECTION(URBAN)
JC• �/ JI YV
A, -K
T`Mal
�
Frontage , �
FZone e Shared-Use co: Travel Lane Travel Lane i I Center Turn I Travel Lane Travel Lane 1 1 1 o Shared-Use Frontage
Path , E I Lane/Median) 11 I M,m Path Zone
(Pedestrian/ c '-,2'Gutter I I 1 1 2'Gutter4 11 - ,`' I(Pedestrian/
Cyclist Zone) \ I I•� 1'offset for�+I �I 1 Cyclist Zone)
� 6"Curb 6"Curb I �
U_ I I continuous median ILL
10' 5' ! 11' 12' , ' ' 10,
Curb-to-Curb 56'
Right-of-Way 86'
COUNTY OF HAWAII STREET DESIGN MANUAL 17
D. Secondary Arterial (Rural)
FIGURE 2-5: SECONDARY ARTERIAL TYPICAL CROSS SECTION(RURAL)
Ell,
=F,11t1g1Shared-Use Swale/ Shoulder s Travel Lane i Center Turn Travel Lane z�R(Pedestrian/ Shoulder I Swale/ Frontage
Zone Path Furniture m=i i Lane/Median m= I Furniture Zone
I I
Cyclist Zone) Zone 1 2'l i 2'--� Zone
10' X10' Mina 10' 11 12' 11 ' 10' i Varies
I I I I I I
Right-of-Way 86'
COUNTY OF HAWAII STREET DESIGN MANUAL 18
E. Collector Street (Urban)
Collector Streets provide local access and serve mixed use destinations. Collector Streets typically have more access points than Arterials. Collector
Streets should provide safe and inviting places to walk with direct access to local stores and schools. Collector Street design can combine stormwater
management features, curb extensions, vertical speed control elements, and bicycle facilities that encourage safe speeds and attenuate through traffic.
Designated bicycle facilities are recommended while on-street parking is not appropriate in most segments.
FIGURE 2-6: COLLECTOR STREETTYPICAL CROSS SECTION (URBAN)
ILI
gee mea ma - •iso l� .r _ _ p,yV'
Frontage ti o i I , Travel Lane Center Turn Travel Lane ; ; v
Zone w i I a N ✓Frontage
o v v i I Lane/ , I ; � v v N c Zone
-0 CLa cn m .� :4,"2'Gutter Median 2'Gutter%"' i s °o v N
� I\6"Curb V offset for—+ �i J �
median island 6"Curb I i LL
5' , 5' S' , 12' 111
5' 5' ; 5'
L� Curb-to-Curb 34' 71
Right-of-Way 64'
COUNTY OF HAWAII STREET DESIGN MANUAL 19
F. Collector Street (Rural)
FIGURE 2-7: COLLECTOR STREETTYPICAL CROSS SECTION (RURAL)
r
D
7
Frontage Shared-Use Path' Swale/ Shoulder ITravel Lane Travel Lane Shoulder Swale/
Frontage
Zone (Pedestrian/ Furniture (Pedestrian/ = I I = (Pedestrian/ Furniture f Zone
Cyclist zone) Zone Cyclist Zone) a,I I ob Cyclist Zone) Zone
m' I I Im
a L 2' I I 2'
10' 1 10' 1 10' I 11' 10' Varies
1 1
Right-of-Way 64'
COUNTY OF HAWAII STREET DESIGN MANUAL 20
G. Industrial Street (Urban)
Industrial Streets serve industry and heavy commercial areas.They should be designed to serve larger vehicles with a low travel speed. Industrial Streets
typically have low to medium traffic volume with 2-3 vehicle lanes. Bicycle and pedestrian facilities are recommended along Industrial Streets in urban
areas. On-street parking may be considered where pedestrians and bicycles have been adequately accommodated.
FIGURE 2-8: INDUSTRIAL STREETTYPICAL CROSS SECTION (URBAN)
r j _ z
tj
� • � `ill i� �X'
Frontage c ISeparatedl N I i Parking I Travel Lane I Travel Lane I Parking 1 o (Separated I o Frontage
Zone aj N I Bikeway v I I I I i 1 N I Bikeway I c
a Zone
�
d I I •T 2 Gutter I I 1 2'Gutterr
I I I 6"Curb I I I 6"Curb's
5' ; 5' I 3, I $, I I 81
13' I 5' 5,
Curb-to-Curb 38'
Right-of-Way 64'
COUNTY OF HAWAII STREET DESIGN MANUAL i 21
H. Industrial Street (Rural)
FIGURE 2-9: INDUSTRIAL STREETTYPICAL CROSS SECTION(RURAL)
Or Arv17
` X
J� Swale/ S1i171 pqM Travel Lane i Travel Lane Should' Swale/
Frontage Furniture (Pedestrian/ m01\ I �m (Pedestrian/ Furniture Frontage
Zone Zone I Cyclist Zone) 2' (e.g.Delineator) I (e.g.Hatched) 2' Cyclist Zone) Zone Zone
Varies 11' ' 11' i Varies
Right-of-Way 64'
COUNTY OF HAWAII STREET DESIGN MANUAL 22
I. Minor Streets (Urban)
Minor Streets serve local traffic and provide access to low-density development such as single-family homes and agriculture land uses. Minor Streets in
urban/residential areas should have sidewalks. People on bikes may share the road where low speed, low volume,traffic exists. Similarly, in rural areas
where low speed, low volume,traffic exists, both pedestrians and bicycles may share the road. Otherwise, off-street facilities are recommended.
'IGURE 2-10: MINOR STREETTYPICAL CROSS SECTION (URBAN)
Zi
r/ ;v '.�V b,1. "{� P �b�_ P '•
L�I
i' -t -
Z '
Frontage PedestrianaN i I Parking I Travel Lane I Parking I v o i Pedestrian Frontage
Zone Zone , I ; I 1'" 1 I Zone Zone
1 E ' 2'Gutter I t. I 2'Gutter I i 'c I
6"Curb 1 1'; 1 6"Curb
1 I I 1 LL
51 1 31 8, 10' 10f 1 81 3' ; 51
Curb-to-Curb 36'
Right-of-Way 52'
COUNTY OF HAWAII STREET DESIGN MANUAL 23
J. Minor Street (Rural)
FIGURE 2-11: MINOR STREETTYPICAL CROSS SECTION (RURAL)
Lill I
Swale/ Travelway Swale/
Furniture Zone Furniture Zone
Varies 181-20' Varies
Right-of-Way 52'
COUNTY OF HAWAII STREET DESIGN MANUAL 24
K. Business Street (Urban)
Business Streets serve through and local functions and are typically found in town cores and village centers. It is because of this that only an urban cross
section has been provided. These streets have medium traffic volumes with a low target speed. Because of their high pedestrian volume and focus on
adjacent businesses, Business Street design should prioritize pedestrians and bicyclists. On-street parking may be considered along Business Streets
where pedestrians and bicyclists have been adequately accommodated.
V
--
i
CL) QJ
Frontage v M a o , Parking I Travel Lane Travel Lane Parking , c
Pedestrian m 6 3 m I ' i n o Pedestrian Frontage
Zone ,� a� v i I ' I N aY3i m Zone
cn Zone
Zone
� cn m M .� , 2'Gutter 2'Gutter'�f� M •� cn m 3
I ; 6"Curb I I 6"Curb . ' J
8 ; 5' 4' ; 8' 10' 10' 8' 4' 5' 8'
I' Curb-to-Curb 36' A
Right-of-Way 70'
COUNTY OF HAWAII STREET DESIGN MANUAL 25
2.2.4.2 Right-of-Way Retrofits
Projects affecting the existing right-of-way, including but not limited to pavement rehabilitation, re-striping, and adjacent property redevelopment can
present an opportunity to reconfigure travelways to better accommodate multimodal users. Working within existing rights-of-way as well as other
constraints means that often the designer must make compromises in order to safely accommodate all users. Where connected transportation networks
exist, this may mean providing for alternate modes of travel along parallel corridors. However, where this is not an option,this may require reducing
number of lanes or lane widths. A variety of retrofit options that prioritize the most vulnerable users for each street type are proposed in FIGURE 2-13,
FIGURE 2-14, FIGURE 2-15 and FIGURE 2-16.
FIGURE 2-13:TYPICAL STREET SECTIONS(URBAN)-RETROFIT OPTIONS
60ft Right-of-Way I lofta Z MEN
I 40ft - z6, loft
40ft Curb to Curb
MODAL PRIORITY LANDSCAPE/ CURBSIDE CURBSIDE LANDSCAPE/
JT
Hi h Low PEDESTRIAN FURNITURE (BIKEWAY/ TRAVELWAY (BIKEWAY/ FURNITURE PEDESTRIA
OPTION ZONE ZONE PARKING) PARKING) ZONE ZONE
TWO TRAVEL LANES
5' 5' 6'Bike Lane 3' '=r 11'Travel Lane 11'Travel Lane 3 Buffer6 Bike Lane 5' 5'
THREE TRAVEL LANES(Climbing Bike Lane)
5 5
5' 5' 11 Travel Lane I 12'Turn Lane 11'Travel Lane 6'Bike Lane '
I I
L L q TWO TRAVEL LANES
6' 4' 6'Bike Lane 1 O Travel Lane 1 O'Travel Lane 6'Bike Lane S'Parking 4' 6'
TWO TRAVEL LANES(One-Way Couplet)
I I
° r
° 6' 4' 7.5'Parking I 1 O Travel Lane I 1 O,Travel Lane 5r Bike Lane (.5r Parking 4'
6r
I
I
THREE TRAVEL LANES(Or at Intersection)
�J 6' 4' 5'Bike Lane 1 O'Travel Lane 10'Turn Lane 1 O'Travel Lane 5'Bike Lane 4' 6' Street
TWO TRAVEL LANES
� 8, I I 8r
e
�o Bike/ 2' 9'Parking I 11'Travel Lane 11'Travel Lane 9'Parking 2' Bike/
Pedestrian I I Shared-PedestrUsiane
Shared-Use
Path Path
COUNTY OF HAWAII STREET DESIGN MANUAL 26
FIGURE 2-14:TYPICAL STREET SECTIONS(URBAN)-RETROFIT OPTIONS(CONT.)
I
60ft Right-of-Way1 7ft 46ft -7ft
46ft Curb to Curb
MODAL PRIORITY STREET
High Low PEDESTRIAN FURNITURE CURBSIDE TRAVELWAY CURBSIDE FURNITURE PEDESTRIAN TYPOLOGY
OPTION ZONE ZONE (BIKEWAY/PARKING) (BIKEWAY/PARKING) ZONE ZONE (USE)
TWO TRAVEL LANES
5' 2' 8' 4' 11'Travel Lane 11 ITravel Lane 4' 8' 2' 5'
Bike Lane Bike Lane
(Includes 2'G utter) Buffer Buffer (Includes 2'Gutter)
THREE TRAVEL LANES(Climbing Bike Lane)
o05' 2' 6' 11'Travel Lane I 12'Turn Lane I 11F Travel Lane 6' 2' 5' �Street
Bike Lane I I Bike Lane
t i
TWO TRAVEL LANES �]Q
• - ° ° 5' 2' 8' 5' 10 Travel Lane 1 O'Travel Lane 5' 8' 2' 5'
Parking Bike Lane Bike Lane Parking
TWO TRAVEL LANES(One-Way Couplet)
5' 2' 8' I 1 O Travel Lane i 10'Travel Lane 1 9' 3' 6'
2P 5
Parking I I Parking Buffer Bike Lane
THREE TRAVEL LANES(Or at Intersection)
° 5' 2' 6' 2' 10' 10' 10' 2' 6' 2' 5'
Bike Lane Buffer Travel Lane Turn Lane Travel Lane DL,'.ef Bike Lane
TWO TRAVEL LANES
5' 2' 7' 5' 11'Travel Lane 11'Travel Lane 5' 7' 2' 5' '
Parking Bike Lane Bike Lane Parking
COUNTY OF HAWAII STREET DESIGN MANUAL 27
FIGURE 2-15:TYPICAL STREET SECTIONS(URBAN)-RETROFIT OPTIONS(CONT.)
120ft Right-of-Way 1Oft T 100ft 10ft
100ft Curb to Curb 6 z z 6
MODAL PRIORITY LANDSCAPE/ TRAVELWAY LANDSCAPE/ STREET
High Low PEDESTRIAN FURNITURE CURBSIDE CURBSIDE FURNITURE PEDESTRIAN TYPOLOGY
OPTION g ZONE ZONE (BIKEWAY) FIVE TRAVEL LANES (BIKEWAY) ZONE ZONE (USE)
6 Bike Lane 6 Bike Lane 4'
L r
r V
o 0 6' 4' 11' I 11' Turn Lanes/ 11' I 11' ,
3' Median
Buffer Travel Lane i Travel Lane Travel Lane i Travel Lane 3 Buffer
90ft Right-of-Way 8ft 74ft 8ft
74ft Curb to Curb e 2 z e
MODAL PRIORITY FURNITURE TRAVELWAY FURNITURE STREET
PEDESTRIAN ZONE CURBSIDE CURBSIDE ZONE PEDESTRIAN TYPOLOGY
OPTION High Low ZONE FIVE TRAVEL LANES ZONE (USE)
(BIKEWAY) (BIKEWAY)
6' 21 6 Bike Lane 11' 11' Turn Lanes/ 11 11 6Bike Lane 2r !r
3 v
Travel Lane Travel Lane Median Travel Lane Travel Lane 3
80ft Right-of-Way 8ft 64ft 8ft
64ft Curb to Curb 6,. 2' Z' e
MODAL PRIORITY FURNITURE TRAVELWAY FURNITURE STREET
High Low PEDESTRIAN ZONE CURBSIDE CURBSIDE ZONE PEDESTRIAN TYPOLOGY
OPTION ZONE (BIKEWAY) FOUR TRAVEL LANES (BIKEWAY) ZONE (USE)
r r
0 - 6r 2, /Bike Lane 11r 11'
11'
11 6,rBike Lane 2'
`r . ..
'174 Travel Lane Travel Lane Travel Lane Travel Lane 4
50ft Right-of-Way I f 7ft36ft 7ft-�I
36ft Curb to Curb ' 6" z' r 6"
MODAL PRIORITY FURNITURE TRAVELWAY FURNITURE STREET
OPTION High Low PEDESTRIAN ZONE CURBSIDE TWO TRAVEL LANES CURBSIDE ZONE PEDESTRIAN TYPOLOGY
ZONE (PARKING) (PARKING) ZONE (USE)
I y T I
o o
5' 2' $ Parking r $r Parking 2' 5
lVJ""lVJ 20 Travelway
COUNTY OF HAWAII STREET DESIGN MANUAL 28
FIGURE 2-16:TYPICAL STREET SECTIONS(RURAL)-RETROFIT OPTIONS
300ft
300ft Right-of-Way ' ML
MODAL PRIORITY SWALE/ TRAVELWAY SWALE/
High LOW PEDESTRIAN/ FURNITURE FIVE TRAVEL LANES FURNITURE STREET
CYCLIST ZONEZONE EOP EOP ZONE TYPOLOGY
' .
10' Varies 10' 11' I 11' TuroLaane/ 11' I 11' 10' Varies
Shared-Use Path Shoulder Travel Lane Travel Lane Median Travel Lane Travel Lane Shoulder
120ft
120ft Right-of-Way
PEDESTRIAN/ SWALE/ FIVE TRAVEL LANES SWALE/
CYCLIST ZONE FURNITURE ZONE EOP EOP FURNITURE ZONE
10' Varies 10' 11 11' 12' 11' I 11' 10'
o o Turn Lane/ I Varies
Shared-Use Path Shoulder Travel Lane Travel Lane Median Travel Lane Travel Lane Shoulder
86ftML
80ft Right-of-Way
TRAVELWAY
PEDESTRIAN/ SWALE/ SWALE/
CYCLIST ZONE FURNITURE ZONE EOP THREE TRAVEL LANES EOP FURNITURE ZONE
10 Varies 10' 11' 12' 11' 10' . ..
LR2m--m
Turn Lane/ Varies
Shared-Use Path Shoulder Travel Lane Median Travel Lane Shoulder
64ft '
64ft Right-of-Way
PEDESTRIAN/ SWALE/ TRAVELWAY SWALE/
CYCLIST ZONE FURNITURE ZONE EOP THREE TRAVEL LANES EOP FURNITURE ZONE
. - 10' 1 p' 10' 11' 11' 10'
'
Shared-Use Path Shoulder Travel Lane Travel Lane Walkable/Bikeable Varies
Shoulder
'F 64ft
64ft Right-of-Way 1 1
SWALE/ TRAVELWAY SWALE/ STREET
FURNITURE ZONE EOP THREE TRAVEL LANES EOP FURNITURE ZONE TYPOLOGY
Varies 10' 11' 11' 10'
0 Varies '
Walkable/Bikeable Travel Lane Travel Lane Walkable/Bikeable
Shoulder Shoulder
52ft
50ft Right-of-Way
SWALE/ TRAVELWAY SWALE/ STREET
FURNITURE ZONE EOP TWO TRAVEL LANES EOP FURNITURE ZONE TYPOLOGY
Varies � T r Varies m 18'-20'
COUNTY OF HAWAII STREET DESIGN MANUAL 29
2.3 STREET NETWORKS
A well-connected street network design increases accessibility for all users, especially people on foot and on bicycles, as shown in the delineated
walkshed in FIGURE 2-17.The following standards shall apply to the design of street networks:
In urban and residential areas, establish a block size maximum of 1,600 linear feet (perimeter).
Ensure greater accessibility within the block through alleys, service courts, shared-use paths, and other access ways.
Where block size is exceeded, retrofit large blocks with new street, alley, pedestrian and bicycle connections.
For existing street networks, do not allow street closures that would result in larger travel distances for those on foot or bicycle
Require multiple street connections between neighborhoods and districts across the FIGURE 2-17:STREE I NE I WUHK EFFECI UN WALKSHED
whole region.This is achieved by having Collector Streets that extend beyond the Sv U U U U U U U U U
local area.Adjacent neighborhoods must also be connected by multiple local streets. El
1:1
❑❑
Connect side streets across Arterials with no alternative access so that people on foot ] sy [
and people on bicycles have links to neighborhoods. S LIL L Ll� , s L
Maintain network quality by accepting growth and the associated expansion of the ]�I
street network(including development or revitalization)while avoiding increases in ❑❑ �1� ❑❑❑a
street width or in the number of lanes.
Maintain network function and connectivity by discouraging: •
► One-way streets;
► Turn prohibitions;
► Full or partial closures (except on bicycle boulevards or areas taken over for other
uses of public space);
► Gated streets; •
► Widening of individual streets for vehicular capacity; and,
► Conversion of public streets to limited access facilities.
Source:https://www.cnu.org1publicsquare/2017lO3/06/greot-
i d e o-s tree t-n e two rks
COUNTY OF HAWAII STREET DESIGN MANUAL 1 30
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TRAVELWAY DESIGN
3. 1 INTRODUCTION dramatically improved through appropriate intensity of land use, urban form and
geometric design and operations. character, and desired activities on the street
Travelway design in this Manual is defined as and sidewalk. It should also factor in the
the design of the part of the right-of-way This Chapter includes tools and standards for presence of on-street parking, driveways,
between the two faces of curbs.This area the following aspects of travelway design:
and access points.
can include parking lanes, bicycle lanes, 3.2-------- ehicle Speeds
transit lanes, general use travel lanes, 3.3-------Design&_Control_Vehicle 3.2.1 Posted Speed Limits
medians, and gutters. For streets without 3.4 Travel Lane Widths. State law establishes how speed limits should
curbs,the travelway is defined by the area 3.5--------Travelway_Capauty_ be set. In the County of Hawai'i,the
between the edges of pavement.As a note 3.6 Curbside Uses maximum speed limit is established by
on terminology, "travelway" in this 3.7--------Travel way_Marking County ordinance for County-owned streets
document is more or less the equivalent of 3.8 S' or by the Director of Transportation for
"roadway" in most conventional design 3.9 State-owned�c Calmin State-owned highways.The methodology for
ff------ -- ---9
manuals:the curb-to curb portion of a 3.10-----Lighting setting posted speed limits shall follow
curbed street. current best practices as set forth in national
The design of the travelway is critical to the Additional existing standards and references standards from FHWA and/or ITE.
design of the entire street right-of-way for travelway design are listed in Appendix A.
because it affects not just the users in the 3,2.2 Design Speeds
3.2 VEHICLE SPEEDS Design speeds should reflect the COH street
travelway, but those using the entire right-of-
way, including the areas adjacent to the The speed of vehicles impacts the comfort typology and establish an overall target
street.The safety of all street users, and safety of all users of the street and the speed where the travelway geometry aligns
especially the most vulnerable users livability of the surrounding area. The design with the posted speed limit.
(children, the elderly, and disabled) and speed should consider the desired modal Recommended design speeds are provided in
modes (people on foot and on bicycles) priority of the travelway as well as the TABLE 3-1.
should be paramount in any design of the surrounding context, including the type and
travelway.The safety of streets can be
COUNTY OF HAWAII STREET DESIGN MANUAL 1 33
TABLE 3-1:STANDARD DESIGN SPEED 3.3 DESIGN & CONTROL VEHICLE
STREET TYPE DESIGN SPEED (MPH)
The design of streets and accompanying intersections is influenced by the assumed
PARKWAY Determined by HDOT design vehicle and control vehicle.The design vehicle is what would be expected
-----------------------------------------------------------------------+---------------------------------------------------------------------
PRIMARY ARTERIAL Determined by HDOT frequently on a street, making turns from a single lane to one or more receiving lanes.
-----------------------------------------------------------------------+-------------------------------------------------------------- Selection of the design vehicle should consider surrounding land use in order to
SECONDARY ARTERIAL 30-40
-------------------+------------------------------------------------------------------- maintain property access while emphasizing pedestrian safety and low speeds.
COLLECTOR STREET 25-35 FIGURE 3-1:CONTROL VEHICLE
-----------------------------------------------------------------------+--------------------------------------------------------------------- The control vehicle is a "worst case scenario," or the
TURN EXCEPTIONS
BUSINESS STREET 15-25 largest vehicle that may be anticipated to use a street. A
INDUSTRIAL STREET 25 control vehicle may turn from multiple lanes and may
-----------------------------------------------------------------------t------------------------------------------------------------------ use opposing traffic lanes or the entire width of the
MINOR STREET 15-25 roadway to complete a turn (FIGURE 3-1).The choice of
control vehicle should be made on a per-project basis. In
TABLE 3-2:STANDARD DESIGN&CONTROL VEHICLES industrial areas, larger vehicles and street design
CONTROL exceptions may be called for. Allowing the largest
STREET TYPE DESIGN VEHICLE � infrequent vehicles to use the whole intersection
(moving into oncoming traffic lanes when making the
Determined by
PARKWAY Determined by HDOT HDOT turn) is recommended to maintain compact intersections Co e
that support traffic calming and improved safety. Source:LA unty Model Design
PRIMARY Determined by Manual
Determined by HDOT IHDOT
ARTERIAL Geometric layout of corner radii shall consider the design vehicle for each intersection.
WB-62 SECONDARY The frequently experienced design vehicle should be accommodated without
ARTERIAL CITY BUS (Interstate encroachment onto the curb and into opposing traffic lanes. It is generally acceptable
Semitrailer)
------------------------------------------------------------------------------------------------------------------------------------------- for the design vehicle to encroach onto multiple same direction traffic lanes on the
COLLECTOR WB 6z
CITY BUS (Interstate receiving roadway. Designers should consider removing parking spaces near the
STREET Semitrailer) intersection or recessing stop lines to open up sight lines and reduce conflicts for large
BUSINESS SU-30 WB-50 turning vehicles.TABLE 3-2 identifies the recommended design and control vehicle per
STREET (Single-Unit Truck) (Semitrailer) street typology.An SU-30 vehicle is the default design vehicle for most low-speed
-------------------------------------------------------------------------------------------------------------------------------------------
INDUSTRIAL WB-50 WB-62 streets, however along bus routes CITY BUS should be used, and on Industrial Streets,
STREET (Semitrailer) (Interstate larger vehicles need to be considered.
Semitrailer)
MINOR STREET SU-30 WB-50
(Single-Unit Truck) (Semitrailer)
------------------------------------------------------ ------------------------------------------------------. .--------------------
COUNTY OF HAWAII STREET DESIGN MANUAL 34
3.4 TRAVEL LANE WIDTHS TABLE 3-3:TYPICAL TRAVELWAYWIDTHS
Travel lane widths should be determined based on VEHICLE PARKING SHARED- �
SURROUNDINGSTREET
the following factors: • LANE LANE PEDESTRIAN•
NE(FEET) (FEET) USE PATH
Street context and typology; Urban
Target speed; PARKWAY Rural 11 N/A 10-121
Designvehicle; ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Available right-of-way; and, PRIMARY Urban 11 N/A 10-121
Width of adjacent bicycle and parking lanes. ARTERIAL Rural
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
SECONDARY Urban
ARTERIAL 11 N/A 10-121
Rural
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Lane widths provide cues for drivers to understand COLLECTOR Urban 5 5
how fast they should drive. Wider lanes promote 11 N/A
STREET Rural 10-121
higher speeds in general, which is detrimental to the
safety and comfort of other users. When retrofitting BUSINESS Urban 10 8 8 5
existing roads, lane width is a tradeoff which can STREET Rural N/A 10-121
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
either benefit or detract from accommodating other INDUSTRIAL Urban 8 5 5
modes and creating a welcoming multimodal STREET Rural 11 N/A 10-121
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
environment. In some areas, wider lanes are needed MINOR Urban 8 5 N/A4
to accommodate large vehicles, such as along bus 9-103.4
STREET
routes or in industrial areas. --------- Rural N/A N/A4
------------------------- - --------------------------------------------------------------------------------------------------------------------------------------------------
Current best practices across many jurisdictions and
standards support a default lane width of ten feet in Notes: !
business areas. Eleven-foot lanes may be used where 1. Travel lanes along bus routes should have an 11 foot width where pedestrians and
bus routes or heavy truck traffic exist, and bicycles have been accommodated.
pedestrians and bicycles have been accommodated. 2. Off-street shared-use path preferred however where not possible,shoulder should be
Appropriate widths for travelway users/uses within provided.
the COH street types are provided in TABLE 3-3. 3. Center line not needed for low volume travelways.
4. Can function as shared street where low volume, low speed vehicle travel expected.
I
COUNTY OF HAWAII STREET DESIGN MANUAL 1 35
3.5 TRAVELWAY CAPACITY 7
As noted in the 2014 FHWA Safety Program Road Diet Informational Guide, benefits of a road
Travelways should provide the minimum number of diet may include:
lanes needed to maintain acceptable vehicle flow so
as to limit the amount of pavement needed, provide j 17 "An overall crash reduction of 19 to 47%.
additional space for safe multimodal travel, limit 4 Reduction of rear-end and left-turn crashes.
induced traffic, and to reduce occurrences of 4 Fewer lanes for pedestrians to cross and an opportunity to install pedestrian refuge islands.
speeding. 4 The opportunity to install bicycle lanes when the cross-section width is reallocated.
A"road diet" involves the narrowing and/or removal 4 Reduced right-angle crashes.
of motor vehicle lanes from the travelway cross- 4 Traffic calming and reduced speed differential.
section (FIGURE 3-2). Both of these changes are - The opportunity to allocate the "leftover" roadway width for other purposes, such as on-
traffic calming measures and aid in improving safety street parking, wider sidewalks or transit stops.
of the corridor.Typically,the reclaimed space is used - Encouraging a more community focused, "Complete Streets"environment,
to support multimodal uses such as wider sidewalks, 4 Simplifying road scanning and gap selection for motorists."
landscaped spaces, bicycle lanes, linear parks,
------------ ------------ ---------
and/or on-street parking. As such, they are a favored
Roundabouts can also help to enable implementation of road diets, especially on busier
tool in the application of complete streets principles.
boulevards, since they have greater capacity to handle traffic at intersections with fewer
FIGURE 3-2:ROAD DIET lanes than other intersection controls.
BEFQRE AFTER It can be noted that an unobstructed (limited driveways/intersections)two-lane travelway
can accommodate daily traffic volumes of 17,000 vehicles per day(vpd) however an
average road (with driveways/intersections) can accommodate approximately 12,000 vpd.
A travelway carrying 20,000 vpd or less can be considered a "good candidate"for a road
diet (one lane in either direction with a center two-way left-turn lane). A travelway with
two lanes in either direction with a center
two-way left-turn lane can carry traffic TABLE 3-4:STANDARD TRAVEL LANE CAPACITY
volumes upwards of 35,000 vpd. Details ring -='- - ;
are provided in TABLE 3-4. For all of these, ------.<12,000 2 (1/direction)
-------- ----------2-J-11cl-i-rection-)
hour and turn volumes will affect ----- <17,000-------- 2--unobstructed or one-way-------
whether these limits can be reached. ----- --<20,000 3--(1/direction- --w/TWLT-- --lane- -
)-----
---- ------- -------- ------- --- -
Source:Houston Bike Plan <15,000-- -------------5-----(2/direction----------------------------w----------/TWLT-------------lane)----------------
COUNTY OF HAWAII STREET DESIGN MANUAL 1 36
3.6 CURBSIDE USES in angle parked, are directed back towards the 3,6,2 Flexible Curb Space
On-street curbside space is a valuable sidewalk reducing the chance of them Besides parking, other flexible uses of the
travelway asset that should be managed (such unintentionally entering the street. curbside include bus transit stops, loading
as through signage,fees, and enforcement) to Standards for on-street parking are as follows: zones, bike facilities, parking, and parklets.
fit the context of the surrounding land uses and Time- regulated loading zones can be
anticipated travel users. Standard on-street parking lanes shall be 8 designated along street frontages in place of
feet wide, measured from the face of curb. on-street parking. Businesses should be
3.6.1 On-Street Parking If adjacent to a 5-foot minimum bike lane, consulted during the design phase to
On-street parking can be important along in the parking lane widths may be reduced to 7 determine the best location for loading zones
urban environment to support businesses that feet wide. that can serve multiple businesses.
line the street,to provide a buffer between Reverse-in angle parking should be 21 feet
people on the sidewalk (or in parking-protected long (as measured perpendicular from the 3.7 TRAVELWAY MARKING
bike lanes) and the roadway, and to help calm curb)for 60-degree angles, and 20 feet long Travelway markings are used to delineate
traffic speeds. Where pedestrians, bicyclists, for 45-degree angles. space on a roadway for different modes and
and bus transit have all been provided for, on- Standard parking stall pavement marking and users.They can provide visual cues to drivers as
street parking is beneficial to provide short- signage shall follow the requirements of the to where to expect pedestrians, buses, and
term access to businesses as well as serve as a MUTCD where applicable. Additional County- bicyclists, and indicate areas where vehicles are
traffic calming measure. specific details are provided in Appendix B. not permitted to occupy. The presence or
Marked parking stalls may be used along absence of markings can both have beneficial
P g Y g FIGURE 3-3:REVERSE-IN ANGLED PARKING
Business Streets in commercial areas or where effects on driver behavior, as noted below.
travel lane delineation is desired. Pavement
marking provides visual cues for parking 3, .1 Standard Pavement Marking
vehicles as well as vehicles in the travelway. Standard pavement marking shall follow the
Where on-street angled parking is proposed,
requirements of the MUTCD(FHWA, 2009)
designers should consider the use of reverse-in where applicable. Standards for specialty
angled (or front out) parking (see FIGURE 3-3 ) pavement markings are provided in Appendix
in lieu of front-in angled parking. Motorists , B. However, it is not recommended to install
pulling out of reverse-in angled parking can raised pavement markers or rumble strips
better see the active street they are entering Source:SSFM International along lane lines where pedestrians or bicycles
and are better able to see other users such as utilize bike lanes or shoulders that are less than
bicyclists. Children exiting a car that is reverse- or equal to five feet wide.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 37
3,7.2 Center Line Marking and on all paved urban roads that have a Signage shall follow the requirements of the
On Minor Streets with one travel lane in each travelway width of 20 feet or more and an ADT MUTCD(FHWA, 2009) where applicable.
direction, removal of the center line is of 6,000 vehicles or greater. Additional Specialty or County-specific signage details are
recommended where traffic volumes permit. consideration for center line placement should provided in Appendix B.
This is to facilitate safer passing of people on be given to paved Urban Arterials and
bicycles by motor vehicles. Where center lines Collectors that have a travelway width of 20 3.9 TRAFFIC CALMING
are present, motorists may be unwilling to feet or more and an ADT of 4,000 to 6,000 Traffic calming is a combination of measures
cross over the line to pass a person on a vehicles, and to Rural Arterials and collectors intended to reduce vehicle speeds through an
bicycle, which can result in unsafe passing that have a travelway width of 18 feet or more area with the goal to improve safety and
widths. Removal of the center line opens the and an ADT of 3,000 vehicles or greater. reduce negative effects of motor vehicle use.
entire travelway for passing, and allows people 3.8 SIGNAGE Traffic calming is often done as a retrofit of a
on bicycles to position themselves at a safe and
Signage can provide important information to corridor but may also be for new street design.
comfortable distance from the curb. Removalp p Traffic calming involves changing the travelway
of center lines is also considered a traffic improve travelway safety by letting people
calming technique, as drivers tend to drive know what to expect, so they can react and cross-section tr narrowing the real or apparent
behave appropriately. Si n use and placement width of the street. Real changes to the
slower without the visible separation from g p travelway includes extending curbs and
oncoming traffic. should be done judiciously, as overuse breeds
noncompliance and creates visual clutter. sidewalks, installing speed humps, or marking
The MUTCD (FHWA, 2009) allows for the for narrower travel lanes.Apparent changes to
absence of center line stripes on roads that Regulatory signs, such as STOP or turn the travelway width include changes to the
comply with the following guidelines: restrictions, require driver actions and can be edges such as planting continuous street trees,
enforced. Warning signs provide information, installing street furniture adjacent to the
Urban Arterials and Collectors that are especially to motorists and people on foot travelway, or using zig-zag or shark's tooth
greater than or equal to 20 feet and have unfamiliar with an area. pavement marking to give the perception of a
less than 4,000 vehicles. narrowed travel lane.
Local Streets (classified here as Minor Signage plans should be developed individually
Streets)that have less than 4,000 vehicles.
for each neighborhood or district and may A list of recommended traffic calming
include signs include parking, directional, and measures and their applicability to County of
However,the MUTCD(FHWA, 2009) requires wayfinding signs.These are most appropriate Hawaii street types is shown in TABLE 3-5 and
center line markings be placed on all paved for downtown, commercial, or tourist-oriented TABLE 3-6.Additional County-specific details
two-way streets or highways that have three or locations or around large institutions. are provided in Appendix B.
more lanes for moving motor vehicle traffic,
COUNTY OF HAWAII STREET DESIGN MANUAL 1 38
TABLE 3-5:SAMPLE TRAFFIC CALMING MEASURES
STREET TYPE PRIMARY/ COLLECTOR
SECONDARY
STREETS
POSTED/DESIGN/TARGET/OPERATING SPEED 35 mph or more 25 to 35 mph 20 to 25 mph 20 mph or less
T
------RANSITION------------------- --ZONE----------------BETWEEN----------------------SPEED------------ZONES----------------------------------------------------------------------------------------------------------------------------------------------------------------------
ENTRANCE/GATEWAY FEATURES
CROSS-SECTION MEASURES
REDUCTION IN NUMBER OF LANES
REDUCTION IN LANE WIDTH
LONG RAISED MEDIAN/CONTINUOUS RAISED MEDIAN
SHORT RAISED MEDIAN/REFUGE
SHORT RAISED MEDIANS ON CURVES
BULB-OUTS
CURB AND GUTTER
CURBLESS/FLUSH STREETS
STRIPED MEDIANS
PEDESTRIAN SCALE LIGHTING
STREET TREES
BUILDING UP TO THE RIGHT-OF-WAY
LATERAL SHIFTS
SHARED SPACES
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
BIKE LANES
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
TEXTURED OR COLORED PAVING MATERIALS_
Parallel
Back-in-angled
rOWST�REETPA�RKING Front-in-angled
__Right angle
------ -------------------------------------------------------
VaI I ey g utte rs w/pa rl<i ng �------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Legend: Appropriate Appropriate in Specific bb Not Appropriate
Circumstances
COUNTY OF HAWAII STREET DESIGN MANUAL 1 39
TABLE 3-6: SAMPLETRAFFIC CALMING MEASURES(CONT.)
STREET • • •GY PRIMARY/ COLLECTOR STREETS BUSINESS/INDUSTRIAL/MINOR
SECONDARY
ARTERIALS
POSTED/DESIGN/TARGET/OPERATING SPEED (MPH) mph or more
oGQinnir MEASURES
ROUNDABOUTS
v MINI ROUNDABOUTS
MINI TRAFFIC CIRCLES
-----------------------------------------------------------------------------------------------------
°J IMPELLERS(T-INTERSECTIONS)
-----------------------------------------------------------------------------------------------------
TWO-LANE CHICANES
41c
NONE-LANE CHICANES(YIELD CONDITION) < 3,000 ADT < 3,000 ADT
•L
0SHORT RAISED MEDIANS
- -------------------------------------------------------------------------------------------------
RAISED MEDIANS ON CURVES
------------------------------------------------------------------------------------------------------------------------------------
YIELD STREETS < 1,500 ADT < 1,500 ADT
-----------------------------------------------------------------------------------------------------
Travelway PINCH POINTS < 3,000 ADT < 3,000 ADT
------------------------------------------------------------------------------------------------
Narrowings BULB-OUTS
-----------------------------------------------------------------------------------------------------
RAISED INTERSECTIONS
RAISED CROSSWALKS
------------------------------------------------------------------------------------------------------
Vertical SPEED TABLES
J
Measures SPEED CUSHIONS
-----------------------------------------------------------------------------------------------------
SPEED HUMPS
NOT TRAFFIC CALMING MEASURES
RUMBLE STRIPS(FOR WARNING PURPOSES) In rural areas only
+� c
SPEED BUMPS
Note: Many of these measures can be combined in a variety of ways that are too numerous to list in this table.
Legend' Appropriate in Specific
Appropriate . .. ..
Circumstances
COUNTY OF HAWAII STREET DESIGN MANUAL 40
3. 10 LIGHTING
Street lighting defines the nighttime visual environment along travelways. Lighting design should assess conditions for vehicular traffic as well as users of
sidewalks, crosswalks, and shoulders. On streets with lots of trees or in downtown areas, lower-height, pedestrian-scale lighting may be needed in
addition to street lighting to maintain a safe and welcoming environment.Transit stops require both illumination of the travelway for safer walking
conditions, and pedestrian scale illumination at the stop or shelter for security.
The design of all lighting systems should be in conformance with the National Electric Code,the National Electrical Safety Code, and Hawai'i State
Electrical Code.These include compliance with standards as provided in the County Street Light Standards (COH, 2019), the County Outdoor Lighting
Ordinance(Hawai'i County Code Chapter 14,Article 9), and IES RP-8-18(IES, 2019). Luminaires shall be Light Emitting Diode (LED) with weatherproof
aluminum housing, should have zero up light, and shall be consistent with mitigation and conservation plans for protection of endangered species.
The following supplemental design guidance should be verified with appropriate lighting programs:
Location and Spacing:
Street and pedestrian lighting poles should be installed on existing utility poles,where available, at distances upwards of 250 feet apart
and a maximum of 30 feet high. Standard attachment height is 25 feet with a fixture height of 27 feet. Along newly constructed urban
travelways, utility poles will likely be in the sidewalk furniture zone. For all other new construction, utility poles should be located at the
extents/back of right-of-way to allow for future widening or construction. If no utility pole exists in an area requiring street lighting, a
new street light pole may be installed. Light fixtures should not be located next to tree canopies that may block the light. Where
pedestrian lighting or pedestrian scale lighting is not provided on the street light pole, special pedestrian lamps should be located
between street light poles where appropriate.
Light Color:
The County of Hawaii should use street lights with a correlated color temperature of 3000K.
Light Poles and Fixtures:
Design should relate to, and be coordinated with, the design of other streetscape elements.
COUNTY OF HAWAII STREET DESIGN MANUAL 41
Dark-Sky Compliant Lighting:
As required by the County Outdoor Lighting Ordinance (Hawai'i County Code Chapter 14,Article 9), dark sky-compliant lighting should be
selected to minimize light pollution cast into the sky while maximizing light cast onto the ground.
Energy Efficiency:
LED and solar light fixtures should be utilized where possible for new installations or for retrofit projects. Where solar light fixtures are
not appropriate or possible, a more energy efficient technology should be used.
Pedestrian Lighting:
Retrofits of existing street lights and new installations should provide lighting on pedestrian paths. Pedestrian lighting should be added
to existing street light poles, where feasible, unless spacing between street light poles does not support adequate pedestrian lighting, in
which case pedestrian lighting may need to be provided between existing street light poles.
Lighting at Crosswalks:
IES RP-8-18 (IES, 2019) contains information on lighting design for people on foot at intersections.
Light Levels and Uniformity:
All optic systems should be cut off with no light trespass into the windows of residential units. Recommended lighting levels are as
follows:
• Parkways/Intersections: 85 watts • Collectors(residential): 35 watts
• Arterial/Industrial Street: 70 watts • Minor Street: 35 watts
• Collectors(non-residential): 70 watts
Light Type: The following light types should be used:
• Type 2: 70/85 watts Type 3: 35 watts Type 4: cul-de-sac
COUNTY OF HAWAII STREET DESIGN MANUAL 42
Fresh A o ther� ►� T���li coi-sinp-
`} BfjoWh RICE SUSHI 1
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- _
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-C-� _ 1•Y
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76
PEDESTRIAN ZONE
1 +
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INTRODUCTION 4.2 CURBED SIDEWALKS '
The pedestrian zone includes multiple Sidewalks along curbed roadways include
features that work together to improve four distinct zones:the frontage zone, c
pedestrian safety and accessibility.These are pedestrian zone, landscape/furniture zone, o C)
pedestrian pathways, curb ramps, transit and curb zone (see FIGURE 4-1).The
stops, street furniture and signage. A minimum widths of each of these zones vary SUshl
comprehensive pedestrian network allows based on street classifications as well as land I
people of all ages and abilities to get where uses. In general,the minimum desired LO
they want to go safely and conveniently. pedestrian zone widths are as follows:
Pedestrian zone standards are intended to 3 Pedestrian Zone= 5 feet;
ensure that walking areas provide adequate Curb Zone= 6 inches (18 inches where KO's
space for all users, are free of obstructions, pedestrian or freight loading is
are navigable by those with wheelchairs and expected and may conflict with -.1,6-
$`�r�lfts
other mobility devices, and provide adequate obstacles in the furniture zone);
and well-sited amenities to support a Landscape/Furniture Zone = 3.5 feet(6
welcoming and comfortable pedestrian feet to 8 feet where bus stops exist). '
environment. Given the rural nature of many �^ '`
communities across Hawai'i Island, standards Some engineering judgment may be needed T 4 _• i!1 A
are provided for areas with curbless on a case-by-case basis to establish the
shoulders in addition to areas with curbed actual widths of each of the four zones
sidewalks. within curbed sidewalks. Where existing .
i
widths are insufficient or regulations differ, t,
This Chapter includes standards for the Americans with Disabilities Act (ADA)
following aspects of the Pedestrian Zone: requirements dictate design and all other
4.2-------Curbed Sidewalks elements should be scaled proportionately.
4.3 curbless Shoulders -- �
ons,
Definitidesign considerations, and
4.4_______Bike15hared-Use_Paths
4.5 Placemaking graphical examples for each of these zones w
a ..
----- ------------------ are provided in the following pages.
Other existing standards and guidelines for
Pedestrian Zones are listed in Appendix A.
COUNTY OF HAWAII STREET DESIGN MANUAL 45
MMEMESIM i - MIM ■
The frontage zone is the portion of the sidewalk located immediately The landscape/furniture zone is located between the curb zone and the
adjacent to property lines. It provides shy distance from buildings, walls, pedestrian zone and should contain all fixtures such as street trees, parking
and fences. In most cases,the frontage zone is in private property. In meters, utility poles and boxes, lamp posts, signs, bike racks,waste
those cases where the frontage zone is in public property, the adjacent receptacles, and other street furniture to keep the pedestrian zone free of
property owner will need to secure approval for new uses in the obstructions. In residential neighborhoods and on other streets, the
frontage zone.The frontage zone includes space for building-related landscape/furniture zone is often covered with a grass strip. Resting areas
features such as entryways and accessible ramps. It can include with seating and space for wheelchairs should be provided in high volume
landscaping as well as awnings, signs, seating, merchandise displays, pedestrian districts and along blocks with a steep grade to provide a place
and outdoor cafe seating. In single-family residential neighborhoods, to rest.The landscape/furniture zone should be appropriately sized to
landscaping and driveways typically occupy the frontage zone. accommodate all proposed items.
PEDESTRIAN ZONE . . •
The pedestrian zone, situated between the frontage zone and the The curb zone serves primarily to prevent water and cars from
furniture zone, is the area dedicated to traveling within the public right- encroaching onto the sidewalk. It defines where the area for
of-way that is separated from roadway vehicles. It provides continuous pedestrians begins and the area for cars ends. It is the area people using
connections from the public right-of-way to building and property entry assistive devices must traverse to get from the street to the sidewalk, so
points, parking areas, and public transportation. its design is critical to accessibility.This includes provisions of curb
The pedestrian zone should be kept clear of all fixtures and ramps to ensure an accessible transition from the travelway to the
obstructions. It is required to comply with ADA guidelines which dictate pedestrian zone.
that the surface shall be firm, stable, and slip-resistant, and comply with
maximum cross slope requirements (1:48 ratio).The walkway grade
shall not exceed the general grade of the adjacent street.The
pedestrian zone should be a minimum of 4-feet wide, but preferably 5
feet or more to provide adequate space for two people to comfortably
pass or walk side by side.All transitions (e.g.,from street to ramp or
ramp to landing) must be flush and free of changes in level.The -
pedestrian zone width should be designed to accommodate the
projected volume of users.
COUNTY OF HAWAII STREET DESIGN MANUAL 46
FIGURE 4-1:SIDEWALK ZONE ALONG A CURBED ROADWAY
v4v
r
,.
� ti r� oo
J
e YYY
0
ti
1
T
Frontage Pedestrian tandscapel Curb '
Ione Zone Furniture Ione '
Zone
*The example provided is along a Minor Street in a residential community.
COUNTY OF HAWAII STREET DESIGN MANUAL 47
4.3 CURBLESS SHOULDERS shoulders,the frontage zone tends to be a delineation between vehicles and
larger area that is used to tie back to the pedestrians and/or bicyclists.This area
Curbless shoulders can be used to existing ground elevation and may be used should be appropriately sized and marked to
accommodate pedestrians and other non- for parking.Along some travelways, the visually indicate to drivers that the buffer
motorized modes in areas where curbs do frontage zone will fall outside of the public zone is not to be encroached upon.
not exist. Curbless shoulders include four right-of-way.
distinct zones:the frontage zone,the active ACTIVE
TRANSPORTATION
transportation zone, the swale/furniture
zone, and the buffer zone (see FIGURE 4-2). The active transportation zone is situated The swale/furniture zone is located outside
between the frontage zone and buffer zone. of the paved travelway. Along curbless
The minimum desired curbless shoulder The area is dedicated to walking and shoulders, rain that falls on the travelway
pedestrian zone dimensions are as follows: bicycling and should be kept clear of all flows off into the swale, providing
Frontage Zone= 18 inches, when being fixtures and obstructions. While similar to stormwater drainage when physical
used for placement of signage, utility the pedestrian zone defined for curbed infrastructure has not been provided
poles, or other obstructions (greater
widths may be required when including sidewalks, the active transportation zone otherwise.This area is also appropriate for
treatments such as guardrails). should be large enough to accommodate locating street furniture such as signage.The
Active Transportation Zone= 5 feet (6 both pedestrians and bicyclists. While proximity of street furniture to the travelway
feet if shared with one-way bicycle parking shall not be permitted in this area, is reflective of the clear zone,which is a
travel). the space can be used by vehicles that need product of the travelway speed and volume.
Buffer Zone = 6 inches (can be comprised to pull over in case of emergency. An off- Along some curbless streets,the clear zone
of white pavement marking, raised street path is the preferred treatment along may exceed the available swale width,
pavement markings, hatchings, rumble a curbless shoulder to accommodate people thereby requiring additional protection such
strips, or raised delinators). of all ages and abilities. However, where as guardrail or breakaway posts.
Definitions, design considerations, and physically constrained, or intentionally
graphical examples for each zone are providing for a more confident user(i.e.
provided in the following pages. higher speed cyclist),the active ~ l
transportation zone may fall within the
FRONTAGE • curbless shoulder.
Similar to curbed sidewalks,the frontage BUFFER ZONE11r
zone is located immediately adjacent to The buffer zone is located between the `
property lines. It provides shy distance from active transportation zone and the roadway.
buildings, walls, or fences. Along curbless The role of the buffer zone is to providei z�, zw
COUNTY OF HAWAII STREET DESIGN MANUAL 48
FIGURE 4-2:SIDEWALK ZONE ALONG A CURBLESS ROADWAY
Wil. fr Gr[� �ti
Alternative.I
��4 0
{ 4
' N�;, _
F Zone Swale/FurnitureZone Active
Buffer I
Transportation Ione, Ione 1
Alterna2i've '�'I z -
5
rxl a P 41
5` _
- SI
1 _
Frontage; Active Swale/FurnitureZone Buffer
Ione Transportation Ione Ione
COUNTY OF HAWAII STREET DESIGN MANUAL 49
BIKE/SHARED-USE PATHS Gateways are typically vertical architectural have an educational mission; art can be
Bike paths and shared-use paths are off- or landscape elements that are on the playful.
street active transportation zones, separate
roadside, usually at important intersections Public art should be accessible to persons
from a sidewalk. Shared-use paths are wider and are designed to be visible and attractive with disabilities and placement must not
than traditional sidewalks and intended to be both during the day and night. compromise the pedestrian zone. Other
used by pedestrians, people on bicycles, and Gateways can be as simple as special features that enhance the pedestrian
other permitted users. Additional plantings, light pole banners, string lighting, experience include clocks,towers, and
description and standards can be found in curb extensions, or street artwork. Some others which strengthen the sense of
Section 6.3.1. incorporate larger scale architecturally place and invite people to come and enjoy
designed or artistic elements such as may also be considered.
4.5 PLACEMAKING welcome signs, bicycle-pedestrian bridges,
Placemaking features such as gateways, larger scale sculptures, and water features. 4,5,3 Parklets
public art and parklets can be incorporated 4,5,2 Public Art A parklet is a seating area or green space
into the Pedestrian Zone to help support Public art adds visual interest to the street created as a public amenity on or alongside a
vibrant street life and economic activity. sidewalk, often using aformer on-street
The are most suitable in town core or village experience. Integration of public art should
They g be considered during the planning and design parking stall.Amenities within a parklet may
centers, commercial or tourist-oriented include benches,tables, chairs, planters and
the following locations, and around large institutions with phase o development,taking into account landscaping, and bicycle parking. Parklets are
a campus-like environment. wing guidance:
p Public art is a pedestrian amenity and temporary installations that can be in place
for a period ranging from several months to
should be placed in an area suited for
4.5.1 Gateways several years.They are ADA-compliant,
Gateways are urban design features that give pedestrian viewing. It can be placed as a publicly accessible, spaces for use by the
a sense of arrival or departure from a place, focal element in a park or plaza, or general public, although they often benefit
often a commercial area or downtown situated along a pedestrian path. nearby businesses whose customers can also
district that is intended to be pedestrian- Public art can be incorporated into use the parklet.
oriented. Their presence visually implies the standard street elements (light standards,
entrance to a pedestrian priority area where seating,trash receptacles, utility boxes).
vehicles need to slow down and be vigilant of Public art can provide information (maps,
people on foot. signs) or educational information (history,
culture). All installations do not need to
COUNTY OF HAWAII STREET DESIGN MANUAL 1 50
_ _ �. F. .�.rte.}�:;r r. .�' .• {;
•'� fir' .�,. .�- ••' _ ,fR'
r'r ' "�E"`r'�jJ,, `!"' r y`r :r-'"q � ti. •f_ ,����' _,�-,' . �j'-' .As
.3 ,. .�;~ + .� t .a �'�". •4.:50.`.., iM' � •1
7 !t
LM
r �r
_ -
.��- vim... -"_ ._ .. �. .��.. - - - ��.X+�' � ..�3'�I 'i l.' �• �! ~
171.
Liz- A
PEDESTRIAN
CROSSINGS
Ewd
Now
r
INTRODUCTION Additional standards and guidelines relevant All legs of signalized intersections
Pedestrians are the most vulnerable user to pedestrian crossings on Hawai'i Island are unless substantial safety concerns
when crossing a travelway. Complete streets
listed in Appendix A. exist;
aims to ensure that crossing a travelway is 5.2 GENERAL CROSSING — Stop sign controlled intersection
safe, convenient, and comfortable for all approaches where warranted;
people on foot as well as those using DESIGN GUIDELINES 4 Transit stops;
strollers, wheelchairs, and other assisted The following guidelines should apply when Trail crossings;
mobility devices. Pedestrian behavior, planning and designing pedestrian crossings: 4 Intensive land use generators;
intersection and crossing design, and 4 School walking routes;
motorist behavior are all factors in Sight lines should be maintained at the
approach to crosswalks through When there is a preferred crossing
pedestrian crossing comfort and safety. location due to sight distance or other
restriction of landscaping and on-street
Pedestrian crossings should be designed with parking. constraint; and,
site conditions and potential users in mind. Advanced stop lines with appropriate Along multi-lane streets between
Determining when and where to mark signage should be considered 20 to 50 controlled crossings.
crosswalks at intersections and at mid-block feet in advance of crosswalks where
locations is often the first design decision.
multiple lanes approach a crosswalk at At mid-block locations, crosswalks only exist
an unsignalized or mid-block location.
However,the decision to mark a crosswalk where marked. At these non-intersection
Lighting should be present at all marked locations, the crosswalk markings legally
should not be considered in isolation, but in crossing locations with an unobstructed
conjunction with other measures to increase path for appropriate illumination of the establish the crosswalk. Crosswalks should be
awareness of people on foot. crossin considered at mid-block locations where
g• there is strong evidence that people on foot
This Chapter includes standards for the want to cross there, due to origins and
following components of Pedestrian 5.3 STANDARD MARKED destinations across from each other or where
Crossings: CROSSWALKS there is over 660 feet(approximate length of
5.2-------General Crossing Design_Guidelines Crosswalks are present by law at all one city block)to the nearest controlled
5.3 Standard MarkedCrosswalk_s__ intersections, whether marked or unmarked, crossing. Marked crosswalks alert drivers to
5.4_______Grade-Separated Crossings unless the pedestrian crossing is specifically expect crossing pedestrians and direct
prohibited often through signage). people on foot to desirable crossing
5.5-------
ency_of Crosswalks, p ( g
5.6-------Cross-walk Lighting Crosswalk markings improve the safety of locations.
5.7 Marked Crosswalk Treatments people on foot.The best locations to install
-----------------------------------------------------------
marked crosswalks are at:
COUNTY OF HAWAII STREET DESIGN MANUAL 1 53
The following principles should be 5.4 GRADE-SEPARATED 5.5 FREQUENCY OF
incorporated into every pedestrian crossing
CROSSINGS CROSSWALKS
improvement:
Grade-separated crossings or pedestrian Marked crosswalks should be spaced so
People on foot should be able to cross bridges are an alternative design option to people can cross at preferred locations. If
streets safely. at-grade crossings. Due to the high costs, people are routinely crossing streets at
Real and perceived safety must be right-of-way impacts, and inconvenience non-preferred locations, consideration
considered when designing crosswalks. caused to pedestrian travel, pedestrian should be given to marking a new crossing.
Pedestrian safety should not be bridges are only considered appropriate in Along urban streets, a well-designed
limited cases, such as when providing direct crossing should be provided at least every
compromised to accommodate traffic flow. access to an elevated high-volume g 660 feet, although no closer than 300 feet
Every crossing should be designed to fit pedestrian generator or when crossing an from a signalized intersection crossing
its unique environment. impassable obstacle such as a waterway or unless under extenuating circumstances.
Comply with ADA guidelines. high-volume, high-speed travelway.
The Statewide Traffic Code of the Hawaii
Revised Statutes (HRS) requires drivers to
stop for pedestrians in any crosswalk,
whether marked or unmarked when the
pedestrian is either: \ �_
(1) Upon the half of the roadway upon which
the vehicle is traveling,or
�R x
(2) Approaching the vehicle so closely from "y
the opposite half of the roadway as to be
in danger.
COUNTY OF HAWAII STREET DESIGN MANUAL 54
5.6 CROSSWALK LIGHTING
Overhead street lighting is important to include at all pedestrian crossing locations for the comfort and safety of the travelway users. Lighting should be
present at all marked crossing locations with an unobstructed path for appropriate illumination of the crossing.This may require the trimming of tree
branches or relocation of signage as needed.
FHWA-HRT-08-053, Informational Report on Lighting Design for Midblock Crosswalks contains information about lighting design for people on foot at
intersections.The Illuminating Engineering Society of North America (IESNA), Roadway Lighting, RP-8-18 should be referenced for guidance on
intersection and crosswalk lighting (see TABLE 5-1).
TABLE 5-1:PAVEMENT ILLUMINANCE CRITERIA FOR FULL INTERSECTION LIGHTING
ILLUMINANCE • • INTERSECTIONS
FUNCTIONAL or hL PEDESTRIAN ACTIVITY LEVEL •
CLASSIFICATION* HIGH MEDIUM
MAJOR/MAJOR 34/3.2 26/2.4 18/1.7 3.0
MAJOR/COLLECTOR 29/2.7 22/2.0 15/1.4 3.0
MAJOR/ LOCAL 26/2.4 20/1.9 13/1.2 3.0
COLLECTOR/COLLECTOR 24/2.2 18/1.7 12/1.1 4.0
COLLECTOR/ LOCAL 21/2.0 16/1.5 10/0.9 4.0
LOCAL/LOCAL 18/1.7 14/1.3 8/0.7 6.0
Source: IES RP-8-18)
* - For determining appropriate classification, use the federal functional classification and the following association:
>Arterials = MAJOR > Collectors = COLLECTOR > Local = LOCAL
COUNTY OF HAWAII STREET DESIGN MANUAL 55
The safety of crosswalks can be enhanced through a variety of design treatments. and TABLE 5-2 contain guidance to be used to assess
appropriate crossing treatments. Engineering judgment must still be used for each particular location. Design standards for each treatment follow in
order from most to least protective.
FIGURE 5-1:PEDESTRIAN CROSSING TREATMENT FLOWCHART
Identify candidate crossing location.
W
Uncontrolled Is location controlled Controlled
Ior uncontrolled?
No action No ADT 3 1.500 vpd? Stop signor signal Signal Install marked
controlled? crosswalk.
Yes Stop signt
NoSharedusepath,scho. W
No No Noaction
schoolcrossing*.or on � schoolcrossing
--> pd? H
thresholds?L route plan? -A L
1 Yes 30
TYes
No Meets 2x the min. No Nearest marked/ Yes
pedestrian volume �4 protected crossing
thresholds? ?300'away?
♦ Yes
I Yes �markedEne
destrW
st mared crossing. Yes No Adequatesight
distance?(10x the
speed limit in feet)?
Consider for further Minimum Pedestrian Volume Thresholds:
evaluation depending
on location of nearest Ligrn
st.ncing 20 pedestrians per hour in any one hour,or
istance.
crossing. Yes 60 pedestrians total in any consecutive four-hour period
*Young,elderly,and disabled pedestrians count two times towards
Direct pedestrians to Not volume threshold
nearest marked/protected
crossing or consider <
Feasible Feasible Go to Table 5-3. *"School Crossing'is defined as a crossing location with a high
pedestrian hybrid beacon, concentration of elementary,middle,and/or high school student
traffic signal,or grade pedestrians over the age of eight that meets minimum pedestrian
separated crossing.
volume thresholds.
TABLE 5-2:CROSSING TREATMENTS AT UNCONTROLLED INTERSECTIONS
Posted Speed Limit and AADT
Vehicle AADT<9,000 Vehlole AADT 9,000-15. Vehlole AADT>15,000
Roadway Configuration s30 mph 35 mph X40 rnph s30 mph 35 mph SAD mph s30 mph 35 mph >-40 mph
2 la nes 4 5 6 5 6 5 6 4 5 6 5 6 5 6 4 5 6 5 6 5 6
(1 lane in each direction)
7 9 0 7 9 7 9 7 9 O
3 lanes with raised median 5 5
(1 lane in each dlreclion) 7 9 0 0 7 9 0 7 9 a 0 0
3 lanes who raised median 0 2 3 4 8 CD 0 4D T 0 T 0 (1) 4
(1 lane in each direction with a 4 5 6 5 6 5 6 4 5 6 5 6 5 6 4 5 6 5 6 5 6
two-way left-tum lane) 7 9 7 -9 0 7 9 0 0 0 7 9 0 _
4+ lanes with raised median 5 5 5 5 5 5 5 5 5
(2 nr more lanes in each dlreclion)
4+ tones w/o raised median 5 6 5 Q 5 a 5 1m 5 a 5 0 5 0 5 0 5 a
(2 or more lanes in each direction) 7 8 9 7 8 91 8 017 8 9 ,0 8 0 8 016 8 8 8
Given the set of=ndliions in a cell, 1 High-visibility crosswalk markings,parking restrictions on
# Signifies that the countermeasure is a aflndidate crosswalk flppraoch, udeq"ate niOhltirne lighting levels,
treatment at a marked uncontrolled crossing Iocation_ and crossing warning signs
0 Signifies that the counterrmeasufe should always be 2 Raised crosswalk
considered,but not mandated or required,based upon 3 Advance Yield Here To (Stop Here Far) Pedestrians sign
engineering judgment of a marked uncontrolled and yield (stop) line
crossing location. 4 tn-Street Pedestrian Crossing sign
Signifies that crosswalk visibility enhancements should 5 Curb extension
alwoy+s occur in conjunction wilh other identiMed 6 Pedestrian refuge island
counlemeasure-s.* 7 Rectongular Rapid-Flashing Beacon (RRFB)**
The absence of c number signifies that the oounlermeasure 8 Road Diet
is generally not an appropriate treatment, but exceptions may 9 Pedestrian Hybrid Beacon (PH6)"
be considered follaWiing engineering judgment,
Source:Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations(USDOT, Updated July 2018)
COUNTY OF HAWAII STREET DESIGN MANUAL 57
5,7.1 Pedestrian Signals 5.7.1.3 Pedestrian Signal Toolbox location so as to help people on foot cross a
Standard pedestrian signal timing principles The following signal timing and operations street or highway at a marked crosswalk.A
included in the MUTCD (FHWA, 2009) should techniques can be used where appropriate to pedestrian hybrid beacon can be used at a
be combined with innovative pedestrian minimize conflict between pedestrians and location that does not meet traffic signal
signal timing techniques, where possible,to motor vehicles: warrants or at a location that meets traffic
enhance pedestrian safety and convenience. . Protected only left turn phases. signal warrants but a decision has been made
4 Leading pedestrian intervals (LPI) where to not install a traffic control signal. A
5.7.1.1 Walk Interval the pedestrian walk interval is displayed minimum number of 20 pedestrians per hour
The walk interval (the duration of time that 2-5 seconds before the concurrent green is needed to warrant PHB installation, which
the "walk" symbol is illuminated) should be a interval. is substantially less than the minimum of 93
minimum of 5 seconds. However,to enhance pedestrians needed for a signal installation.
safety and accessibility, the walk interval Prohibiting right-turns-on-red where In addition, minimum vehicular approach
should be maximized within the available there are restricted sight lines between volumes and crossing lengths must be met.
green interval.The walk interval should be motorists and pedestrians, or where a
leading pedestrian interval is used. If pedestrian hybrid beacons are used, they
increased to a minimum of 7 seconds with g p
coordinated pedestrian recall and other Signs that remind drivers to yield to should be placed in conjunction with signs,
controller features in areas with high people on foot when turning at signals. crosswalks, and advance stop lines to warn
numbers of pedestrians, elderly, children, or Pedestrian-user-friendly-intelligent and control traffic at locations where people
on foot enter or cross a travelway. A
disabled users. Pedestrian walk intervals shall signals,which detect slower pedestrians pedestrian hybrid beacon should only be
be set on "recall," and push-buttons in crosswalks and add clearance interval
removed, for signals located in town cores, time to the pedestrian signal. installed at a marked crosswalk.
village centers, and along Business Streets. Pedestrian scrambles,which stop traffic 5.7.3 Rectangular Rapid-Flashing
5.7.1.2 Pedestrian Clearance Interval on all legs of the intersection and allow Beacons
The MUTCD (FHWA, 2009) requires that the people to cross diagonally, may be used Rectangular Rapid-Flashing Beacons (RRFBs)
pedestrian clearance interval is calculated to where turning vehicles conflict with high are a "controlled" pedestrian crossing
allow for a person traveling at a walking pedestrian volumes and crossing treatment that use rectangular-shaped high-
speed of 3.5 feet per second to travel the distances are short. intensity LED based indications,that flash
length of the crosswalk.The crosswalk length rapidly in a "flickering"flash pattern. RRFB's
should be measured from the center of one 5,7,2 Pedestrian Hybrid Beacons are typically mounted between the crossing
curb ramp to the center of the opposing curb A pedestrian hybrid beacon (PHB) is used to sign and the sign's supplemental arrow
ramp. warn and control traffic at an unsignalized plaque. RRFB's are a preferred tool that
COUNTY OF HAWAII STREET DESIGN MANUAL 1 58
provide significant safety benefits at a mph or less and 35 mph roadways with AADT 5,7,6 Raised Islands and Medians
comparatively low cost (when using solar < 12,000, Raised islands and medians are continuous
power) compared to other more restrictive raised areas separating opposite flows of
devices such as full mid-block signalization. 5,7,5 Curb Extensions traffic. They are a traffic calming measure
Curb extensions extend the sidewalk or curb and can also be used to facilitate safer
According to FHWA, RRFB's have high rates line out into the parking lane, which reduces pedestrian crossings by providing a refuge
of compliance and low risk of safety or the effective street width. Curb extensions area for pedestrians. Raised medians and
operational concerns. However, it has been improve pedestrian crossings by reducing the crossing islands are commonly used between
noted that proliferation of RRFBs in the pedestrian crossing distance, improving sight intersections when blocks are long (500 feet
travelway environment-to the point thatdistance (see FIGURE 5-2), and reducing the
or more in downtowns) and in the following
they become ubiquitous-could decreasesituations:
time that people are in the street.
their effectiveness.Therefore, use of RRFBs -z Speeds are higher than desired;
should be limited to locations with the most FIGURE 5-2:CROSSWALK SIGHT DISTANCE 4 Streets are wide;
critical safety concerns, such as pedestrian Parked Vehicles Decrease Sight Distance 4 Traffic volumes are high; or
and school crosswalks at uncontrolled IV 4 Sight distances are poor.
locations, and where appropriate per FIGURE Raised islands for pedestrian crossing
5-1 and TABLE 5-2. purposes or"crossing islands" are typically
1..r shorter in length and located only where a
5.7.4 Gateway Treatment T pedestrian crossing is needed. Crossing
The Michigan Department of Transportation islands perform best with tall trees and low
developed an effective and inexpensive Parked Setback for Sight Distance ground cover.This greatly increases their
innovation called the gateway treatment. It is visibility, reduces surprise, and lowers the
a pedestrian crossing configuration that need for signage. When curves or hill crests
features "Stop For Pedestrians Within —) _l ,�, complicate crossing visibility, median islands
are often extended over a crest or around a
Crosswalk" (R1-6a) signs at both ends of the � � curve to where motorists have a clear(6
crosswalk and a flexible delineator post in seconds or longer) sight line of the
between travel lanes.The treatment proved Curb Extension Improves Sight Distance downstream change in conditions. Lighting of
effective at increasing automobile yielding at median islands is essential.
multilane uncontrolled crosswalks in addition
The suggested minimum width of a crossing
to reducing speed. It was found to be most ! t island is 6 feet.The minimum desirable width
effective at intersections and mid-block - -
of the crosswalk through crossing islands is
crossings for travelways with speeds of 30
Source:LA County Model Design Manual five feet. Where adequate space exists,
COUNTY OF HAWAII STREET DESIGN MANUAL 1 59
crosswalk curb cuts should be a minimum of encroachment into the crosswalk and These uncontrolled crossings may be mid-
10 feet wide. On streets with traffic speeds improve a driver's view of people on foot block or at intersections of cross streets.
higher than 30 mph, it may be unsafe. FIGURE 5-3).At controlled crossing locations, Section 36.16 of the MUTCD(FHWA, 2009)
a stop line is set back a minimum of 4 feet specifies placing advance stop markings 20 to
5.7.7 Raised Crosswalks from the marked crosswalk.This may be 50 feet in advance of crosswalks, depending
Raised crosswalks slow traffic and put people increased up to 20 feet where right turn on upon location-specific variables such as
on foot in a more visible position. Raised red conflicts exist. At controlled midblock vehicle speeds,traffic control, street width,
crosswalks are most appropriate in areas crossings, stop lines should be placed 20 to on-street parking, potential for visual
with significant pedestrian traffic and where confusion, near land uses with vulnerable
g p 40 feet from the crosswalk of a single or populations, and demand for queuing space.
motor vehicle traffic should move slowly, multi-lane approach, respectively.
Where advanced stop lines are used at
such as near schools, on college campuses, in uncontrolled locations, "Stop Here for
downtown and business districts, and in FIGURE 5-3:ADVANCED STOP LINE MARKING
Pedestrians„ sign (111-5b) or similar shall be
other similar places.They are especially Fedest►ianstepsou included, per the MUTCD(FHWA, 2009).
effective near elementary schools where sees second car not l
stoppipg steps back
they raise small children by a few inches and 5,7.9 Crosswalk Signage
make them more visible. I ~~`- Advance pedestrian warning signs should be
Raised crosswalks are trapezoidal in shape on t used where pedestrian crossings may not be
both sides and have a flat top where expected by motorists, especially if there are
pedestrians cross. The level crosswalk area First car stops for pedesetrian
i many motorists who are unfamiliar with the
should be paved with smooth materials; any opening up sign triangle to area.The fluorescent yellow/green color is
include second lane designated specifically for pedestrian,
texture or special pavements used for
aesthetics should be placed on the beveled bicycle, and school warning signs and are
slopes,where they will be seen by — lrequired for all new and replacement
approaching motorists. installations.This bright color attracts the
II attention of drivers because it is unique. A
5.7.8 Advanced Stop Lines "State Law Stop for Pedestrian Within
Stop lines are solid white lines 12 inches I Cara Crosswalk” sign (R1-6a) may be used on
wide, extending across all approach lanes to 0 median islands, where they will be more
indicate where vehicles must stop in Car B visible to motorists than signs placed on the
compliance with a traffic control feature. Source:Modified from LA County Model side of the street, especially where there is
Advance stop lines reduce vehicle Design Manual on-street parking.All sign installations need
to comply with the provisions of the MUTCD.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 60
i •
T ---_ --- - bd
� r
K f
�1
:W IF rj
� Thr -- '�'�■n+ i�9R{1low— a
- BICYCLE FACILITIES
6. 1 INTRODUCTION choose to bicycle for a variety of reasons. This This section of the Manual provides
"no way no how" group typically comprises a recommendations for bicycle networks,
Encouraging bicycling as an alternate means of quarter to a third of the general population. guidance for the selection of all ages and
transportation, recreation, or exercise has abilities bicycle facilities on different types of
demonstrated benefits including improved Therefore, all ages and abilities bicycle facilities roadways, standards for a range of bicycle
public health, reduced vehicle traffic and should be designed to accommodate the
facilities, and guidance for bikeway
pollution, and economic benefits. The intent of majority of the population that is "interested intersections, signage, and parking. Other
bicycle facilities (i.e., "bikeways") designed with but concerned." Depending on the context, standards and guidelines relevant to bike
a complete streets perspective is to provide a these are often off-street or separated bicycle
p P p p facilities on Hawaii Island are provided in
network of facilities that are safe, low-stress, facilities, or quiet or traffic-calmed residential
Appendix A.
and accessible for users of all ages and abilities streets.
to get where they want to go.This requires FIGURE 6-1:BIKEWAY USERTYPES
designing with the most vulnerable existing and Interested Somewhat Highly
potential users in mind. but Concerned Confident Confident
Data on bicycle user types (see FIGURE 6-1) '� � o€the total =_Q01 of the total _ 4! of the total
O' O population O population« !O population
indicates that only a small percentage of
people are "highly confident" riding in the road Often not comfortable voth bike lanes,may bike on Generally prefer mare Comfortable riding with
sidewalks even if bike lanes are provided:prefer separated facilities,but are traffic=will use roads
along with automobile traffic regardless of off-street or separated bryde faalltles or quiet or Gomfortable riding in mthout bike lanes
whether bike lanes are present.There are tratbc-calmed residential roads.May not bike at all if bicyde laries or ort paved
likewise a relatively small percentage of bicycle f hires tea nol meet needs for permved shoulders if need be.
comfort.
intermediate, "somewhat confident" bicycle
users who prefer separated facilities but are
comfortable riding in bicycle lanes or paved
shoulders if need be. By far the largest
percentage (over half) of the current or
potential cycling population is "interested but
concerned."These are people who typically '
ride only on low traffic streets or separated LOW STRESS
paths under favorable conditions and weather, TOLERANCE _ TOLERANCE
or who do not ride but may choose to if low- Source:NACTO Urban Bikeway Design Guide
stress facilities were available. Of course,there
are also people who cannot or will not ever
COUNTY OF HAWAII STREET DESIGN MANUAL 63
6.2 BIKEWAY NETWORK high priority locations for bike lanes, paths, and provides guidance for all ages and abilities
other types of facilities. bikeway selection that is designed to be used in
A bikeway network provides a system of low- a wide variety of street types, based on
stress facilities that allow people on bicycles to 6.3 BIKEWAYS characteristics such as motor vehicle speed and
safely and conveniently get where they want to volume (see TABLE 6-1 and TABLE 6-2).The
o. Bike networks can include a mix of facilities Several types of bikeways are described in this
g Section with associated standards.They are guidance should be considered where a high-
including bike lanes, bike paths, and shared-use quality bicycle facility is desired. Even where
paths. listed in order from most protected to least to
p indicate that wherever possible,the general the all ages and abilities criteria cannot be met,
As part of a bicycle network, bike facilities preference should be to provide protected or provision of bicycle facilities should still be
should: separated bikeways to provide a safer and considered beneficial in reducing traffic stress
more desirable bicycling(1) Provide a comfortable experience for less- y g environment. If and enhancing rider safety and comfort.
skilled riders, separation or protection is not feasible,
(2) Improve access to destinations such as wherever possible,the minimum widths
schools,jobs, health care facilities, and provided for bikeways should be exceeded.
essential services, Many Minor (residential) Streets carry
(3) Enhance access to public transportation; excessive traffic volumes at speeds higher than
(4) Improve access to employment they were designed to carry. If traffic speeds
opportunities, especially for those without and volumes exceed those thresholds, either -
access to a private automobile,and dedicated facilities (e.g., Bike Lanes) should be
(5) Provide a linkage between regional trail considered or traffic calming should be applied _
to reduce vehicle speeds and volumes. Many
systems. _
traffic-calming techniques can make Minor
In design for new subdivisions and retrofits of
g (residential) Streets more amenable to
existing roadways on Hawai'i Island, bicycling.`
consideration should be given for opportunities j
to create or expand a network of bicycle The choice of an appropriate bicycle facility is j
facilities whenever possible. Designers should based on roadway context and the target user.
also consult statewide pedestrian and bicycle The consideration of separated bikeways is
plans as well as County community especially important around schools and major
development plans, master plans, and other employment centers. The National Association
district or neighborhood-scale plans to identify of City Transportation Officials (NACTO)
COUNTY OF HAWAII STREET DESIGN MANUAL 64
TABLE 6-1:BIKEWAY TYPES&REQUIREMENTS TABLE 6-2:GUIDANCE FOR SELECTING ALL AGES&ABILITIES BIKEWAYS
TARGETALL AGES& TARGET
ABILITIES
• •R KEY ALL AGES&
MOTOR
REQUIREMENTS •TES VEHICLE OPERATIONAL
VOLUMEBIKEWAY VEHICLE
LAN ES CONSIDERATIONS
FACILITY SPEED AD
Any of the following:
SHARED I Traffic volumes<3,000-5,000 vpd high curbside activity,
ROADWAY I Posted speed limit<=25mphANY Any frequent buses,
motor vehicle
--------------------------------r-----------------------------------------------------------------------------+-----------------------------------------
WIDE Never on local congestion,turning
TRAVEL Travel lane width<=14 feet ! ______________________ conflicts
T r
residential street <50 motor vehicles
LANES -<2--MPH -<2,000 No center line, per peak Bicycle Boulevard
r
Shoulder width=6 foot min. 25 MPH <1,500 or one-way
e ho
direction
Shoulder w i dth along roads with ----------------------------------}-------------------------}---------------------------------------------------------------------------------------------------------------------------------
Single lane
SHOULDER 45mph posted speed limit or <3,000 each way or Low curbside activity Bike Lane
BIKEWAY shared with pedestrians=8 foot one way.
----- ---------------- ---------------------------------------------------------------------------------------------------------------------------------
Shoulder
width where physical B
ike Lane--6,000
limitation=4 foot 25 MPH optional buffer
+ r
----!---------------------
Bike lane width from face of curb <15,000 Multiple lanes Buffered Bile Lane or
Traffic volumes> ! per direction ! ! Separated Bikeway
=5 foot min. + --------------
BIKE LANE Bike lane width desired =6 foot 3,000-5,000 vpd Separated Bikeway
Posted speed desirable
Any
Bikelane width on open shoulder ---------------------------------- ------------------------- ---------------------------------------------------------------------------------------------------------------------------------
=4 foot min. limit>=30mph <2,000 Single lane Bike Lane or
--------------------------------------------------------------------------------------------------------------+----------------------------------------- Reduce Speed
Buffer desired on Bike Lane w/
BUFFERED Painted buffer= 18 inch min.(2-3 travel lane and 30 MPH <9,000 optional buffer
BIKE LANE feet preferred) parking lane >9 000 Buffered Bike Lane or
sides. *-------------------------+----------------------------------r-----------------------------------------------------Separat--------------Way------
ed Bike
--------------------------------r-----------------------------------------------------------------------------+-----------------------------------------
Physical buffer= 18 inch min. Buffer desired on <9,000 Single lane Buffered Bike Lane or
SEPARATED i travel lane and epara ed Bi way
Buffer from parked vehicle to ! 35 MPH ! ! t ke
BIKEWAY pedestrian zone Bike Path or
curb-side bike lane=3 foot min. >9,000 Any
sides. ! Separated Bikeway
r + s +
--------------
-------- ----
Bike path in rural or small town = Recommend 2 >35 MPH, HIGH SPEED High pedestrian
BIKE PATH vol
estr'
8 foot min. LIMITED ACCESS r---------------------um-------------------, Bike Path or
OR SHARED- foot graded
( Bike path preferred= 12 foot shoulder on each ROADWAYS, NATURAL Low pedestrian Separated Bikeway
USE PATH) paved
side. CORRIDORS OR OTHER I volume
Source: NACTO Urban Bikeway Design Guide Source:NACTO Urban Bikeway Design Guide
COUNTY OF HAWAII STREET DESIGN MANUAL 1 65
6,3.1 Bike and Shared-Use Paths 6,3,2 Bike Lanes other standards for bike lanes are referenced in
Bike paths are a dedicated bikeway type that Bike lanes are a portion of the travelway TABLE 6-1.
are located outside of the travelway and thus designated for preferential use by people on 6.3.2.1 Buffered Bike Lanes
separated from vehicular traffic.They can also bicycles.They are a high priority on most urban Buffered bike lanes provide a painted divider
be designated as shared-use or multi-use paths street types. Bike lanes may also be provided on between the bike lane and the travel lanes.This
when designed to be used by people on foot, rural roads where there is high bicycle use. Bike additional space can improve the comfort of
people on bicycles, skaters, and other permitted lanes are generally not recommended on Minor people riding bicycles as they do not have to
users. Bike paths are beneficial to a bikeway Streets with relatively low traffic volumes and ride as close to motor vehicles. Buffered bike
network in that all levels of people on bikes feel speeds, as a shared roadway is appropriate. lanes can also be used to slow traffic, as they
comfortable riding on them due to the lack of
Bike lanes are created with a solid pavement narrow the travel lanes.An additional buffer
conflicts with motor vehicles.They may be
marking and stencils. Motor vehicles are may be used between parked cars and bike
provided within existing rights-of-way or in
prohibited from using bike lanes for driving and lanes to direct people riding bicycles to ride
areas not served by the street system, such as
parking but may use them for emergency outside of the door zone of the parked cars.
along rivers and streams,through parks, and
avoidance maneuvers or breakdowns. Bike
along utility corridors, so long as they offer
lanes are one-way facilities that carry bicycle Ideally, a buffer will be provided both between
frequent connections to the street system. the travel lane and the parking lane. Where
traffic in the same direction as adjacent motor p g
In rural areas or small towns, bike paths can vehicle traffic unless otherwise marked, as in insufficient space exists for both buffers, traffic
have a minimum width of 8 feet, however wider the case of a two-way bike facility or contra- volumes, speeds, and parking turnover should
pavement may be needed in high-use areas flow bike lane. Bike lanes should be provided on be considered as criteria for putting the buffer
(TABLE 6-1). Where there are a significant both sides of a two-way street except where on the travel side or the parking side. Streets
number of varied users, either wider pavement width is insufficient. Another exception is on with high parking turnover, lower traffic
or separate modal paths help to eliminate hills where topographical constraints limit the volumes, and lower vehicle speeds favor the
conflicts. Most important in designing bike width to a bike lane on one side only. In that buffer on the parking side. Buffered bike lanes
paths is good design of intersections where they instance, the bike lane should be provided in are most appropriate on busy streets, high
cross streets.These crossings should be the uphill direction, as people riding bicycles speed streets, or streets with significant parking
designed as intersections with appropriate ride slower uphill.They can ride in a shared lane turnover where protected bike lanes are
treatments such as signals or median crossing in the downhill direction. Types of bike lanes undesirable for cost, operational, or
islands. described in this section are shown in FIGURE maintenance reasons.
and FIGURE 6-3. Recommended widths and
COUNTY OF HAWAII STREET DESIGN MANUAL 1 66
6.3.2.2 Separated Bikeways vehicle travelway. Where adjacent to sidewalks Pavement markings may also be provided to
Separated bikeways, also known as cycle tracks in heavily trafficked areas, raised bikeways may indicate shared or separated space for
or protected bike lanes, are bicycle facilities also include a sidewalk buffer. Raised bikeways pedestrians and people on bicycles.
located on or adjacent to streets where bicycle offers the following advantages:
traffic is separated from motor vehicle traffic by Mountable curbs can be used at driveways he " Advisory Bike Lane
barriers, such as on-street parking, to provide vehicular access. The "advisory bike lane" or"advisory shoulder"
physical p g.
posts or bollards, curbing, or landscaped 4 The mountable curb allows people riding design, also known as "edge lane roads," provides
islands. Less experienced riders often require bicycles to enter or leave the bikeway(e.g., bike and/or pedestrian space on each side of the
this level of protection in order to feel
for turning left or overtaking another roadway. Unlike roads with standard bike lanes,
comfortable riding along high-speed, high- person on a bicycle). advisory bike lanes direct motorists to a single
volume roads. Separated bikeways may be The raised bikeway drains towards the lane in the center. When they need to pass an
raised to sidewalk level or 2-3 inches below. center line, leaving it clear of debris and oncoming motorist, both move to the edge
puddles. temporarily, occupying the bike lanes.
Separated bikeways should be designed to People new to bicycling are more likely to
ride in the bikeway, leaving the sidewalk 6,3.5 Shared Roadways
minimize conflicts with people on foot, in si for people on foot. A shared roadway is a street in which people on
automobiles, and in driveways using Raised bikeways can be constructed at little bicycles ride in the same travel lanes as other
pavement marking, signage, or signals. additional expense for new roads. traffic. Shared roadways may be delineated
Separated bikeways can be either one-way or Retrofitting streets with raised bikeways is through shared-lane pavement markings, signage,
two-way facilities. Two-way separated bikeways more costly; it is best to integrate raised and other treatments that indicate that drivers
require less street width than two one-way bikeways into a larger project to remodel the can expect to share the road with people on
separated bikeways since there is only one street due to drainage replacement. Special bicycles. There are no specific dimensions for
protective buffer needed from traffic. maintenance procedures may be needed to shared roadways. State law requires motorists to
Separated bikeways require more complex keep raised bikeways swept where provide a minimum of three feet to pass a person
treatments at intersections such as signal timing incorporated into the travelway. on a bicycle, which may require crossing over into
or geometric modifications. the adjacent travel lane on narrow travelways.
6,33 Paved Shoulder Bikeways Shared roadways work best on low-volume, low-
6.3.2.3 Raised Bikeways Similar to curbless pedestrian zones, paved speed neighborhood residential streets and rural
Raised bikeways incorporate the convenience of shoulder bikeways are appropriate in suburban roads. The suitability of a shared roadway
riding on the street with some physical and rural areas where adequate pavement decreases as automobile traffic speeds and
separation.This is done by elevating the bicycle width exists. They may be buffered with striped volumes increase, especially on rural roads with
lane surface 1 to 6 inches above street level; pavement markings if space allows,to provide poor sight distance.
thus, separating the bikeway from the motor more separation between bicycles and traffic.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 67
FIGURE 6-2:BIKEWAYTYPES
BUFFERED BIKE LANE SEPARATED BIKEWAY
� i J
Pedestrian Nptionall
dewalSeparated
Zone uffer pStreet Parking Lane/
Pedestrian Parking Bikeway Buffer Travel Lane
Bike Travel Lane
Zone Lane Parking Lane Street
Buffer Buffer
(Optional)
RAISED BIKEWAY
BIKE LANE
L
Pedestrian Bike Lan
Zone Travel Lanes Pedestrian
Zone Sidewal Raised Travel Lane
J_ Buffer Bikeway
(Optional)
PAVED SHOULDER BIKEWAY ADVISORY,BIKE LANE
Paved Shoulder Bikeway Bike Travelway Bike
Pedestrian Zone Travel Lanes Lane
Lane
COUNTY OF HAWAII STREET DESIGN MANUAL 68
bicycles and automobiles and give priority to FIGURE 6-3:SHARED ROADWAYS
Shared-lane marking stencils (also commonly through bicyclist movement.These may
called "sharrows") may be used as a treatment include:
for shared roadways and for wayfinding.The Traffic diverters at key intersections to • SHARROWS
stencils can serve a number of purposes:they reduce through automobile traffic and
remind people on bicycles to ride further from a allow bicyclist through movement;
parked car's "door zone" (the 3-4 feet a parked Reducing stop-controlled intersections by
car door extends into the travelway) collisions; turning stop signs toward intersecting Bike Sharrow
they increase visibility of people on bicycles and streets or replacing them with mini-circles
make motorists aware of bicycles potentially in and roundabouts;
the travel lane; and,they show people on Traffic calming devices to reduce vehicle
bicycles the correct direction of travel and Pedestrian
speeds; Parking Travel Lanes
suggested route. Shared roadways are only Zone Lane Pedestrian
appropriate on low-volume and low-speed Wayfinding and other signage to provide Zone
roads or in certain circumstances when making direction, guide difficult movements, and
connections between other bicycle facilities. alert motorists to the presence of people BICYCLE BOULEVARD
on bicycles.
Sharrows should not be placed in the door zone
of parked cars. Placing the sharrow between Bicycle boulevards are usually along Minor
vehicle tire tracks increases the life of the Streets within residential neighborhoods or
markings and decreases long-term maintenance parallel to high volume streets that provide a Traffic Calming Measures
costs. Sharrows can be made more prominent direct and continuous route for bicycle travel.
using a larger size or colored backing. Thus, they work best on a street grid. By ,
reducing and slowing traffic,they also improve
the pedestrian environment. Where bicycle Pedestrian Parking
Travel Lanes
A bicycle boulevard is a type of shared roadway boulevards cross high-speed or high-volume Zone Lane Pedestrian
that includes improvements to prioritize people streets, intersection improvements appropriate Zone
on bicycles, while maintaining access to local to the street type should be provided, such as
vehicle traffic.This is done using traffic calming signals (where warranted), roundabouts, or
measures to reduce vehicle speeds to 20 mph median refuge islands.
or below, while also installing traffic controls
that minimize conflicts between people on
COUNTY OF HAWAII STREET DESIGN MANUAL 1 69
6.4 BIKEWAY INTERSECTIONS bikeway through an intersection where a bike Where a left turn is required to follow a
lane pocket cannot be accommodated. designated bike route or boulevard or
Bikeway intersection design should reduce access a shared-use path, or when the
conflicts between people on bicycles and Where a one-way separated bikeway
automobiles by increasing separation,
approaches an intersection with aright-turn bicycle lane moves to the left side of the
heightening visibility, denoting a clear right of lane, a mixing zone may be created for a street.
way, and ensuring that different users are shared bikeway and right-turn lane. When the dominant motor vehicle traffic
aware of each other. Intersection treatments flows right and bicycle traffic continues
can resolve queuing and merging maneuvers 6,4,2 Bike Boxes through (such as at a Y intersection or
for people on bicycles, and are often A bike box is a designated area at the head of access ramp).
coordinated with timed or specialized signals. a traffic lane at a signalized intersection that FIGURE 6-4:BIKE BOX
provides people on bicycles with a safe and
6.4.1 Continuation of Marked visible way to get ahead of queuing -
Bikeways automobiles during the red signal phase
(FIGURE 6-4). Right-turn-on-red should be
Continuing marked bikeways at intersections prohibited where bike boxes exist. Bike boxes
(up to the crosswalk) ensures that separation, -
should be painted green to achieve maximum
guidance on proper positioning, and adherence by motorists.Appropriate
awareness by motorists are maintained
locations include:
through these potential conflict areas. The
appropriate treatment for right-turn only At signalized intersections with high
lanes is to place a bike lane pocket between volumes of bicycles and/or automobiles,
the right-turn lane and the rightmost through especially those with frequent left-turns
lane. by people on bicycles and/or motorist
right turns.
If a full bike lane pocket cannot be r
Where there may be right or left-turning •�
accommodated, a shared bicycle/right turn
conflicts between people on bicycles and
lane can be installed that places astandard- -
width bike lane on the left side of a dedicated motorists.
right-turn lane. Signage and dashed marking Where there is a desire to better
delineates the space for people on bicycles accommodate left-turning bicycle traffic.
and motorists within the shared lane.
Sharrows are another option for marking a
Source: NACTO Urban Bikeway Design Guide
COUNTY OF HAWAII STREET DESIGN MANUAL 1 70
6,4.3 Protected Intersections the use of push buttons or by automated necessary to provide clear guidance to
Protected intersections (see FIGURE 6-5) means such as in-pavement loops,video, or people on bicycles on how to actuate
separate vehicular traffic, pedestrian microwave. Inductive loop detection detection (e.g., what button to push or where
crosswalks, and bike lanes. Bike crossings are sensitivity at signalized intersections should to stand). Per MUTCD(FHWA, 2009),where
adjacent to but separate from pedestrian be increased to accurately detect people on travel lanes are shared, a bicycle symbol may
crosswalks and waiting areas. Bike lanes two wheels, including bicycles, mopeds, and be placed on the pavement indicating the
have a buffer when travelling adjacent to motorcycles. For dedicated bike facilities, optimum position for a person on a bicycle to
vehicles and protected (bicycles only) signals loop detectors can be placed in the bike lane actuate the signal. A R10-22 sign may be
at intersections. Protected intersections to trigger the signal activation or to expand installed to supplement this pavement
typically combine the right turn lanes with the green phase in the same direction. In marking.
the through movement. addition to the detection mechanism, it is
6,4.4 Bicycle Signals
Bicycle signals may be installed at signalized FIGURE 6-5:PROTECTED INTERSECTION
intersections to improve safety and
operations for people on bicycles.They
provide guidance for bicyclists at
intersections where they may have different
needs than other road users, or to indicate
separate bicycle signal phases and other
bicycle-specific timing strategies.A bicycle
signal should only be used in combination
with an existing conventional or hybrid _
beacon. Bicycle signals must comply with the
latest requirements of FHWA and the MUTCD
FHWA 2009 . �� F
6.4.4.1 Bicycle Signal Detection
Bicycle detection should be used at all
actuated traffic signals to alert the signal
controller of bicycle crossing demand on a Source:Alto Planning+Design
particular approach. It occurs either through
COUNTY OF HAWAII STREET DESIGN MANUAL 71
6.5 COLORED PAVEMENT concerned" users that may not otherwise be 6.7 BICYCLE PARKING
encouraged to try bicycling. A wayfinding A successful bicycling environment requires
Pavement coloring is useful for a variety of system may include:
providing ample convenient and secure
applications in conjunction with bikeways. Signs indicating direction of travel, places to park bicycles, both along the
The primary goal of colored pavement is to
differentiate specific portions of the location of destinations, and travel travelway and at key destinations. Bicycle
travelway. Colored pavement can also visibly time/distance to those destinations.The parking should be located in well-lit and
reduce the perceived width of the street. MUTCD(FHWA, 2009) provides guidance secure locations close to the main entrance
on the design of bicycle wayfinding signs; of a building, and no further than the closest
Colored pavement is used to highlight Pavement markings indicating to people automobile parking space. Bike parking
potential conflict areas between bicycle lanes on bicycles that they are on a designated should not interfere with pedestrian
and turn lanes, especially where bicycle lanes route or bike boulevard and reminding movement or ADA accessibility.
merge across motor vehicle turn lanes. motorists to drive courteously; and,
Colored pavement can be used in conjunction 6.71 Bike Racks
Maps providing users with information
with sharrows (shared lane markings) along Bike racks along sidewalks should provide
regarding destinations, bicycle facilities,
heavily used Business Streets where no other adequate support to the bicycle and enable
provisions for bicycle facilities are evident. and route options.
p y ,� easy locking using a U-shaped lock. Refer to
Spring green is the preferred color for the Association of Pedestrian and Bicycle
colored bikeway markings, as set by theProfessionals' Bicycle Parking Guidelines for
FHWA. Maintenance of color and surface F additional information.
NO
condition are considerations.Traditional ; , MOTOR
traffic paints and coatings can become VEHICLES 6.7.2 Bike Corrals
p g �i wEcoM
slippery, and therefore skid resistant surfaces , Bike corrals are in-street bicycle parking racks
should be considered. '`° that provide greater capacity for short-term
bicycle parking where there is a higher
6.6 BICYCLE WAYFINDING demand than can be accommodated on
Wayfinding helps users familiarize with the sidewalk racks. Bike corrals are particularly
bicycle network, identify the best routes to attractive when the demand for bicycle
destinations, and understand time and parking begins to crowd the sidewalk right-
distance between destinations. It can be of-way.
particularly valuable to users that are new or
unfamiliar with an area and "interested but
COUNTY OF HAWAII STREET DESIGN MANUAL 1 72
' I
Y
J
s ,
R • - 7y/
7. 1 INTRODUCTION operations, improve visibility of pedestrians 7.2 ROUNDABOUTS
and people on bicycles, and greatly reduce Modern roundabouts support both safety
Moving through intersections should be safe, potential conflict points between
predictable, and convenient for all users. automobiles and other users. and efficiency for all users, including
automobiles, pedestrians, and bicyclists.
When designing intersections, the key
considerations include safety,visibility To determine appropriate intersection Roundabouts have been shown to reduce
efficiency, cost of operation, design context, controls,the Highway Capacity Manual(TRB, crashes resulting in injuries by as much as 90
and current and future users. Designers can 2016) procedures should be used and percent. FIGURE 7-1 demonstrates how
use a wide range of intersection design intersections should be designed for the peak roundabouts contribute to safety through
elements in combination to provide both hour of flow, using a Peak Hour Factor of 1.0. reduced vehicle/pedestrian conflict points.
operational quality and safety.These include: FIGURE 7-1:INTERSECTION CONFLI POINTS
The Level of Service (LOS) standard for
Intersection control treatments such as rr u Right turn on green conflict
intersections is E in town cores, village O Red light running conflict
roundabouts, stop signs, traffic signals, centers and other urban areas and LOS D in O Left turn on green conflict
WL O Rerunning orrightand others; less densely populated areas for the peak turnon red conflict
Traffic islands to separate conflicting hour of traffic.
Conventional Intersection
vehicle movements and provide refuge 16 Conflict Points
for people walking; The remainder of this Chapter includes
Full or partial street closures or roadway standards for the following components of
realignments to simplify the number Intersection Design:
and orientation of traffic movements 7.2 Roundabouts
through an intersection; and 7.3 Tra �cS� nals
Separate turn lanes to remove slow 7.4Corner Radii O Vehicle/PedestrianConficts
-------------------------------
moving or stopped vehicles from 7.5 Angle of Intersection Roundabout
through traffic lanes. 8 Conflict Points
g 7.6_______Intersection- Distance -'�
From a complete streets perspective, new 7.7--------
traffic signals or four-way stops are
Additional standards and guidelines relevant r
discouraged. Roundabouts are the preferred
to intersection design on Hawaii Island are
treatment for intersections that can not be
listed in Appendix A.
adequately controlled by one-way or two-
way stop control, as they effectively slow
vehicles while maintaining efficient Source:LA County Model Design Manual
COUNTY OF HAWAII STREET DESIGN MANUAL 1 75
A roundabout shall be used at any location require a change in an un-signalized and the physical environment in order to
where MUTCD signal warrants or all-way intersection control. determine whether or not the intersection
stop control warrants are met. Exceptions to warrants a traffic control signal.
this requirement are as follows: Geometry plays a significant role in the
operational performance and safety of a 7,3.1 Signal Phasing
Where the intersection is immediately roundabout.The layout should be designed g g
adjacent (less than 500 feet)to a to force vehicles to slow as they move Traffic signal phasing can have a significant
coordinated signal system; impact on signal system effectiveness for a
Where a signal will be installed for through the intersection.This is especially number of reasons, including:
emergency vehicle access; or important for the safety and visibility of Permissive only left-turn operation may
Where steep terrain or ROW constraints people walking and cycling. reduce delay for the intersection, but
would make construction significantly may adversely affect intersection safety,
The widths of the approach roadway and
more expensive or infeasible. because it requires motorists to choose
entry design also determine the way the
An all-way stop can be used as an interim acceptable gaps.
vehicles will interact in the intersection. Protected only left-turn phases may
measure to address safety concerns at an Y p Y
existing two-way(or one-way) stop 7,3 TRAFFIC SIGNALS reduce delay for turning vehicles but are
controlled intersection. Drawbacks to stop likely to increase intersection delay.
sign controlled intersections may include
New traffic signals shall only be used at However,they should be considered in
uncontrolled pedestrian crossings or
locations described in the exceptions above. areas where there are a high volume of
excessive vehicle delay.
Traffic signals should include pedestrian conflicting pedestrian or bicycle
crossings at all legs of the intersection. crossings.
Unlike traffic signal control, there are no Protected-permissive left-turn phases
warrants for roundabouts currently included
A warrant is a condition that an intersection offer a compromise between safety and
in the MUTCD(FHWA, 2009). Each must meet to justify a signal installation. efficiency but could limit available
roundabout must be justified on its own MUTCD(FHWA, 2009) specifies the options to maximize signal progression
merits as the most appropriate intersection
conditions where traffic signals or during coordination unless innovative
roundabouts are recommended.The displays are used.
treatment alternative.A roundabout Slit phasing may be applicable with
satisfaction of a traffic signal warrant or p p g Y pp
alternative shall be considered when shared lanes but could increase
rehabilitatingexisting intersections that have warrants shall not in itself require the
g
installation of a traffic control signal (MUTCD, coordinated cycle length if both split
been identified as needing major safety or phases are provided a concurrent
4C.01).The final decision is made based upon
operational improvements. Evaluation shall pedestrian phase.
also be required for all other types of the traffic engineer's judgment.The traffic Prohibited left turns may be used
engineer analyzes vehicle traffic volume,
projects that propose new signalization or selectively to reduce conflicts at the
pedestrian activity, intersection crash history, intersection.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 76
CORNER RADII As previously described, larger, infrequent FIGURE 7-2:INTERSECTION CORNER RADII
An intersection's corner radius has a
("control")vehicles can be allowed to R,=Actual Curb Radius
encroach on multiple departure lanes and Rz=Effective Curb Radius _
significant impact on the comfort and safety R3=Curb Radius Needed for
of non-motorized users. Small corner radii part way into opposing traffic lanes.The Truck Turns without6icycle
provide the following benefits: required corner radius for a vehicle to make a Lane and Parking
turn is known as the effective curb radius.
Smaller, pedestrian-scale intersections This differs from the actual curb radius which
resulting in shorter crossing distances; ` R'
is the radius of the constructed curb. Where � w
� Slower vehicular turning speeds;
on-street parking or bike lanes exist, and curb
Improved geometry for installing extensions are not present,the actual curb
perpendicular ramps for both crosswalks radius may be minimized (see FIGURE 7-2).
at each corner; and,
Simpler, more appropriate crosswalk The following guidelines should be followed
placement in line with the approaching when considering the corner radius:
sidewalks. The effective curb radius should be 28
Therefore,the smallest feasible corner radii feet to accommodate a single-unit truck
or 24 feet to l
should be selected for intersection designs. (SU-30) design vehicle, Source:LA County Model Design Manual
When designing corner radii for complete accommodate a city bus (which
streets,the default design vehicle should be generally match the dimensions of a
carefully selected based on the street type County of Hawai'i Hele-On bus).
and adjacent land uses. Large design vehicles In industrial areas, or locations with
should be used only where they are known
frequent truck movement, the design 7.5 ANGLE OF INTERSECTION
to regularly make turns at the intersection, vehicle should be increased to an A right-angle intersection provides the
and corner radii should be designed based on intermediate semi-trailer(WB-50) or shortest crossing distance for intersecting
the larger design vehicle traveling at crawl
appropriate, and the effective curb streets. Intersections should not be skewed
speed. In addition, designers should consider
radius should be increased to more than 15 degrees from a right angle if
the effect that bike lanes and on-street accommodate the turn movement. possible. Skew angles of 75 degrees or less
parking have on the effective radius, Where parallel on-street parking or bike may need geometric countermeasures, such
increasing the ease with which large vehicles
lanes exist,their width should be as channelization or other traffic control,
can turn. Encroachment by vehicles larger factored into the effective corner such as roundabouts.
than an SU-30 is acceptable onto multiple radius, and the actual curb radius
receiving lanes. should be reduced.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 77
7.6 SIGHT DISTANCE 100 vehicles per hour(vph). Double left turn FIGURE 7-3:RIGHTTURN LANE DETAIL
Sightlines should be maintained to minimize
lanes should only be considered where the ,
conflicts between street users at peak hour turn volumes are greater than 300
vph. 55'-60'
intersections. angle between
vehicle flows
A minimum of 75 feet of sightline should While right turns from through lanes may
Provide
be maintained to signal posts at delay through movements, they also create a 4'-8'clearance Offset crosswalk
between bollards a minimum of
signalized intersections. reduction in speed due to the slowing of .store a
vehicle out of
A minimum of 40 feet of sightline should turning vehicles.The installation of dedicated APProxl ,.
the travel way
be maintained at controlled midblock 3o°angle
right turn lanes increases the crossing Raised
crossings. distance for people on foot, increases the crosswalk
A minimum of 40 feet of sightline should speed of vehicles, and increases the conflicts e
Install
be maintained at uncontrolled crossings. with people on bicycles; therefore, exclusive bollards
Driveway users should have at least 10 to 2'behind face
right turn lanes should be used only when
20 feet of sightline to sidewalks, and at
least 30 feet of sightline into the street. necessary. Where deemed necessary in
limited applications, the following design
7.7 TURN LANES practices for right-turn lane channelization
Turn lanes allow turning vehicles to move islands should be used to provide safety and
over so that through vehicles maintain their convenience for people on foot, people on Source:LA County Model Design Manual
speed.The need for turn lanes for vehicle bicycles, and motorists (FIGURE 7-3):
mobility should be balanced with the need to Provide a yield sign for the slip lane. Construct a raised pedestrian crossing to
manage vehicle speeds and the potential -3 Provide a 55 to 60-degree angle between slow vehicle turning movements and
impact on multimodal facilities such as bike vehicle flows, which reduces turning improve safety for pedestrians.
lanes and sidewalks, especially where right- speeds and improves the yielding driver's Install bollards where a raised pedestrian
of-way space is constrained. visibility of people on foot and vehicles. crossing is constructed within a
Left turn lanes should be considered where Place the crosswalk across the right-turn channelized right-turn lane. Bollards shall
appropriate in an urban environment, on lane about one car length back from be placed on either side of the crosswalk
high-speed, high-volume facilities, or when where drivers yield to traffic on the other within the raised island and sidewalk.
being used with a road diet. Dedicated left street, allowing the yielding driver to ADA clearance must be maintained
turn lanes should also be considered where respond to a potential pedestrian conflict however the bollard separation should
the peak hour turn volumes are greater than first. not be so great as to allow for a car to
travel through.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 78
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01
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_ 1
STRANSIT
INTRODUCTION Street design also plays a key role in making transit safe, convenient,
Public transit serves a vital transportation function for many people
and accessible. For transit to function optimally, streets must
making short and long trips; it is their access to jobs, school, medical, accommodate transit vehicle travel as well as provide access to bus
shopping, recreation, and other daily functions.This includes people
stops by bus, on foot, by bicycle, and by passenger vehicle (i.e., park and
who don't own cars, can't drive due to age, disability, or other factors,
ride lots). See the text box for principles of transit accommodation.
and those who choose not to drive.Transit can also supplement walking Transit Accommodation Principles
and bicycle trips, allowing people to forgo private automobile usage for
longer trips.Transit is particularly important as a transportation Public transit should interface seamlessly with other modes,
alternative for Hawaii County, which has a large, mostly rural, service recognizing that successful transit depends on customers getting to
area that limits available transportation options.The Hele-On bus the service via walking, bicycling, car,taxi, or paratransit.Transit
service is the primary transportation alternative available to many planning should use these principles:
residents that must commute long distances. Bus dimensions vary by ► Along transit routes,transit vehicles should have higher
model, however standard Hele-On buses are 40-feet long and 8.5-feet priority than passenger vehicles.
wide (9.75-feet mirror-to-mirror). ► Transit stops should be easily accessible by people on foot
Convenient, safe, reliable, and accessible service is key to making transit and by people on bicycles, with safe and convenient street
a viable and attractive transportation alternative. The County's Mass crossing opportunities.
Transit Agency(MTA) adopted the County of Hawaii Transit and ► Transit stops should be active and attractive public spaces
Multimodal Master Plan in 2018, which outlines the following goals: that provide safe places for people on a regular basis, at
various times of day, and all days of the week.
Goal One: Make riding transit easier, reliable, and more desirable
► Transit stops function as community destinations.The
than other options.
Goal Two: Create a transit system to serve the employment and i largest stops and stations should be designed to facilitate
social needs of all people. programming for a range of community activities and
events.
Goal Three: Implement technology to provide real time ► Transit stops should include amenities for passengers
transportation information. i
waiting to board.
4 Goal Four: Create transportation hubs and bus stops with amenities ► Transit stops should be attractive, clean, and visible from a
that provide rider comfort and safety and that help support
distance.
community and village gathering places. 10, Streets that connect neighborhoods to transit facilities
Goal Five: Phase system implementation in a fiscally sustainable should be especially attractive, comfortable, and safe and
manner. inviting for pedestrians and bicyclists.
Source:Adapted from the City& County of Honolulu Complete Streets
Design Manual
------------------------------------------------------------------------------------------------
COUNTY OF HAWAII STREET DESIGN MANUAL 1 81
Where transit facilities are provided, their The remainder of this Chapter includes the for stop sign-controlled intersections. Mid-
design and placement shall be informed by following standards for design and block bus stops are generally discouraged.
the guidance in this Chapter and the County accommodation of transit: Where a mid-block crosswalk exists,the bus
of Howai'i Transit Master Plan. In addition, 8.2 stop should be located on the far-side of the
zoning permit applications for the following Bus Stop_Type crosswalk to maximize visibility of crossing
.3
types of projects shall be routed to the MTA --8-------------Bus----Stop_Zone De
---- -sign-- pedestrians approaching.
for comment prior to conditions of 8.4-------Park and Ride Lot Design
In some areas, it may be desirable to design
development being reviewed and approved: 8.5______ TWafi
ransit_ ynding
- - - - the route to eliminate the need for
Projects fronting an existing bus route. Additional standards and guidelines relevant passengers to cross streets, such as the use
Projects on a proposed bus route as to designing and accommodating transit of off-street stops. Off-street stops are also
identified in planning documents such as facilities on Hawai'i Island are listed in appropriate for destinations set far back
Community Development Plans and the Appendix A. from the roadway, such as hospitals and
County of Hawai'i Transit& Multimodal shopping malls. But in all cases priority
Transportation Master Plan (COH, 2018) 8.2 BUS STOP TYPE should be given to the location that best
and Downtown Hilo Multimodal Master There are five identified bus stop types, serves the passengers. Each location has its
Plan (COH, 2018). ranging from the most basic stop with few advantages and disadvantages, as shown in
Schools. passenger amenities to a hub or transit TABLE 8-1
Parks of two acres or more. center with numerous passenger amenities.
Bus stops shall be placed according to the
Senior housing projects with four or These stops include: factors included in and the
more units.
1. Basic local stop, following standards:
Housing projects with eight or more
2. Primary local stop; Far-side intersection bus stop zones
units. 3. Park and ride lot, should be located 5 feet from the
Commercial projects with a minimum of 4. Satellite hub,and
crosswalk or traffic control device.
10,000 square feet of building space.
5. Hub. Near-side intersection bus stop zones
Medical projects with a minimum of
5,000 square feet of building space. In general, bus stops should be located at the should be located within 5 feet from the
Industrial projects with a minimum of far side of a signalized intersection in order nearest crosswalk or traffic control
10,000 square feet of building space. to enhance the effectiveness of traffic signal device.
Resort projects. synchronization or bus signal priority
All grading permit applications. projects. Near-side bus stops are appropriate
COUNTY OF HAWAII STREET DESIGN MANUAL 1 82
TABLE 8-1:BUS STOP LOCATION CONSIDERATIONS
LOCATION ADVANTAGE DISADVANTAGE
► FAR SIDE ► Minimizes conflicts between right-turning vehicles and buses. ► Queuing buses may block the intersection during peak periods.
► Optimal location for traffic signal synchronized corridors. ► Sight distance may be obstructed for vehicles approaching
► Provides additional right-turn capacity by allowing traffic to intersections.
use the right lane. ► May increase the number of rear-end accidents if drivers do
No, Improves sight distance for buses approaching intersections. not expect a bus to stop after crossing an intersection.
► Requires shorter deceleration distances for buses. ► Stopping both at a signalized intersection and a far-side stop
► Signalized intersections create traffic gaps for buses to may interfere with bus operations.
reenter traffic lanes.
► Improves pedestrian safety as passengers cross in back of the
bus.
11, Minimizes interference when traffic is heavy on the far side 01 Increases conflicts with right-turning vehicles.
NEAR SIDE of an intersection. ► Stopped buses may obscure curb-side traffic control devices
► Provides an area for a bus to pull away from the curb and and crossing pedestrians.
merge with traffic. ► Obscures sight distances for vehicles crossing the intersection
► Minimizes the number of stops for buses. that are stopped to the right of the buses.
► Allows passengers to board and alight while the bus is ► Decreases roadway capacity during peak periods due to buses
stopped at a red light. queuing in through lanes near bus stops.
► Allows passengers to board and alight without crossing the ► Decreases sight distance of on-coming traffic for pedestrians
street if their destination is on the same side of the street. crossing intersections.
This is most important where one side of the street has an ► Can delay buses that arrive during the green signal phase and
important destination,such as a school,shopping center,or finish boarding during the red phase.
employment center that generates more passenger demand ► Less safe for passengers crossing in front of the bus.
than the far side.
10, Minimizes sight distance problems for pedestrians and ► Decreases on-street parking supply(unless mitigated with a
MID- vehicles. curb extension).
BLOCK 10- Boarding areas experience less congestion and conflicts with ► Requires a mid-block pedestrian crossing.
pedestrian travel paths. ► Increases walking distance to intersections.
► Can be located adjacent to or directly across from a major ► Stopping buses and mid-block pedestrian crossings may disrupt
transit midblock use generator. mid-block traffic flow.
Source:Federal Transit Administration, BRTStops, Spacing, Location, and Design, www.fta.dot.gov/research 4361.html.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 83
TABLE 8-2:BUS STOP PLACEMENT
FACTOR DETAILS
1. DISTANCE BETWEEN STOPS ► Urban areas: Five to ten stops per mile with a typical spacing of 750 feet between stops.
► Suburban areas: Four to six stops per mile with a typical spacing of about 1,000 feet per stop.
► Rural areas:As needed but no more than suburban areas.
2. PLACEMENT ADJACENT TO ► Multifamily housing areas.
EXPECTED PASSENGER TRAFFIC ► Major shopping areas.
GENERATORS ► Employment centers.
► School and university campuses.
► Transit centers.
3. PEDESTRIAN SAFETY AND ► Bus stops should be placed as close as possible to intersections to enhance accessibility.
ACCESSIBILITY ► Safe and accessible crosswalks should be provided adjacent to all bus stops.
► Bus stops shall be located where adequate right-of-way exists to meet ADA Accessibility Guidelines(ADAAG).
4. TRAFFIC AND SAFETY ► Curb clearance(i.e.,clear access of the bus to the curb or adjacent property,not blocked by on-street
CONSIDERATIONS parking).
► Operational effectiveness issues(including relation to the nearest intersection, bus turning requirements,
and re-entering the travel lane).
Junction of two routes proceeding in the same direction (should have the same stop)as well as hubs and
transfer points.
8.2.1 Curbside Bus Stops
Bus stop zones shall be designed to the standards included in TABLE 8-3.These are illustrated in FIGURE 8-1.The standards for the "Bus Zone" and
"Total" columns provide a range.The lower end of the range,40-feet for the Bus Zone, is for a standard or 40-foot vehicle while the upper level is for a
60-foot vehicle. An additional 50 to 70 feet of length should be provided for each additional bus expected to stop simultaneously at any given bus stop.
This allows for the length of the extra bus (40 feet or 60 feet) plus 10 feet between buses.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 84
TABLE 8-3: BUS STOP ZONE STANDARDS
LOCATION PULL-IN BUSZONE • •
FAR-SIDE ACROSS INTERSECTION 10 feet 40-60 feet 40 feet 90-110 FEET
FAR-SIDE AFTER RIGHT TURN 60 feet 40-60 feet 40 feet 140-160 FEET
NEAR-SIDE NON-SIGNALIZED INTERSECTION 50 feet 40-60 feet 20 feet 110-130 FEET
NEAR-SIDE SIGNALIZED INTERSECTION 50 feet 40-60 feet 10 feet 100-120 FEET
FAR-SIDE AFTER LEFT TURN 65 feet 40-60 feet 40 feet 145-165 FEET
MID-BLOCK 60 FEET 40-60 FEET 40 FEET 150-170 FEET
FIGURE 8-1: CURBSIDE BUS STOP FEATURES
•
o
� 4
-- ___-- ar /,g
COUNTY OF HAWAII STREET DESIGN MANUAL 85
8.2.2 Bus Pullouts FIGURE 8-2:BUS PULLOUT FARSIDE ZONE
Bus pullouts are areas where
i �
the bus stop has been designed l d
to remove buses from within
the travelway.They are used
where traffic volumes are high
and through-traffic is
prioritized.These zones are _ l�;❑
useful for locations requiring a
longer bus dwell time such as at �' / _ u �l Q i 4
r
major destinations including / 1:Exit taper is typically 25-30 feet.Enforcement should ensure stop areas remain unblocked by
schools and shopping centers. parking or loading.
FIGURE 8-2 and FIGURE 8-3 2:Platform length includes length of the bus plus 10 feet of clearance from back of vehicle to
crosswalk.
illustrate a far-side pullout zone 3:Use conflict-zone markings to position bicyclists to the left of the bus zone.Mark the bike lane to
with a bike lane and adjacent r� the left of the bus stop;place the seam of the concrete bus pad to either side of the bike zone,as
parking and a nearside pullout seams and cracks pose a hazard to bike wheels.The bike zone should be at minimum 4 feet wide.
zone with adjacent parking. Source:NACTO Transit Street Design Guide
Mid-block pullout zones are not
FIGURE 8-3:BUS PULLOUT NEARSIDE ZONE
recommended.The standards o
in should be used for M ED m ED L L
entrance and exit tapers. With LID ID tD TIT -
the two examples, pavement
markings should be used to
distinguish between the bus
and parking zones and between
the bus and bicycle lane.
Aiia,
1:At signal-controlled locations,the near-side pull-out stop may be implemented as a
queue jump—the bus pulls into the stop,completes boardings,and then receives an
advance or extended green phase through the intersection,while general traffic is held.
Source: NACTO Transit Street Design Guide
COUNTY OF HAWAII STREET DESIGN MANUAL 1 86
823 Bus Lanes BUS STOP ZONE DESIGN All stops must comply with the Americans with
Bus lanes provide exclusive or semi-exclusive The bus stop zone includes the transit platform Disabilities Act Accessibility Guidelines
use for transit vehicles to improve the transit within the pedestrian zone to accommodate (ADAAG)which require a clear loading area
system's travel time and operating efficiency by waiting, boarding, and alighting passengers. It (minimum 5 feet by 8 feet as shown in FIGURE
separating transit from congested travel lanes. also includes any amenities that may be although 10 feet is preferred where space
They can be located in an exclusive right-of- provided to increase transit user accessibility, is available) perpendicular to the curb with a
way or share a roadway right-of-way.They can safety, and comfort. maximum 2 percent cross-slope to allow a
be physically separated from other travel lanes transit vehicle to extend its lift to allow people
or differentiated by lane markings and signs. 8.3,1 Platform Design with disabilities to board.The loading area
Bus stop zone platform design shall comply should be located where the transit vehicle has
Bus lanes can be located in a roadway median with the following: its lift and be accessible directly from a transit
or along a curbside lane and are identified by shelter.The stop must also provide 30 by 40
lane markings and signs.They should generally Bus stop zones shall be established e that inches of clear space within a shelter to
be 11 feet wide. When creatingbus lanes the accessto doors is not impeded by trees,
accommodate wheelchairs. Shelters must be
followingshall be considered: utility structures, or other features.
connected by an accessible route to the
Exclusive transit use may be limited to peak The bus stop zone should not be extended boarding area.
travel periods or shared with high- to include driveways, alleyways, or other
occupancy vehicles or bicycles where speed parking restricted areas. Exceptions may be FIGURE 8-4:ADA COMPLIANT BUS STOP
limits are low. made if low volumes of conflicting vehicles
On-street parking may be allowed (100 vph) exist. ,
depending on roadway design. The bus stop zone should consist of a curb
A mixed-flow lane or on-street parking may length of no less than 40-60 feet (TABLE 8-3) or--------
be displaced to create a bus lane; this is depending upon vehicle size so that the bus
preferable to adding a lane to an already may be able to stop parallel to the curb with: BIAS
wide roadway. The front door adjacent to the 375
Within a mixed-flow lane,the roadway can wheelchair ramp or lift landing area.
be delineated by striping and signs. The rear door is no more than six
BUS-ONLY pavement markings and red inches from the curb. — -
colored paint may be applied to emphasize The rear door is clear of any t
bus only travel as it has been shown to
deter unauthorized driving and parking in obstructions that may be in the
the bus lane. passenger's pathway. source:LA County Model Design Manual
COUNTY OF HAWAII STREET DESIGN MANUAL 87
83.2 Bus Stop Amenities or to bollards,trees, or other -3 Signage with route information.
Passenger amenities include signs, shelters, streetscape fixtures. -3 Shelter and seating.
benches, trash receptacles, static transit All amenities shall comply with ADAAG -3 Lighting.
information (such as a route map and and consider the impact on the Disabled person parking: Minimum one
schedule), and real-time information pedestrian zone. accessible space per 25 parking spaces
available through electronic message sign Recommended amenities by bus stop type up to 100. One additional accessible
boards. In addition to County-provided are summarized in TABLE 8-4 and TABLE space shall be provided for each 50
amenities, amenities may also be provided 8-5. parking spaces up to 200 and one
by vendors that provide a benefit to transit additional accessible space shall be
passengers and nearby residents and provided for each 100 parking spaces
businesses but are not required for optimum A up to S00 parking spaces. (ADA 2010
..
transit provision. Standards Section 208)
Publicly available toilets.These can be
Bus stop amenities shall comply with the portable for remote areas and a separate
following: � �ti T ' -
t s .. locked toilet for operators can be provided.
Passenger amenities such as benches or _
trash cans at the transit stop shall be $,5 TRANSIT WAYFINDING
consolidated to create a clear waiting Wayfinding is an important element to
space and minimize obstructions successful access to transit by pedestrians and
between the sidewalk, waiting area, and people on bicycles. Directional signs should
boarding area. include the distance to the transit stop, transit
Landscaping shall not impede pedestrian center or hub.
pathways or passenger waiting and Whenever wayfinding signs are used to point
boarding areas. 8.4 PARK AND RIDE LOT the way for popular destinations, they should
No amenities (including newspaper DESIGN include where transit connections are located.
vending machines or tourist The County operates several park-and-ride Color coding is a way to distinguish the type of
information stands) shall be chained tolots wdestination.This is particularly useful in town
with varying degrees of amenities. cores and village centers where pedestrian
any pole where a bus stop sign is Figure 8-5 illustrates three park and ride lot
travel is prioritized.
installed, a transit information display, configurations.At a minimum, park-and-
ride lots should provide:
COUNTY OF HAWAII STREET DESIGN MANUAL 1 88
TABLE 8-4:BUS STOP AMENITIES
BUS •P TYPE AMENITIES
BASIC LOCAL STOP ► Essential amenities include bus stop signs with route designation and posted route schedules.The bus stop sign,
route designation, and route schedules shall be provided at all bus stops.
► Bus stop signs indicate where people are to wait and board a transit vehicle.The signs shall clearly identify the transit
operator(Hele-On), route number, and schedule.Signs should be located towards the front of the stop.According to
ADAAG, new or replaced bus route identification signs shall meet the following specifications:
► Letters and numbers on signs shall have a width-to-height ratio between 3:5 and 1:1,and a stroke width-to-height
ratio between 1:5 and 1:1.
► The signs should be a minimum of 80 inches above the ground.Where this is not possible,a barrier shall be placed to
warn visually impaired people.
► Character height on signs shall be at least 3 inches.
► Other bus stop sign details shall include the bus route numbers servicing the stop and the unique bus stop number so
people can use a transit application.
PRIMARY LOCAL STOP
► Trash receptacles may prove desirable especially if the stop is located near a restaurant or convenience store.
► Additional essential passenger amenities include shelters with seating if space is available.
► Shelters keep waiting passengers out of the rain and sun and provide increased comfort and security. Guidelines for
bus stop amenities need to be flexible. It becomes more important to have shelter and seating if a bus stop serves
predominantly elderly passengers such as one located by a senior center even with limited daily passenger boardings.
► Shelters shall be provided at transfer points, locations served by more than two routes or transit stops with headways
longer than ten minutes as appropriate by passenger boardings.
► Shelters shall have electrical connections to power lighting and/or accommodate solar power.
PARK AND RIDE LOT
► Added essential passenger amenities for park and ride lots include more detailed system and route information,
lighting,and trash receptacles. Beneficial amenities include real-time information,especially important to notify
intending passengers of delay or pick-up location changes,and bicycle racks and lockers.
► FIGURE 8-5 shows three different park and ride lot design examples.
SATELLITE HUB ► Information both static and real-time should be provided along with secure bicycle storage and clearly identified
passenger loading zones.On-site management is beneficial along with vendor provided amenities as space permits.
HUB ► With the larger space additional amenities are possible.These include on-site management and information
provision, bathrooms, and potential for joint development. Hubs and other facility types with higher volumes of
passengers should include space for vendors to sell newspapers,flowers,and other goods to keep the stops lively and
add security.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 89
TABLE 8-5:BUS STOP ZONE PASSENGER AMENITIES FIGURE 8-5:PARK AND RIDE LOT CONFIGURATION EXAMPLES
Basic Local Primary Park and Satellite
Hub
Transit Stop Local Stop Ride Lot Hub
Bus Stop Sign on Post
Route Designation on Sign u I'
Route Schedule on Post 1 1
Passenger Shelter J s stop
Benches and Stools E Shelter
u I�
Leaning Rail Park-and-Ride I Bus
ullout
`E Fare Media Vending Machine (� (� o Parking
07
E System Map/fare Info 4 N
7 �' Shopping Center"
12 Route Map /5chedule l Parking n
QRefuse Receptacles
Courtesy Telephone 0
a Landscaping and Artwork
UReinforced Concrete Pad 0 '
,110 Specialty Decorative Paving t
Basic Ambient Lighting
°' Multi-Source Lighting 0
Ex
Bicycle Racks&Lockers 0 Q Passenger Drop-off Area
m
Information Kiosk
Real Time Info Display 0
Bus Bays or Pullouts 0
Drinking Fountain _
Passenger Loading Zones
Turnaround for Buses 0 (�
Private Vehicle Parking
Bathrooms
Bicycle Sharing 0 Q
Electronic Bulletin Board
On-Site Management Q
Car Sharing
` Self Serve Library "P—h
rp Cash Machine
Public Telephone -t1
Post Office Vending 0 Isma Pg T"
Retail Kiosk 0
Day Care Center 0
Taxi/Transportation Network
Joint Development 0
Legend: [__'j Essential
Beneficial in Most
Beneficial in Some
source Westin Consulting services,Inc. COUNTY OF HAWAII STREET DESIGN MANUAL 90
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as
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icy �:'��- ���•��
i me.(- STREETSCAPE
V. •S
INTRODUCTION Use native species, when possible,that are increasing safety as well as making walking
Streetscape features include landscaping, appropriate for the climate and context. more enjoyable. Trees and landscaping also
street trees, and vegetation that can be Choose the right types of vegetation for the help to catch and slow rain as it falls, helping it
integrated into the design of the right-of-way. right place to minimize maintenance costs. to soak into the ground.The plants take up and
Incorporating greenery as part of a streetscape Incorporate green infrastructure features store large volumes of water that would
ecosystem serves multiple benefits, including as part of the stormwater management otherwise contribute to stormwater runoff.
beautification, stormwater capture and system. Some of this moisture is returned to the air
treatment, shade,traffic calming, carbon through evaporation, helping to cool the air.
capture,wildlife habitat, sense of place, and The remainder of this Chapter includes the
following guidelines for streetscape: 9,2.1 Selection of Species
generally creating a more welcoming Appendix D includes a list of plant species
multimodal environment. Vegetation and 9.2S_t_r_ee_t_Trees& L_a_ndscaping suitable for use within various climatic regimes
street trees can be incorporated into medians,
9.3 Green Infrastructure around Hawaii Island. In addition,the
roundabouts, curb extensions, and buffers following standards shall apply in the selection
between walking areas and the paved Additional standards and guidelines relevant to
travelway. streetscape design on Hawai'i Island are listed
of street trees and in landscaping design:
in Appendix A. Retain and protect existing healthy,
This Chapter provides guidelines for integrating mature plantings whenever possible.
streetscape elements into travelway design 9,2 STREET TREES & Claim space for trees and vegetation.The
based on the context and unique character of LANDSCAPING value of plantings and soils as green
the location, as well as adjacent land uses.A infrastructure needs to be fully
plant list for use in Hawai'i Island roadway Street trees and landscaping are essential parts
of the streetscape. The contribute positively acknowledged in the roadway design, even
projects was developed as a complement to p y p y as it adds to the complexity. Traffic circles,
these recommendations (see Appendix D).The to the multimodal environment by supporting
following general principles apply to climate control, stormwater collection, and the medians, channelization islands, pedestrian
streetscape design for Hawai'i Island: comfort and safety of people who live or travel zones, and curb extensions can all be
Maintain and integrate trees and
along the street. A street lined with trees and designed to provide space for trees and
vegetation into streetscape design
other vertical plantings looks and feels landscaping.
narrower and more enclosed, which Select the right tree for the space. In
wherever possible to make streets better encourages drivers to slow down and to pay choosing a street tree, consider what
places, calm traffic and improve more attention to their surroundings. Trees
g canopy,form, and height will maximize
stormwater management. provide a physical and a psychological barrier benefits over the course of its life. Provide
between people on foot and automobiles, necessary clearances below overhead high-
COUNTY OF HAWAII STREET DESIGN MANUAL 1 93
intensity electrical transmission lines and modular support help provide for healthy tree wells with true permeable pavers
prevent limbs from overhanging potentially tree growth while preventing the uplift of (standard interlocking pavers are not
sensitive structures such as flat roofs. In sidewalks and damage to the road permeable).
commercial areas where the visibility of structure.These should be considered and If the above conditions are not feasible,
fagade-mounted signs is a concern, choose incorporated where possible. provide for the tree's root system an
species whose mature canopy allows for 922 Planting Sites adequate volume of uncompacted soil or
visibility, with the lowest branches ata structural or gap-graded soil (angular rock
The following standards are recommended for
height of 12 to 14 feet or more above the with soil-filled gaps)to a depth of 3 feet
the design and provision of planting areas to
ground. Select trees with non-aggressive create optimum conditions for growth: under the entire sidewalk(in the furniture,
root systems to avoid damaging paving and frontage, and pedestrian zones).
Establish and maintain 6 to 8-foot wide
sidewalks. Spacing between trees will vary with
furniture zones where possible,with
Select shade-providing trees on and uncompacted soil to a minimum of 3-foot species and site conditions. The spacing
adjacent to sidewalks.This supports should be 10 percent less than the mature
depth. Many large trees need up to 12 feet
complete streets principles by encouraging canopy spread. Closer spacing of large
in width and are not suitable for placement
a more welcoming and comfortable canopy trees is encouraged to create a
in narrower furniture zones. If space for
walking environment. lacing of canopy, as trees in groups or
trees is constrained, provisions should be
Select vegetation that is adapted to a groves can create a more favorable
made to connect these smaller areas below
site's climate and local rain cycles. Often microclimate for tree growth than is
the surface to form larger effective areas
plants native to an area are best adapted experienced by isolated trees exposed to
for the movement of air, root systems, and
to its climate.This includes selecting plants water through the soil. Subterranean heat and desiccation from all sides. On
that can tolerate the environmental irrigation and aeration should also be Minor(residential) Streets where lots are
elements, such as radiant heat from the considered. 40 or 50 feet wide, plant a minimum of one
sidewalk or street surface or 50 to 60 mph tree per lot between driveways. Where
Along Minor(residential) Streets,furniture
winds from passing traffic. zones should be unpaved and constraints prevent an even spacing of
Consider soil types. Generalized soil type planted/surfaced with low groundcover, trees, it is preferable to place a tree slightly
maps can be used as a starting point when off the desired rhythm than to leave a gap
mulch, or stabilized decomposed granite
planning projects.The basic soil in the pattern.
where these can be maintained. Where
classifications should be verified on-site. Planting sites should be graded, but not
maintenance of such extensive furniture
Prevent root uplift.Systems such as zones is not feasible, provide 12-foot long overly compact, so that the soil surface
structural soils and suspended pavement slopes downward toward the center,
COUNTY OF HAWAII STREET DESIGN MANUAL 1 94
forming a shallow swale to collect water. possible, natural drainages should be the Delivery and conveyance tools and inlet
The crown of the tree should remain 2 primary overflow. protections.
inches above finished grade and not be in Capture, use,and store stormwater as
These BMP's are customizable and can be
the center of a swale, but off to the side. close to its source as possible.This can integrated into spaces such as medians, curb
The finished soil elevation after planting is offset or eliminate imported potable extensions,travelway and park edges, building
held below that of the surrounding paving irrigation water needs, and also reduces frontages, and surrounding street trees.They
so 2 to 3 inches of mulch can be added.The the need for costly drainage infrastructure. can be implemented alone or in concert with
mulch layer must be replenished, as Use on-site non-potable water sources for one another to achieve cumulative benefits.
needed,to maintain a nearly continuous irrigation before imported water sources.
level surface adjacent to paving. This leads to more efficient water use and 9,3.1 Selection of BMP's
Use tree grates and guards along streets reduces costly imported potable water
with heavy foot traffic.Along streets consumption. Selecting the appropriate BMP is dependent on
without heavy foot traffic, and in less urban Give priority to pervious versus the street type and site conditions. Factors
environments, use mulch in lieu of tree impervious surfaces in travelway design. include:
grates. Use tools that mimic natural processes to Available area and constraints, such as the
minimize installation and maintenance width of shoulders and planted landscaping
9.3 GREEN INFRASTRUCTURE cost.This includes using gravity flow rather strips/furniture zones.
The use of vegetation, soils, and engineered than pumped flow, living filtration over Topography, which can determine the
ability to take advantage of gravity for
systems designed for the capture, infiltration, synthetic/mechanical filtration and piped
and reuse of stormwater is referred to as drainage. conveyance to and through each BMP.
"green infrastructure." Green infrastructure is a Soil type,toxicity, and stability, which can
cost-effective, resilient approach to managing This section provides guidance on selection and affect the feasibility of using infiltration
stormwater that provides many ancillary design of Best Management Practices (BMP's) BMPs.
benefits. These include reducing flooding and for managing stormwater using green Ease of maintenance and access.
polluted runoff, encouraging groundwater infrastructure.The BMP's presented are of the
recharge, and reducing the need for costly following categories: In addition to these factors, the standard
engineered storm drain systems. The following Bioretention measures that clean design storm as defined in the Hawaii County
principles are recommended for incorporating stormwater through natural soil filtration Storm Drainage Standards pproCOH, nate should
green infrastructure into streetscape design for processes. be used to determine the appropriate size,
Hawaii County: Detention measures consisting of rain slope, and materials of each facility.
Use the conventional storm drain system gardens, infiltration trenches, and dry Construction and maintenance practices will
as the overflow approach, not the primary wells. also greatly affect the success of installed
system to manage stormwater. Wherever Permeable paving to reduce runoff. BMPs. Consult manufacturers' guidance on
maintenance requirements and intervals.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 95
The following general standards apply: TABLE 9-1:BEST FIT FOR STORMWATERTOOLS BYSTREETTYPE&CONTEXT
Soils and gravels in an infiltration BIORETENTION DETENTION PAVING DELIVERY AND INLET
installation should be meticulously CONVEYANCE PROTECTIONS
specified and verified in the field during W
X . •
construction. u,
W Z
Care should be taken during construction cc 0 '
N U
to avoid over-compaction of subsurface
Downtown O
soil, which can lead to reduced infiltration v
O O O O O O
a, Commercial
� --------------------------------------------------+--------------+----------------- -----------------------------------------------------------------------------------------------------------+----------------------
capacity,
flooding, and ponding N Neighborhood O O O O O O O O
v Commercial
-----------------------------------------------------
The bottom surface of infiltration areas Commercial O O O O O O O O
should be level to allow even distribution. co Throughway
Residential O O O O O O O O O
Proper maintenance is crucial to the v Throughway ------------------------------------------------------- ----------- ----------------------
----------------- r r r
success of an infiltration BMP.To ensure U "' Mixed-Use O O O O O O O O
proper caretaking, development and
implementation of a maintenance plan is 75 v
Ln v Industrial O O O O O O O O O
necessary.
Ln
TABLE 9-1 describes typical applicability of Neighborhood
specific stormwater tools to COH street � O O O O O O O O O
v Residential
t es. This can be used as a general guide to
v ------------------------ ! ---------!---------------- ------------------------------------------------------------------------------------------
Yp g g �, Shared Public O O O O O O O
what BMPs may be appropriate for each o Way
------------------------------------- ------------+ + - +
street type, coupled with a site-specific Alley O O O O O O O
analysis to confirm feasibility.
COUNTY OF HAWAII STREET DESIGN MANUAL 96
9.3.2 Bioretention BMP's slope may require other stormwater The following standards shall apply to the
Bioretention cleans stormwater through management approaches or engineering. design of swales:
natural soil filtration processes.As runoff 9.3.2.1 Swales Soils that promote absorption and
passes through the vegetation and soil,the support vegetation, such as sandy loams,
Swales are linear, vegetated depressions that should be specified on a case-by-case
combined effects of filtration, absorption, capture rainfall and runoff from adjacent
basis. Base layers of rock and stabilizing
and biological uptake of plants remove surfaces. Water is slowed b traveling g filter fabric may also be specified.
pollutants and sediment. through vegetation on a relatively flat rade.
Swale length, width, depth, and slope
Bioretention areas can be designed with an This gives particulates time to settle out of should be determined by capacity
underdrain system that directs the treated the water while contaminants are removed needed for treatment of the design
runoff to infiltration areas, cisterns, or the by the vegetation. Because the vegetation storm. Depending on the landscape and
storm drain system.They may also treat the receives much of its needed moisture design storm, an overflow or bypass for
water exclusively through surface flow. For through stormwater,the need for irrigation larger storm events may be needed.
areas with low permeability or other soil is greatly reduced (see FIGURE 9-1). Curb openings should be designed to
direct flow into the swale. Following the
constraints, Bioretention can be designed as FIGURE 9-1:SWALE inlet, a sump may be built to capture
a flow-through system with a barrier sediment and debris. Mulch can be used
protecting stormwater from native soils. ' in systems where it will not escape the
Bioretention systems can be used in ) swale system, such as in flatter, deeper
Scicet)1ags i MFlow Fro m swales.
constrained locations where other �I ) street Check dams should be used to slow the
stormwater facilities requiring more
- Sandy Loam or Other velocity of water and catch sediment
extensive subsurface materials are not Growing Mediumwhen the slope along the length of the
Drain Rock Optional Filter Fabricfeasible.The use of multiple small systems is orlmpermeablcLayerswale exceeds 4 percent.
often more feasible in tight urban Na �� �
optional Under Drain Swales should be landscaped with deep-
environments than the use of one large rooted grasses and vegetation that
system. Small systems can be linked together Source:LA County Model Design Manual tolerate short periods of inundation,
to achieve the desired cumulative capacity. Swales can be located adjacent to deposits of sediment, and periods of
travelways, sidewalks, or parking areas. drought. Vegetation will filter sediment
If bioretention devices are designed for Travelway runoff can be directed into swales and slow erosion, protecting the swale
infiltration, native soil should have a via flush curbs or small evenly spaced curb from failure.
minimum permeability rate of 0.5 inches per cuts into a raised curb. Swale systems can be The sides of swales should be minimally
hour and at least 10 feet to the ground water also be integrated into medians and curb sloped to protect the swale from erosion
table. Sites that have more than a 5 percent extensions. and slope failure.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 97
9.3.2.2 Planters grade planter systems can be installed Vegetated buffer strips are well-suited to
Planters are typically above-grade or at- adjacent to curbs within the frontage treating runoff from roads and highways,
grade with solid walls and a flow-through and/or furniture zones. Flow-through small parking lots, and pervious surfaces.
bottom. They are contained within an planters designed to detain roof runoff They may also be used in wide sidewalk
impermeable liner and use an underdrain to can be integrated into a building's furniture zones. Vegetated buffers can be
direct treated runoff back to the collection foundation walls, and may be either situated so they serve as pre-treatment for
g
system (FIGURE 9-2). Where space permits, or
raised at rade. another stormwater management feature,
buildings can direct roof drains first to For at-grade planters, small localized such as an infiltration BMP.
building-adjacent planters. Both underdrains depressions may be included in the curb The following standards shall apply to the
and surface overflow drains are typically opening to encourage flow into the design of vegetated buffer strips:
installed with building-adjacent planters. planter. Following the inlet, a sump Cannot treat large amounts of runoff.
FIGURE 9-2:PLANTER
(depression)to capture sediment and Therefore,the maximum drainage width
debris may be integrated into the design (with the direction of flow towards the
to reduce sediment loadings. buffer) of the contributing drainage area
,� 9.3.2.3 Vegetated Buffer Strips should be 60 feet.
Growing Vegetated buffer strips are sloping planted Should be at least 15 feet wide in the
Mme""" areas designed to treat and absorb sheet direction of flow to provide the highest
4 flow from adjacent impervious surfaces see water quality treatment.
Drain Rock �°. p ( q y
•�•W•, . FIGURE 9-3).These strips are not intended to Top of the strip should be set 2 to 5
Under Drain P1,11ILCI Box detain or retain water, only to treat it as a inches below the adjacent pavement or
Source:LA County Model Design ivianuai flow-through feature.They should not contributing drainage area, so that
The following standards shall apply to the receive concentrated flow from pipes, vegetation and sediment accumulation at
design of planters: swales, or other surface features. the edge of the strip does not prevent
Planters should be designed to pond
FIGURE 9-3:VEGETATED BUFFER STRIP runoff from entering.
water for less than 48 hours after each
design storm. +} Should be sited on gentle slopes. Steep
slopes in excess of 15 percent may
Above-grade planters should be trigger erosion during heavy rain events,
structurally separate from adjacent f j Flo rom u�r
thus eliminating water quality benefits.
sidewalks to allow for future
maintenance and structural stability. At- S S •_—Netiv or Dmigwd
Growing Medium
Source:LA County Model Design Manual
COUNTY OF HAWAII STREET DESIGN MANUAL 1 98
9.3.3 Detention BMPs FIGURE 9-4:RAIN GARDEN Sides should be gently sloping to prevent
Detention BMP's are designed and sized to erosion.
hold a specific volume of water and then Rain gardens should be landscaped with
'` """'
slowly release it over time. Detention devices �'' deep-rooted grasses and other vegetation
that can tolerate short periods of
can greatly reduce the volume of runoff from oh,Gdy VMed,um
,Rno.ad� inundation, deposits of sediment, and
o
streetscapes. For small storm events, they S -�ow.—Ihi-Fob- periods of drought.
may completely eliminate runoff. Overflow Dni.Ro&l S S
wave soil 9.3.3.2 Infiltration Trenches
outlets may be included to manage large
storm events. Pollutants may be removed by
Source:LA County A.44o1 nil.-;Mnninl Infiltration trenches are linear, rock-filled
vegetation and the topsoil layer as in Rain gardens may be placed where there is features that promote infiltration by
bioretention BMPs so that stormwater is sufficient area in the landscape and where providing a high ratio of sub-surface void
treated before it is infiltrated. Examples of soils are suitable for infiltration, such as space in permeable soils (see FIGURE 9-5).
detention BMP's include rain gardens, medians, islands,traffic circles, street ends, They provide on-site stormwater retention
infiltration trenches, and dry wells. and curb extensions. Rain gardens are often and may contribute to groundwater
used at the terminus of swales in the recharge. Infiltration trenches can accept
9.3.3.1 Rain Gardens landscape. stormwater from sheet flow, concentrated
Rain gardens are vegetated areas with flat flow from a Swale or other surface feature,
bottoms and gently sloping sides (see FIGURE The following standards shall apply to the or piped flow from a catch basin. Because
9-4).They can be similar in appearance to design of rain gardens: they are not flow-through BMPs, infiltration
swales, but their footprints may be any shape. Native soils should have a minimum trenches do not have outlets, but may have
Rain gardens hold water on the surface, like a permeability rate of 0.5 inches per hour and overflow outlets for large storm events.
table.d hwater tae.
10 feet eet to the ground pond, and have overflow outlets.The detained at Standards for infiltration trenches are
water is infiltrated through the topsoil and Sites that have more than a 5 percent slope included in the following section.
subsurface rock unless the volume of water is may require other stormwater FIGURE 9-5:INFILTRATION TRENCH
large enough that some must overflow. management approaches or engineering.
The topsoil layer should be designed on a
Because rain gardens are volume-based BMPs, case-by-case basis and may often be a type
their surface area and depth will be designed of sandy loam. Subsurface drain rock will
to achieve the desired detention volume. Rain promote infiltration and should be designed S S
gardens can reduce or eliminate off-site for each installation. Drain Rock �Optional Filter Fabric
stormwater discharge while increasing on-site Overflow outlets should be below the lip of S
recharge. the rain garden and at a height consistentNativeSoil� S '�_ Optional Perforated Pipe
with the desired detention volume.
Source:LA County Model Design Manual
COUNTY OF HAWAII STREET DESIGN MANUAL 1 99
9.3.3.3 Dry Wells be located under sidewalks and in sidewalk Trenches and dry wells are typically backfilled
Dry wells are usually circular, resembling a well, planting strips, curb extensions, roundabouts, with coarse drain rock(gravel) and may or
and are deeper than they are wide (see FIGURE and medians. Dry wells require less surface area may not be lined with filter fabric.Additional
9-6). Dry wells typically accept concentrated than trenches and may be more feasible in void space can be achieved by including
flow from surface features or from pipes and do densely developed areas. However, regular materials such as perforated pipes, half pipes,
g Y p
not have outlets.
vacuuming of drywalls is recommended to keep or open blocks within the drain rock.The
trench surface can be planted, covered with
the bottom free of sediment and optimize FIGURE 9-b:DRYWELL p
limned Sedimentation Chamber grating, covered with boardwalks, or remain as
permeability Drywell Feature percolation.
wexposed drain rock.
d•re Gratin¢
Infiltration features do not treat stormwater The slope of the infiltration trench bottom
Gravel NrkRN•
ttled sediment and may become damaged by stormwater should be designed to be level or with a
„,,.,,,n,,J .� bRow t5tormweter carrying high levels of sediment. Because of maximum slope of 1 percent.
drywd rdrq . Runoff Infiltration BMPs should be installed parallel to�nflnretbn this, infiltration features should generally be
designed in series with bioretention tools unless
contours with maximum ground slopes of 20
Mining pipe ;.I VadOse Zone percent and be located no closer than 5 feet
the infiltration features receive water from to any building structure. Sub-soils should not
well-vegetated areas where sediment is not be compacted. Drain rock and, if needed, filter
J SeparationDistance expected. Any pre-treatment features should be fabric with an overflow drain should be
WaterTable — designed to treat street runoff prior to designed for each installation.
Source:htt s://www.sciencedirect.com/scienc%r discharging to infiltration features. Bioretention
p devices, sumps, and sedimentation basins are Perforated pipes and piped inlets and outlets
ticle/pii/S0022169416303365 may be included in the design of infiltration
Both infiltration trenches and dry wells typically several pre-treatment tools effective at trenches. Cleanouts should be installed at both
have small surface footprints, so they are some removing sediment. ends of any piping, and at regular intervals in
of the most flexible elements of streetscape The following standards shall apply to the long sections of piping,to allow access to the
design. However, because they involve sub- design of infiltration trenches and dry wells: system. Monitoring wells are recommended for
surface excavation, care needs to be taken to Infiltration trenches and dry wells should be both trenches and wells and can be combined
ensure that surrounding building foundations, sited where soil and topography allow for with clean-outs. If included,the overflow inlet
pavement bases, and utilities are not damaged moderate to good infiltration rates (0.5 inches from the infiltration trench should be properly
by infiltration features. Once structural per hour) and the depth to groundwater is at designed for anticipated flows
soundness is ensured, infiltration features may least 10 feet.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 100
93.4 Permeable Paving pavers are an appropriate application for the Plazas, emergency roads, and other areas
Permeable (or pervious) paving slows or site. Pervious pavement typically requires a of limited vehicular access; and,
eliminates runoff by absorbing rainfall and 4-foot or more separation from the water Furniture zones of sidewalks, especially
allowing it to infiltrate into the soil. It also table or bedrock to properly infiltrate adjacent to tree wells.
filters and cleans pollutants (see Error! R stormwater. Pervious pavement is not Permeable paving is generally not
eference source not found.). recommended over new or compacted fill. recommended in the following areas:
Because permeable pavement is damaged by Where runoff is already being harvested
FIGURE 9-7:PERVIOUS PAVEMENT DETAIL sediment deposits, it should be carefully
Pavers from an impervious surface for direct
�� placed in the landscape so as to avoid run-
Sand Base ? on, especially from sediment-laden sources use, such as irrigation of bioretention
such as landscaped areas.
landscape areas;
DrainRockWhere there is a high sediment load or
Native Soil Pavement used for sidewalks and pedestrian area with poor soil conditions;
Source:LA County Model Design manum paths should be ADA compliant, especially 4 On steep streets;
Infiltration rate and load capacity are key smooth, and not exceed a 2 percent slope or 4 On streets with large traffic volume or
factors in the functionality of this BMP. A soil have gaps wider than 0.25 inches. In general, heavy load lanes;
or geotechnical study should be conducted to tripping hazards should be avoided. Gas stations, car washes, auto repair, and
provide information about the permeability
In general, permeable paving should be other sites/sources of possible chemical
and load-bearing capacity of the soil. Native encouraged in the following locations: contamination;
soil should have a minimum permeability
Sites where there is limited space in the 4 Areas with shallow groundwater;
rate of 0.5 inches per hour and at least 10
feet to the groundwater table. Permeable right-of-way for other BMPs; 4 Within 20 feet of sub-sidewalk
Parking lanes or shoulders; basements; and,
paving generally does not have the same
load-bearing capacity as conventional paving, 4 Dedicated bikeways; Within 50 feet of domestic water wells.
so this BMP may have limited applications ,,�l
depending on the underlying soil strength FIGURE 9-8:Street Section Elevation Illustrating Placement of Pervious Pavement
and paving use. Permeable paving should not varies
be used in general traffic lanes due to the
Sidewalk Pervious i Sidewalk
possible variety of vehicles weights and pavement
heavy volumes of traffic.
The soil report should also provide the depth Utility and Infrastructure ..
of the water table to determine if permeable Zone
Source:LA County Model Design Manual
COUNTY OF HAWAII STREET DESIGN MANUAL 1 101
The following standards shall apply to the broken concrete pavers as long as ADA 9.3.5.1 Channels, Runnels, Trench Drains
design of permeable paving: Accessibility Guidelines are met. Paths and Constructed Swales
Roadways: When used as a road paving, should drain into adjoining landscapes Channels, runnels, trench drains, and
pervious pavement that carries light and should be higher than adjoining constructed swales are methods of
traffic loads typically has a thick drain landscapes to prevent run-on. Soil paths conveying moderate amounts of stormwater
rock base material. Pavers should be are not successful on slopes in excess of from buildings and impervious surfaces to
concrete as opposed to brick or other 4 percent. Any pervious materials used other drainage collection systems, streets, or
light-duty materials. Other possible for sidewalks or paths should be very planters.They are hardscape features
permeable paving materials include smooth for wheelchairs and bicycles. constructed from impermeable materials.
porous concrete and porous asphalt. Channels and constructed swales are not
Maintenance of permeable pavement used for stormwater treatment but serve as
These surfaces also have specific base stems is essential to their continued open, visible conveyance features in lieu of
Y
materials that detain infiltrated water sfunctionality. Regular vacuuming and street closed pipe systems. These conveyance
and provide structure for the road sweeping should be performed to remove features may direct sheet flow to
surface. Base material depths should be sediment from the pavement surface.The bioretention or infiltration features or simply
specified based on design load and a soils bedding and base material should be tested serve as an alternative to piped flow in
report. to ensure sufficient infiltration rates on a conventional drainage systems.Typically,
Plazas,emergency roads,other areas of regular basis.Additionally, base material may these structures work well when there is a
limited vehicular access: Paving need to be removed and replaced every need for water redirection and space is
materials may include open cell paver several years based upon the material limited.
blocks filled with stones or grass and manufacturer's specifications.
A variety of materials can be used for
plastic cell systems. Base material
93,5 Delivery and Conveyance channels, runnels, and constructed swales,
specifications may vary depending on the
product used, design load, and Water delivery and conveyance systems are including stone, brick, pebbles, pavers, and
typically made up of hardscape (i.e., concrete. Rock swales can be created by
underlying soils. concrete)features. Unlike the green arranging stones loosely and mortaring them
Sidewalks and off-street paths: infrastructure BMP's described above,they in place. When a closed top is required,
Appropriate materials include those do not treat stormwater for quality and do grates can be constructed. Proprietary
previously listed as well as rubber pavers not reduce water volume. Wherever products in standard sizes are readily
and decomposed granite or something possible, if these systems are used, they available. Decorative grates are aesthetic and
similar(washed or pore-clogging fine should be coupled with green infrastructure help illustrate water flow processes.
material). Pedestrian paths may also use BMP's.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 102
Because these structures are gravity fed, runnels should be carefully selected so that FIGURE 9-9:TRENCH DRAIN INLETSCREEN
they require slopes to function properly. On they do not pose tripping hazards.
slopes greater than 6 percent, check dams or
other velocity reduction devices should be Trench drains are a type of conveyance
provided. system similar to runnels.Trench drains
differ from runnels in that they are usually
Channels have vertical sides and provide a smaller and have a grated top.They also
drainage path to a downstream stormwater have solid sides and bottoms.Trench drains
management feature. Channels vary in depth are available in standard sizes and
depending on the amount of flow they are dimensions from a variety of manufacturers
designed to carry, have a sloped bottom, and (see FIGURE 9-9).
can be covered or open. In some cases,
channels can be constructed with pervious Constructed swales are similar to the swales
bottoms. earlier but are constructed from
Channels can be placed in plazas,
driveways, and other hardscapes where impervious materials.They typically are long
conveyance is needed.They may be used in narrow depressions used to convey water.
some situations where swales or pipes would The size of a swale should be determined by
be too costly or impossible due to site the design storm and landscape features.(see FIGURE 9-10) FIGURE 9-10:CONSTRUCTED SWALE WITH DRAIN
constraints. In broad landscape contexts,
channels can be large and constructed to All conveyance structures, both open and
carry large volumes of water. covered, need to meet accessibility
Runnels are shallower than channels, guidelines when in the path of travel.
typically only a couple of inches deep, and Boardwalks can cover large swales, or
are designed to carry small flows of
decorative grates can be used over smaller
stormwater. Runnels may have an open top widths.
but must be covered if they cross pedestrian Channels, runnels, and constructed swales
walkways. Runnels are mostly, most often, should be designed to meet design storm
used to convey runoff from hardscapes to requirements. Overflow features may be
adjacent stormwater treatment landscapes. required in some areas and should drain to — +
Runnels may be very useful in pedestrian the nearest gutter or other drainage feature,
hardscape areas where artistic construction always draining away from adjacent
is highly visible.The location and design of properties.These features should be Source:LA County Model Design Manual
COUNTY OF HAWAII STREET DESIGN MANUAL 103
designed to allow debris to move through Typical maintenance of catch basins includes Storm Drain Inlet Protection can be installed
them and account for stoppages that could scheduled trash removal, if a screen or other on the existing wall of the catch basin. It can
limit the drainage capacity. debris capturing device is used. Street be placed on the curb side wall of catch
sweeping should be performed by vacuum basins so that during storm events water can
Maintaining a clear conduit is essential for sweepers, with occasional weed and large overflow around the unit.
the proper functioning of conveyance debris removal. Maintenance should include
structures.These features should be cleaned Inlet protection should be designed to
Keeping a log of the amount of sediment
before the rainy season and checked before collected and the data of removal. Some protect curbside catch basins or inlets within
and after storm events.Trash, cigarette cities have incorporated the use of GIS the travel way. Inlet inserts contain filter
butts, soil sediment, and leaf litter all can systems to track sediment collection and to cartridges that can be easily replaced.
contribute to failure and decrease the optimize future catch basin cleaning efforts. Storm Drain Pipe Filters are designed to be
function of these features. Bulb-outs and curb extensions should be installed on an existing outlet pipe or at the
9.3.5.2 Storm Drain Inlet Protection designed with two return curves with a bottom of an existing catch basin with an
Existing storm drain systems may be radius of over 10 feet to allow street overflow. The filter removes debris,
retrofitted to improve stormwater quality sweepers to clean the corners. particulates, and other pollutants from
without costly capital improvements.The All inlet tools located in the pedestrian zone stormwater as it leaves the storm drain
following BMPs can be used with existing should conform to ADA requirements. system.This BMP is less desirable than a
conventional piped storm drain systems to protection system that prevents debris from
address water quality but not water volume Storm Drain Inlet Screens are external units entering the storm drain system.
concerns.These measures are designed to mounted on existing curb side storm drain
prevent particulates, debris, metals, and catch basins.They are designed to prevent
petroleum-based materials conveyed by large litter and trash from entering the storm
stormwater from entering the storm drain drain system while allowing smaller particles
system. All storm drain protection units to pass through. Storm drain inlet screens
should have an overflow system that allows can be designed and fabricated on an as-
the storm drain to remain functional if the needed basis. Proprietary screens are readily
filtration system becomes clogged during available for standard size inlets. The screen
rainstorms. can be mounted on hinges to create a bypass
if the screen is clogged during a storm.
Annual inspections of screens is
recommended to ensure functionality.
COUNTY OF HAWAII STREET DESIGN MANUAL 104
� - jed � .
r
n.
•
• i
K_
t
P
Street design should occur through a 1 . DETERMINE APPLICABLE 2. IDENTIFY CONSTRAINTS,
context-sensitive process and include the
STREET TYPES OPPORTUNITIES, AND USERS TO
participation of stakeholders including
residents, business owners, landowners, and Chapter 2 of the Manual identifies and BE ACCOMMODATED
agencies.The process to identify the context- defines street typologies for use in the
, For projects involving an existing travelway,
sensitive complete streets design solutions
County of Hawai i.The street typology shall
for a specific location, corridor, or this step involves conducting counts of
be based on the surrounding land uses and existing usage by automobiles, heavy
neighborhood includes the following steps: other contextual factors, and determines
vehicles, people on bikes, people walking,
1Determine ap._ lable sreettYp s)_as what treatments are appropriate for
bus transit vehicles and the people using
outlined in Chapter 2• accommodating users. Street types should be
transit. It also involves determining what
determined as a first step in a roadway
2. Identify existing_constraints, users exist within the affected right-of-way,
-- -- -- - -- retrofit or new roadway project. Street type
opportunities,and users to be which may include multiple agencies as well
selection should include reviewing existing
accommodated as public users and private landowners (see
plans such as the applicable Community FIGURE 10-1). For development of new roads
3._Identify_priority_design_treatments Development Plan for the area, area or
Cha ter2 r- to_►n or---m- p
initial concepts; (assuming the land has already been----p-------1---- --f-- --------------- -- ---� neighborhood master plans, mobility plans
4. Consult the Manual Cha_ters_2-9 or acquired),this step includes modeling
--------------j_____P_ 1f-- such as the COH Transit and Multi-Modal projected future roadway use based on
design standards and treatment options; Transportation Master Plan (2018), and
factors such as population, land use, and
5. Consult additional relevantstandards, applicable State plans such as Bike Plan connectivity to key destinations.
plans,_and_quide/ines_jAppendixA); Hawaii(2003) and the Hawaii Statewide
6._Conductagency__coordinationf'or Pedestrian MasterPlan (2013). Similar In accordance with complete streets
ermittin and review rocesses streets in Hawai'i County may also be principles, issues, constraints, and
7.-Engage-stakeholders and-the public in
referenced as examples. It should be noted opportunities should be considered in the
dey_elopinq_atting_nd__veconcept designs
that different street typologies can and context of how to improve safety, comfort,
should be applied to different segments of and access for users of all ages, abilities, and
8._Complete the_design_checklist to the same roadway in order to reflect and be travel modes. Data on existing users should
document final design. responsive to changes in the users and not be considered as the driving justification
surrounding context (for example, if a for design decisions; rather,the design
roadway passes through a town center and process should be driven by the over-
then into a residential or rural area, the arching goal to further the County's
street typology should change).
COUNTY OF HAWAII STREET DESIGN MANUAL 1 107
FIGURE 10-1:TRAY L% Y USES
Sidewalk Surface
Street Lighting, Poles, Banners
Street Trees Permits& Standards
Trash Receptacle;
Bus Shelter Roadway Surface
' — z
Street Signage,
Hydrant Signals& Markings
- Infiltration
System
-------------------
- -� C
Curb Zone
j --�
Fiber Optics- �-"'
V.
Street Lighting Condui % Water
Traffic Signal Conduit Electrical
Telecommunications Storm Drain
Sewer
COUNTY OF HAWAII STREET DESIGN MANUAL 108
complete streets program by proactively multimodal users in accordance with 6. CONDUCT AGENCY
accommodating and encouraging an complete streets principles.
increase in multimodal use that supports COORDINATION FOR
the intended modal hierarchy. 4. CONSULT MANUAL FOR PERMITTING & REVIEW
Adjacent landowners and the public should DESIGN STANDARDS AND PROCESSES
be consulted as part of the process to TREATMENT OPTIONS
identify issues and opportunities and In addition to design standards and
envision desired outcomes to inform the Chapters 2-9 of the Manual provide guidelines, roadway projects must adhere to
design.This may be done through applicable standards as well as a toolbox of relevant Federal, State, and County statutes.
design options for projects involving new This may require agency reviews and permits
consultations with individual stakeholders, related to addressin potential impacts on
formation of an advisory group with diverse roadway construction and retrofits.The g p p
representation, conducting surveys and polls, standards and guidelines in the Manual shall the environment,traffic, accessibility, and
community meetings, and other outreach apply to all roadway projects within the infrastructure.Agencies must be consulted
tools. County of Hawaii, and shall supersede the early in the project process to determine
Standard Details for Public Works what review and permits are required, and to
3. IDENTIFY PRIORITY DESIGN Construction, which was last officially ensure that impacts can be considered and
TREATMENTS WITH updated in 1984, unless otherwise noted. mitigated during design.
Applicable Standard Details that remain in ,
STAKEHOLDER INPUT effect are provided in Appendix B.
In addition to design standards and
Priority design treatments should be 5. CONSULT ADDITIONAL guidelines, roadway projects must comply
determined based on the street typology as STANDARDS PLANS GUIDELINES with relevant Federal and State
well as by looking at the larger street ' ' environmental statutes. Projects that are
network and land use context. Consult the Existing plans, standards and guidelines that considered "Federal undertakings" must
Priority Design Treatments table (TABLE 2-3) may be applicable to the design of roadway comply with the National Environmental
and the Street Network Standards (2.3 Street projects in the County of Hawai'i are Policy Act (NEPA), the National Historic
Networks ) in Chapter 2 of the Manual for identified in Appendix A.These should be Preservation Act and other Federal
guidance. Proposed design treatments consulted to ensure compliance with best requirements. "Federal undertakings"
should reflect consideration of community practices outside of what is provided in the include projects with Federal funding, and in
input, character of the surrounding Manual. some cases, projects that require permits
community, as well as the aim of prioritizing from Federal agencies.
COUNTY OF HAWAII STREET DESIGN MANUAL 1 109
County projects must comply with the General Plan, Community Development may require making recommendations that
Hawai'i Environmental Policy Act as outlined Plans, and neighborhood level or district support improved conditions for people
in Hawai'i Revised Statutes (HRS) Chapter plans. walking, biking, and taking transit at the
343. This Manual does not change any of the expense of vehicle LOS.
current practices or policies regarding Preparing a TZAR should involve analyzing the
environmental review and compliance. impacts associated with the amounts and 7, ENGAGE STAKEHOLDERS AND
types of proposed features including land
AGENCY REVIEW uses, street types and patterns, and parking THE PUBLIC IN DEVELOPING AND
Along with review by multiple County locations. Working with the County VETTING SOLUTIONS
agencies (such as the departments of Public approving agencies including the
Works, Planning, Mass Transit, Fire, Police, Departments of Planning, Public Works, and The purpose of community involvement is to
and Water), roadway projects may be Mass Transit Agency,the preparer should have timely and meaningful dialogue with
reviewed by State agencies, such as the identify measures to mitigate impacts while community members about a proposed
Department of Health, HDOT, Disability and furthering complete streets through design project.This may involve education regarding
Communication Access Board, and other
features and transportation demand the County's complete streets goals, policies
management measures.This will help to and standards, as well as inviting input on
mana
State and Federal agencies. With the g p
exception of Chapter 8:Transit, this Manual
ensure that the project is supportive of the issues, opportunities, and design solutions at
does not change the current authority or overarching goals of the County and the key points during the process.The extent of
process for project review by other agencies.
desires expressed by the community. the community involvement effort will vary
depending on the complexity and
REPORTTRAFFIC IMPACT ANALYSIS The Highway Capacity Manual(TRB, 2016
significance of the project.
procedures shall be used for the analysis of
A Traffic Impact Analysis Report(TZAR) has A context-sensitive stakeholder engagement
traditionally determined the ability of the multimodal travel. Intersections should be process should:
street network to absorb levels of vehicle designed for the peak hour of flow rather
than peak 15 minutes and the level of service Be inclusive and transparent, seeking
traffic that arise from a development (LOS) standard is LOS "E" in town cores and input and participation from a diversity
proposal or street network change.As a part
of the update to incorporate national best village centers and LOS "D" in less densely of stakeholder in the community;
practices that consider all users of the street populated areas for the peak hour of traffic. Establish a shared understanding of the
network,TIARs should also demonstrate It should be noted that the evaluation of project context, need, and existing
compliance with the County's complete potential mitigation measures should be conditions;
streets policy of prioritizing multimodal driven by the goal of prioritizing multimodal Involve stakeholders in defining the
users, as well as related policies in the users, in keeping with complete streets.This problems to be solved and aspirations to
be fulfilled;
COUNTY OF HAWAII STREET DESIGN MANUAL 1 110
Educate stakeholders about complete (5) Audits(walking, driving, and/or biking an $, COMPLETE DESIGN
streets principles and County design and area with stakeholder to observe
review processes to enable their conditions, identify issues, and discuss CHECKLIST TO DOCUMENT
meaningful involvement;
solutions); FINAL DESIGN
(6) Charrettes (intensive community design
Align the project with broader plans, workshops that result in a concept The County of Hawai'i complete streets
policies, and visions for the area; design), checklist is a tool to document information
Gather stakeholder input on location- (7) Pop-ups at community events or about the status of the roadway and the
specific design solutions and proposals; neighborhood destinations to provide surrounding area, as well as the details of the
Communicate clear) to stakeholders information and gather input from
Y transportation facility or project being
how their input will inform final design people using an area; designed.The checklist shall be used on all
(8) Intercept interviews of users to gather
solutions. their perceptions on a project or potential County roadway projects including those
A variety of outreach methods and tools can issues/solutions; done internally as well as by developers of
(9) Surveys(online, telephone, or mail) to adjacent properties that may affect the
be used to engage stakeholder input, from travelwa The checklist includes information
traditional community meetings to online gather data on travel behaviors, y
engagement.A variety of methods is
perceptions, and opinions; such as traffic volume; street
(10) Presentations at meetings held by other type/classification; existing sidewalk
desirable achieve diverse community organizations(schools, church groups, conditions, transit facilities, and bicycle
representation,
ion, including all ages and income neighborhood associations, business facilities; parking restrictions; and
levels. Different types of engagement may groups, clubs, etc.); recommendations from existing
occur at different times in the process, and (11) Press releases, mailings,flyers, neighborhood,
ma include the following: pedestrian, bicycle, transit, or
Y g: advertisements, other plan. It also identifies the treatments
(1) Community meetings, workshops anddesign,
(12)Social media, websites, radio, and other selected in final with justification for
digital media;
open houses, (13J Commission and Council meetings and any deviations from recommendations in the
(2) Focus groups(a select group of public hearings. Manual.The checklists shall be submitted to
individuals that represents a distinct the COH Planning Department and kept on
interest group); Community outreach can be more successful file and be made available for public
(3) Development of a stakeholder advisory when other agencies or organizations help inspection on the County's website.
group or committee; get the word out and/or host meetings and
(4) Formation of a technical advisory group events.
consisting of agency representatives and
technical experts;
COUNTY OF HAWAII STREET DESIGN MANUAL 1 111
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COUNTY ROADWAY PROJECTS
APPENDIX
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cessed May 19, 2020, from
2020 from https://edis.ifas.ufl.edu/department_envhort-shrubs
Hawai'i Wetland Field Guide: An ecological and identification guide to wetlands and wetland plants of the Hawaiian Islands
Tropical and Subtropical Trees: An Encyclopedia.
Useful Tropical Plants Database.
Center for New Crops & Plant Products. Ecological Zones & Native Planting List, State of Hawaii Department of Transportation -- Highways Division. (December 2014). Ac Find a Pono Plant.
Hawaii Pacific Weed Risk Assessment (HPWRA) System. Online Database. Plant Files. Plant Finder. University of Florida 680 Tree Fact Sheets. University of Florida Shrubs Fact Sheets.
University of Florida, Department of Environmental Horticulture. Accessed August 12, Urban Forest Ecosystems Institute.
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COUNTY OF HAWAH
STREET DESIGN MANUAL
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