HomeMy Public PortalAboutBike_FacilitiesINTRODUCTION56INVENTORYRECOMMENDATIONSFACILITIES GUIDEIMPLEMENTATIONOPERATIONS ANDMAINTENANCEFacilities Guide
INTRODUCTION
The design guidelines contained in this section are
intended to support the recommendations presented
in this Plan, and to serve as an ongoing reference for
the City of Richmond Bicycle and Pedestrian Master
Plan. They are not intended as comprehensive design
standards. Rather, they reference existing design
standards and provide clarification or supplemental
information as necessary. There are six primary
sources of bicycle and pedestrian facility design
information that were used to develop the guidelines
provided in this section:
1. Indiana Department of Transportation
(INDOT) 2013 Design Manual Chapter 51
Special Design Elements – This document provides
guidance for pedestrian and bicycle facilities that
are included in Department of Transportation
designs. This design manual is used for Wayne
County projects as well.
2. Federal Highway Administration(FHWA) Manual
on Uniform Traffic Control Devices (MUTCD) – The
MUTCD is the national standard for signing, markings,
signals, and other traffic control devices. Indiana has
adopted a slightly modified version of the MUTCD,
the Indiana MUTCD. The IMUTCD modifications do not
impact the recommendations in this design guidance
document. It should be noted that the IMUTCD does
provide alternative methods for analyzing the need
for pedestrian signals. Additional school bus warning
signs are also included in the IMUTCD.
3. American Association of State Highway and
Transportation Officials (AASHTO) Guide for the
Development of Bicycle Facilities – This document
is intended to present information on how to
accommodate bicycle travel and operations in
most riding environments. It is the design guidance
upon which most state and local design guidelines
are based. In many jurisdictions this document is
considered to set the minimum values for bicycle
facility design.
4. AASHTO Guide for the Planning, Design, and
Operations of Pedestrian Facilities – This document
is intended to present information on how to
accommodate pedestrian travel and operations in
(primarily) roadway environments. It is the design
guidance upon which most state and local design
guidelines are based. In many jurisdictions this
document is considered to set the minimum values for
pedestrian design.
5. Institute of Transportation Engineers Designing
Walkable Urban Thoroughfares: A Context
Sensitive Approach – This document’s development
was supported by FHWA. Designing Walkable
Thoroughfares helps designers understand the
flexibility for roadway design that is inherent in the
AASHTO guide A Policy on the Geometric Design of
Highways and Streets with a focus on balancing the
needs of all users.
6. National Association of City Transportation
Officials (NACTO) Urban Bikeway Design Guide
– FHWA has issued a memo supporting the use
of this document to further develop nonmotorized
transportation networks, particularly in urban areas.
Many of the designs in this document have been used
successfully in urban areas. However, care should be
exercised when applying the treatments described in
this document to suburban or rural areas.
In this guidance section of the City of Richmond
Bicycle and Pedestrian Master Plan the following
facility types are discussed:
• sidewalks
• curb ramps
• midblock crossings
• bike lanes
• shared lane markings
• greenways
• bike routes
• cycletracks
• shared use paths
57CITY OF RICHMOND Bike and Pedestrian Master Plan
SIDEWALKS
Chapter 51 of the INDOT Design Manual requires
pedestrian facilities comply with the Americans with
Disabilities Act “Accessibility Guidelines for Buildings
and Facilities” the most recent of which are the
2010 ADA Standards for Accessible Design. FHWA
recommends agencies adopt the guidance found in
the Notice of Proposed Rulemaking for Proposed
Accessibility Guidelines for Pedestrian Facilities in
the Public Right-of-Way (July 2011). The below
guidance is consistent with the public right-of-way
guidance.
Sidewalk Width
The preferred minimum sidewalk width is 5 feet.
Under constrained conditions, 4-foot wide sidewalks
are acceptable provided a 5-foot by 5-foot area
with less than 2% cross slope is provided every
200 feet (maximum) to allow for the passing of one
pedestrian using a wheelchair by another. Sidewalks
placed at the back of curb should be at least 6 feet
wide.
Location of Sidewalks
On roadways with curb and gutter, sidewalks
should be located six feet from the back of curb.
This minimizes the encroachment of curb ramps
and driveway cuts into the sidewalk width. On
roadways without curb and gutter, sidewalks should
be separated from the roadway as shown by the
following criteria, which are given in a sequence of
desirability:
• at or near the right of way line (ideally, 3 feet
of width should be provided behind the sidewalk
for access, construction, and maintenance)
• outside of the minimum required roadway clear
zone
• as far from the edge of the driving lane as
practical
Sidewalk alignments, which are set back from the
roadway, should taper for alignment closer to
the roadway at intersections. This will allow for
coordinated placement of crosswalks and stop bars.
Sidewalk Slopes
The maximum cross slope on a sidewalk is 2%. This
maximum cross slope must be maintained across
driveways and crosswalks.
Sidewalks may follow the grade of the adjacent
roadway. However, on new structures the grade of
the sidewalk cannot exceed 5%. If a grade of more
than 5% is required on a new structure, an ADA
compliant ramp must be provided.
Curb Ramps and Blended Transitions
A curb ramp is a ramp that cuts through or is built
up to the curb. A blended transition is a relatively
flat area where a sidewalk meets a roadway. Curb
ramps and blended transitions are primarily used
where a sidewalk meets a roadway or driveway at
a pedestrian crossing location. Blended transitions
include raised pedestrian street crossings, depressed
corners, or similar connections between pedestrian
access routes at the level of the sidewalk and the
level of the pedestrian street crossing that have a
grade of 5% or less. Accessibility requirements for
blended transitions serve two primary functions.
First, they must alert pedestrians that have vision
impairments to the fact that they are entering, or
exiting, the vehicular area. Second, they must provide
an accessible route for those using wheelchairs or
other assistive devices. Ideally, a separate ramp
should be provided for each crossing of the roadway.
Curb Ramp Slopes
The slope of a curb ramp shall not exceed 8.33%.
The only exception to this standard is when a
sidewalk is located along a roadway with a
significant slope, in which case the maximum length of
the curb ramp is 15 feet.
Landings
All curb ramps must have a landing at the location
where a wheelchair user would have to turn to
prepare to enter the roadway. For perpendicular
ramps, this means a 4-foot by 4-foot landing at
the top of the ramp (5-foot by 5-foot if there is a
vertical obstruction adjacent to the landing). For
parallel ramps where the sidewalk is depressed, the
4-foot by 4-foot landing is required at the bottom of
the ramp.
INTRODUCTION58INVENTORYRECOMMENDATIONSFACILITIES GUIDEIMPLEMENTATIONOPERATIONS ANDMAINTENANCEFacilities Guide
Detectable Warnings
Detectable warning surfaces shall extend a minimum
of 2 feet in the direction of pedestrian travel
and shall extend the full width of the curb ramp.
Detectable warning surfaces are not required, nor
desirable, at crossings of residential driveways
since the pedestrian right-of-way continues across
residential driveway aprons. However, where
commercial driveways are provided with yield or
stop control, detectable warnings should be provided
at the junction between the pedestrian and vehicular
routes.
BIKE LANES
A bike lane is a portion of the roadway that has
been designated for preferential or exclusive use by
bicyclists by striping, signing and pavement markings
(the MUTCD does not require signs). Bike lanes are
intended for one-way travel, usually in the same
direction as the adjacent travel lane. Bike lanes
should be designed for the operation of bicycles
as vehicles. They should be designed to encourage
bicyclists and motorists to interact in a safe, legal
manner. Bike lanes should be designated with bike
lane markings, arrows, and signs.
Width
The AASHTO Guide for the Development of Bicycle
Facilities provides guidance on the width of bike
lanes. The following points summarize this guidance:
• under most circumstances the recommended width
for bike lanes is 5 feet
• for roadways with no curb and gutter and no on-
street parking, the minimum width of a bike lane
is 4 feet
• along sections of roadway with curb and gutter,
a usable width of 4 feet measured from the
longitudinal joint to the center of the bike lane
line is recommended (this means that 4 feet of
pavement is sufficient when coupled with the
gutter pan; it is also conceivable to interpret
the guidance as meaning that even narrower
pavement can be used as long as a total of 5
feet of rideable surface is maintained)
• additional width may be desirable on higher
speed roadways.
Intersections
At intersections, bike lanes must be designed to
encourage legal movements at the intersection; this
includes proper positioning of bicyclists and motorists.
Bike lane stripes should be dashed on the approach-
es to intersections without right turn lanes. Where
there are right-turn lanes, through bike lanes must
be placed to the left of the right turn lane. Section
4.8 of the AASHTO Guide for the Development of
Bicycle Facilities (2012) provides numerous graphics
illustrating bike lane markings at intersections.
Bike lanes should be continuous through intersections.
That is, if a bike lane is provided to the intersection,
a receiving bike lane should be provided on depar-
ture side of the intersection.
SHARED LANE MARKINGS (SHARROWS)
Traffic lanes are often too narrow to be shared side
by side by bicyclists and passing motorists. Where
parking is present, bicyclists wishing to stay out of
the way of motorists often ride too close to parked
cars and risk being struck by a suddenly opened car
door (being “doored”). Where no parking is present
bicyclists wishing to stay out of the way of motorists
often ride too close to the roadway edge, where
they run the risks of being run off the road; being
clipped by motorists who do not see them off to the
side or misjudge passing clearance; or encountering
drainage structures, poor pavement, debris, and
other hazards.
Riding further to the left avoids these problems,
and is legally permitted where needed for safety.
However, this practice can run counter to motorist
expectations. A Shared Lane Marking (SLM) is
a pavement symbol that indicates it is legal and
appropriate for bicyclists to ride away from the right
hand edge of the roadway, and cues motorists to
pass with sufficient clearance.
Research suggests that SLMs:
• alert motorists to the lateral location bicyclists
are likely to occupy within the traveled way
• encourage safe passing of bicyclists by motorists
• assist bicyclists with lateral positioning in lanes
that are too narrow for a motor vehicle and a
bicycle to travel side by side within the same
traffic lane
59CITY OF RICHMOND Bike and Pedestrian Master Plan
• reduce the incidence of wrong-way bicycling
• where on-street parking exists, to align bicyclists
with lateral positioning in a shared lane with on-
street parallel parking to reduce the chances of
a bicyclist impacting the open door of a parked
vehicle
SLMs are not to be used on shoulders or in
designated bike lanes. MUTCD guidance suggests
SLMs not be placed on roadways that have a speed
limit above 35 mph. While this does not preclude the
use of SLMs on higher speed roadways, no research
is available as yet to suggest how effective they may
be on such roadways.
SLMs encourage good lane positioning by bicyclists,
and discourage them from riding too close to the
pavement edge, curb, or parked cars. Riding away
from the road edge allows bicyclists to avoid
road edge hazards like drainage structures, poor
pavement, and debris. It also places the bicyclist
more directly in the motorist’s field of vision which,
along with proper SLM treatments, encourages the
safe passing of bicyclists by motorists.
Consequently, on roadways with on-street parking,
the MUTCD requires that SLMs be placed with the
centers of the markings at least 11 feet from the
face of curb. On other roadways, the centers of the
markings are required to be placed at least four
feet from the edge of pavement.
SLMs are sometimes used at the ends of bike lanes or
shoulders to inform motorists that bicyclists no longer
have a separate space and will be sharing the main
travel lane.
SLMs should be installed strategically and judiciously
to ensure that their value is not reduced by overuse.
When used, SLMs should be placed after each
intersection and then periodically on spacings not
exceeding 250 feet between markings.
INTRODUCTION60INVENTORYRECOMMENDATIONSFACILITIES GUIDEIMPLEMENTATIONOPERATIONS ANDMAINTENANCEFacilities Guide
SHARED USE PATHS
Shared use paths are facilities separated from motor
vehicle traffic by an open space or barrier and either
within the highway right-of-way or an independent
right-of-way. They are open to many different user
types and are often used by bicyclists, pedestrians,
skaters, wheelchair users, joggers, and other non-
motorized users. Motor vehicles are not allowed
on shared use paths except for maintenance and
emergency vehicles in specific circumstances. Most
shared use paths are two-way facilities.
Shared use paths have design criteria for many of
the same parameters as roadways. These include
widths, horizontal clearances, design speed,
horizontal alignment, stopping sight distance, cross
slopes, grades, vertical clearance, drainage, and
lighting. The AASHTO Guide for the Development
of Bicycle Facilities should be consulted for design
values.
The MUTCD provides the standards for signing,
striping, and marking shared use paths. In most cases,
the signs and markings use on shared use paths are
smaller versions of those used on roadways.
Many shared use paths are separated from the
roadway network. Consequently, street name signs
should be provided at intersecting roadways to help
users orient themselves to the roadway network.
Wayfinding signs should be used on paths and
to potential destinations along the path such as
locations where users can access water fountains and
restrooms. At trailheads and rest areas, the distance
and direction to the next trail head should be posted.
Most shared use path projects will be paved.
Asphalt and Portland cement concrete are the two
most common surfaces for shared use paths. In
areas where path use is expected to be primarily
recreational, unpaved surfaces may be acceptable
for shared use paths. Materials should be chosen
to ensure the ADA requirements for a firm, stable,
slip resistant surface are met. Even when meeting
ADA criteria, some users such as in-line skaters, kick
scooters, and skateboarders may be unable to use
unpaved shared use paths.
The geometric and operational design of shared use
paths is quite similar to that of roadways. However,
additional considerations such as aesthetics, rest
areas, amenities, and personal security are also
important ensure the maximum number of potential
users is encouraged to use the path for both
utilitarian and recreational purposes.
Sometimes local resistance to implementing shared
use paths and other trail facilities exists because of
perceived potential negative impacts to neighboring
properties, usually in terms of property values and
crime/vandalism. A valuable resource in discussions
of these matters is a summary of national research
conducted for a state department of transportation.
The studies cited collectively suggest that negative
impacts are not an issue in either regard, and in fact
suggests that property values frequently increase
following the construction of shared use paths while
crime rates are sometimes found to decrease.
Shared use paths through floodplains require special
attention to design details. While the cross section
and clearance requirements are the same as other
trails the construction materials should be carefully
chosen and installed to endure inundation by flood
waters. This means special base materials should be
used that are resistant to swelling and erosion. In
Concrete is often selected as a surface material in
flood plains. In addition, adequate cross drains need
to be installed to ensure water does not pond on the
upstream side of the path.
Many shared use paths have been built adjacent to
active rail lines. This requires close coordination with
the railroad. According to America’s Rails with Trails
(Rails-to-Trails Conservancy 2013), many shared use
path managers require a 25 to 30-foot minimum
setback from the trail to the railroad. However, this
may not be an actual requirement; nearly 60 percent
of shared use paths next to railroads were less than
30 feet from the tracks and more than 40 percent
were less than 20 feet from the tracks. A physical
barrier should be provided between the shared use
paths and the railroad; chain link fences are the most
commonly used type of barrier.
61CITY OF RICHMOND Bike and Pedestrian Master Plan
Indianapolis Cultural Trail - Cycle Track
Indianapolis Cultural Trail - Cycle Track
Amenities along Shared Use Paths
Amenities should be provided along shared use paths
to make their use more attractive for transportation
use. Any long shared use paths or path network
needs rest stops. These should be at intermediate
points, scenic lookouts, or near amenities such as
restaurants, convenience stores, picnic areas, or
parking lots. Rest areas should be away from the
path so users can pull off and not block traffic. At
a minimum, they should include benches, shade,
bike parking, and a trash receptacle. Bike parking
racks should support a bike frame in two places and
allow for locking of front and rear wheels. Some
rest stops should include restrooms and potable
water. Additional amenities should included include
interpretive signs and informational kiosks. Bike
repair stations including free air (presta and shrader
valve compatible) and vending machines that
dispense patch kits or tubes can be included at some
trailhead facilities.
CYCLETRACKS
A cycle track is a designated bicycle pathway
separated from pedestrian sidewalks, parking lanes,
and vehicular travel lanes. Cycle tracks can be at
street level or raised and can be designed for one
or two-way traffic. When higher speed streets are
present with few interruptions, raised cycle tracks
are recommended. Raised cycle tracks are also
recommended where multiple travel lanes and high
traffic volumes are present.
Where on-street parking is present, cycle tracks are
located on the sidewalk side of the parking and are
separated from the on-street parking by a buffer a
minimum of three feet wide. Often times, the surface
of the cycle track is visually distinct from surrounding
pavements.
Bicycle symbols and lettering are provided at the
beginning and ends of cycle tracks and at specific
intervals between. In two-way applications “Do
Not Enter” signs (with EXCEPT BIKES supplemental
plaques) should be posted to minimize confusion and
minimize automobile intrusion onto the cycle track.
Additionally, traffic controls should be installed at
intersections and oriented towards bicyclists traveling
in the contra flow direction.
Where the buffer between cycle tracks and on-street
parking is painted striping, solid white lane markings
should be used with the area of the buffer being
comprised of painted diagonal crosshatch.