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Revision to the AASHTO Guide for the Development of Bicycle Facilities
Presentation by:
Jennifer ToolePrincipal Investigator
July 21st, 2009
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NCHRP Project 15-37
• Some history– This will be the 4th edition of the Guide– Last Guide – 1999, largely written in 96-98– John LaPlante and Jennifer Toole – co-authors– Survey to update Guide – 2004
Chair of NCHRP Panel – Dwight Kingsbury, Florida DOT Panel includes:
7 members from State DOTs 2 FHWA representatives 3 members from local agencies 1 consultant
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Team and Panel
Project Team• Jennifer Toole, Principal
Investigator• Eric Mongelli, P.E.• William Schultheiss, P.E.• Nick Jackson• Subject Matter Experts:
– John LaPlante, P.E., PTOE– Michael Moule, P.E.– Michael Ronkin– Mia Birk– Matthew Ridgeway– Shawn Turner, P.E.– Srinivasa Sunkari, P.E.– Bill Hunter
Panel• Dwight Kingsbury, Chair• Denise Chaplick• David Church, P.E.• Ann Do • Eric Glick• Fred Glick, RLA• Thomas Huber• Mary Meletiou• Richard Moeur, P.E.• William Prosser, P.E.• William Riccio, Jr., P.E.• Cara Seiderman• Richard Pain
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Project Timeline
NCHRP Project Completion – Fall 2009
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• Reviewed findings of scoping study (survey)
• Reviewed a significant body of research and literature
• Drew upon our own experience using the Guide on a daily basis
• Drew upon the experience of our Team and Panel
This presentation will cover the highlights of new and revised content of design chapters.
Basis for Content Changes
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Issues NOT addressed by this Guide
• Contrasting colored pavements• Bike boxes• Cycle tracks• Raised bike lanes• Bicycle signal heads
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Important source for design chaps
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New Chapter
Bicycle Operation and Safety
• Sets the stage for Design Chapters• Organizes info on design vehicle• Overview of traffic principles for
bicycles– Positioning on the roadway in
different situations
• Causes of bicycle crashes– Urban vs. rural– Young vs. adult riders– Etc.
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Key Dimensions Chart
User Type FeatureUS Cust Metric
Typical upright adult bicyclist Physical Width (95th percentile) 30 in 0.75 mPhysical length 70 in 1.8 mPhysical height of handlebars (typ dimension) 44 in 1.1 mEye height 60 in 1.4 mCenter of Gravity (approximate) 33-40 in 0.8-1.0 mOperating width (minimum) 48 in 1.2 mOperating width (preferred) 60 in 1.5 mOperating height (minimum) 100 in 2.5 mOperating height (preferred) 120 in 3.0 m
Recumbent bicyclist Physical length 82 in 2.2 mEye height 46 in 1.2 m
Tandem bicyclists Physical length (typical dimension) 96 in 2.4 mBicyclist with child trailer Physical width 30 in 0.75 m
Physical length 117 in 3.0 mHand bicyclist Eye height 34 in 0.9 mInline skater Sweep width 60 in 1.5 m
Dimension
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Chapter 4
Design of On-Road Facilities
• More guidance on shared lanes, general roadway compatibility
• New sections on shared lane markings, bicycle boulevards and wayfinding signage
• More context and detail for bike lane guidance– More info on bike lanes with various
roadway configurations– More info on bike lanes at intersections
• New section on retrofitting existing roadways to accommodate bicycles
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Shared Lanes
• Roads do not need a special bicycle facility to be compatible
• Design guidance for wide outside lanes is same (14’)
• Guidance on selecting appropriate type of bikeway given traffic volumes and speeds (Bicycle LOS)
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Shared Lane Markings
• Coordinated with MUTCD
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Locations to use SLM’s
• Adjacent to on-street parking to position cyclist outside of door zone
• In wide lanes to position away from curb
• Narrow lanes• Multi-lane roads where
there is no room for bike lane
• Climbing lanes (on downgrade) paired with bike lane
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Climbing Lanes
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Where NOT to use SLM’s
• On paved shoulders or bike lanes• Where the speed limit exceeds 35 mph
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Paved Shoulders
• Shoulder width:– 4 ft. min, 5 ft against vertical face– Wider if there are higher
speeds/volumes (per BLOS)• At shoulder bypass lanes – carry shoulder
space through T-intersections
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Bicycle Lanes
• Markings are required, but signs are optional
• More guidance for markings at bus stops
• Both symbols still allowed
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Left-Side Bicycle Lanes
• Discussion of when left side bike lanes can be beneficial on one-way streets:– When there are a lot of left-turning
bicyclists– If the left-side lane would decrease
conflicts, i.e. with buses or heavy right turn volumes
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Bicycle Lane Widths – DRAFT
• Same as last Guide – 5 ft standard width (4 ft with no curb and gutter)
• Some caveats:– 5 ft bike lane is sufficient assuming a 1 ft wide gutter– In states that use a 2 ft wide gutter, a 6 ft wide bike
lane is preferred, with 5 ft as a minimum width in locations with lower speeds
– In extremely constrained, urban low speed environments where 5 ft cannot be achieved and there is no gutter, a 4 ft wide bike lane is acceptable (assumes adjacent travel lane has been narrowed to the minimum acceptable width)
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Angled Parking
• Bike lanes not recommended at front-in angled parking
• Bike lanes are OK with back-in angled parking if parking bays are sufficient length
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Typical bike lane markings
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Bicycle Guide Signs
• Deemphasizes bike routes, they are not a facility type• Guidance on all sign types• Signs are not a substitute for good geometric design• D-Series are below
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Bicycle Guide Signs
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M1-8 and M1-9 Series
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Traffic Signals
• Significantly expanded guidance• Formulas and diagrams based on new data• Assumes one speed – 10 mph – rather than
different speeds for A, B and C bicyclists• Appropriate to modify the minimum green
interval, all-red interval, and extension time for bicyclist speeds.
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Bicycle Minimum Green
• Bicyclists require more time to clear intersection than motorists
• More important where minor streets cross major roads (may be a long distance with a short cycle length)
• Two choices:– Program controller to provide BMG with a
detector– Increase minimum green for all vehicles
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Detection for Bikes at Signals
• Provides more guidance on:– Loop configurations that
best detect bicycles– Sensitivity settings– Use of upstream detectors– Detector markings
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Roadway Bridges
• Bridges should accommodate bicycles• “Absence of bicycle accommodations on the
approach should not prevent the accommodation of bicycles on the bridge.”
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Bridge Railings
• In locations where bicyclists will operate in close proximity to railings, should be a minimum of 42” high.
• On bridges where bicycle speeds are likely to be high and where a bicyclist could impact a barrier at a 25 degree angle or greater, use 48” railing.
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Bicycles on Freeways
• Addresses considerations if bicycles are allowed to operate on the freeway
• Addresses freeway interchange design– Design junctions as right-angle
intersections if possible
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Single Point Urban Interchange
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Merge Ramp Options
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Merge Ramp Options
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Bicycles at Roundabouts
• Terminate bike lanes in advance (at least 100 ft)
• General design issues– Low speed roundabouts are best (15-20
mph)– Discourages use of multi-lane
roundabouts unless absolutely necessary• For multi-lane roundabouts, provide
opportunity for bicyclist to exit roadway and use sidewalk
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Multi-lane Roundabouts
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Chapter 5
Design of Shared Use Paths
• New stand-alone chapter• Reflects several significant studies:
– Characteristics of Emerging Trail and Roadway Users
– Shared Use Path Level of Service– Architectural Barriers Act Accessibility
Guidelines for Outdoor Developed Areas– Safety Effects of Marked Versus Unmarked
Crosswalks at Uncontrolled Locations• Fills missing gaps in the old Guide
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Sidepath Guidance
• Consolidates discussion of SUP’s adjacent to roadways – Clearly defines “sidepath”– Expands discussion of operational problems– Acknowledges reasons for building paths
adjacent to roadways– Provides guidance on
when and where these facilities are appropriate
– Provides design guidance for those locations
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Sidepaths may be considered:
• Adjacent road has high speeds and volumes and no practical alternatives for improving on-road conditions or adjacent routes
• Sidepath is used for a short distance to connect: – Pathway segments– Local streets used as bicycle routes
• Sidepath can be built with few roadway and driveway crossings
• Sidepath can be terminated in a bicycle compatible location
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Shoulders/clearances
• Graded shoulder of 3-5 ft recommended, max cross slope of 1:6
• Minimum clearance of 2 ft to lateral obstructions– Except at smooth features such as railings or
fences, 1 ft is acceptable• Adjacent to hazards, 5 ft separation is desired
– Water hazards– Downward slopes greater than 3:1– Depending on height of embankment and
condition at bottom, railing may be needed
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Safety rail
guidelines
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Design Speed
• Old Guide: 20 mph min design speed• New Guide: “No single design speed” for all paths
– Consider types of users, terrain, path surface• Guidelines:
– Generally should not be lower than 85th percentile speed: 14 mph– For longer segments in flat areas: 18 mph– Higher design speeds in hilly terrain, up to 30 mph
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Horizontal Alignment
• Horizontal curve formula is now based on lean angle rather than superelevation
• By revising formulas and using new design speeds, min. curve radius can be lower:– Old Guide: 90-100 ft min– New Guide: 60 ft
(18 mph design speed)
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Speed Control on Paths
• Introduces concept of using geometric design and traffic control to reduce user speeds, such as curvature
• Recommends centerline stripe to reduce speeds and address conflicts
• Depends on site specific context
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Stopping Sight Distance
• New braking friction factor for bikes (0.16)• Longer stopping distances but reduced
design speed offsets this• Gives values for other users
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Path-Roadway Intersections
• Significantly expanded guidance• Explains the complexities of path-roadway
intersections:− Fastest user must be considered on the
approach− Slowest user must be considered at the
crossing• Three intersection types:
– Midblock– Sidepath– Grade-separated
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Mid-Block Intersections
• Geometric design issues• Special issues with assignment of right-of-way• Determining appropriate crossing measures• Determining priority assignment• Routine use of stop signs• Evaluating sight distance and selecting type of
control• Midblock signalized intersections• Examples
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Example Yield Control for Path
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Example Stop Control for Path
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Design at Sidepath Intersections
• Based on Florida DOT research• Reduce turning speeds at driveways and
intersections – tighter corner radii, avoid free-flowing movements, provide median refuge islands, carry path surface across driveway, etc.
• Reduce frequency of driveways• Consider design to reduce path user speeds• Employ measures on adjacent road to reduce
speeds
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Design at Sidepath Intersections
• Facilitate bicycle movements to/from road to pathway
• Keep crossings clear of obstructions• Add stop or yield bars to instruct drivers crossing
pathway• Design path termini to ensure proper operation of
bicyclists entering roadway
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New Chapter
Bicycle Parking
• Planning for bicycle parking• Short-term bicycle parking
– Location– Design– Special types of racks
• Long-term bicycle parking
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Next up: AASHTO Ped Guide!
• NCHRP 20-7, Task 263• Opinion Survey – OPEN ‘TILL JULY 31• http://tinyurl.com/AASHTO-Ped-Guide• Includes a literature review• Project concludes in October• Will provide an annotated outline for the
next Guide
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Thank you!
Contact information:
Jennifer TooleToole Design Group