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HomeMy WebLinkAboutVail Bikeway Plan 1984towo of veil 292 west meadow drive recreation department vail Colorado 81657 303 4762040 TO RON PHILLIPS FROM PAT DODSON DATE February 5 1986 SUBJECT VAIL BIKEWAY PLAN In November of 1984 I submitted to you a first draft of the Vail Bikeway Plan requesting comments and direction It is important we have a bikewaypedestrian path system that addresses the needs of the resident and guest of Vail This plan attemptstopreventsubstandardorpoorconstructedpathsintheVail Valley The number one reason the guests patronize Vail is to escape the noise polition and pressures of the cities Most guests receive tremendous pleasure and relaxation using our paths If we are to continue to attract guests it is imperative these paths are aesthetically pleasing maintained and constructed away from noise and vehicles I am not pushing for more miles of recreation paths right now but am trying to preserve the quality and uniqueness of this system in Vail for future years I welcome your comments to make this an approved plan IITIK 0 0 0 00 I 2 0 4 TO Ron Phillips Stan Berryman Petter Patten FROM PAT DODSON DATE November 30 1984 SUBJECT VAIL BIKEWAY PLAN Attached is our 1st attempt at the Vail Bikeway Plan Please read it and comment Your constructive comments are appreciated Thanks Pat 1 1 1 f i 1 i l PCQN D Epq ylow0voi VAIL BIKEWAY PLAN 1984 1 1 1 1 1 1 1 1 1 1 1 1 1 FOREWORD The development of a Vail Bikeway Plan responds to increasing demands to accommodate alternative transportation modes in the Vail area A bikeway system can be linked with automobile transit and pedestrian transportation facilities to produce a more efficient and comprehensive transportation system A Vail Bikeway Plan should provide the basis for such a bikeway system and should encourage further use of the bicycle in place of the automobile for a variety of trips In addition to serving the mobility needs of the various types of cyclists the plan emphasizes safety j of the bicyclist motorist and pedestrian fiscal responsibility public awareness education and participation A Vail Bikeway Plan should provide an opportunity to enhance and to better enjoy the community This is the first attempt at providing the Vail community with a Bikeway Plan The information contained in this mannual is a starting point and should be reviewed by the Community Development Department The Town Manager theTown Council and the residents of VailI 1 1 t 1 I TABLE OF CONTENTS i PAGE FOREWARD 1 1 CHAPTER I INTRODUCTION 3 CHAPTER II BIKEWAY FACILITIES 9 i CHAPTER III EXISTING BICYCLE FACILITIES AND PROGRAMS 12 CHAPTER IV DESIGN MANUAL 21 CHAPTER V GOALS AND OBJECTIVES 37 1 i i 1 1 1 i 1 1 1 1 1 IMODUCTION 1 1 1 1 1 1 1 1 CHAPTER I INTRODUCTION History Bicycling as a model of personal transportation is not a recent development in the United States but has a history dating back to the middle of the 19th century As technologicaltimprovementsweremadeinthevehiclesdesignitcontinuedtogaininpopularityBythe beginning of this century a number of states had begun to pave roadways in response to pressure from cycling organizations for better riding conditions In an era where landbased transportation was limited to walking horsedrawn carriages urban streetcars and interurban railroads the bicycle provided the public with an inexpensive means of personal transportation that was generally swifter and more adaptable to their trimaking desires than the other available alternatives The subsequent introduction of the automobile in America was due in no small part to the technological foundation provided by the manufacturing and widespread usage of the bicycle As a result of its expanded travel range convenience and carrying capacity the automobile rapidly gained popularity Today it has become the primary mode of transportation for the vast majority of the American populace Except for brief resurgences during the Depression and the two World Wars the bicycle in this country has been relegated to a minor role as a mode of transportation for recreational purposes and for children too young to drive The bicycle remains the major mode of transportation in the majority of the world During the 1960s and 1970s however bicycling experienced a nationwide renaissance that continues today Improvements in materials and better mechanical designs had resulted in bicycles that were safer lighter and more efficient at translating humangenerated energy into forwardmotion and this expanded flexibility and travel range allowed the bicycle to become a viable alternative to the automobile for various trip purposes within urban areas During the same time public interest in developing and maintaining physical fitness grew became widespread and in concert with other factors had led to an increase in bicycle usage by people of all ages Bicycle Use Because of the individualistic nature of bicycling bicycle use is difficult to estimate Bicycle user surveys or actual counts are expensive to conduct However many localities have conducted detailed surveys which can be used to estimate local use Future updates of 1 this plan should include local surveys or counts Cyclists are generally perceived to be a small minority of the population However national data indicates that roughly onehalf the population uses a bicycle at least occasionally1 4 A Pennsylvania study showed that 62 of all households owned bicycles The same study showed that in October considered an average ridership month 26 of the population rode at least once with the average person riding at least 3 days Applying this data to Vail would mean that there are 1300occasional riders generating an average of 3900trips per month See Figure 1 Types of Cyclists and Routes A substantial variation exists in the ages physical capabilities and riding philosophies of cyclists currently active in Vail This variation results in differences in both the level of expertise among riders and subsequently the types of trips which they are willing to make The planning design and implementation of Vails bikeway system must be predicated on a capability to serve as much of this varied population as possible Bicyclists in Vail may be classified by trip purpose into three groups neighborhood commuter and recreational cyclists Each requires a different skill level and uses each type of facility to a different degree Neighborhood cyclists include those individuals who use the bicycle for short trips within the immediate neighborhood to school shopping areas a friends house neighborhood parks or playgrounds etc Cycling skills required are generally low and local or collector streets usually provide adequate routes The greatest number of neighborhood cyclists are schoolage children or young adults Couter Cyclists utilize the bicycle as their means of transport for a variety of trips work school shopping entertainment etc which usually extend beyond the immediate neighborhood Commuter cyclists require the highest level of cycling expertise since they sometimes must use arterial streets for travel mixing with heavy auto traffic and negotiating hazardous intersections Most commuter cyclists are from 1840 years of age as commuter cycling requires the greatest degree of physical ability as well as skill t Recreational cyclists ride bicycles for enjoyment or exercise or to a recreational destination Skill levels vary widely from schoolage children to families to touring cyclists 1 When options are available cyclists generally choose a route which provides the best balance of the following desirable characteristics directness between the origin and destination points minimal gradients to be negotiated a high quality and wellmaintained riding surface lower volumes of motor vehicle traffic adequate space for allowing faster traffic to safely bypass and 5 TRIP TYPES tr Long Distance2 Work 3 School 6 pprwnal Business 99d Recreational Facility 05 Visit Friends 1890 Neighborhood Riding 469 over 2 hours M ne oorticuler destinoron NonDestinatlonal Destinational LWer 2 rows nth no vm iOdOF destinohon FIGURE I Source The I Ante Bikeway Planing Study 8ortmAschmon Assoaetes Uie 1975 6 pleasant environmental riding surroundings For the most part cyclists must operate on the roadways within mixed traffic where they are accorded most of the legal rights and responsibilities of any vehicle Because of the differences in speed and mass of bicycle and motor vehicles a cyclist who becomes involved in a conflict situation with a motor vehicle is at a great disadvantage and isparticularly susceptible to injuries Neighborhood and recreational cyclists are usually willing to change their routes for safety considerations and are less willing then commuter cyclists to compete with automobile traffic preferring instead to operate in specially designated bicycle facilities Commuter cyclists whose expertise is usually greater prefer the most expeditious and direct route and are therefore more willing to share space on the roadways with motor vehicles Uwe Considerations In addition to safety and design considerations a number of factors combine to determine the attractiveness of cycling in Vail Some of these include 1 Continuity A bikeway system as with any transportation system must be continuous A barrier to bicycle travel at a single point may discourage use of miles of otherwise excellent bike routes Vail contains a number of such barriers including highways intersections and incompleted sections Special design solutions are often required to overcome these barriers 2 VAintenance Poorly maintained bikeways are often a deterrent to bicycle travel and pose serious safety problems for the cyclist Cyclists must be assured that designated bikeways will be kept free of glass gravel dirt potholes and other debris and clear of overhanging branches etc 3 Parking Facilities Even with the best of bikeway systems many riders are discouraged by the lack of secure parking facilities at their destinations Both the type of facility provided bike racks lockers etc and its location can be critical Bicycle facilities should be available near the parking structure and should be located in conspicuous places adjacent to but notcrossing pedestrian access to buildings 4 Public informationp tion The success of a bikeway system can be enhanced considerably 1 by making the public aware of the system and making it easy to use This could include media promotions readily available route maps and clear and frequent signing along bike routes A numbered or named routing system would simplify bike travel and personalize it for cyclists Additionally effective bicycle safety programs can create a safer environment for cyclists and motorists Other considerations A number of other provisions would enhance and encourage bicycle use One that is particularly necessary is assuring that traffic control signals if placed 7 in Vail can be activated by bicyclists withAdequate crossing time provided Lighting can improve the security and safety of cyclists and landscaping along streets and bikeways can help create a more pleasant bicycling environment There are many potential trips within the valley area which could be made by riding a bicycle but many problems have discouraged them It is toward the encouragement of bicycle use of those trips along withincreased convenience and safety for existing trips that this plan is directed 8 1 I CHAPTER II BIKEMAY FACILITIES 1 1 1 1 1 1 1 1 1 1 CHAPTER II BIKEWAY FACILITIES Bikeway Facilities Bikeway facilities are generally classified as bike paths bike lanes or bike streets 1 Bike Path A bikeway completely separate from other vehicular traffic and located within rightofwayadjacent to a roadway or within a separate rightofway Travelways separated from other vehicles but shared by both bicycles and pedestrians are included in this classification 2 Bike Lane A bikeway which is part of the roadway or shoulder and delineated by t pavement markings or protective devices such as curbs traffic buttons or poles with signs Vehicle parking is prohibited within the bike lanes 3 Bike St A bikeway sharing its traffic rightofwaywith motorvehicles and designated by signing only Bike Paths should offer opportunities not provided by the road system They can either provide recreational opportunities or serve as direct highspeed commuter routes if crossflow by motor vehicles can be minimized and design criteria are satisfied Bike paths can also close gaps to bicycle travel caused by barriers such as freewasy railroads or rivers and creeks and can provide bikeway continuity where roads do not Sidewalk bikeways 812 foot wide paved areas are also bike paths which may provide alternatives to heavilytraveled roadways Sidewalk bikeways may beapproporiateto allow for access to schools parks and shopping areas along these streets Because they usually involve numerious driveway intersecting street and pedestrian conflicts such facilities are generally unacceptable for commuter use Bike Lanesare established along streets where significant bicycle demand exists and where 1 street width and surface conditions are adequate Bike lanes are intended to delineate the rightofwayassigned to bicyclists and motorists and to provide for more predictable movements by each This can be accomplished by reducing the number of lanes or prohibiting parking ongiven streets in order to delineate bike lanes In addition other things can be done on bike lane streets to improve the situation for bicyclists that might not be possible on all streets eg improvements to the surface augmented sweeping programs special signal facilities etc Bike lanes maybe established as part of neighborhood commuter or recreational routes Bike streets should be used to provide continuity to other bikeway facilities or to designate preferred routes through corridors or to activity centers As with bike lanes designation of bike street should indicate to bicyclists that thereare particular advantages to using these routes as compared with alternate routes It also enables the town to take actions to assure that these routes are suitable as shared routes and will be maintained in a manner consistent with the needs of bicyclists 10 Additionally many rural highways are used by touring bicyclists for intercity and and recreational travel In most cases it would be inappropriate to do more than designate highways as bike routes because of their limited use However the development and maintenance of fourfoot paved roadway shoulders with a standard fourinch edge stripe can significantly improve the safety and convenience for bicyclists and motorists along such routes Design Consideration An effective bikeway system must not only be continuous and comprehensive but it must also provide bikeway facilities which are safe and purposeful Bike paths bike lanes and bike streets should be designed with the user in mind the neighborhood cyclist commuter cyclist or recreational cyclist Standard designs for bike paths bike lanes and bike streets are illustrated in Chapter IV Bike paths may be exclusive bicycle facilities or may be shared with pedestrians in which case additional width is required to reduce bicyclepedestrian conflicts Although sidewalk bikeways maybe designated as oneway bidirectional travel is likely to occur 11 l 1 1 1 1 1 1 1 CHATS a III1EXISTINGBICYCLEFACILITIES AND PROGRAMS 1 1 1 1 1 1 1 112 1 CHAPTER III EXISTING BICYCLE FACILITIES AND PROGRAMS The primary concern of this plan is to provide citizens with the opportunity to bicycle 1 safely and conveniently The investment in the existing street system plus scarcity of funds preclude provision of an entire separate system for exclusive bicycle use Therefore this plan focuses upon adapting the existing and proposed street system to bicycle travel when1aseparatebikepathisnoteconomicallyfeasible The existing bicycle route system in Vail is approximately 9 miles of signed sharedroad or seperate bicycle routes In addition approximately 6 miles of signed offstreet bike paths exist primarily designed to serve as alternatives to primary arterials 1 1 1 1 1 i 1 1 1 13 1 o Location Skier Bridge to Deaver PondVailNDistance44NorthRoutekb5 mile 4 South RouteF4miles Degree of Difficulty Easy to Moderate o ANDgbE RD tWS p T 7A7oN o5 V TEAUgS EDR FiIXtiTA6F1 COURTS Yx4 AyrcvE iND ltipgRK 1 Vail Bike Paths Forest Road to Mark 1 mile Lionshead skier bridge to West Meadow Drive culdesac 5 Vail Village behind Lodge At Vail to North Woods 6 mile Ford Park Mannor Vail to Parking Lot at Ford Park 4 mile Golf Course Sunburst culdesac to Bridge Street Ease Vail 2 miles Boothfalls I70underpassby Aspen Lane to Vail Mountain School Parking Lot 2 mile Bike Lanes None Bike Streets West Meadow Dr culdesacto Vail Road 2 mile Vail Village all in town streets Vail Valley Drive Nortwoods to Sunburst culdesac 1 mile There are streets that fit the criteria for bike streets and should be used and signed We should strive to upgrade the streets to bike lanes 14 1 Location Deaver Pond to BighornEaftaiDistance4NorthRouter 1 mile South Rourei 2 miles Degree of Difficulty Easy to Moderate A ODD rNWAY6 Ai LAKF 4o sami F s East Vail Bike Paths None Bike Lane Pitkin CreekBridge Street to Lupine 3 mile Bike Streets Lupine Bridge Street to Columbine Drive to Frontage Road 3 mile Meadow Lane Streamside Circle to Main Gore Dr to Frontage Road 5 mile East Frontage Road Main Gore Drive to Vail Pass Bike Path 12 mile There are streets that fit the criteria for bike streets and should be used and signed We should strive to upgrade these streets to bike lanes 15 Welt Vail location Safeway to LionsHeodNDistancea2miles RedBikePath GreenDike Roure OlodsRood Degree of Difficulty Easy The bike roures ore more hilly dthe Frontoge Roods bur so for bikers and joggers 0 cr flPoQAYNoMfKorvtROgp ouNTAIN r Sbu7f t7QoNTAC FWAD ra unNSr Ct lor West Vail Bike Paths North Side I70SafewayParking lot toBuffer Creek 3 mile North side bus stop at Valley Hi to pedestrian bridge 9 mile South side Exxon Station to Gore Creek Drive 1 mile Cascade Village to Forest Road 9 mile Bike Lanes North side Buffer Creek Road to bus stop at Vally Hi 6 mile Bike Street South sideKinnikinnickDrive to South Frontage Road 3 mile South Frontage Road East to 4 way west vail 4 mile Gore Creek Drive Frontage Road to Frontage road exit 3 mile South Frontage Road Gore Creek Drive to Forest Road 7 mile Same as Vail t 16 a to Defluef 1 ONTRALCiTy N6S1 uMortT BtlrnRrrY 1 1 Vail to Denver Bike Paths Vail Pass to Breckenridge p Bike lanes 1 EWVP 1lYSmNP Bike Streets 1 o Dua 1 o CQRE PAIL OND771L 603 11 VAILQrr 176IiYAIL LuvcAUrd VOpt Fit 12000 1199 10600FloydHNt45mKstor3231bkrer53656Golden173056807350111IGrurn40vn1r t7rm 8000 2436 0 Mid g 25 Kdpmeters 40 B0 134 so 34 The Bicycle Route from Vail to Denver is parr of the west to easr mopping effort which will eventually depict a routefrom Utah to Konsos along the 170corridor This trip is strenuous You must cross Vail Pass at an elevation of 10603feet and the Continental Divide at 11992foot Loveland Pass The trip 1cvmesmore strenuous if traveled from Denver to Vail as there is an overallelevationgainof2870feet 17 Bicycle Education Programs As noted in the previous chapter children aged 16 and under were at the fault in 57 of the recent carbike accidents Traffic engineering modifications are unlikely to reduce the occurrence of accidents of this nature since it is the bicyclist and not theroad which is the prmary causal factor There is a need to educate bicyclists of all ages but espeically younger bicyclists on how to handle a bicycle properly on the street A wide variety of national bicycle education programs exist at the present time The US Department of Transportation has made numerous studies of bicycle accident statistics1andhasrecommendedprogramstoaddresssafetyeducationTheUSConsumerProductSafety Commission has made available a wide variety of educational material for local safety education programs Many states and localities throughout the nation sponsor very active bicycle safety education programs An example is the Effective Cycling program developed by John Forrester and sponsored by the League of American Wheelmen In Effective Cycling potential bicyclists are exposedto all potential street riding situations with ontheroadexperience The resultant competency of the graduates of this course speak well to the effectiveness of this approach Local Proqrams There are safety related education programs which are currently presented in Vail The Town of Vail police Department offers safety programs available to schools on request and is usually done at grade school level Brian Terrett Crime Prevention Officer for the Town of Vail Police Department coordinates the local bicycle education program This consists of two annual programs The first program is going to the Red Sandstone Elementary School each spring and giving a safety talkto the students The second program is held in the summer and is called a Bike Rodeo A bicycle is put on display and a description of the components is given along with a safety talk Then the participants ride an obstacle course which is set up to show driving skill and expertise Eagle County School Programs Red Sandstone None other then the one put on by Vail Police Department Minturn Middle School No programs Vail Mountain School No school wide program Bike safety is stressed through a riding club by John Frietas as part of a PE program Eagle Valley Elementary School The police department and safety club from the Eagle Valley High School put on a bike safety talk and set up an obstacle course for the kids to ride Eagle Valley Middle School The Eagle Valley High School sets up and operates a bicycle 18 obstacle course and safety clinic Eagle Valley High School The school has a safety club led by Dwayne Ziegler The club instructs at the middle and elementary school but does nothing at the high school McCoy No programs Redcliff None other then put on by the Vail Police Department Battle Mountain No programs Maintenance Because the feasibility of bicycling is dependent upon the conditions of the bikeway keeping that facility clean and in good repair is essential Therefore any expenditure on the construction of a bicycle facility would be of decrased value unless it is accompanied by a serious maintenance effort Bicycle facilities have not always received adequate maintenance and some are deteriorating accordingly Although both the Public Works and Recreation Department have begun some maintenance regularly scheduled cleaning is essential and will require some cleaning equipment for paths Other recommended maintenance activities are repairs sand and snow removal sign maintenance and replacement and restriping of bike lanes Maintenance Concerns Maintenance of street surfaces used by bicyclists is important to the safe and convenient use of the roadway The conditions of the pavement on the edge of the road surface where bicyclists ride is also important Crumbling irregular asphalt pavement edges pot holes and uneven joining of the street pavement to the gutter do exist As part ofthe original survey of existing street conditions the street system was reviewed for adequacy of maintenance Many streets were characterized by all of the above described problems In addition debris from winter snow sanding had accumulated into the traveled path of bicyclists forcing them into auto traffic lanes The Public Works Department has a concentrated streetsweeping program for all streets within the Vail area but no regular streetsweeping program for all bike routes Present offstreet bicycle paths are characterized by a wide variety of pavement conditions ranging from the crumbling asphalt of the Golf Course section to the excellent condition of the Pirate Ship trail segment At present there is no regularly schedule program for bicycle trail maintenance Bicycle Parkinq and Storaqe One factor affecting bicycle use is the availability of secure convenient bicycle storage 19 This is of particular concern to commuting and other utilitarian trips because the bicycle must be left for extended periods of time while business is being conducted There have been efforts towards providing bicycle storage racks see picture below at educational shopping and employment activity centers by other the public and private sectors Most schools in the area provide bicycle parking 1 20 1 1 1 1 21 Chapter IV Design Manual i Definitions i 1 Bicycle A device having two tandem wheels propelled exclusively by human power upon which any person may ride 2 Bicycle Path A path or trail separated from the roadway which is for the exclusive use of bicycles or in some instances for combined bicycle and pedestrian use 3 Bicycle Lane A portion of a roadway which has been designated for preferential or exclusive use by bicycles It is distinguished from the portion of the roadway for motor vehicle traffic by a paint stripe curb or other similar device 4 Bike Street A roadway which is officially designated signed and marked as a bicycle route butwhich is open to motor vehicle travel and upon which no bicycle lane is designated Sypes of Bikeways The preferred method of providing bicycle travel is dependent on the type of user and the primary purpose of the facility safety speed directness etc Bicycle paths can be designed to satisfy the needs and physical characteristics of the bicycle mode of transportation when the number of intersecting driveways and streets can be minimized and pedestrian use is restricted However it is not always possible to provide a bicycle path In urban areas where availability of rightofwayassociated land use and costs are the governing factors bicycle lanes and bike streets are the only feasible alternatives Bicycle lanes and bike streets are also preferable when speed and directness of the route are desired The design criteria will be presented separately for each of the three different types of bikeway facilities 1 Bicycle Paths 2 Bicycle Lanes and 3 Bike Streets 1 Type I Bikeway Bicycle Path The bicycle path should be located as far from the traveled way as practicable in order to minimize bicyclemotorist conflicts If within the roadway rightofway there should be a usual minimum distance of 3 feet and desirable 5 feet separating the trail from the roadway Separation from pedestrians is desirable where feasible See Figure I which shows typical widths and clearances for bike paths and sidewalk bike paths where pedestrian use is permitted 2 Type II Bikeway Bicycle Lane The bicycle lane is developed within the vehicular t roadway in the outside lane and is intended for the preferential or exclusive use of bicycles The bicycle lane is delineated by means of pavement markings curbs or traffic buttons Bicycle lanes may exist with or without vehicular parking on the roadway See Figure 2 Bicycle lanes on roadways should always be oneway because of the potential hazards associated with opposing directions of travel 1 22 3 Type III Bikeway Bike Street The bike street is specified for bicycle operations by signs and markings but is also shared with motor vehicle traffic See Figure 3 There are no barriers either symbolic or physical to delinate a portion of the travel way for bicycles This type of facility is considered suitable only if motor vehicle volumes are fairly light with low speed or where other alternatives are not feasible due to automobile parking inadequate rightofway low bicycle volumes etc didth Adjustments Figures 1 and 2 indicate recommended minimum surface widths for bike paths and bike lanes respectively Five foot wide bike lanes include a one foot separation from the curb as cyclists should not be forced to use the gutter as part of the bike lane Where heavy parking exists lanes should be 6 feet wide to provide shy distance from parked cars Figure 2 Where maintenance vehicles are expected to utilixze a bicycle path it may be necessary to adjust the width in order to acommodate these vehicles Geometrics 1 Design Speed The speed that a cyclist travels is dependent upon the geometric features of the traveled way type of bicycle weather conditions and physical condition of the rider In determining the design speed of a bikeway the geometric features of curvatue superelevation grade and width of travelled way are used to produce a travelling speed that is at least as high as the preferred speed of the faster travelers Nearly all bicyclists 1 travel within a speed range of 720mph with an 85th percentile speed of 15mph Design speeds should usually be 15 mph and on long downgrades speeds of 20 mph or more may be considered 1 For bike lanes and bike streets the design speed necessary to serve motor vehicle operation will adequately serve bicycle traffic needs 2 Curvature For a given design speed of a bikeway consideration should be given to the minimum radius of curvature Where bicycle lanes and bike streets follow the roadway alignment the curvatures designed to accommodate the motor vehicles will be more than adequate for bicycles However care should be taken for bikeways not paralleling roadways to insure that the minimum radius of curvature is provided to permit unbraked turns at the design speed Figure 4 shows a graph for determining the curvature and superelevation for various bikeway design speeds It should be noted that the superelevation should never exceed 012 feet per foot Where the radius of curvature is less than 100 feet it is advisable to widen the bikeway in order to increase the lateral space required by the cyclist as he leans to the inside of a turn Figure 5 shows the methodology used in determining the necessary widening to compensate for lean The amount of widening should be limited to a maximum of 4 feet 23 3 Grade Whether or not a bikeway is favorable to cyclists is largely dependent upon the grade and alignment of the bikeway The amount of energy a cyclist expends in using a bikeway will affect the usage of the bikeway Therefore the grades should be kept to a minimum I A bikeway grade should not exceed 10 percent Figure 6 shows the desirable gradients for various lengths of grade Due to Vails topography however exceptions may be warranted in some instances 4 Sight Distance Also associated with design speed is stopping distance Figure 7 gives the stopping sight distance for various speeds and related grades The stopping sight distance for vertical curves can be determined from Figure 8 5 Clearance In order to prevent encroachment conflicts adequate vertical and horizontal clearances mustbe provided The minimum vertical clearance for overhead obstructions is 8 feet The minimum lateral clearance to an obstruction from the edge of the bike trail pavement is 3 feet These clearnaces are illustrated in Figure 1 Bicycle Path PavtStructures The pavement section of a bicycle path must not only be adequate to support the wheel loads of bicycles and riders but also maintenance vehicles or motorized vehicles which may cross the trail This section will consist of a base course and a riding surfacewhich is stable and traversable even in wet weather Materials which might be used for abase course include aggregate stabilized earth soil cement asphaltic concrete and Portland cement concrete For recrational travel a dense grade surface of crushed aggregate clay or stabilized soil may be acceptable Figure 9 shows several pavement sections Exposed base rock next to the bikeway surface should be avoided and sod or topsoil used instead Bridqes Bridges designed exclusively to carry twoway bicycle traffic should have a minimum width of 8 feet and a minimum of 12 feet where shared with pedestrians Where it is necessary to carry a bicycle path across a highway structure on a controlled access highway with high volumes of vehicle traffic the path should be carried outside of the normal bridge shoulder and separated from the shoulder by a physical barrier concrete barrier railing or fence On low speed low volume highways the bridge shoulder can be utilized for the path In this case the shoulder should be adequately signed and marked Drainave Grates and Bicycle Ramps For bicycle lanes and bicycle streets the existing street drainage inlet grates may prove to be a hazard Drainage inlet grates with openings large enough to entrap narrow bicycle wheels should be either replaced with a bicycleproof grate or modified by welding 1 x 1 24 steel straps to the grates at a spacing of 6 to 8 oncenters Figure 10 depicts standard bicycle ramp design 1 Intersections and Crossings The greatest number of conflicts between motorists bicyclists and pedestrians occur 1 at intersections and crossings Elimination of conflicts where bicycle routes cross a roadway can be accomplished by providing a grade separation but this is not always possible or economically feasible Some special treatment is then required at intersections to minimize conflicts 1 Bicycle Paths When crossing an arterial street the bike path crossing should either occur adjacent to the pedestrian crossing where motorists can be expected to stop or at a location completely out of influence of any intersection to permit adequate opportunity for bicycliststosee turning vehicles When crossing at midblock locations or at intersections with local or collector streets rightsofway should be assigned by devices suchas yield signs stop signs or traffic signals which can be electronically activated by bicycles 1 Bike crossing signs should usually be placed in advance of the crossingtoalert motorists Ramps should be installed in the curbs to preserve the utility of the bike path 2 Bicycle Lanes Figure 11 illustrates the preferred approach to bike lane design at intersections Truncating the bike lane short of the intersection 1 allows bicyclists to move to the left lane to turn if desired and 2 serves to warn both bicyclists and motorists of possible conflicting movements 3 RightTurn Only Lanes When rightturn only lanes are provided at intersections cyclists in bike lanes may be trapped in the rightturn lane and unable to travel straight through the intersection Where a right turn lane of over 50 feet is established the bike lane should be truncated and a Begin Right Turn Lane Yield to Bicycles sign should be installed The bike lane may then be resumed between the rightturn lane and the next inside lane or other provisions should be made to assure adequate space for bicycles Figure 12a Where a rightturn only lane is less than 50 feet long usually with a traffic island the bike lane should be truncated and a Right Turning Vehicles Yield to Bicycles sign should be installed Adequate space for bicyclists in the through lane should be provided Figures 12b 4 BicycleSensitive Loop Detectors At signalized intersections installation of bicyclesensitive loop detectors well in advance of intersections is desirable especially within bike lanes and leftturn lanes This is particularly important where signals are trafficactuated and will not change unless a motor vehicle is present Push button actuators are unsatisfactory t at intersections as bicyclists must always leave the traffic flow to actuate the signal 25 t Sians and Pay t Markings In order to insure the safe and efficient operation of a bikeway there must exist adequate signs and marking to warn bicyclists of hazardous conditions or obstacles to delineate bicycle rightsofwayto exclude undesired vehicles from the route and to warn motorists and pedestrians of the presence of bicycle traffic The standard signs to be used on bikeways are shown in Figure 13 1 Sign Placement The placement of signs is dependent on whether the bikeway is or is not an independent bikeway The Manual on Uniform Traffic Control Devices MUTCD prescribes that signs erected on the roadside be mounted with the lower edge of the sign aspecified minimum above the pavement edge Specified minimums include 5 feet on rural highways 7 feet in business commercial and residential districts and 7 feet on expressways and freeways These specifications reflect normal driver vision characteristics However because of head inclination the bicyclists field of vision appears to be focused lower than that of motor 1 vehicle operators Therefore on independent bike paths it may be desirable to mount signs so that the bottom of the sign is 4 to 5 feet above the pavement elevation Lateral placement should be according tothe Colorado MUTCD except that signs along curbs should have a desirable minimum clearance of 2 feet from edge of curb to edge of sign Warning signs informing bicylists of potential hazards should be positioned not less than 50 feet in advance of the hazardous condition In urban areas warning signs directed to motorists should be positioned a minimum of onehalf block in advance of any point where bicycles may be encountered 2 Lane Demarcation The MUTCD specifies that solid white lines be used to delinate the edge of a travel path where travel in the same direction is permitted on both sides of the line but crossing the line is discouraged It is very important to maintain bikeway lane line and other pavement markings in good condition so as not to be confused with an old traffic lane marking which is no longer applicable Reflectorized paint will aid cyclists in night or bad weather riding 3 Pavement Message Markings Pavement message markings should be used on all bike lane departures from intersections to ensure that turning vehicles do not stray unknowingly into the bikeway Word messages such as BIKE LANE or BIKE ONLY painted in at least 5 foot letters appears to be the most effective in informing motorists of lane functions Pavement markings in the form of directional arrows should not be used in bike lanes at intersections to indicate that the bikeway turns at that point 25 FIGURE STANDARD BIKE PATH DESIGN 8Min III r iiiiiiay3ucKLLYWVoWW 1 ROADWAY Mm I I WAY 5 Min 3Min 2 WAY 8Min EXCLUSIVE BIKE PATH 1 8Min 1 ROADWAY 3 Min I WAY 8Min 3Min 2 WAY 12Min 1 SIDEWALK BIKEWAY 1 FIGURE 2 STANDARD BIKE LANE DESIGN 1 STRIPING OR PROTECTIVE DEVICES it jr IVk MOTOR VEHICLE LANE 5 Min BIKE LANE WITHLITTLE NO PARKING STRIPING I rm a 8 I t 6 7 8 BIKE LANE PARKING WITH HEAVY PARKING FIGURE 31STANDARDBIKESTREET DESIGN 2 MIN BIKE i I ROUTE CA 1 WIDTH VARIES VEHICLE LANES 29 V tan 6plotof 150 J I FIR 1 J tan 8 where V a velocity ftsec I 4 gravity ftsec acceleration due to 140 I I R radii of curvature ft J coefficient of friction 130 on dry pavement s 04 I V3 I I tan 9 superelevation rateOftft 120 I mph I I I I110 100 LL go c Lve c I Sph l o 9 g o C C 80 Curvature shall be V m l I I m based on a normal design m 70 I sled of 20 mphWithin E E limits shown either the M 2 I I I I E radius or the superelevationE 60 E I x may be varied to fit V fiAh I individual situations Thetdependentvariablemaybe 50 I I I I I I selected from the adjacent chart Descending grades in 40 I excess of 7 percent will I have a design speed of 30 I V 15 rnph mph Climbing grades in 30 excess of 3 percent may I I I use a 15 mph design 20 I speed The descending gradeIVm70determinesthedesignspeed 10 mph on twoway bikeways 0 0 8 0 0 0 0 o 0 Superelevation Rate FtJFt STANDARD SUPERELEVATION FOR BIKEWAYS Source State Of Oregon FIGURE 4 30 P e y P1 a v PAW I a L 1 R Radius of curvature from Figure 4 W Width of bikeway D central angle of the curve or the1deflectionbetweentangents Maximum widening shall be limited to 4 feeL I When widening reaches 4 ft 0964 that width shall be carried on a radius of R4 through the central portion of the curve eA964 as shown on theright t CURVE WIDENING Source State Of Oregon FIGURE 5 t I 10 6 v1o r 41 yes 2 0 3 4 5 6 7 g 9 10 0 1 2 Length of Grade 100 Ft DESIRABLE GRADIENT Figure 6 31 1 20 15 I rIIIt111tro 2R F Fo EoiP 10 c 1 11E1 5 0 s I i o 13 0v o 0 50 too 150 2o0 250 300 350 400 Stopping Sight Distance Ft S Vl 367V 30J Where S stopping sight distance ft Descend V velocity mph Ascend J coefficient of friction use 025 G grade ftftriserun STOPPING SIGHT DISTANCE Sourcet State Of Oregon FIGURE 7 r II PH I20IV 6 k Q tC I r tl I it 1 r I I 0 s Ne VCrequreC 0 100 700 300 400 500 600 700 am 900 kilL91hofVVIr lCuFr Iz where S Stooping sight distance L 2S A when SL A Algebraic difference in grade h4X fteyeheight of cyclist L AS when SL htc ftheight of object 1001 2h 2hIt L Minimum vertical curve length BIKEWAY SIGHT DISTANCE FOR CREST VERTICAL CURVES Source State Of Oregon FIGURE 8 t 32 a a 6 1 ASPHALTIC CONCRETE Full Depth COMPACTED SUBGRAOE i b aN4 ASPHALTIC CONCRETE SURFACE L AGGREGATE OR STABILIZED BASECOMPACTEDSUBGRADE C ei PORTLAND CEMENTaCONCRETESURFACE AGGREGATE OR STABILIZED BASECOMPACTEDSUBGRADE STABILIZED AGGREGATE Soil andraggregatemixedandcompactedtictvclvvrcnyWSUBGRADE Typical Pavement Structural SectionsforBicycleTrails FIGURE 9 A E Bikeway 1 A PLAN 1 r 5 I 4minCurb I E 1 I ELEVATION Romp Material and Thickness LobeGutterIS1221maxsameaswalkorbikeway SECTION A A BICYCLE RAP1P Source State of Oregon FIGURE 10 33 FIGURE II BIKE LANE TREATMENT AT INTERSECTIONS I LANE BIKE I I 1 I l 1 I I 1 3NIB I3Ntn r r r rr rr r r rte Ir rl rr rr r r r r II 8 II IIII I I 0 Gw X o CIIn c 1I0Zm o I I mI00oz m N uuro e BIIEO I rpONLYD MoIZ RIGHT TURNING MOTOR VEHICLES YIELD BEGIN RIGHT TURN LANE BIKE TO BIKES t YIELD TO BIKES a LONG RIGHT TURN LANE b SHORT RIGHTTURN LANE FIGURE 13 STANDARD BIKEWAY SIGNS 1 BIKE ROUTE BIKE XING 4 b KEEP LEFT RIGHT c 1 RIGHT TURNING BEGIN MOTOR VEHICLES RIGHT TURN LANE YIELDvTOBICYCLES YIELD TO BIKES d @ 36 1 1 1 1 1 1 CHAPTER V GOALS AND OBJECTIVES 1 1 i 1 1 1 1 1 1 1 37 CHAPTER V GOALS AND OBJECTIVES These goals and objectives were formulated and are meant to act as a guide to the decision makers regarding construction upkeep facilities programs and policies that affect the Bikeway system The goals and objectives will aid in the coordination of efforts by citizens developers local officials and government agencies GOAL To attain a practical and workable Bikeway System which is safe convenient and attractive and which will act as an integral part of the circulation system of Vail OBJECTIVE To establish bikeways with adequate access and continuity which will link recreation areas schools employment centers regional trails and various population centers through Vail OBJECTIVE To develop a Bikeway that hasminfmal conflict among bicycles motorists and pedestrians OBJECTIVE To establish quality standards for design construction and aesthetics that assure the safety usefulness attractiveness and economy of the Bikeway System OBJECTIVE Acquire property throughthe planning process and other means for bikeways and trails in conjunction with the Townscomprehensive plan GOAL To attain quality service programs to support the proper use safety and awareness of the Bike System and its interaction with other means of transportation OBJECTIVE To educate both trail users and vehicles interfacing with trail users in operating procedures safety requirements and rules of the road as outlined by law and in penalties for violation of these laws OBJECTIVE To enhance and implement bicycle safety and training programs as administered by the Parks and Recreation Department Police Department and by the Colorado State Patrol and to encourage these programs in public schools GOAL To attain adequate physical support facilities for bicycle transportation OBJECTIVE Provide bike racks at trip attractions including schools recreation areas and places of employment OBJECTIVE Recommend communications among different modes of transportation by the use of distinctive signs and provide adequate lighting where needed to increase the level of safety 38 Facilities and Programs 1 A numbered andor named routing system for commuter routes should be established 2 A recreational routing system which would includerides of varying lengths and interests as well as directing cyclists to parks and recreation centers should be developed 3 A program should be established and sufficient funds allocated for the continual maintenance of designated bikeways to keep them clear of glass gravel dirt potholes and other debris 4 Bicycle parking facilities should be installed throughout the Town in accordance with the proposed bikeway system such that a high degree of secrity and convenience is provided the bicycle interfaces with other modes especially transit and bicycle parking is required in significant new development 5 Traffic control signals if any should be adapted to accommodate bicycle use along major routes 6 Bicycle related accidents should be reviewed annually and measures instituted to deal with hazardous locations 7 Lighting along bikeways should be provided where appropriatet Ordinances and Regulations 1 Current town ordinances regarding bicycles and motorists relationship should be revised to update definitions improve the registrationlicensing system increaseflexibility for cyclists to mix with automobile traffic where turning movements and hazards dictate it 2 Bikeway facilities should be required in new subdivisions or projects in accordance with the adopted Bikeway System 3 Bicycle Parking Facilities Considerations should be given in the Zoning Ordinance and planning reviews to require street furniture specifically bicycle racks at office buildings schools stores churches employment centers recreation facilities and bus stops To discourage theft the facilitiy should be located near regular pedestrian traffic or indirect sight of the buildingspersonnel The facilities shall be located where direct morning sunlight will melt any snow or ice accumulations 4 Enforcement of laws related to bicycles and to the motorists relationship to bicycles should be increased 5 The suggested Bikeway Desian Manual system should be studied reviewed adapted and utilized as the basis for new bikeway facility design within the Town of Vail 39 Implementation and Fundinq 1 The Vail Biking Plan should be implemented through increased levels of funding in the Capital Improvements Program and in the Annual Operating Budget 2 The highest priority for funding should be given to projects which overcome barriers to continuous bicycle travel These projects should in most cases be developed as MP projects separate from the Bikeway Program 3 Bikeway considerations should be incorporated into intersection and roadway designs by the Town and the State Department of Highways and Public Transportation 4 The Town should actively pursue funding sources available from the State and Federal government for bikeway implementation Public Information Safety and F Lion 1 Frequent and clearly identifiable signing should be provided for bicyclists including route numbers and destinations where appropriate 2 Bikeway route maps should be easy to understand andreadily available throughout the town 3 Bicycle safety programs should be developed to instruct cyclists and motorists about cycling safety precautions and the legal rights and responsibilities of bicyclists The town should actively encourage use of these programs in schools service clubs civic organizations etc 4 Public service announcements through the media of television radio newspapers and magazines should be used to familiarize motorists bicyclists and pedestrians with bicycle safety rules 5 The town should continue to sponsor bicycle events such as the Coors Classic in conjunction with registrationlicensing and safety programs Evaluation 1 The Vail Bikeway Plan should be evaluated and updated every three years based on public opinion survey meetings with concerned citizens neighborhood groups PTAs bicycling clubs etc and public hearings on proposed revisions 2 Citizen comments on bicycle safety programs proposed bikeway improvements and on bicycle needs inroadway construction and improvements should be solicited 40