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PRSR 10-12-1994 Feb. 8, 1983 BIKEWAYS _1_ • TABLE OF CONTENTS I. INTRODUCTION II. DEFINITIONS A. Rural Design Bikeway B. Municipal Design Bikeway C. Off-Road Bikeways III. DETERMINATION OF APPROPRIATE STANDARD A.Major Bikeway Section Identification B. Evaluation of Roadway for Bicycle Travel Needs 1. Determine appropriate standard 2. Evaluate the probability of implementing the proposed project 3. Evaluate the probability of implementing adjacent improvements C. Minor Route Evaluation IV. BIKEWAY DESIGN TABLES V. DESIGN CRITERIA A. Design Speed B. Curvature C. Superelevation D.Grades • E. Sight Distance 1. Safe Stopping Sight Distance 2. Sight Distance at Crest Vertical Curves 3. Sight Distance at Horizontal Curves F. Widths and Clearances 1. On road 2. Off-road Bikeways G.Structural Section H.Clear Zone I. Drainage J. At-Grade Railroad Crossings K. Bridges and Grade Separations 1. General 2. Highway Bridges with Bikeways 3. Bridges for Bikeways 4. Bikeways Under Bridge Structures 5. Underpasses VI. INTERSECTION TREATMENT A. Introduction B. Design Application C. Conflicts at Intersections 1. Right Turning Motorist vs.bicyclist 2. Left Turning Bicyclist D.Possible Solutions to Intersection Problems E. Site of Intersection& Field Evaluation F. On-Road Bikeway Treatments at Intersections 1. Lane Continuation 2. Lane to Intersection 3. Lane Termination • Feb. 8, 1983 BIKEWAYS -2- G.On-Road Bikeway Treatments Through Intersection Features 1. Right Turn Lanes 2. Channelized Free Turning Lanes 3. Right Turn on Red 4. Double Left Turn Lanes 5. Two-Way Continuous Left Turn Lane 6. Bypass Lane at"T"and Four-Way Intersections H. Off-Road Bikeways at Intersections and Independent Bikeway Crossing 1. Treatment of Off-road Bikeways 2. Treatment of Off-road Bikeway at Independent Crossings VII. TRAFFIC CONTROLS FOR BIKEWAYS A. Introduction B. Signs C. Pavement Markings D.Signals E. References F. Laws VIII. EROSION CONTROL DURING BIKEWAY CONSTRUCTION IX. VEGETATION CONTROL X. MAINTENANCE • XI. BIKEWAY PLANS PREPARED BY LOCAL GOVERNMENTAL AGENCIES A. General B. Title Sheet C. Estimated Quantities and Typical Sections D. Plan and Profile Sheets E. Cross-Section Sheets F. Force Account Agreement Project G.Summary • • Feb. 8, 1983 BIKEWAYS I. INTRODUCTION study area so as to provide for safe access to and from such facilities relative to his project. In order to increase the mileage of public roads that provide an acceptable level of service with available funds and to maximize fully the value of existing roadways for III. DETERMINATION OF APPROPRIATE bicyclists, Mn/DOT has adopted bikeway design standards. STANDARD Because more flexibility is provided, these standards will permit improvements to be made which will result in Determination of the appropriate standard to use on greater uniformity of highway geometries over major a project, requires three basic evaluations. First, the major lengths of roadway. These standards are based on the re- section of the route that the proposed project lies within lationship between the characteristics of the road design must be identified and evaluated to determine what prob- (bicycle driving area) to the average daily motorized able improvements will be made within the foreseeable traffic. Although these bikeway standards have been de- future. Secondly, the project must take into account the veloped and should be used to the maximum extent posy- current and anticipated travel needs of the cyclist, land ble, as with most engineering projects, the designer should use data and system continuity. Thirdly, the project stan- use engineering judgement in the application of the stan- dards are selected to be compatible with the rest of the dards. major bikeway section. A.MAJOR BIKEWAY SECTION IDENTIFICATION II. DEFINITIONS A major bikeway section is defined as a principal The definition of each of these standards is as follows: travel route used by cyclists. A route of this stature is the "backbone" of a bicycling network, which may A. RURAL DESIGN BIKEWAY encompass all three bikeway designs along its length and may serve a significant portion of a community, county, Rural design refers to any section of public road region or have a significant influence on long distance • that has shoulders and ditches. The relationship between travel. Ideally the design selected could vary minimally the road design and the traffic volume is particularly to avoid surprising the motoring and cycling public by a critical. Shoulder surface and width (in addition to lane change in standards that could result in accidents. width and the number of lanes) are significant factors because shoulders may be the operational area for cyclists It is not possible to specify the length of a major by preference (if paved and clear of debris) or serve as an bikeway section, nor would it serve any beneficial purpose. emergency escape lane. The length varies depending on the service area of the route and the presence (or lack thereof) of suitable alter- B. MUNICIPAL DESIGN BIKEWAY nate routes. It is critical, however, to understand fully the principal destination of cyclists, and the road design at Municipal design refers to all other public road sec- either end of the project termini, so as to provide a total dons within corporate limits. A municipal design roadway picture of the travel options available and the impact of generally has curb and/or gutter on one or both sides of the project design. road. Bicyclists usually do not have shoulders to ride on and parked vehicles present obstacles. Parking maneuvers, B. EVALUATION OF ROADWAY FOR BICYCLE open car doors and the obstruction to vision that a parked TRAVEL NEEDS car presents, have a negative influence on urban cycling. Therefore, the relationship of the bicycle driving area Once the project termini of the bikeway section have to traffic takes into account the road desigp and the design been determined, existing and anticipated conditions may of the parking area (diagonal, parallel, no parking and be analyzed. The road under study must be rated (using various combinations). the appropriate design table) to determine whether or not C. OFF-ROAD BIKEWAYS it is currently providing a safe level of service to the cycling population. If the road is rated "unsatisfactory"or "poor", a similar analysis of parallel routes should be conducted. An off-road bikeway refers to a travel corridor sep- If there are no suitable parallel routes,it is necessary for the arated from the road structure, and specifically designed designer to study the options for upgrading this particular for non-motorized transportation. Bikeways of this design section to a "fair"or "good"level. are often times implemented when a roadway cannot be • enhanced to an acceptable level, and when a suitable par- The second level of study involves transportation allel route is not available. Also, this design is often used planning with the respective agency to determine land use as a recreational corridor through public lands. The de- signer should be aware of off-road bikeways in his project proposals, principal travel trends and the population served by the proposed project. Project termini should • Feb. 8, 1983 BIKEWAYS ,4_ • render a logical "beginning" and "ending". Due to limited ordinated operation. Therefore, the designer and adminis- funds the opportunity may or may not present itself to trator responsible for the project should require input from complete a desired link at a later date. all affected parties at an early stage of project development to avoid last minute decision-making. 1. Determine appropriate standard 3. Evaluate the probability of implementing adjacent a. No build - The no-build option would be used improvements. The probability of implementing the im- when: provements on the rest of the major bikeway segment — the present road design and traffic volume should then be evaluated. A rough estimate of the cost to render an acceptable service level ("good"or "fair"rank) accomplish these improvements should be made. Then — the service area is comparatively limited (al- considering the severity of the deficiencies compared to though the section under study may rank "poor" or "un- the need for improvements on other roads (and off-road satisfactory") bikeways) and considering the probable long-range funding — an acceptable parallel road or off-road bikeway capability, a decision should be made on whether or not is available to the majority of the same destinations as the these desirable improvements are likely to be accomplished section under study. in the foreseeable future. b. Minimal level - An investment of this nature C. MINOR ROUTE EVALUATION would provide either better communication to travelers through the signing of an acceptable route or through the A minor route is a road or off-road bikeway that placement of special informational signs to cyclists; or serves as a tributary to the major bikeway route. The ser- through the construction of a bituminous shoulder of vice area is significant at a local level,and serves to support relative dimension to the inplace aggregate shoulder (not the principal travel corridor. Minor routes function as less than 4' unless under extenuating circumstances). The collectors from cities, parks, commercial/residential areas minimal level of effort generally should be avoided if it to the major bikeway system. Normally minor routes renders less than a fair rating unless geometrics and financ- are existent "good" or "fair" roads, however if these • ing of the project prohibit such a design. Generally speak- routes are rated "poor" or "unsatisfactory", the design ing projects constructed at minimal level render a travel should not exceed the present or proposed standards of the corridor of greater perceived safety -- this design should major bikeway route design(or desired design). be the exception to the standard whereby the objective is a fair rating. Because there are several combinations of conditions that will be encountered when evaluating proposed pro- c. Moderate level - The moderate level standard jects, it is important for the designer to get the "big pic- would render a "fair" rating without major alteration to ture" of the proposed project area and surrounding vicinity the existing road geometrics/drainage structure, etc. This to provide design continuity (an acceptable level of Stan- standard is the norm, whereby the achievement of a "fair" dards at a minimum cost). rating would produce a travel corridor acceptable to the average cyclist's skills and needs. Motorized traffic along (1) Ideally the standards used should produce a roads rated fair mix well with non-motorized traffic uniformly consistent "rating" level while minimizing the through the implementation of this standard. variance in design so as to not confuse motorists or cyclists. Anticipation and predictability of the design of a travel d. Major level - Often times projects involving the corrridor often times can minimize the potential for acci- entire roadway (i.e., new road construction, overlay pro- dents. jects, etc.) should take into account the travel needs of cyclists. The review process is the same as presented pre- (2) All crossings of public roadways should be done viously (i.e., road analysis, parallel suitable routes, service at intersections at specially marked areas. This is a par- areas) yet the problem of retrofitting a provision for ticular concern when designing off-road bikeways because bikeways is not present. As with all transportation invest- of the lack of driver reaction time to an unexpected cyclist menu, a thorough investigation must be conducted to maneuver. determine how to best serve the traveling public with available funds. 2. Evaluate the probability of implementing the pro- posed project. 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O O m n n,..,a ~ n n~ ,?:.'8 C • C 9 -0 4.4 - O• V 'I V 'I I V 7•L•_. +� CO 1•a r 0 r I�.i s e 2 2 a. 2 O O �—•- Z G d O a. s:'.1 e•'�`[ i V aa;a S C esn 6UDfi d dsodo M Z 5 ZZdZpG 2iaCa0 • Feb. 8, 1983 BIKEWAYS .13- •. O-•L Z 7 \ \ 1 \ \ • .� ° 2a< 1I nm P.,T, � e.w °• i d m< m N n N n 1.f n C ° m ;r ! I CSI T o �,m g g z O g C R R n 7 O J< / J J J J < n QQ 2 m Oi N aQ d m o /— • 1 I I "PM, ° I$i zE lz ES li X03 i fi< 1 I lee "E3 .0 W T > . „< ", , 0 z N A, 8 a E, A Z N r ¢ 1 " 1 W � SQp g E7, gQ� n�+ z C . Q ° M 9 III tin n, En 1 1 • /A mQlti ^tV N: �ffb P. Al _ < h N ti H h- N h W c=;99 T c 48 �`c no ^o -`c �c 9 �. Cv _ 0 J< Y` ,< ,` J< v< 3 ip O S O i O•Q. z z ° z o c liCL;Cg t a. a. o a. o ga a:a • V - Y--,n; •� 33 s 2 esn fiui�aed =e`0d Ze.e.Ca.0 Feb.8, 1983 BIKEWAYS -14 0 N T n O • 06.0/ I I , 4. !^O ^ n •� n a n^ u n n A Is Ift. d n o a_ m C 1 ,ct.- 3W. On n^ • T O° = , o,c e 0 44 ✓ J n /^� N Os N r0 A = O 4,4i 444, i 7 74 1 3_ 6 "'00 ,z...7o. ain ca S s $ � • 6 c a p • • Q • LL " c & mR L -a 3i a, 4 : T W T g 0 a Z.F a en 40 0 0 04C 2 ^ +a O .a .1 • >. Q = 44 ■ N N C I -` -^ -.. I 1 O vinH m8 om Z n a0�a $— .< C a. •la T I I f o �\ LL CDa .„g n 0^/. t N * 1`L j,, , iii Q Q O ° a C.�13: O 3- Sm I► •yy•4 O :` 30 :0 +3'3li=- _ O _ -ti 0 Eli O. = 2 6 2 0 0 i--f-t •� = O. i O d O °• . U S n Y a$:a; •� :s:gsc asn 6u1)laed .�_' 5 • M Zssli2 G • ZZazCQ 2.,....i0 • Feb. 8, 1983 BIKEWAYS .15. • - o = - h a -Cr - —o - 0 0 0- > > 1 1 1 . A — i I /3 „ o m -. -. , 00 •.IM dd.( oo eo 0o a O10 C ' I (U n ^?< �d OO o as Ca t a, " En ii I' i,E IR as I .0 , 1 m m G N A A ■ \ 1 n .... G < 85 irz "m z m .m m a0 C 6 II I i °"`° Rn RR U R^ O f g _o R W O < n rX R O ° 1 , 1 , , V z. n 0 H - "Z 3 'a d i < ;= q 1 •-il a 3 Q W a) ° ago .4x 04 Q C ' • • n o• = ..C G I I i ag C e^ R _ R •• g$., : 3 xi i a r a C ,• i ] a� � F$h < NN IV NN ,-.7 MM g f O t ° c 000 c o o �< �< �< < < < " i= 3 $ r. r E' t8 z z n z O o is iiss2 d d o 4 0 aaa° U ._ . __ sa �� esn 6uDlaed a:; :. • zddoso 5 z�4Zpo 2 d d C d 0 Feb.8, 1983 BIKEWAYS -16- • 150 - l 140 130 N120 110 100 2 o cv plot CI„f: V tan8 +f 90 _O I, .."4 gR 1 — f tan A ° 2S + Where: V= velocity, ft./sec. o tY, t./sec. ct 80 'a'h• g=acceleration due to gravity, ft./sec.2 R = radius of curvature, ft. W a`,, L • ya f=coefficient of friction on U70 --- E l y dry pavement= 0.4 E (based on E 200 lean) -. E tan 8= superelevation rate, ft./ft. 20'?'•P.h, 50 40 I 30 V 15 rn•p.h, 20 V= 10 m.p.h. 10 CNI O p p O0 .-.4 O N O O O O C 6 O SupereIevation Rate - Ft./Ft. • Figure A CURVE RADII AND SUPERELEVATIONS Feb. 8, 1983 BIKEWAYS -17- III E. SIGHT DISTANCE The equations are based on a height of eye of 3.75 feet and a height of object of zero inches. A mini- To insure safe and efficient operation, bicycle mum height of object is used here because such things facilities should be designed so that adequate sight distance as gravel on a surface can be dangerous to a cyclist. is provided for safe stopping, on crest vertical curves and horizontal curves. Figure B gives sight distance values for various vertical curve lengths, algebraic differences in grade and 1. Safe Stopping Sight Distance speed. Design values for stopping sight distance may be 3. Sight Distance at Horizontal Curves computed in the same manner as for a highway. Generally, there is no problem in attaining adequate stopping sight Where a high embankment or wall is on the in- distances on bicycle lanes and shared roadways because the side of a curve the sight distance for a bicyclist may not be roadway alignment usually has been designed to accom- sufficient. To check the horizontal sight distance for modate motor vehicle speed that are equal to or greater bicyclist, the bicycle has to be than bicycle � positioned 6 feet further cY speeds.There are exceptions, however,and the to the right than a motor vehicle. Figure C provides values stopping sight distance factor should be checked in lo- and formulas for sight distance on horizontal curves. cating such bicycle facilities. STOPPING SIGHT DISTANCE F. WIDTHS AND CLEARANCES FOR DOWNHILL GRADES Design Grade(%) The surfaced or operating width required for a bike- way is one of the primary considerations of design. Speed 0% 5% 10% 15% mph feet feet feet feet The minimum dimensions should include space re- 10 50 50 60 70 quired for the cyclist, allowance for lateral clearance to 15 85 90 100 130 obstructions, and allowance for clearance to other hazards. 20 130 140 160 200 The typical bicycle and rider dimensions are given in 5 175 200 230 300 Figure D. In addition to the physical space taken up by the 30 230 260 310 400 bicycle and rider the following maneuvering allowances and clearances are generally accepted: These values are based on a coefficient of skid resistance of 0.25, perception-reaction time of 2.5 seconds, height of eye of 3.75 feet and an object height of 6 inches. The Desirable Distance height of an adult bicyclist's eye will normally be greater T of Clearance feet than 3.75 feet but a lower object may be pertinent. Maneuvering Allowance — handlebars to edge (for wobble) 1.0 2. Sight Distance at Crest Vertical Curves — between bicycles(regardless of direction) 2.5 In order to provide a better sense of bikeway con- — between bicycles and pedestrians 2.5 tinuity and riding quality, the use of vertical curves is — between bicycles and motor recommended where changes in grade are encountered. vehicles 4.0(minimum) Sight distances at grade crests can be checked using the following equations: Lateral Clearance(static obstructions) As 2 — parked cars 2.0 L = 57 when S<L — curb drop-off 2.0 — utility poles, trees, hydrants, fences, railings, etc. 2.0 — soft shoulders 1.5 L= 2S — 750 when S > L — sloped drop-off 1.0 A — raised curb 1.0 Where S = sight distance in feet (based on design Vertical Clearances speed) 8.5 (10'desirable) L = length of vertical curve (in feet) illA = algebraic difference in grades in percent Feb. 8, 1983 BIKEWAYS -18 • 30 ,o ��•, I ,, Kam.g.0 25 rI r' ' a, 4, SQr 20 1 d ifirAINFAIIIIII �z5�4d A 15 o '/ 5,2,,o ft. so 10 ,........nimi . rwzi ig -= p „_mi 0.5% No V.C. required 100 200 300 400 500 600 700 800 900 Minimum Length of Vertical Curve - ft. Figure B SIGHT DISTANCES FOR CREST VERTICAL CURVES • Feb. 8, 1983 BIKEWAYS -19- • Sight distance (S) measured along this line Bike Lane S = Sight distance in feet R= Radius of c, inside lane in feet ..---- M = Distance from ca inside lane in feet V = Design speed for S in M.P.H. Angle is expressed in degrees i © r 1 � m = R hers (28.R 65S Line of 1 fJ Eye ' `,•, 11/' Object .,' siL: S = R R — m k. . \ 28.65 cos -1� R Formula applies only when S is Obstruction or Cutbank 3 equal to or less than length of curve. 40 A,., ..., �. • N :, n� ? tih �h0 ti") e ryh bhp e :59 .5h° E 4 4, 4 4 ,z'A 4 4 4 .- 4- +4 ''tFP FAMPAIIMEllardlin 4 30 8 0 / / / � � ' 4i u fAnri' r °°ai d rd V A WrallA ITAIA WA444 r"FrAdi I NITA ri 1 .04 IWIll I I riAP M IR al 11111 P411 CIO OR I 11 I III?::.14 Az4 VrAd PrOir „,,......„, /ice 5 0 100 200 300 Sight Distance - Feet • Figure C LATERAL CLEARANCES ON HORIZONTAL CURVES Feb. 8, 1983 BIKEWAYS -20- • TYPICAL BICYCLE & RIDER DIMENSIONS CHARACTERISTICS DIMENSION (Feet) 2.00 n in Width (handlebar width) c Length 5.75 in !�A4 Height 7.40 minimum o 613=_..._. � Vertical 0.50 Pedal Clearance 2 ft. , 5.8 ft. FIGURE D • 2.0'^, 8.0' , 2.0' \ 2.1 Desirabl• Desirable \ %Z. 0.5' ,_c). __ r.-k: ::2.:. . - - —— — De46.aale Ol Ditch if required for drainage NOTE: The bikeway width should be maintained across bridges and through underpasses. FIGURE E • • Feb. 8, 1983 BIKEWAYS -21- • 1. On road The structural section of an off-road bikeway should be designed in the same manner as a highway, with con- Bicycle travel shall be in the same direction as sideration given to the quality of the subsoil and the adjacent motor vehicle traffic in compliance with the anticipated loads the bikeway will experience. Principal uniform vehicle code. A minimum width and lateral loads will normally be from maintenance and emergency clearance will depend on the location of the lane within the vehicles. These vehicles should be restricted to less than 4 roadway and parking conditions.The bikeway design tables or 5 ton axle loads, especially in the spring. provide widths for various roadway conditions. The gutter section of a curb and gutter should normally not be con- Bituminous surfacing is recommended. Figure F sidered as a part of the bicycle lane since the joint between provides typical surfacing designs for full depth bitumin• the gutter and roadway surface can be very hazardous to a ous and aggregate base sections. cyclist. 2. Off-road Bikeways FULL DEPTH 2" to 6" 1 The cross section of an off-road bikeway can be :;.....:::..::...:.:.:..:;:•:•:•; determined from the widths and clearances presented. �:;`��••`�:�`.Fi;2;'}:�ti `\+ \`�: The minimum widths based on the number of lanes are _.* ��•. �- as follows: Number of Minimum Paved Width AGGREGATE BASE Lanes feet 1-1/2,, : 3 :;: 1 4.0 —�— .................•.• 2 8.0 3" to7" 4 In addition, a minimum two foot graded area on each side i r�:ti'' "' '`', •�' ' • of the bikeway should be provided adjacent to the paved "�'�^ ` ,{�r 'j; surface. See Figure E on page 4. It should be emphasized • �-� that the minimum width and clearances are for bicycle needs and are not sufficient to accommodate maintenance 1. Spec. 2331 Wearing Course (Full Depth) and emergency vehicles (pickups, mowers, ambulances, 2. Compacted Subgrade etc.). Accordingly, the minimums may have to be adjusted, 3. Spec. 2331 Wearing Course as necessary, to provide for these considerations. In ad- dition to the widths provided above, additional widths 4. Class 5 Aggregate Base should be provided for sharp curves and where steeper 5. Compacted Subgrade grades are necessary. On steep grades, additional width is necessary due to increased speed and needed room for FIGURE F maneuverability. On sharp curves, less than 100 foot radius, additional width may be needed due to bicycle lean. The TYPICAL OFF-ROAD DESIGN SECTIONS following values are recommended for widening: • Radius Additional Paved Width The lighter sections should be used only in granular feet feet subsoils. 0-25 4 – Topsoils and other organic soils should be removed. 25-50 3 50-75 2 -- A 1 foot subcut should be provided for uniformity 75-100 1 100+ 0 and compaction. } – Granular subgrades may require a minimum 1 inch. G. STRUCTURAL SECTION Class 1 stabilizing aggregate, especially in the full depth • bituminous section. For bike routes and lanes the inplace surfaced struc- – Consideration should be given to increasing the asphalt •ture is normally adequate. When a roadway with unpaved content by 1 to 2% to provide increased pavement life. shoulder is to be surfaced for a bike lane, standard Mn/DOT shoulder designs should be specified. Subgrade and surfacing recommendation should be requested from a Materials or Soils Engineer. Feb. 8, 1983 BIKEWAYS _22_ H. CLEAR ZONE (distance from bikeway to traveled way) (ROADS WITHOUT CURBS) For on-road bikeways refer to the bikeway design tables to assess the road suitability for bicycle travel. $ 20'MIN. TRAVELED The tables will also enable "pretesting"of shoulder widen- Riw t MIN WAY ing and surfacing. Bike traffic must flow the same direction z'MIN. as adjacent motor vehicle traffic. Two-way bike traffic on 2' MIN. one-side of the road is not permitted. PAVED BIKEWAY For off-road bikeways, there are two categories: roads without curbs and roads with curbs. The proper set back from the traveled way is an important consideration for the designer because operation of the facility is de- (ROADS WITH CURBS)* pendent upon adequate separation from each respective B' STREET travel mode (motor vehicle, bike, pedestrian) and sta- MIN. tionary objects(poles, signs. . .).See Figure G. 4' MIN. I. DRAINAGE • `= PAVED BIKEWAY For bike routes and lanes the existing roadway drain- age is normally adequate. However, on curb and gutter 'PROVIDES ROOM FOR SIGNS,POLES,ETC. sections a check of ponding depths should be made and corrective action proposed if depths are significant. This may entail improved grate designs or wider bike lanes. FIGURE G On off-road bikeways, the surface of the bikeway • should have a cross-slope of two percent for the proper drainage. Sloping in one direction usually simplifies longi- tudinal drainage design and surface construction, and accordingly, is the preferred practice. Ordinarily, surface drainage from the path will be adequately dissipated as it flows down gently sloping terrain. However, when the bikeway is constructed on the side of a hill, a drainage ditch of suitable dimensions may be necessary on the uphill side to intercept the hillside drainage. See Figure H. Cul- verts or bridges are necessary where a bikeway crosses a 2% drainage channel. Sizing of the required waterway opening - --- should be determined by a hydraulics engineer. Minimum ///A\\\ culvert size used for bikeway drainage should be 18 inch . diameter. Bikeway Drainage inlet grates on bikeways shall have openings narrow enough and short enough to assure bicycle tires will not drop into the grates regardless of the direction of bicycle travel. Where it is not immediately feasible to re- place existing grates with standard grates designed for 2_%_ bicycles, 1 inch x 1/4 inch steel cross straps should be welded to the grates at a spacing of 6 inches to 8 inches Variable on center, to reduce the size of the openings. See Standard Plates 4151 and 4152 for acceptable designs of grates. Bikeway • FIGURE H Feb. 8, 1983 BIKEWAYS -23- • J. AT-GRADE RAILROAD CROSSINGS Oli \\ Additional Whenever it is necessary to cross railroad tracks 0 00 \ fred./W with a bikeway, special care must be taken to assure that 011 the safety of bicyclists is protected. The bikeway crossing IIII 0 \V should be at least as wide as the approaches of the bike- : \o way. Whenever possible, the crossing should be straight, • ,) and at right angles to the rails. For on-road bikeways, : \ \ where a skew is unavoidable, the shoulder should be widened, if possible, to permit bicyclists to cross at right la angles. (See Fig. I). Special construction and materials III I should be considered to keep the flangeway depth and • width to a minimum. Pavement should be maintained, ! Bikeway so ridge buildup does not occur next to the rails. In some • cases, timber plank crossings can be justified, and can provide for a smoother crossing.Where hazards to bicyclists • \ \ cannot be avoided, appropriate signs should be installed gla \ Standard to warn bicyclists of the danger. For off-road bikeways, • ■ curve it is also desirable to cross at 90°. see Fig. J. When it is widening I not possible to cross at 90 the bikeway should be widened • to allow the cyclist to cross at as close to 90° as possible, 0 see Fig. K. • • • -■-- Roadway c. PI\ IIII I Standard I • I curve �0/ I Large radii widening ' 900 I desirable ' SI 0111 \co I /\)\ WI • 1111 1-O ''*s Large radii I Additional \'p ##$$$ '�� desirable I R/W \-3. �'� required 0 $1 Striped I ot Widen to I I Oliaa / permit right I >,1 • I // angle crossing 3 I \ ; 'I x Large radii desirable . I o \Direction p- } Diti of I \\ I bike travel I S oil 1 -j Bikeway I • • Shoulder -1 Bikeway III _i Shoulder oil FIGURE I FIGURE J 90'1 CROSSING (Most Desirable) I Feb.8, 1983 BIKEWAYS _24- K. BRIDGES AND GRADE SEPARATIONS • • 1. General • Some type of grade separation should be provided • wherever a combination of vehicular volumes and speeds III and bicycle volumes would warrant some type of physical • 011 separation. Where these conditions exist, and provision • Bikeway of a grade separation structure would not be feasible, the bikeway should be rerouted. Experience has shown that OS 1 structures designed for pedestrian live loads are satisfactory 1 • 1 for bicycle loading. 1 1111 r 2. Highway Bridges with Bikeways 0 11• / Where off-road bikeways are located parallel to t 11 • /ft a highway, there are some conditions where it is necessary 31 , to carry the trails across a highway structure.On controlled �•, _4} access highways with high volumes of vehicle traffic, the -tii �� 1, bikeway should be carried outside of the normal bridge ��'Y- / L 1� shoulder and separated from the shoulder by a physical bar- rier(concrete barrier, railing or fence). $'p. On minor low-speed highways, where vehicular ,p volumes are not great and the roadway shoulder is carried / - across the structure, the bridge shoulders can be utilized • for the bikeway (one-way travel on roadway shoulders). • • Sometimes, it is necessary to widen existing III • bridges to provide adequate width for bikeways.Where it is • anticipated that a bikeway will be provided in the future, Oa• new bridges should be designed to include the appropriate width. Bikeways on highway bridges must be carefully OA I • Oa • coordinated with approach bikeways, to make sure that all elements are compatible. For example, bicycle traffic 1 bound in opposite directions is best accommodated by a 1V, 111 bike lanes on each side of a highway. In such cases, a 3 1 • two-way bikeway on one side of the bridge would normally 1% 0101 be inappropriate, as one direction of bicycle traffic would rst : be required to cross the highway at grade twice, to get to and from the bridge bikeway. Because of the inconven- ience, many bicyclists will attempt to ride on the wrong side of the highway beyond the bridge termini. See Figure ...:4 (`� Bikeway + L for approach and bridge typical sections. ..... Shoulder • Consideration should be given to a bicycle pull-off abutting a bridge. In instances where the bridge is a crest, Additional width to 14 feet to a pull-off area has the added advantage of an overlook be provided at railroad crossing for enjoyment of the scenery and other interesting features to allow cyclist to choose his of the crossing. own crossing route. FIGURE K • 450 CROSSING (Less Desirable) • Feb. 8, 1983 BIKEWAYS -25- URBAN DESIGNS RURAL DESIGNS • See Bridge Design Manual - Fig. D 5-392.203 See Bridge Design Manual - Fig. C 5-392.203 On Road Bikeways g Roadway g Roadway L 12' 10' _ I, , 12' 12' _ ,I 1 Bikeway / Concrete & Fence , - Bikeway �„�,_ Concrete & Fence I 1 Bikeway Railing I / 1 Bikeway Railing BRIDGE DECK SECTIONS g Roadway g Roadway 12' 11.-- 10' 4' 12' 10' 1.5' I Bikeway I I Bikeway 1 6:I 6:1 APPROACHING ROADWAY SECTIONS Off Road Bikeways IlkRoadway 10p. ' Des. Q g Roadway F10� Des.1 ® I 12' 10' 8 Min. - I 12' 12' 8 Min. - C Bikeway i I i Bikeway I Concrete & Fence Metal � Concrete & Fence Metal 1 Bikeway Railing 03 Bikeway Railing Bikeway Railing 03 Bikeway Railing BRIDGE DECK SECTIONS g Roadway O 10' Des. g Roadway I . 30' or more desirable _ 10' Des. I 12' 10' 4' 8' Min. 12' 10' __ 1.5' 8' Min. 1 I Bikeway Bikeway 6:1 0 6:1 f 0 IVariable 1 —� 4.:\0.5' APPROACHING ROADWAY SECTIONS NOTES: 01 .02 ft./ft. slope • Minimum width. Includes provision for pedestrians. 3 If shoulder width is > 6' no fence is required on top of barrier. • See section F, WIDTHS AND CLEARANCES for explanation of bikeway width. FIGURE L DESIGNS FOR BRIDGE DECKS WITH BIKEWAYS Feb. 8, 1983 BIKEWAYS _26- The following criteria apply to a two-way bikeway Figure M. With these grades, bike speeds will increase on • on one side of a highway bridge: the downward movement. Precautions should be used to eliminate, where possible, hazards to the cyclists near the a. The bikeway approach to the bridge should be end of the ramp.The cyclist should also be warned,such as by way of a separate two-way facility, for the reason by signing, of the hazards of steep grades where they do explained above, occur. Parapet barriers should be designed to provide adequate side protection.Screens,similar to the type which b. A physical separation, capable of taking vehicle is provided on pedestrian overpasses, should be used where impact shall be provided to offset the adverse effects of incidents of dropped objects can be expected without such having bicycles traveling against motor vehicle traffic. The protection. Where the overpass is removed from other physical separation should be designed to minimize the structures, the vertical clearance of the overpass over the fixed-end hazards to motor vehicles and cyclists, and roadway should be slightly higher than the minimum if the bridge is an interchange structure, to minimize sight clearance required for vehicular structures due to the fact distance restrictions at ramp intersections. that bicycle structures are less resistant to impact if struck by an overheight vehicle. Generally, 17 to 22 feet are Where there is a danger that the cyclist may considered desirable. The structure, approach and ap- fall onto an adjacent traffic lane, it is recommended that purtenances should be designed in such a manner that bikeway bridge railings or fences placed between traffic bicyclists are physically prevented from crossing the lanes and bikeways be at least 4.5 feet high, to minimize vehicular roadway at grade. the likelihood of bicyclists falling over the railings. Standard bridge railings which are lower than 4.5 feet can Bridge railings or fences and parapets, particu- be retrofitted with light-weight upper railings or chain link larly at the sides of spiral ramps, should be at least 4.5 fence, suitable to protect bicylists. A fence should also be feet high to minimize the likelihood of bicyclists falling provided on retaining walls when a bikeway is located close over the sides, or being catapulted over in the event of to the top of the retaining wall. mishap. The use of existing bridge sidewalks for bicycle 4. Bikeways Under Bridge Structures • traffic may be considered on existing bridges when the side- walk is of sufficient width to accommodate the cyclists. Figure N provides acceptable locations,separations In such cases, ramps should be installed at the sidewalk and widths for rural designs. Figure 0 provides these same approaches. If approach bikeways are two-way, the side- details for urban designs. walk facility should also be two-way. Whenever the bridge sidewalk is utilized for a bikeway. a special effort should 5. Underpasses be made to remove obstacles that will be hazardous to bicycle travel. Whenever bicyclists are directed from bike Generally, a bikeway underpass is a less desirable lanes to sidewalks, curb cuts (see Standard Plate 7036) method of carrying the bikeway across a major highway should be flush with the street to assure that bicyclists are than an overpass structure. An underpass has the disad- not subjected to the hazards of a vertical lip crossed at a vantages that unless it is well located and openly designed, flat angle. Curb cuts should be wide enough to accom- it may be conducive to crime and vagrancy. modate adults' tricycles and twowheel bicycle trailers. 3. Bridges for Bikeways Contrary to the above statements, there may be times when an underpass may be the most desirable alter- A bridge designed exclusively to carry bicycles nate. This may occur where the grade is uniform thru over a natural barrier or across a highway should have a the structure and for a considerable distance at both minimum width of 8 feet, approaches to afford a better view for safetys sake. particularly where two-way Another instance might be when the highway to be crossed traffic is to be accommodated. The minimum clear width is on embankment and the cost of constructing an over- of the bridge shall be the paved width of the approach bike- pass would be excessive. way. If pedestrians are to use the structure, additional width is recommended. See Figure M. Underpasses may be constructed of cast-in-place or In the design of the bicycle overpass, all of the precast concrete box culverts,or arch-type steel or concrete pipe bicyclist's requirements with respect to grade, turning with the proper horizontal and vertical clearances. radius, width, cross slopes and speed should be consid Of considerable concern in conjunction with any ered. The structure roadway should have a minimum width type of bicycle underpass is the possibility of attacks upon • of 8 feet to allow adequate room for stopping and passing the bicyclist. Where an underpass is necessary, the designer maneuvers. Ramp grades generally need to be steeper than should whenever possible, be selective as to location to elsewhere but, preferably, should not exceed 8.3 percent; facilitate safety. Approaches and grades should provide desirably, they should be in the range of 5-10 percent.See the maximum possible field and range of vision of the way Feb. 8, 1983 BIKEWAYS -27- • ■�a I♦' A • [��.►��i/iii!i!i!i! !''10.w��.i � '�e. ..-- _ A Maximum grade 10%, bicycle bridge only. Maximum grade 8.33%, bicycle and pedestrian Check landing area for stopping bridge using federal funds and required landings sight distance requirements. for handicapped pedestrians. Avoid direct entry on to streets. HALF ELEVATION 10' desirable; 8' min. 0 Open Top E Chain Link Enclosure See Bridge Details Manual, 5-397.201 Chain Link Enclosure For Pedestrian Bridges ao SECTION A—A 01 In areas where it is not economically feasable to separate the pedestrian and bicyclists on the bridge, it is recommended that an 8 foot minimum clear zone be utilized, for a width. In areas where more than occasional encounters between groups of pedestrians and cyclists • can be anticipated, provision of facilities wider than the above minimum is desirable. FIGURE M SEPARATE BIKEWAY BRIDGE • Feb. 8, 1983 BIKEWAYS -28- • Bridge • d ' 30' 0 tea+ 12' 10' 1' 6" Rail or `Bikeway ti:1 I fence as co needed • Earthfill Modification Of Roadway 9,, min. Culvert Existing Facilities Bridge c: Rail or fence as needed 0a� 12' 10' 1, 6" Bikeway ti:1 gIVIPw Earthfill c, Roadway Retaining Wall Culvert 0 • Bridge 30' 0 Bikeway Design For 12' 10' 1' 6" New Facilities 1r 6:1 3.1 c, Roadway 1.5'Min. 30' or more desirable Bikeway 12' • 10' _ 1'6" Roadway Approaching 0 lt�ax' 6:1 $.111°— 2:1 0.5' Roadway 1.5'Min. Ql 0.2 ft./ft. slope • 0 10' desirable: 8'minimum. See section F for explanation. 30 A barrier wall (Standard Plans 5-297.601 and .603) may be used between piers. FIGURE N OFF ROAD BIKEWAYS UNDER BRIDGE STRUCTURES - RURAL Feb. 8, 1983 BIKEWAYS -29- • Bridge Bikeway 2 30' �° c "`L' max. 12' 10' Rail or fence 1 as needed .-- 01 co w r......,g Earthfill c. Roadway Retaining Wall 03 Modification Of Existing Facilities Bridge Rail or fence as Bikeway needed 1, 6„ O �ja/. . 12' 10' IEarthfill Retaining Wall 0 Roadway Bridge 30' _ 0 Bikeway Design For 12' 10' 1 O New Facilities ..�,, Roadway f12' 10' 20' 0 _ Bikeway Approaching 01 Roadway •c1 Roadway Ol 02 ft./ft. slope • 2 10' desirable: 8'minimum. See section F for explanation. 3 A barrier wall (Standard Plans 5-297.601 and .603) may be used between piers. . FIGURE 0 OFF ROAD BIKEWAYS UNDER BRIDGE STRUCTURES - URBAN Feb. 8, 1983 BIKEWAYS -30- ahead to the bicyclist. Fencing of both sides of the bike- C. CONFLICTS INTERSECTIONS PRESENT • way at each end of the underpass might serve as deterrent to undesirables. Where a bikeway is routed under a struc- Conflicts between bicyclist behavior motorist ex- ture, fencing on the trail side between and adjacent to pectation, relative to traffic behavior, is a significant cause piers and abutments to screen out points of possible of accidents at intersections. Some of these conflicts are: ambush might be in order. Where nighttime riding is expected, adequate lighting shall be provided under struc- 1. The right turning motorist vs.the bicyclist tures and in underpasses and as deemed necessary at ap- proaches. In certain cases, lighting may be required on a Bicyclist traveling on the right side of the road- daily 24 hour basis. way, either going straight through an intersection or turning right, often have a problem with right-turning motorists approaching the intersection in the same direction. The VI. INTERSECTION TREATMENT reasons for this are: A. INTRODUCTION — Poor visibility to the right rear of a motor vehicle and limited target visibility of the cyclist. Safe movement of bicyclists through intersections is of paramount concern. A high percentage of bicycle-motor — Lack of expectation on the part of a motor vehicle collisions take place at intersections. The cause of vehicle operator in the right hand travel lane for a these accidents are numerous, but no one type seems "through"vehicle on his right. dominant. A number of elements compound the basic fact that intersections are inherently points of significant traffic — Poor driver perception of cyclist speed. conflict. Among these are human error, basic conflict between behavior and expectations, and the fact that — Preoccupation of the motorist with cross-street measures undertaken to improve motor vehicle flows and traffic, particularly that coming from his left, or with ped- safety may conflict with bicyclist operational convenience estrian traffic in the crosswalk area. and safety. It must be remembered that there is no single measure that will provide a primary solution to the inter- — Motorist's expectation that cyclist will yield to a • section problem. Each intersection must be studied in- "bigger"vehicle. dividually. — Failure to signal properly for the right turn. B. DESIGN APPLICATION — The mandatory right turn lane. Statistics show that accident occurrence depends significantly on the age and/or experience of the bicyclist: In the case of mandatory right turn lanes, where adult vs. young children; the expert vs. the inexperienced. all road users have to turn right, bicyclists, often, violate The bicyclist can be placed into three general categories: the lane mandate. If he travels straight through in keep- the young bicyclist, the average adult bicyclist, and the ing to the right, he violates the law and causes difficul- expert bicyclist. The young bicyclist is not old enough to ties to motorist observing him since the motorist expects possess a driver's license and thus the bicycle often become him to turn. If the cyclist uses the left through lane to a major and inexpensive means of transportation. This avoid the mandatory right turn lane, he must weave category includes children under the age of 16. This group through the right turning traffic and this is a difficult involved the highest percentage of bicycle/motor vehicle thing for young cyclist to do. In the case of optional right accidents. Most children's accidents occur when they are turn lane, it is difficult for both the motorist and cyclist just "riding around". The average adult bicyclist includes to recognize the intent of each other. adults and children over the age of 16. Usually, this class of riders prefer to use residential streets and off-road 2. Left Turning Bicyclists bicycle facilities, but will occasionally ride on major streets for a short distance. They ride only occasionally and may When making a left turn maneuver the difference not be very skillful. The expert bicyclist consists of a between an experienced bicyclist and the inexperienced small group which has extensive bicycle knowledge and bicyclist shows up the most. The experienced bicyclist skill. Included within this group are bicycle commuters will tend to follow the same maneuver that motor vehicles and touring bicyclists. use. The weaving movements necessary to cross to the center lane or left turn lane are difficult for the bicyclist Since the expert bicyclist can generally handle them- and unanticipated by motorists.The tendency for bicyclists selves in most traffic situations, the following design to "double-up" with turning vehicles, rather than fall in guide was developed primarily with the inexperienced line, also creates sideswipe exposure. Opposing vehicles cyclist in mind. tend to not see or fail to grant right-of-way to turning bicycle. Feb. 8, 1983 BIKEWAYS -31_ • The inexperienced bicyclist will generally prefer — Desirable to identify utilities present. the two step approach. They will enter the intersection in the right lane and cross to the corner and then make — Available traffic volume data. another crossing to end up on the right lane of the cross street. — If intersection looks difficult, should bikeway be added to this road? Is there another alternative? Some of the conflicts noted above are partially the result of physical facility provisions for bicyclists and With the above data gathered, you now can properly laws and ordinances relating to bicycle operation. evaluate the alternative designs. F. ON-ROAD BIKEWAY TREATMENTS AT INTER- D. POSSIBLE SOLUTIONS TO INTERSECTION SECTIONS PROBLEMS The following on-road bikeways treatments are As noted before, techniques to improve safety for appropriate at intersections under varying circumstances. the bicyclist will generally inhibit the experienced cyclist No single treatment is universally recommended. Each by routing bicycle lanes through intersections in such a way intersection should be studied on an individual basis to that the less experienced cyclist will be lebst exposed to determine the appropriate design. conflict. Since the predominate use of bikeways falls into the less experienced class the two-step approach to making 1. Lane Continuation a left turn should be planned for the intersection. The "lane continuation" treatment where the on- Possible solution to the intersection problem can road bikeway is marked through the intersection may be take three forms of approach: appropriate only at intersections where the bikeway on major streets cross minor streets, particularly at '1" — Designs can be implemented which channel the intersections and only where right turns from the major bicycle into specific and more desirable locations. street to the minor street are minimal. The purpose is to provide more continuity of flow for the bicyclist. The — The second approach is to improve the motorist's solid stripe helps alert and remind vehicle (drivers) appro perception of the potential for cyclist-motorist conflict. aching on the minor, low volume, street and right turning This could best be done by advance warning through signs motorist on the major street of the existence of the bike or markings at locations where heavy cyclist conflicts lane. See Fig. A. are expected. 2. Lane to Intersection — A third approach is to separate traffic flows either by signalization or grade separation. Bike lanes carried to the intersection are the recommended treatment when right turning motor vehicle E. SITE OF INTERSECTION & FIELD EVALUATION traffic is extremely light or when traffic conditions make bicyclist weaving, to esablish normal postional relationships Before reviewing specific ways of handling a bike- with motor vehicles for through and left-turn movements, way through an intersection, one should do a field walk more potentially hazardous than cross conflict with right of it to get an idea of what type of conditions are present. turning motor vehicles. When this treatment is provided, In the review one should note some of the following: left turning bicyclists should make two-stage turns.See Fig. B. — Is there good perceptual sight distance so both motorist and bicyclist can be seen?Are there any buildings, 3. Lane Termination embankments, parked cars, or trees and bushes that are blocking the view? "Lane Termination" treatment is normally em- ployed under the same conditions as the broken stripe, — Note traffic control. If signals are present are there except that space is unavailable to maintain a bike lane to pedestrian indicators provided? the intersection. Whether "broken stripe"or "lane termina- tion" treatment is employed, arbitrary setback distances — Note if a curb is present. Are pedestrian ramps from the intersection should not be specified as standard in place and are they safe? points for initiation of treatment. Each intersection should • be individually assessed as to appropriate weaving distance — Note general cross section. If bikeway is involved, required and lane termination or broken stripe initiation it will be desirable to know if ditches are adjacent to road. should be located accordingly.See Fig. C. Is landing area for bicycles going to be a problem? • Feb. 8, 1983 BIKEWAYS .32. • Solid or I broken thru intersection I FIGURE A LANE CONTINUATION FIGURE C LANE TERMINATION • FIGURE B LANE TO INTERSECTION i • • Feb. 8, 1983 BIKEWAYS -33- • This technique also has another application. Bicyclists should be encouraged to make left turns If intersection proves too difficult to route a bikeway by the two-step method if a double left turn lane is present. through it, a sign could be posted at end of stripe point directing bicyclist to walk bike to next bike lane. In such 5. Two-Way Continuous Left Turn Lane cases, it would be desirable if a sidewalk facility was avail- able to make this connection. Bicyclists should be encouraged to make left turn by the two-step method. G.ON-ROAD BIKEWAY TREATMENTS THROUGH INTERSECTION FEATURES 6. Bypass Lane at "T" and Four-Way Intersections 1. Right Turn Lanes The use of a bypass lane encourages vehicles to move around left turning vehicles. They present a problem Minnesota State law requires the bicyclist to keep to the bicyclist using the shoulder of the roadway,because as close as practicable to the right-hand curb on edge of the usually the bypass lane uses what there is of the shoulder. roadway. Therefore, the bicyclist should be on the right edge of the right turn lane. This is not a desirable position, When a bikeway is added to roadway where especially if the bicyclist is intending to go straight ahead, bypasses are in use, it is strongly recommended that at however, it is the safest location. To accommodate the least a four foot shoulder be added to the bypass lane. bicyclist in'the right turn lane, two methods are suggested: This additional width should also be striped to discourage vehicle encroachment into it. — For low volume right turn lanes Replace standard "RIGHT TURN LANE" sign H. OFF-ROAD BIKEWAYS AT INTERSECTIONS AND (R3-X1) with "BEGIN RIGHT TURN LANE YIELD TO INDEPENDENT BIKEWAY CROSSING BIKES (R4-4). See Fig. D. Off-road bikeways normally carry two-way traffic. — For high volume right turn lane At intersections bicyclists face many of the same con- Channel the bike lane onto the sidewalk or off flicts as they would if they were in a bike lane on the road- • road path and encourage bicyclists to behave as pedes- way. The problems associated with the bikeways relate trians at the intersection. See Fig. E. Placement of a stop largely to motorist expectation of entries to the crosswalk sign for the cyclist at the crossing may cause confusion area as pedestrian rather than pe typical bicycle travel speeds. for the motorist and should generally not be used except Also, two-way bikeways require one direction of crossing for high traffic volumes (both turning motorists and bi- to be done contrary to normal vehicle operation. Safety cycles). Bicyclists in an intersection cross-walk are con- with this type of crossing is dependent upon the bicyclist sidered the same as a pedestrian. adopting a more pedestrian-like yielding posture to motor vehicles. 2. Channelized Free Turning Lanes Channelized "Free" turning lanes pose problems 1. Treatment of Off road Bikeways similar to the right turning lanes. Recommended treatment Bikeways which run parallel to the roadway at free turning lanes is indicated on Figure F.This involves should be brought into the intersection to function like a the broken stripe treatment to encourage bicyclist weaving crosswalk. (See Fig. I). The reason for this is to take ad- to the proper position relative to turning traffic, and a vantage of the intersection traffic control and to avoid marked right-angle crossing to encourage bicyclists to make having the bicyclist passing between stopped vehicles a pedestrian-like crossing if they are unable or unwilling waiting for signals to change.At low volume cross streets,it to execute the weaving maneuver. For high speed turning is acceptable to continue the parallel distance;however,the lanes, the technique indicated on Figures G and H are crossing should be identified and bicyclist must be required recommended. to stop or yield before entering the roadway. 3. Right Turn on Red 2. Treatment of Off-road Bikeway at Independent Crossings Where "right turn on red"is permitted, the focus of right turning motorists toward cross traffic approaching There is some evidence of high accident experi- from the left is intensified. The straight through bicyclist ence in isolated intersections of independent facilities required to stop for the red light may find that vehicles with motor vehicle roadways. This appears to stem from turning right on red infringe into their storage area. Signs four factors: an d markings along the bike lane can help to remind the • drivers of the bicyclist presence. — Failure to establish proper sight clearance zones. 4. Double Left Turn Lanes — Poor perception of or reaction to crossing signs and markings. • Feb. 8, 1983 BIKEWAYS -34- �+-- Roadway • Shoulder Bikeway �-- Roadway C t( fi 1 It( • 4 ft. Min. Bikeway 4 ft. Min. fi i fi BEGIN i RIGHT TURN LANE /YIELD i0 BIKES /CRe R4-4 ( MUST USE BIKEWAYoho R9-X2 Shoulder - Shoulder • FIGURE D FIGURE E LOW VOLUME RIGHT TURN LANE HIGH VOLUME RIGHT TURN LANE Feb. 8, 1983 BIKEWAYS -35- -•— Roadway c, -•-- Roadway ca • I— Shoulder • '1 Bikeway Bikeway L-JL Bike stop before crossing _ _ __ Shoulder � I I �- Bikeway .1 Bikeway • • Shoulder FIGURE F FIGURE G LOW SPEED - LOW VOLUME TREATMENT HIGH SPEED =LOW VOLUME BIKEWAY TREATMENT . 1 Feb.8, 1983 BIKEWAYS -36- Roadway C. • r===—I Shoulder Shoulder 1 . , . , Bikeway 4 Bikeway a. dlI O Ih / \ - Bikeway I I II II ( — II II II II / 1 / \ Bikeway MUST mot► USE AY I BIKEW R9-X2 oFo Shoulder • FIGURE H FIGURE I HIGH SPEED - HIGH VOLUME OFFSET BIKEWAYS ON ROAD TO OFF ROAD TREATMENT INTERSECTION TREATMENT Feb. 8, 1983 BIKEWAYS -37_ • — Motorist expectation of entries to the crossing at Adequate signing is a critical requirement in success- pedestrian speeds rather than at typical bike travel speeds. ful bikeway design. Their proper use helps to warn bicyc- lists of hazardous conditions, establishes the right-of-way, — Cyclist disobedience of STOP or YIELD controls, excludes motor vehicles and/or pedestrians from the bike- way and warns motorists and pedestrians of the presence Independent off road bikeway crossings of roadways of bicycle traffic on shared facilities. However, too much merit particular attention to design detail. Measures to signing is a nuisance and improper placement of signs can alleviate some of the above problems include the following: cause some significant problems, especially on bikeways parallel to the roadway. Stop or yield signs placed to — Provide proper sight clearances. Sight clearance control the bicyclist may in fact cause confusion for some assessment must consider obstructions due to roadway vehicles on a through street. It becomes hard to determine cross-section profile (steep cuts or fills) as well as common to whom the stop sign applies. If that potential exists,con obstructions such as foliage. cider the following alternates: — Locate the crossing a minimum of 250 feet from 1) Paint crosswalk and remove stop or yield sign. any roadway intersection. If such separation is impossible, 2) Add louvers to sign to shield it from highway. the crossing should be brought into the intersection and • treated as a bikeway at an intersection. Generally signing driveway entrances and commer- cial entrances should be avoided because of the potential — Align the crossing to intersect the motor vehicle confusion. Consult the District Traffic Engineer for assis- roadway at right angles. lance. — Mark the crossing with "zebra" or "panda" B. SIGNS pavement marking. "BIKE XING" signs should be placed on the motor vehicle approaches 250 to 750 feet in ad- There are 3 main classifications of signs needed on vance, with specific location depending upon roadway bicycle facilities: speed limit and proximity to adjacent intersections. Refer • to MMUTCD. 1. Regulatory Signs - give notice to the bicyclist of traffic laws or regulations. — Place "STOP AHEAD" or "YIELD AHEAD" 2. Warning Signs - are used to warn bicyclists of signs on the bikeway approach approximately 150 feet conditions on, or adjacent to, bikeways and trails, steets, in advance of the crossing: further if downgrades make and highway that are potentially hazardous to them. bicyclist speed in excess of 20 MPH likely. 3. Guide Signs - Bike Route guide signs keep — Provide a landing area on the bikeway for its bicyclists informed of changes in route direction and approach to the roadway, so bicyclist can be seen by reminds motorists of the presence of bicyclists. Destina- motorist and bicyclist can comfortably wait for a gap to Lion and distance guide signs furnish additional guidance. cross. When signing at a roadway crossing, if the volume of the cross street is low, consider using the Yield sign instead VII. TRAFFIC CONTROLS FOR BIKEWAYS of a Stop sign. Generally, bicyclists do not stop if traffic is not present and the Yield sign allows this practice. A. INTRODUCTION C. PAVEMENT MARKINGS The purpose of this section is to inform individuals charged with the design, construction, and operation of Pavement marking lines are necessary to indicate bikeways of the basic concepts to consider on the use and separation of the lanes for motor vehicles and bicycles application of traffic control devices. Further, the neces- on streets and highways. Where bicycles and pedestrians sary official manuals are identified, which give standards share a common off road bikeway, lines are marked to on design and usage of traffic control devices. The separate the two traffic flows. The frequent use of sym- Minnesota Traffic Laws concerning the operation of bols and word messages stenciled in the bike lanes is a bicycles are listed for reference. desirable method of supplementing and reinforcing sign messages. illSigns and markings are the traffic control devices used most frequently to regulate, warn, and guide bicycle traffic. The installation of traffic signals are rarely needed solely for bicyclists. • • Feb. 8, 1983 BIKEWAYS -38_ D. SIGNALS The Standard Signs Manual Parts 1, 2, and 3 contain detail drawings of all approved traffic signs. Traffic signals used solely for bicyclists will be rare;however, when signals are involved on the bike route, Both of the above-mentioned manuals are available the following comments should be considered: from Mn/DOT Traffic Engineering Section, St. Paul, free of charge to all governmental road authorities in the State. — Where a bikeway is a separate facility adjacent Private firms may purchase the manuals at a nominal fee. to the road, the bicyclist can be considered as a pedes- Technical assistance on the use and application of traffic trian at cross road intersections and pedestrian indications control devices on bikeways is also available from the should be provided if not present at existing signals. Mn/DOT District Traffic Engineers and the Traffic En- gineering Section staff. — Warrants used for motor vehicles are considered appropriate for use in determining the need for signals F. LAWS to serve bicyclists. Listed below are pertinent sections of the Minnesota — Generally bicycles can cross intersections under Motor Vehicle and Traffic Laws current as of 1981. the same signal timing arrangement as motor vehicles. But at signalized intersections of multilane streets, bicyclists may have difficulties crossing, if the clearance interval CHAPTER 169 (amber interval plus optional all-red interval) is not of MINNESOTA HIGHWAY TRAFFIC REGULATION adequate duration. Extremely short clearance intervals should not be used. 169.01 DEFINITIONS. Subdivision 1. Terms. For the purposes of this chapter, the terms defined in this section — On-road bikeways will require engineering judg- shall have the meanings ascribed to them. ment to determine if clearance intervals should be modified to allow a more adequate clearance interval for bicyclists to Subd. 5I. Bicycle. "Bicycle" means every device pro- clear the intersection. pelled solely by human power upon which any person may • ride, having two tandem wheels except scooters and similar — Clearance time required for bicycles should devices and including any device generally recognized as a be evaluated as a standard practice for each signalized bicycle though equipped with two front or rear wheels. intersection along a bikeway. A bicyclist's speed, repre- sentative of bikers' ages and travel characteristics for each Subd. 62. Bicycle lanes and ways. The terms "Bicycle specific case, should be utilized in the calculations. The lane" and "Bicycle way"shall have the meanings ascribed number of seconds required to cross a street can then be to them in section 160.263. determined. To this figure will be added the amount of time necessary for the bicyclist to perceive, react and brake 169.06 SIGNS, SIGNALS, MARKINGS.Subdivision 1. to a stop without entering the intersection. Uniform systems. The commissioner shall adopt a manual and specifications for a uniform system of traffic-control — At installations where only programmed vehicle devices consistent with the provisions of this chapter for signals are used, special attention should be given to adjust- use upon highways within this state. Such uniform system ing the signals so bicycles on the regular bicycle lanes or shall correlate with and so far as possible conform to the travel paths can see the signals. If programmed signals system then current as approved by the American Associ- cannot be aimed to serve the bicyclist, then separate sig- ation of State Highway Officials. The adoption of the nals shall be provided. manual and specifications by the commissioner as herein provided is specifically exempted from the provisions — At low volume intersections utilizing semi-actu- and requirements of Minnesota Statutes section 15.0411 ated controllers, it may be necessary to provide special to 15.0422 and acts amendatory thereto. "pedestrian type" detectors (pedestrian pushbuttons). for bicyclists because the motor vehicle detectors normally Subd. 2.Placement and maintenance on trunk highways. will not detect bicycles. The commissioner shall place and maintain such traffic- control devices, conforming to the manual and specifica- E. REFERENCES tions, upon all state trunk highways as he shall deem necessary to indicate and to carry out the provisions of this The Minnesota Manual on Uniform Traffic Control chapter or to regulate, warn, or guide traffic. The commis- Devices, Part IX Traffic Controls for Bicycle Facilities, sioner may construct and maintain signs at the entrance should be reviewed to determine proper use and installa- of each city, which sign shall have placed thereon the Lion of traffic control devices. All traffic control devices name of the city, and the population thereof. The coin- installed must conform to this manual under the pro- missioner may construct and maintain other directional visions of Minnesota Statutes 169.06. signs upon the trunk highways and such signs shall be Feb. 8, 1983 BIKEWAYS -39- • uniform. The commissioner may authorize variations from (iii) When reasonably necessary to avoid conditions, the manual and specifications for the purpose of investi- including fixed or moving objects, vehicle, pedestrains, gation and research into the use and development of traffic animals, surface hazards, or narrow width lanes, that make control devices. When such authorized variation pertains it unsafe to continue along the right-hand curb or edge. to the regulation of traffic, notice of the intended regu- latory purpose shall be published in a qualified newspaper (b) Persons riding bicycles upon a roadway shall not of general circulation in the area where the research is ride more than two abreast and shall not impede the normal being conducted. and reasonable movement of traffic and, on a laned road- way,shall ride within a single lane. No other authority shall place or maintain any traffic-controlled device upon any highway under the (c) A person operating a bicycle upon a sidewalk, or jurisdiction of the commissioner except by the latter's across a roadway on a crosswalk, shall yield the right of 1 permission. way to any pedestrian and shall give an audible signal when necessary before overtaking and passing any pedes- Subd. 3.Placement and maintenance by local authori- trian. No person shall ride a bicycle upon a sidewalk within ities. Local authorities in their respective jurisdictions shall a business district unless permitted by Iocal authorities. place and maintain such traffic-control devices upon high- Local authorities may prohibit the operation of bicycles ways under their jurisdiction as they may deem necessary on any sidewalk or crosswalk under their jurisdiction. to indicate and to carry out the provisions of this chapter or local traffic ordinances, or to regulate, warn, or guide A person Iawfully operating a bicycle on a sidewalk, traffic. All such traffic-control devices hereafter erected or across a roadway or a crosswalk, shall have all the rights shall conform to the state manual and specifications. and duties applicable to a pedestrian under the same cir- cumstances. 169.222 OPERATION OF BICYCLES. Subdivision 1. Traffic laws apply. Every person operating a bicycle shall Subd. 5. Carrying articles. No person operating a bicycle have all of the rights and duties applicable to the driver of shall carry any package, .bundle, or article which prevents any other vehicle by this chapter, except in respect to the driver from keeping at least one hand upon the handle 0 those provisions in this chapter relating expressly to bars or from properly operating the brakes of the bicycle. bicycles and in respect to those provisions of this chapter which by their nature cannot reasonably be applied to Subd. 6. Bicycle equipment. (a) No person shall operate bicycles. a bicycle at nighttime unless the bicycle or its operator is equipped with a lamp which shall emit a white light visible Subd. 2. Manner and number riding. No bicycle shall from a distance of at least 500 feet to the front and with a be used to carry more persons at one time than the number red reflector of a type approved by the department of for which it is designed and equipped, except(a)on a baby public safety which is visible from all distances from 100 seat attached to the bicycle, provided that the baby seat to 600 feet to the rear when directly in front of lawful is equipped with a harness to hold the child securely in the lower beams of head lamps on a motor vehicle. No person seat and that protection is provided against the child's may operate a bicycle at any time when there is not suffi- feet hitting the spokes of the wheel or (b) in a seat at- clearly light to render persons and vehicles on the highway tacked to the bicycle operator. clearly discernible at a distance of 500 feet ahead unelss the bicycle and its operator is equipped with reflective Subd. 3. Clinging to vehicles. No person riding upon surfaces that shall be visible during the hours of darkness any bicycle, coaster, roller skates, toboggan, sled, skate from 600 feet when viewed in front of lawful lower beams • board, or toy vehicle shall attach the same or himself to of head Iamps on a motor vehicle. any street car or vehicle upon a roadway. The reflective surfaces shall include reflective materials Subd. 4. Riding on roadways. (a)Every person operating on each side of each pedal to indicate their presence from a bicycle upon a roadway shall ride as close as practicable the front or the rear and with a minimum of 20 square to the right-hand curb or edge of the roadway except inches of reflective material on each side of the bicycle under any of the following situations: or its operator. Any bicycle equipped with side reflectors as required by regulations for new bicycles prescribed by (i) When overtaking and passing another vehicle pro- the United States consumer product safety commission ceeding in the same direction, shall be considered to meet the requirements for side re- flectorization contained in this subdivision. • (ii) When preparing for a left turn at an intersection or into a private road or driveway. Feb. 8, 1983 BIKEWAYS .40- (b) No person shall operate a bicycle unless it is equip- 169.305 CONTROLLED ACCESS REGULATIONS • ped with a brake which will enable the operator to make AND PENALTIES. the braked wheels skid on dry, level, clean pavement. Subdivision I. (c) No person shall operate upon a highway any bicycle equipped with handlebars so raised that the operator must (c) The commissioner of transportation may by order, elevate his hands above the level of his shoulders in order and any public authority may by ordinance, with respect to grasp the normal steering grip area. to any controlled access highway under their jurisdictions prohibit or regulate the use of any such highway by ped- (d) No person shall operate upon a highway any bicycle estrians, bicycles, or other nonmotorized traffic, or by which is of such a size as to prevent the operator from motorized bicycles, or by any class or kind of traffic stopping the bicycle, supporting it with at least one foot which is found to be incompatible with the normal and on the highway surface and restarting in a safe manner. safe flow of traffic. Subd. 7.Sale with reflectors and other equipment. No (d) The commissioner of transportation or the public person shall sell or offer for sale any new bicycle unless it authority adopting any such prohibitory regulation shall is equipped with reflectors and other equipment as required erect and maintain official signs on the controlled access by subdvision 6, clauses (a) and (b) and by the regulation highway on which such regulations are applicable and when for new bicycles prescribed by the United States consumer so erected no person shall disobey the restrictions stated product safety commission. on such signs. Subd. 8. Turning and lane changes. An arm signal to Subd. 2. Except for a driver of an authorized emer- turn right or left shall be given continuously during the gency vehicle in the course of performing his duties,no last 100 feet traveled by the bicycle before turning, unless driver of a vehicle shall back the same upon the roadway the arm is needed to control the bicycle,and shall be given or shoulder of any controlled access highway. while the bicycle is stopped waiting to turn. Subd. 3.Any person violating the provisions of this • Subd. 9.Bicycle parking. (a) A person may park a section or any order or ordinance promulgated or enacted bicycle on a sidewalk unless prohibited or restricted by by the commissioner of transportation or a public authority local authorities. A bicycle parked on a sidewalk shall pursuant thereto is guilty of a petty misdemeanor. not impede the normal and reasonable movement of pedestrians or other traffic. 160.263 BICYCLE LANES AND WAYS. Subdivision 1. Definitions. As used in this section, "bicycle lane"means (b) A bicycle may be parked on a roadway at any lo- that portion of a roadway set aside by the governing cation where parking is allowed if it is parked in such a body of a political subdivision having jurisdiction over manner that it does not obstruct the movement of a legally the road for the exclusive use of bicycles or other vehicles parked motor vehicle. propelled by human power and so designated by appro- priate signs and markings; and "bicycle way" means any Subd. 10. Bicycle events. (a) Bicycle events, parades, path or sidewalk or portion thereof designated for the use contests, or racing on a highway shall not be unlawful of bicycles or other vehicles propelled by human power when approved by state or local authoritities having by the governing body of a political subdivision. jurisdiction over that highway. Approval shall be granted only under conditions which assure reasonable safety for all participants, spectators and other highway users, and Subd.2.Powers of political subdivisions. The governing which prevent unreasonable interference with traffic flow body of any political subdivision may by ordinance: which would seriously inconvenience other highway users. (a) Designate any roadway or portion thereof under its jurisdiction as a bicycle lane. By agreement with the approving authority,participants in an approved bicycle highway event may be exempted from compliance with any traffic laws otherwise applicable (b) Designate any sidewalk or portion thereof under its thereto, provided that traffic control is adequate to assure jurisdiction as a bicycle way provided that the designation does not destroy a pedestrian way or pedestrian access. the safety of all highway users. Subd. 3. Designation of lane. A governing body desig- nating a sidewalk or portion thereof as a bicycle Iane under • this section may: • Feb. 8, 1983 BIKEWAYS -41_ (a) Designate the type and character of vehicles or In general, bikeways that are part of the roadway or other modes of travel which may be operated on a bicycle shoulder, will not necessitate any additional erosion control lane or bicycle way, provided that the operation of such efforts other than those provided in normal road con- vehicle or other mode of travel is not inconsistent with the struction. An exception to this would be the construction safe use and enjoyment of the bicycle lane or bicycle way of a rural roadway with a bikeway on the roadway by bicycle traffic. shoulder. In order to provide additional protection against the formation of rills and gullies on the inslope adjacent (b) Establish priority of right-of-way on the bicycle to the bikeway it may be necessary to place a material such lane or bicycle way and otherwise regulate the use of the as wood fiber blanket, plastic netting over straw mulch bicycle lane or bicycle way as it deems necessary. or sod. (c) Paint lines or construct curbs or establish other An off-road bikeway is completely separated from physical separations to exclude the use of the bicycle lane vehicular traffic with its own or sharing another facilities or bicycle way by vehicles other than those specifically right-of-way, erosion control for its construction will permitted to operate thereon. often be independent from but in most respects similar to erosion control practices used on roadway construction. The designating governing body may after public Therefore, an understanding of roadway erosion control hearing, prohibit through traffic on any highway or portion methods and materials is needed. The remaining portion.of thereof designated as a bicycle lane, except that through this section will classify erosion control methods into three • traffic may not be prohibited on a trunk highway. The types, and give examples and references for each type. designating governing body shall erect and maintain official signs giving notice of the regulations and priorities estab- Erosion control methods can be classified as temporary, lished under this subdivision, and shall mark all bicycle permanent, and/or regulatory. lanes and bicycle ways with appropriate signs. Temporary erosion control methods include such items Subd.4. Speed on street with bicycle lane. Notwith- as bale ditch stops, temporary flexible down drains, and standing section 169.14, subdivision 5, the governing body temporary seeding(oats or rye).Temporary erosion control • of any political subdivision, by resolution or ordinance items are short life items which are intended to supplement and without an engineering or traffic investigation, may but not perform in place of permanent erosion control designate a safe speed for any street or highway under its measures. authority upon which it has established a bicycle lane; provided that such safe speed shall not be lower than Permanent erosion control methods include such items 25 miles per hour. The ordinance or resolution desig- as riprap, culverts, aprons, sod, permanent turf establish- natirg the speed are erected along the street or highway, ment, sediment ponds, darns and shaping. Permanent as provided by the governing body, erosion control items are long life items. Information on permanent and temporary erosion control items may be found in the following: VIII. EROSION CONTROL DURING BIKEWAY CONSTRUCTION 1. Mn/DOT "Road Design Manual". There is a lot of data available regarding erosion on construction projects. Basically, on a unit area basis, 2. MHD "Erosion Prevention and Turf Establish- construction is one of the highest sediment yielding activ- ment Manual"; 1970 by L.E. Foote, D. L. Kill and A. H. ities known. Since bikeway construction is similar to Bolland. lroadway construction except on a reduced scale, most of the erosion control methods and devices used on roadway 3. Mn/DOT "Standard Specification for Highway construction may also be used on bikeway construction. Construction"; current edition, sections 2105, 2575 and 3861 -3885. Erosion, the resulting sediment and the deposition of that sediment can cause property damage, water quality There are numerous regulatory methods by which to problems and safety problems. Rill and gully erosion control erosion. Mainly these methods are geared towards immediately adjacent to a bikeway represents a real safety reducing or limiting the amount of time which elapses hazard to any bicyclist who leaves the riding surface, and between initial disturbance and project completion. An if the erosion is allowed to progress it may cause damage excellent example is the withholding of funds or payment • to the riding surface and/or other related structures.There- with release of these funds being made in proportion fore erosion control methods must be incorporated into the to the amount of erosion control and turf establishment design, construction and maintenance of bikeways. items which have been completed. Examples of regulatory Feb. 8, 1983 BIKEWAYS -42_ methods may be found in the Mn/DOT "Standard Specifi- X. MAINTENANCE - • cation for Highway Construction", current edition sec- tions 1717, 1803, 2105 and 2575. Maintenance of a bicycle qty, after it has been constructed, is an important factor for the successful operation and usage of the facility by cyclists. Poor main- IX. VEGETATION CONTROL tenance resulting in the accumulation of sand, gravel, broken glass, branches, etc., on the facility or development Control of vegetation is generally considered to be of potholes, corrugations and other rough surface con- the responsibility of maintenance forces, however,in order ditions will cause cyclists to avoid the facility. The result to provide better control it should also be considered may be that the facility becomes a liability rather than during design and construction. an asset to the controlling agency. Therefore, the respon- sibility for maintenance of the facility must be established The following are examples of vegetation control prior to construction. Normally, if the facility is located methods which may be provided for or carried out during on the highway shoulder the maintenance of the facility the design and construction of bikeways. will be the responsibility of appropriate highway agency. If the facility is separated from the roadway the main- 1. Placement of a general herbicide (such as Urox tenance of the facility will be the responsibility of the Liquid or Oxy Monobor-Chlorate) under asialt paving, appropriate local or other governmental agency. These herbicides will prevent vegetative growth from pene- trating the asphalt paving for a number of years. It is quite Although the designer is not responsible for mainten- common for thin bituminous surfaces with shallow sub- ance, there are a number of factors that can be incor- surface treatment, such as walking trails, to be ruined porated into the design which will facilitate the necessary by vegetation, maintenance operations. The following is a partial check- list of items to be considered during design: 2. Requiring the contractor to control noxious weeds during construction. The following nine weeds have been 1. Is the facility of sufficient width (especially off designated noxious weeds on a state wide basis. road bikeways) to accommodate maintenance vehicles? • Canada Thistle Sow Thistle 2. Is the structure thickness of the facility adequate to Bull Thistle Musk Thistle support maintenance or emergency vehicles? Plumeless Thistle Wild Hemp Poison Ivy Leafy Spurge 3. Has access to the facility for maintenance or emer- Field Bindweed gency vehicles been provided (especially on off-road bike- ways)? The Agricultural Weed Law of Minnesota requires the control of at least these nine weeds. In the prepara- 4. Has sufficient clearing or grubbing been provided for lion of plans and provisions for the construction of bike- adequate sight distance and horizontal and vertical clear- ways the responsibility for control of these noxious weeds ances? during construction can be delegated to the contractor. 5. Have adequate cross slopes, drainage structures and 3. Selective vegetation removal should be required in ditches been provided to insure good drainage? order to remove low hanging branches and other vege- tative growth which has encroached onto the bikeway. 6. Are designed plantings in locations that will not These encroachments may reduce the cyclist's sight dis- become a hazard or create sight distance problems in the tance and can cause personal injury to the cyclist. future. 7. Have "maintainable" side slopes been planned? • 8. Have driveways and intersecting roadways been paved beyond the bikeway (10 feet or more) to minimize amounts of gravel and dirt dropped on the bikeway by by crossing motor vehicles? The above checklist is not a complete list but does give some of the items to be considered during the design Ali stage. The designer may wish to contact maintenance per-MIII for additional items. • Feb.8, 1983 BIKEWAYS 43- • XI. BIKEWAY PLANS PREPARED BY LOCAL 3. Plans shall include a legend showing conventional GOVERNMENTAL AGENCIES signs and symbols used in the plans. Bikeway plans prepared by local governmental agencies B. TITLE SHEET shall include: for funding thru Mn/DOT programs will be processed by the State Aid Office and the Office of Environmental 1. Description Block Services. a. Type of work; bicycle route, bicycle lanes or Plans for projects within cities of over 5,000 population bicycle path. shall be prepared (or reviewed) and signed by the City Engineer (if the bikeway is on a county road, the plan shall b. Highway (CSAH or MSASH) number, or street also be signed by the County Engineer). For other areas name. plans shall be prepared (or reviewed) and signed by the County Engineer.Official Mn/DOT contact will be with the c. Project number. city or county engineer. Plans shall then be submitted to the appropriate Mn/DOT District State Aid Engineer and d. Geographic location of each project - name, thence to the Office of State Aid in St. Paul. distance and direction from intersecting highways or towns. Plans must be approved before award of contract to be e. Legal Description - land ties to extremities of each eligible for funding. project. An engineer's estimate shall be submitted with the f. Length of each project in feet and miles (indi- plans, consisting of a list of pay items, the unit price for cating gross length, bridge lengths, exceptions and net each item, the extension for each item and the grand total. lengths) carried to exact chained footage and to three decimal points in mileage. All bridges are considered ex- Projects involving Federal Aid shall follow the regular ceptions if previously constructed. federal aid programming sequence. 2. Index maps shall clearly portray the project location The purpose of a set of Construction Plans is to define- and shall include: ate the contemplated work with sufficient details of design, supplemented with tabulation of summary of quantities, a. Stationing and project number at beginning and in such a manner that it can be clearly interpreted by en- end of project. gineers and contractors. The originals serve as a permanent record of the project and must provide sufficient data b. Distance and direction to at least one incorporated to enable the contractor to make an intelligent bid and to municipality. perform the work as intended. Clarity and conciseness are essential so as to avoid misrepresentation. Unnecessary c. Bridge number, stationing and length in feet details should be avoided. and miles to each bridge. Plans shall be prepared in accordance with Mn/DOT d. Section,.township and range. Technical Manual sections 5-292.600, Mn/DOT State Aid Manual section 5-892.200 and the following: NOTE: If a scale is shown, use a bar graph that will change when plan size is changed by reduction processing. A. GENERAL 3. Index of Sheets. Title sheet shall be sheet number 1. 1. All projects shall have a State Aid Project Number, Sheets shall be numbered consecutively. this number may be obtained by calling the Office of State Aid. The project No. (e.g. S.A.P. 87-623-04)- 4. Specification Reference (latest edition of Mn/DOT shall be shown on the lower right hand corner of all plan Standard Specifications for Highway Construction). • sheets. 2. Plan size shall be 8-1/2" x 11", 11" x 17" or 22"x 5. Present and Projected (20 Year) Average Daily 34". (We do not have facilities for processing any other Traffic of roadway for Bicycle Route and Bicycle Lane ( P g Y projects. sized plans). Plans that are 11" x 17" or 22" x 34" shall be on translucent material capable of making clear ozalid 6. Standard Signature Block and Engineer's Do not use "Stick Up"on final plans. Block. gineer's Certification • Feb.8, 1983 BIKEWAYS -44. 7. For urban federal aid projects a FHWA approval f. Enough information on typical section so that the �. block must be provided. quantities of each type of construction can be accurately computed and constructed. C. ESTIMATED QUANTITIES AND TYPICAL SECTION sheet shall include: D.PLAN AND PROFILE SHEETS 1. Statement of Estimated Quantities 1. For "Bicycle Route" plans, a layout such as a plat large enough to clearly portray locations and types of a. Statement shall have separate quantity columns signs and pavement markings may be adequate. Profile for participating and non-participating items. Where bike- grades will usually not be required. way work is part of a regular State Aid project, bikeway items shall have a separate quantity column. 2. For "Bicycle Lane" plans, plan view layouts and pro- file grades will not be required where previously approved b. Numbers and wording of items shall be identical plans for these areas are on file in the State Aid Office. with those listed in the current Standard Specifications Where Plan and Profiles are not on file, a complete plan (and pay item description tape maintained by Mn/DOT and profile shall be included in the plans. central office, call Office of State Aid if any questions arise). "Bicycle Bicycle Trail plans shall include the following: c. Work shall be paid for under the appropriate a. All pertinent topography. item designation, such as Common Excavation, Bituminous Material for Mixture, Wearing Course Mixture,etc.The use b. All existing utilities, either aerial or underground. of Lump Sum payment in lieu of' the regular items will Projects involving Federal Aid funds shall include a "Public normally not be permitted. Utilities"chart if applicable. d. Equipment rental items explained by adequate c. All pertinent information concerning railroads notes. It is not permissible to provide equipment rental adjacent to or crossing the project, including distances • items for emergencies. from highway, stationing and angles of intersection,grades, track elevation,etc. e. All items listed in the Statement of Estimated Quantities must be referred to elsewhere in the plans by d. All perinent information on bridges. (Bridge notes, tabulation, sketch of detail, etc. number, type, length and width curb to curb). f. On projects involving federal funds (except R.S. e. Indicate present and proposed right of way with projects), no proprietory item references shall be made conventional symbols and widths in feet. Show slope ease- unless justified by a public interest finding or unless at ments with conventional symbols and widths in feet. least 3 proprietory names are listed for each proprietory Permanent right of way shall be provided for all permanent item. structures. g. List of Standard Plates applicable to project, f. All horizontal alignment shall be dimensioned to including plates for standard barricades and current sped- adjacent street or highways. All curves shall have horizon- tal curve data including superelevation. 3. Typical Sections of Bicycle Lane and Bicycle Trail g. Profile grades (contracted scale)showing proposed projects shall show the following: grades vertical curves and existing ground line. a. Width, thickness and type of surfacing and base h. Elevation tie to Sea Level Datum (U.S.C. & G.S.) materials. i. Drainage Structures b. Exact point representing profile grade. i. invert elevations (both inlet and outlet) for cross culverts, cattle passes, sewers and subsurface drains. c. Recovery area as specified in the design standards. d. Topsoil material. ii. Direction of Flow. • iii.End bevel of structural plate culverts. e. Rounded ditch bottoms and tops of backslopes on grading sections(except in rock cuts). iv. Class of RC Pipe and gage of metal pipe if other than standard. Feb. 8, 1983 BIKEWAYS -45- v. Class of Bedding for R.C. Pipe if other than is not a participating item. Larger bicycle path pi jects standard, should be constructed by the contract letting prc,cess. Force account agreements require the approval and sig- vi. Any structure carrying a 500 cubic feet per nature of the city or county engineer, the district state second or more design flood shall Have the pertinent hy- aid engineer and the Director,Office of State Aid(the same draulic data for the design flood shown in the plans. as plans). Submit three signed copies. Force account agree- ments must be approved prior to construction to be eligible vii. Due to maintenance considerations the mini- for funding. mum culvert size shall be 18 inch diameter. G.SUMMARY viii. Indicate the direction of flow of all drainage with arrows. (This includes areas where there is natural Plans for bicycle routes and bicycle lanes can be quite drainage and areas where drainage structures are not brief. The geographic location of the project shall be required). portrayed on the title sheet. Show a plat or plan view clearly showing project route. Types and location of signs j. Stationing of corporate limits of municipalities, shall be shown. Types of signs shall be referenced to the applicable Standard Sign Manual Sign Number. Striping k. Stationing of equations,exceptions and temporary location, types, quantities and details, if applicable, shall connections, be shown. A tabulation of estimate quantities shall be included in the plans. 1. All section corners,land ties, etc. Plans for bicycle paths shall show the proposed align- m.Grading quantities in agreement with those on ment, grades, typical section and all other pertinent fea- cross sections and statement of estimated quantities. tures. These items shall be in accordance with the bikeway engineering standards. n. Sources of selected material and locations of designated borrow pits and balances showing where selected material or borrow materials is to be placed. o. All removal and construction items shall be shown as notes or in tabulation form. (Culverts, storm sewer, clearing and grubbing, sodding etc.). p. All construction items not covered by Mn/DOT Standard Plates shall be detailed on appropriate plan sheets. q. A scale which will not require crowding of topo- graphy and notes. r. A "North" arrow on each plan and profile sheet. E. CROSS-SECTION sheets are required for `Bicycle Trail"projects as follows: 1. Cross culverts, cattle passes and subsurface drains. This gives a better picture of the planned drainage and pro- vides an opportunity to check the structures for strength classifications. 2. Side slope ratios and recovery area width. ` F. FORCE ACCOUNT AGREEMENT PROJECT Smaller projects can be processed as Force Account Agreement projects (see forms in State Aid Manual). This eliminates the contract letting procedures. The paragraph referring to Preliminary Engineering shall be deleted as this •