. Bikeway Planning and Design David A. Bainbridge · BIKEVIAY PLANNING AND DESIGN: ENVIRONMENTAL TRANSPORTATION FOR NOW, AND FOREVER: How to plan and design ｢ｩｫ･ｾ＾ｊ｡ｹｳ＠ for people, the environment, and our children's children- A guide for parents, engineers, architects, and the 80 million cyclists in America "If ｜ｾ･ ｳｴ･ｲｮ＠ man is to live within the biological fabric and leave it suitable to other livinq, he must r_egain a regard for conservation and economy that modern technology has tau ght him to disregard." Christopher Williams Craftsmen of Necess ity (1974) by David A. Bainb ridge ©1976 TADLE OF CONTENT Page 1 INTRODUCTION 3 CHAPTER I THE BICYCLE AS A MODE OF TRANSPORTATION CHAPTER II THE CYCLIST AND HIS CYCLE 10 CHAPTER III PLANN ING FOR BIKEWAYS 23 CHAPTER IV DESIGN FOR BIKEWAYS 41 CHAPTER V WHERE NOV!? A !·'10DEST PROPOSAL 60 17 APPENDIX ACKNOWLEDGEMENTS ｾ ﾷ Ｑｹ＠ thanks to those VJho made this book happen: Brower, and ｅｾＱ｡ｲ､＠ Victor Papnek, David Abbey, and to those who helped, in particular, Claude Dorais who wrote the section on Tort Liability, Robert ｂ｡ｩｮ｢ｲ､ｾ･Ｌ＠ who wrote Bicycles and Buildings, and Brock Wagstaff who wrote about Hostels. Also to Michael Moore, Bruce Stenman, and the others who cared. INTRODUCTION Our research has led us to the conclusion, that at least in the cities ••• no bicycle paths, no bicycles. This should not be a cause for pessimism as much · as an urgent call for action to create and maintain a viable bicycle support system. Robert Sonmer Dale Lott "The Davis Experience" The bicyc le is the most environmentally sound form of transportation yet invented, barring \'talking. It is quiet, inexpensive, durable, energy efficient, non-polluting, aesthetic, enjoyable, and available to almost everyone from age 6 to 99. Yet bicycles have been largely ignored in many of the overdeveloped countries in the world. In the United States a peak of use in the early nineteen hundreds saw an elevated bikeway miles long in Los Angeles, widespread development of improved road surface for better bicycling, and the formation of many active cycling groups. Then the auto, inefficient, polluting, and resource wasteful, supplanted the bic_ycle and effectively removed it from consideration in transportation planning. Now energy shortages, environmental concern, and increasing concern for physical fitness are restoring the bicycle to its rightful place in the transportation network. In 1974 for the first time in nearly fifty years mo re bicycles were sold than automobiles. However, in most communities the bicycle remains a "toy .. for children and a fonn of recreation .for adults. ､･ｰ｡ｲｾｮｴｳ＠ Far too many areas relegate bicycle planning to the Parks and Recreation rather than to Pub lic Works and Transportation departments where it rightfully belongs. 2 This book is dedicated to a better future for man on his "Spaceship Earth". The bicycle must fill an increasing proportion of our transporta- tion needs for: comnunting, shopping, and general people moving. By realizing the inherent possibilities and limitations of th.e bicycle plan, design, we can develop bicycle facilities that will be used, enjoyed, and effective in reducing our demands on the environment. It is also hoped that this book will fill an existing void in the transportation literature and encourage wider discussion of the bicycle in schools and local, state, and federal transportation planning. Many of the failures of recent bicycle planning and implementation could have been predi cted with certainty from design fl a\'IS and 1ack of understanding of the cyclist. This book should help the professional. planner, engineer, or architect as well as the active cyclist or parent who wants or must prepare bicycle plans. As with any first work there will undoubtedly be some mistakes and errors in judgement. I would appreciate any comments and research data that can make any future editions of this book more useful. KEEP ON BIKIN 1 ! "Nothing would be done at all if a man waited till he could do it so well that no one could find fault with it." Cardinal Newman 3 CHAPTER I THE BICYCLE AS A ｾｬｏｄｅ＠ OF TRANSPORTATION A thing is right only when it tends ta preserve the integrity, stability, and beauty of the corrmunity: and the corrmunity includes the soil' water, fauna, and flora, as well as the people. Aldo Leopold Long relegated to last place in the transportation network through ignorance, stupidity, and occasionally malice, the bicycle is without doubt the best form of transportation available to man. supported by overwhelming evidence . A bold claim? Yes, but To begin, let us consider only those factors directly related to transportation (without resorting to ･ｮｶｩｲｯｾ＠ mental benefits). First, a bicycle is time efficient. Research from Oregon and Sweden and less rigorous experiments in other areas support the thesis that the bicycle is the most time efficient form of transit for trips under five miles, and cities under 100,000 people. This is i mporta nt as 43% of all urban work trips are under five miles, and urges much greater concern for the bicycle in basic transportation planning. Second, bicycles are very economical, both to plan and build for and to operate. The cost of operating an auto averages about seventeen cents/mile now, this contrasts with two cents/mile for the bicycle. A comparison of costs for riding surface is more difficult to develop but is probab l y on the order of five to one. Parking is a littl e easier to compare, and favors the bicycle at one-fifteenth the cost of auto parking. Third, the bicycle is potential l y avai lable to more people (some 80 million in us e now) than the auto and offers greater mobility for that reason. A surprisingly high percentage of people in the US, particularly 4 in the cities, cannot afford, obtain, or for some other reason operate an automobile. Yet these people can by in large afford and operate a bicycle. From age 6 to 96 the bicycle is a needed form of transportation for millions of children, young adults, and elderly who must parents and friends for transportation, at and money. ｾｮ＠ ｮｾｷ＠ rely on incalculable cost of time It is even more important for the poor who need transportation yet cannot afford an auto and must rely on inadequate mass transit. FREE TH( PEOPLE! Fourth, the bicycle is no more dependent on weather than the automovile, contrary to popular opinion. With appropriate clothes, bikeways, and support facilities neither hail, nor snow, nor rain, nor sleet, nor summer heat need stay the rider from his appointed rounds. In Stockholm the bicycl e/auto modal split remains constant throughout what must charitably be described as a healthy winter. than autos in new snow. Riden by experienced riders there are few weather conditions that prevent cycling. with some Bi cycles in fact seem to perform better It is even possible to ride on glare ice In closing, the bicycle in combination with proper ｳｵ｣･ｾ＠ support facilities and clothing is ALL vJEATHER TRANSPORTATION! And finally, the bicycle interfaces well with mass transit and encourages greater use of mass transit facilities. Busses, trains, ferries, and airplanes can be retrofitted or designed to accommodate the bicycle and bicyclist. Either parking lots at either end, or more effectively, carry- along provisions can greatly expand transit service areas at very low cost. Th i s offers hope for providing mass transit to areas often considered hopelessly sprawled. Rather than transit lines every few blocks we can run them every five to eight miles and use the bicycle as a feeder system. A strong 5 enough case, to me yes ••• but to the skeptics--consider ｴｨｾ＠ environmental factors of bicycle use if you still doubt. We can best begin· by considering one of the most important environmental factors at this time, ENERGY. The bicycle is enerQY efficient, the most efficient of any known form of transportation (see. Fig. 1) . Possible savings from just moderate commuter switchover are as high as 100 billion gallons over the next ten years. Not bad, but consider the energy saved in manufacturing 120 gallons eq v/s 1200 gal equiv, (as much as ten billion gal/year) and also, the energy savings in recycling, relative durability, auto lifetime eleven years versus twenty-five for the bicycle, for clinchers. Second, consider the cost and impact of air pollution from the auto. In much of the nation, including California , the auto is responsible for ninety percent plus of air pollution. The cyclist by contrast produces very little pollution, and all . of it is natural. Th e bicycle also requires ltss mining, less processing, less manufacturing. and less transportation to bring to market. These savings are significant, important and generally overlooked in comparing transportation mode. Third, cycling develops the body rather than destroying it. Good health requires exercise, daily, and the bicycle is an excellent way to get it. Obesity, heart disease, and many other current health problems could be alleviated through vlidespread use of the bicycle. However, where extensive pollution exists or where bikeways parallel roadways, the danger of increasing exposure to air pollution must be acknowledged, and efforts increased to eliminate or reduce that pollution to protect the cyclists. Of even greater importance might be the change in stress on the participant, if the bicycle assumed its rightful role as TRANSPORTATION. 5a FIGU RE 1 from Eric Hirst, Tr affic_Qua rt er ly 24,000 E ;,;' URBA N fl 1J TOM08 1LE, CO MMU TIN G 20,000 ｾ＠ c " ｾ＠ 0 a '" m 16,000 z 0 ;:: 12,000 a_ ::; ::J V'l z 0 8000 u >a: w z w "' 4000 .J "' >-0 >-0 3 2 0 4 l 5 TRIP LE NGTH (md e') Total energy consumption per passe ngcr-rn ilc (o r bicycl cs a nd a uto mobiles ------ TOTAL ENERGY US E BY :\UT0:\101\ILES IN URI3/\N TRAVEL AS A FUNCT ION OF TRIP L El\'GT II, 1!)7 1 Trip L e ng th (mil es) 2 3 4 5 6-10 11 - 15 15-20 21 -30 Urb ;j TI ｡ｶ｣ｲｾｧｳ＠ Averages for trip kngths o ( 5 mil es, o r less Source: ｬ ｾ｣ｰｯ ｲ＠ Tolnl F.nergy Usc (111ujPM)• (Dt uf VM) • 27,300 ' '1··100 11,500 23,000 II ,100 21,500 10,700 20,100 tg,8oo 9,goo 18,Goo 9,8oo 17,800 ｾＩＮＴＰ＠ 9,ooo q,IOO t G,5oo 7,goo g,9oo 19,ooo 21,700 Er ic ll ir s t. ｏｒｎｉＮ ﾷｎｾ ｆ ﾷ ｅｉＧ 11 ,200 J)i rcc t ﾷ ｇ Ｎ ｴ＠ nnd ln di r cr. t O cc uf>n n cy (PMJVM) • 1.9 2.0 1.9 1.9 2.0 1.9 1.9 t.g 2. 1 1.9 ＱＮ ｾＩ＠ Perce 11t of Urbnn /I utomob ile Travel b Trips PM JIM 26 .1 3-3 3-3 q.G 5· 7 5·5 10.8 6.o 5·9 6.9 5·3 5·3 8.5 9·0 9·0 18.2 28.o 27.6 22.2 S.g 22.5 16.5 t6.3 1·7 o.8 1-7 1·'1 100.0 100.0 100.0 28.G F.n rrg y R n tllill' l ll f' lll < f o r 29 .2 (j7· '1 ,.l ll t n m o li i /r .<, Ｈ ｏｾｫ＠ It idgc. T e nn .: ｏ ｾ ｫ＠ lti dgc :\' :tti n n:r l Ld>· oratory . Fc hru :t r y '07·1): ｯ ｣ ｣ｵｰ ｾ ｮ ｣ ｹ＠ ｾｬｲ＠ rl is rrihuli o n or :IJJlOillrJ lJ ilc· lr:l\·c l [JOrn U .S. Admini s t rati o n. ";\utclln o l>ik O cc up :111 cy ." R c p<J rt 1 , ,\la ti n n u•irle Feclcr:t l ｈ ｩ ｧ ｨｷｾｹ＠ Pe rson a l Tr n n<J!O rtoti n n Stud y (•\ pri l 11 17 2) ; R or E . ［｜ ｛ ｣ ｾｳ｣ｲＬ＠ pe 1so n a l C0111111ll11 icati o n. U.S. federa l Hi ghway Adminis trat io n. J u ly ｾＶ Ｎ＠ ' 9 73· Vf\-1 = ve hi cle·miles. P I = passe nge r-m il es. bIn 1971, ｵｲｬｊｾｮ＠ auto tra vel total ed .1)25 bi lli on Vl\ 1 (55.0 percent o f national auto tranl), I,oog bil lion P i\ [ (19·0 percen t o ( national a uto t ravel) . a nd 99 b illi o n trips (92 "1 p ercent o [ th e nati o n a l to tal) . a 7 The auto driver on a freeway has been tested and found to demonstrate more complex and stressful brainwave patterns than jet pilots flying practice air defense intercept missions. This stress can be understood by looking at the faces of drivers in corrrnuter traffic--grim, the air, and the sights and sounds of nature. ｩｳｯｬ｡ｴ･ｾ＠ from other men, Contrast this with the faces of even the most intense bicycle traffic, exposed man to man, in the environment and surprisingly often smiling, stopping to look, and chat with friends. Consider further implications of this change in terms of safety, a rather surprising idea after recent headlines decrying the "Bicycle Safety Hazards". We can put things in more proper perspective by looking at the numbers of people killed in autos yearly (about 50,000); injured (about four million), and the total of auto deaths in the U. S. now approaching two million. Yet what do we hear the bureaucrats say about that? better highways, mor e and better cars, etc. , etc. More and A more logical response now, and years ago, might have been--forget the auto, it is far too dangerous. We should instead consider the possibility of S'l'litching from autos to bicycles and mass transit--relegating the auto to its rightful place on the racetrack, as a hobby for sportsmen. Fourth, compare your reaction to a full bikeway and a full freeway of equal capacity running near your home. Any doubt? No, and for good reason. Which would you prefer aesthetically? The bikeway and the bicycles are much better to look at, smell, hear, and are human in scale and speed. Fifth, the bicycle is space efficient and that means important savings for the city. In some cities, asphalt in auto support roles covers more than sixty percent of land surface, and this not only removes potential agricultura l land from production but reinforces the very factor that necessitates ever increasing expansion of the auto--sprawl. In the United 8 States, about 24,000 square miles are covered by roads and their right-ofways, this is about the size of the ENTIRE state of West Virginia. Other effects include the urban heat island, increased fog and rain, salt and lead build-up, water pollution, and many more impacts as yet unguessed and unstud ied. It makes you ｴｨｩｮｫｾ＠ Sixth, bi cycle facilities also facilitate the circulation of handicapped people. Neglected, discriminated and virtually isolated by highｾｧ｡ｩｮｳｴＬ＠ ways, square curbs, and narrow doors with stairs, the handicapped v1ould be offered, at long last, a much greater access to the vJorld and its myriad joys. And finally, bicycles offer recreational opportunities to their users. A recent survey of recreational activity in Virginia revealed that Bicycling was Number One. Most of the benefits of cycling as a fonn of environmental recreation have already been delineated, but I \'JOuld emphasize the value of an activity the entire family can participate in. As energy crises and resource shortages wean us from our high powered and environmentally destructive toys, cars, boats, and campers, we may rediscover ｳｮｯｷｭｾｩｬ･Ｌ＠ ourselves and the joy of being on bicycles. This factor may in the long run be the most significant and encourage the ever increasing understanding of our place on dear, battered, SP ACE ｒ ｅｏ ｕｉｈ 11 Spaceship Earth 11 • ｅ ｍ ｾ ｎ ｔ＠ ｾＭＬａｕｔｏ＠ BIKE I PED I 9 One of the most valuable aspects of bicycling is the simplicity of the machine itself. Anyone can learn to dismantle, grease, and rebuild a bicycle -- the same cannot be said for an auto. This can be done with simple tools and makes the rider/machine more independent . This fact offe r s the individual a chance to regain control of a part of his daily life and the value of this cannot be underestimated . 10 CHAPTER · II THE CYCLIST AND HIS CYCLE The Cyclist There isn•t an average cyclist or an average citizen, .yet certain general classifications can help us in our planning and ､･ｳｩｾｮ＠ work . We must always consider the full range of variability if our work is to be effective and safe. Differences include cycle type and condition, cyclist experience, cyclist condition, and cyclist size. To begin with the bicycl e, perhaps cycle might be better, there are numerous types in use that can and should be recognized. vJhy? Because they have significantly different characteristics and requirements. ｾｊ･＠ begin and end our cycling on three wheels, and rely most heavily on the cycle for transportation when we are least capable as cyclists. Unfor- tunately, the tricycle is not very well designed and is in large pa rt responsible for the high accident rate of the very young and the elderly. Tricycles are slow (few if any are five or ten speed equi pped), clumsy, and very unstable on · even slight side slQpes. The next cycle the growing cyclist usually uses is the sting-ray bicycle. Small wheels, short frame, and fat tires make this a highly maneuverable, durable, and fun bicycle. Inappropriate for touring or long distant riding it i s, but it is great fun for dirt riding and general fooling around . The sting-ray has provided the impetus for the recent upsurge in moto -cross type bicycle racing. Traditional l y, the three speed standard frame bicycle would be the next step in the evolution of the cyclist. The moderate gear range, heavy frame, and upright riding position are excellent for short distance commuting, 11 shopping and transportation. Predominant in. Europe, but less popular here in the United States. The ten speed lightweight bicycle has been responsible for much of the recent bicycle boom. A wide gear range capability, light weight, and effi- cient cycling position make this bicycle the choice of most serious cyclists · riding long distances. In addition, there are a number of less corrmon bicycles that appear from time to time. These include: fifteen speed lightweight, five speed light- we i ght, one speed lightweight, the track bike with direct gearing and no brakes, the one or three speed balloon tire bomber, the bicycle-built-fortwo in various models, the unicycle, and the penny farthing with a huge front wheel, direct drive, and exciting handling characteristics. The performance characteristics and the design requirements of these cycle types vary depending on weather, condition of· cycle, and the skill of the rider. However, several characteristics are important enough to warrant special mention. These include the poor performance of many handbrakes when wet, durabi l ity of sting-ray wheels versus lightweight wheels, and the extreme instabi l ity of the three wheeler. A spectrum of cycles to aid your thinking would include: TYPE: sting-ray 24 11 26 11 27 l/4" lightweight tricycle - - - - - - - - - - - - - - - - - - - - - t h r e e wheeler l speed 3 speed 5 speed 10 speed 15 speed CONDITION: excellent (all tip t o p ) - - - - - - atrocious (almost inoperable) TIRES: sew ups, lightweight high pressure, nonnal lightweight, midweight , balloon tire, knobbys, slicks, regular. WHEELS: 14-26 tricycle, 16-26 11 bicycle normal, 24-27 l/4" lightweight 12 An even greater range of cyclist exists, from the wobb ly and inattentive youn gster to the wobbly, deaf, nearly blind, oldster. Desi gn and planning should consider the full range of cyclists t o avoi d dangerous or discriminatory design practices. Fo r aid in design and the followｰｬｾｮｩｧ＠ ing attributes may prove useful; however , I woul d encourage everyone to develop their own charts of variability to clarify needs and requirements of the cycling population. ｹｯｵｮｧ very AGE ｾＭ ＭＱ Ｍ Ｍ Ｍ ancient EXPE RIENCE ｮｩｬ Ｍｾｶ ｡ｳｴ＠ HEIGHT short (under 4')-+-------------:..----- + -tall (6 '6 +) WEIGHT ｬｩｧｨｴｾＭ 11 Ｍ ､･｡ｦ HEARI NG SIGHT ｰｯｲｾＭ･ｸ REACTIONS ｳｬｯ ｾＭ Ｍ Ｍ Ｍ ｾｨ･ ｡ｶｹ＠ Ｍｾ ･ｸ｣ｬｮｴ＠ ｣･ ｷＭＱ Ｍ Ｍ Ｍ Ｍ Ｍ poor (old , injured, CO NDITION Ｍ Ｍ Ｍｾ ｬ･ｮｴ＠ ＾Ｍｦ｡ｳｴ＠ ｰｲ･ｯ｣ｵｩ､ＩｾＭ Ｎ＠ -excellent These different cycli sts will use their different bicycles fo r ma ny di f fe rent ｰｾｲｯｳ･＠ at different ti mes. If we hope to accommodate these uses we must be aware of their special requirements. For ease of discussion four maj or categories are delineated, the commuter, utility rider, recreational ri der, and the touring cyclist. The Commuter. Age 6-76, different cycle types, desires continuity and efficient travel pattern, ｾｩ｣ｦＺＬ＠ peri od ici ty, well defined use patterns, rain or shine, dusk and da\-J n in winter, may approach bikeway capac ity at peak period, experienced, commi t ted, usually ten speed. Utility Rider . Uses the cycle for transportatio-n needs, either by choice or necessity, variable pattern of use, wants access to shopping and services, predominantly ten speed and three speed. 13 Recreational Rider. All types, family use corrimon, flexible demand, will drive to start of bikeways, after work, weekends, concerned with aesthetics and related parks and entertainment . Th e Touring Cyclist. The rarest form, experienced and inexperienced, loaded with gear, average 30-80+ miles per day, concerned with camping facilities and hostels. All of these cyclists will exhibit certain behavior patterns fairly consistently. The most serious idiosyncrasy is the cyclist• s unwillingness to stop at stop signs . Design must consider this as legislation cannot overcome the cyclist•s concern for maintain i ng momentum. The flexibility of cyclist must also be con sidered. Hhere a choice ex i sts between considering himself a vehicle or pedestrian the cyclist may choose wh ichever is easiest. This can l ead to frustration of auto drivers, pedestrians and other cyclists. ｾｬ ｵ｣ｨ＠ of this ambiva lence can be eliminated with clear and effective design. A note on speed : bike\'1ays have been designed for bicycle speeds as ｾｬ｡ｮｹ＠ low as lOmph or less. This causes unnecessary hazard and may result in low us e of the bicycle facilities. Experience in Fresno and Davis suggests 20 mph should be the design speed for level ground. Average actual speed is about 15mph and signals set for 26-30mph would facilitate cycling. Down- hills may see speeds in excess of 50mph and require special consideration. Safety Unfortunately, little information has been developed to increase bicycle safety. ｬｾ･＠ need much better data and information about accidents than we have, but we can still make good decisions based on the limited infonnation available to date. We must not continue to ignore careful 14 monitoring and research if we hope to design the best poss i ble bi.cycle facilities • Historically, studies have categorized accidents by age, sex, and time of day ｷｨｩ ｬｾ＠ ignoring why and how they happen and what ｴｨｾ＠ accident rates are. This is dan gerous and can be very misleading, e.g. the hi.gh-r ise sti ng-ray was singled out as very dangerous because of its involvement in many accidents, yet careful study showed that the accident rate was not significantly different. Sting-rays were simply ridden much more. Many mo r e such falsehoods may be discovered if careful research is undertaken. Further difficulties arise in comparing different communities with different riding populations and facilities. and Santa Barbara reveals the problem. A comparison between Davis Davis data shows twenty-five percent of accidents occur at night, while Santa Barbara data shows much better results with only ten percent of accidents at night. indicate better design? Does this It might seem that way until ridership at night is considered--Davis has consistently higher use at night and, in fact, probably ha_s much lower per exposure accident rates. For now we must content ourselves with \'that little infonnation is available and be will ing to change as new information becomes available. The following conclusions are supported by existing data: ｩｮ｣ｲ･ｾｳｧＬ＠ 1. Accident rates are apparently not as fast as usage. 2. Most accidents are not serious, many are not reported. 3. Auto-bicycle accidents make up a smal l percentage of bicycle accidents, a high percentage of fatalities. 4. The young and old are involved in many· more accidents per exposure than anyone else. 14 a Riding double is a common cause of accidents Riding at night can be safe, if l ights and reflectors are used 15 5. Riding without lights at night is responsible for many serious accidents. 6. Ｗｾ＠ ｾｊｲｯｮｧＭｷ｡ｹ＠ riding results in many serious accidents. Intersections are very dangerous, most commonly the cyclist is hit by a turning auto. 8. Bicyclists and autos involved in bike accidents often violated existing laws. 9. 10. Rain increases the likelihood of bicycle accidents. Bicycle helmets wou ld significantly reduce fatalities. What we need are better accident reports and more information on bicycle usage. Then we can develop meaningful figures for accident rate per exposure, cause of accident, design flaws in bicycles and bicycle facilities, flaws in the education and regulation of cyclists, and the many other factors that affect bicycle safety. The following questions should be covered in reporting bicycle accidents. Bicycle type, condition, lighting system, cause of injury, reflectDr type, clothing color, cyclist use estimate and cause of accident, type of riding involved, surface condition, street geometry ｩｾ＠ relation to bicycle use, curb type, traffic conditions, weather conditions. Ideally a separate form should be developed for bicycle accidents, but for the immediate future we should content ourselves with more complete information on the standardized traffic form and devote our efforts to development of information collection and analysis capabilities at the local , state, and federal levels. Despite our relative ignorance we can make the following recommendations that will increase cyclist safety: 16 As a Cyclist: 1. Wear bright, light clothes 2. Fully reflectorize your bicycle 3. Use both headlight and tailight if riding at 4. Ride with the traffic 5. Obey traffic signals and laws 6. Make left turns as an auto, or pedestrian (not in between) 7. Ride to the right 8. Ride defensively, assume you haven't been seen 9. Never overload your bike ｮｩｧｾｴ＠ 10. Watch right turn and left turning autos in intersections 11. Watch road surface for hazards 12. Ride a bicycle that fits and is fully operable 13. Wear a helmet As a ｲ ｾ ｯ＠ 1. tori s t : Watch for cyclists in intersections, particularly when you are turning 2. Be prepared for erratic behavior in young cyclists 3. Pass bicycles as if they were cars, do not honk close behind cyclists 4. Watch for unlit cyclists at night 5. Open your door carefully 6. Be prepared for cycli·sts not to stop at stop signs 7. Yield to cyclists when turning through a bikeway Bicycle accidents can be reduced si gn ificantly if we make careful design decisions and encourage more widespread use of the bicycle for transpo r tation. Let us begin! 17 Education The importance of an educational program for bicyclLsts and motorists cannot be over-emphasized. Bicycle safety, cyclist comfort and enjoyment, and motorist anxiety are all determined by the leve l of a\'lareness of both bicyclist and motorist. The educational program must reach most of the citizens of an area to be effective--each is almost certainly a potential cyclist or motorist. Th is requires a broad coverage; i.e., newspaper supplements, material included .with telephone or utility bills, TV and radio spots, and the more specialized programs developed for identifi able groups: school programs (e l ementary through college), registration material (catches cyclists every two years--misses ten to fifty percent unregistered), participants in dr i ver's education program (for beginning motorists), driver's license test and renewal applicants (special questions and pamphlet), senior citizens (facing particular problems riding three wheelers), P.T.A., League of Women Voters, Welcome Wagon booklet, and any other group that can be reached. This requires a considerable amount of time and may \'tarrant a. bicycle officer \'lith responsibility for education and registration. The Davis program for younger school children has been fairly effective and could be duplicated elsewhere. There, high school and older bicyclists were involved in almost seventy percent of accidents over a recent two-year period. The program is called the THREE "Rs" and reaches kindergarten to sixth grades with mate rial keyed to age group including: bicycle/pedestrian safety in general , safest routes for each to each particular school, and bicycle laws and safety. The Police Deparbnent also conducts bicycle "rodeos" at each elementary school bdce a year. These involve skill and 18 11 safety tests on a mock course, an educational movie, and a Safe Bicyclist certificate and reflective tape. 11 The officers also check the operating condition of the bicycle. Educational material should include clear maps of existing bike routes, bike hazards, bike laws, safety information, genera 1 i nfonnation concern·; ng proper bicycle care and use, and a list of books for further reading. The following points should be emphasized: 1. Most bicycle accidents occur in intersections--motorists must look to rear and side before making a right turn, ahead ·to the left when making a left turn. Cyclists must be certain that the inter- section is clear before continuing. 2. Night riding requires reflectors (pedals, front, side,. rear), a bri ght front and rear light, and extra caution. 3. Bi kes that are· too big or sma 11 are very hazardous. 4. Wrongway riding is extremely hazardous and causes a high percent of serious accidents. 5. Always ride on the right. Rain or snow requires extra caution from both cyclists and motorists. 6. Riding double or carrying too much is very hazardous. 7. Left turns should be made like a motori st unless traffic is fast or heavy. Then the cyclist should utilize crosswalks, as a pedestrian. Eventually we will reach the po int where most of the education will occur as it should, with youngsters watching and imitating the experienced and conscientious adults around them as th ey ride to work and shop. is no better way. There 19 Educational Opportunity A bikeway system offers many unique opportunities for educational activities. Exhibits and guidebooks can be much more successful than those related to any other mode of transportation--except perhaps walking. Parti- cipants are able to cover a wide transect of an area, they are happy to stop and walk (to unkink muscles), relaxed (mentally), able to hear the environment clearly an.d more environmentally sensitive because of the very nature of bicycling. In addition, the exhibits and guidbooks can be inexpensive and flexible because of ｾ･＠ transit mode. Parking facilities can be moved and developed at low cost, guidebooks can be tied in with markers painted on the pavement (which won•t be covered with grease, oil and tire rubber), exhibits can be scattered more widely to minimize environmental disruption and maintenance, and finally, they can be used by more people--because the users of the bikeway need not own or operate automobiles or depend on currently undependable mass transit. requiring ｢ｾｳ･Ｌ＠ School children can utilize the educational material without drivers and elaborate preparation. This is how it should be . Ideally, the materials can be largely developed by the students attending area colleges, universities, and schools, and the many older students whose classroom is the open sky--farmers, conservationists and professionals. Recommended Materials A bikeway system provides an excellent opportunity for development of gu i debooks and exhibits concerning the geology, ecology, history, anthropol ogy, ･｣ｯｮｾＬ＠ agriculture, climate and meteorology of the area as well as information about the bikeway itself. 19a / ' ; I I • I I •• \ 20 Brochures should be developed and offered for sale at the bikeway access points. Several levels of expertise should be available from elementary to professional. These brochures might also be trans lated and offered in both Spanish, Japanese, Swedish, etc., perhaps through ｡ｲｮｧ･ｾｴ＠ embassies or foreign universities. with local Even the inside of the restrooms can offer an excellent spot for simple displays of local plants or other materials. 0ne of the best-paying professions is getting ahold of pieces of country in your mind, learning their smell and moods, sorting out the pieces of a view, deciding what grows there and why ••. where this creek winds, and where it meets the other one below ••• This is the best kind of ownership, and the most permanent. 11 1 know the Sierra 11 or 11 1 knm-1 Point Reyes .. , but of course you don • t--what you know better is yourse lf, and Point Reyes and the Sierra helped ... On the Loose Terry and Renny Russell Sierra Club, San Francisco It feels good to say 11 1967 Enforcement--The Law Enforcement should relate closely to bicycle safety education. best strategy is to have a bicycle officer mounted on a bicycle. The His visibility and close contact with the cycling population make his work easier and more effective. He can also help identify problem areas and solutions through his intimate knowledge of the bikeway system. Regular officers should also be kept current on bicycl e laws and safety for enforcement of flagrant violations. Bicycle traffic tickets should be issued for violations, including equipment violations. The officer should have discretionary choice of warn- ing or court appearance. A special bicycle court should be established, 21 meeting once a month on Saturday. for motorists. appear. Tickets wou ld be binding just like those For cyclists under sixteen the parent would be required to Equipment violation would have to appear and have improvements checked and signed off. The court should include a number of youngsters to make an appearance more meaningful for the youthful violator. City of Bicycles, California Bicycle Violation No : vlarning 2734B Court Appearance Name ------------------------------ Time ------------Date ------------Address ---------Color -------------------------------------ｴ ｾ ｡ｫ･＠ Age Telephone ---- -------------Lie. # ----------- Di d operate a bicycle on in vi ol a ti on of: ------------------------------- +> Q) ｾ＠ VC-23-l Ho license CC-13 No reflectors VC-23-2 Disobeyed signal CC-14 Brakes unwo rkable VC-23-2 Wrong 1r1ay CC-15 Improper turn VC-24-1 Unsafe speed CC-16 Unsafe operation, VC-24-1 No light CC-12 Riding double, u .,.... 1Q) ...E 1'0 (/) Passenger Driver TO THE PARENTS: Court appearance mandatory for parents of chi 1dren under 16. No bail. Bail may be posted for others; ca 11 Ci ty Cerk. BAIL CC- 13 $10 CC-14 $10 Etc. COURT APPEARANCE: Address City ----------------- Da te --------- Time Adapted from the Des Planes, Il l inois program. 22 23 CHAPTER III PLANNING FOR BIKEWAYS Philosophy Planning is a process of problem solving. A plan represents both a solution to a problem and the instrument of policy designed to solve the prob l em so defined. 11 Bicycle planning represents one facet of the problem How do we move people? 11 and must be considered as an integral part. of the transportation planning process, including mass transit, the auto, and pedestrians. Problem identification becomes our first task. need and want transportation and our problem is play ... 11 We know that people What role will the bicycle Before we can refine this further we must identify the bounds for our inquiry. We do this by setting down our goals and objectives. These must be comprehensive and honest to be effective. These Goals and Objectives offer a beginning but must reflect discoveries made in the course of the planning process. Thus they must remain flexible, op·en to question, and sensitive to input from outside the planning team or planning group. A tentative set of Goals and Objectives might include the following: 1. Improved Transportation Greater flexibility, easier access, available to more people, greater system continuity, more economical 2. Environmental Improvement Aesthetically pleasing, quiet, non-polluting, space efficient, energy efficient, time efficient, and durable 24 Plann i ng 1. Philosophy 2. Study design 3. Infonnation / ｇ｡ｴｨ･ｮｧ 4 •• Analysis of data 5. Planning Criticism 6. Warrants 7. En vir. Report 8. The Rolling Plan 9. ｬ ｾ ｡ｫｩｮｧ＠ 10 . ｾ . ＮｾＭ Ｍﾷ＠ __...--{ Financing it Happen Monitoring _, ped i Traffic ｉｮｴ･ｲｦ｡｣ ｾ＠ / ' Cost car ' bus \ \ train plane 25 THE PLAN NING PROCESS Goals & l l Study ｯ｢ｪ･｣ｴｩｶｳ ｾ＠ I <-r1 design Info. gathering -· 1 Ana 1ys is ----,:-- - J / i' I Ｇｾ＠ \ I I A1 t. plans -- l 1\1 Presentation ------·---1 I \ 'I oesr n ,_ ·- .J. Presentation Implemen tation J .; Mo nitoring - - - i i 26 3. Human Human in scale, inte ractive, comfortable, healthful, safe, and perhaps most important of all--enjoyable We can then re-examine our basic problem statements, ."How best can we move people?" and "What role do bicycles play?" in detail by listing our limitations and capabilities. Who will be work ing on the plan? (Who will be on the planning team?) How much time do we have? How much money is available? Who will the plan be directed to? (Who are the decision-makers?) What area is the plan concerned with? Who is involved in the area? (Define population) vihat are the institutional constraints? What is involved? (Define boundary) (Define the system) (Define physical and social environment) This allows us to hammer out a specific study design for how we feel the process will/should work. This step is often attempted without a philo- sophy or evaluation of environment and is very weak as a result. This step should also be flexib le and revised as planning and design work are completed and new insights, flaws, and strengths are identified. A typical study design might include a fairly detailed evaluation of the following: 1) Goals and objectives 2) Information gathering 3) Analysis of infonnation 4) Alternate plans and des i gns 5) Presentation 6) Final planning and design 27 7) Implementation 8) Monitoring and Evaluation Now v.Je can begin. Using a flow chart we try to identify all of the ｾＡｨ･ｲﾭ important factors affecting the use of the bicycle for tra!lsportatio n. ever possible we \'/ant to establish quantifiable categories, i.e. street width (meters), user age, etc. However, as many of the characteristics aff ecting human behavior are difficult to quantify we must also describe and attempt to rate more intangibles such as status, enjoyment, etc. Only with very careful and at times tedious review can we develop a full picture of potential and existing cyclists behavior, desires, and needs; environmental factors pertiment to the study; and existing information sources and inf ormation needs. Basic categories would include: The Cyclist age, condition, type, cycle type, etc. The Environment: Physical climate, sound, \'Jater, geology, light, street geometry, traffic signs, land use, flora, fauna, etc. The Environment: Social auto use, pedestrian use, mass transit, aesthetics, imageability, convenience, etc. (An example from a real study is included in the Appendix) This phase is crucial, often neglected completely, and cannot be overemphasized. Where budgetary and time constraints are apparent efforts should be made to develop this information with volunteer help. Where this proves impossible a weighting scale should be discussed and argued out to pick 28 issues that appear most ｾｭｰｯｲｴ｡ｮ＠ for detailed investigation. This weight- ing, and the reasons for it should be explicitly stated in the plan document. The aspects of the inventory most clearly related to bicycling are poorly studied, rarely stated, and often difficult to develop. have included a list of factors that I feel are important. Therefore, I For factors of a more traditional nature, particularly those related to environmental factors concerning the physical and biological environments refer to the bibliographic section on this chapter. Road surface Shading Street and sidewalk geometry Intersection conflicts Lighting Drainage Topography Climate- wind/temperature/precipitation Hazards - real and perceived Continuity of bike lane Signs, signals, signal phasing . Traffic volumes - bike, auto, pedestrian, bus, truck Estimated latent demand Potent ial corridors- utility easements, right-of-ways, water ways Parking lots, drive'ltays, and bicycle parking Building access and entry Traffic generators Accident patterns - auto, bike, pedestrian Drinking water availability Restroom avai 1ability Aesthetics Land use Air quality Bicycle use - commuter, utility, recreation, tourist Night use Mass transit stations, bicycle interface with mode ｰｲｯ｢ｬ･ｭｾＭｩｮｦ｡ｴ＠ After information gathering is we ll under way we proceed to the next analysis. Here again we must make and we igh decisions, probably with less information than we might like. criteria for judging information: What is important? \>Je begin by listing our 29 Why is it important? What does the data suggest might be amenable to change? Where do we need further information? Etc. A crucial aspect of this step involves the environmental constraints and capabilities affected by aquisition, ·planning, and/or development of the bikeway system. These factors must be considered at this time, before real planning begins, so that planning can minimize negative environmental impact and maximize the pos s i bi 1i ties for harmony between man/e nvironment and man/man. The statement of the California Environmental Quality Act is a f ine foundation: 21000. The Legislature finds and declares as follows: (a) The maintenance of a quality environment for the people of this state now and in the future is a matter of statewide concern. (b) It is necessary to provide a high-quality environment that at all times is healthful and pleasing to the senses and intellect of man. (c) There is a need to understand the relationship between the maintenance of high-quality ecological systems and the general we lfare of the people of the state, including their enjoyment of the natural resources of the state. (d) The capacity of the environment is limited, and it is the intent of the Legislature that the government of the state take immediate steps to identify any critical thresholds for the health and safety of the people of the state and take all coordinated actions necessary to prevent such thresholds being reached. (e) Every citizen has a responsibility to contribute to the preservation and enhancement of the environment. (f) The interrelationship of policies and practices in the management of natural resources and waste disposal requires systematic and concerted efforts by public and private interests to enhance environmental qua lity and to control environmental pollution. Now we can begin consideration of the planning criteria we will use to develop alternative plans. Most bicycle plans to date have been done with- 30 out any written planning criteria, though ､･ｳｩｾｮ＠ criteria abound. These are offered as a first generation attempt to make bicycle planning more consistent and more effective . Planning Criteria 1) Fl ex i bi 1i ty 2) Realistic and implementable 3) Serving both short and long term 4) Minimum environmental impact on physical and social systems 5) t1a i nta i nab 1e 6) Minimize traffic conflicts between pedestrian, bike, car, bus, horses 7) Continuity and integrity as a complete system 8) Enjoyable, safe 9) Interlink easily with mass transit 10) Minimum impedances and bottlenecks 11) ｾ｡ｸｩｭｺ･＠ 12) Enhanced microclimate for cyclists 13) Complete with support facilities as well as surfaces 14) Coordinated with neighboring and regional planning efforts interlinking of population and activity areas People, whether travelling by foot, car, elephant, or bicycle, share common destinations. They also share a desire to reach their destination i n a safe and efficient manner. Bicycle routes that fail to provide this service will not be used to meet transportation needs and will therefore fail in their primary function. As existing highways determine and are determined by land use patterns and transportation desire lines we must often work with existing road 31 surfaces. vJhere alternative corridors, utility easements, railroad right- of- ways or greenbelts exist they should be seriously considered; but, access an d economics may dictate sharing of the roamvay surface, despite increased traffi c hazard and air pollution exposure . A plan must also verbalize the warrants, or guidelines, that are used to determine facility type and justify expenditures. These 11 warrants 11 shou 1d not be used without discussion as they are not yet supported by research, simply because no careful research has been done. However, they are based on the little research completed to date and experience gained from numerous planning efforts. It must always be kept in mind that these 11 Warrants 11 cannot be applied un i versally, each case is usually unique. They should be used only as a framework for decision, not as a decision-ma ker. Route Lane Path Au t o speed any 45 25 Vo l ume ADT 2000 2000 10,000 Bike volume 5 25 200 signs signs/stripes signs/stripes 2' shoulders 4' 8 1 (2-way) signs signs/stripes signs/stripes In t ersection contra 1 Width Marking This should prove of some assistance. However, where funds, right-of- way, or desired use is different don't hesitate to try something differen t. For example, availab ili ty of an abandoned railroad ｲｩｧｨｴＭｯｦｾ｡ｹ＠ may allow us e of a ikepath with lower bike volume even if traffic counts are not very high. Conversely, budget may necessitate use of a bikeway route wh ere lanes or a path wou ld be preferred. Think it out! 32 Environmental Impact of Bikeways Bikeway development is generally a minor project, involving relatively little ｡､ｶ･ｾｳ＠ environmental impact. However, I would recommend that full EIR's be prepared on bikeway projects, rather than simply filing Negative Declarations. The EIR process can be an extremely helpful tool in planning and implementation and should be utilized for that. It is also important to prepare an EIR to ensure that impacts which are thought to be mi nor, are --and that maximum beneficial impacts are achieved. We need to do much more work before \•Je can say we understand our environment well enough to predict (accurately) what effect a given action will have. A small core of soil (2 x 3") can contain 500-600 small insects, 100 billion bacteria, and millions of fungal spores. We understand even this smallest scale imperfectly, yet must continue to make decisions affecting much larger areas. The EIR process can help us make the ｢ｾｳｴ＠ decisions possible. The California Supreme Court stated it clearly in Friends of Mammoth (1972): "as the express legislative intent forthrightly declares, the E.Q.A. (Environmental Quality Act) \<Jas designed to be a milestone for maintenance of a quality environment for the people of this state now and in the future. In an era of commercial and industrial expansion in which the environment has been repeatedly violated by those who are oblivious to ecological well-being of society, the significance of this legislative act cannot be understated •.• the E.Q.A. requires 'governmental agencies at all levels to consider qualitative factors as well as economic and technical factors and long term benefits ·and costs, in addition to short term benefits and costs and to consider alternatives to proposed actions affecting the environment." EIR's should be prepared for bikeway development, planning, construetion, and during operation and monitoring. It should be possible to integrate this extra step into operati ons vlithout much difficulty. It will 33 tie in particularl y well with a re gional environmental inventory and monitori ng process. A recommended format follows, including preliminary informatio n regarding the environmental impact of bikeway plan. Draft Environmental Impact Report - Bikeways A. Environmental Setting B. Objectives The bikeway system is being planned to improve circulation and mobility in the region, provide increased r ecreational opportunity, promote physical fitness, and increase safety for b i cy c1i s ts C. • Alternatives There are really no alternatives to this planning. essential part of any Genera l Plan. other transportation elements: It is an It must be integrated with mass transit, pedestrian and autos, as well as with other recreational elements: parks, school grounds, etc. D. Environmental Impact Specific impacts can be developed only in conjunction wi th a specific project. Hm-1ever, general impacts can and should be discussed as part of the planning process. 1. Physical Environment Earth -The overall impact on the physical environment is very beneficial. Bi cycles (as opposed to cars) are very energy efficient to build, operate and recycle. While an auto requires 150 million BTU (equivalent to 1,200 gallons of gas) for forging, construction and delivery, a bicycle only requires 34 less than 1.5 million BTU (120 gallons of gas). _A bicycle also has less impact in terms of resource use--involving only about 30 pounds of steel, rubber and other materials compared to 3,000 pounds for an automobile. This might be visualized better by assuming 1/100 the strip mining, 1/100 the oil, 1/100 the use of non-reusable mineral resources, etc. Adverse impacts include use of resources for construction and conversion of land from other uses. However, both are minor compared to the sacrifices made to the automobile. An estimated 21,000 square miles of the U.S. are covered with asphalt. Compared to this, conversion of a railroad ｲｩｧｨｴＭｯｦｾ＠ way or canal bank from dirt to asphalt is insignificant. Air- The effect of bike\'Jays on the atmosphere is also largely beneficial. Every motorist who wil l be encouraged to ride a bicycle because of better facilities means one less auto on the road. As autos account for up to ninety percent of pollution emitted the overall effect may be sli ght but beneficial. The increased surface area of asphalt will increase ambie nt temperature as do highways. However, recormnended shade trees can offset this difference. During construction a minor inc rease in particulate matter would be expected but this would be offset by reduced use of autos after completion of construction. This in turn will lead to decreased fog and rain. · Minor effects, yes, but beneficial and increasing bicycle use may ma ke them significant. 35 Water- Bikeways wi ll have offsetting effects on the water supply. Increased impervious surface and asphalt oils will have an adverse effect on the water supply but this must be balanced against reduced road contaminants (qil, gas, bio- · logical ｶｾ｡ｳｴ･Ｌ＠ etc.) from reduced auto use. Ecosystem- Bikeways will probably have little impact on ecosystems. Noise will be reduced, resource use will be reduced (protecting acosystems), and air and water pollution will be reduced. Some bikepaths may increase pressure on sensitive ecosystems but it is unlikely to be serious. Nevertheless, development that may affect endangered species or habitats should be fully and carefully evaluated. 2) Social Environment The overall impact of bikeways is also very beneficial but there are some impacts that may not be viewed as advantageous by a 11 affected . Some of the most poorl y understood impacts involve health. We can say that bicycling is healthy exercise and th at bikeways wi ll reduce accidents. But we r eall y can't say how adverse an effect breathing auto exhaust will be. The reduction of stress that results from better faci liti es is also beneficial but again, poorly understood. Overall bicycle planning should have a beneficial effect on health, but it is hard to pred ict specific impact. 36 Education - Bikevrays vJil l have several beneficial impacts on education. First, access to schoo ls will be improved and chil- dren will be safer going to school. Second, they will be more alert and less rambunctious because of the pl easant physical exercise. And finally, environmental aware ness of all cyc l ists will be heightened through proper facilities. They will enable riders to concentrate less on staying alive and more on the beauty of their environment. Recreation- Bikeway planning wi ll be very beneficial for recreation by increasing opportunity and pleasure of riding. Bicycl ing is one of the most popular forms of recreation in the U.S. and can be developed relatively inexpensively. Circulation- The bikeway plan is specifically directed to increasing mobility. The beneficial impacts here include: mobility for young, old and other non-drivers, mobility for those unable or unwilling to own a car, better access to parks and open space, better interlink wi th mass transit, and very time and energy efficient transportation that is environmentally sound. Parking - Parking is perhaps the most sensitive issue involved in bike planning. Although street parking is only a .. privilege .. it has assumed the aura of a 11 right" and some citizens will become very upset at the potential lo ss of this privilege. Most people are willing to give up their on-street parking for better 37 bikeways but it takes only a few vocal opponents to slow or stop deve l opment. Bicycle use also has a very beneficial impact on parking which partially offsets the potential adverse impact mentioned Bicycles are much more space efficient for parking, a before. minimum of ten or twelve can easily be parked in the space occupied by one car. Employment- Bicycle sales amounted to a total of $800 million last year. nance. Much more was spent on bicycle repair and mainte- Bikeway development will encourage even more economic activity. Construction of the bikeways will also have a bene- ficial effect, as well as operation and maintenance. Service Cost- Service cost will increase because of additional maintenance for bikeways. This will be offset to a certain extent by decreasing highway maintenance cost. Overall, the benefits of the bicycle and bicycle facilities far outweight potentially adverse impacts. Particularly important is the encouragement of a transportation sys tern that could be utilized for the foreseeable future. Long after the private automobile has vanished from the streets people will still be riding bicycles. This is perhaps their greatest value--they are acceptable transporation for passengers on 11 Spaceship Earth ... Alternatives An integral part of the EIR process is the full evaluation of alterna- 38 tives, including no project. This should include as complete development of reasonable alternatives as is possible. i ng It Happen ｴｾ｡ｫ＠ Any number of beautiful and well thought out bikeways are just wasted This subject deserves a full book of its paper unless they are implemented. own, but a few suggestions should save considerable grief. Public support is the key to any planning effort. support a plan will probably never be implemented . Without public Full discussion and conmunity involvement will insure that the plan is as good as possible and is implemented. Keep the people invol ved, informed, and excited vdth pub lic meetings, news reports, luncheon discussions, etc. Leadership is almost essential as well. A leader, or leaders, who knows what is required and is wil ling to devote an inordinate amount of time to seeing. it done is almost imperative. A key responsibility -of this leader is the management of public relations. A concise set of goals and objectives is an invaluable aid to a planning group. Rather than goals of the bikeway plan these should be the goals and objectives of the planning group. They can provide reassurance when times are hard and progress seems too slow. And finally, patience, little can be done without it. Not necessarily t he lie down and wait type of patience but the keep on plugging behavior will make the difference. ､･｣ｩｳｯｮｾｭ｡ｫｲＬ＠ made. In any plan involv ing controversy and the public a period of years may pass 'before any real progress is Persevere! 39 To r t Liability Exposure of a in Constructinq Bikeways ｾ ﾷ ｬｵｮｩ｣ｰ｡ｴｹ＠ At the outset it must be noted that each municipality should consult with its own legal sources on this topic. The treatment here given is very general and the law, both judicial and statutory, is subject to change. Also, any occurrence will have to be treated in light of its specific facts. These caveats must be heeded, lest reliance on comforting generalities prove to be ill-founded. There was a time when municipal exposure to tort liability was quite 1imi ted, more so than now. But the trend in recent years has been to allow increased exposure to liability. California Government Code Section 835 reads as follows: 835. Except as provided by statute, a public E;!ntity is liable for injury caused by a dangerous condition of its property if the plaintiff establishes that the property was in a dangerous condition at the ti me of the injury, that the injury was proximatel y caused by the dangerous condition, that the dangerous condition created a reasonably foreseeable risk of the kind of injury which was incurred, and that either: 11 (a) A negligent or wrongful act or omission of an employee of the public entity within the scope of his employment created the dangerous condition; or (b) The public entity had actual or constructive notice of the dangerous condition under Section 835.2 a sufficient time prior to the injury to have taken measures to protect against the dangerous condition ... A City is a 11 public entity .. under the terms of Section 835 (Government Code Section 811.2). . Further definitions of specific language in Section 83 5 are found in Government Code Section 830; Government Code Sections 830.4 and 830.8 add to these definitions. There are statutory exceptions to the general rule of Section 835. Government Code Sections 830.6, 831 and 835.4 deal with some of the more important of these exceptions. 40 The above provisions are all of general application and are not applicable only in the context of bikeways. The question of the standard to be used if a City determines to plan a bikeway, and the question of whether in certain circumstances a City may even have a duty to make some provision for bicycle riders, must be considered in the light of Government Code Section 830.8 which reads as follows: "830.8. Neither a public entity nor a public employee is liable under this chapter for an injury caused by the failure to provide traffic or warning signals, signs, markings or devices described in the Vehicle Code. Nothing in this section exonerates a public entity or public employee for liability for injury proximately caused by such failure if a signal, sign, marking or device (other than one described in Section 830.4) was necessary to warn of a dangerous condition which endangered the safe movement of traffic and which would not be reasonably apparent to, and would not have been anticipated by, a person exercising due care." Since bicycle riders are entitled to use public streets it is very possible that in light of the increased popularity of bicycles and the rapid growth of bicycling as both a practical means of transportation and a sport that the exposure of a City to tort liability may be minimized by recognit i on of the need to formally recognize the presence of bicyclists on the streets. ｳ｣ｨ･ｭｾＬ＠ By providing for bicycles in the overall traffic regulations a City can reduce the number of accident generating points, a goal consistent with the purpose of City government and fiscally far-sighted f r om the standpoint of minimizing potential liability in tort. 41 CHAPTER IV DESIGN FOR BIKEWAYS "As socially and morally involved ､･ｳｩｾｮｲＬ＠ we must address ourselves to the needs of ｡ｾｯｲｬ､＠ with its ·back to the wall while the hands on the clock point p-e rpetually to one minute before twe 1ve." Victor Papanek Design for the Real World Ph i losophy Design encompasses the many details of transforming a line on a plan in t o physical reality. Effective design might be defined as that which mol ds the physical reality as closely as possible to the optimum needs of the users and minimizes the adverse impacts on the existing environment. rhe environmental factors detailed in the planning stage will affect al most all of our design decisions and should be reviewed periodically as des ign details are refined . Ideally a multidisciplinary group shou ld part i- cipate in the design process, fully evalua ting the bicycle route as the in t erlink between man and the envi ronment. The following criteria are offered as assistance in the design process. However , as with planning criteria described earlier, each bikevJay may require more or different consideration: 1) Min imize adverse affect on the environment 2) Maximize beneficial impact on environment 3) Attempt to meet the needs of all cyclists, young, old, short, tall, etc. 4) Provide maximum satisfaction and en joyment for riders 5) Be safe, particularly at intersections and crossings 6) Be durable, economical, and easily maintained 42 7) Be highly visible and easily understood 8) fvlinimize traffic conflicts between pedestrian, bicycle, horse, auto Design Standards The following design standards are based on European and American research and practice combined with personal experience and refinement. Some of the ideas included are innovative and have not been suggested or tried before . It is important for much more work to be tried, eval uated and corrected. An example that illustrates this point clearly is the section on bikeway signing. Only three , count 'em , three si gns are recognized nationw_ide. There should be thirty or forty and the national standards should include striping, signing, and full design recommendations to standardize bicycle facilities across the United States and reduce confusion benJeen towns, states , and eventually, countries. 1. Surface Asphalt concrete is the preferred surface. For soils of R value 5, a 3- inch layer should be placed on a prepared soil basement. Alterna- t i vely, a 2-inch layer of concrete asphalt can be laid over a 4-inch laye r of Class 4 aggregate subbase. 2. Width The optimum width for the bikepath is ten feet in a fourteen foot leveled area. However, eight feet or two six-foot one-way lanes can be used where necessary to minimize environmental disruption. For bike lanes on existing streets, an eight foot width is desirable; however, four feet is workable in conjunction with parked cars. Shoulders of t hree feet to four feet are marginally acceptable v1hen striped and signed . flot(· : u:H! nntivt· spec ies wh •· :- (• pO hH tb!.c ＢｾＧ｜ＺＱｬｃｉｌ＠ ＡＭ ｾ ｾ＠ ］ｾｱ I-- ·.,th£ t c: Ht ri pc J Ｍｾ Ｍ "'hu:c ｾｴＮＢｩｰＨＧＬ Ｌ＠ h l uc: rC!f l ccto r H 1' Ｍ ｾ llJKi:P·\111 CROSS orant;<: :o; rripc ) ］ｾ＠ - - - - -f-.--- - _ _ ] 2_ _--+-- J--1 orange r ef l cctor 3 ｓｾｉＮｔｬｑ＠ ------ 43 3. Slope Maximum continuous grade should be kept below five percent if possible. 4. Design Speed The design speed for this system shall be twenty 'miles per hour, except in cases involving grades over two percent or 500 feet in length, or where turns, obstacles or intersections impede flow. For downgrades of over two percent and 500 fe.e t, design speed may vary from thirty to fifty miles per hour. 5. Stopping Sight Distance 10 mph = 50 feet 15 II = 80 II 20 II = 120 II 25 II = 160 II 30 II = 200 II Sight distance is the portion of bikeway visible to a bicycle rider, including intersecting roads, driveways, and bike paths. good ･ｮｯｵｧｾ＠ Visibility must be to allow the rider to stop or take evasive action if he comes upon an obstacle or another vehicle. Intersections must provide clear enough lateral views to allow the cyclist to make safe decisions about r i ding path. Stopping sight distance is measured from the rider's eyes, four feet above ground as an average. Less for a tourist in the dow n po sition, more for a rider in the up position. The obstacle is assumed to be 0.17 feet hi gh. Grade crest stopping sight distance is approximated by the followin g formulae: 44 When S L L = A s , m 2 When S L,L = 25- 1336 A Where S = Sight distance in feet, L = Vertical length of curve and A = Algebraic difference in grade rate in ·percent. Stopping sight distance in an underpass can be critical. Separation of traffic direction by stripe or barrier may be necessary . Sight line considerations are equally important. The ability of the cyclist to see out to the sides and back is slightly \'JOrse than for an auto and should be carefully considered in all crossings. Bikeways should al ways cross perpendicular to traffic, to maxi mize sight line visibility for both au t o and bike. ｢ｬｯ､ＮＺｳｾ＠ The separated bikeway, isolated from road by ｾ＠ , is ve ry dangerous if there are crossings because the parked autos effectively reduce si ght l ine of auto and bicycle to zero. Two-way bi keways on one side of the traffic flow are dangerous for the same reason. 6. Radius of Turns The problem of radius of turns will rarel y exist in bike lane de velopment· along existing highways. However, bikepaths require careful consideration of minimum radius and super-elevation. The following figures are the minimum radius of curvature for specific design speeds, assuming a super-elevation of .02 ft/ft. The minimum radius can be decreased t wo percent for each .01 ft/ft super-elevation. elevation of Qver .05 ft/ft is not generall y acceptable . However , Paths may also be wi dened at turns, for radii under 100 feet, a figure of one foot for each 25° of angle appears desirable. 4 LJa . :l. . . h:<<ﾷｾ＠.; •••••• . ｾ＠ ｾ ｴ＠ t• RIG HT I . I Ｇ ｾ＠ I I' i I Sight line must be carefully considered WRONG 45 Radius of Turns 7. 10 mph = 15 feet 15 II = 35 II 20 II = 70 II 25 II = 90 II 30 II = 125 II Intersections Intersections account for about 60-70% of all car/bike accidents. The most prevalent accidents are those involving straight-throu gh bicycle traffic and right-turning motorists and those involving left-turning autos and straight-through bicycles. The left-turn ing bicycle also faces a dangerous maneuver. The hazard of the right-turning auto can be reduced significantly by ma rki ng the bikeway with traffic blocks, type B, spaced at two foot intervals fifteen feet back from curb corner to prevent use of the bikelane as a tu r ning lane. Many other things can be done to improve i ntersecti o·n safety at re 1ati vely low cost. However, for very high ADT for bicycles and autos, grade separation may be necessary. Many intersection problems can be traced to inadequate signing and ma r king. Traditionally, bike lane stripes have been discontinued at inter- sections, leaving the cyclist suddenly unprotected. ｾｬ･＠ recommend that the 9 stripe be continued through the intersection as a dashed line. 11 We also feel that BIKEWAY XING signs should be included for left turn lane, right tu r n lane, and for any travel lane that will cross the bikelanes. 46 Where the intersection will involve even minimal night-time use a series of reflective bats dots and reflector posts should be used. The color that seems most appropriate for this purpose is blue, highly visible and distinctive. Reflector posts at edge of roadway should include two or three circular reflectors. Special signalization can increase bicycle safety by reducing traff ic confl i cts. Separate signal heads are widely used in Europe but are probably prohibitively expensive except for very high use areas. ｾＱｯ ､ｩｦ｣｡ｴｯｮ＠ also be made to existing signal heads to prov ide a scramble phase. can However, for most situations the highest priority is probably the installation of more basic facilities. The following diagrams illustrate our recommendations for intersection treatment. We are confident they will provide significant improvement in bi cycl e safety. 8. Parking Lots In many ways a parking lot can be viewed as a super-intersection wi t h very complex interactions. Bicycles should be gui ded to stores and services in clearly marked bikelanes to increase safety . 9. Bike Path Crossing Road At isolated bikepath/road crossings, even wi t h fairl y low auto traffic counts, accidents are very likely. Therefore, wherever possible the bikepath should have traffic signals or the auto traffic should be stopped. For heavier use an underpass/overpass should be considered. Bike- paths should always cross the roadway at a right angle. 10. Transitions It is also important for transitions, e.g., bike lane to street or 46 fi l >:F. PIITII CRCS:;HIG ROAD ｾＱ＠ \J -. tl - --'b ULL'£ 00 . 0' • ｾ＠ 1 ｾ ｾ＠ ｾ＠ ｬｾｩ ﾷＺｃｊｾ｜ｓ＠ H .,8 • ., . ". : r, ｊ ｻｴｾＺＮＧ o !J "tJ ＺｾＨＩ ｲ＠ sr. atmr!> 0 t , [i 0 _ _, D fJ [i Under pas se s are very desirable ' 0 •• ;) • 0 .' " 46a 'f\1' £t: ,\ L FOI.JR I.JA'i BIKEWAY ｬｩ ｊｔｅｒｓｃＷＧ ｬ ｏ Ｚ ｾ＠ TYPICAL !lU.:.r:l-!A'l INTERSE\:"... Jn;.t 46 b " T" Most a ccidents occur at in tersections, the s e pe rat e bicycle turning l a ne av oids this conflict '0 If) 47 bi kepath to street, to be clearly marked and smooth to ride. These are areas of increased hazard and cyclist confusion does nothing to mitigate th i s hazard. Signs and Signals 11. Only three bike-related signs* are recognized nationwide. these, signing ranges widely from community to community. Beyond Experience should ultimately lead to a selection of a uniform set of bikeway signs. The types of signs necessary for cyclists are basically those used with autos. Four classifications can be set up for those v1ho like classifications . These are: 1) Viarning, 2) Regu l atory, 3) Direction, and 4) Infonnative. A listing follows, including signs used for autos affected by cyclists or bikeways. Warning (Yellow): ｾｊ｡ｲｮｩｱ＠ Stop ahead Soft shoulder Watch for bikes on shoulders Look for cycles before right turn Yield ahead No left turn 8-9 am - 4-5 pm Bike Xing* Caution: Joggers Pedestrian Caution: Many bicyclists RR crossing Home of Cyclists Begin/End Bike Route/Lane Merge ahead Curve Regulatory (Yellow or Red): Stop Bike Only Yield Bi ke/Car ｾｬ･ｲｧ＠ One-v1ay Rough surface -or- Bump No Driving in Bike Lanes Traffic posts ah ead Signa 1 ahead No bikes* Sl ov1 Keep right 48 Direction (Green with arrow): Bikeway Bikeroute* Bike lane Bike parking Informational (Blue or Brown ): Restrooms Water Hostel Picnic Camp Oistance/KM or miles Air Parts/Repairs (Addresses and phone numbers) Signs should be thirty inches by thirty inches for auto use, tvJelve inches by twelve inches for bike path use. ｾｬ ｯ､ｩｦ･＠ should be used for lettering on bikeway signs. are preferred. ｾｊｨｩｴ･＠ Clarendon Type (NPS) Rusty steel (corten) or wood on dark background is preferable for bikeway signs. Placement of signs is very important. No firm criteria for signing have been developed, but the following suggestions should help: 1) ｾｊ｡ｲｮｩｧ＠ signs minimum of fifty feet from hazard (lit if bike\f.tay is used at night). 2) Motorist signs should be at least 1/2 block before conflict (need not be lit, but should be reflective). 3) Information signs should be used to keep the cyclist adequately informed to his options--particularly restrooms/water. next facilities should be on signs. Distance to 48a B\KE RELATED . ll''OfC.)( I "'' \ 2" IC I 2." ｛ｯｾｴ＠ S\GNS ｾｇｨ＠ t:::=» BIKE PARkiNG • PUTAH B,'WAY WAJC.H FOR. JOGGERS _!_. D • __tL SOFT .SHOULDE LARCi£ R] 48b X ｾ＠ ｾ＠ ｾ＠ Ｌｾ＠ ,, •• 3 1 KM Kl'<i KM 25 KM AUTO OR\ENTE D SIGNS ｂ｜ｋｅＮ ON ｾ＠ SHOULDER .! CA\Ji\ON- MANY B \ C.YC.ltS ｾＰ＠ 48c 2>'- - - - IN ST.At.LAi I ON LANE FOR. B\ KE ONLY B \ KE'WA.Y PARKIN0 HRARD 49 4) Directional signs should be used liberally--wherever intersections, turns or other ambiguities arise. 5) On Class I bikeways setback of two-three feet is acceptable. 6) On Class II and III bikeways signs can be mounted on posts with auto signs. 7) Overhead signs may be useful. Stenciled Pavement ｾ ﾷ ｬ ･ｳ｡ｧ＠ oriented signing . !Vlini mum eight feet to bottom. can be an important part of the bicycle- These can fulfill many of the functions listed above. Pavement messages have been little used for directional information, but are promising, e.g., a bikeway might have a sign saying 11 PARK, follow green line with a green stripe on the pavement go ing to the park. proven particularly useful include "BIKE ONLY, 11 PED XING." 11 Stencils that have "YIELD," "STOP," "SL0\<1," and These sh·ould be as large as possible, sample sizes are shovm in the following diagrams. The use of the European wavy line hazard sign may prove effective on bikeways to denote hazards. Bike crossings could be delineated more clearly using a dashed line clearly denote the difference betv1een bike and pedestrian crossing. Traffic Signals should be adjusted or set up so that cyclists are not held. cycle. This can be done by installing a button for activating the light These posts should be mounted near the curb for easy access. ｾｯＢ＠ to 11 50 Signals should be phased to minimize stopping for cyclists. An average speed of 13 mph should be used to establish phas i ng. This will allow the faster cyclists, 26 mph, and the average 14 mph to hit cycles without stopping. 12. Barriers Barriers can be used to separate bicycle traffic from auto traffic. These can pose a serious hazard if they are not designed correctly. Barriers can range from paint (slippery if too wide or smooth ), pavement markers (dots), intermittent curbing (extremely dangerous if concrete parking lot blocks are used), or continuous curbing (dangerous if over-square). Recom- mended barriers are shown below: Car Intermittent ex Bike ｾ＠ ｟ＮＬＴ ｾ｜ ｾ＠ Stripe Continuous Bike ｾ ｾ＠ ｾ ｾ＠ Type B Standard or Car (asphalt O.K. if white striped on top or edges). More attractive barriers are possible where right-of-way is available-these can s i gn i fi cantly increase cycling safety and enjoymen t. 51 Curbs and Cuts 13. The design of curbs and curb cuts is also important. curb should be rounded. evasive maneuvers. First, the This enables the cyclist to use the curb for This is important, as anyone who has tried to cross a square curb can testify. It is also important for curb cuts to be smooth curves with maximum radius of curvature. The traditional square edge can be very dangerous to cyclists crossing at an oblique angle. Tradition a1 Optimal Lighting 14. Adequate lighting is esse nti al for safe bikeway operation on dark days, at dawn and dusk, and at night. Although little research has been done to define 1-1hat is adequate, the following material should be useful in determining lighting requirements: To begin with, most bikes do not have lights for use at speeds in excess of three or four miles per hour and require fixed lighting. Bike li ghts are generally inadequate for delineating reflective warning signs. And finally, most bicyclists, even with a light, are difficult to see at night from the side. Without a light and with dark clothing a cyclist becomes pratically invisible. Lighting is needed for three primary reasons: 1) To light the bikeway surface. (A white edge or center line helps.) 2) To light signs and hazards. 3) To disclose the cyclist to the motorist. In most cases overhead lighting (15 feet} is preferab le but signs or hazards can be li ghted from lower down, i.e., on sign or ground light onto 52 posts. The major exception is at bikeway crossings \'there research has demon- strated that silhouette lighting is the most desirable. The full detail for a bikeway crossing should include: 1) Transition illumination not less than fifteen seconds on either side of crossing (330 feet at 15 mph). 2) Crossing luminance of 0.2 cp for rural crossing and up to 2 cp for urban crossings. 3) Increase lighting intensity by 1/2 for each 15 sees. of travel time to adjust eyes. 4) Lights should be assymetrically positioned, shaded and broad beamed. 5) Roadway illumination not less than .3 cp. Along the bikeway, lighting is particularly important only \'Jhere heavy use vii 11 be corrmon . .. · c ••• ' •• The high cost of lighting will probably preclude early installation of lighting fixtures. For the ｦｩｲｾｴ＠ few years efforts must be concentrated on educating the cyclist and equipping his bicycle with the few adequate lights available. 15. Drainage Drainage is i mportant on bikeways because of the large percentage of bicycles that have brakes without stippled rims or coaster brakes. Colffilon hand brakes suffer almost complete loss of braking when wet. fore, it is important to keep the bikeway as dry as possible. There- Water- carried debris can also be a hazard. On cross slope hills the inside edge should include a drainage ditch to keep water and debris from flowing across the bikepath. should also be made for bikeway drainage on level ground. inch per foot should be sufficient. Adequate provision A crown of 1/2 53 In tovm, drainage problems may be equally dangerous. First, a flooded bi keway will cause encroachment on the right-of-way under the worst possible conditions of poor visibility and control for both cars and cyclists. Second, gratings for drainage with bars oriented in the direction of travel can allow the front wheel to enter and pitch the rider forward, often with gri evo us injury. (Cross bars can be we lded on or the newer cross bar, zig- zag or honeycomb gratings can be installed.) Curb inlets can become dangerous after several lifts of asphalt have been applied, Ｑ･ｾｶｩｮｧ＠ a sharp depression. 16. Railroad Crossings One of the most common hazards in cycling is the railroad crossin g. Few are adequately ·designed or built fo r cycling safety. ei t her an overcrossing or underp ass. The optimum is An underpass is easier because of the hi gh clearance needed for a railroad. If an at-grade crossing is necessary it should be carefully built so that it is non-deformable. Asphalt often ridges up badly but can be used. Concrete/wood crossings are more satisfactory, particularly when a plastic flange filler is used. FLANGE ｆｉｌﾣｾＮ｟＠ _ _ _ __ It is also important for the crossing to be directly across the rails at 90°. Oblique crossings can eat wheel s, bikes, and cyclists. They can also be very dangerous when wet, as the coefficient of fri ction of oil and rub ber-coated rails da mpened by rain is slightly less than 0. 54 17. Bridges Bridges should also be designed to accommodate bicycles safely. For new development this simply involves consideration of the design standards for width, surface, grade, etc. the problem is more complex. However, for existing structures Some bridges are already wide enough to accommodate bikelanes, either on the shoulder or on the sidewalk. Very high bicycle use may warrant development of a special bridge or additions to an existing structure. They should be very clearly marked and maintained. Bridge approaches must also meet general standards. Special attention should be paid to tra nsitions from bikelane to sidewalk and back again. Ramps should be as smooth as possible an¢ clearly delineated. For particularly difficult problems of structure, financing and use, a two-way path on one side may be used if a safe transition undercrossing can be used to link the offside lane to the bridge. Bridges should provide a 4 1 railing height adjacent t o the bike lane to minimize the chances of _the cyclist falling off the bridge in the even t of an accident. Expansion joints should be carefully designed and maintained to pr event accidents. 18. Racks One of the mast bothersome prob 1ems in tenns of inconvenience fo r cyclists is the lack of adequate bicycle parking and earring racks. Pa r king can range from racks inside offices (none or few) to outdoor lots (o f ten enough but of very poor design) or separate storage facilities (few in the U.S.). Carrying racks involve temporary storage racks that shou ld (but usually are not) be provided on buses, trains, airplanes and ferries . Current solutions to the park in g problem are generally expensive or ineffective. rack design. However, several principles can be set down for good bicycle 54a w _j rn ｾ＠ _j .._, ｾ＠ U1 w .rn w I ｾ＠ U1 Q c::x: I a:: w Q w a:: c::x: U1 ::,.:: u c::x: a: >- _j _j c::x: a:: 55 1) There should be sufficient numbers. 2) They should support the bicycle by the frame. 3) If they are to support the bicycle by the wheel, support should be in the vertical plane at tv10 points. 4) They should have provision for loc king, either by movement of the rack itself, using a chain attached to the rack, or worst, through use of a chain and lock carried by the cyclist. 5) Spacing should be adequate to allow the cyclist to rack and remove a bicycle without getting entangled in the handle bars of other bicycles. 6) They should be covered where possible, to protect bicycles from the weather. 7) They should be lit at night where night use is expected. 8) They should be patrolled where possible. 9) The rack should be coated with plastic or rubber where it will make contact with the bike. Cursory study will show that the two most conmon racks used, l) the concrete block trough and 2) the depressed slot, fail to meet any of these cr i teria. They are barely adequate for ba ll oon tire bikes or three speeds and are woefull y inadequate for ten speed racing or touring bicycles. We recommend the following designs, hopefully more are being developed as this is wr itten. Ral l y Hacks (Recommended) Rally Enterprises P.O. Box 601 ｾＡｩｬ＠ Valley, Calif. 94941 Bike Lokr 47 Quai l Court Suite 209 Wa lnut Creek, Calif. 94596 56 Byk-Lok-Rak BALA 691 Parkview Circle Pacifica, ｃ｡ｬｩｦｾ＠ 94044 Howarct•s Bike Lock Up Howard Enterprises P. 0. Box 1563 Stockton, Calif. 95201 19. Windbreaks ｾｬｩｮ､＠ is a very significant factor for the cyclist . Wh ile an auto is little affected by winds (until they reach fairly high speeds) , a cycl is t is almost immediately affected. For example, on level ground at 10 mph air resistance accounts for only 25 percent of cyc lists• total resistance, but at 25 mph this has risen to 70 percent, and at 40 mph it rises to 85 percent. Th us , in windy areas where 10-15 mph ｷｩｮｾｳ＠ blow frequentl y, even an average cycl ist can be facing 70 percent air resistance (10 -15 mp h speed plus 10- 15 mph wind speed). It is important to min imize this effect wherever possible throu gh careful path alighment and landscaping. 57 Side wind lo ad is also significant and can cause stability problems and wanderi ng even at gust speeds of only 15 to 25 mph. This may increase the number of accidents on bikev1ays 1-'Jhere tvw-way traffic is involved. Fortunately, this problem can also be minimized through careful path alignment and development of windbreaks. The effectiveness of a windbreak varies considerably, depending on design, but wi ndspee d can be reduced up to 70 percent. Windspeed is also cut in front of the windbreak so benefit can be fe lt, even if the wind blows from another direction. Along the Fresno Bikeway system , windbreaks shoul d be lo cated along the north side of the paths--to minimize the "northers" blowing down the central valley. Windbreaks can also provide shade, aesthetic benefit, wi ldlife habitats, cooling--apart from shade and air purification. They can also provide some tasty berries for the cyclist . 20. Crowd Con tro 1 To protect privacy and property it may be necessary to control activity of cyclists using the bikeway. Wherever possible, this should be done usin g plantings of Califo r nia rose, currents, pyracantha, or blackberries. Where immediate results are needed , barbed wire or chain link fe ce can be used in conjunction with the plantings. Anoth er question of control involves keeping motorcyclists off the bikeway. Hopefully, posting and education can adequately handle this problem. If necessary, mazes can be installed. -- -- --fl .... .., - ... ｾ＠ ·. - - - ｾ＠ - • J oJu· -····I ' J ,\ 18 ' ' . ' . .! • • •• • • . - " -. -- . \ 58 21. Shade Summer heat can restrict use and enjoyment of the bikeway. There- fo re it is important for adequate shade t o be developed and utilized. possible existing trees should be used. Where For new plantings, 40-foot spacing of shade trees on the southside of bikeway should be adequate. Na ti ve species should be used whenever possible. 22. Accessories In addition to the preceding considerations, there are a number of accessories which are desirable, if not essential . These should be included when possible: 1 ) Ai r s tat ion Providing a source of compressed air that can be set to a desired air pressure for quick and safe fil ling of ti res. Gas station pressure gauges are notoriously unreliable and often don't provide the 85-90 pounds required for lightweight ｨｩｧＭｰｲ･ｳｾｵ＠ Ｒｾ＠ tires. Water fountains Every five to ten miles is a good average. Facilities should be easy to use for both small children and adults. 3) Trash Trash receptacles should be available at rests, tables, and water. They should be dumped often enough and, hopefully, aesthetically pleasing and in a rack that prevents tip-over by ani rna 1s or wi nd. 4) Res trooms A necessity that is often neglected. In ma ny areas, gas stations and restaurants are available but lack racks and security for 58 a TYPICAl, - - - ' -·- -- ］ｾ｣ＭＬ IYJ 'I C/I..L ］ｾ＠ ｾ ｉ ｋｅ＠ kE8T IW A \ \ CANAL DIKEPATH -- ·- -- ; • _ ; ｪｾ Ｉ＠ ===== storage. Spacing of not more than 5-10 miles is reasonable. It should be possible to contract with some gas stations and restaurants for use of their restrooms. 23. Picnickinq, camping The bikeway system should include routing to and from City parks as well as picnic tables scattered along the bikeway at attractive spots. Less frequently, camping facilities should be provided. The bikev-1ay should provide camping facilities designed for use by bicyclists. 24. Indoor showers and storage Storage and showers, with pleasant changing rooms, should be pro- vided in all new major construction. This will enhance the bicycling experi- ence by providing work clothes and a clean body after even long commutes. Showers can be either building by building, or shared by a block of buildings. Where no new building is done the use of existing showers, most buildings have a few, should be encouraged and storage space created nearby. If excellent bicycle racks, covered and secure, cannot be easily developed then provision should be made for employees to bring bicycles into their offices, with ceiling racks or a special closet. Either an elevator or a stairway can be designated as the bicycle access. 25. Phones Phones can also be useful accessories. These should be considered where isolation is such that an accident could not be reported quickly without a special phone. These could take the form of emergency phones like those used on the freeways. 26. Ve 1odrome A velodrome is an oval banked circuit ranging in length from 100-250 meters indoors and 250-500 meters outdoors. Surface may be asphalt, 60 concrete, \'/Ood, or grass. There are very few in the United States and the demand is continuing to grow for those now in use. 27. Hostels The idea of a system of hostels in this country has long been discussed with enthusiasm, but to date without much effect. However, before attempting to discuss the particulars of this system, perhaps the question of "Why hostel s at all?" should be answered. Beyond the fact that they seem to work well in Europe, what will their value be here in the Un ited States? At one time there weren't enough recreational travel ers seeking the adventure of a route on which only the sound of plodding boots, or a bike tire cutting the air, or sk i s on snow, or canoe padd l es in the water, or any number of other non-motorized means of travel existed to worry about where they stayed. A camp by the side of the road, or in a mountain glen, served we ll enough. ways a motel. For those seeking more comfort, there was al- But with the years, the numbers increased, until one finds t he old spots overcrowded, and the earth trampled and bare. And while one can lament and cry out and curse those who are now seeking what \A/as once known only to a few, he must in the end accept their right to experience as he has done, and perhaps in this experi ence come to better know the f ragile beauty, and protect it .... ｲｾｏｓｅ＠ CREEK CAf'tP MT, ROBESON PROVINCIAL PARK BRITISH COLU MBIA TOURING In a system of hostels lies not only the ability to direct to a large extent where ｰｾｯｬ･＠ stay, thus preservin g other areas for seeing only, (I use "see in g" as opposed to just lookin g) but to actually enchance the va l ue of the experience it se lf. This i s not to say that hostels have a pl ace everywhere (I truly believe they should be kept out of the back country because there is another, and different, kin d of adventure to be found there), but they can hold an important position in American rec- 62 reation, perhaps allowing a pace at which one can see this country at something less than a 60-mile-per- hour blur! That people are al ready doing so in such vast numbers i s an indication of what I be l ieve is a hea l thy trend toward a new type of recreation. A hostel is much more than j ust a place to eat and spend the night. Behind their conception i s a fundamental real i zation of the value of recreational trave l . Every person who spends time traveling for rec- reation feels the need to see new lands and people, and in his own way seek out adventure! a very real thing! What this is, is different to each person , but it is . Those who put pack on back, or on bike, are in con- tact with their environment in a way which might only happen once a year. Fee l ings are intense and senses sharpened. It is a release, but also an involvement, and a part of this involvement, part of the adventure, must include the hostel if there is one at all. Thus in the creation of the actual building, there must be a realization that the quality of the total experience is as much due to the env i ronment created by the hostel itse-l f, as by what has taken place in the day's travel. The hostel shouldn't be only an inexpensive hotel, it should be a place of interaction and sharing. One of the reasons the hostels have been so successfu l in Europe (even given that ·in some cases the building qua l ity and services are questionable at best) is because people are caught up in the flood of new experiences, and in the comradeship of sh aring these with others doing much ｴｾ･＠ same thing. In many ways thi s ma kes the creation of hoste l s an easier problem, since a large part of the environment is created by the diversified activities and backgrounds 63 of the people who use them. An old house, a converted barn, or open-air covered shelter can serve wel l the needs of the non-motorized traveler. Certain facilities must be provided, of course, but equally important is having a gathering are.a or areas. People formed space, . as well as the more obvious contraints of wa lls and barriers. When it is possible to design and construct a hostel from the ground up, certain things must be kept in mind. If it is directed toward cyclists, some provis ion must be made for the bikes themselves. Most cyclists will not be separated from their bikes unless they are quite sur e they are 100% safe. This leaves the option of providing substantial racks or lockers, or allowing for their be ing brought into the building and racked there, or perhaps hung on the wall. If hostels are located in a large city building, provision must be made to bring bikes into the elevators, or put in lockers on the bottom floor if code will not permit the former. The possibilities for hostel des i gn are almost limitless, const r ained only by the demands of the particular environment and purpose they are to serve. In the snow country there is a dual responsibility to serve both skiers and the summer traveler. On the river or lake , bo t h the hiker and boater must be satisfied (and conceivably the skier al so) with adequate storage for canoes and rafts, as we ll as back packs. Ca reful consideration of the si te location, and how the building interac t s 1r.1ith th i s become very important. If one is seek ing s helt er and wa rmth from the outside environment, then perhaps the build i ng shou ld be tu r ned in upon it se lf. In warm open country, the building its elf might 64 be open. In any case, these things are fairly basic to good design, and usually with careful consideration will be incorporated. At the same time, it should be emphasized that because of the very nature of the recreational traveler, there is an opportunity (in many ways an obligation) to provide more than pleasing shelter. The sense of adventure and exploration which put the person on the road in the first place can be ca r ried through in the actual design of a particular hostel. Varied sleeping levels and configurations, common eating or cooking areas, all bri ng people into contact with one another. There should also be some- where to get away from these same people, if only for a short time. Much of this is of course dependent upon whether the hostel is more of a self-mainta ined type of building in which only stoves, sinks, etc. are provided to the traveler, or on the other extreme cooked meals, and clean beds. In some cases perhaps both. There is one final area which I would like to touch on, if only to stimulate some thought along these lines , (th ough it is freely admi t ted that_much more is involved in the creation of a hostel than could possibly be covered in this writ ing). One cannot help but feel that a hostel should be as organic (a much over-used word, meant only to indicat e the use of native material and the surround ing environment) to the greatest extent possible. This might include the little used and perhaps lost art of adobe construction (re inforced if necessary to meet code), or even common rock. I mention these as only two poss ible materials. There are many others, some natural, some man-made, that can form a close bond with their surroundings and sti ll work effic i ently. Also, consid- 65 erable thought should be given to the use of solar heating, wh ich can be ｾｭｰｬｯｹ･､＠ in the heating of the water supply as well as the building itsel f . In the summer this same system will help in the cooling of the struct ure. vJood burning stoves warm not only the surrounding area in winte r , but the sp irit as well. In any case, it is safe to say that in the long run many of these things will pay for themselves, and at the very l east they bring one to a richer involvement with the land and the climate he or s he travels through. Much has already been done in the establishment of a system of hostels. Recently a bill for 2.14 million dollars passed the California State Senate, and awaits only the signature of the governor to be put to use in establishing hostels in California Parks. Some hostels al- ready exist in the eastern Un ited States, and vari ous huts and ski chalets are available to cross-country skiers by reservation. However, there is an almost complete lack of hostels and hostel-like facilities in this country. Perhaps this is now the beginning, and from the European exper- ience, combined with the emerging ｾｮ･ｲｩ｣｡＠ spirit, we can put together a system of hostels as vital as the need to explore i tself . . .. 66 CH/\PTER V WHERE NOW? A MODEST PROPOSAL Bicyc l es in New Subdivisions Special consideration of bicycles in new subdivisions · and developments is imperative . Including careful consideration of the bicycle from the earliest design stage will help ensure adequate circulation for all, safe bicyc l ing, efficient transportation, economy, and energy efficiency. This entire book discusses questions that are pertinent to any new design; however, a recapitulation of so me of the more important ideas seems warranted. Recommended designs: Use smooth curb cuts Use rolled curbs Provide handicapped access - use of bike routes, building design Minimize asphalt use Separate bike/car/pedestrian Reduce traffic conflicts and decision points Minimize 4-way intersections Emphasize 11 T11 intersections for safety (reduce accidents 3-4 times over 4-way intersections) Reduce impervious surface Reduce microclimatic impact throu gh extensive landscaping Eliminate on-street parking - use parking bays and se parate lots Shade bikeways and streets for co nform of cyc lists and pedestrians Adequate parking for bikes and cars Bike parking inside, on walls, in closets or garages 67 Two racks per dwelling unit, more for college residence and high density Emphasize access and arterials - minimize collectors Grade separation of bike intersections with arterials Bike underpass for grade separations Separate bikepaths to elementary and junior high schools Bike routes to shopping, schools, and community facilities Provide drinking water and restrooms at suitable intervals Bikepaths parallel to arterials but separated Pedestrian paths designed to discourage bikes Bikepath crossing setback on collectors Discourage through traffic by design strategy and flow impedance Auto speed limits: 15 mph access 25 mph collector 35 rnph arterial Reclaiming the Cities "If the city were a beautiful and complete environment, and provided those real amenities which it could, and should, then the need to escape wou ld be less pressing ••• " Lawrence Halprin It seems only appropriate to follow the relatively easy problem of integ rat ing bicycles in new developments with the infinitely harder task of reclaiming the cities and areas that were planned exclusivel y for the auto. It is not impossible! The use of parks, abandoned ri ght-of-ways, utility corridors, and similar space may meet some of our needs but we must take to the stree ts for a complete system. · 68 The initial steps will be di fficult, but a beachhead must be wo n. It will be difficult for many of us, includin g especially the traffic engineers conmi tted for many years to the auto a 1one , but we should finally have the maturity to admit that the auto is obsolete and must be ｲｾｰｬ｡｣･､Ｎ＠ It may require the conversion of every fifth or tenth street from a throughway to a series of cul-de-sacs with bollards, the careful design of bikeway street crossings, and over and underpasses to surmount more difficult problems; but, it will be a cheap price to pay for the benefits that will accrue. A world as finite as ours, beset by i ncreas ing energy shortages, resource shortages, and environmental pollution can afford no other. The careful design of mass transit facilities will provide bikeway routes above or below, and will help. Our efforts to restore the nation•s waterways will also help, providing strip parks along rivers, lakes, and the ocean. But it will require a certain loss of parki n0, convenience, and ease of the auto driver to reclaim the streets for human use. Let the battle be joined! Bicycles and Mass Transit "Novl a social awakening is not easy. The hard question of a renaissance, like the hard question of a crisis, is wh ether we can break the myths of futi 1i ty and dream anew .•• Our ques tion is hard, but our answer is simple. We will think small, think man-size, and apply the rule of economy so daringly exploited by Ford (Henry). ｜ｾ ･＠ \'li 11 bui 1d or rebuild the city to suit the demands and desires of men six feet high. Distances wi ll give way to places of value." Kenneth R. Scneider Autokind v/s Mank ind . The careful integration of bicycle and mass transit systems vlill also play an essential role in our efforts to provide inc reased mobili ty and environmental transportation to the people of America. We must begin to provide, at least, incentives for using the bicycle in the form · of conveni ence, comfort, and safety. 69 Some of the most obvious needs are those of parking at all of the stations, bus, train, plane, ferry. This parking must be secure, prefer- ably sheltered, and easy to reach fr om population centers . We also need carry along provision for those who need to use their bicycle at destinations along the transit system. This requires easy loading and offloading, secure storage, and relatively low carry along cost. On buses there are several options that appear possib le, see Fi g. l. Trains are even easier and require only pro- vision of racks in the baggage cars or in a special bicycle car, Fig. 2. Ferries are easier still and can install hanging brackets on the failing, parking racks on part of the deck, or wall racks alon g the central walls, Fig. 3. Planes require a more elaborate but still relatively inexpensive option , carrying boxes, Fig. 4. Yet, parki ng alone will be in sufficient. The terminals must, for once and for all , must be accessible from the cities . This requ ires the rethink- ing of existing transportation planning and the correction of existing fail ures. vJhen the bicycle and mass transit finally become available, and used then we may begin to see the resurrection of the cities . Bicycles and Buildings The memory of the energy crunch and fear of future shortage of fuel have sustained over the past year an ever.:.inc reasing return to the bicycle, as a major mode of transportation. As in many European countries, many Americans are beginning to see the bicycle not just as a vehicle for recreation , but as an efficient and dependable mode of day-to-day transportation. With the increasing sales and use of bicycles has come an ever increasing awareness of just how inadequate our buildin gs and streetscapes are in dealing with bicycles. 7D a Those who have abandoned four wheels for the simplicity of two have found a long row of hurdles in their path. Streets are designed for the primary use of the automobile and the cyclist must be constantly alert for the careless or vindictive driver. Arriving at his place of work, or shopping, or recreation, the cyclist usually finds no place to park the bike. If racks are provided, there is no way to securely attach the bicycle to prevent theft. If it rains, the bicycle gets wet. Many cyclists end up by bringing their bicycles inside, creating headaches for administrators and employees, who find their carefull y designed buildings cluttered with bicycles. Hallways get blocked by avrkv1ard bicycles, and expensive enclosed areas are occupied by bicycles rather than work areas. Designers and planners often find bicycle racks that are pro- vided unused, while bicycles show up parked in places where no one expected them . To achieve more economical and effective provisio n for bicycles at buildings, four criteria must be effectively met . These include Security, Support, Shelter and Access. Support Bicycle racks should support the bicycle to prevent damage, allow easy parking and removal of bicycles, and prevent entangling with other bicyc les. Support should preferably be by the frame, to prevent bending or dama ge to wheels by collision or accident. The seat post or lower front frame are preferred to allow parking of · girls as well as boys bicycles. support must be obtained by the wheels, support in the vertical plane at points should be provided. If t wo The supporting elements should be cOated with plastic or rubber where it will make contact with the bike. Racks should be 71 designed to accommodate balloon tires or lightweight racing tires, as well as common accessories including headlights, child carriers and front or rear baskets. A minimum spacing of 2•-o" betvteen bikes must be maintained, and a spacing of 2 1 -6 11 to 3 1 -0" is desirable. Shelter Shelter is very rarely provided for bicycles , requiring the cycl i st to accept damage to his bicycle or bring it inside. Rain and snow prov i de the greatest hazard to bicycles, but extreme heating of metal parts due t o sunlight may also create problems. Sheltering elements should provide protection from precipitation and sunl i ght. Indoor locations such as covered courtyards, atriums or malls are i deal if space is available. Lightweight metal or canvas avmings are suitable for most outdoor settings. A secondary value of shelter elements can be obtained by design restricting accessib ility of motorized vehicles or service equipment to the bicycle park i ng area. Covered access to indoor areas may be provided. Security Bicycle theft has become a major problem for cyclists. In the Hous t on area , nearly 5,000 thefts were reported to the Houston Police Department in 1973. By August, the 1974 figures had already passed 3,500. vJith many bicycles ranging from $100.00 to $200.00 in cost, thefts represent a significant cornnunity-wide and individual replacement problem. Current prob l ems are accentuated by the lack of bicycle racks, inadequa te security built into bicycle parking areas, and increasing ingenuity of thieves. Secure bicycle racks must provide for the locking of both whee ls and the bicycle frame. Especially with bicycles having quick release hubs, theft of 72 parts of bicycles are extremely easy if all major parts are not securely fastened. Locking should preferably be accomplished by the rack itself. If this cannot be done, a chain and lock attached to the rack should be provided. At the least, the rack should be designed in such a way that a 4' chain provided by the cyclist may be secured through frame wheels and rack. No effective criteria for the proper number of parking spaces have been developed, and observation of the use of current facilities and ability to expand rack areas is probably the best current solution. Security can be heightened substantially by visual supervision. Loca- tion of racks visible to full-time employees is preferable in all cases, but general public supervision is better than an isolated location. Patrolling of racks by security personnel or others is a possible mean·s of upgrading security •. Lighting at night is desirable for all nighttime bicycle parking. Visual supervision, however, should never be substituted for hardware. Access Access to bicycle parking should provide easy movement to racks without hazardous grade changes or alignments and with minimum conflict with vehicular or pedestrian traffic. A bicycle path of 8' width is preferred, with an acceptable minimum of 6'. A minimum turn radius of 15' should be provided, allowing for a speed of 10 mph. Paths may be wi den ed at turns. Vertical curbs are unsuitable to bicycle traffic and should be replaced vt ith roll curbs or driveway type access at bicycle paths. with large slots in the ､ｩｲｾ｣ｴｯｮ＠ Drai na ge grates of traffic should be avoided, as they may catch a bicycle wheel and cause serious injury. Pipe bollards at 6' spacing may be provided to prevent vehicular access. Access from street or bicycle path should minimize required crossing of vehicular lanes by cyclists. If crossing is required, a bicycle crossing 73 lane marked with 9" wide slashed lines should be provided. The crossing shou l d be clearl y marked by signs. A minimum vertical clearance of 8' should be maintained. In highrise office buildin gs, wo rkers with bicycles often take bicycles up el evators, requiring the provision of· adequate elevator area, or very secure parking facilities at ground level. Rotating doors in buildings pro- vide a total barrier to cycles, while pressure activated sliding doors provide easiest access. Bicycle parking should also be closely related to the buildings or areas it serves. A distance of more than 15 to 25 feet may result in cycl i sts f i nding unplanned parking space closer to their goal. Current Alternatives A look at bicycle parkin g facilities at the University of Houston Student Center provides a chance to explore some of the probl ems and possi bilities for bicycles. The existing building provides cafeteria, bookstore and administrative and classroom space around a central, covered, seenker courtyard. · A metal handrail, completely sur roundi_ng the courtyard at ground level was provided for pedestrian safety, but is the unanimous choice of cyclists visiting the center for bicycle parking. Though desi gned as a pedestrian handrail, it meets all basic bicycle parking criteria. The spacings in the handrail provide excellent access for chains locking both wheels and frame to the railing. nume rous students and staff. The railin g is constantly visi ble to The area is eas i ly accessible and directly related to the spaces it serves. The bicycles, however, are a headache to administrators. They repre- sent a major contribution to visual clutter, require common use of access 74 routes by cyclists and pedestrians, and par ked bikes constrict pedestrian paths. In an effort to encourage bicycli sts to store their bicycles in a more orderly fashion, Bike-Lokr•s were installed for a charge of twenty-five cents a day with lower monthly and semester rates. As yet, after almost a month, none have been rented. handrail provides the same service for free . The improvised 11ore conventional bicycle racks are ignored altogether. At Girton College i n Cambridge, England, a covered bicycle shed openin g off of a secure, interior courtyard was provided, directl y adj acent to the main entrance. A lowered wood screen serves to provide some additional weather protection plus visual screening. The access to the bi cycle shed from the well secured courtyard elimina t ed the need for security hardware. A th oroughly secure, sheltered, and accessible location was provided with mini mum structural cost. Other examples of successful treatment of bicycles at buildin gs are difficult to find . Existing bicycle planning and hardwar e provi de a very limited list of acceptable solutions. With the exce ption of a few recent exam ples , bicycle parking areas meet none of the four criteria outlined above. 75 Summary The growth of the use of bicycles as a basic mode of transportation is a trend that must be considered by Architects, Landscape Architects,and Planners in all new construction, and it is a trend that ｾｨｯｵｬ､＠ be encouraged. With careful consideration in planning a willingness to experiment with new solutions, and an effort to keep up with a rapidly growing selection of hardware, design professionals can make a significant and important. contribution. The following guidelines may help to provide improved design: l. Bicycle planning should be consi dered carefully from programming or schematic desi gn ooward , not included as a last minute addition. 2. Criteria of access, shelter, security and support should be studied in relation to site planning, building design, and specification of equipment. 3. Careful co-ordination between Architects, Landscape Architects, and Planners should be maintained to insure a workable overall sys tern. 76 REFLECTIONS I was reluctant to issue this book in such a rough form, ;howeve r , it has became increasingly cl ear that I would nat have a chance to palish it up and bring it up to date for some time(it was writte n in 1974) and it might prevent the repetition of idiotic and dangerous planning strategies developed by man y of those now working on bikeway design. All tao often the designers of bikeways are not c yclists and as a result very poor design is the standard rather than the exception. This ha s led many experienced cyclists to fight bikeways in all cas es a s a threat to cyclists rather than supporting them as an aid to cyclists. The resulting arguments were just the excuse many public works (what an inappropriate name) departments had wished and moneys were diverted back to highways and freeways where most engin eers seem to feel they belong. I hope this book will help in the struggle to ｾｯ ｴｨｲ ｯｮ･＠ the automobile and raise the rightful heir to the throne. The survival of our species on planet earth is at s take and the gam e is coming to a close. 77 I I APPHlDI X Abbey, Edvvard (1 968 ). · De sert Solitaire, Ballantine . American Associat ion of State Highway and Transpor tati on Official (19 74 ). Gu ide for Bic y cle Routes , Washington, D.C . American In s titute of Park Exec utive s , Inc. (no date ). Bi ke Trails and Facilit i es : A Gu id e to their De s ign, Construction , and Operat ion, Walter L. Cook, Ed ., Bicycle Institute of America. American Society o f Civil Engineers 0971). Fro J2osed Bikev,rays for Access to the University o f Hawaii, A Report to t he farent Chanter, by the University of Hawaii 3 tudent Chapter , Sprin e 197 1. Ap p l eyard, Donald, Kev in Lynch, and John R. Myer (1 964 ). The Vie w fr om the Roa d , Cambrid ge , Massachusetts : rn . I . r_r • f r e s s . Arons on, S idn ey H . ( 19 68 ); "rrhe Sociolo gy o f t hE' Bic ycle ," Sociolo g y and Everyday_Life, f'/JarcE:·llo Truzz i, Ed ., pp. 29J -JOJ, En g lewood Clif fs : Pren tice Hal l. Aspha l t In :";t i tute Enc; in eer ｩ ｮｦｾ＠ Office ( 19 69 ). Athlctics ar.d Recreat io n on AsJ2halt , Novemb er 1 969 . Babkov , V . F ., e t al. (no date ). " The Road in Re l ation to Traffic Requirement s , Question I V," Ｑｌｾｴｨ＠ ｾ［ｯ ｲｬ､＠ Con g re ss - - l)rague , 1 97 1, Permanent International As s oci at ion of Road Congresses ( Pari s , France ), (IV- 22 ), pp . 22 -?. Baerwald, Jo hn E. , Ed . (1965). Tr affic Engineering j{andbook , Institut e of •rraff ic Eng ine ers , Raleigh , North Caro lina: Edwards and Broughton Co. Ba i nbrid ge , Dav i d A . (1 97 1). Guideline for Preparat i on and Evaluation of E . I. R . . .:; , i\ssewbly Commi tt e e on Enviro nmental Qua li ty . Ba i nbrid c:e , [)a vid Ｐ Ｙ＿ｾ ＩＮ＠ Putah Cr ee k Bi kcvvay, David A . Da inbr id e e, Environmental Planner , Da vi s , Cali f ornia . Ba inbr id ge , D.A . (1 974 ). h1erced Hi ver Bik ewa y : P l an , Bll M, I nc ., Droderick . A 3 ketch Ba i nbridge , De hrens , and I·,ioore, Inc. ( ＱＹ ＧＷＱｾ Ｉ＠ . Fres no Co tm ty Reg ional .B ikeways , Fresno , Ca lifornia. Bainbridge , David 1\. , and Ill icllael C. ['lioore ＨＱＹＷＮｾＩ Ｎ＠ Bikevtay Planning and Des i gn; A ? rimer , Davis, California. Bainbr i dge , D. A . 0 975 ). Bikev1ay Desigrl and .P l anning , a book in preparation . Berkeley , City of 0 971). ｝［ｌｾ｟ｧｹ｣ ｬ ･ＬＮ＠ in Berkeley , A Dacl;: ｾｯｵＮｮｧ｟ｒ･ｰ［ｲｴ Ｌ＠ Berkeley Planning Department. (Berke l ey) Local Transit Study Committee, Albert Raeburn , Chairman (1 97 1). Derkelev Bikeways I ·lan , for the Berke l ey City Planning Department , January 1971. Be tter ［ｾｯ｡､ｳ Ｌ＠ "The Bi cyc l e OnslauE:;ht : Coubtr ies Hand ling It? " , pp .. 23 - Ｒｌｾ How are Ci t i es and Ｌ＠ January 197 2 . Bicycle In::; ti tute of M'1e r ica ( 1967). Doom in BikewaE, New York , New York , Vol . 2 , No . 7 . p. 1. Doom in Bikeways , :.:Jeptember ..J I Bi cycle In s titute of America (1 970). Ilev• York, New York , -vol . 5, No. 1 970 . 3. p • '") Bi cyc l e Institute of America (1 971 ). Boom in Bikeways , New York , New York , Vol. 6 , No . 2 ' p. 3. July 1971 . Bi v en:-; C':: As sociates (1973 ). ］ＭａｾｲｩＺＮｺｯ［ｮ･ｴ｟＠ Hi .g h vra ;,- De p artment, June 197 3. Buel , i\ ona lcl !\. . (1972) . DEAD END : f,Ta s s I' ransi t , Prentice-Eall. ｂｩｫ･ｷ｡ｹｾ Ｌ＠ Arlzona The Automobile in Ca l gary (Canada) City Engineer i n g Department ( 1971) . Commissioner ' s Rep ort , Attachment B . 13 , A Preliminary Study o f Routes Su i table for Bi cycling in Calgary , Nlarc h 1 7, 1 97 1. Califo rn i a Business and Transportation Agency (1972). Bi kevtay Planning Criteria and Guidelines , Ins titute o f Transportation and Traffic Engineering, Los Angeles , Ca li forn i a , Apri l 1 972 . Ca li fornia HighvJay Patrol (1 971) . A General .B icycle-motor Veh i c l e Acc i dent Study , October 1911 . ( Cal i fornia ,) tate ) Department of I'ublic VJorb:; , Division of lli c_:;hways (1 970 ). Pl anning f'ilanual of Instn. ctions, fart 8 , Traffic , December 22, 19 7 0 . "Pro ( California S tate ) Division o f Hi e hways 0 971). visions for Pedestria ns , Equestr i ans , Bicycles, and f!lotor - Dr i ven Cyc l es , Po l icy Amendment ," Circul ar Letter ? 1-15 , Hit:;lw;2.y }ro j ect Development , Hi g hway Design No. 1 63 , I'1Iarch l, 1 971 . A-2 California. ｾ ［ｴ｡ ｴ･＠ Senate (1 9'?0 ). Ve hicle Code , 1970, California Office of ｾｴ｡･＠ Printing ( 808)0-900 8 - 70111 , ｌｾｯ ＩＮ＠ Chicag o , City of , Department of Development and P lannin g (1 971). Gu i delines for a Comprehensive Bicycle Route ;:>ystem , Pau l Rasmussen, Ed ., JVIa rcll 26, 1 97 1. Chlapecka, T . ＨＱ ＹＷ Ｑ ｾＩ Ｎ＠ Nat ional ｂ ｩｾｬ･＠ Usage a nd Accid ent Data Per tab1ing to 1 972 , presented to the Human Fa ctors Workshop on Transportation Safety , January ＱＹＷｌｾ Ｎ＠ Cl axton , E . C. {no date ). " Pers onal Transport, Convenience and Segre ga tion in ｲｭｾｳ＠ and Its Effect Upon Ultimate Deg:r·ee of fi!otorisation ," presented to the British Ii.oad Federation. Cleckner, H. obert I-JI . (1971) . " il'fha t's New in Bicycle ｾｦ＠ Traffi c Safet;y Education, Vol. 19 , I!o . 1, October 1 97 1 , pp . 1J- 14. ＺＮＳ｡ｦ･ｾｹ ＬＢ＠ ｊ ﾷ ｯｵｲｾ｡ ｬ＠ Corne ll Aeronautical La bora tory, Inc. ( 1 971) . " Tovtard Saf er Bic y c l es ," Research Trends, Buffa l o , New Yort , Sprin g 1971 , Vol. 19, pp . 18-19. Cyc l e-oc h fdope dframj andet (1 971 ). Cyke ln i Stadsp lanen (The Bi c·J cle in 1'own P l anninP: ), Nils Ro sen , Ed ., printed by A3 Broderna ｏｨｬ ｳ･ｾ Ｌ＠ Or s a 197 1. ( Sweden) Dailey , F . F . , and J. P . I·fii lton (1966). Fut ure Environments of North Amer ica, Doubleday/Natural Hi story f're ss . Dani s h Co un cil for Hoad :3afety Resear ch (1 969 ) . Cykelst ie rs a etydnig for Faerdselssikkerheden, Report 1, ｇｯｶ･ｲｾｭｮｴ＠ Pr inting Office, Copenhagen, Denmark. Davis ( Cali f orn i a ), City o f (1 967 ) . The Code o f the City of Davi s , Article IV , S ection 4 - J. 1 713 , June 20 , 19 67 . De Leuw, Cather & Co. (1 972 ). Davis Bicycle Circulation and Saf ety 3 tudy, 3an Fransic o , California. Denver I'lanning Office (1 9?2 ). Colorado, October 1972 . 'l'he J-h keway l··lafl, Ocnver Denve r llo.nning Office (1 ?7J ) . Denve r . 'L'hc Denver !J ik evro.,y J; lan , Department of •rransportation ( ＱＹＷｌｾＩ Option s , Was hin g ton , D . C. A-3 Ｎ＠ Energy Conservation De ｾＺ［ ｩｭｯｮ･Ｌ＠ Herbert F . (1 971) . '!A Detter Chance fo r TwolrJheele d Transportatio n ." Proceeding s : Na tiona.l Symposium on Trails , Washington, D . C., June 2 - 6, 1 97 1, pp . 1 0-12 . Detwy l er , Thomas (1 971). I.1cGraw - Hill . Man ' s Imp2ct on Environment, Diridon Re s earch Corporation (1 9 7J ). Santa Clara County Pub li c A tt i tu.de ;)ul-vey for Bicvcle :3afet:y , ,.)an Jose , California, December 1 97J . Dubas , Rene (1 970 ). Ehrlich, P . and A . tine. L1an Adapt ing. ( 1 9 71l) . Ehrlich & Ehrlic h (1972). ronment , Freeman . The End of Af f luence, BallanPo.J2...ulation, Resource2 , Envi - For s chungs[: e:::;ellschaft Fur Das ｾ ＾ ｴ ｲ ｡ ｳ ･ｮｷｳ＠ ( 196J ). Vorlauf i ge H. i chtlinien fur Hadverkenhrsanlagen, Koin, Germany , Aug ust 196J . Fruin, John J . ( 1971 ) . P ed c s tr i an Planning and_ Desi..t'S'11, file tro p olitan Association of Urban Desi gners and Envir o n menta l P lanner s . Fullerton (Cali f ornia ), Ci t y of (1 9 71). A ｾｲ ｯｰ ｳ･ ､＠ Bike way Sy s tem , by the Office of the Director of Pub lic Work s , July 1971. Goldber g , S . and J . C . Ga z eres ( 1962). " Les Accident s sttr Fi s te s Cyclables," Oragnisme National de :3e c ur i t e Routiere, Bulletin l'lo. 1, S eptember 19 6 2 , p p . J-12. Gr een , Hile s (1971) . 'T lan s Shap ed doe Bik e Trails , Footnaths ," (Portland, Or e g on) Or e g onian, Novemb e r 7 . 1971. Gr igg , Glenn f.I . ( ＱＹＷｌｾＩ＠ . h:ogress Re u ort on the De Anza Col l ege De monstra t ion Ｓ ｩ｣ｹ ｾ ｝ＺＮｑ｟ｬ［｡ｮ･ ｳ Ｌ＠ ( Unpublished Report ). South ｾ ｡ｹ＠ Trans portation Officials Ass ociation , June 1974. I n te r im ｾＩ ｵＱｊ｣ｯｭｬｴ･＠ Cr i[';r; , G ., 0.nd L . lrJal s h (1972). Hepor t or1 the De Anza Col l e g e Demons tration Bicyc.l e Route ( Unpub li shed Report ). S outh Day Tranr:::p o rtation Offic ial s As s ociation , October 1972. Groth, Han s -Adolf (1 960 ). Radfahrer im S tadstras senver kehr ( ;_licyclist:-:; i n City Tr a ffic ) , Aach en . DoJdeur In g en ieur Disserta tion, Fakul t at fur Bauwesen , Rhcini s ch - 1JJ estfali s ch e 'I 'echnischc Hochschule Aachen . A-4 ｬｾ ｯ＠ berg , D. , and J . :Ja[;na l l e l er , ｬＧｾ｡ｵｦｭｃｊＮｮ Ｎ＠ (Ｑ Ｙ＿ ｬｾＩＮ＠ rL'he Un i v e r oa l 'Crav- Kon i nk lij ke Neder l a nd s c he Toeristenb ond, Fiets p aden en Overstee k l a a tsen ( Di e c l e Pa t hs ｾ ｮ､＠ C' cle -Cro s sJ_ngs , Verke ersme mo ra ndum No. IJ.'r a f fic Me moran d u rn No . L} ), van de V erkeersafd e ling van de 1\NiJJH rrraffic Div i s i on of the Al g cmen e Nederlanclr-·e Wi elr j_jders Dond ), 2nd rev i sed ed i t i on , Amsterdam , Ho lland , December 1967 . Kon i n k l i jke Neder l andsche To er i stenbond l F i etspaden en Overstcekp laa tsen rcraff ic l'i!emorand um N0 . Lj. o f t h e Traff i c Div i s io n of the ANWD , Jrd revised ed i t i on , 1\ m::;te:c dam , Holland June 1 970 . I I Kreb 1 C . ( 917? ). LeonCJ.rd , ｇ･ｯｲｧｾ Ecology , Harper 2.: Row . Ｎ＠ Ｈ ＱＹｌ Leopold , 'Al do ｾｓ (19GB) . Ｉ＠ .· Education and Ecstasy, Delta. Sand Cotmtv 1\.lmanac , Bal l antine . Lonergan , Jc:m ( 1 972 ). l'!a tura l Resources Inventory 1 8pecia l Fa c t ors , I REM , Env i ronmental Deve l opment Agency , San Di ego Co t.mty, Ca li forn i a. Lo s Angeles (Ca l ifornia ) , City of ( 197 1 ) . "Bicycle Ro utes Plan, " part of the " Service-Systems Element ," of 'I'he Genera l Pl an of t h e C.i ty of Los Ange l es, J a nuary 25 , 1 97 1. Los Ange l es , Ci ty of ( Ｑ ＹＷｌｾ Ｉ Ｎ＠ Bi keway Feasibi l ity S tuQ_y , Lo s Ange l es , Ca li f o rn i a , March 1974. ｊｾ ｯ ｴ Ｌ＠ Dale F . ( 1 9711. ). Auto Encroa c hment into Bike Lanes ｲ ｾ･､＠ "bv Au to 'I'ur17:ing Movements_, 'I'he Effect on Bike Traff i c of Car Movements Through Bike Lanes, ,r o w 1\lJout a Part - t i me Bi ke Lane, A ｎ･｡ｮ｣ｬｲｩＮ ｾ＠ Dike Path and Dee - L i ne Ri ders : If Not Straight , then Narr0 .'i r'l.. Ta l e of '£'v·o 'L' un ncls . ｕｮｰｵ｢ｬｩ ｾＺ［ ｨ･､＠ reports uav:l s , Ca l iforn i a , !'!larch 1 97h . ｇ･ｮ 1 I Lyncl1 , Kev i n ( 1960 ). Image o f a. Cit v , Cambr i d e;e , Iliassachuse tts : Techn o logy Eress . J , l[ . ;::) uhrbier F . c . Colcord ,Jr. ' et a l. Community ·values in fl i .c;hway_Locat i. on and Desi gn : hrr o cedur a l Cru lC1e , MIT, Carnbrl d g e , r.1ass . , Ur ban Syst ems Lab or at ory FTna l Rep ort No . '7 1- LI- , Se p t ember 1971, on I'! a t iona l CooDerat i ve Highway Research Pr o g r am Pr ohe ct 8 - 8 ( J J , Highway Resea:r_'c h Doard , Na ·tion a l Academ y o f Sc i en ces . Manhe i m, r.I. L . I I ( 1971 ) . A- 5 I I Grove , Hocl (1 9'7J ) . " i.Lic :yc J. e:; ar·c .l etcl( and BoominG ," National Gcop;raphic , Lay 1 9'?J . Hamill , ,James P . ( 1 9'7 J) . Planninp; and Development of Bikevvay Sys tem s , International City fllanagement Association , Management Information Service Report , Vol . 5 , No . 4, April 19?J. Hammond , Jon (19?J) . Some Design Considerations Re l ative to Increasing I,ivab ili ty of Intensive A_gr icultural Areas , Wasters Thes is, University of California, Davis. Hammond , Hunt , Cramer , and Nebaner 097LJ.). A i3trategy for Energy Con servat io n , Living Systems , Winters , California. Hanneman, 1\a lpfl 09'71). " Peda l Power, " NRPA Par lm and Recreation , Nat iona l Tiecreation and ｾ｡ｲｫｳ＠ Associa tion , January 1971 , pp . 29-J2. Hawaii State Department of ｾＺｲ｡ｮｳｰｯｴ ｩｯｮ＠ (19?0). !\n Approach to Establishing Bikevtays, Highway Planning Branch of the Hi ghv,ray Division, December 19'?0. Illich, Ivan ( 19 '7 J). Row . Ｇｾｯｬｳ＠ f or Conviviality, Harper (.:; In sti tute o f Ecol ogy ( 1 Y'? l). J.'ian in the I,i ving .Envir onment , Un iversity of VJiscons in lress . I nstitute of Traff ic Engineers (1 965 ). Traffic Engin eering llnadb ook, Jrd edition , L!ash ingto n, D.C. In st itute of Transportation and Traffic Engineering (1 9?2) . Bikey..ray Plannin.g C:!'.'iteria and Guidelines ,_ Un i versity of California, Los Ange l es. Jacobs , Jane (1961). The Death and Life o f the Great American Cities, Vintage. Ka i n, John F . ( ＱＹＶｌｾＩＮ＠ " Coping with Ghett o Unemployment, JAil' , November 1 964 . I(aufman , John E ., Ed . 0 966 ) . J E,-; Lj=ghting Handbook , Illuminating Engineering Socie·ty, New York , New York , ｌｾｴｬ＠ edition . Eiel ty, James ( 1 970) . "The ;5 iker s are Coming , Traffic Safety , Vol . 70 , No . 12 , December 1970 , pp. 22-24 . 11 Lnovtles , E . ( Ｑ ＹＷＱｾＩ Ｎ＠ Energy and Form : An Ecological A1J1lroach to lJrlJan Growth , MIT f r ess . II l'1lc Jiare; , Ian (1969). ＺＹ｟ｾｳｩｰＱ＠ ':':l-t.b_l!ature , New York : Doubleday/I! a tural ll ist ory I-ress. · meadows , Meadows , Randers, and Behrens (1972) . Limits to Gr o wth , Potomac Associates . The f,1 eicr , R . L. (197Ll· ) . Planninr" for a.n Urban 1;Jorld : 'l'hc Desi{o-;n of 1\eso urce Conserv ing Cities , MIT. 1Tess. Moore , Michael, and David Ba inbridee ＨＹＱＷｬｾＩＮ＠ Path s : A Frimer for Community Action. h1oore Bi cycle !vlicltacl ( ＱＹ Ｗｌｾ ＩＮ＠ "Bicycles and Mass rrransi t," Conference ProceedinGs , California DOT, unpublished . I Moritz, Frc;der ic A . (1972) . "Bikes vs. Cars--Cyclists i:hn the Day , " Christian Sc ience f',1onitor, lViay 5, 1972 . hlowbray, A . Q. (1969). Road to Ruin, Lippincott. National Academy of Sc ience (1969) . Freeman . 2esources and Man, nationa l Asphalt Pavement Association (1966). "Effective Desie,n for B icyclc; Paths , " Faving Forum, Apr il 1966, p. 7Na tional Safety Council , Sta tistics Division (1971). Accident Facts , 1971 Edition. Ne l son , Janet (1 970) . Biking for Fun and Fitness , New York : Un iversal P ublishing and Distributing Co . trogouchi , T . (no date) . The Urban Bicycle Route 'c ystem for the City of Palo Alto , w1publ i shed report, Palo Al to , Ca lifornia. Odom, ;LT . (1971). Fundamentals of Ecology , 3aunders. Og le sby , C. H . , and L . I. 1Ie 1.?es ( 1964). Highway Ene;ineerin('; , Hev·t York : John \'J iley t: Sons , Inc. , 2nd edition , .Tune Ｑ ＹＶｾ ﾷ Ｎ＠ Ohrn, C8rl E . (197J) . E:-:timation l' otential 1\ i__s:y·c_Le Ur_;e and I'uu Li.c ｉｮｶ ･ｦｾｴｭｮ＠ t, presented at tlle lnstitute of Traffic En c ineers 4Jrd Annual Meetingi ａｵ･ｾｴ＠ 19?J. Orane;e County Genera l Planning I-·ro E:_Ta m (1 971 ). Feasibi lity Study of a Count,Ywiclc Bicycle ｓｹｾｴ･ｭ＠ in Or anp·c County , for the Board of ｾ ｵｰ･ｲｶｩＺＭ ［ ｯｲｳ Ｌ＠ July 1971. A-7 Oreco n :;to. to Department o · 'L'ransporta tion ( 197 2 ) . patl )s and l3 i kc 'J'ra il_g.J_ ,_; t c ndardr:: a nd ｇｵ ｩ ､･ｾｊｮ｣｟ﾧ Sa l e m, Oregon , Apr il 1 972 . Or egon Sta te Hi g hwa y Di v i c·lon ( 1 97 LJ- ). Sal e m, Ore g on , J anua r y 1 974 . Ow en f,·1E;nard & Asso cia t e s ( 1 97 3 ). ｾＳ ｴ ｵ､ｹ Ｌ＠ Cl m emon t . FootＬ＠ Bi k ewa y De sLo;n , Heme t Bi cyc le fa t h wa.v fa l o \lt o, Ci ty o f (1 972 ). A 3tudy o f Att i tudes and A;varr:;ness o f Bi cy c lin p; Proc ed ur e s and Safe t y, Fa l o Alt o, Ca li f orn i a , J a nuar y 1 972 . Pa l o s Verdes Pen i n sul a ( Ca li f or ni a ) Bik ewa ys Co mmittee ( no da t e ). Fac t She et f or Community Leaders , Palo s ｶ･ ｲ､ ･ｾＺ＠ l_;enin s ul a Co ord inat ion Coun cil. Papne k, vict or ( 1 972 ). Dantam Dooks . ｄ･ｳ ｩ ｾ ｮ＠ for the Rea l World , Perraton , Jean K. ( 1 96<) ) . " Planning fo r the Cyc li st i n Urban Areas ," Town Pl a n n i ng Rev i ew , 1 968 - 69 , J9 : 1h9 -1 62 . Po p i s h, L .f' l ., a n d R . B . Lyte l ( 1 973 ) . A Studv of Bicyc l e -- Do tor Veh icle Acci d ents , Santa Barbara , Ca li forn i a , June 1 97J . Pr omot i ona l Comm i tt e e f or I3 ilce Roa d s ( 1 968 ). " Third Road '' ( f or P e de str ians a nd Bi cyc li sts ) o f t he · "1'raff i c ｾＧｦ ｡ｲ Ｂ＠ \ Tra ff ic Jam) , s ubt i t led i n Eng li sh Bi ke Wa y , Bi k e ｾ ｡ ｴ ｨ Ｌ＠ Bike Tr a il, 9 - 1 5 1- Ch o me 1\kasaka , f'li ina to - ku , To ky o , Japan, lo l. 2 , June 1, 1 968 . Promot iona l Commi ttee for Bike Hoa d s ( 1 96£3 ) . " Third Road " _( for Ped e str i ans a n d :Bic.vc li sts ) of th...§ " 'l'raff.i. c ｾｊ｡ｲ Ｂ＠ ( 'l'raff i c Ja.rn ) , subt i t l ed i n Engl i sh Like ·:,a y_ , i:l l ke Fa th, -' ilce Trai l, 9 -1 5 1-C home Aka.saka , ｾ ｩ ｮ｡ｴ ｯＭ ｫｵ Ｌ＠ To kyo , Japan , 1o l. J , June )0 , 1 968 . Promotional Co rnmi ttee for Bike Ro ads ( 1 969 ). '"l'hird · Hoad " ( i' or ｐ･ ､ ･ｾ＾ｴｲ ｩ ｡ｮｳ＠ a n d 13 i cys::l::i sts ) of the" rPr<-tff lc ｾ ＳＮｲ＠ "O] 'l'raff i c J a m) , c;ubt i t lcd in Eng l ish l_l_i ｊ ｾ＠ c: tJ9:X il i 1\:e ｔ ﾷ ［Ｚｾ＠ t ll _t_:J] i Ｑ ｾＭｲ［Ｚｌ＠ i ｾ Ｌ＠ <) - 1 5 1- Ch omc ａｬ ｜ ｡［ ｾ｡ ｬｷＮ Ｌ＠ 1\'Jin ato - ku , 'l'olry o , ,Japan , Vo l . 1 .,. , September JO , 1 969 . Pi·omotional Co mmi tt ee f o r Bi ke r?. oa cls ( 1971 ). " Third Ro a d '' ( f or Pe d estr i a n s and Bic y cli sts ) o f the "Traffic \Jar " ('rraff J. c Jam) , subt i t l ed i n 1mgli sh Bi ke Way , Daike ｐ｡ｾ ｴ Ｌ＠ Hi ke Tra il , 9 - 1 5 1- Cho me Akasaka , Mina to - k u , To kyo , J apan , Vol. 5 , Ma r c h J O, 1 97 1. A-8 Promotional Committee for ::i i ｬｾ｣＠ Hoads ( 1 97 1) . "Third r:load" (for Pedestr ian s and Bicyc lists ) of t h 8 "Traffic 1i'!ar " (Traffic Ja m), subt itled in Engli sh Bike Way , Bike Path , Bike Tra i l, 9-15 1-Chome Akasaka , Mina t o-ku, Tokyo , J·apan, Vol. G, f/iarch 30 , 1 971 . . Radet for Trafiksikkerhedsforslming (1969). Cykelstiers Betydning for Faerdselssi.lckerheden, ｒｾｲｴ＠ 1, pub li shed by Statens Trykningskontor , Copenhagan, Denmark. Ramey , M. R. , H. Sommer , and D.F . Lott (1 973 ). Some Aspects of ·the Design and Evaluat ion of Bikeway Faci litie s , presented at the Amer ican Society of Civi l Engineers National Transportation Engineering Convention, 'h1.lsa , Oklahoma, July 1973. Regional flanning Board of Princeton , New Jersey (1971) . A Bicycle Fa tl1 Haster Plan .for Fr i nceton, He-,, _:!ersQY , published by the Bic ycle Institute of America , Jul y 1971. Re id, Thomas R., III (1 969 ). "Easy Rider : A Solution to the Commuter Cr i sis ," 111/a shington Monthly, November 1969. Rosen , Nil s (1 97 1). Cyklen I Stadsplanen (Cycle ways in City Planning ), Cykel-och Mopedfram jandet , Or sa , Sweden . Rosen , Nils (1 973 ). Planning for Peda l Power . Information Service , New York. Sa cramento Department of Public Works (1 973) . Development, Sacramento. San Diego City Pl anning Department (1966). San Diego , reprinted 1969 . ｓ ｾｮｴ｡＠ Swedish Bikeway Trails for Barbara , City of (1 973). A Citizen ' s Attitude SL.trvey on Bil(eways and A Bicycle Users Survey, Santa ｄ ｾｲ｢｡Ｌ＠ California , August 1973 . SCEF ( 19 G8 ). ｾＮｈＧｉ＠ rr e ｛ｾ＠ l'i!an 's In1pact on the Global Environment, r; • Scheidt, r.1 elvin E. (1967) . "Env ironmental Ef.fect:3 of Ji i ghv:ays ," reprinted in De twyler ( 1971) Man ' s Impact on En,rironment, l'ikGraw-Hi ll. Scneider, ｾ･ｮｴ Norton. ｨ＠ R. (1 971 ) . Autokind vs . Mankind , Smith , Daniel 'l' . (1 972). Urban Occi_u1 to ｅｮ｣ｯｵｲ｡ｾ＠ Dic',rclc Use , presE:ntr.rJ i. o the het:copo li tan Associat ion of Urban Designers and Environmental Flanners, December 1 972 . Sm i th , Danie l T . (1 974 ). 19_E!: ' DO'I'-Flli\ ＱＲＰＭＷＧｾ Bikeways : S tate of the Art - I Smith 1 Haldan L . ( 1971) . "Bicycle Transportation : Inferences Frorr. Mass Accident Data ," HIT Lab I\eJ)orts , Univerr;ity of IfJichi gan , Highway Safety Research Institute , June 1 97 1, pp . 7 -1 8 . So mmer , Hobert (1972). Hinehart Pr ess . ｄ･ｾ＠ Awareness , ;:)an Francisco : So mmers, !:L ＨＱ ＹＧＷ Ｇ Ｍ ｾ ＩＮ＠ Tirht ｾＭ［ｰ｡ ｣･Ｚ Ｚ＠ Hard Arch itecture and Hov; to Humanize It , ;:;p ec t.rum n ooks. Sommer, Robert and Da l e F . Lott 0971 ). "Bike •ay;; ln Action : 'rhe Davis Exper ience read by Hon. !'i l exander P irni e into the ConEI_ess io nal Record -House , va l. 1 1 7 , No . 5J , April 1 9, ＱＹＷｾ＠ under the t i tle , " The J i cycle Era .'' I I" Sommer, R ., and D.F . Lott (197'-1-). Behav io ral Evaluation of a Bike1vay System , unpub l ished report , Dav i Califocnia . 1 Sta tens ·1 eguesen (Department of H ighways--l!orway) For slag Til Ve.srnonma ler Ｈｨｯ｡､ｷｾｹ＠ Standards ) Dimensoneringsgnmnlag Sykke l -Og l'liopedveger , Part J, Chapter 7 , p. 1. I . St uart , f.Iargare t (1 971) . " Those I.'iagn ificent Men on '.r11eir Cyclin g Ma chines, " Los 1\ ngeles Times ｾＮ ﾷｊ･ｳｴ＠ Niap;azine , October ｊ Ｑｾ＠ 1 971 , p . 12. ::;ubbarju , L . H. et al . (1 97 1). " Urban !{oad Network , Question iJ ," 1LHh ;·J or l d Congress- - Prag1J.e 1971, Permanent International Association o f Ａ ｾｯ｡､＠ Con £':"resses ( Faris , France) , ( 1 -11), pp . 1-9. I 0w ed ish Nat io:nal Board of 1Jr· han l"lanninrc and Na tiona l Ｎｾｯ｡､＠ ｾ･ｬｭ＠ in i stra tion ( 1968 ). Fr inc :lples .for Ur1Jan F l anni n _e; wi th ilespcc l. to_Hoad___:iafety , :::;tockholm . Taylor, J . l. and l[.i,J . McGee ( 19'?2 ). ｒｯ｡｣ｬｷｾｹ｟ｄ･ｩｮｴｑＡｽ＠ _§_J:E; tern§_ , Nat ional Co operat i ve ll i ghway gra m Repo rt No . 1 JO . 1 Ａｾｬ･ｳ｡ｲ｣ｨ＠ Pr o - Taylor, VJ. C . , and J . S . HulJbell ( 1967). The Evaluation of lave wcnt blarking to Desit:nate Direction of 1'ravel and D_§_gree of ;.)a fety . Ohlo Department of Hl ghways . rrempe flannine; Department ( 197 3) . 'I'empe . Terry, Mar k (1 97 1). tine. 'I'empe l3 ilceway 0tudy, Teaching for Surv ival, FOE/Ballan - Thibaudeau, !Vleg (1 974 ) . "Bicycling , No . 1 Sport in Ol' lfirginy ," Bic ycle Spolce sman, May 1974, Vo.l. LJ., No. J . Torrance (California ) City Recreation Depar tment (1971). Bicycle Route Feasib ili ty Rep ort , Ilene Kamsler and Kathi O' Bitz , editors , Way 1971. United State s Department of Interior (1971). Bicycling and Bicycle Trails, A Tra il s and Trai l- Based Activities Bi bliography , Francis F . Sw im , Ed ., Dibllograph y Series No . Ｒｌｾ Ｌ＠ June 1 971 . Un i ted States Department of Interior (1 971). Proceedings : National Symposium on Trails, lrJash ington , D. C., June 2- 6, 1 971, Bureau of Outdoor Recreat ion, U. S . Govern ment Printing Office, Washingt on, D.C . United Sta te s Department of Transportation, Man ual on Uni form Traff ic Contro l Devices for StreetSari:CiHi?:hway§_, Federal Highway Administration, U. S . Government Prin t ing Office, Wash ing ton, D. C. Van Dresser, Peter (1 973) . technic Press . A Land scape f or Humans , Bio- Vereinigun g Schv1eizerischer St rassenfachmanner ( VSS ) (1955) . Profile en Trav er s , Pistes et Bandes Cyclables, SNV 40155a , p . 1, Zur ich , Switzer land·, Se.ptember 1955. Verkeerstechniek , ( Traff ic Engineering--Holland) . September 1970, pp . 4J7-4J9. 'vil s on, S . S . 0973). "Bicycle Te chnolo gy ,'' Sc ientific American , March 1973. Wohl, Mart in ( 1968) . "Users of 'I'ransporta tion ::>erv ice and their Income Ci rcumstances, " paper to 'Jlransportation r·overt y Conference , AAAS , June 19GB . V:f olfe, Victor D. , and Jame s D. McC l ure (1 97J ) . Oregon Dikewa ys Progress r; eport, Orce;on Departrnen t of Transportat ion , Hi ghway Division, February 1973. A.-11 w.t y \1 \l' inc lude lli o'>L' fur : ｬｩｊ ｧｬｩﾷ Ｎ ＺＮｾｹ＠ <JI •d :- trt·r·h: ｴＺ｡ｾ＠ an!l 0i l p it•Clllll''i : [1 <JWL'I" ｾ Ｑ ､＠ tckpliOII C :illl'S : r:JtlrfiJJ S: aquadULlS, Gt11:tl 'i . ｷｾｴ＼ﾷＺ ﾷ ＺＭ ｨ ｣ ､＠ d tst ril'l> :tnd r:·:;r: rH> ir'i . In li lt' l': Js lern L'ni ted Stall'' c:tna l tow paths aiL' :il o,n IH·ing u:. n l. 1\iv•_'r kvecs anJ dr y ..:re ek 1w tls l1 avr IH· cn Ｚ［ ｵｧ ｾﾷＺｳ ｴｮｬＬ＠ whilc it. too, is pnss ibl .: to app rnac h privatl' LllldOW!ll'fS for usc or th e ir l:l lld. Should you he p!Jnning a bikewny with in the ｲｩｾｨｊｦＭｷ｡ｹ＠ of a public roa d , you must conl<tct t!tc hig hway o r ｴｲ＼Ｎｾｮｳｰ ｯ ｲｬ｡ ｬｩ ｯｮ＠ departtll t' ll( o r whi chever kvel o r gove rnm en t has juris<l iction over th:tl ro:.td : city , cot;n ty or sl at e. If the de pa rl111cnt wil l have so me rnr t in t iH· hikt>way con.AND TO BIKE ON structi o n , it will guid e the :•rproved rr oj.cc t throu gh the final Having a n idea, th en, of w ha t kind of blk eway yo u want, you steps. Th ese include fin:Jnc ing. engin eering stud ies , env ironmental im pact statements when nccess:uy, and any ot her riga,re prcpJrt>d to loo k for t il e right-of-way on whic h lo build it. marole prio r to actua l cons truct ion . · Simply, a rig ht-of-WJ\' is lan d which one hns the pri vilege of If th e highway department is not to build t he project , it can tsing. For example, stale h ighways arc nlmost alwnys o n stat eissue nn "e ncroachme nt pe rmit ," al lowing th e construction twn ed hnd _ Utili ty or r:.t ilroad co mp:1n ics, o n the other h:Jnd, group to build on ｨｩ ｧｨｷｾＬｹ＠ right-of-wny . ,\ 11 ｰｬＺＮｾｮｳ＠ must be cquire eit her " in fee" owners hip (mc :lll ing. land is owne d autcleared to assure that the bik eway will not inte rfere with departight b y the company) or nn case ment (meaning permission to ment plans or existin g stru c tures. 1se land owned by another_) o..:;;t ._· J ｊｩｬＧｾ ｬｲ＠ Ilie il l. ｴｾ＼＠ｓ IJ .1 ｾ ｵｲｶＬ ﾷ ｹ＠ 111 ay ｾ､ｬｮｩＮｴＧ＠ tll'i!:il h'l: IHH' d ｴ＠ pu tc· c l Jal noise :; nJ dehns 11\· ｴﾷＺ Ｌｬｩｧｴ ＼ＮＺ［ｊｩｮｾ＠ 1pp rl'itc' rhiur> ｾ｢ｯｵ Ｍ･ｾｩ ､ ･ ｮｬ Ｇ＠ ｾ ｴ ｯ＠ till' nJ: t.r,· •• I a ｨｩｫｮ｣ＺＮｾｹ＠ ｩ｜､ｴｾｵｮＺ ｩＺＬ ﾷ Ｌ＠ ·;pccil ic ｾ ｩｴ ﾷ ､＠ fo r furtil n '· '' '":: . Hob lcm< Ｚｮｩｴ ｾ ｨｬ＠ he Ｇ Ｇｴｔ＼ＮＺ l'etso nal S\HVl' \ ' d one' <'II IIIII >.H' arc H' ry convinring lu a oc al rcn-crnme:1t. In Lll'l, ｾ＠ \\e ll-d t.) l\l' pc t itiu11 ｣ｾｭ ｰ ｡ｩｧｮ＠ ca n be ｡ｴｩｲＮｾＭ low nr ir ht ｩ ｮｴ ｩ ｭｩ､ But ｾ ｵｲｶ ･ｹｳ＠ lake t ime and, :JS tim e passes , cnthu siasm wanes. ion't wa it for t he results of yo ur surveys before looking into he next steps . 1 here 's lots more to be done I PART 1: ｑｕｾｓｔｉｏｲｬ＠ 1. H ow m4ny ｢Ｑ TO BE ANSWERED BY THE HEAD O F THE HOUSEHOLD ｣ｹ ｬ･ ｾ＠ dre ow"'leC by your household' _ _ _ Your Ar;r. _ _ . _ 2. 3. If y'!S. lor wha t rn •ght y our house .C . If 'iOI 5. How mdny ye.tr'> have yo u lovect .tl your prese nt ｙＮ ｨＮＺｾｴ＠ •S your z•p c.ode n umoef" _ __ _ _ Are you ;rhome owne r ' 6. Yes a hom'eowner . wh<!t ｲｾｮ No of •I were for rent'$ ___ _ _ _ Mo . ｴＮ＠ yo u r mont h ly rrnt' $ _ _ _ _ Mo IS ｡､ 8. In wnoch c •ly w•lh•n ｴｬＭＮｾ＠ U.,<. ａ ｾ ＼Ａ ｊ･＼Ｎ＠ Mea do yo u liv e ? - - - - - - - How many people hve •n ;our ht,; u '>e or apart m ent' _ __ 9. H ow many ye<HS o r sdlo ol 7. Atmed force s 11. y ou c ompleted? _ __ ｨ｡ｾＮＡ＠ Emplo y'Xl 12. · Wh en you made t he ､ ･｣Ｎ ｳ Ｚｾｮ＠ ｾ＠ f.tvorab le for b•cvcle Yes 13. ｾ ｳ ･ t o:> move to your prese n t ｡､ｲｾｳＧｩＮ＠ d1d you cons•der whether the area ooo t o l-3.9 99 $4 .000 to 55.999 Snc wy G. Foggy . A_ B1CyCioS I makmg le ft h.Jnd turn B- Car door open•ng c. D. Cro'> S traff•c . -: Be.nq h1l rrom re ar E. Car h;rnmg clbrup\1y F_ G_ Car st o pprng or Ｎｮ ｣ ｯｾ＠ J. Bad weJther . K. ou·.er (speedy ) fro m .1111 sour c o:.. fo r l.t'>l yeJr . S-6.000 to $7 .9 99 ,ovc to s'i.999 ｾ ｉ＠ ｾＮ｣ｯ＠ S ! O.IJOD to $11,999 Ｕ ｾＵＮＰ＠ ｓ ＱＵ to S l 4 .999 Ｎ ｣ｾｯ＠ ｾＴＮ :c or '1' o• e Few er Ho p C. Shorter D. Fewer h olt s H ow many speeds VVhJ I i'S your re l.1t•on t o :he r"l o.;o!c' ol the hou\eho ld your otc y cle haYe? _ _ Y our Spc u 'loe o 1 h e ad __ ａｧｾ＠ 1 Chi l(. of he.Jd Unrelated Ftean ,ndTC.Jt e wn• c.h c.t t t•e lc! ; o w• n g t·,-ocs of ttanspot tcJt• on YOU noHTull y use d urang d typ!Cdl ｰｬ ＮＺｾ｣ｮｧ＠ d t n e :.: to the ｴ ｹ ｾ＠ YOU u'>e most ｬ ｲｾｵｴＡ ｲｯ ｴ ｬｶ Ｎ＠ c1 2 re ·<! :o :he secoPd most fre-quent. ,and \0 on until you h.1ve r .lnked .JII lypeo; of lr anspor:Jt 1on yo:... normally U'>e : _ _ Auto _ _ Motorcy::ie _ Publ ic ｔｲ｡ ｮｳ ｯｲｬＮＺｾｴｮ＠ _ tiocyc! e _ _ W,llk mg _ _ Other we!!k by- NOTE : For c ueshons 17-23. Clf Cie tn e appro pri.,te n u mber to the ｾｴｧｨ＠ is not appl•cable. C!r cl e NA .. 2J. of the c;:..oe\ho., If the question C. To ue rcise For trJn sport.l toon . E. To wv• t•ml!!l . To ｳＮｾｶ･＠ money 19. ｯｮ ｭ ･ ｮｬ＼ｾ＠ ｲ ･ｾ ｾｯｲｳ＠ Fe r H. I. T o ride weth my fnends To r ide with my t .amt!y J. Other Ｈ ｾ ｰ･ ｣ ｦｹ＠ "3 __ C. D. O.tnger o f ｴｮｾ ｬ ｴ＠ NA NA NA F T a'-' e1 toe t of\q NA G Soc:::•.at ｰｲ ｮｾ･＠ (d •n'. ••(' r. 1.t t". etc. Too ,-.,U I" \I JtlH•fJ .! f'l.! ' ' :l0D" g H. I J. c •nnot (<lily ｲ Ｎ ｵＧＭ Oti"'e r (Wt>CI Iy) dn d ｾｷＬＮ｡ｬｴｱ＠ . ...,.,Jf . 5 .!I ..; e,tor•,;t ,o n J ﾷ ﾷｾ ｾ Ｌ＠ ､ｾｴＮｬｮ｣･＠ NA P.athw.:JyS along re s•dential or seconda ry streets 0. P.1thw.:Jy\ through recreat oon areas or pa r ks ｐｴ･ｾｳ ･＠ 1 NA NA NA I NA f•ll in the &PP'OOroa t e respon\e u nder headrngs I .1 n d II fo r each of the tyoes o f b icycle t •1 Pi YOU ｴｯｾ｜Ｎ＠ e . Under ｨ･ｯ［ｾ､ｮｧ＠ Ill. c he ck whether MOST of ｴｨ ･ｾ ･＠ (t!PS are ma de on ｷ･ｾｫ､｡ｹｳ＠ OR week · ends . U nder IV . tnd •cate the aopro pri<Jte hou r (s) you ｷ｡ ｵｬｾ＠ b"e most hkelv tc m.tke th 1S lnp fe 9 . .11 trop to and fr o m w cr k mrght ｴｯｾｶ ･＠ under "To" 8 . 30·9 . 00 Af\.1 a nd under " From" 5 .00 -S: JO PM). I II No. of R ound Trips Per Week Approx. On e wAy ｏ ｩ ｾｬＮ＠ in Milu On Btcycl• A. T! dvel lo and fro m w ork B. T rJve l to and fr o m - -- sch .:> o l ｾｨ ｬ＾ ｄｐＧＢＹ＠ h op 0. Rrnc di ll) nal t rr p . E. Other (\ O&I..dy) Ple.He Che ck e.1C11 o l tne fo ll n w,nq w .ry •. YOU NA Ｈｉ ｾ ｅＧ＠ Ill >tOur ｢ IV ., lndicah Hr(') of Day To From ｃ ｖ ｃ ｉｾ＠ To ')C t to 0 111er m!'.ln c; c ! h.:tl1\ll< H IJ I•on (e .g . . b•cyCII" :u bul} T'" " ' Pu': b• Cr'I' I C c row t."nOu1 h tr, rode b ocyd e ｴ ｯ ＮＬ ｟Ｌ ｾＬＮ＠ ( e Q. Jul o .,..,th b •c yclc rJtl- ) ｴ･＠ cl o \e e no uqlt to r ·ue tl •cvcl f In \ ChO t> l Ti.t ·'\PCI\ ｢ ｃｾＮｯ A B. C. 26 . N., ｐ｡ ｴｨｷ ｡ ｹｾ＠ tn ､ ｯｾｮ Ａ ｯ ｷｮ＠ metro p o litan are.as.. Path ways alo n'!! maror a r te n a l streets C. NA NA NA NA NA NA NA A. B. NA d'J ｾ Ｎｲｨ＠ ｾＬ ﾷ＠ ｾ＠ .. ｾ＠ loP .,....,, " Q Ｂ ｬＧ ＼ｬＧｨｾｲ＠ cond•:ror•\ l' h ot) d '>C' •, 'rc.. rr· " '' ' " 0 you r t •Cy<..h: lor N(J N ·•'!• rt•l .... _, , '''tl'' A ｒｾｯ Ｌ ｭｊ＠ To ･Ｌｬｾｮ ･ｦｬｯｲｾ＠ ｧ ｮｳ＠ Type of T rip 25 _ Too mloc l"l ｰｨ ｹ ｜ ｾｯ ＬＺ Ｎ｡ Ａ＠ Ptr1 on.a ! ulroty . Ltck o l b •ry\l e ｲＮ ＼ＮＱ ＭＮｾ＠Ｑ B 0 ll ,ln \U'll l ｢ ＼Ｂｹ､ E. Ttd !l\ p ,.u t b• C'7C ie liO\e Pn') uC)h t.J "d" b• CY<" Ie to o r m reueJt ..,nJI ar eJ ｾ ﾷ＠ o..to• e t! I!G\tq ll t u n(f,· U•o..yt le to Ｌ ｨ ｯｾｰｵ ｱ＠ Jt eJ II .1 t'>o .. y, lfl IJ.1ti1W,J')o' .....,. , c ｢ ｾ ｬ ､ ｬ＠ ｐｊ Ｎ ｉｴ ｾ ｬ＠ In lhl" tou lf' \h,11 y uo1 11(.'"" Ｚ ＮＬ ｲＮ ｾ＠ llll ＱｾＰｎ＠ rf' ( •eJio on J l pur · t., .v ;'1,1ny 111••ll.\ ""''-Hih l YO\ I llt! "" '""'\I to go 1..111! ol YOUR "" -'V to loi.J e 011 111t ｰＬＩＨ ｬｴ ｷｯ［ｾｹＧ＠ I nulr) P O . t'\ . r; l\ (/\uu 111 c ;o h i ...Jt k ' NA ___ _ ｎ ｵｭ (' f blOC k\ ｨｾｲ＠ ｴ＠ Smoqqy 4 J To wha t exl'!n! do t:J lh ,, • the IDIInw ong IJC h .r \ •nl"":ob•l YOU lrorn u<..,.. g yov r b 11: vc•o: fo r N ON ｴ｣･Ｎｊｾ ｃｩ ｮ ｊｉ＠ t np<.. I • e, tr •p \ t o w o rk , f o• ｾ ｨＺＬｰ ｰｯｮｧＬ＠ e tc ) ' A. 20 . ･ ＮＭｶｾｲ G. 24 .. NA NA NA NA NA NA NA NA NA NA . D. F. NA ｾﾷ trarfic C. Extre me ly How f.t vorable h your tfT'+medta t e ne ighborhood lor b •cycle u.-.e? How important to YOU is edch rea son fOf" fiChng yo ur b icycteJ A.. For louring ... B. Fo r recr,.a!oo n ｳ＠ ･ｲｯｳｾ＠ E. Be tter ro ad ｾｵｲｦ｡ ｣ ･＠ F. Mor e a ttract• •1e ｾ｣ ･ｮｲｹ＠ G. 0ther (spec ify) - - - -- · To wha t ex tent w ou ld bicycle pathways ( I . e, some ､･ｾ Ｑ ｧｮ｡ｴ･､＠ pclthway wh ro;. h is c;enerally rest nct ed !o b1 cyct•s ts) •ncre.1 se the n umbe r of t•m t!"!o YOU use yo u r bi CYCle If ot.aced in the fou o w• nq pl a ces' Not At All "" NA ﾷｾ｡ｯｮ＠ s.. _ _ 1•. 18 . t ra ffic To wi":J ! ex:ent .s ea..: h ｯ ｾ＠ t ho? ' ?l !<.w •n :; .1 tc.r YOU to r•de you r bocy c: to: .:r ic- ny c;treets wdh h•g h .! utomob!le ｴｮｦｯＭＺｾ＠ 22 . Ｇｩｊ Ｚｊ＠ ｌｾ 15 . 17. ｾＮｯｰｴｬｹ＠ ｯｾｧ｡ｭｳｴ＠ A•dH'9 btcycle at nigh t B. H ead NA NA NA NA NA NA "A NA NA Orarnage d •t ches PART II : QUESTIO NS TO BE ANSWERED BY THE BICYC L E USER ､ｯ･ｾ＠ ＮＺｊ｢ R•d •ng bicycle A. 16.. NA NA NA NA NA W1nd y . H. Nc Less than $ 2.000 C o ld ＿＠ Plea :..e •J"'d •cate ;·our FP. MIL Y le .. ｾｴ＠ ｳｾ＠ Not look•ng fo r permanent employmen t ､ｯｾ＠ 'r'.hat k.nd of ....-ark do yo l.! ｷ｡ Unemploye d H ot D. E. F. From YOUR ･ ｸ ｰ ｾｲｩ･ ｮ｣･＠ when ｲ ､ｾｴ Ｇ｝＠ .1 brc y c le . h o w O.:J ngc fo u li do YOU fm d th e fo llow· ing con d it•t)n\ ' 2l. _ _ __ ､ｲ･ｾｳｊ＠ c. BICY CLI NG ! ｾＸ NA NA A-12 Ｎ＠ Oo ?o•• ｃﾷｾ Ｇ ｕＢ ｯｊ＠ 10 J b •\" t l lt.' ｣ｬｵｾＬ＠ 01 o•qJnot JI IOn 1 No 29 Q,-, 30. II y ou hJ\ 1: ..li ' Y I(I(' J) o r conm t•nf\ on hl)w to enc.Ou1,1fll' .v oder u\ e o t br( ycle \ ｾｯ ｮ､＠ (I CJ' l' Ｚｬ ｬ ＧｦｬＮｾ＠ ｖｊＺｴＮｎｾＩ Ｉ＠ ''' VtHH ,HeJ . ｰｴ･ ｊ ｾ＠ ond oO: J!t: bei\.IW. \'OU .._. ,vr. .J -..1< 1 Y e\ Nu by Permission No on h Ow to ｾ Ｍ ｾｕｪﾷ Ｎ Ｚ ﾷ ｪ＠ \ '·• ''> by FRLD DELO NG Tile ｰｩｾｉ ｣･＠ o r tilL' ｢ｩ｣ｾ ﾷｌＧｉ･＠ in ｵｲ｢ｾｉｮ＠ tramport is king ｳｮｩｯｵｾ ｬ ｹ＠ rL'COmitlned by cyclists. govnnmcnt anJ ur ba n pla n ners ｾ､ｩｫ･Ｎ＠ But til e ;q1pro:Icilu su ally ll1Jdc ｩｾ＠ tile "nL'l'd" !'or ＭＮｾﾷｰ｡ ｲＺ ｉｬ･＠ Licilitil'S l·o r cyc li sts. Wil y is th i s'! Sepa r all' LIL'ilitil'S ta ke space l'ro lll otlll·r uses and requirL' nlOill'Y to ｉ ｭｩＱｴｾｮ＠ il' the y :m.: to be kept fr ee or gbss ;1110 Lkbris wilil'h SC\.'111 to :ll'ClllllUI;Ill: frO Ill now ilnL' . I r properly L'O nstrUL' ll'd . the y co:-.t as 111l1 Cil as 70'i; o r til l' ｣ｯｾ ｴ＠ or a :-.ection or rO:Id or L'qu;II l<.:ngt ll. ;Iccordillg to L' ll !:_!i lll'L' r Llllll'S ｾｯｮＺＭＮｫｩ Ｎ＠ wllo-.c firm ｓ ｊ ｬＧ｣ｩｾ ｉｩ ＡＮ｣ｳ＠ in that work. ｔｩｬｾＮﾷｹ＠ Ｑ ｾＱＩＧ＠ hL' m o re d;111gnous ｴｩｬｾＱ＠ the ｲｯ ｾ Ｑ､ｷ｡ｹｳ＠ il' impropnly ｰｬｾｩＱｌＧｕＮ＠ /\nd wllL' Il 11 0 1 in l'ullu sc. tl1 c spaL·c is lost l'or ot l1n ｴｲｾＱｰｯＮ＠ Se vera l recent tri ps in ｐｾＱｲｩ ｳ＠ :111d about 2.500 111ii L'S tllro ugilout Fr:lllcc have broug.IIt sil;Irply into focus th t.' conn:pt f "/\ 11 ro:ILh for al l u sers," wllL' n ｲｾＮﾷ［ｉ ＭＮｯ ｮ＠ is L':\ L' rci sed. ｐ ｾ Ｑｲｩ ｳ＠ ｴｲ ｾ ｉｔｩ ｣＠ is a ''tk l ig ilt" !'or tl1 e cyc li st. Ｇ｟ｉｬｾＮﾷ＠ tr:IIlic vo ltllll L' is inkil Sl' . rL'\ tdting i11 lllliL'Il cmb to curb traiTi c. There arl' 111;111 y conl'u sing multiple inter-;c L· Ii ons. w i th ｾｴｲ｣ｌＧｬｳ＠ at ;Ill angle s. Cars co111e !'rom ;Ill dirL'CLf'Ltoik w ith 12 intnscct ing " trL'L'ts. l'l aL·c de t ions -- Jnd go in ;1!1 dircctiollS. Til L' rou!lll;Ihouts lik L' ｐｉ ｾｉｌＧｬ＠ Ba still e. Plan· C'oncordc and ｉＧ ｾｉｬＧ＠ de L1 l\':1tion :IrL' wide. :1nd trallic ｣ｲｩ ｾＭｮｯＺＮＧｌｓ＠ thro ugh out tile entire :IrL';I at considn:I bk spL'l'll. It 's like l·vcli11g in til l· eyl' ol· a torn :1do. Yl'! 011 ｾＱ＠ til L' slrl'L'ls. bi c yL·k s ＺｬｮｷｰｾＮ ﾷ､ｳ＠ arL' L'\'LTYWill'I'L'. lh L' ｬｩ ｧ ｩｬｴｷ ｾＮﾷｩｧ ｬｴ＠ ｨｩ｣ｹ､ｾＮﾷ＠ Clll kL'ep up wilil IllOI'l'ds ;111d trallil·. TilL' ｾｉｏ｜Ｇｬ＠ ;111d hL';I\·in utility hiL·ycks gcnn:Iily kL'l'P to t ill' ri;;ilt. But mopL·tls :IIlli ｬｩｧｴＬＮﾷｾｨ＠ st;Iy righ t i;1 tlk· tr;illic ＺＭｴｲｾＮ ﾷ［ ｉｬＮ＠ ,\s ja rns occ ur. til L'Y t ilrL';Id i11 lwt\\'l'L' n the lilll·s ol· c:1rs ;111d kl'l'P t:o ing. ｔｩｬｾＮ ﾷｹ＠ In;tkl' i';Ir ｬｾＮﾷｴｮ＠ ti111e tk111 mu:-.t Cirs in tile ci t y. On Olll' Jli'L'\·iou:-. tri p. when ｴｌｬｩｾＮ ﾷ＠ w;Is ｪｾｬｌＧ､＠ Ｇ［ｉｾ＠ it pnpl'lu;dly is in ＱＧ｜ｾＮﾷＬｶ＠ l'mk :-. trL'l' t'>l. my wife ｾｉｬ ｩ＠ I lii'tl'll our L11Hlcl11 0\'l' l' ou r ｩｬＧｾｉ､ｳ＠ ;IIlli th e r oofs or <Idj;Icent Cii'S anJ JHOCl'l'licd 011 root to a ckar spo t whne Wl' co uld prol'l'ed . th oug h ti lL' c1rs cou ld 110t. The lllL'lange oi' bic ycks. cars ｾ Ｑｮ ､＠ m o peds is accepted by cvnyonc. There is no ho 11king oi' homs or i'orcing riders t o til L' ｾ ｩ､･＠ o i' tl1 e ro:1d. TilL' cyclist is recognit.l'll ;I s :1 lq;it im;It L' ro;Id u sn . In a h:df UO/L' Il tri ps to i>;Iri s ovn lh c ｌＱｾｴ＠ L'igllt YL';trs . 1\·L' 11evn see n a or-hicyck ;Icl· idL'Ill. IHll' i'l'lt iii SL'cure whl'Il a p :1rl o i' tile tralli l·. TilL' cyL·I ists arc ｳｾＮﾷ ｬｦＭｴｲ｡ｩ ｌＧ ､＠ t o bL' able to 1·ide in a trallil· ｾｴ ｲｾＮﾷ［Ｑ Ｎ＠ TilL· policl' don't bat an eye ｾ ｉｳ＠ you mi:.; witl1 the strc;11n. nor do th e mot oris ts objcl't . On tile L111dcm we could p;1:-.s buses going JO mph in tr;IIlic - llic tailwinds gencr;\lcu in a tr;Iilic '>tream m<Ike it ｣｡ｾｹ Ｍ ［Ｑ､＠ tile ｰ｡ ｳｾ｣ｮｧ･ｲ＠ would wave Jt us ami sm ile. Thi s appro;Icll is n ot for til L' llL'W ridn or for til e un t r:1incd cyL· Iisl. For Ｇ ｴｩｬｾＮﾷ ｳ｣ Ｎ＠ bi cyc k p;t!IIs L';ll l be helpful. Uut the bicyck path l'rom Orly airport to town. wl1ich USL'd to be ollligatory . Il C.1W ｾＮﾷＺ［ｩｳｴ＠ l'or kss til:lll a mik. ri gh t close to the <Iirport w l1nc tilL' ｨｩｧｬＭｳｰｾＮﾷ､＠ ro:Ids n<Irrow and go under the runw;Iys . I'm sugges ti11g that pn lt :I ps \Vl' slwuld cOilsidn ;1 successful sys km . \\'c IIa\·e ｣ｯｮｾ ｬｩ ｬｵｴｩＧｉ ｬ ［ｉｩ＠ n gllts to usc public ro ;Id s. \\'here tralli c is LI'>ll' r til :111 Sj1L'L'ds WL' c:111 lll:IiilLiin. it is ｩｮＱｰ Ｚｉｴ ｩ ｶｾＮﾷ＠ to ｾ ｌＱ ｹ＠ ;It til L' ｲｩｾ［ｉ ｴ＠ L'tigL' ui' the rn:1d . T h is ｩｾ＠ ju ' l bond L'(1 11lltll111 ｾｌＧｉｬ＾Ｎ＠ \\' c 11:1\'L' 11 0 rigill Ill oh,t rul'l li :III.ic llul ii' ｣ｹ ｬｩ ｾｴｳ＠ Cil l hL' tr:Iilll·d 1t1 ｲｩ､ｾＮﾷ＠ Ｇ＾ｫｩ ｬ ｬＧ ｵ ｬｾﾷ＠ :IIlli IllOl(lri ... ts tr :Ii il l'l l to :ICCL'jl t cycli :-. t s' ｲｩｧｨｴｾ＠ tu lii L' ru:1d wilc11 it ､ ｯｾＮﾷＺＭ＠ 11 01 ｩｮｴｫｲｾＮﾷ＠ we ;ilrL':Idy il;I\'c' mil li ons ol' lltik'>lli' lliL·yck p ;ilih i'or 0111' li'>l' i 11 til L' LJ .S.i\. LL·t lliL' ｲ ＼Ｎ ﾷ ｰｾＮﾷＺｬ＠ t o ;1\·uid llti '>L'L1i t<.'\.'l'tiull . Cr;lltd '>LIIIliiilg. iiTL''> JHli t-..il'k ｣［Ｎ ﾷ ｾＮﾷ ｬｩ ｧ＠ i-. 110t ｨｾＮ ﾷ ｩＱｧ＠ :td\'llC:Ikd. ｏｩｴ ｌ ﾷ ｾ＠ eyes lllU '> t bL' OJll'll and o hsnv:11 1t i11 L'n·ry dii·l·ctiuil. 011l' ､ ｯｾＮﾷｳ＠ 11 0 1 ｯｨｾ ｴｲｵ ｣ ｴ＠ 11 or rni.\ wit l1 lllllcli higiin SJ1l'L'd tr;t!li c. l' SilL'C i;il l y du;·il11'· r;Iill or Oil cobhk'> l 0 11L' strL'L'h. (11' lll';Ir ro;Id L'dg_L'S WiJL'Il :-.l rl'L'ls ;I I"l' \V:I'>ilL'd d own i11 til L' 1mi mi1 tg ;Is is ｵｩｳｴｯｭｾｉｲｹ＠ in l':1 ri s. \\'itii ｾｭＺｉｩｬＭｳＮﾷ｣ｴｯｮ＠ ll;mlblm\·11 t i r es. OII L' LIKL'S 110 ｣ｬｌｉｃＧｾ＠ 011 fallin g. You d o n ' t ridL· undn Ut ilditi o il S hL'YO il d your ow1 1 ski ll :111d your lr;Iilliilg. For till' U.S ./\ . thi s is :1 prn s i';Inl !'or the future. not 100';; l'or lmL1y. Wl' m11st l1;iltk l'or ｌｬｲｩ｜ｾＮﾷ＠ tr:1ining. stressing rn o to ri sts' ｲ｣ ｾ ｰｵｮ ｳ ｩｨｬｴ ｹ＠ tow ;Ij-d o llln fon n s of tr;IIliL·. ｾ Ｑｳ＠ Ｌ ＬﾷｾＮ Ｑ＠ ;1s ryL·i is l ｴｲｾｉｩｮＱｧＮ＠ At prL'SL'Ill. ｲｫｾ＠ admir:1bly we ll wkn conditions aggressi\·e motorists pre c luLk "Il l L' l;lllgl·" tr;IIlic in m;111y arl' ;Is. But it ｷｯ permit. Wil y not give it con sidn;Iti Oil a11d wo rk to bring it about'! 20 BICYCLI NG! By Permi ssio n BICYCLE PARKING prepared by Living Systems for the Office of the State Arcl1itect BICYCLE PARKING Th e provision of we ll d es ign e d bi cyc l e parking i s essential if a bike way syst e m is to b e h e avily used. A study in Michi gan found that bicycl e rac ks we r e on e of th e most important consid e ration s of bic yclists. Ye t f e w ar e as provid e ev e n mar g inally acc e ptabl e bicycl e rac ks . In mo s t case s .racks ar e poorly d e sign e d and plac e d and cyclists use f e atur es of the l ocal landscap e that mee t th e ir n eeds bett e r. Sign posts and tr e e s are better than the mor e common commercial racks. Planning should provid e safe acc es s in addition to '"e ll d es i gn e d and we ll plac e d r a c k s. Th e plan for Unive rsity Mall in Davi s is an innovative st e p in th e right di rec tion but much mor e can and s hould b e done . Light e r colors should b e u s e d for pain t ing the bike path, l e ss dan ge rous bloc ks should b e us e d for e dging , and much better racks can b e design e d. BICYCLE RACK DESIGN CRITERIA A bicycl e wh ee l is v e r y strong in t ension and compr e ssion but v e ry weak und e r late ral lo ading • Thus a rack s hould support the bike by th e frame or by the whe e l und e r t ension. Unfortunat e l y bike rack d e signs have r e mained virtually unchang ed from the d a ys of ballon tir e s and coast e r brake s and usually support the bicycle entir e ly by the wh ee l. This lead s to almost c e rtain damage. Ra ll y makes .sev e ral bicy cl e racks t hat support the bicycl e by the frame B-1 A concrete s lot rack leads to wh ee l s t hgt are bent (court esy Wood land Daily Democ r at) A rack sh ould a l so provid e for locking both the frame and whee l s. The security for racks at a shopping center n eedn' t be as good as for a rack in an apar t ment compl ex \vh e re bikes will b e kept. An int eg ral chain or cab l e is des ir ab l e but provision of an eyeb olt or op ening \vill suffice. BALA makes a nic e rack with integral lo cking If t he rack i s u sed of t en at ni ght a very l ow li ght l eve l might b e provided t o fac ilit ate lo cking and unl ocking bikes . Racks sh ou l d she lt er bicycl es f r om rain and s un to reduc e inconvi enence and deletriou s effec ts of b ad wea t her. Ｍ ｾ Ｍ ·· - 1. • . An arbor makes a good summer shelter for bicycle parking If racks are poorly des igned and improperly placed they will be ignored. This wastes both space and money. In most cases the same amount of money, and much l ess space could provide an equal number of spaces that are well designed. These racks are poorly placed and poorly designed If racks are poorly d es igned bicyclists may park close to entrances and create bottlen ecks for pedestrim1s and great inconvi enc e for handicapp ed persons. Good design pays dividends for everyone • S-3 Poor racks l ead to anar chy and hazardous parking Compared to the c ost of providing parking for an au t omobil e , $3 ,750 ($150 con struc tion and $3,600 for land) even th e very best b icycl e rack i s v ery inexpensive . In both n ew and existing buildings bi cyc l e s torage rooms, showe r s , and lo ckers should be p r ovid ed. A bike lo cker would l ook like this, the whe e l is und e r t en s ion and the space r equir ement i s reduc ed Bike Locker Detail 13-4 Sev e ral good racks a r e avai l ab l e . The Rally Rack line is one of th e be s t . Further i n f ormation is avail a ble from Rally En terprises, PO 601, Mi ll Vall ey, CA 94961. The Sp ace Saver r ack by Maul En gineer in g i s also good for mos t application s . Further informa tion is available from 6 29 Terminal Way#4 , Costa Mesa , CA 92967. It i c r c l a t i ?c l y easy t o cu s t om hui l d e qually wo r kab l e bike racks. plastic coating or used bicycle inner tube l expansion ｢ｯｬ 1/ weld ｾ＠ :> , 0 0 0 ｾ ＢＧＭ 0 () (j 1 ｾ＠ 0 Cl (J .... ｾｬ＠ 17--1.. For curb installation , pipe can be set in cement for field use j ho Side Det ail Top View LIVING SYSTEM S ｾ＠ The bicycl e i s th e best form of transport ing man for di s tanc es und e r fiv e mil es . It is en e rgy e ffici ent, c l ean, qui e t, inexpensive, and h ealthful. The fo llowing s our ces wi ll provid e addit ion a l information on bikeway d es i gn and plann ing . Bainbridge , D. and Moore , M. (1974) Bikeway Pl anning and Des ign:A Prime r, $1, from Living Systems, Rt 1, Box 170, Wint ers , CA 95694 Bainbrid ge , D.(1976)"Low Energy Transportation", En e rgy Cons e rvation News, Vlnl, Liv ing Syst ems Illich, 1.(1974) En e r gy and Eq uity , P e r ennial Libr ary Hirst, E. ( l974) En e r gy Use for Bicyc ling , ORNL- NSF - EP -65, Oak Ridge, Tenn. Bainbridge , D.(l976) Bikeway Des ign and Planning, availabl e mid-summe r 1976 from Liv ing Syst ems bike lockers I ()- -<} ® -{) b e '--- sliding ® n C .{) - (}- h 1- standard . lockers j ｾ＠ l t lfTTTn ,- Bike locker rooms could b e shared wi t h lunch hour athletes in the city r-- ( ｾ＠ r- -- ()- shower G cO Locke r Room Design ｾＭ Ｗ＠