A word from Southern NH
Planning Commission:
SNHPC wishes to acknowledge the tireless efforts of
Tim Blagden of the Bike-Walk Alliance of NH. He
makes the most of limited resources to increase
awareness of the needs of non-motorized users
statewide.
His leadership and forward thinking have made (and
continue to make) New Hampshire a safer and more
enjoyable place for pedestrians and cyclists to get
around.
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On Road Bicycle Training
July 14, 2016
Learning Objectives
Participants who take this training will be able to:
• Identify and describe basic facilities that meet national design guidelines
for bicycle accommodation, including bike lanes, Shared Lane Markings,
and multi-use paths.
• Describe the minimum and preferred operating space for bicycle riders.
• Evaluate roadway and shoulder conditions for safe and comfortable bicycle operation.
• Identify roadway and pavement hazards to bicycle operation.
• Explain why people on bicycles sometimes need to use more of a travel lane for safety.
• Explain the effect that lane width and motor vehicle speed have on perceived
safety and comfort.
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On-Bike Trainings
July 14, 2016
• Why the Edge of the Road is IMPORTANT
• Operational Needs of Bicycle Riders
• Basic Facility Options
• Rules of the Road Considerations
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Who Cares About the Edge of the Road?
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West Side Rd. Conway
Kancamagus Highway
Who Cares About the Edge of the Road?
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NH DOT has access to Strava Data
How do we know if a road is an important bike route?
Strava data provides info as to
frequency of bicycle traffic.
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Basic Guidance for Bicycle Facilities
Guidance from National Sources: MUTCD, AASHTO, NACTO
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Cyclist Accommodations
Operating Space
And Design Needs
of Cyclists
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Range of Facilities
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On Road Bicycle
Accommodations
•
•
•
•
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Shoulders
Bike Lanes
Buffered Bike Lanes
Shared Lane Markings (aka SLMs or “sharrows”)
What are Shoulders Good for?
Safety ‐ highways with paved shoulders have lower accident rates, as paved shoulders:
• Provide space to make evasive maneuvers;
• Accommodate driver error;
• Add a recovery area to regain control of a vehicle, as well as lateral clearance to roadside objects such as
guardrail, signs and poles (highways require a “clear zone,” and paved shoulders give the best recoverable
surface);
• Provide space for disabled vehicles to stop or drive slowly;
• Provide increased sight distance for through vehicles and for vehicles entering the roadway (rural: in cut
sections or brushy areas; urban: in areas with many sight obstructions);
• Contribute to driving ease and reduced driver strain;
• Reduce passing conflicts between motor vehicles and bicyclists and pedestrians;
• Make the crossing pedestrian more visible to motorists; and
• Provide for storm water discharge farther from the travel lanes, reducing hydroplaning, splash and spray to
following vehicles, pedestrians and bicyclists.
Capacity ‐ highways with paved shoulders can carry more traffic, as paved shoulders:
• Provide more intersection and safe stopping sight distance;
• Allow for easier exiting from travel lanes to side streets and roads (also a safety benefit);
• Provide greater effective turning radius for trucks;
• Provide space for off‐tracking of truck's rear wheels in curved sections;
• Provide space for disabled vehicles, mail delivery and bus stops; and
• Provide space for bicyclists to ride at their own pace;
Maintenance ‐ highways with paved shoulders are easier to maintain, as paved shoulders:
• Provide structural support to the pavement;
• Discharge water further from the travel lanes, reducing the undermining of the base and subgrade;
• Provide space for maintenance operations and snow storage;
• Provide space for portable maintenance signs;
11• Facilitate painting of fog lines.
A FEW SLIDES
Pavement
Markings: Shoulders
Helpful for safety, capacity and
maintenance. The best, and only
sometimes only option, for rural
highways. Greater than 4 ft
preferred for use by walkers and
bicyclists
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Pavement Markings: Bike Lanes
Bicycle Facilities
Bike Lane
• Minimum of 4 ft in constrained
conditions, 5 ft preferred.
Generally 5-6 ft. wide.
• At least 3 ft of rideable surface
out of gutter pan and drainage.
• Intersection treatments require
careful consideration.
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Facility Types
Multi Use Path
Buffered Bike Lane
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Facility Types
Pavement Markings: Bike Lanes
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Buffered Bike Lane
• Preferred, to provide separation from door zone or traffic flow.
• Enables widening of bike lane and narrowing of travel lane
• Buffer can be on either side of the bike lane.
Pavement Markings:
Shared Lane Markings (aka sharrows)
SLM—no parking
Minimum: 4 ft off
curb Preferred: 5 ft
off curb or
centered in narrow
lane ≤12ft wide to
discourage close
passing
SLM –with parking
Minimum 11+ off curb.
Preferred—12 ft off curb, or
centered in narrow lane ≤12ft wide
to avoid door zone
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Shared Lane Marking
SLM use is increasing
throughout the state.
Many times in conjunction
with this sign:
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Paving Program & FHWA Guide Bike Networks and Resurfacing
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Paving Program & FHWA Guide Bike Networks and Resurfacing
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Law and Other Matters
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Is Authorizing a Bicycle to Ride in the Center of the Road
Legal?
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Is Authorizing a Bicycle to Ride in the Center of the Road
Legal? Yes.
§ 265:144 Riding on Bicycles. –
XI. A person propelling a bicycle upon a way at a speed less than the normal speed
of traffic moving in the same direction at that time and place shall remain on the
right portion of the way as far as practicable except when it is unsafe to do so or:
(a) When overtaking and passing another bicycle or any other vehicle
proceeding in the same direction.
(b) When preparing for or making a left turn at an intersection or into a
driveway.
(c) When proceeding straight in a place where right turns are permitted.
(d) When necessary to avoid hazardous conditions, including, but not limited
to, fixed or moving objects, vehicles, bicycles, pedestrians, animals, broken
pavement, glass, sand, puddles, ice, or opening doors of parked vehicles.
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Problems. . . (in other places!)
Winter
Maintenance?
No Parking means
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NO Parking!!
Educational Sign
Designing a deployable sign
has taken some time.
MaineDOT’s final design
A similar sign will start to be
deployed in the Upper Valley
using private funds.
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Paying for Roads
Cars pay for about half of the cost of paving the roads. Half.
The rest comes from general funds, paid for by property tax, income tax, sales tax.
And borrowing - which is paid off through general funds.
If you look only at the highway system user fees pay more than half, but they still
operate at a loss.
Local roads have a much greater funding gap. Actual cost to pay for local roads is
estimated at 6 cents per mile per car per year. However cars pay about 1 cent per
mile per car per year.
Put another way, a person who only cycles would be overpaying by about $250 per
year for roads while motorists are underpaying by just about the same amount
annually.
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Questions?
Want an Outside Opinion on a
Possible Bike Accommodation?
Tim Blagden
[email protected]
603-410-5848
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