Abbotsford Bicycle Master Plan
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City of Abbotsford
TABLE OF CONTENTS
1.0 Abbotsford Bicycle Master Plan
Draft Report
2.0
3.0
INTRODUCTION .......................................................................................... 1
1.1
COMPONENTS OF THE PLAN ................................................................ 1
1.2
PROCESS ....................................................................................... 2
1.3
PROGRAM PARTICIPANTS ................................................................... 2
PLANNING FOR BICYCLES .......................................................................... 4
2.1
WHAT CAN BE ACHIEVED? ................................................................. 4
2.2
SAFETY GOALS ................................................................................ 4
2.3
TYPES OF ON-STREET BICYCLE FACILITIES ............................................. 6
2.4
SUPPORT PROGRAMS AND FACILITIES...................................................11
BICYCLE MASTER PLAN ............................................................................ 14
3.1
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3.1.1
Safety Issues Rating ................................................................14
3.1.2
Bicycle Safety Index ................................................................15
3.1.3
Existing and Latent Cyclist Demand ..........................................16
3.1.4
Network Contribution...............................................................18
3.2
AGGREGATE RATINGS AND PRIORITIES .................................................18
3.3
CANDIDATE ROUTES ........................................................................19
3.4
RECOMMENDED BICYCLE MASTER PLAN ................................................20
3.5
COST ESTIMATES ............................................................................23
4.0
IMPLEMENTATION STRATEGY .................................................................. 25
C
DESIGN GUIDELINES ................................................................................ 30
C.1
U:\PROJECTS\61880\09.1\Abbotsford Bicycles\Wp\report.doc
NEEDS ASSESSMENT ........................................................................14
ON-STREET FACILITIES ....................................................................30 C.1.1
Signed Bicycle Routes..............................................................30
C.1.2
Marked Wide Curb Lanes .........................................................32
C.1.3
Bicycle Lanes ..........................................................................37
C.1.4
City of Abbotsford
Abbotsford Bicycle Master Plan
C.2
Paved Shoulders......................................................................40
SIGNS AND PAVEMENT MARKINGS ........................................................42 C.2.1
Signs ......................................................................................42
C.2.2
Pavement Markings .................................................................46
C.3
MAINTENANCE ...............................................................................52
C.4
INTERIM CONDITIONS ......................................................................54
C.5
SAMPLE GUIDELINES - OFF-STREET PATHWAYS..................................59
C.6
SAMPLE GUIDELINES - CROSSINGS..................................................69
Draft Report
C.7
C.6.1
Bicycle Routes.........................................................................69
C.6.2
Multi-Use Pathways .................................................................71
C.6.3
Railway Crossings....................................................................76
SAMPLE GUIDELINES - END-OF-TRIP FACILITIES ................................77 C.7.1
Bicycle Parking ........................................................................77
C.7.2
Showers and Clothing Lockers..................................................81
APPENDICES
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Appendix A
Data Capture Inventory Maps
Appendix B
List of Cycling Resource Materials
Appendix C
Bicycle Facilities Design Guidelines
Acknowledgements City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
This Plan was developed on behalf of the City of Abbotsford and the Insurance Corporation of British Columbia. The authors of this report wish to recognize the valuable contributions to this Plan by the Abbotsford Bicycle Advisory Committee. The Advisory Committee played an important role in the development of this plan from the assessment of bicycle needs in the City, to the recommendation and refinement of bicycle network routes. Their input was received through a series of meetings in which they examined potential treatments, approved appropriate minimum standards based on their experience, and provided immeasurable input to the route selection and priority process. The extensive experience and local knowledge of the Bicycle Advisory Committee were critical to the development of the Abbotsford Bicycle Master Plan. They are thanked for their involvement and dedication to this project.
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1.0 City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
INTRODUCTION The City of Abbotsford recognizes that bicycles are an important and growing part of the transportation system within the City. The City’s geography and layout lends itself to efficient and accessible bicycle commuting and also challenging and diverse recreational cycling. In recognizing the growing role of bicycling within the community, the City previously developed a Bicycle Network Plan to provide paved shoulders and wider curb lanes in many areas throughout the City. With the exception of some road widening projects and the construction of paved shoulders in some areas, primarily during reconstruction projects, few bicycle facilities have been implemented. As part of the Safer City initiative, the City has chosen to confirm the direction of their planned bicycle network using safety as an explicit priority. The Bicycle Master Plan that is presented in this document incorporates many of the routes that were in the City’s initial Bicycle Network Plan, but builds on them to provide improved bicycle facility standards and coverage of additional areas that were identified by cyclists in the community. This document presents the Bicycle Master Plan that was developed for the City of Abbotsford and describes how it addresses the needs that were identified, but also will encourage bicycle travel as a viable transportation alternative. 1.1 Components of the Plan The Bicycle Master Plan incorporates several components, as described below, each of which is an essential element of the Plan. Together, these components describe an implementable, effective plan to develop a comprehensive and safe bicycle network.
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•
A network of inter-connected bicycle routes throughout Abbotsford. These routes − which primarily include on-street facilities such as marked wide curb lanes, bicycle lanes, shared routes and paved shoulders − provide direct access to major destinations and recreational areas throughout the City.
•
Comprehensive design guidelines for bicycle facilities focussing primarily on on-street bicycle facilities, signage and maintenance, but also including sample design guidelines for crossings, multi-use pathways, trails and end-of-trip facilities.
•
An implementation and priority strategy, identifying priorities for implementation and specific activities required to implement programs and facilities.
1.2 City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Process
The process of developing the Bicycle Master Plan for the City of Abbotsford is separated into the five main steps that are consistent with the Safer City initiative. They are: 1. Data collection and summary to document the existing network and road characteristics throughout the City. This step involves a comprehensive data collection program by ICBC and the City in order to produce an accurate inventory of road conditions. Examples of the data capture inventory are included in Appendix A. 2. Planning framework to document the policies that influence the planning and provision of safer bicycle facilities in Abbotsford and to assess other planning initiatives that indirectly influence the safety of cyclists. 3. Diagnostics (or Needs Assessment) to assess the existing conditions and to identify and confirm the need for a given route and priorities. 4. Alternative measures to identify bicycle improvements (and options if applicable) for the network and assess them based on relative costs. 5. Implementation and Staging strategies were developed to identify short- and long-term improvement strategies to implement a comprehensive network of bicycle facilities throughout the City. 1.3
Program Participants
The Bicycle Master Plan for Abbotsford has been developed with extensive input from City Staff and stakeholders. In particular, the following groups were involved throughout the study process:
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City staff. Throughout the process, planning and engineering staff provided extensive input into the overall context for updating the bicycle plan based on previous experience, as well as input to the criteria for evaluating existing conditions. Staff were also invaluable in providing extensive data required to undertake the needs assessment, identify candidate routes and prepare a recommended Plan and cost estimates.
•
ICBC staff. As part of the overall Safer City Initiative, ICBC staff were involved in the process from initial stages and objectives, through the data collection and needs assessment process and the technical development of the Bicycle Master Plan.
•
Bicycle Advisory Committee. The Bicycle Advisory Committee (BAC) was comprised of several residents from throughout the City that have a strong interest in enhancing the attractiveness and safety of cycling throughout Abbotsford. The BAC met several times throughout the
process to provide input toward the assessment of needs, potential treatments and candidate routes examined in the Plan. City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
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2.0 City of Abbotsford
PLANNING FOR BICYCLES This section describes the overall goals and planning principles for the Bicycle Master Plan, as well as potential outcomes of the plan.
2.1
Abbotsford Bicycle Master Plan
Draft Report
What Can Be Achieved?
Despite low use today, bicycles can become an important mode of travel in the future. Currently, less than 5% of commuters travel by bicycle (work trips only) however, experience in other communities suggests that adequate bicycle facilities and supporting education programs can have a significant impact on the percent of trips made by bicycle. Increasing bicycle trips will require addressing the reasons why people don’t cycle — for most people it is a fear of traffic and a lack of bicycle facilities (bicycle routes, secure parking, and workplace amenities such as showers). This means developing and improving bicycle routes and parking, and providing education programs for cyclists and motorists. It also means changing the way we develop our communities to make bicycle travel feasible and more attractive. The good news is that the City is already progressing in some of these areas. Prior to the Safer City Initiative, the City had begun to implement their previous bicycle plan by constructing paved shoulders and wider curb lanes in many areas throughout the City. The City’s design guidelines have also been amended to require wider curb lanes to accommodate cyclists on all newly constructed streets in the City. Although these new facilities help to encourage cycling in Abbotsford, both commuter and recreational cyclists alike have been requesting greater clarity and coverage of the network and more “robust” facilities such as dedicated bicycle lanes and marked wide curb lanes – particularly in the more “urban” areas of the City such as South Fraser Way in the downtown core. What is needed to achieve an increased cycling mode share is a plan to improve the existing facilities and services with new initiatives and to create a complete and continuous network of safe and efficient bicycle routes throughout the City. 2.2
Safety Goals
As the Bicycle Master Plan was prepared as part of the Abbotsford Safer City Project, the development process was guided by a core set of goals that define the Safer City initiative. They are as follows: •
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Minimize exposure to collisions by reducing motor vehicle travel through the promotion of cycling throughout the City. This may be accomplished through a range of strategies including reducing the average length of trips through densification, mixed-use development, and directness of facilities, as well as providing attractive facilities serving most major travel patterns by car within the City that are within reasonable cycling distance. Other support strategies that integrate
cycling with transit and pedestrian facilities will also serve to increase the attractiveness of cycling and minimize vehicle exposure. City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
Minimize risk of vehicle-cyclist collisions by addressing the safety of existing and planned facilities (with or without provisions for cyclists). The safety review will consider primarily on-street corridors on collector and arterial roadways in the network.
•
Minimize consequences of collisions primarily by minimizing vehicle speeds in key areas of moderate to high, existing and potential cycling activity, and where factors that influence exposure and risk to collisions are found to be a concern.
In addition to the safety goals encouraged by ICBC, the Bicycle Master Plan reflects several fundamental principles of bicycle, pedestrian and equestrian planning. These principles are based on experience in other communities, and are consistent with current planning practices. •
Plan for all users. Although this might seem obvious, it is necessary to explicitly state this principle because in the past, some agencies have planned and designed facilities for only one type of user, neglecting the needs of other users.
•
Plan for all types of cyclists. There is no such thing as a “typical” cyclist. People ride bicycles for a wide variety of reasons — to commute to work or school, for shopping, for entertainment, for social reasons and for recreation. Cyclists’ skill levels and fitness vary widely, as does their comfort and willingness to ride in traffic. Some cyclists can ride long distances at relatively high speeds, whereas other cyclists are only willing to ride a few kilometres. What this means is that bicycle facilities must consider all types of cyclists. The “target market” for the Bicycle Master Plan is not just the experienced cyclist who rides in heavy traffic every day. The “target market” also includes the occasional cyclist who currently rides only short distances in his or her neighbourhood. The “target market” also includes non-cyclists — people who do not ride because they are afraid of traffic or because there are no bicycle facilities where they live. Planning for all cyclists is the best way to achieve the City’s objective of increasing bicycle trips. In Abbotsford, this factor will be an important one in considering bicycle facilities throughout the City as the mix of bicycle users varies among downtown and rural routes.
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Treat bicycles as vehicles. The Motor Vehicle Act assigns cyclists the same rights and responsibilities as motorists. Experience has shown that the safest way to accommodate bicycles is to treat them as vehicles, and plan and design bicycle facilities accordingly. Motorists are able to safely share the road with cyclists when they act in a predictable manner. When
cyclists are required to act in an unpredictable, non-vehicle manner − such as riding onto or off of a sidewalk in order to connect to a bike route − safety is compromised.
City of Abbotsford •
Integration is better than segregation. The most efficient and least expensive bicycle network is the road system itself. To encourage cycling, maximize safety and minimize capital and maintenance costs, the best approach is to treat roads as shared facilities − shared by motorists, cyclists, pedestrians and others − and plan and design them accordingly. Accommodating cyclists on the road network reduces the need for parallel and/or separate facilities, which are typically more expensive, less direct and create a greater potential for conflicts.
•
Parking is necessary. Just as it would be unthinkable not to provide parking for automobiles at any destination, it should also be unthinkable not to provide parking for bicycles. One of the significant deterrents to bicycle use is concern about theft − well-designed and secure bicycle parking counters this concern, and increases the convenience of cycling.
Abbotsford Bicycle Master Plan
Draft Report
2.3
Types of On-Street Bicycle Facilities
In general, bicycle facilities may be classified as ″on-street″ where they are part of the road network, ″off-street″ where they are separate from the road network and ″end-of-trip″ where they are located at major destinations. The Bicycle Master Plan however, deals primarily with on-street facilities and their recommended design guidelines. Although not explicitly a part of the Bicycle Master Plan, following sections in this document describe various support measures such as support programs, support facilities (off-street and end-oftrip) and crossings. These factors are important parts of a complete bicycle network and the City will want to consider them as they proceed with implementation of the on-street facilities recommended in this Plan. As part of the BMP process, the Abbotsford Bicycle Advisory Committee dealt with the application of these types of bicycle facilities and provided valuable input and guidelines for their use throughout Abbotsford. This section describes the various bicycle facilities that are supported by City staff and the Bicycle Advisory Committee and discusses their uses and applications in the City. On-street bicycle facilities are those that are located on roadways. These include signed or shared routes, marked wide curb lanes, dedicated bicycle lanes and paved shoulders, as described below. Appendix C summarizes specific design guidelines for various on-street facilities. • 6188009.1 F / April 2003 U:\PROJECTS\61880\09.1\Abbotsford Bicycles\Wp\report.doc
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Signed or shared routes are to be located on local streets and lowervolume collector roads in Abbotsford. This is because when traffic volumes and speeds are generally low, cyclists and motorists are able to safely share the road without the need for physical improvements to the roadway. In most cases, the only improvement required is signage
identifying the road as a bicycle route. As illustrated in Figure 2.1, traffic calming measures such as traffic circles, speed humps and obstructions can be used to reduce motor vehicle speeds and volumes on signed or shared routes.
City of Abbotsford
Figure 2.1 - Signed Bicycle Route Abbotsford Bicycle Master Plan
Draft Report
•
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Bicycle lanes are separate travel lanes designated for the exclusive use of bicycles. In most cases, they are located at the right-hand side of the road, adjacent the curb, as illustrated in Figure 3.2. In Abbotsford there are not currently any dedicated bicycle lanes, but a recommended width of 1.5 m (and a minimum of 1.2 m) has been reviewed by the City. Bicycle lanes would be identified with a solid white line and bicycle symbols painted on the roadway within the bicycle lane at regular intervals.
Figure 2.2 - Bicycle Lanes City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
The Bicycle Advisory Committee has provided input as to the application of bicycle lanes. In general, bicycle lanes are preferred for roadways that have higher volumes, higher speeds, no on-street parking and limited driveway and/or bus service. There are however, some exceptions to these guidelines and circumstances under which the Bicycle Advisory Committee agrees that other types of facilities may result in a more desirable facility. These are described in Table 2.1 to follow and include conditions such as steep downhill grades where marked wide curb lanes would become the preferred type of facility. This guideline is based on the Bicycle Advisory Committee’s recommendation that at higher speeds (due to the downhill grade), cyclists may feel ‘confined’ in a bicycle lane – a marked wide curb lane however, allows the cyclist to travel within the lane in the position where they feel most comfortable. •
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Marked wide curb lanes offer the same advantages of bicycle lanes, but are applicable in different conditions. As illustrated in Figure 2.3, a marked wide curb lane is essentially a wide travel lane, with the addition of bicycle lane symbols marked on the pavement at regular intervals. The symbols identify the right side of the lane as the area to be used by bicycles, which serves to alert motorists to the potential presence of bicycles even when there are no bicycles on the road. Because an area of the roadway is identified for bicycle use, marked wide curb lanes are attractive to cyclists who are uncomfortable riding completely in traffic and feel the need for an identified bicycle facility.
Figure 2.3 - Marked Wide Curb Lane City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
As with other bicycle treatments, the Bicycle Advisory Committee has recommended guidelines for the safe application of marked wide curb lane facilities throughout Abbotsford. A marked wide curb lane is typically 4.3 m wide to the edge of the gutter (for both vehicles and bicycles), but may be a minimum of 4.0 m depending on conditions. Generally, wide curb lanes are preferred for locations that have low to moderate volumes, moderate speeds and that may or may not have parking and/or frequent driveway access. The main exception to these guidelines includes steep uphill grades, where a bicycle lane becomes the preferred treatment. The Bicycle Advisory Committee has agreed that a bicycle lane is more suited to a steep uphill condition as it provides cyclists additional space and general comfort. •
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Paved shoulders. On rural arterial and collector roads without curbs and gutters, bicycles may travel on the paved shoulder, as illustrated in Figure 2.4. In order to safely accommodate cyclists, paved shoulders should be 1.5 m wide, but may be a minimum of 1.2 m wide. In general, they should be wider where posted speed limits are 70 km/h or higher. There are many paved shoulder facilities already existing in the City of Abbotsford and additional shoulder bikeways are recommended, primarily in outlying areas of the City, as part of the final Bicycle Master Plan.
Figure 2.4 - Paved Shoulder City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
The Bicycle Advisory Committee has recommended guidelines for the desired application of the bicycle facilities described above. These guidelines are based primarily on road characteristics such as speed, volume, grade and access and suggest what types of bicycle facilities are most suitable to each set of conditions. Table 2.1 below summarizes the desired applications of the on-street facilities that are reflected in this Plan. These guidelines are based on experience in other communities and input from the Bicycle Advisory Committee.
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City of Abbotsford
Table 2.1 – Summary of On-Street Bicycle Facilities Desired Applications
• Abbotsford Bicycle Master Plan
Bicycle Lanes
• • • •
Draft Report
• Marked Wide Curb Lanes
• • • •
Paved Shoulders
• • • •
Shared Routes
• • • •
Desired Applications On roadways with higher volumes No parking on roadway Limited driveways On roadways with higher speeds Only on roadways with limited transit stops/service On roadways with low to moderate volumes With or without parking With or without frequent driveways On roadways with moderate speed On rural collector and arterial roadways On roadways of varying speeds and volumes No parking on shoulders With or without frequent driveways On local or low volume collector roadways Low to moderate volumes Low to moderate speeds With or without parking With or without frequent driveways
• •
•
Typical Exceptions On steep downhill grades Allowed with parking only if high speed, volume or steep grade
On steep uphill grades
2.4 Support Programs and Facilities In order to be effective, support programs and facilities are needed to increase awareness of cycling facilities and opportunities, encourage people to travel by bicycle rather than drive, and improve safety through cyclists and motorist education. Other agencies and organizations in Abbotsford can join with the City in providing these programs. •
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Awareness programs improve the perception and acceptance of cycling, and help to encourage more people to cycle. Examples of awareness programs include: −
Bicycle route signage identifying designated bicycle facilities increases awareness of cycling opportunities. Additional information signs along bicycle routes identifying major destinations, bicycle
parking and access to recreational cycling areas also helps to increase awareness of cycling opportunities. City of Abbotsford
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Bicycle route maps should be distributed to residents, businesses, community centres and tourist agencies throughout Abbotsford. The cost of the map can be partially or fully offset by revenues from advertising included on the map. This would enable maps to be provided free of charge or at low cost, maximizing distribution and awareness of cycling opportunities. As well, the bicycle route map can be made available for downloading from the City’s website, in JPEG or other electronic graphics format.
−
“Share the road” signage reinforces other education programs by encouraging motorists to drive safely around cyclists. “Share the road” signage also helps to alert motorists to the presence of bicycles on a roadway.
Abbotsford Bicycle Master Plan
Draft Report
•
•
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Encouragement programs motivate people to cycle. these include:
Examples of
−
Bike-to-work and bike week events encourage people to bicycle to work, to school and for other transportation purposes. In other communities bike-to-work and bike week events are held in the late spring, and typically include mass rides to one or more key locations, pancake breakfasts, corporate challenges and a range of other events.
−
Employer programs can be effective in encouraging significant numbers of employees to commute by bicycle — all of the time or some of the time. Employers can simply provide secure bicycle parking, showers and clothing lockers. They can also provide financial incentives to employees, and can ties these incentives to giving up a designated parking stall or commuting by bicycle a minimum number of times per month.
Education programs inform and educate both cyclists and motorists as to how to safely share the road. Education programs also help to create an environment where motorists and cyclists mutually respect the rights of each other, and ensure that cyclists are aware of their responsibilities. Examples of education programs include: −
Adult education programs such as the Can-Bike series are typically intended to teach cyclists how to ride safely in traffic, as well as how to carry out basic roadside repairs.
−
Education programs for children are often provided through schools, and are intended to teach children safe riding skills at an early age, and to “un-teach” unsafe practices such as riding on sidewalks. Several education programs have been developed for children, and
include the Ministry of Education’s Smart Cycling program, the Motor Vehicle Branch’s Bike Smarts program, the Canadian Cycling Association’s Cycle Right program, and materials developed by ICBC.
City of Abbotsford −
Abbotsford Bicycle Master Plan
Draft Report
Education programs for motorists are best incorporated into other education programs provided to new motorists or motorists upgrading their skills. Initiatives are currently underway to incorporate a cycling component in the provincial Safe Driving Guide.
•
Enforcement programs help to ensure that both cyclists and motorists follow the rules of the road. Enforcement programs should only be employed following widespread implementation of awareness, encouragement and particularly education programs.
•
Off-street pathways should complement − not replace − on-street facilities. Cyclists travel to the same destinations as motorists. This means that even where there is an extensive off-street pathway network, cyclists and pedestrians would need to travel along the roads at some point. Pathways are an excellent complement to on-street bicycle routes, sidewalks and crossings, but should never be considered a replacement for on-street facilities. In Abbotsford, a network of off-street pathways and trails will complement the on-street network and provide important connections and access to parks and other facilities throughout the City. Sample design guidelines for off-street facilities are included in Appendix C.
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•
Crossings facilitate the connection between intersecting on- and off-street bicycle routes and intersections of bicycle routes with vehicle travelways. To completely integrate the bicycle network with the street network, crossing locations, particularly problem crossing locations, will need to be addressed during implementation. There are a number of crossing-specific treatments that may be applied in these locations and therefore a sample set of design guidelines have been included in Appendix C.
•
End-of-trip facilities may include the provision of bicycle parking, lockers, showers or changeroom facilities and should ultimately be provided in key areas of the City. Additionally, employers should be encouraged to provide these types of facilities in their workplaces.
3.0 City of Abbotsford
Abbotsford Bicycle Master Plan
BICYCLE MASTER PLAN The development of the Bicycle Master Plan is based on a comprehensive needs assessment process used to identify bicycle safety, demand and network issues along major roadways throughout the City. The results of this assessment are also used to prioritize needs within the City and highlight those areas to be addressed by the plan. This section of the document describes the needs assessment process and presents the recommended Bicycle Master Plan for the City of Abbotsford.
3.1
Draft Report
Needs Assessment
The needs assessment process is based on the ‘diagnostics’ phase of the Safer City planning process that was described in Section 1.2. It is designed to identify and prioritize problem areas based on several factors (described in the following section) and to provide a quantitative assessment of all collectors and arterials throughout the City. The needs assessment process is comprised of five different ratings that classify various cycling characteristics of the road network. The aggregate, or combination, of these factors is used to prioritize needs within the network and guide the selection of routes for the Plan. This section of the Plan describes the individual ratings assigned to each roadway link.
3.1.1 Safety Issues Rating The safety issues rating is intended to give a localized measure of safety based on the experience of cyclists along each roadway. This rating is assigned to all collector and arterial roadways with and without designated bicycle facilities using the direct input of members of the Bicycle Advisory Committee and City staff. The following discussion highlights the safety issues rating.
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Rating 1: Safety Issues Rating Purpose: This rating is a measure of existing cyclist safety issues on a roadway link based on known problem areas throughout the City. How it is measured: The safety issues rating is a subjective rating that is assigned based on qualitative input from the Bicycle Advisory Committee and City staff. Rating Scale: 1 – Good (provisions for bicycles and no known safety concerns) 2 – Acceptable 3 – Poor (no provisions for bicycles and moderate known safety issues) 4 – Very Poor 5 – Unacceptable (no provisions for bicycles and a history of safety concerns)
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Figure 3.1 illustrates the safety issues ratings that are assigned to the City of Abbotsford network. These results illustrate where the majority of safety issues exist within the network. The overall patterns indicate that there are generally few known safety issues in the rural areas of Abbotsford. Many rural roadways that have already been retrofitted with paved shoulders are assigned a rating of ‘1 – Good’ while most other perimeter roadways are rated as a ‘2 – Acceptable’ to indicate that there are few, if any, known safety issues in these areas. Towards the downtown core, the ratings get progressively worse, with the highest rated roadways being located in the centre of the City. Roadways such as portions of Gladwin Road, King Road and Dahlstrom Avenue are rated as ‘3 – Poor’ due to their higher volumes, lack of facilities and poor roadway conditions, yet without significant known problems. Roadways such as South Fraser Way, Peardonville Road, portions of McCallum Road, McMillan Road and Marshall Road are rated as ‘4 – Very Poor’ due to safety issues. In general, the safety concerns are typically associated with the significant traffic volumes and speeds, frequent commercial access, steep grades or narrow traffic lanes leaving undefined space for cyclists. The highest safety issues ratings in the network are assigned to roadways where there are known safety issues, typically in localized areas, and mostly due to short segments that had unusually narrow, steep or restricted access for cyclists. Examples of roadways that are rated a ‘5 – Unacceptable’ include narrow portions of Clearbrook Road, steep and narrow sections of McMillan Road and Sumas Mountain Road as well as several overpasses of Highway #1 along McCallum Road, Marshall Road and Peardonville Road.
3.1.2 Bicycle Safety Index The bicycle safety index is a quantitative of assessing cyclist safety and comfort along all collector and arterial roads in the City. Since it was initially developed by Sprinkle Consultants Inc. after extensive research on cyclists in the Florida area, it has been used in several communities in the U.S. and is reflected in the needs assessment for Safer Cities Bicycle Master Planning in B.C.
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Sensitivity analyses have shown that there are a number of that factors have a significant influence on the BSI calculation for a particular road segment. They include the bicycle lane width (if present), posted speed, curb lane width and traffic volumes. Generally, as the width of the travel lanes (or separation distance between vehicles and bicycles) is increased, the perceived comfort and safety for cyclists also increases, and the BSI values decrease to indicate this. As the traffic volumes or speed increase on the
Legend 1 - Good 2 - Acceptable 3 - Poor 4 - Very Poor 5 - Unacceptable
N
DRAFT - April 2003
Figure 3.1 Safety Issues Rating City of Abbotsford Bicycle Master Plan
City of Abbotsford
other hand, so too does the BSI value to indicate the lowered sense of comfort and safety felt by the cyclist. The following discussion highlights the bicycle safety index as it was applied to the Abbotsford network.
Abbotsford Bicycle Master Plan
Draft Report
Rating 2: Bicycle Safety Index Purpose: The bicycle safety index (BSI) is used to provide a measure of the cyclist’s perceived level of comfort and safety on a particular road link. How it is measured: The BSI is measured with a mathematical formula that takes into account various aspects of the cyclist’s environment and adjacent road characteristics. The BSI formula is as follows: 2
Vol ⎞ + 0.187 SP [1 + 10.38 HV ]2 + 7.117 ⎡1 ⎤ − 0.0556[W ]2 + 0.699 BSI = 0.505 ln ⎛⎜ 15 t e L n ⎟⎠ ⎢⎣ PR5 ⎥⎦ ⎝
Where: We Vol15 Ln PR5 HV Rating Scale:
Effective road width of outside lane Peak 15 minute traffic volume Total number of through lanes Pavement Conditions Percentage of Heavy Vehicles
BSI values have been normalized on a scale of 1 to 5 for the purpose rating each link in the network.
Figure 3.2 summarizes the BSI ratings for the City of Abbotsford network. As can be seen in this figure, a significant portion of the Abbotsford network rates relatively ‘high’ on the bicycle safety index scale. Roads with high speeds and volumes such as Fraser Highway and Maclure Road rated a level ‘5’ on the BSI scale which indicates these roadways do not provide a sufficient level of comfort and/or safety to cyclists who use them. Further, the majority of roadways in the downtown core of Abbotsford generally received BSI ratings of ‘3’ or higher indicating relatively moderate to poor cycling conditions. Given that the traffic volumes and/or speeds may be high in many of these areas and the fact that many of these streets do not have widened lanes for cyclists, these patterns are not unexpected. In fact, they reinforce the need for safe and comfortable bicycle facilities in the downtown area.
3.1.3 Existing and Latent Cyclist Demand
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The existing and latent cyclist demand ratings are used to provide an indication of the cycling activity today and if bicycle facilities were provided on a given road segment. The rating is assigned subjectively and is used to demonstrate where the greatest demands are in the City for improved bicycle facilities.
Legend 1 2 3 4 5
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Figure 3.2 Bicycle Safety Index Rating City of Abbotsford Bicycle Master Plan
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Rating 3: Existing and Latent Cyclist Demand Purpose: The existing and latent cyclist demand ratings are measures of cyclist activity if the route were developed to a reasonable standard. In this regard, latent demand is meant to indicate the ‘potential’ demand that the roadway segment would experience. How it is measured: This rating is assigned to each link based on input from the Bicycle Advisory Committee and City staff. Rating Scale: 1 – Low Existing or Potential (less than 15 cyclists per day) 2 – Low to moderate demand (15 – 25 cyclists per day) 3 – Moderate Existing or Potential (between 25 and 35 cyclists per day) 4 – Moderate to high demand (35 – 50 cyclists per day) 5 – High Existing or Potential (more than 50 cyclists per day)
Figure 3.3 illustrates the existing cyclist demand ratings and Figure 3.4 shows the latent demand ratings for Abbotsford. As would be expected, the existing cyclist demand (or level of bicycle activity) in the outlying, rural areas is relatively low. Figure 3.3 shows that the majority of outlying road segments are rated as having low to moderate existing demand. In general, cyclists in these outlying areas are travelling within the rural areas and/or riding for recreational purposes as opposed to commuting into the downtown area. As you get closer to the downtown core of the community however, a higher degree of bicycle activity is experienced. Roadways on the boundary between urban and rural Abbotsford such as King Road, McKee Road, Simpson Road and Bevan Avenue are rated as having moderate existing demands. Corridors that serve cross-town travel for vehicles also generally experience a higher level of bicycle activity. South Fraser Way, Peardonville Road, Marshall Road, and Old Clayburn Road all are rated as experiencing moderate to high demand. Latent cyclist demand ratings, as shown in Figure 3.4, reveal that if the network were improved to a reasonable level, there could be a considerable increase in cyclist activity in many areas. Most notably, City staff and the Advisory Committee indicated that additional cross-town routes such as Maclure Road, Dahlstrom Road, King Road and Marshall Road would experience the most significant increases in demand. Additionally, the provision of improved bicycle facilities throughout the rest of the downtown and connections to rural areas would also result in increased bicycle travel. These potential or latent demands suggest that a lack of designated bicycle facilities is a significant barrier for many would-be cyclists. 6188009.1 F / April 2003 U:\PROJECTS\61880\09.1\Abbotsford Bicycles\Wp\report.doc
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Legend 1 - Low (50 per day)
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Figure 3.3 Existing Cyclist Demand Rating City of Abbotsford Bicycle Master Plan
Legend 1 - Low (50 per day)
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Figure 3.4 Latent Cyclist Demand Rating City of Abbotsford Bicycle Master Plan
3.1.4 Network Contribution City of Abbotsford
Abbotsford Bicycle Master Plan
The network contribution rating is used to measure the relative importance of road segments within the overall network. It is a qualitative rating assigned to the network, meant to indicate which roadways are most critical to achieving a complete and continuous bicycle network in the City. The following discussion highlights the network contribution rating for the City of Abbotsford. Rating 4: Network Contribution Rating Purpose: The network contribution rating is used to measure the relative “importance” of a particular link within the overall road network. It is meant to indicate those road segments that are more critical to a continuous and consistent bicycle network. How it is measured: The network contribution rating is assigned subjectively with input from Abbotsford City Staff and reviewed by the Bicycle Advisory Committee. Rating Scale: 1 – Link with existing marked facilities 2 – Link of minimal network importance 3 – Link of moderate network importance 4 – Important network link 5 – Critical network link
Draft Report
Figure 3.5 illustrates the network contribution ratings for the City of Abbotsford network. The approach toward the network contribution ratings for Abbotsford is slightly different for the urban and rural areas. In the urban downtown areas of Abbotsford, an important or critical network link is characterized by major cross-town connections and those roadways that provide access to major commercial and employment areas. In this regard, Maclure Road, South Fraser Way, Gladwin Road, Clearbrook Road and McCallum Road are some of the roadways that are assigned the highest network contribution ratings. In rural areas, emphasis is placed more on the availability of alternative routes. For example, a roadway segment that provides the only access or connection to another part of the City is deemed to be a more important network link than one for which several other parallel routes are available. In this regard, in the eastern rural areas of the City, potential routes are given high network contribution ratings than rural areas in the west as the potential routes are located farther apart. 3.2
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Aggregate Ratings and Priorities
The aggregate rating measures the relative need of each collector and arterial link in the network based on all criteria and is used to highlight problem areas and eventually prioritize bicycle facilities. This rating is a
Legend 1 - Existing marked facilities 2 - Minimal network importance 3 - Moderate network importance 4 - Important network link 5 - Critical network link
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Figure 3.5 Network Contribution Rating City of Abbotsford Bicycle Master Plan
City of Abbotsford
weighted average of the five previous ratings (safety issues, BSI, network contribution and existing demand and latent demand). Aggregate Rating Purpose: How it is measured:
Abbotsford Bicycle Master Plan
The aggregate rating is used to assess the overall need of each road link and prioritize needs. The aggregate rating is a weighted average of the safety issues, BSI, network contribution and existing/latent demand ratings. The weightings for this calculation are identified by the Bicycle Advisory Committee, as follows: Safety Issues: BSI: Network Contribution: Existing Demand: Latent Demand: Aggregate Rating
Draft Report
Rating Scale:
20% 20% 22% 21% 16% 100%
The aggregate rating is reported on a scale of 1 to 5, with 1 indicating the lowest need for improvements, and 5 indicating the highest relative need. The aggregate rating is further prioritized on a percentile basis that assigns the highest ratings to those segments that have the highest aggregate ratings. 1 2 3 4 5
– – – – –
1st to 25th percentile of segment aggregates 25th to 50th percentile of segments aggregates 50th to 75th percentile of segment aggregates 75th to 90th percentile of segment aggregates 90th to 100th percentile of segment aggregates
Figure 3.6 summarizes the aggregate ratings for the Abbotsford arterial and collector road network based upon the ratings factors discussed previously. 3.3
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Candidate Routes
Following the needs assessment process, the Bicycle Advisory Committee identified additional candidate on-street bicycle facilities to those already included in the City’s previous plan to address the primary needs. In total, approximately 580 km of on-street bicycle facilities were initially identified as candidate routes to address priority roadway segments and are illustrated in Figure 3.7. These candidate routes include almost all of the collector and arterial roadways in the downtown core such as east-west routes Marshall Road, Bevan Avenue, Peardonville Road, South Fraser Way, Hillcrest Avenue, Dahlstrom Avenue and Maclure Road. Identified north-south routes through the downtown include Clearbrook Road, Trethewey Street, Emerson Street, Gladwin Road, Ware Street and McCallum Road. In rural Abbotsford, candidate routes include Huntingdon Road/Vye Road, Mt. Lehman Road,
Legend 1 2 3 4 5
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Figure 3.6 Aggregate Rating City of Abbotsford Bicycle Master Plan
Significance of Change Major (widen urban road) Minor (widen rural road) Re-striping Only No Change
Legend Shared Route Paved Shoulder Marked Wide Curb Lane Bicycle Lane Bicycle Lane/MWCL
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Figure 3.7 Candidate Bicycle Routes City of Abbotsford Bicycle Master Plan
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Bradner Road, North and South Parallel Roads, McKee Road, Sumas Mountain Road and others. For each of these candidate routes, a potential treatment to achieve a standard bicycle facility was determined, along with the significance of the change. Although it would be nice to have designated on-street bicycle facilities on all those candidate routes, it would not be practical or affordable to do so. It is estimated that providing on-street bicycle facilities on each candidate route would cost over $60 million dollars. Consequently, the recommended Bicycle Master Plan in the City of Abbotsford includes only those facilities that are rated highest throughout the needs assessment and where the costs remain somewhat reasonable. 3.4
Recommended Bicycle Master Plan
The recommended Bicycle Master Plan for Abbotsford is recognized as a long-term strategy to accommodate cyclists throughout the City. In fact, it is anticipated that the recommended Plan may take approximately 20 years to implement. The Plan includes approximately 160 km of on-street bicycle facilities which account for approximately 28% of the candidate routes that were identified by the Bicycle Advisory Committee. Figure 3.8 illustrates the recommended Bicycle Master Plan. The bicycle facilities identified in this Plan were selected based on their suitability to the conditions on each road segment and also based on the desired applications guidelines that were presented in Section 2.3. Along some corridors however, optional treatments have been identified and are illustrated in Figure 3.9. As an alternative to some of the facilities shown in the recommended Plan, the City may choose to substitute some or all of the optional treatments during implementation. Although the optional treatments will provide an adequate standard of bicycle facility, they may not strictly adhere to the desired applications guidelines but have been identified due to their suitability to the conditions or potential for less significant re-construction. It should also be noted that the optional treatments if implemented, may increase or decrease the overall cost of the Bicycle Master Plan. Each of the treatments and estimated costs should be examined further by the City prior to implementation and with input from the Bicycle Advisory Committee. The following discussion highlights some of the key routes and corridors that have been included in the Bicycle Master Plan.
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Legend Shared Route Paved Shoulder Marked Wide Curb Lane Bicycle Lane Bicycle Lane/MWCL
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Figure 3.8 Recommended Bicycle Plan City of Abbotsford Bicycle Master Plan
Legend Shared Route Paved Shoulder Marked Wide Curb Lane Bicycle Lane Bicycle Lane/MWCL
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Figure 3.9 Optional Bicycle Treatments City of Abbotsford Bicycle Master Plan
City of Abbotsford
Primary east-west routes in the Plan include: •
Huntingdon Road/Vye Road This rural corridor provides an important east-west connection for cyclists and motorists alike that extends the entire length of the City. In addition to providing an important link to neighbouring Langley, it also provides connection to north-south facilities in the City. Given the roadway’s rural nature, and existing paved shoulder facilities between Peardonville Road and Riverside Road, 1.5 m paved shoulders are recommended for the rest of the corridor to provide adequate space for cyclists.
Abbotsford Bicycle Master Plan
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•
South Fraser Way (Clearbrook to McCallum) or Alternate Routes The South Fraser Way corridor is an important cycling route identified by the Bicycle Advisory Committee. While it’s lack of bicycle facilities and relatively high daily volumes (up to approx. 33,000 vehicles per day use South Fraser Way) make it an unattractive for bicycles, the direct access it provides to the majority of Abbotsford’s shopping and employment district make it a logical route from a demand point of view. Currently South Fraser Way is a 5-lane cross section for most of its length with two travel lanes in each direction and a two-way-left-turn-lane in the centre. City Staff have indicated that projected growth may require additional lanes on South Fraser Way, leaving even less roadspace for cyclists. To address the demands associated with South Fraser Way, the Bicycle Master Plan includes 4.3 m marked wide curb lanes for most of its length. The potential for bicycle lanes was investigated, however the significant cost of this treatment make bicycle lanes an unlikely provision. In order to achieve the marked wide curb lanes, significant reconstruction of the curbside will be required and curb and/or sidewalk reconstruction will be necessary to accommodate the additional width in each curb lane. An alternative to the significant cost of adding facilities to South Fraser Way would be the provision of facilities along a number of other parallel routes. For example, marked wide curb lane facilities could be constructed along Dahlstrom Avenue, Nelson Place, Hillcrest Avenue and Bevan Avenue to provide the important east-west cross-town route through the centre of town. To connect these facilities an additional north-south route along Ware Street is recommended. The cost of providing these alternate facilities collectively is estimated to be less than providing the marked wide curb lanes along South Fraser Way alone and would also provide greater coverage of Abbotsford’s downtown area.
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• City of Abbotsford
Peardonville Road and Maclure Road These two roadways are included in the plan as primary east-west routes across town. Located north and south of South Fraser Way, these two marked wide curb lane facilities will allow cyclists to travel across town, slightly outside of the downtown area. A majority of Maclure Road may be re-striped to provide wide curb lanes while Peardonville Road will require some curb reconstruction in places to provide sufficient width for the widened curb lane.
Abbotsford Bicycle Master Plan
•
King Road and Downes Road Both of these roadways will be designated as marked wide curb lanes, requiring only minor road widening to achieve the desired treatments. King Road is currently a well-travelled cyclist route and would be connected to the rest of the network along Townline Road between Simpson Road and King Road. Downes Road would serve an important role in providing cross-town travel in the northern part of the City, connecting Mt. Lehman Road with all major north-south routes and Clayburn Road in the east.
Draft Report
•
North and South Parallel Roads North and South Parallel Roads were also identified by the Advisory Committee as comfortable routes for cyclists wishing to travel to the east or connect with neighbouring Chilliwack. These two routes would be designated as shared bicycle routes, marked with appropriate signage for both bicycles and motorists. Shared routes required that the cyclist ride in the regular travel lane along with vehicle traffic, but alert the motorist to the likely presence of cyclists. Paved shoulders along Whatcom Road will connect South Parallel Road with Huntingdon Road.
A number of additional east-west routes are also included in the Plan to complement the major east-west routes described above. Primary north-south routes in the Plan include: •
Mt. Lehman Road Mt. Lehman Road is recommended in the Master Plan as a primary north-south bicycle link serving the western area of Abbotsford. Marked wide curb lanes are recommended along Mt. Lehman Road and could be constructed with minor widening or restriping in some locations. Mt. Lehman Road will also provide connection between Huntingdon Road and the northern area of Abbotsford.
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• City of Abbotsford
Clearbrook Road, Gladwin Road and McCallum Road These corridors would provide important north-south connections through Abbotsford. Clearbrook Road will be improved to include a combination of paved shoulders, marked wide curb lanes and bicycle lanes through the core part of town. The existing curbs along most of the length will require reconstruction, but the higher volumes and frequent driveway access warrant the additional space for cyclists. Gladwin Road will connect Peardonville Road in with bicycle routes to the north, while McCallum Road will provide the connection between South Fraser Way and King Road and Huntingdon Road.
Abbotsford Bicycle Master Plan
• Draft Report
McKee Road, McMillan Road, Old Clayburn Road and Lower Sumas Mountain Road These roadways will provide north-south coverage in the eastern areas of the City with primarily marked wide curb lanes facilities. The varying cross-sections of these roadways will require varying degrees of reconstruction, however existing wide lanes along McKee Road and Old Clayburn Road can be achieved with some re-striping.
Remaining routes shown in the Plan complement the major corridors discussed above and are planned to provide a combination of treatments including paved shoulders, signed routes and marked wide curb lanes. 3.5
Cost Estimates
The estimated costs for implementing the Bicycle Master Plan are presented and discussed within this section. While these estimates may be used for order-of-magnitude planning purposes, it should be recognized that they are not meant for detailed budgeting. The unit costs used to prepare the overall cost estimate for the Bicycle Master Plan have been prepared based on experiences in other municipalities and are based on the assumptions described below. Table 3.1 summarizes the unit costs applied to the recommended routes and treatments described in Section 3.4.
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City of Abbotsford
Table 3.1 – Unit Costs for Retrofit of Bicycle Facilities Unit Cost (for 1m unit width)
Type of Facility Retrofitting Abbotsford Bicycle Master Plan
Bicycle Lane (widen urban road) Marked Wide Curb Lane (widen urban road) Paved Shoulder (widen rural road)
$156 per linear metre $156 per linear metre $36 per linear metre Re-striping
Draft Report
Bicycle Lane Marked Wide Curb Lane Shared Bicycle Route
$15 per linear metre $15 per linear metre $2 per linear metre
It should be noted that the actual cost for the implementation of bicycle facilities could vary significantly for each project, depending on various sitespecific characteristics. The unit costs used for this estimate include provision for sub-base construction as well as asphalt pavement, engineering and contingency and curb reconstruction on urban cross-sections. They do not include allowances for significant earthworks, driveway reconstruction, landscape restoration, property and legal costs, significant utility relocation, administration, and taxes. The re-striping costs noted above are for roadways where the existing space needs only to be re-allocated and cover the cost of providing paint markings, signage and stencils only. It should also be recognized that no costs for changing bridge structures to accommodate bicycle facilities have been included in this assessment. The total cost of implementing the bicycle facilities that are recommended in the Bicycle Master Plan is estimated to be approximately $9.4 million dollars. When you consider the optional treatments that have been identified, and the varying costs of these treatments, it would be possible to provide standard bicycle facilities for a minimum of $7.3 million dollars or a maximum of $14.5 million dollars depending on whether the optional treatment would cost more or less than the recommended option. It is important to note that this total does not account for any cost savings that may be possible by having portions of the Plan’s implementation coincide with any future scheduled roadwork or rehabilitation. Table 3.2 summarizes the estimated cost of the recommended Bicycle Master Plan and optional treatments.
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4.0 City of Abbotsford
Abbotsford Bicycle Master Plan
IMPLEMENTATION STRATEGY Implementing the Bicycle Master Plan will take several years, due to the limited availability of funding, the time required to design facilities and negotiate agreements with landowners, and the timing of other road projects. Consequently, it is necessary to prioritize improvements in order to identify those that should be undertaken first. The priority initiatives are defined based on several factors as follows: •
Aggregate ratings. The bicycle aggregate ratings identified through the needs assessment process are used to prioritize planned bicycle routes. Road segments with a high aggregate rating (i.e. 4 or 5) are generally included in the recommended Plan. In some cases, the actual road segment was included, while in others, a parallel route was included in the Plan.
•
Network coverage. Providing network coverage or a “spine” of bicycle routes within the City is recognized as a priority in the implementation strategy. In the medium to long-term, however, other parallel routes may be added to increase coverage and the density of routes in the City.
•
Cost. Recognizing that some routes may be developed though road rehabilitation to minimize cost, priorities for low cost improvements are identified.
•
Integration with other projects. Improvements that can be undertaken as part of other projects were considered higher priority. For example, planned road repaving might provide an opportunity for shoulder widening at a lower cost than if the shoulder widening were undertaken as a separate project.
Draft Report
Figure 4.1 illustrates the medium and long term priorities as recommended for the Bicycle Master Plan. The estimated cost for each of these implementation priorities is summarized in Table 4.1. It is estimated that in the medium term, the recommended spine network of bicycle facilities could be provided at a cost of $5.9 million dollars. If any of the optional treatments are substituted, the estimated cost of implementing a spine network could be as low as $3.9 million or as high as $8.8 million depending on the costs of the optional treatments implemented. Table 4.1 – Estimated Implementation Costs1
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1
Medium Term Priorities Long Term Priorities Total Estimated Cost
Recommended Plan $5.9 M $3.5 M $9.4 M
Minimum Cost $3.9 M $3.4 M $7.3 M
Maximum Cost $8.8 M $5.7 M $14.5 M
Costs do not include utilities or driveway relocation, property acquisition, or ditch work. Also, costs do not consider potential savings through roadwork or rehabilitation.
Legend Medium-term Priorities Long-term Priorities
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Figure 4.1 Implementation Priorities City of Abbotsford Bicycle Master Plan
City of Abbotsford
Abbotsford Bicycle Master Plan
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APPENDIX A Data Capture Inventory Maps
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City of Abbotsford
Abbotsford Bicycle Master Plan
APPENDIX B Draft Report
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List of Bicycle Resource Materials
City of Abbotsford
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APPENDIX C Bicycle Facilities Design Guidelines
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City of Abbotsford
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APPENDIX C Bicycle Facilities Design Guidelines
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C City of Abbotsford
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DESIGN GUIDELINES C.1
On-Street Facilities
On-street facilities described in this section include four types of on-street bicycle facilities − signed bicycle routes, wide curb lanes, conventional bicycle lanes and paved shoulders. Crossings are discussed separately in Section C.6.
C.1.1 Signed Bicycle Routes Signed bicycle routes make use of collector roads and local streets with low traffic volumes. Because fewer motor vehicles use these roads, bicycles and motor vehicles can safely share the road space. Consequently, it is not necessary to provide extra width for bicycles or designate specific areas of the roadway for bicycle use. All that is required is "bicycle route" signage, as described in Section C.2. Facility design guidelines which apply to signed bicycle routes include:
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•
When a roadway which is a designated bicycle route is reconstructed, widened or overlaid, gravel driveways with significant traffic should be paved back a minimum of 5.0m, as illustrated in Figure C.1, to prevent loose gravel from spilling onto the side of the roadway. It is generally not necessary to pave gravel driveways to single-family residential dwellings, as traffic on these driveways is low.
•
Openings in catchbasins should be oriented at an angle to the direction of bicycle travel, so that bicycle wheels are not caught in the openings. Appropriate catchbasin designs are illustrated in Figure C.2.
Figure C.1 – Paved driveway apron City of Abbotsford
Abbotsford Bicycle Master Plan
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Figure C.2 − Bicycle-friendly catchbasins
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City of Abbotsford
Pavement overlays should taper into drainage outlets and manhole covers so they do not cause an abrupt edge, as in Figure C.3. Similarly, the pavement elevation should match the gutter elevation to create a smooth joint.
Figure C.3 − Cross section of manhole cover installation
Abbotsford Bicycle Master Plan
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•
Signed bicycle routes should be adequately illuminated to ensure that both motor vehicles and bicyclists are highly visible during non-daylight hours on this shared route facility.
C.1.2 Marked Wide Curb Lanes A wide curb lane is designed to allow sufficient width for an automobile to safely overtake a bicycle, without crossing over into the adjacent or oncoming traffic lane. This shared use of a wider curb lane also helps to assimilate bicycles into the domain of the automobile, fostering a mutual respect between motorists and cyclists. This helps to reduce confusion and conflicts between bicycles and motorists at intersections, where the majority of problems with conventional bicycle lanes occur. A marked wide curb lane incorporates bicycle symbols stencilled on the right side of the lane at regular intervals. This identifies the right side of the lane as the area used by bicycles, which serves to alert motorists to the potential presence of bicycles even when there is no bicycle on the road. Because an area of the roadway is identified for bicycle use, marked wide curb lanes are more attractive than unmarked wide curb lanes to casual and recreational cyclists who may be afraid of traffic. The roadway stencils are also a means of increasing awareness of bicycle facilities and encouraging cycling.
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Marked wide curb lanes do not include a white line separating bicycles from other traffic, which means that some concerns regarding standard bicycle lanes are avoided. Many motorists – and even cyclists –interpret the white line to mean that cyclists are confined to the bicycle lane. With marked wide curb lanes, on the other hand, motorists and cyclists both recognize that
City of Abbotsford
cyclists are free to ride elsewhere on the roadway as necessary (such as to make a left turn or when travelling through an intersection). Situations where marked wide curb lanes are the preferred method of providing bicycle facilities include:
•
Low to moderate traffic volumes. In Abbotsford, marked wide curb lanes are recommended for roads with low to moderate traffic volumes, but may also be suitable for higher volume roads such as major collector and arterial roads. The additional road width provided by the wide curb lane and the demarcation provided by the bicycle symbols allow motor vehicles and bicycles to effectively share the curb lane along major roadways.
•
High volumes of turning movements. Along corridors with numerous intersections and driveways, wide curb lanes with the bicycle stencils are the preferred option. Cyclists are able to use all areas of the travel lane to avoid hazards, anticipate turning vehicles and merge across traffic to make a left-turn. With conventional bicycle lanes, some cyclists feel as though they must remain within the bicycle lane at all times, and may even feel a false sense of security within the painted lane.
•
On steep downhill grades. The Bicycle Advisory Group has expressed a preference for the use of marked wide curb lanes instead of bicycle lanes on steep downhill grades. This is because on steep downhill grades, cyclists may pick up considerable speed and may feel uncomfortable being ‘confined’ to the width of a marked bicycle lane. A wide curb lane affords the cyclist more space to travel where they feel most safe and comfortable at higher speeds.
•
Where on-street parking is provided. The shared-lane concept of the marked wide curb lane works best with on-street parking. If a car door suddenly opens up in front of a cyclist, he or she is free to move into an area of the shared lane where they are not obstructed. With a conventional bicycle lane, motorists may not be expecting a cyclist to leave their marked lane.
•
Where frequent bus stops are provided. The wide curb lane allows cyclists to manoeuvre easily around stopped buses. With conventional bicycle lanes, cyclists are often expected to wait behind stopped bus – which rarely happens. The wide curb lane provides enough width to allow cyclists to pass by stopped buses. There is also less confusion between cyclists and bus drivers when buses are pulling next to the curb to make a stop.
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Other benefits of marked wide curb lanes include: City of Abbotsford
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•
Marked wide curb lanes educate cyclists as to how to share the road with other vehicles. Bicycle lanes, on the other hand, do not encourage shared use. Because bicycle facilities cannot yet be provided on every road, cyclists benefit from learning how to ride in traffic and share the travel lane with other vehicles.
•
Marked wide curb lanes do not accumulate debris to the same extent as bicycle lanes. Because motor vehicles are allowed to use all areas of the marked wide curb lane or shared lane, the sweeping motion of vehicles helps to clear the lane of debris that could create hazards for cyclists. With bicycle lanes, debris is often swept from the vehicle lanes into the bicycle lane, creating a need for frequent road sweeping.
•
Marked wide curb lanes are more economical than bicycle lanes. Because the marked wide curb lane is a shared use lane, only an additional 50 to 70cm is typically needed to accommodate bicycles. In comparison, a bicycle lane requires 1.2 to 1.8m of additional road width. In some cases, additional right-of-way width may be required to implement bicycle lanes.
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Key design guidelines regarding marked wide curb lanes include:
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•
A width of 4.3m (not including the gutter) is recommended, as illustrated in Figure C.4. A width of 4.3m allows a motor vehicle to safely pass a cyclists without having to cross into the adjacent travel lane. Where onstreet parking is provided, this standard also allows enough width for cyclists to avoid conflicts with opening car doors. The width of a marked wide curb lane should not exceed 4.5m, however, as this would enable vehicles to pass other vehicles on the right. The minimum acceptable width for wide curb lane facilities in Abbotsford is 4.0m wide.
•
It is important that the width of the gutter is not included in the 4.3m width. For safety reasons, cyclists will not ride in the gutter or even within 20-30 cm of the gutter. Gutters typically collect debris, the surface of the gutter is often not level with the asphalt road surface, and joints in the concrete gutter create bumps.
City of Abbotsford
Figure C.4 − Marked wide curb lanes
Abbotsford Bicycle Master Plan
Draft Report
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•
If on-street parking exists along the route, a width of 2.4m should be allowed for parked vehicles, in addition to the 4.3m required for the wide curb lane with stencils. As illustrated in Figure C.4, the 2.4m width of the parking lane includes the gutter.
•
Bicycle symbols, as illustrated in Figure C.5, should be placed at regular intervals (every 200m), as well as in advance of all intersections and major driveways on the right side of the wide curb lanes. The bicycle symbols identify the right portion of the lane as a bicycle facility, as well as enhance the awareness of road users as to the potential presence of cyclists in the curb lane. In cases where marked wide curb lanes are provided and on-street parking is not permitted, the bicycle stencils should be placed on the pavement next to the gutter pan. Where onstreet parking is provided, the bicycle stencils should be placed on the right side of the travel lane, adjacent the parking lane. Bicycle stencils Figure C.6 illustrates the placement of bicycle symbols with wide curb lanes.
Figure C.5 – Marked wide curb lane bicycle symbol City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Figure C.6 − Placement of bicycle symbols for marked wide curb lanes
• Where a wide curb lane ends and the travel lane is reduced to a width of less than 4.0m, a warning sign should be posted in advance to inform cyclists of the lane narrowing. 6188009.1 F / April 2003
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Notable cases where marked wide curb lanes have been applied include: City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
Transportation Association of Canada recently adopted marked wide curb lanes in its recent Bikeway Traffic Control Guidelines for Canada.
•
Denver, Colorado. The marked wide curb lane concept has been applied along Denver bicycle routes, with a modified bicycle stencil design. The bicycle stencil is based on a CalTrans design and has been integrated with an arrow stencil. This approach has been implemented effectively since June, 1993.
•
San Francisco, California. Bicycle planners in San Francisco have recently applied the marked wide curb lane concept to their bicycle network, that incorporate the bicycle symbol pavement marking at regular intervals.
•
Hamilton, Ontario. Marked wide curb lanes have been used on a number of bicycle routes in Hamilton, similar to the design developed in Denver.
•
Regional Municipality of Ottawa-Carleton. The RMOC will be implementing marked wide curb lanes on its regional roads as part of its Cycling Facilities Improvement Program.
•
Surrey, B.C. The City of Surrey currently has several wide curb lane routes, including 64 Avenue from Scott Road to 152 Street, 152 Street from Highway 10 to 64 Avenue, and 92 Avenue from Scott Road to 128 Street. Although these routes do not yet incorporate bicycle symbol pavement markings, the City has adopted guidelines for marked wide curb lanes and will be adding the bicycle symbols to new and existing routes in the near future.
Marked wide curb lanes have also been recommended for bicycle routes in the following municipalities: • • •
New Westminster Delta University of British Columbia
C.1.3 Bicycle Lanes Bicycle lanes are separate travel lanes on the roadway for cyclists, identified with a solid white line that is dashed at intersections to indicate where motor vehicles may cross the lane for turning movements. Specific guidelines for bicycle lanes include: 6188009.1 F / April 2003
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•
Bicycle lanes should never be planned for two-way travel − cyclists should always travel one-way in the direction of travel of adjacent traffic.
•
The Bicycle Advisory Group has indicated their preference for bicycle lanes to be used on roadways with the following characteristics:
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
On roadways with higher volumes and/or speeds On roadways that do not have parking On roadways that have limited driveway access On roadways that have limited bus service or stops Not on steep downhill grades (steep uphill grades are okay)
Bicycle lanes should generally be 1.5m wide, excluding the gutter as illustrated in Figure C.7. As a minimum however, Abbotsford has indicated that bicycle lanes may be 1.2m wide. On roadways with posted speeds of 70 km/h or more, bicycle lanes should be 1.8m wide, excluding the gutter. Bicycle lanes should not be wider than 1.8m, as this encourages two-way bicycle travel and encourages motorists to park in the lane.
Figure C.7 − Bicycle lanes
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Bicycle lanes should be continuous between intersections. If a section of road between two intersections is improved to provide sufficient width for a bicycle lane without improvements to the remaining sections of
road, the lane should not be marked or otherwise identified until the remaining sections are improved to provide sufficient width for the bicycle lane.
City of Abbotsford •
Bicycle lane lines are white and 10cm in width.
•
Bicycle lane lines should be dashed for a distance of 15m in advance of intersections, as illustrated in Figure C.8. This allows a cyclist to exit from the bicycle lane to make a left turn, and allows right-turning vehicles to merge into the bicycle lane. The bicycle lane line should be discontinued through the intersection.
Abbotsford Bicycle Master Plan
Draft Report
Figure C.8 − Bicycle lane markings at intersections
•
Bicycle lanes should be identified with a painted bicycle symbol and may include an arrow indicating the direction of travel, as illustrated in Figure C.9. Bicycle lane symbols should be spaced at approximately 350m intervals for roadways with a posted speed limit of 50 km/h (symbol spacing = posted speed in km/h x 7), and should be located after intersections, as illustrated in Figure 4.6. This alerts drivers and bicyclists entering the roadway of the existence of the bicycle lane.
Figure C.9 − Bicycle lane symbol
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•
Where bicycle lanes are to be provided adjacent to on-street parked vehicles, the combined width of the bicycle/parking lane should be at least 3.9m. This provides 2.4m for the parking lane and 1.5m for bicycles, and provides adequate clearance for cyclists to avoid opened car doors. The preferred approach, however, is to provide marked wide curb lanes adjacent to parked vehicles, as the absence of the white bicycle lane line allows cyclists to manoeuvre throughout the entire curb lane to avoid parked cars and other hazards as necessary.
•
Special treatment is required at intersections to minimize conflicts between cyclists and right-turning vehicles, as illustrated in Figure C.10. The optional double right-turn-only lane is not desirable unless there are no alternatives, as it is difficult for cyclists to cross a lane of moving traffic in advance of an intersection.
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Figure C.10 − Right turn lane configurations for bicycle lanes
C.1.4 Paved Shoulders On roads with rural cross sections, where there are no curbs or gutters, cyclists are accommodated on paved shoulders. Specific design guidelines regarding paved shoulders include:
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•
Paved shoulders should never be planned nor designated for two-way travel − cyclists should always travel one-way in the direction of travel of adjacent traffic.
•
Shoulders should generally be 1.5m in width, as illustrated in Figure C.11, however, the Bicycle Advisory Group has indicated that a minimum width of 1.2 m is acceptable. On roadways with a posted speed in excess of 70 km/h and daily traffic volumes greater than 5,000 vehicles,
a paved shoulder width of 2.0 is recommended. For roadways with posted speeds in excess of 80 km/h and daily traffic volumes greater than 10,000 vehicles, a minimum width of 2.5m is recommended.
City of Abbotsford
Figure C.11 − Paved shoulder Abbotsford Bicycle Master Plan
2.5% crossfall
CL
Draft Report M in.1.2m Paved Shoulder
•
Shoulders should be paved and free of obstructions, such as drainage aprons. If rumble strips are used to prevent motor vehicle drive-off accidents, these should be located on the far left of the shoulder, immediately adjacent the white fog line, and should be a maximum of 30 cm wide, as illustrated in Figure C.12. The remainder of the shoulder should be a minimum of 1.8m wide.
Figure C.12 − Paved shoulder with rumble strip
Fog Line
Rumble Strip
30 cm 15 cm
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1.8 m
•
Shoulders should incorporate a 2.0% crossfall to provide adequate drainage, as illustrated in Figure C.9. The crossfall of the shoulders should not exceed 5%.
•
Non-emergency parking or stopping should be prohibited on the shoulder at all times.
•
Where possible, shoulders should be continuous between intersections.
•
Where a paved shoulder ends and cyclists must ride within a traffic lane, a warning sign should be posted in advance to advise cyclists that the shoulder ends, and to advise motorists that cyclists may be present on the roadway.
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
C.2
Signs and Pavement Markings
The application of signage and pavement markings to bikeways and pathways must be done in a uniform and consistent manner to ensure that they enhance safety and convenience for all users. Signage and pavement markings must be warranted by use and need. An over-abundance of signage and pavement markings may create a distraction and may be too confusing for motorists, cyclists and pedestrians. The application of too many signs is also unattractive when placed along roadways and pathways. Provided in this section are some key guidelines for the use and installation of signage and pavement markings for bicycle facilities. It is advisable that initial use of bicycle-specific signs be accompanied by education efforts targeting cyclists and motorists, as some cyclists and motorists may not understand the meaning or regulatory requirements associated with unfamiliar signs.
C.2.1 Signs There are three types of signs used on bicycle routes and multi-use pathways, as identified below. The codes used to identify these signs are taken from the Transportation Association of Canada’s Bikeway Traffic Control Guidelines for Canada. •
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Regulatory signs indicate traffic regulations. Examples of regulatory signs are illustrated in Figure C.13, and include stop signs, yield signs, “Do Not Enter Except Bicycles” signs and “No Parking” signs along roads with bicycle lanes.
Figure C.13 − Example regulatory signs City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
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Warning signs advise cyclists and motorists of potential hazards or significant changes in conditions on roads and pathways. Warning signs are important for cyclists, as bicycles are more susceptible to poor road conditions than motor vehicles. Warning signs are also important in advising motorists of approaching bicycle and pedestrian crossings. Examples of warning signs include “Railroad Crossing,” “Steep Grade,” and construction detour signs. These and other warning signs are illustrated in Figure C.14.
Figure C.14 − Example warning signs City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
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Information signs provide direction and information for cyclists and others, and include: −
Guide signs indicate routes to major destinations, as well as parking locations, crossing locations and bicycle routes. Guide signs incorporate white text and arrows on a green background, as illustrated in Figure C.15.
−
Educational signs provide information regarding appropriate use of bicycle and multi-use facilities. Examples of educational signs are illustrated in Figure C.16, and include "Share the Road" signs as "Yield to..." signs. Although these signs are officially categorized as “warning” and “regulatory” signage, they also serve a purpose in educating the public as to the rules of the road.
City of Abbotsford
Figure C.15 − Example guide signs
Abbotsford Bicycle Master Plan
Draft Report
Figure C.16 − Example educational signs
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City of Abbotsford
Where applicable, the shape, colour and content of regulatory and warning signs should be consistent with standards specified in the manual of Uniform Traffic Control Devices for Canada (MUTCDC). The size of signs used on multi-use pathways can be smaller than specified in the MUTCDC − typically, signs on pathways are 45 cm by 45 cm rather than 60 cm by 60 cm.
C.2.2 Pavement Markings Abbotsford Bicycle Master Plan
Pavement markings are used to delineate bicycle lanes, to identify crossings on roadway surfaces, to separate directions of travel on multi-use pathways, and to complement regulatory and warning signs. Relevant guidelines regarding pavement markings are provided below.
Draft Report
On-Road Bicycle Facilities Pavement markings for on-road bicycle facilities can define bicycle lanes, separate opposing flows, designate lane usage, identify stop lines and supplement regulations or warnings of other devices such as traffic signals or signs. Overuse of pavement markings for on-road bicycle facilities is not recommended primarily because of the slippery conditions created during times of wet weather. Guidelines for on-road bicycle facility pavement markings include: •
Bicycle lanes are designated with a 10 cm white strip, with bicycle symbol and directional arrow stencils, as illustrated in Figure C.17, provided on the pavement. Figure C.17 – Bicycle lane pavement symbol and arrow
•
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Bicycle symbols should be placed at regular intervals (every 200m), as well as in advance of all intersections and major driveways on the right side of the wide curb lanes. Bicycle symbols should be placed after most intersections not only to identify the facility to cyclists, but also to indicate the presence of cyclists to motorists.
•
Bicycle symbols should not be placed in an area where motor vehicles are expected to cross a bicycle lane, such as adjacent to driveways.
•
For marked wide curb lanes, bicycle symbols should be placed on the pavement adjacent the gutter or parking lane as illustrated in Figure C.18.
City of Abbotsford
Abbotsford Bicycle Master Plan
Figure C.18 – Placement of bicycle symbols for marked wide curb lanes
Draft Report
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•
For marked wide curb lanes, bicycle symbols may also be accompanied by “Shared Use” text, as illustrated in Figure C.19.
•
Bicycle lanes should be striped to a marked crosswalk or a point where turning vehicles would normally cross them, as illustrated in Figure C.20 and Figure C.21.
City of Abbotsford
Figure C.19 – Optional “shared use” text with marked wide curb lanes
Abbotsford Bicycle Master Plan
Draft Report
Figure C.20 – Bicycle lane striping at intersection
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City of Abbotsford Figure C.21 – Bicycle lane striping at intersection with a dedicated right turn lane
Abbotsford Bicycle Master Plan
Draft Report
Hazard Markings Surface irregularities and obstructions should be clearly marked to gain the attention of approaching cyclists, as illustrated in Figure C.22. Signs, reflectors, object markers (WA-36) or other treatments may be appropriate to alert cyclists to potential obstructions.
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City of Abbotsford
Figure C.22 – Hazard pavement marking to alert approaching cyclists
Abbotsford Bicycle Master Plan
Draft Report
Multi-Use Pathways Pavement markings for multi-use pathways are not as commonly used as with on-street bicycle facilities. Attempts to separate pedestrians from cyclists with a painted line have proven unsuccessful and are not recommended. Centreline stripes used to separate directional flows of traffic on multi-use pathways are only recommended where curves create poor sight distance as illustrated in Figure C.23. Pavement symbols or words may be used to alert pathway users of upcoming stop signs, railroad crossing, barrier posts (see Figure C.24) or other potential hazards.
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City of Abbotsford
Figure C.23 – Pathway centreline strip on a curve with limited sight distance
Abbotsford Bicycle Master Plan
Draft Report
Figure C.24 – Barrier post pavement marking
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City of Abbotsford
C.3
Maintenance
Sadly, maintenance of bicycle facilities is neglected in many communities. Not only does this discourage cycling and walking, but it also creates a significant liability concern for municipalities. Abbotsford Bicycle Master Plan
Draft Report
With proper design and maintenance, liability is not an issue with respect to bicycle and pedestrian facilities. Liability concerns have been successfully addressed for automobiles and other motorized vehicles by developing appropriate design and signage standards, and implementing maintenance programs and public reporting processes. In doing so, jurisdictions have minimized the numbers and amounts of claims which might be attributed to negligence on the part of a municipality government. Municipalities’ potential liability regarding bicycle facilities can be minimized by the following actions: •
Apply design guidelines that accommodate cyclists on all roads, and all users on off-street facilities.
•
Install appropriate signs, including warning signs where necessary, and ensure that signs remain visible at all times.
•
Establish a regular maintenance program for bicycle facilities. Sufficient resources should be allocated in order to respond to requests that require unscheduled maintenance, as well as carrying out regular, scheduled maintenance. Key maintenance activities are as follows: − − −
−
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For all facilities, regular inspection and surface repair activities should be undertaken as needed to eliminate cracks, potholes and bumps. For bicycle lanes and multi-use pathways, regular sweeping of debris is required to maintain the surface quality of these facilities and minimize the potential for slippage and punctured tires. The repainting of pavement markings must be periodically undertaken to ensure visibility and clarity. Additionally, bicycle route signage should be periodically inspected to ensure that signs have not been damaged, stolen or oriented the wrong way. For multi-use pathways, the periodic pruning of adjacent vegetation is required to maintain the clear width of the pathway, as well as sight distance. Pruning of vegetation is also important for maintaining visibility at intersections along on-street bicycle routes. Pavement overlays on bicycle routes should ensure that no ridges are left in the area where cyclists ride. Drainage facilities along bicycle routes should be periodically inspected to ensure that they are properly diverting storm water and not creating a hazard for cyclists (i.e. raise catch basin grates flush with pavement).
− City of Abbotsford
Abbotsford Bicycle Master Plan
Snow removal should be undertaken on all bicycle facilities, as is done with motor vehicle facilities, to permit use of bicycles in winter.
•
Designate responsibilities for maintenance of specific bicycle facilities. Maintenance of on-street facilities might be the responsibility of an Engineering department, for example, whereas maintenance of offstreet facilities might be the responsibility of a Parks and Recreation department.
•
Establish a reporting procedure that enables cyclists to notify a municipality of maintenance needs. Methods of reporting maintenance problems include a dedicated telephone "hot-line," e-mail contact and pre-paid "maintenance request" postcards, which are illustrated in Figure C.25.
Draft Report
Figure C.25 − Pre-Paid Maintenance Request Postcard
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•
Respond quickly to maintenance requests. Once a municipality has been advised of a hazardous situation, it has a duty to address the problem. Prompt follow-up avoids potential liability.
•
Consider cyclists during road construction. Often road construction projects eliminate the travel portion at the side of roads, or place objects on sidewalks. As with motor vehicles, convenient detours must be provided for cyclists. An example bicycle detour signage is illustrated in Figure C.26.
City of Abbotsford
Figure C.26 − Bicycle detour signage
Abbotsford Bicycle Master Plan
Draft Report
C.4
Interim Conditions
In most cases, designating a roadway as a bicycle route does require significant changes to the roadway. On local streets, no roadway changes are required to incorporate a signed bicycle route. On arterial and collector roads, the roadway is often wide enough to incorporate marked wide curb lanes, sometimes with changes to other lane widths. In some cases, however, it may not be possible to provide a bicycle facility which meets the guidelines described in this document. This situation might arise where the roadway is not wide enough to incorporate wide curb lanes, for example, and therefore the only way to do so would be to reconstruct the roadway. If funds are not available for roadway reconstruction or if reconstruction is planned for a later date to coincide with other projects, then there is a need to do something in the interim to accommodate bicycles. In this case, an ″interim″ condition can be created in order to establish a bicycle route. Interim conditions apply to marked wide curb lanes and multi-use pathways. For these facilities, the interim conditions are simply facilities that are not as wide as the recommended minimum guidelines. Because of the reduced width, additional signage and design features are typically required. These are described below. Wide Curb Lanes
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Most cyclists would consider any increase in the width of a curb lane to be an improvement. However, to provide sufficient width for cyclists and motorists to share the road, a minimum width of 4.0m is necessary as an interim condition. As with the recommended guideline for marked wide curb lanes, this interim width does not include the width of the gutter.
City of Abbotsford
Roadways with curb lanes narrower than 4.0m can be designated as bicycle routes, but should not be marked with bicycle symbols. Bicycle route signage along roads with narrow unmarked lanes should be supplemented with ″share the road″ signage as illustrated in Figure C.27. Figure C.27 – Share the road signage
Abbotsford Bicycle Master Plan
Draft Report
Where a roadway with a designated bicycle route transitions to a narrower travel lane, a ″road narrows” sign should be used as appropriate in advance of the narrower lane, as illustrated in Figure C.28. Figure C.28 – Road narrows signage
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City of Abbotsford
Where a narrow bridge exists on a roadway with a designated bicycle route, and the lane widths are less than 4.0m, the bridge becomes an interim condition until it is replaced at a future date. A ″narrow structure″ sign should be used to alert both motorists and cyclists, as illustrated in Figure C.29. Figure C.29 – Narrow structure signage
Abbotsford Bicycle Master Plan
Draft Report
Multi-Use Pathways Multi-use pathways should be a minimum of 4.0m wide. In some cases, however, it may not be possible to construct a pathway to a 4.0m width, due to physical constraints, property issues or financial limitations. In these cases, it is acceptable to construct a pathway to a narrower width an interim condition. In areas where pathway usage is not anticipated to be higher than 200 persons/hour even during peak periods, a pathway can be constructed to a minimum width of 3.0m. Short sections of pathway may be as narrow as 2.4m where there are physical constraints on the pathway width. ″Pathway narrows″ signs should be installed in advance of narrow sections of pathway, as illustrated in Figure C.30.
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City of Abbotsford
Figure C.30 – Pathway narrows signage
Abbotsford Bicycle Master Plan
Draft Report
Multi-use pathways should be hard surfaced to accommodate the widest range of users. If funding or environmental considerations do not permit asphalt or concrete surfacing, a hard compacted aggregate can be used as an interim condition. Where a pathway transitions from a paved surface to an aggregate surface, a ″pavement ends″ sign should be used as illustrated in Figure C.31. Figure C.31 – Pavement ends signage
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City of Abbotsford
Bicycle Lanes It is not desirable to create an interim bicycle lane of reduced width. Rather, where this situation arises, a marked wide curb lane should be used.
Abbotsford Bicycle Master Plan
Where a bicycle lane transitions to a marked wide curb lane, or where a bicycle lane ends and the bicycle route continues without a marked lane, a ″bicycle lane ends″ sign should be used as illustrated in Figure C.32. This sign should be located approximately 30m in advance of the end of the bicycle lane as illustrated in Figure C.33.
Draft Report
Figure C.32 – Bicycle lane ends signage
Figure C.33 – Location of bicycle lane ends signage
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City of Abbotsford
Similarly, where a marked wide curb lane or an unmarked lane transition to a bicycle lane, a ″bicycle lane ahead″ sign should be used as illustrated in Figure C.34. Figure C.34 – Location of bicycle lane ahead signage
Abbotsford Bicycle Master Plan
Draft Report
C.5
SAMPLE GUIDELINES - Off-Street Pathways
Off-street facilities include multi-use pathways. It is recommended that multi-use pathways be constructed as part of the Bicycle Master Plan, because all pathways, even those built solely for bicycles, will attract pedestrians, runners, wheelchair users, people with strollers, in-line skaters, equestrians, dogs and other animals. The primary design challenge is accommodating all of these users, whose speeds may range from less than 4 km/h to over 50 km/h. Key design considerations are identified below:
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•
Pathways should be designed for two-way travel, as it is difficult to ensure compliance with one-way designations.
•
Separated pathways should be avoided. In communities that have attempted to separate users, pedestrians frequently use the pathways designated for cyclists and in-line skaters, and vice-versa, defeating the purpose of separated pathways. The preferred approach is to construct a single pathway of sufficient width to accommodate all users.
•
Painted centrelines should not be used to separate directions of travel on a multi-use pathway. Centrelines can contribute to conflicts that arise when faster-moving pathway users cross the centreline to pass slowermoving users. Many pathway users also disregard centrelines, which also creates conflicts. The use of centreline should be restricted to horizontal curves with limited sight distances, as described later in this section.
City of Abbotsford
Abbotsford Bicycle Master Plan
•
Multi-use pathways should be hard-surfaced, using asphalt or concrete, as hard surfaces accommodate all users (including persons in wheelchairs and in-line skaters). Compacted aggregates (such as crusher dust) can be used where softer, porous surfaces are necessary to minimize environmental impacts. Figure C.33 provides an illustration of the minimum requirements for pathway structure for asphalt, concrete and aggregate.
Figure C.33 – Pathway structure – minimum requirements Draft Report
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• City of Abbotsford
Abbotsford Bicycle Master Plan
The guidelines identified in Figure C.33 reflect minimum standards, and are sufficient to accommodate occasional use by lightweight vehicles such as automobiles and pick-up trucks for which single axle loads do not exceed 1000 kg. If a pathway is to be used by heavier service vehicles, the dimensions should be increased as summarized in Table C.1.
Table C.1 - Increased Pathway Structures to Accommodate Heavier Vehicles
Draft Report
Medium trucks (single axle load < 3,000 kg) Heavy trucks (single axle load < 6,000 kg) •
Asphalt 75 mm asphalt 150 mm crushed gravel 100 mm asphalt 150 mm crushed gravel
Concrete 125 mm concrete 150 mm sand 150 mm concrete 150 mm sand
All vegetation, including roots, should be removed in the preparation of the subgrade. To control new growth, soil sterilant or lime treatment of the subgrade can be used. Plants that can cause other problems should be controlled, such as plants with thorns that can puncture bicycle tires. Paths located adjacent to trees are at risk from damage from tree roots. Preventative methods include removal of vegetation, realignment of the path away from trees, and placement of root barriers along the edge of the path, as illustrated in Figure C.34. An effective barrier is created with a 300mm deep metal shield. Greater depth is required for some trees such as cottonwoods.
Figure C.34 − Application of root barrier along pathway
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•
Multi-use pathways should be a minimum of 4.0m wide, as illustrated in Figure C.35.
•
The horizontal clearance from the edge of the pathway to a fixed object greater than 0.15m in height (tree or signpost, for example) should be a minimum of 1.0m, as illustrated in Figure C.36. Next to side slopes, a minimum of 0.5 m clearance is required, with the area between the pathway and the side slope no steeper than 1:6. Where railings are provided along a pathway, a minimum of 0.5 m clearance is required. Thus, a pathway that is 4.0 m wide would have a clear width of 5.0m from railing to railing.
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
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Figure C.35 − Multi-use pathway dimensions
City of Abbotsford
Figure C.36 − Minimum pathway clearance
Abbotsford Bicycle Master Plan
Draft Report
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•
Where a pathway is located parallel to and adjacent to a roadway, a minimum horizontal separation must be provided as illustrated in Figure C.37. Where pathways are adjacent roads with rural cross-sections (no curb and gutter), a minimum separation of 3m should be provided where posted roadway speeds are 60 km/h or less, and a minimum of 7m where posted roadways speeds are 70 km/h or greater. These horizontal separation requirements for rural cross-sections can be reduced to the dimensions illustrated in Figure C.37 with the addition of a concrete curb 150 mm or less in height, anchored to the roadway.
•
If side slopes are steeper than 1:4, the pathway edge should be a minimum of 1.5m from the top of the slope. Safety railings are required on pathways adjacent steep slopes in the conditions illustrated in Figure C.38. In all cases, safety railings must be a minimum of 0.5m from the edge of pathway.
Figure C.37 − Pathway clearance from roadway City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
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The vertical clearance to tree branches and other objects should be a minimum of 2.5 m above the multi-use pathway surface, as indicated in Figure C.35. In underpasses and under structures more than 2m in length, the minimum vertical clearance should be 3.0m.
City of Abbotsford
Figure C.38 – Safety railings between a pathway and an adjacent slope
Abbotsford Bicycle Master Plan
Draft Report
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•
Safety railings provided along a bicycle facility should be a minimum 1.4 m high. A rub-rail or safety rail should be included to prevent bicycle handlebars from catching the vertical supports of the railing. The rub rail or safety rail should be a minimum 20 cm strip that provides a smooth surface along the length of the railing between the heights of 0.90 m and 1.1 m.
•
Where multi-use pathways accommodate in-line skaters, a minimum width of 4.0 m is required. The width required by an in-line skater is determined not only by the skating stride, but also a manoeuvring allowance, as illustrated in Figure C.39. Guidelines presented in Transportation Association of Canada’s In-Line Skating Review – Phase 2 for in-line skating facilities identify a minimum pathway width of 3.0m for two-way exclusive use by in-line skaters and 4.0m for two-way pathways shared with pedestrians and cyclists.
Figure C.39 − Dimensions occupied by an in-line skater City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
Pathway surfaces should incorporate a 2% cross-slope in order to provide positive drainage, with maximum 3% superelevation on curves.
•
Maximum uphill grades should not exceed 3% for sustained sections, or 10% in any sections as indicated in Table C.2.
Table C.2 - Maximum Grades For Multi-Use Pathways 3% 5% 10%
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Sustained 30m or less 15m or less
•
Where grades exceed the maximum grades specified in Table C.2, "Steep Hill" warning signs should be placed at the top of a steep section to advise pathway users travelling downhill of the steep grade. This and other warning signs are described in Section C.2.
•
Sight distances are determined based on minimum design speeds of 35 km/h for pathways on level ground, and 50 km/h for pathways with
grades of more than 3%. Table C.3 provides a summary of minimum sight distances for various conditions.
City of Abbotsford
Table C.3 - Minimum Sight Distances for Multi-use Pathways
Abbotsford Bicycle Master Plan
Draft Report
Min. SSD = V (km/h) 35
+ 0.695V V2 255 (f+g)
SSD = stopping sight distance V = bicycle design speed, km/h f = coefficient of friction = 0.25 g = grade m/m (rise or descent/run)
G=0
-4%
-8%
+4%
+8%
44m
47m
53m
41m
39m
40
53m
58m
65m
49m
47m
50
74m
81m
92m
69m
64m
60
98m
109m
125m
90m
84m
•
Where minimum sight distances cannot be achieved at horizontal curves, a centreline should be painted on the pathway with arrows indicating that pathway users are to stay to the right. As appropriate, "Limited Visibility" signs can be used to alert pathway users of visibility limitations and potential hazards. This and other warning signs are described in Section C.2.
•
Minimum radii for horizontal curves are summarized in Table C.4. These radii are calculated based on 35 km/h and 50 km/h design speeds for level pathways and grades of more than 3%.
Table C.4 - Radii For Horizontal Curves on Multi-Use Pathways
Min. R =
2
V 127.5 (e+f) V (km/h) 35 40 50 60
•
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V = bicycle design speed – km/h e = superelevation of bikeway f = coefficient of friction f Min. R (m) 0.26 35 0.25 45 0.22 80 0.18 140
Where horizontal curves are less than the required minimum radius, the pathway should be widened by at least 1.0m through the curve so as to provide additional room for pathways users to manoeuvre through the curve.
•
Where barrier posts are used along multi-use pathways to restrict motor vehicle access, a single barrier post is preferred. Where multiple barrier posts are used, they should be used in odd numbers and spaced wide enough (min. 1.5m) to allow passage by cyclists, bicycle trailers and wheelchair users. The use of odd-numbered posts ensures that pathway users travelling in opposite directions pass through different gaps between barrier posts, rather than attempting to pass through the same centre gap as would occur with an even number of posts. Additionally, barrier posts should not be placed right at the intersection, and should be painted with bright, light colours for visibility.
•
Where cyclists would be required to climb or descend stairs to reach a pathway, a ramp should be provided on both sides of the stairs to enable cyclists to roll their bicycle up or down the stairs, as illustrated in Figure C.40. The ramp should not exceed a 25% slope. Handrails should be provided as specified in the BC Building Code. However, care should be taken to provide a railing design and placement that does not make it difficult for the cyclists to push their bicycle up or down the ramp.
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Figure C.40 − Bicycle Ramp on Stairs
•
When bollards are installed at locations where multi-use pathways intersect roadways, they should be set back a minimum of 6.0m from the roadway to allow service vehicles to park at the entrance of the pathway to avoid removal of the bollards or encroachment onto the adjacent roadway.
Illumination
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Generally, illumination of multi-use pathways is not necessary, and may not be considered desirable by residents adjacent to a pathway. Locations where
City of Abbotsford
illumination is essential include intersections with roadways, underpasses and locations where nighttime security is considered an issue. The following illumination levels are recommended for multi-use pathways. Horizontal illumination is measured at pavement level, and the uniformity ratio is calculated by dividing the average illumination level by the minimum illumination level.
Abbotsford Bicycle Master Plan
• •
Draft Report
•
Multi-use pathways should have a minimum average horizontal illumination level of 5 lux, with a minimum uniformity ratio of 6:1. Illumination levels at intersections with collector and arterial roadways should be a minimum average horizontal illumination level of 15 lux, with a minimum uniformity ratio of 4:1. Illumination levels in pedestrian/bicycle underpasses should be a minimum average horizontal illumination level of 45 lux, with a minimum uniformity ratio of 4:1.
At intersections with roadways, pathways should be illuminated for a distance of 25m on either side of the roadway. In all cases, light standards should be located no closer than 1.0m to the edge of the pathway, and if positioned over the pathway, should provide a minimum 2.5m vertical clearance (or 3.0m if used in an underpass). C.6
SAMPLE GUIDELINES - Crossings
The critical locations on a bikeway or pathway are where these facilities intersect major roadways. Crossing treatments can be used to assist cyclists, pedestrians and others in crossing major roads, and to minimize potential conflicts with motor vehicles. This section provides an overview of crossing treatments, including marked/signed crossings, median refuges and signalized crossings − that can be applied throughout the bicycle network.
C.6.1 Bicycle Routes Where on-street bicycle routes intersect major roads, a variety of crossing treatments can be applied, including:
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•
Signed crossing. Where bicycle routes intersect major roads with relatively low traffic volumes or regular gaps in traffic flow, all that may be required are signs indicating the presence of the bicycle route.
•
Raised median island. In situations where the interruption of traffic flow on a major road is not warranted, but traffic volumes are too high to rely on a signed crossing alone, a raised median island can be provided. The median island, as illustrated in Figure C.41, would allow bicyclists to cross one direction of traffic at a time, rather than having to wait for a gap in both directions of traffic flow. This reduces delays to
City of Abbotsford
cyclists, as well as improving safety for cyclists by increasing the visibility of the crossing to motorists. Figure C.41 − Raised median island crossing on a signed bicycle route
Abbotsford Bicycle Master Plan
Draft Report
The installation of a raised median island may result in the loss of some on-street parking spaces on the major road to accommodate the taper of the median islands.
•
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Signalized crossing. Where high traffic volumes on a major road do not permit a bicyclist to safely cross the road, even with a median refuge, a traffic signal may be required. The signal can be activated by either a cyclist push-button located adjacent the curb, or by an in-pavement loop detector. Although all loop detectors can be activated by any bicycle (including bicycles with aluminum or carbon fibre frames) that is properly positioned, some designs of loop detectors are more easily activated — these are illustrated in Figure C.42. The diagonal quadrupole loop (A) is typically used in shared bicycle/vehicle lane situations because of its ability to detect bicycles over its entire area. The quadrupole loop (B) is used in bicycle lanes because it is most sensitive in the center. The circle loop (C) is a more recent design that has been used to detect bicycles, because of its broad coverage capabilities. In all cases, it is recommended that loops used to detect bicycles should be accompanied by pavement markings that identify the “hot-spot” that bicyclists can situate their bicycle on to activate a signal, as illustrated in Figure C.43.
City of Abbotsford
Figure C.42 − In-pavement loop detectors
Abbotsford Bicycle Master Plan
Draft Report
Figure C.43 − Loop detector pavement marking
C.6.2 Multi-Use Pathways Multi-use pathway crossings can be located at intersections and mid-block, as described below. 6188009.1 F / April 2003
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•
Where pathways are located parallel to a roadway, crossings should be located as close to an intersection as possible. Figure C.44 illustrates
how a pathway should be accommodated at a signalized intersection in order to maximize the visibility of approaching pathway users to motorists. Figure C.45 illustrates a similar crossing at an unsignalized intersection.
City of Abbotsford
•
In order to minimize potential safety concerns associated with mid-block crossings, these should be located so as to maximize visibility for approaching motorists, and should be adequately signed and illuminated as described in this section. The addition of a median island — as described in this section — also helps to maximize visibility for motorists and awareness of the crossing.
•
Where pathways approach a mid-block section of a roadway at an angle, it is recommended that the pathway be reconfigured to intersect the roadway at or close to perpendicular, as illustrated in Figure C.46.
Abbotsford Bicycle Master Plan
Draft Report
Figure C.44 – Parallel pathway crossing at a signalized intersection
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City of Abbotsford
Figure C.45 – Parallel pathway crossing at an unsignalized intersection
Abbotsford Bicycle Master Plan
Draft Report
Figure C.46 – Typical alignment for a diagonal pathway crossing
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City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
Common crossing treatments for multi-use pathways include:
•
Marked crossings are provided where multi-use pathways cross major roads with relatively low traffic volumes and consistent gaps in traffic flow, as illustrated in Figure C.47.
•
Raised median island crossings allow pathway users to cross one direction of traffic at a time at major roadways. An illustration of a pathway median island crossing is provided in Figure C.48.
•
Signalized crossings − Where high traffic volumes and a consistent flow of traffic make it difficult for pathway users to cross a major roadway, pedestrian/cyclist activated signals can be provided. In most cases, it is recommended that a “hot” pedestrian button be used to activate the signal immediately for pathway users, unless traffic conditions necessitate the coordination of signal timings along the roadway in question.
Figure C.47 − Marked crossing – Multi-Use Pathway
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City of Abbotsford
Figure C.48 − Raised median island at marked crossing – multi-use pathway
Abbotsford Bicycle Master Plan
Draft Report
•
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Grade separated crossings – Where it is not possible to provide an atgrade crossing facility, such as with a freeway, major highway, railway or a waterway, cyclists and pedestrians can be provided with a grade separated crossing. An overpass or underpass, as illustrated in Figure C.49, can be constructed to maintain access for cyclists and pedestrians across barriers to travel. Because grade separated crossings can be very expensive, it is recommended that more innovative and cost-effective options be initially considered. Routings for bikeways and pathways can be planned and designed to take advantage of existing grade separated crossings, where available. Innovative at-grade crossings can also be designed to minimize delays to traffic and maximize safety for bicyclists and pedestrians.
City of Abbotsford
Figure C.49 − Grade pedestrians
separated
crossings
for
bicycles
and
Abbotsford Bicycle Master Plan
Draft Report
C.6.3 Railway Crossings Special care should be taken at locations where a bicycle route crosses railroad tracks at grade. Where possible, at grade crossings of railroad tracks should be designed to allow the cyclists to cross at right angles to the rails. A wide curb lane, paved shoulder or bicycle lane should be widened to permit crossings to approach the tracks at 60 to 90 degrees, as illustrated in Figure C.50. Where it is not possible to cross at an angle of at least 60 degrees, rubber track guards with compressible flange filler are recommended.
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City of Abbotsford
Figure C.50 – Widened roadway to permit perpendicular crossing of railroad tracks .
Abbotsford Bicycle Master Plan
Draft Report
C.7
SAMPLE GUIDELINES - End-of-Trip Facilities
Design guidelines for specific end-of-trip facilities are presented in this section, as well as recommended development guidelines which describe minimum numbers of parking spaces, showers and lockers for new developments, and which can be incorporated into Abbotsford’ development requirements. Developers should be encouraged to provide end-of-trip facilities through bonusing, reductions in parking requirements and other development incentives.
C.7.1 Bicycle Parking Recommended guidelines for bicycle parking requirements for secure, longterm and short-term parking facilities are summarized in Table C.5.
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City of Abbotsford
Table C.5 - Recommended Minimum Bicycle Parking Requirements
Use Residential
Abbotsford Bicycle Master Plan
Non-Residential Draft Report
Number of Bicycle Parking Spaces Secure, Long-Term Short-Term Parking Parking 1 stall for every residential 0.2 bicycle parking stalls unit per residential unit To be determined on a case-by-case basis 10% of required off-street during development vehicle parking applications process. Primarily based on building use and size.
Relevant design guidelines for bicycle racks (short-term parking facilities) include: Selection
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•
Minimum rack height of 0.75m.
•
Each bicycle stall should be accompanied by a secure bicycle parking device which enables the user to lock the frame and at least one wheel with a "U" style locking device (without having to remove a bicycle wheel).
•
Avoid bicycle racks that support the bicycle by a wheel rather than the frame, or support the bicycle below its centre of gravity. These designs are difficult to use, provide inadequate protection against theft and may trip pedestrians when not in use.
•
Rack should accommodate a minimum of three bicycles. Double-sided designs are preferred, whereby bicycles may be locked to the rack from two sides rather than just one side.
•
Rack should be easily identifiable as a bicycle rack − avoid unusual or artistic designs.
•
Rack should not present any potential hazard to pedestrians due to low projections.
•
Rack should not have any sharp edges or projections where clothing could be caught or where users might suffer injury.
•
Materials and paint should resist rusting, corrosion and vandalism.
•
Colours may be specified in beautification areas. Otherwise, colours can match awning, facades or other street furniture.
Installation City of Abbotsford
Abbotsford Bicycle Master Plan
•
Racks should be located within street allowances where a suitable offstreet area is available.
•
Generally, racks located within the street allowance should be placed adjacent to the curb in the utility strip, where other street furniture, poles and trees are located.
•
A bicycle parking stall is defined as a space measuring 1.8m in length by 0.6m in width, as illustrated in Figure C.61. Vertical parking is allowable up to 40% of the total required number of stalls and should be 1.1m in length by 0.6m in width.
Draft Report
Figure C.61 – Dimensions and spacing of bicycle parking stalls
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•
Aisles between parked bicycles should be 1.2m wide.
•
Vertical clearance should be a minimum of 1.9m.
•
Racks should be oriented so that when placed in the rack, bicycles are positioned parallel to the curb.
•
Racks should be located so as to maintain a minimum of 1.75m clearance to the property line or nearest obstruction for pedestrian movement.
City of Abbotsford
Abbotsford Bicycle Master Plan
Draft Report
•
Racks should not be placed in fire zones, loading zones, bus zones, taxi zones, etc.
•
Racks must not be placed so as to conflict with other street furniture.
•
Racks adjacent to parallel curb parking should be placed so as to avoid expected locations of opening car doors.
•
Racks must be bolted to the sidewalk or footings.
•
Racks located on public property cannot be designated for the exclusive use of patrons of one or more establishments.
Maintenance •
Owners assume all liability for bicycle racks that they install.
•
Owners must maintain bicycle racks that they install. Design guidelines for secure long-term parking facilities can vary because of the many different types of long-term parking, including:
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•
Controlled access parking typically takes the form of a locked room or cage that is only accessible to the owners or operators of the bicycles. The room or cage may also contain bicycle racks to provide extra security against theft.
•
Bicycle lockers only allow access to individual bicycle owners or operators. This type of facility is used where bicycles are commonly left unattended for an extended period of time. An example of bicycle locker parking is provided in Figure C.62.
•
Attended bicycle parking facilities provide an element of surveillance by having an attendant check-in and check-out bicycles for owners and operators. The bicycles are typically stored in a room or fenced-off area with an attendant monitoring the stored bicycles. A form of identification or ticket is presented to the attendant in order to retrieve a bicycle.
City of Abbotsford
Figure C.62 − Bicycle lockers
Abbotsford Bicycle Master Plan
Draft Report
C.7.2 Showers and Clothing Lockers Showers and clothing lockers are required at workplaces to accommodate cyclists and runners. Relevant development guidelines for showers and lockers include: •
The number of clothing lockers should be equal to or greater than 1.4 times the number of required bicycle parking spaces. Fifty percent of clothing lockers should be provided for women, and 50% for men.
•
Generally, one shower is required for each gender for every 30 employees.
•
Wash basins should be provided equalling the number of showers required.
Design guidelines for showers and clothing lockers include:
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•
Clothing locker facilities should be located no more than 60m from bicycle parking. Additionally, the locker room should be located within the building in which the employee works.
•
Clothing lockers should be a minimum of 45 cm deep, 30 cm wide and 90 cm high. Desirably, clothing lockers should be 50 to 55 cm in depth
in order to accommodate business clothes stored on hangers, and should be 180 cm in height so that pants and dresses can be stored without wrinkling.
City of Abbotsford •
For non-residential locations with two or less secure long-term parking spaces, no showers or lockers are required, but may still be provided for employees. A location required to have three to six secure long-term parking spaces, as specified in Table C.5, must have at least one shower and associated locker room for each gender. Any location required to provide seven or more secure long-term parking spaces must have one locker room per gender and at least one shower for each gender for every six secure long-term bicycle spaces.
•
Showers should be located in separate men’s and women’s locker rooms. Locker rooms will also require the following elements:
Abbotsford Bicycle Master Plan
Draft Report
− − − − −
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lockers mirror basin countertop electrical outlet
•
All locker rooms should be secure and accessible solely to appropriate personnel.
•
Where possible, lockers may be vented with forced air or heat-traced to dry cycle clothing for return trips home.
