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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-63 (Continued)
Strategy Attributes for Increasing Rider and Bicycle Conspicuity (T)
Attribute Description
Organizational and Institutional Attributes
Training and Other None identified.
Personnel Needs
Legislative Needs None identified.
Other Key Attributes
National The National Strategies for Advancing Bicycle Safety includes goals, strategies, and
Strategies short- and long-term actions that can be taken to reduce injury and mortality associated
with bicycle-related incidents. Efforts to change the cycling environment have five key
goals (http://www.nhtsa.dot.gov/people/injury/pedbimot/bike/bicycle_safety/):
· Motorists will share the road
· Bicyclists will ride safely
· Bicyclists will wear helmets
· The legal system will support safe bicycling
· Roads and paths will safely accommodate bicyclists
Objective G--Reduce Effects of Hazards
Strategy G1: Fix or Remove Surface Irregularities (T)
General Description
Surface quality directly impacts the safety of bicyclists. Two surface conditions that are
singled out for attention are (a) railroad crossings and (b) drainage grates and utility covers.
At-grade railroad crossings can cause serious problems for bicyclists. On diagonal railroad
crossings, the gap next to and on the inside of the rail (called the flangeway) can catch the
front wheel of a bicycle resulting in a sudden fall for the bicyclist. This problem is most
serious when the track crosses at an angle less than 45 degrees to the direction of travel. The
more shallow the angle, the greater likelihood of a problem for the bicyclist. Wet weather
makes the situation worse, making the tracks even more slippery than normal (Williams et al.,
1998). The vertical offset between the rail and the pavement surface can also jar bicyclists,
causing control problems.
Drainage grates and utility covers can also cause serious problems for bicyclists in several
ways. Raised or sunken grates and covers can stop or divert the front wheel of a bicycle,
potentially causing a crash. Similarly, old-style drainage grates with parallel bars can trap
the front wheel of a bicycle, potentially causing a crash (Williams et al., 1998).
The goal of this strategy is to fix or remove particular surface conditions that may be
hazardous for bicyclists. There are two primary solutions for addressing problems
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SECTION V--DESCRIPTION OF STRATEGIES
associated with diagonal railroad crossings: (1) provide a way for bicyclists to approach the
crossing at a wider angle, and (2) fill the flangeway with rubberized material. The first
approach can be best accomplished by flaring out the bicycle facility. Exhibit V-64 illustrates
two ways that bicyclists can cross railroad tracks at a better angle without swerving into the
motor vehicle travel lanes. One solution is to provide a flare near the crossing, and the other
solution requires providing a short separated path near the crossing. Alternatively, rather
than changing the approach angle to the crossing, installing a flangeway fill works only on
EXHIBIT V-64
Bicycle Crossing at Right Angle (Clarke and Tracy, 1995)
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SECTION V--DESCRIPTION OF STRATEGIES
very slow speed rail lines (Exhibit V-65). Since a EXHIBIT V-65
train's wheels must compress the material, the train Flangeway Filler Strip Applied to the Inside
Flangeway (Williams et al., 1998)
must be moving slowly, if not, the fill will cause a
train to derail. All surface gaps at railroad crossings
should meet the most current requirements of the
U.S. Access Board.
There are several solutions for problems associated
with drainage grates and utility covers. For grates
and utility covers that are sunken below the
roadway surface, these should be brought to the
proper grade. Ideally, during reconstruction of a
facility, grates and utility covers can be relocated to
positions outside of the common paths of bicyclists. Finally, old-style drainage grates (i.e.,
with parallel bars) can be replaced with bicycle safe grates that are hydraulically efficient.
Consideration should also be given to installing curb face inlets which could move the inlet
out of the roadway entirely.
Other surface irregularities, in addition to those addressed above, that may cause problems
for bicyclists should also be remedied.
EXHIBIT V-66
Strategy Attributes for Fixing or Removing Surface Irregularities (T)
Attribute Description
Technical Attributes
Targets Surface defects that may cause bicyclists to crash. In most cases, this strategy focuses
on bicycle-only crashes, or bicycle/motor vehicle crashes where the most harmful event
is the result of a surface defect rather than a movement/maneuver made by a motorist.
Expected The expected safety effectiveness of this strategy is difficult to assess. No studies have
Effectiveness been conducted to evaluate its impact on the frequency and/or severity of bicycle crashes.
This may be in part because bicycle crashes caused by surface defects rarely involve a
motor vehicle, and thus they often do not get reported to the police. Consequently,
accident databases may not include these bicycle-only crashes, or if they do, it is likely
only a small percentage of the crashes. However, this strategy is expected to reduce the
frequency of bicycle crashes because it reduces the likelihood of the front wheel being
suddenly trapped or diverted, which may result in a sudden fall by the bicyclist.
Keys to Success Keys to successfully treating irregular surface conditions at railroad crossings are to
identify all diagonal crossings of bicycle facilities and prioritize the degree of the
hazard. The need for a treatment is based upon the angle of the crossing, the width
of the flangeway opening, and the amount of bicycle traffic that uses (or potentially
uses) the crossing.
The second type of treatment (i.e., installing a flangeway filler material) can only be
used on low speed rail lines.
The key to successfully treating irregular surface conditions caused by drainage
grates and/or utility coverings is to identify the hazards and develop a program to
replace/address the problem locations. If all of the problem locations cannot be
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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-66 (Continued)
Strategy Attributes for Fixing or Removing Surface Irregularities (T)
Attribute Description
Technical Attributes
addressed at one time, then a schedule should be developed to fix or remove the
problem locations over a period of several years. Bicyclists can be utilized to identify
surface irregularities by developing a postcard program (or similar programs) where
bicyclists can mail in postcards to the highway agency to report problem locations.
These types of programs can be established through communications between the
highway agency and local bicycle clubs or bicycle shops. Old-style drainage grates
should be replaced with bicycle-safe, hydraulically efficient models. Exhibit V-67
illustrates vane and honeycomb grate designs. FHWA has conducted extensive
research to develop bicycle safe, hydraulically efficient drainage grates (Chang, 1980;
Burgi, 1978a; Burgi, 1978b; Burgi and Gober, 1977; Pugh, 1980a; Pugh, 1980b; and
Woo and Jones, 1974).
EXHIBIT V-67
Bicycle Safe Grate Designs (Williams et al., 1998)
Finally, drainage grates and covers can be relocated out of common bicycle paths
whenever routine field work is scheduled for the facility.
Potential Difficulties Train derailment if filler material is installed within the flangeway of high speed rail lines.
Appropriate Measures A key process measure is the number of locations that were addressed where known
and Data surface defects existed (i.e., were reported). This number can be compared to the
number of locations with reported surface defects that were not addressed.
Frequency and severity data are key for determining safety effectiveness. This data
may be difficult to obtain because bicycle crashes caused by surface irregularities and
defects are often not reported to the police. It may be necessary to collect frequency
and severity data from hospital (i.e., emergency department) records.
Associated Needs If a railroad crossing is particularly hazardous but no treatment is possible in the near
term, installation of warning signs may be necessary. Exhibit V-68 illustrates a typical
skewed highway-rail grade crossing sign which could be used to warn both bicyclists
and motorists. Exhibit V-68 also shows a sign with which several communities have
experimented, illustrating a flared approach for bicyclists (Williams et al., 1998). Once
again, if an agency plans to install a sign that is not an accepted traffic control device in
the MUTCD, the agency should follow the provisions outlined in Section 1A.10 of the
MUTCD for design, application, and placement of traffic control devices that are not
adopted in the most recent edition of the MUTCD.
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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-66 (Continued)
Strategy Attributes for Fixing or Removing Surface Irregularities (T)
Attribute Description
Technical Attributes
EXHIBIT V-68
Examples of Warning Signs for Use at Diagonal Railroad Crossings (Williams et al., 1998)
FROM MUTCD EXPERIMENTAL
Many railroad crossings take a continual beating from both motor vehicle traffic
and train traffic. As a result, these crossings become rough and uneven. Frequent
maintenance is essential to minimize problems for bicyclists. However, the best solution
is to replace a defective crossing with either a non-slippery concrete crossing or one of
the rubberized installations. Exhibit V-69 shows a railroad crossing treated with
rubberized material to improve bicycle safety (Clarke and Tracy, 1995).
EXHIBIT V-69
Rubberized Railroad Crossing to Improve Bicycle Safety(Clarke and Tracy, 1995)
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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-66 (Continued)
Strategy Attributes for Fixing or Removing Surface Irregularities (T)
Attribute Description
Technical Attributes
Where it is not practical to eliminate a drainage grate or other surface defect that may
cause problems for bicyclists, pavement markings may be used to delineate the area
(Exhibit V-70). To the extent possible, utilities should not be located in common or
desired bicycle paths. Although not a long term solution, steel bars may be welded
perpendicular to old-style parallel bars so bicycle wheels do not become trapped
(AASHTO, 1999).
EXHIBIT V-70
Pavement Marking for Obstructions (USDOT, 2003)
Organizational and Institutional Attributes
Organizational, Agencies may need to go through procedures to adopt standard warning signs for
Institutional, and hazardous bicycle/railroad crossings that cannot be immediately treated.
Policy Issues
Issues Affecting In most cases, this strategy can be implemented in a short timeframe (i.e., 3 to 6 months).
Implementation Time A separated bicycle path designed and constructed to cross a railroad track at close
to a 90 degree angle will take longer to implement. If acquisition of right of way is
required, this treatment could take even longer. Many of these problem locations can
be prioritized and scheduled for treatment over a period of years during routine
maintenance of a facility.
Costs Involved Depending upon the problem identified and the type of treatment, the resources
necessary for particular railroad crossings may vary from a few warning signs to full
concrete or rubberized crossings. A few warning signs can be installed for
approximately $200. The latter treatment (i.e., full concrete crossing) could easily cost
$100,000, depending upon the roadway width and other geometric and traffic
considerations (Williams et al., 1998).
Costs are minimal for replacing old-style drainage grates with bicycle safe grates. Costs
include the grate itself and installation costs. If grates and covers are moved, it is
desirable to relocate them during regularly scheduled maintenance to minimize costs.
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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-66 (Continued)
Strategy Attributes for Fixing or Removing Surface Irregularities (T)
Attribute Description
Organizational and Institutional Attributes
Training and Other None identified.
Personnel Needs
Legislative Needs None identified.
Other Key Attributes
None identified.
Strategy G2: Provide Routine Maintenance of Bicycle Facilities (T)
General Description
Maintenance programs and activities are critical for successful bicycle facilities (Williams
et al., 1998). Bicycles and bicyclists tend to be particularly sensitive to maintenance problems
(i.e., loss of control type crashes). Most bicycles lack suspension systems and so potholes that
motorists would hardly notice can cause serious problems for bicyclists. In addition, since
bicyclists often ride near the right edge of the road, they use areas that are generally less
well maintained than the main travel lanes. On higher speed facilities, motor vehicle traffic
tends to sweep debris to the right, where most bicyclists travel. In addition, ridges such as
those found where a new asphalt overlay does not quite cover the older roadway surface
can catch a wheel and cause a bicyclist to fall. Not everyone recognizes shoulders as
bicycle facilities, but shoulders should be maintained on a regular basis to allow extra
room for bicyclists to ride along the side of the traveled way or to maneuver outside of
the traveled way when necessary.
The overall goal of this strategy is to modify the current maintenance program and procedures
of highway agencies to satisfy maintenance requirements of bicycle facilities. The following are
some of bicyclists' most common maintenance concerns and some common solutions:
· Surface problems: For potholes and other surface irregularities, patch to a high
standard, paying particular attention to problems near common bicycle travel paths.
· Debris (sand, gravel, glass, auto parts, etc.): Sweep close to the right edge. If necessary,
use vacuum trucks to remove material, particularly if the debris accumulates adjacent to
curbs. Special attention should be paid to locations such as underpasses where changes
in lighting conditions can make it difficult for bicyclists to see surface hazards.
For debris or surface irregularities on curves or at intersections, special attention should
be paid to areas between typical turning paths and through motor vehicle traffic. These
areas often fill with debris and are in typical bicyclist trajectories. Areas where debris
wash across paved surfaces should receive special attention. For example, eliminating
the source of the problem by providing better drainage may ultimately be a more cost
effective treatment than increased sweeping.
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SECTION V--DESCRIPTION OF STRATEGIES
· Chip seal gravel: Chip sealing of roadways often leaves deep piles of gravel just to the
right of the typical paths of motor vehicles. To reduce the impact on bicyclists, remove
excess gravel as soon as possible and suggest alternative routes as detours.
· Ridges and cracks: These should be filled or ground down as needed to reduce the
chance of a bicyclist catching a front tire. Particular attention should be paid to ridges/
cracks that run parallel to the direction of travel (e.g., edgedrops and driveway lips).
During overlay projects, care should be taken to minimize the edgedrops that could occur
at the edge of the pavement. Ruts in the pavement, particularly on intersection approaches,
should be ground down to provide a smoother surface through the intersection.
· Roadway bicycle signs: Bicycle signs should be maintained in the same fashion as other
roadway signs, paying particular attention to bike route signs at decision points, warning
signs at special hazard locations, and regulatory signs on popular bike-lane streets.
· Pavement markings for bicycles: Bicycle lane striping should be renewed at the same time
that other stripes are painted. The same goes for bicycle lane pavement markings. Some
markings may experience more wear and tear than others and deserve special attention.
· Snow removal: Bicycle facilities should be cleared of snow and ice during the
maintenance of the roadway facilities. Care should be taken not to clear snow and ice
from roadway facilities and deposit them onto bicycle facilities.
EXHIBIT V-71
Strategy Attributes for Providing Routine Maintenance of Bicycle Facilities (T)
Attribute Description
Technical Attributes
Targets Problem locations where surface conditions, pavement markings, and signs can be
remedied through maintenance programs or activities.
Expected The expected safety effectiveness of this strategy is difficult to assess. No studies have
Effectiveness been conducted to evaluate the impact of maintenance programs and activities on the
frequency and/or severity of bicycle crashes. This may be in part because bicycle
crashes that may be remedied by maintenance programs and activities rarely involve a
motor vehicle, and thus they often do not get reported to the police. Consequently,
accident databases may not include these bicycle-only crashes, or if they do, it is likely
only a small percentage of the crashes. However, this strategy is expected to reduce
the frequency of bicycle crashes because maintenance program and activities can
address concerns that are often reported to highway agencies by bicyclists.
Keys to Success One key to success is encouraging bicyclists to report maintenance problems and other
hazards. This can be accomplished by developing a "bicycle spot improvement form"
and distributing copies throughout the bicycling community. It is critical that reported
problems are addressed in a timely manner (Williams et al., 1998).
Another key is to design and build new roadways and bicycle facilities in such a way as
to reduce the potential for accumulation of debris. This can be accomplished by using
edge treatments, shoulder surfaces, and access controls that reduce the potential for
accumulation of debris, and by using materials and construction techniques that
increase the longevity of pavement surfaces. In general, engineers should consult
bicycle experts and groups during the design process.
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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-71 (Continued)
Strategy Attributes for Providing Routine Maintenance of Bicycle Facilities (T)
Attribute Description
Technical Attributes
It is also key to include maintenance costs and clearly define maintenance procedures
in all bicycle facility projects. It is critical to include reasonable maintenance costs in
project budgets, and it is important to establish clear maintenance responsibilities in
advance of construction.
Finally, riding the bicycle network from the saddle of a bicycle can help uncover
previously unknown problems.
Potential Difficulties If a spot improvement program is developed, but the reported concerns are not acted
upon in a timely manner, the bicycle community will become frustrated with the program
and eventually no longer report concerns.
Appropriate Measures It will be important to review maintenance logs to assess how often maintenance
and Data activities are performed on bicycle facilities. It will also be important to keep track of the
numbers and kinds of problems reported by bicyclists and how the concerns were
addressed.
Frequency and severity data are key for determining safety effectiveness. These data
may be difficult to obtain because bicycle crashes remedied by maintenance programs
and activities are often not reported to the police. It may be necessary to collect
frequency and severity data from hospital (i.e., emergency department) records.
Associated Needs For the most part, bicycle-related maintenance activities involve the work an agency
already performs. In some instances, though, additional equipment may be necessary.
Organizational and Institutional Attributes
Organizational, Agencies should develop modified versions of maintenance policies and practices where
Institutional, and warranted. In some cases, it may be necessary to develop new maintenance policies.
Policy Issues
Issues Affecting This strategy can be implemented with regular maintenance programs scheduled
Implementation Time throughout the year. If the maintenance programs and activities are implemented as
intended, the total mileage of bicycle facilities that need to be maintained will impact the
implementation time.
Costs Involved In most cases, the costs involved are related to work that the agency already performs,
so additional costs should be minimal. A percentage of the maintenance budget should
be allocated for user-requested spot improvements.
Training and Other Bicycle-related maintenance activities should be taught in highway agency courses
Personnel Needs covering highway maintenance. Similarly, bicycle-related maintenance issues should
also be taught in highway design courses so as to minimize future maintenance needs
(e.g., utility coverings).
Legislative Needs Tort liability concerns may arise if bicyclists report maintenance-related problems, but a
highway agency neglects to address the problem in a timely manner.
Other Key Attributes
None identified.
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