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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-53 (Continued)
Strategy Attributes for Bicycle-tolerable Rumble Strips (T)
Attribute Description
Appropriate measures used to evaluate the safety effectiveness of the bicycle-tolerable
rumble strips include data on bicycle-only crashes or loss-of-control bicycle injuries
related to rumble strip encounters. Vibration levels experienced by bicyclists while
traversing the rumble strip pattern can be used as a surrogate measure to evaluate the
tolerability of rumble strip patterns. Rumble strip patterns that generate lower levels of
vibrations for bicyclists are more tolerable for bicyclists.
Associated Needs None identified.
Organizational and Institutional Attributes
Organizational, An agency should have a written rumble strip policy that takes bicyclists into
Institutional, and consideration.
Policy Issues
Issues Affecting Rumble strip programs can be implemented quickly (i.e., within a year of an agency
Implementation Time deciding to proceed). They can be implemented as components of both new
construction and rehabilitation projects.
Costs Involved Costs for installing rumble strips are minimal. An average cost of approximately
$0.82 per meter ($0.25 per foot) or $1,640 per kilometer ($2,640 per mile) for the
installation of milled-in rumble strips on the shoulders on both sides of two-lane
roads has been reported. Incremental costs would be even less for rumble strips
being implemented concurrently with reconstruction or resurfacing of a highway.
Training and Other None identified.
Personnel Needs
Legislative Needs None identified.
Other Key Attributes
None identified.
Information on Organizations Currently Implementing this Strategy
Appendix 7 illustrates the policy developed by the Pennsylvania Department of
Transportation to guide the installation of bicycle-tolerable shoulder rumble strips.
The Washington Department of Transportation developed a shoulder rumble strip installation
policy that includes required coordination with the WSDOT Bicycle/Pedestrian Advisory
Committee. More information is available at: http://www.wsdot.wa.gov/publications/
folio/Rumble_Strips.pdf.
Objective C--Reduce Motor Vehicle Speeds
Strategy C1: Implement Traffic Calming Techniques (P)
General Description
Traffic calming refers to traffic management techniques and engineering measures intended
to enhance the safety of road users and, in many cases, improve the livability of a community.
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SECTION V--DESCRIPTION OF STRATEGIES
The goals of traffic calming are to reduce motor vehicle speeds, traffic volume, or both.
Reducing motor vehicle speeds has the potential to reduce both the frequency and severity
of bicycle/motor vehicle crashes, and reductions in vehicular volumes ultimately decrease
bicycle exposure to motor vehicle traffic.
Several of the companion guides provide detailed information on traffic calming
techniques intended to reduce motor vehicle speeds. The reader is referred to these guides
for more detailed information on implementing traffic calming techniques. In particular,
the reader is directed to the following objectives and strategies in the respective guides:
· NCHRP Report 500, Volume 10: A Guide for Reducing Collisions Involving Pedestrians
Objective 9.1 C--Reduce Vehicle Speed
Strategy 9.1 C1--Implement road narrowing measures
Strategy 9.1 C2--Install traffic calming--road sections
Strategy 9.1 C3--Install traffic calming--intersections
· NCHRP Report 500, Volume 5: A Guide for Addressing Unsignalized Intersection Collisions
Objective 17.1 H--Reduce operating speeds on specific intersection approaches
Strategy 17.1 H2--Provide traffic calming on intersection approaches through a
combination of geometrics and traffic control devices
The remainder of this section presents issues specifically related to traffic calming and bicycles.
In 1994, FHWA published the National Bicycling and Walking Study, FHWA Case Study No. 19:
Traffic Calming, Auto-Restricted Zones and Other Traffic Management Techniques--Their Effects
on Bicycling and Pedestrians (USDOT, 1994a). Several of the more relevant findings from this
case study are as follows:
· European experience clearly shows bicycle use often increases after traffic calming
projects are completed. This could, in part, be explained by the fact that traffic calming
projects are often designed to prioritize bicycle transportation.
· One European study reported a doubling of bicycle use and an increase in bicycle
crashes after the completion of a traffic calming project. Although the frequency of
bicycle crashes had risen, the crashes were primarily non-injury crashes.
· The city of Palo Alto (California) has installed traffic calming measures and created a
priority street for bicycles (i.e., a bicycle boulevard). The purpose of a bicycle boulevard
is to provide (a) a throughway where bicyclists have priority over vehicular traffic, (b) a
direct route that reduces travel time for bicyclists, (c) a route that reduces conflicts
between bicyclists and motor vehicles, and (d) a facility that promotes and facilitates the
use of bicycles as an alternative mode for all purposes of travel.
Traffic calming engineering measures intended to reduce vehicle speeds can be divided into
three categories: vertical, horizontal, and narrowing. Exhibit V-54 shows an example of
incorporating a bicycle lane within the roadway cross section, resulting in narrower lane
widths. Drivers see only the travel lanes as available road space, so the roadway appears
narrower than it is (Oregon DOT, 1998).
Bicyclists may experience problems in traffic calmed streets where they have to use the
same space as motor vehicles, in particular with humps and other vertical measures (Van
Schagen, 2003). In these situations, bicyclists' comfort and safety can be improved by
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SECTION V--DESCRIPTION OF STRATEGIES
EXHIBIT V-54
Trees and Colored Bike Lanes Make a Roadway Appear Narrow (Oregon DOT, 1998)
concentrating the vertical elements in the center of the street, leaving space at both sides,
so bicyclists can avoid the traffic calming device, or by designing the traffic calming
measures with the bicyclists in mind (e.g., designing speed humps that are more tolerable
for bicyclists). Vertical measures in streets that are built on a slope should be avoided at all
times. Horizontal measures such as road narrowing can also leave separate space for
bicyclists so they can pass through in a straight line.
For more information on traffic calming as it relates to bicycles, Lesson 11 of the FHWA
Course on Bicycle and Pedestrian Transportation pertains to traffic calming (see http://www.
walkinginfo.org/training/fhwa-training.cfm).
Strategy C2: Implement Speed Enforcement (T)
General Description
The intent of this strategy is to reduce motor vehicle speeds through speed enforcement
programs. Reducing motor vehicle speeds through speed enforcement has the potential to
reduce the frequency and severity of bicycle/motor vehicle crashes. Most highway agencies
implement some form of speed enforcement programs in cooperation with local law
enforcement agencies.
The keys to a successful speed enforcement program are selecting targeted locations and
public awareness. A review of recent speed studies and crash data will aid in selecting
specific locations for enforcement activities. Input from officers who regularly patrol the
streets will be useful in selecting target locations, and input from the general public,
including bicycle clubs or local bicyclists, can also be sought. Media attention is also critical
in raising public awareness of the program and need for the program. Finally, enforcement
activities should be conducted during hours of the day when speeding is most prevalent at
the targeted locations.
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