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Page 1: Idaho Bicycle and Pedestrian Transportation Plan · Bicycle/pedestrian facilities should be compatible with local bicycle/pedestrian comprehensive plans. If no plan exists, ITD should

Idaho

Bicycle and Pedestrian

Transportation

Plan

January, 1995

Idaho

Bicycle and Pedestrian

Transportation

Plan

January, 1995

Page 2: Idaho Bicycle and Pedestrian Transportation Plan · Bicycle/pedestrian facilities should be compatible with local bicycle/pedestrian comprehensive plans. If no plan exists, ITD should

Adopted by the Idaho Transportation Board

January 12, 1995

John X. Combo, Chairman

Leon E. Smith, Vice Chairman

Mike P. Mitchell, Member

Costs associated with this publication are available from theIdaho Transportation Department in accordance withIdaho Code Section 60-202.

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Table of Contents

Introduction 1

Chapter I.Vision and Goals 2

Chapter II. Action Strategies 4

Chapter III.Comprehensive Approachto Bicycle and Pedestrian Transportation Planning 14

Appendix AIdaho Transportation Department Policies 19

Appendix BDesign Standards for Bicycles 21

Appendix CIdaho Statutes Pertainingto Pedestrians and Bicycles 31

Appendix DReferences 36

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At a time when concerns about traffic congestion and air quality aremounting, there is an emergingrealization that bicycling and walking are legitimate alternatives tomotorized modes of transportation.

There are extensive policies, proce-dures, and funding mechanisms forhighways, transit services, and othertransportation systems at the federal, state, and local levels.Before alternative non-motorizedforms of transportation can becomea viable option for Idaho’s commu-nities, numerous issues and con-cerns must be identified and solu-tions provided. This

Idaho Bicycle andPedestrian Transportation Plan serves as afirst step in establishing a statewide vision,goals and strategies, disseminating informa-tion, and providing guidelines pertinent tothe cyclist and walker.

Since the establishment of a bicycle andpedestrian planning program within theIdaho Transportation Department, there is aclearinghouse and professional staff supportfor implementing the vision, goals, andaction strategies contained in this plan.

Please take advantage of the opportunitiesto shape the future of non-motorized transportation in Idaho.

Questions, comments, and requests formore information may be directed to:

Bicycle and Pedestrian Planner

Idaho Transportation Department

PO Box 7129

Boise, ID 83707-1129

Telephone: (208)334-8272

Your input is greatlyneeded and very muchappreciated.

Introduction

Bicycling is a legitimate alternative to motorized transportation.

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VisionIdaho will become a place where people choose to make walking orriding a bicycle a part of their everyday lives. Residents and visitors willbe able to walk and ride with confidence, safety, and security in everycommunity. New and enhanced facilities and services will make thetrip more pleasant, more convenient, without conflict with motorizedmodes, and with minimal barriers to the mobility impaired. Bicycleand walking will become a routine part of the transportation systemand everyday trips.

GoalsBicycling and walking are healthy, non-polluting, and fun forms oftransportation. They do not consume natural resources and do notrequire a costly infrastructure to support since they can largely use theexisting infrastructure if it is modified to meet their needs. Walkingand bicycling are available to all segments of society, to people of allages, and in every community across this country and state. Increasedlevels of bicycling and walking can help to alleviate some of the negative effects of growth, including traffic congestion, air pollution,excessive noise, and degradation of the environment.

Idaho’s cities have been planned, developed, and paved to support theuse of the “SOV”— single occupied vehicle. As a result, cities havegrown outward, with people traveling increasingly long distances todestinations such as work, school, and shopping. Distance means timeso increased capacity becomes necessary to reduce travel time which inturn allows for new developments farther from primary destinations.As a result, travel by foot or bicycle has become a less desirable andoften infeasible option. It is also perceived to be more dangerous andthreatening.

The Idaho Bicycle and Pedestrian Transportation Plan of Idaho’s long rangetransportation planning process sets the stage for changes in our transportation mix. The plan is about expanding options for personal

Chapter IVision and Goals

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transportation. Most importantly, it isabout making the changes needed inIdaho’s transportation system to encouragegreater use of human-powered travelmodes.

The goals ofthis plan are:

1. To double the percentage of totaltrips made by bicycling and walkingin Idaho;

2. To simultaneously reduce by 10 per-cent the number of bicyclists andpedestrians killed or injured in traf-fic crashes.

It is within this context of vision and goalsthat this plan has been prepared. It offersa plan of action for creating a more balanced transportation system, a systemthat recognizes the unique benefits ofbicycling and walking to individuals aswell as communities. Its implementationmust be carried out at all levels: individualcitizens, support organizations, local andstate governments, and the U.S.Department of Transportation which hasalready adopted the following policy goal:“Bicycling and walking are two overlookedoptions in our national transportation mix.The Federal Highway Administration iscommitted to working with the states toencourage their use and make them safer.”

Trips by walking can be dramatically increased by designing safeand pleasant downtown environments.

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The Public

’s PerspectiveThe Idaho Transportation Department (ITD) district offices coordinatedlocal-jurisdiction workshops and regional public involvement meetings in1993 and 1994 to gather information for regional plans and programs.Each Metropolitan Planning Organization was an active participant in theprocess. The purpose was to inform and interact with local officials andthe public on the development of the

Idaho Transportation Plan, the draftStatewide TransportationImprovement Program, and theIdaho Bicycle and PedestrianTransportation Plan.

The meetings were not intend-ed to be hearings, but serve asan opportunity for local officialsand the public to hear about alltransportation modes and learnabout the procedures for select-ing projects for implementationin their regions. They weregiven an opportunity to com-ment on long-range plans andpropose changes to currentIdaho Transportation Board-approved programs. Local plansand projects were included inthe process.

The comments were summarized for each district and potential projectsor actions were identified. These were provided to each district engineerand top managers within ITD. Comments were then analyzed andreviewed, and individual responses drafted and published in a reportwhich is available upon request. The participants were asked to expresstheir concerns and suggestions to improve transportation in their areas.Significant comments were received on all modes and issues in eachregion and grouped under: 1) Long-range Planning, 2) TransportationImprovement Program, 3) Statewide Planning Process,

Chapter IIAction Strategies

The ITD actively pursued input from thepublic in preparation of the Idaho Bicycleand Pedestrian Transportation Plan.

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4) Bicycle/Pedestrian, 5) Aeronautics, 6) PublicTransportation, 7) Rail, and 8) Local Projects.

The synthesis of the regional meetings involves acomprehensive compilation and categorization ofinformation and identification of issues, goals,policies, and strategies. The facts and ideasderived from public input has been fully consid-ered and integrated into the Idaho Bicycle andPedestrian Transportation Plan.

The comments received duringthe public involvement meet-ings are summarized as follows:

• Provide for and make safetyimprovements for bicyclistsand pedestrians

• Provide more safety promo-tion, education, training,and enforcement for bicy-clists and motorists

• Involve local citizens adviso-ry committees in the plan-ning process

• Establish a State BicycleAdvisory Committee

• Place greater emphasis onseparated bike paths for children and familytransportation

• Recognize a network of bicycle and pedestri-an facilities which also includes pathwaysoutside of the highway right-of-way

• Provide better maintenance of all pathwayfacilities

• Make improvements to the local roads forcapacity, safety, width, bicyclists, pedestrians,condition, and arterial movements

• Encourage railroads to sell unneeded proper-ties along inactive tracks for other non motor-ized transportation needs

• Preserve abandoned rail corridors for trailsand rail banking

• Provide better coordination of all transporta-tion providers and inter-modal connections

• Accommodate bicyclists on public transporta-tion buses

Proposed StrategiesWhen bicycle/pedestrian programs began in thelate 1960’s, the emphasis was strictly on provid-ing and improving facilities. The summarizationof public comments listed above demonstratesthe continuing prevalence of this perspective inIdaho. However, it has been demonstrated manytimes in communities across the country thatsimply providing a bicycle- and pedestrian-friendly physical environment cannot address allof the challenges associated with non-motorized

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The Wood River Trail System utilizes an old railroad right-of-way toconnect several Blaine County communities together.

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transportation. Some safety problems, for example, may be more easily solved through pro-grams than through facilities. As communitieshave gained experience, identified key ingredientsto successful programs, and considered otherneeds, the concept of a comprehensive “4-E” pro-gram has emerged. This approach combines theelements of Engineering, Education,Enforcement, and Encouragement.

The Intermodal Surface Transportation EfficiencyAct (ISTEA) is a mandate for action which hassparked a growing interest in bicycle and pedes-trian transportation. Yet few communities inIdaho have the technical or informational guide-lines for a successful program.

In addition, Idaho’s extensive network of trailsalso serves a transportation function undercertain circumstances, such as the Boise RiverGreenbelt, Wood River Trail System (SunValley), and the North Idaho Centennial Trail(Coeur d’Alene). It is also important to identi-fy and assess existing corridors which havepotential to provide vital links or major com-ponents of a bicycle/pedestrian transportationnetwork. Therefore, in order to address thisneed, the 1993 Idaho Trails Plan whichincludes the Idaho Rail-Trail Plan, is incorpo-rated by reference into this plan.Cooperatively, the ITD and the IdahoDepartment of Parks and Recreation will pursuethe respective goals, strategies, and actions whereopportunities for partnerships are presented.

The remainder of this chapter proposes a com-prehensive “4-E” program of action strategiesimplemented at the state and local level. Thisapproach is directed toward the goal of increasingsafe and convenient travel by non-motorizedmodes. It must combine the efforts of many peo-ple at all levels of government with full participa-tion and support by the public. Officials in pub-

lic works, planning, enforcement, education, ITDdistricts, cities, counties, highway districts, opera-tions, maintenance, and so on all have a role andmust work together if this state is to be successfulin this goal.

These actions comprise the non-motorized strate-gy for accomplishing the overall statewide goalsestablished in the 20-year Idaho TransportationPlan. Therefore, a brief description which liststhe goals, objectives and strategies of that docu-ment is also included. Copies of the IdahoTransportation Plan (ITP) can be obtained by con-tacting the ITD at the address and phone numberon page 1.

E #1: Engineeringand planning Pathways (on-street and separated) are a principleelement of quality-built environments in that theyprovide a means for non-motorized transporta-tion. In order to attain and maintain these poten-tials, pathway planning, implementation, and

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A shoulder bikeway is one of three types of standard bicycle facilities.

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development must keep pace with the growingurban environment and changing needs of its cit-izens. A commitment to planning, implementa-tion, development, maintenance, and funding ofthese elements is the first step to the realization ofa successful pathway plan. These action strate-gies reflect such a commitment. Officially adopt-ed engineering design standards are included inAppendix B.

Action strategies 1. Develop regional and local master plans, as

appropriate, of bicycle and pedestrian consid-erations and adopt them to be included asthe transportation element of comprehensiveland-use plans.

- Map current and potential non-motorizeddestinations

- Identify necessary improvements for existingroads

- Target major barriers for removal

- Provide new or expanded separated pathwayswhere needed

- Provide linkages to public transportation

- Consider bicycle parking at all existing destinations

2. Set up standard procedures for addressingon-going pedestrian and bicycle needs.

- Adopt bicycle/pedestrian-friendly roadwaydesign standards

- Eliminate small problems through a “spotimprovement” program

- Modify land-use policies and planning and

zoning ordinances to make short nonmotor-ized trips more feasible and useful. Developa model local ordinance for bicycle andpedestrian transportation

- Ensure that the Americans with DisabilitiesAct requirements are met on all transporta-tion projects

- Review chip-seal policies of state and localagencies and revise as necessary

- Develop design and construction guidelinesfor rumble strips on highway shoulders

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Bicycle lanes (shown above) and separated path-ways (below right) are the other two standard typesof bicycle facilities.

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Reference to the 20-year

IdahoTransportation PlanGoal #2 in the ITP states,“Transportation plans, programs, andstrategies will integrate the inter-modal needs of the state.” The following objectives and strategies aredependent upon the successfulimplementation of the actions listedabove in order to achieve acceptableperformance outcomes.

Objective A:

Plan, Manage, Maintain, andImprove the IntermodalTransportation System.

Strategy 1: Local agencies, MPOsand ITD, in conjunction with trans-portation providers, will take reason-able actions to make each trip flowsmoothly from start to destinationregardless of the mode used;

Strategy 2: Local agencies, MPOsand ITD, in conjunction with trans-portation providers, will preserve and improve the system by prioritizing state and local funding andprograms to maintain service and the existing infrastructure in good condition;

Strategy 3: ITD will implement management systems which are directly related to planning, managing, maintaining, and improving the transportation system;

Strategy 4: ITD and MPOs will analyze various modal alternatives as needed to upgrade the transportation system.

Objective B:

Manage Transportation Demand.

Strategy 2: Local agencies, MPOs and ITD, in conjunction with transportation providers, will plancooperatively to coordinate all modes and provide public information for a wider selection of tripchoices;

Strategy 5: ITD, in coordination with MPOs and others, will consider multi-modal transportation systems in high density corridors.

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Federal highway project funds will convert this former route of Interstate 90 into a multi-use separated pathway.

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Objective C:

Coordinate Land Use and Transportation Decisions.

Strategy 1: ITD, MPOs, and regional planning organizations will encourage local land use decision-makers to consider the consequences of land development on the transportation system andtake measures to mitigate the effects;

Strategy 2:. Cities, counties, local and regional air quality agencies, the private sector, state, and feder-al agencies will coordinate the exercise of their respective responsibilities under statutes regarding airquality.

Objective D:

Develop and Maintain Roadway, Bicycle, and Pedestrian Facilities.

Roadway Strategies:

Strategy 1: ITD and local agencies will complete reconstruction and relocation of deficient segmentsof state and local roadways as funding priorities allow;

Strategy 2: ITD will annually update the Recommended Roadway Widths Map, which serves as aguide to highway improvements based upon the functional classification of state highways, traffic vol-umes, and level of development.

Bicycle and Pedestrian Strategies:

Strategy 1: Local agencies, MPOs, and ITD, in coordination with bicycle groups and transit providers,will plan bikeway networks;

Strategy 2: Local agencies, MPOs and ITD, in coordination with transit providers, will provide forpedestrian circulation and connection with other modes;

Strategy 3: Local agencies will encourage developers to: 1) design mixed use and increased density;2) facilitate the interface with other transportation services; 3) reduce distances between destinations;4) provide for convenience and safety;

Strategy 4: ITD will encourage local bicycle and pedestrian plans by giving priority for state/federalfunding to projects drawn from adopted bicycle/pedestrian plans.

Goal #5 states, “Transportation decision-making process will provide opportunities for interagencycooperation, coordination, public involvement, and privatizing public works and services.” The following objectives and strategies are dependent upon the successful implementation of the actionslisted above in order to achieve acceptable performance outcomes.

Objective A:

Provide a continuing and cooperative planning process.

Strategy 1: ITD will initiate a cooperative transportation planning process with local elected officialsthat have jurisdiction over transportation for the non-metropolitan urban or rural parts of the state;

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E #2: Education Engineering alone cannot reduce the conflictsbetween bicyclists/pedestrians and motorists.Education is the key in reducing the number andseverity of accidents. In addition to basic rules ofthe road, there is also education on safe ridingtechniques and maneuvering out of a particularsituation. There needs to be a realization thatbicycling is not “riding” but “driving.” We needto begin teaching those involved in this form of

transportation that they are active participants onthe roadway which carries certain responsibilitiesand expectations.

Action strategies 1. Provide instruction in lawful, responsible

behavior among bicyclists, pedestrians, andmotorists.

- Teach bicycling and walking “rules of theroad” to children

- Teach bicycling and walking “rules of theroad” to adults

Strategy 2: ITD will initiate a cooperative transportation planning process with local elected officialsthat have jurisdiction over transportation for the metropolitan areas of the state.

Objective B:

Achieve transportation goals through public involvement and effective partnerships with capability toresolve conflicts.

Strategy 1: Transportation agencies will provide for early and ongoing public and governmentalinvolvement by all affected and interested parties;

Strategy 2: ITD, in cooperation with local entities, will develop and initiate procedures to quicklyresolve disputes on land use, transportation, and air quality concerns.

Safe riding habits and injury preventionbehavior are the primary messages ofIdaho's bicycle safety education campaign.

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- Include bicycle and pedestrian information indriver education

2. Deliver safety messages through print andelectronic media.

- Design messages which are targeted to differ-ent audiences

- Create a process for effective, consistent, andongoing delivery of these messages

- Develop a statewide bicycle-helmet promo-tion targeted at school-aged children

Reference to the 20-year

Idaho Transportation PlanGoal #1 states, “Transportation improvements will promote and sustain the safe and efficient move-ment of people, goods, services, and information.” The following objectives and strategies are depen-dent upon the successful implementation of the actions listed above in order to achieve acceptableperformance outcomes.

Objective C:

Provide Reasonably Safe and Secure Travel Environment.

Strategy 1: Provide safety and security measures for pedestrians and transit users commensurate withthe problems to be addressed;

Strategy 3: Provide bicycle security racks and other accommodations at major destination points andother strategic locations;

Strategy 4: Provide a reasonably safe roadway environment to avoid or reduce the severity of vehicleaccidents;

Strategy 5: Implement the Highway Safety Management System which contains goals and strategiesfor safety improvements on highways;

Strategy 6: Provide driver’s licensing measures that promote safety.

E #3:Enforcement Predictability is the key to harmony on the road-way. Sometimes bicyclists will make a maneuverunexpected by a motorist and a conflict occurs.On the other hand, motorists sometimes feelbicyclists do not belong on the roadway and treatthem as such. Motorists and bicyclists have rulesand responsibilities by which they must abide.The most effective enforcement technique is edu-cation but sometimes it is necessary to considerother active methods of law enforcement.

Action strategies 1. Improve existing traffic laws and enforcement

of laws.

- Review and, if necessary, modify laws thataffect bicyclists and pedestrians

- Enforce laws that impact bicycle and pedestri-an safety

- Identify locations of extreme non-complianceand conduct a “spot enforcement program.”

2. Reduce the incidence of serious crimesagainst non-motorized travelers.

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Reference to the 20-year Idaho Transportation PlanGoal #5 states, “Transportation decision-making processes will provide opportunities for interagencycooperation, coordination, public involvement, and privatizing public works and services.” The fol-lowing objectives and strategies are dependent upon the successful implementation of the actions list-ed above in order to achieve acceptable performance outcomes.

Objective B:

Achieve transportation goals through public involvement and effective partnerships with capability toresolve conflicts.

Strategy 1: Transportation agencies will provide for early and ongoing public and governmentalinvolvement by all affected and interested parties;

Strategy 2: ITD, in cooperation with local enti-ties, will develop and initiate procedures toquickly resolve disputes on land use, trans-portation, and air quality concerns.

E #4:Encouragement People desire mobility options. The simplestway to encourage other modes is simply not todiscourage. For decades, planners and engi-neers have sought ways to accommodate themobility of cars. Today we recognize a needand value for other forms of transportation aswell. Encouragement then is the culmination ofthe previous three “Es:” engineering roads that aresafe and convenient; educating motorists andnon-motorists of conventional rules and theimportance of predictability and harmony; andenforcement for those who choose to followunlawful behavior.

Action strategies 1. Increase incentives for bicycling and walking

and reduce incentives for driving single-occu-pant motor vehicles.

- Add non-motorized options to agency/com-pany motor pools

- Require companies and agencies to producebalanced transportation plans for theiremployees’ commuting needs

Special events focus public attention to bicycling andwalking as a mode of transportation.

- Reduce the number of bicycles stolen andincrease the proportion of recovered bicycles

- Develop a program for reducing physicalassaults on bicyclists and pedestrians

3. Use non-motorized modes to help accom-plish unrelated law enforcement goals.

- Implement bicycle patrols inappropriate areas

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- Recognize participants and promotesuccessful trip-conversion programssponsored by agencies and companies

2. Provide casual introduction to bicyclingand walking as transportation to non-participants.

- Include bicycling and walking activitiesin local recreation programs

- Promote utilitarian non-motorizedtransportation through introductoryspecial events

- Offer key target audiences detailedinformation on non-motorized travel

3. Use electronic and print media tospread information about the benefitsof non-motorized transportation.

- Develop and disseminate positive mes-sages through public-serviceannouncements, special-events promo-tion, and news releases

Reference to the 20-year Idaho Transportation PlanGoal #5 states, “Transportation decision-making processes will provide opportunities forinteragency cooperation, coordination, public involvement, and privatizing public worksand services.” The following objectives and strategies are dependent upon the successfulimplementation of the actions listed above in order to achieve acceptable performanceoutcomes.

Objective A:

Provide a continuing and cooperative planning process.

Strategy 1: ITD will initiate a cooperative transportation planning process with local elected officials that have jurisdiction over transportation for the non-metropolitan urbanor rural parts of the state;

Strategy 2: ITD will initiate a cooperative transportation planning process with local elected officials who have jurisdiction over transportation for the metropolitan areas of thestate.

Objective B:

Achieve transportation goals through public involvement and effective partnerships withthe capability to resolve conflicts.

Strategy 1: Transportation agencies will provide for early and ongoing public and govern-mental involvement by all affected and interested parties;

Strategy 2: ITD, in cooperation with local entities, will develop and initiate procedures toquickly resolve disputes on land use, transportation and air quality concerns.

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Transportation planning is a process for making decisions about thedevelopment of transportation facilities. This includes providing accurateinformation about the effects proposed transportation projects will haveon the community and projected users. Bicycle and pedestrian planningis no exception. However, because much of the information necessary toreach sound decisions about providing for safe, efficient use is already

available as a by-product of thenormal operation of the road sys-tem, the bicycle/pedestrian plan-ning process is a specific applica-tion of the overall transportation-planning process.

This is also true of efforts to pro-duce or update a transportationelement of a local comprehensiveland-use plan. The planningprocess used to develop orimprove roadways for motorists aspart of local planning efforts isequally valid for the non-motor-ized modes.

There are, however, some impor-tant design features to be taken into account to best accommodate bicy-clists, and for this reason planners and engineers should refer to theAASHTO Guide (see Additional Reference Publications, page 30) and theState Design Manual (bicycle element is included in this plan asAppendix B) during the planning process for streets and highways.Eventually, bicycle “drivers” should be anticipated and provided for on allroadways where bicycles are not excluded by statute or regulation,regardless of functional classification.

Many model planning processes could be used to select routes anddesign facility treatments to accommodate bicyclists and pedestrians.The following process is only one example. It consists of six steps:

Chapter IIIComprehensive Approachto Bicycle and PedestrianTransportation Planning

Local officials meet with bicycle advo-cates to discuss facility improvements.

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1. Establish Performance Criteria for aBicycle/Pedestrian Network

Performance criteria define the qualitative andquantitative variables to be considered in deter-mining the desirability and effectiveness of a facil-ity network. These can include:

Accessibility: This is measured by the distance afacility is from a specified trip origin or destina-tion, the ease by which this distance can be trav-eled by bicycle or on foot,and the extent to which alllikely origins and destina-tions are served. Moreimportantly, no residentialarea or high-priority desti-nation (such as school,shopping center, businesscenter, or park) should bedenied reasonable access bybicycle or foot.

Directness: Most bicyclistswill not use even the bestbicycle facility if it greatlyincreases the travel distanceor trip time over that pro-vided by other alternatives.Therefore, routes need to bereasonably direct.

Continuity: The proposednetwork should be as complete as possible. Ifgaps exist, they should not force bicyclists andpedestrians into traffic environments that areunpleasant or threatening, such as high-volumeor high-speed motor-vehicle traffic with narrowoutside lanes or no sidewalks.

Route Attractiveness: This can encompass suchfactors as separation from motor traffic, visualaesthetics, and the real or perceived threat to per-sonal safety along the facility.

Low Conflict: The route should present few con-

flicts between bicyclists, pedestrians, and motor-vehicle operators.

Cost: This would include the cost to both estab-lish and maintain the system.

Ease of Implementation: The ease or difficulty inimplementing proposed changes depends uponavailable space and existing traffic operations andpatterns.

2. Inventory Existing System

Both the existing roadway system and any exist-ing bicycle/pedestrian facilities should be invento-ried and evaluated. The condition, location, andlevel of use of existing facilities should be record-ed to determine if they warrant incorporationinto the proposed network or if they should beremoved. If existing facilities are to be used asthe nucleus of a new or expanded network, theinventory should note what improvements to theexisting portions of the network may be required

One component of local planning should include the integration of bicyclingand walking to public transportation.

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to bring the new network up to uniform designand operations standards.

A simple inventory of the roadway system couldbe based on a map of the annual average dailytraffic counts (including bicycle traffic) on eachroad segment within a community or region. Amore complex inventory could include factorslike the number of the traffic lanes, width of thetravel lanes, posted speed limit or actual averageoperating speed, pavement condition, and certaingeometric and other factors (e.g., the frequency ofcommercial driveways, grades, and railroad cross-ings).

3. Identify Appropriate Travel Corridors

Predicting non-motorized travel corridors for acommunity is not the same as identifying theroutes that bicyclists and pedestrians currentlyuse. Instead, travel corridors can be thought ofas “desire lines” connecting neighborhoods thatgenerate trips with other zones that attract a sig-nificant number of trips.

For motor-vehicle traffic, most peak morningtrips are made between residentialneighborhoods and employment cen-ters. During the afternoon peak, theopposite is true. In the evening or onweekends, the pattern of trip genera-tion is much more dispersed as peopletravel to shopping centers, parks, andother residential areas.

Estimating these trip flows for an entirecity can be a complex, time-consumingeffort requiring significant amounts ofraw data and sophisticated computermodels. Transportation planning forbicyclists and pedestrians is much thesame. Non-motorized planningattempts to provide for use based uponexisting land uses, assuming that thepresent impediments to bicycle and

pedestrian use are removed. The underlyingassumption is that people on bicycles or on footwant to go to the same places as people in cars(within the constraints imposed by distance), andthe existing system of streets and highwaysreflects the existing travel demands of the com-munity. Further, most adults have a mental mapof their community, based upon their experienceas motor-vehicle operators, thus, they tend to ori-ent themselves by the location of major streetsand highways.

Although the use of existing traffic flows is a use-ful overall predictor of bicyclists’ desired routes, afew special situations may require adjustments tothe corridor map:

- Schools, especially colleges and universities,and military bases can generate a fairly largeshare of bicycle trips. This is especially truefor campuses where motor vehicle parking islimited.

- Parks, beaches, libraries, green ways, riversand lakes, scenic roads, and other recreationalfacilities attract a proportionately higher per-centage of bicycle trips.

Identifying corridors for bicycle facility improvements is an impor-tant part of local bikeway plans.

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4. Evaluate and Select SpecificRoute Alternatives

The corridor-identification procedure identifiesdesire lines for bicycle and pedestrian travelbetween various locations. The next step is toselect specific routes within these corridors thatcan be designed or adapted to accommodate andprovide access to and from these locations. Theaim is to identify the routes that best meet theperformance criteria established in the first stepof this planning process.

Typically, this step and the selection of appropri-ate design treatments are highly interactiveprocesses. The practicality of adapting a particu-lar route to accommodate cyclists and walkersmay vary widely, depending upon the type ofdesign treatment selected. For example, a lessdirect route may become the best option if com-paratively few, inexpensive, and easily imple-mented design improvements are required.

Therefore, step 4 should be approached as aprocess in which both route selection and designtreatment are considered together to achieve anetwork that is highly advantageous and afford-able to the user, has few negative impacts onneighbors and other non-users, and can be readi-ly implemented.

In summary, the selection of a specific route alter-native is a function of several factors, including:

- The degree to which a specific route meetsthe needs of the anticipated users as opposedto other route options.

- The possible cost and extent of constructionrequired to implement the proposed facilitytreatment.

- The comparative ease of implementing theproposed design treatment. For example,one option may entail the often-unpopulardecision to alter or eliminate on-street park-ing while another does not.

- The opportunity to implement the proposeddesign treatment in conjunction with aplanned highway construction or reconstruc-tion project.

A more inclusive list of factors to be consideredin the selection of a specific route is presented inthe AASHTO Guide.

5. Select Appropriate Design Treatments

Guidelines for evaluating an appropriate designtreatment are presented in Appendix B. Theprincipal variables affecting the applicability of adesign treatment are:

a.The design bicyclist. Is the proposed route pro-jected to be used primarily by group A bicyclistsor is it intended to also serve as part of a networkof routes for group B and group C bicyclists?

b.The type of roadway project involved on theselected route. Is the roadway scheduled for con-struction or reconstruction, or will the incorpora-tion of design improvements be retro-fitted intoexisting geometrics or right-of-way widths?

c.Traffic operations factors. The most significanttraffic-operations factors for determining theappropriateness of various design treatments are:

-Traffic volume

-Average motor vehicle operating speeds

-Traffic mix

-On-street parking

-Sight distance

-Number of intersections and entrances

Special note when considering separatedmulti-use pathways:

Street and driveway crossings of pathways createa significantly critical condition resulting in thepotential for conflicts between bicyclists/pedestri-ans and motor vehicles.

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6. Evaluate the Finished Network Plan usingthe Established Performance Criteria

Will the proposed network meet the criteriaestablished at the start of the planning process? Ifit does not meet most of these criteria, or inade-quately meets a few critical goals, either the pro-posal will require further work or the perfor-mance criteria must be modified. In the lattercase, the planning process as a whole should bereviewed to determine if previously discardedroutes should be reconsidered. They may nowbe the more-preferred options in light of thenewly modified criteria.

This reality check is important. Many well-con-sidered proposals become ineffective when it isdetermined that the finished product no longermeets its established objectives.

Because so little is known about the bicycling andwalking situations in most communities, it is dif-ficult to predict what level of expenditure andplanning activity will be needed to implement acomprehensive program. Until the needs havebeen identified and the problems assessed, the

necessary scope of the program will likely remainunknown. However, the basic approach suggest-ed here is to make bicycling and pedestrianconsiderations part of the normal process of land-use planning. In many cases, this may require lit-tle extra effort and expense.

An active public-participation process is anotherkey ingredient to a successful planning process.In most Idaho communities, this should lead tothe creation of a citizen’s advisory committee.Several Idaho communities now have such com-mittees that have been favorably recognized fortheir efforts and exhibit a high level of commit-ment and continuing participation in the localplanning process.

Number of Crossings per Mile

Design Consideration

0

1 - 4

5 - 8

> 8

Ideal for safe pathway

Use special care to treat the conflicts

Proceed with extreme caution. Consider substituting with on-street bicycle lanes.

DANGEROUS CONDITION. Substitute with on-street bicycle lanes or other treatment.

A suggested analysis of

separated multi-use pathways:

Full bicycle parking "lots" are a sign of asuccessful program.

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It is the mission of ITD to provide a quality transportation system that issafe, reliable, and serves the needs of the traveling public, commerce, andindustry. The agency supports the planning and development of a balanced, multi-modal (including bicyclists and pedestrians) transporta-tion system.

Policies to accomplish this undertaking were adopted by the IdahoTransportation Board in June, 1993 (B-09-08) and subsequent adminis-trative policies were established (A-09-08). ITD’s director is authorized toestablish standards and specifications for the provision of bicycle/pedestri-an facilities in conjunction with federal-aid or state-funded highway pro-jects.

These policies further state:

GeneralDevelopment and construction of bicycle/pedestrian facilities shall beassessed on all federal-aid or state-funded highway projects.Bicycle/pedestrian facilities should be compatible with localbicycle/pedestrian comprehensive plans. If no plan exists, ITD shouldmake every effort to provide facilities compatible to the area.

Where a need has been determined and highway rights-of-way are inade-quate for bicycle/pedestrian facilities, additional right-of-way may be pur-chased in fee or by easement. If the facility is not contiguous to the high-way right-of-way, the non-contiguous right-of-way must be purchased byanother public entity. The matching ratio must also be provided byanother agency.

Bicycle/pedestrian facilities shall not be maintained by ITD unless they arean integral part of the roadway surface.

Bicycle FacilitiesAll federal-aid projects in or adjacent to urbanized areas and recreationareas should be reviewed for possible inclusion of bicycle facilities, unlessthe project location makes their addition impractical.

Appendix AIdaho TransportationDepartment Policies

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The recommended method for providingbicycle facilities is to widen the roadwayshoulders in accordance with theAmerican Association of State Highwayand Transportation Officials (AASHTO)standards or others set by ITD.

Paved shoulders that are widened for bicy-cle use should include a special surfacetreatment during the application of seal

coats. Examples are plant mix seal, fog, orslurry seal. A standard cover or chip coatshould not be used on bicycle facilities.

Duplicate facilities (widened shoulders anda separate bicycle path) shall not befinanced (federal-aid/state) or constructedby ITD unless special circumstances makethis desirable, as determined by the direc-tor.

Adequate traffic controls shall be installedto protect bicyclists and the motoring pub-lic in accordance with the Manual ofUniform Traffic Control Devices (MUTCD)standards or others set by ITD.

Alternative recreational uses such as in-lineskating, jogging, skate boarding, and eques-trian use should be regulated by the agencythat is responsible for maintaining the path-way.

All facilities shall comply with the standardsand specifications in this statewide planand also with city and county comprehen-sive plans as required by section 67-6508,Idaho Code.

Pedestrian FacilitiesSidewalks shall be constructed on all feder-al-aid urban projects. If the existing need isnot apparent, right-of-way should be pur-chased and grading provided to allowfuture construction of a sidewalk.

Pedestrian paths in suburban or rural areasshall be considered when a need is shown,such as proximity to schools or recreationareas.

State policy requires that the development andconstruction of bicycle and pedestrian facilitiesshall be assessed on all federal-aid or statefunded highway projects.

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This appendix is taken directly from the design standards manual developed by ITD. These standards should apply to most situationswhere facilities are being designed to accommodate bicycle traffic. If not,planners, designers, and engineers are recommended to follow standardsset forth in the AASHTO Guide.

A copy of the state design standards manual is available from theRoadway Design Section, ITD Headquarters, P.O. Box 7129, Boise, ID83707 or by calling 208-334-8591.

Appendix BDesign Standards for Bicycles

Glossary of TermsAASHTOAmerican Association of State Highway and Transportation Officials.

BICYCLE A vehicle having two tandem wheels propelled solely by human powerupon which any person or persons may ride.

BICYCLE FACILITIESA general term denoting improvements and provisions made by publicagencies to accommodate or encourage bicycling including parking facili-ties all bikeways and shared roadways not specifically designated for bicy-cle use.

BICYCLE ROUTE (BIKE ROUTE)A designated segment of a transportation system that is the preferred routefor bicycle travel. This designation may be established by the jurisdictionhaving authority through signing or identification on a map. The term“bike route” should be used for operational purposes and not for bicyclesystem or facility planning.

BICYCLE LANEA portion of a roadway which has been designated by striping signing andpavement markings for the preferential or exclusive use of bicyclists.

BIKEWAYAny road, path, or way open to bicycle traveregardless of whether suchfacilities are designated for the preferential use of bicycles or are to beshared with other transportation modes.

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CLEARANCE, LateralWidth required for safe passage of a bicycleas measured in a horizontal plane.

CLEARANCE, VerticalHeight necessary for the safe passage of abicycle as measured in a vertical plane.

COMMUTER/ UTILITY CYCLISTAn individual who uses a bicycle primarilyto reach a particular destination for practi-cal purposes, such as to purchase or deliv-er goods and services, or to travel to andfrom work or school. Messengers are clas-sified as utility cyclists.

GRADE SEPARATIONVertical separation of travelways throughuse of a structure so that traffic crosseswithout interference such as a pedestrianoverpass.

HIGHWAYA general term denoting a public way forpurposes of vehicular travel, including theentire area within the right-of-way. IdahoCode Section 40-109 reads, “Roads, streets,alleys, and bridges laid out or establishedfor the public or dedicated to the public.”

LEGENDWords, phrases, or numbers appearing onall or part of a traffic- control device.

MOTOR VEHICLEA vehicle that is self-propelled or designedfor self-propulsion.

MUTCDManual on Uniform Traffic Control Devicesis approved by the Federal HighwayAdministration as a national standard forplacement and selection of all traffic controldevices on or adjacent to all highways opento public travel.

PAVEMENT MARKING(s)Painted or applied line(s) or legend placedon any pavement surface for regulating,guiding, or warning traffic.

PEDESTRIANA person whose mode of transportation ison foot. A person “walking a bicycle”becomes a pedestrian. A general termdenoting land or property (or interesttherein), usually in a strip, acquired for ordevoted to transportation purposes.

RIGHTOF WAYThe right of one vehicle or pedestrian toproceed in a lawful manner in preference toanother vehicle or pedestrian.

ROADWAYThe portion of the highway for vehicle use,including bicycles. That portion of a motorvehicle law which contains regulations gov-erning the operation of vehicular andpedestrian traffic.

SEPARATED MULTI-USE PATHA bikeway physically separated frommotorized vehicular traffic by an openspace or barrier and either within the high-way right-of-way or within an independentright-of-way.

SHARED, ROADWAYA type of bikeway where bicyclists sharethe roadway with motor vehicles.

SHOULDERA portion of a highway contiguous to theroadway that is primarily for use by pedes-trians, bicyclists, and emergency use ofstopped vehicles.

SHOULDER BIKEWAYA type of bikeway where bicyclists travel onthe shoulder of the roadway.

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SHY DISTANCEThe distance between the bikeway’s edge and anyfixed object capable of injuring a cyclist using thefacility.

SIDEWALKThe portion of a highway or street designed forpreferential or exclusive use by pedestrians.

SIDEWALK BIKEWAYAny sidewalk signed and/or striped to permitbicyclists to share the sidewalk right-of-way withpedestrians.

SIGHT DISTANCEA measurement of the bicyclist’s visibility, unob-structed by traffic along the normal path to thefarthest point of the roadway surface.

TRAFFIC CONTROL DEVICESSigns, signals, or other fixtures, whether perma-nent or temporary, placed on or adjacent to atravelway by authority of a public body havingjurisdiction to regulate, warn, or guide traffic.

TRAFFIC VOLUMEThe given number of vehicles that pass a givenpoint for a given amount of time (hour, day,year).

TRAVELWAYAny way, path, road, or other travel facility usedby any and all forms of transportation.

VEHICLEAny device in, upon, or by which any person orproperty is or may be transported or drawn upona public highway and includes vehicles that areself-propelled or powered by any means.

The Design BicyclistTransportation improvements intended to accom-modate bicycle use must address the needs ofboth experienced and less experienced riders.One solution to this challenge is to develop theconcept of a “design bicyclist” and adopt a classi-fication system for bicycle users which includesthe following:

• Group A: Advanced BicyclistsThis group is made up of experienced riderswho can operate under most traffic condi-tions. These bicyclists comprise the majorityof the current users of shoulder bikeways andshared lanes on arterial streets and are bestserved by:

- Direct access to destinations usually via theexisting street and highway system.

- The opportunity to operate at maximumspeed with minimum delays.

- Sufficient operating space on the roadway orshoulder to reduce the need for either thebicyclist or the motor vehicle operator tochange position when passing.

• Group B: Basic BicyclistsThese bicyclists are less confident of theirability to operate in traffic without specialprovisions for bicycles. They include casualor new adult and teenage riders as well asserious riders who are uncomfortable cyclingin traffic. These bicyclists require:

- Comfortable access to destinations preferablyby a direct route and either low-speed lowtraffic-volume streets or designated bicyclefacilities.

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- Well-defined separation of bicycles and motorvehicles on arterial and collector streets (bikelanes or wide shoulders) or on separatedmultiple-use paths.

• Group C:ChildrenPreteen riders whose roadway use is initiallymonitored by parents. Eventually these rid-ers are accorded independent access to thesystem. They and their parents require provi-sions of separated multiple-use paths and:

- Access to key destinations surrounding resi-dential areas including schools, recreationalfacilities, shopping, or other residential areas.

- Residential streets with low motor vehiclespeed limits and volumes.

- Physical separation (multi-use pathways) ofbicycles and motor vehicles on arterial andcollector streets.

Generally, Group A bicyclists will be best servedby designing all roadways to accommodateshared use by bicycles and motor vehicles.Group B and Group C bicyclists will be bestserved by a network of neighborhood streets andseparated, multi-use pathways.

Full implementation of this approach will resultin a condition where every street will incorporateat least the design treatments recommended forGroup A bicyclists. In addition, a network ofroutes will be enhanced by incorporating thebicycle facilities recommended for GroupB andGroup C bicyclists.

Types of BicycleFacilities andDesign StandardsBicycles are legally classified as vehicles and canbe ridden on all public roadways in Idaho.Therefore, bicycle facilities must be designed toallow bicyclists to ride in a manner consistentwith motor vehicle operation. There are fourbasic types of facilities that accommodate bicycletravel. Figures 1 and 2 describe how each type offacility can be applied to various roadway typesfor each classification of bicyclist.

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Figure 1

FACILITY IMPROVEMENTS FOR CHILD (Class C)

AND CASUAL (Class B) BICYCLISTS

Roadway Type Urban Rural

Over/Underpass

Traffic Signals

Shared Lane

Shoulder Bikeway

Bicycle Lane

Separated Multi-use Path

Arterial Collector Residential

Most appropriate

May be appropriate

Least appropriate

Not required

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Figure 2

FACILITY IMPROVEMENTS FOR EXPERIENCED

BICYCLISTS (Some Class B and Class A)

Roadway Type Urban Rural

Over/Underpass

Traffic Signals

Shared Lane

Shoulder Bikeway

Bicycle Lane

Separated Multi-use Path

Arterial Collector Residential

Most appropriate

May be appropriate

Least appropriate

Not required

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a. Shared Lanes

On a shared facility, bicyclists and motorists sharethe same travel lanes. Shared facilities are com-mon on city street systems and roads with limitedright-of-way. It can be considered an acceptablesolution when there is inadequate width to pro-vide bike lanes or shoulder bikeways.

A lane with 4.2 meters (14 feet) of usable widthis desired in an urban setting which allows amotor vehicle and a bicycle to operate side byside. Usable width would normally be from curbface to lane stripe, but adjustments need to bemade for drainage grates, parking, and longitudi-nal ridges between pavement and gutter sections.Widths greater than 4.2 meters (14 feet) mayencourage the undesirable operation of twomotor vehicles in one lane. In this situation, consideration should be given to striping a bicycle lane or shoulder bikeway. Where bicycle travel is significant these roadways may be signedas bicycle routes.

b. Shoulder Bikeway Smooth, paved roadway shoulders provide a suit-able area for bicycling conflicting little with faster-moving motor-vehicle traffic. The majority ofrural bicycle travel on the state highway system isaccommodated on shoulder bikeways. Roadwayshoulders for bikeways should be 1.8 meters (6

feet) wide or greater. This provides ample widthfor bicycle traffic. If there are severe physicalwidth limitations a minimum 1.2 meter (4 feet)shoulder may be adequate. Shoulder areasagainst an ordinary curb face should have a 1.5meter (5 feet) minimum width or 1.2 meters (4feet) from the longitudinal joint between a curband gutter and the pavement edge. Shoulderwidths of 1.5 meters (5 feet) are recommendedfrom the face of a guardrail or other roadside barriers. Adding or improving shoulders canoften be the best way to accommodate bicyclistsin rural areas, and they are also a benefit to motorvehicle traffic. Even minimal width shoulders,0.6-0.9 meters (2-3 feet), is an improvement overno shoulder at all.

4.2m 4.2m

(14') (14')

Shared Lanes

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Rumble strips are not recommended for roadwayshoulders because they create a rough and inap-propriate surface for bicycles. However, when itis determined that rumble strips are a necessarydesign treatment for safety reasons, then a mini-mum 0.3-meter (1-foot) wide smooth surfaceshould be provided between the shoulder stripeand the rumble strip.

c. Bicycle LanesWhere bicycle travel and demand are substantial,a portion of the roadway is designated for prefer-ential use by bicyclists. Bike lanes are commonin urban areas. Bike lanes must always be wellmarked and signed to call attention to their pref-erential use by bicyclists (refer to MUTCD).

Bike lanes are established on urban arterial andmajor collector streets. The minimum width fora bike lane is 1.2 meters (4 feet), or 1.5 meters (5feet) from the face of a curb or guardrail. There

should be a clear riding zone of 1.2 meters (4feet) if there is a longitudinal joint between thepavement and the curb-and-gutter section. Bikelanes in excess of 1.8 meters (6 feet) wide areundesirable as they may be mistaken for a motorvehicle lane or parking area. Refer to the IdahoTraffic Manual or the MUTCD for detailed specifi-cations for pavement striping, stencils, and sign-ing of bicycle lanes.

If parking is permitted, the bike lane must beplaced between the parking area and the travellane and have a minimum width of 1.5 meters (5 feet).

Bike lanes must always be one-way facilities andcarry bicycle traffic in the same direction as adja-cent motor vehicle traffic. Bike lanes on one-waystreets should be on the right side of the roadway,except in areas where a bike lane on the left willdecrease the number of conflicts (i.e., thosecaused by heavy bus traffic or dual right-turnlanes, for example).

3.6m

(12')

*1.8m

(6')

*1.8m

(6')

3.6m

(12')

*Min: 1.5m (5') against curb or guardrail, 1.2m (4') open shoulder.

Shoulder Bikeway

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d. Separated, Multiple-Use Path A multiple-use path is a bicycle facility that isphysically separated from motor vehicle traffic byan open space or barrier, and it may be withinthe roadway or independent right-of-way.Separated paths are normally two-way facilities.They may be appropriate in corridors not servedby other bikeways, if there are few intersectingroadways.

Where a separated path must be parallel and neara roadway, there must be a 1.5-meter (5-foot)minimum width separating them, or a physicalbarrier of sufficient height [usually 1.4 meters(4.5 feet) minimum is adequate] must beinstalled.

Three meters (10 feet) is the standard width for aseparated multiple-use path. Paths should be 3.6meters (12 feet) wide in areas with high bicyclevolume or where they are used by a combinationof bicyclists, pedestrians, skaters, and joggers. Aminimum 0.6-meter (2-foot) graded area shouldbe maintained adjacent to both sides of the pave-ment to provide clearance (shy distance) frompoles, trees, fences, and other obstructions.

Multiple-use paths provide excellent bicycletransportation, especially where the path is truly

isolated from motor vehicles, such as along greenways or railroad corridors. Special care must betaken to limit the number of at-grade crossingswith streets or driveways. Poorly designed pathscan put cyclists in a position where the driver of amotor vehicle does not expect them. Motoristsare generally looking for traffic on the roadwayand may not see a cyclist on a nearby path.

Paths with two-way bicycle traffic should not beplaced on or adjacent to roadways. Otherwise, aportion of the cyclists ride against the normalflow of motor vehicle traffic, which is contrary tothe rules of the road, with the following conse-quences:

• Bicyclists and motorists may collide, as right-turning drivers at intersections and drivewaysrarely look to their right. The drivers fail tosee approaching bicyclists who are ridingagainst traffic.

• Some bicyclists ride improperly against thenormal flow of traffic to reach the path orcontinue on against traffic where the pathends. Wrong-way riding is a major cause ofbicycle/motor vehicle accidents.

Pathways of 2.4 meters (8 feet) are not recom-mended in most situations because they becomeovercrowded. If necessary, they should only beconstructed where long-term usage is expected to

1.5m 3.6m Parking 2.4m

(5') (12') (8')(12')

3.6m

(5')

1.5m

Bicycle Lanes

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be low; where there is minimum pedestrian use;and with proper horizontal and vertical align-ment to ensure good sight distances. Multiple-use paths built along streams and in woodedareas present special challenges. The roots ofshrubs and trees, especially cottonwoods, canpierce the path surface and cause it to bubble upand break apart. Preventative methods includeremoval of vegetation, realignment of the pathaway from trees, and placement of root barriersalong the edge of the path.

Additional ReferencePublicationsThe standards set forth in this publication will beadequate for most situations. However, there aremany factors that may affect the specific applica-tion of these standards to any given roadway ortraffic situation. Therefore, the design profession-al should consult other sources for more detailedspecifications prior to finalizing facility design.These publications are considered supplements tothis manual and the standards described adoptedby reference:

1.

Idaho Maintenance Manual: facility mainte-nance, repair, operations.

2. Idaho Traffic Manual: signing, marking, strip-ing.

3. Manual on Uniform Traffic Control Devices:signing, marking, striping.

4. AASHTO Guide for the Development of BicycleFacilities: width and clearance, design speed,horizontal alignment and superelevation,grade, sight distance, and others.

For additional technical assistance, referencematerials, or general information, contact:Bicycle and Pedestrian Planner, IdahoTransportation Department P.O. Box 7129, Boise, Idaho 83707.

EP1.5m 3m 0.6m

Min. (5') 3.6m (12') in high use areaEP=Edge of Pavement

3m 0.6m

Min. Graded

(2')

(10')

2% Min.

0.6m

Min. Graded

(2')

Separated, Multiple-use Path

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Idaho Vehicle Code Title 49, Chapter 7

49-701. Pedestrian obedience to traffic-control devices and trafficregulations.

(1) A pedestrian shall obey the instructions of any traffic-control devicesspecifically applicable to him, unless otherwise directed by a peace officer.

(2) Pedestrians shall be subject to traffic and pedestrian-control signals asprovided in sections 49-802 and 49-803, Idaho Code.

(3) At all other places pedestrians shall be accorded the privileges andshall be subject to the restrictions stated in this title.

49-702. Pedestrians’ right of way in crosswalks.

(1) When traffic-control signals are not in place or not in operation thedriver of a vehicle shall yield the right of way, slowing down or stopping,if need be, to yield to a pedestrian crossing the highway within a cross-walk.

(2) No pedestrian shall suddenly leave a curb or other place of safety andwalk or run into the path of a vehicle which is so close as to constitute animmediate hazard.

(3) Subsection (1) of this section shall not apply under the conditionsstated in section 49-704(2) Idaho Code.

(4) Whenever any vehicle is stopped at a marked crosswalk or at anunmarked crosswalk at an intersection to permit a pedestrian to cross thehighway, the driver of any other vehicle approaching from the rear shallnot overtake and pass the stopped vehicle.

(5) Except where otherwise indicated by a crosswalk or other traffic-con-trol devices a pedestrian shall cross the highway at right angles to thecurb or by the shortest route to the opposite curb.

Appendix CIdaho Statutes Pertaining to

Pedestrians and Bicycles

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49-703. Pedestrians to use right half ofcrosswalks.Pedestrians shall move, when-ever practicable, upon the right half ofcrosswalks.

49-704. Crossing at other than crosswalks.

(1) Every pedestrian crossing a highway atany point other than within a markedcrosswalk or within an unmarked cross-walk at an intersection shall yield the rightof way to all vehicles upon the highway.

(2) Any pedestrian crossing a highway at apoint where a pedestrian tunnel or over-head pedestrian crossing has been provid-ed shall yield the right of way to all vehi-cles upon the highway.

(3) Between adjacent intersections atwhich traffic-control signals are in opera-tion pedestrians shall not cross at anyplace except in a marked crosswalk.

(4) No pedestrian shall cross a highwayintersection diagonally unless authorizedby traffic-control devices. When autho-rized to cross diagonally, pedestrians shallcross only in accordance with the traffic-control devices pertaining to crossingmovements.

49-705. Pedestrians yield to authorizedemergency vehicles.

(1) Upon the immediate approach of anauthorized emergency vehicle making useof an audible or visual signal meeting therequirements of section 49-623, IdahoCode, or of a police vehicle properly andlawfully making use of an audible signal

only, every pedestrian shall yield the rightof way to the authorized emergency orpolice vehicle.

(2) This section shall not relieve the driverof an authorized emergency or police vehi-cle from the duty to drive with due regardfor the safety of all persons using the high-way nor from the duty to exercise due careto avoid colliding with any pedestrian.

49-706. Blind and/or hearing-impairedpedestrian has right of way.

The driver of a vehicle shall yield the rightof way to any blind pedestrian carrying aclearly visible white cane or accompaniedby a guide dog or a hearing-impaired per-son accompanied by a hearing-aid dog.

49-707. Pedestrians’ right of way onsidewalks.

The driver of a vehicle crossing a sidewalkshall yield the right-of-way to any pedestri-an and all other traffic on the sidewalk.

49-708. Pedestrians on highways.

(1) Where a sidewalk is provided and itsuse is practicable, it shall be unlawful forany pedestrian to walk along and upon anadjacent roadway.

(2) Where a sidewalk is not available anypedestrian walking along and upon a high-way shall walk only on a shoulder, as far aspracticable from the edge of the roadway.

(3) Where neither a sidewalk nor a shoul-der is available, any pedestrian walking

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along and upon a highway shall walk as near aspracticable to an outside edge of the roadway,and, if on a two-way highway, shall walk only onthe left side of the highway.

(4) Except as otherwise provided in this title, anypedestrian upon a roadway shall yield the right-of-way to all vehicles upon the roadway.

49-709. Pedestrians soliciting rides or business.

(1) No person shall stand on a highway for thepurpose of soliciting a ride.

(2) No person shall stand on a highway for thepurpose of soliciting employment, business orcontributions from the occupant of any vehicle.

(3) No person shall stand on or in proximity to ahighway for the purpose of soliciting the watch-ing or guarding of any vehicle while parked orabout to be parked on a highway.

49-710. Bridge and railroad signals.

(1) No pedestrian shall enter or remain upon anybridge or approach thereto beyond the bridge sig-nal, gate, or barrier after a bridge operation signalindication has been given.

(2) No pedestrian shall pass through, around,over, or under any crossing gate or barrier at arailroad grade crossing or bridge while the gate orbarrier is closed or is being opened or closed.

49-714. Traffic laws apply to persons on bicy-cles and other human-powered vehicles —due care.

(1) Every person operating a vehicle propelled byhuman power or riding a bicycle shall have all ofthe rights and all of the duties applicable to thedriver of any other vehicle under the provisionsof chapters 6 and 7 of this title, except as other-wise provided in this chapter and except as tothose provisions which by their nature can haveno application.

(2) Every operator or rider of a bicycle or human-powered vehicle shall exercise due care.

49-715. Riding on bicycles.

(1) A person propelling a bicycle shall not rideother than upon or astride an attached perma-nent and regular seat.

(2) No bicycle or human-propelled vehicle shallbe used to carry more persons at one (1) timethan the number for which it is designed andequipped.

(3) An adult rider may carry a child securelyattached to his person in a backpack or sling orin a child carrier attached to the bicycle.

49-716. Clinging to or following vehicles.

(1) No person riding upon any bicycle, coaster,roller skates, skateboard, sled or toy vehicle shallattach it or himself to any vehicle upon a high-way.

(2) The provisions of this section shall nor pro-hibit the attachment of a bicycle trailer or bicyclesemitrailer to a bicycle if that trailer or semitrailerhas been designed for that attachment.

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(3) No person riding upon any bicycle orhuman-powered vehicle shall follow a vehicle soclosely as to constitute an immediate hazard tothe rider.

49-717. Position on highway.

(1) Any person operating a bicycle upon a road-way at less that the normal speed of traffic at thetime and place and under the conditions thenexisting shall ride as close as practicable to theright-hand curb or edge of the roadway exceptunder any of the following situations:

(a) When overtaking and passing anotherbicycle or vehicle proceeding in the same direc-tion, (b) When preparing for a left turn at an inter-section or into a private road or driveway, (c) When reasonably necessary to avoid condi-tions including fixed or moving objects, parkedor moving vehicles, bicycles, pedestrians. ani-mals, surface hazards or substandard widthlanes that make it unsafe to continue along theright-hand curb or edge.

(2) Any person operating a bicycle upon a one-way roadway with two (2) or more marked trafficlanes may ride as near the left-hand curb or edgeof the roadway as practicable.

49-718. Riding two abreast.

Persons riding bicycles upon a highway shall notride more than two (2) abreast except on paths orparts of highways set aside for the exclusive useof bicycles. Persons riding two (2) abreast shallnot impede the normal and reasonable move-ment of traffic and, on a laned roadway, shall ridewithin a single lane.

49-719. Carrying articles.

No person operating a bicycle shall carry anypackage, bundle or article which prevents theoperator from using at least one (1) hand in thecontrol and operation of the bicycle.

49-720. Stopping — turn and stop signals.

(1) A person operating a bicycle or human-pow-ered vehicle approaching a stop sign shall slowdown and, if required for safety, stop beforeentering the intersection. After slowing to a rea-sonable speed or stopping, the person shall yieldthe right of way to any vehicle in the intersectionor approaching on another highway so closely asto constitute an immediate hazard during thetime the person is moving across or within theintersection or junction of highways, except thata person after slowing to a reasonable speed andyielding the right of way if required, may cau-tiously make a turn or proceed through the inter-section without stopping.

(2) A person operating a bicycle or human-pow-ered vehicle approaching a steady red traffic-con-trol signal shall stop before entering the intersec-tion, except that a person, after slowing to a rea-sonable speed and yielding the right-of-way ifrequired, may cautiously make a right-hand turnwithout stopping or may cautiously make a left-hand turn onto a one-way highway without stop-ping.

(3) A person riding a bicycle shall comply withthe provisions of section 49-643, Idaho Code.

(4) A signal of intention to turn right or left shallbe given during not less than the last one hun-dred (100) feet traveled by the bicycle beforeturning, provided that a signal by hand and armneed not be given if the hand is needed in thecontrol or operation of the bicycle.

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49-721. Bicycles on sidewalks.

(1) A person operating a bicycle upon andalong a sidewalk, or across a highway uponand along a crosswalk, shall yield the rightof way to any pedestrian, and shall give anaudible signal before overtaking and pass-ing a pedestrian or another bicyclist.

(2) A person shall not operate a bicyclealong and upon a sidewalk or across ahighway upon and along a crosswalk,where the use of bicycles is prohibited byofficial traffic-control devices.

(3) A person operating a vehicle by humanpower upon and along a sidewalk, oracross a highway upon and along a cross-walk, shall have all the rights and dutiesapplicable to a pedestrian under the samecircumstances.

49-722. Bicycle racing.

(1) Bicycle racing on the highways is pro-hibited except as authorized in this section.

(2) Bicycle racing on a highway shall notbe unlawful when a racing event has benapproved by the department or local lawenforcement authorities on any highwayunder their respective jurisdictions.Approval of bicycle highway racing eventsshall be granted only under conditionswhich assure reasonable safety for all raceparticipants, spectators and other highwayusers, and which prevent unreasonableinterference with traffic flow which wouldseriously inconvenience other highwayusers.

(3) By agreement with the approvingauthority, participants in an approved bicy-cle highway racing event may be exemptfrom compliance with any traffic laws oth-erwise applicable, provided that trafficcontrol is adequate to assure the safety ofall highway users.

49-723. Light and reflector required at night.

Every bicycle in use at the times describedin section 49-903, Idaho Code, shall beoperated with a light-emitting device visi-ble from a distance of at least five hundred(500) feet to the front, attached to thebicycle or the rider, and with a reflectorclearly visible from the rear of the bicycle.

49-724. Additional lights authorized.

A bicycle or its rider may be equippedwith lights or reflectors in addition tothose required in section 49-723, IdahoCode.

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Appendix D

References

Guide for the Development of Bicycle Facilities, American Association of StateHighway and Transportation Officials (AASHTO), August 1991

Oregon Bicycle Plan, Oregon Department of Transportation, July 1992

Ada County Ridge-to-Rivers Pathway Plan, Ada Planning Association, May1993

Balancing Engineering, Education, Law Enforcement, and Encouragement: CaseNo. 11, National Bicycling and Walking Study, U.S. Department ofTransportation, FHWA publication PD-93-009, August 1994

Selecting Roadway Design Treatments to Accommodate Bicycles, U.S.Department of Transportation, FHWA publication RD-92-073, January1994

The National Bicycling and Walking Study, U.S. Department ofTransportation, FHWA publication PD-94-023, March 1994