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Reference
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Maryland BICYCLE AND PEDESTRIAN RELATED PROJECTS (8,348)
* Retrofit Sidewalk Program
* Community Safety and Enhancements Program
* Streetscapes and Minor Reconstruction
* Transportation Enhancements Program
* Retrofit Bicycle Program
* Primary/Secondary Program
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Maryland SHA Bicycle and Pedestrian Design Guidelines and Policy (764)
In support of the Master Plan, the State Highway Administration (SHA) issued its Policy for Accommodating Bicycles and Pedestrians on State Highways. The policy is stated below:
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Maryland SHA Bicycle and Pedestrian Design Guidelines CHAPTER 3: BICYCLE LANE DESIGN (839)
Some items of possible interest:
4' wide for "open" sections of road
5' wide for "closed" sections of road
wider for roads with speed limits over 35mph
Modified Bicycle Lane Markings for door zone bike lanes
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Motorists Passing Bicyclists: (771)
Why Bicyclist Lane Position Matters Most, and
A Short Rebuttal of Ian Walker's Study -
Mountain Bike Reference Page (1,399)
* The History of Mountain Biking
* How Mountain Biking Became Popular
* How to Get Started
* Is Mountain Biking Right For You?
* More links -
NACTO Urban Bikeway Design Guide (5,983)
The purpose of the NACTO Urban Bikeway Design Guide (part of the Cities for Cycling initiative) is to provide cities with state-of-the-practice solutions that can help create complete streets that are safe and enjoyable for bicyclists.
Bike Lanes
Cycle Tracks
Intersections
Signals
Signs & Markings
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National Survey of Bicyclist and Pedestrian Attitudes and Behavior (781)
This report presents findings from the National Survey of Pedestrian and Bicyclist Attitudes and Behaviors, jointly sponsored by the U.S. Department of Transportation’s National Highway Traffic Safety Administration and the Bureau of Transportation Statistics (BTS), and administered by The Gallup Organization. The goals of the survey were to ascertain the scope and magnitude of bicycle and pedestrian activity and the public’s behavior and attitudes regarding bicycling and walking. This national survey is the first of its kind designed specifically to benchmark bicycle and pedestrian trips, behaviors, and attitudes.
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NCDOT putting brakes on center turn lanes (1,028)
I like center turn lanes especially when part of a "road diet" that can create bike lanes. But a lot of our engineers refer to them as "suicide lanes." But I'll note simple cement barriers will keep people from using them as an additional travel lane as they point out the problem in this article:
Drivers often do not use shared center turn lanes properly, said Sgt. Mike Donelson, who oversees the traffic unit of the Wilmington Police Department.
“If they were used as designed, they would be less dangerous,” Donelson said. “The reality is, traffic is backed up in Wilmington a lot, people are in a hurry, they see an open lane and go.”
Drivers using the turn lanes as a travel lane for some distance can cause accidents, from serious head-on collisions to rear-ending other cars. -
North Carolina Coalition for Bicycle Driving - Library (772)
Basic Concepts
The Science and Politics of Bicycle Driving--Why NCCBD exists
Bicycle Driving--Slide show presenting bicycle driving issues
Cycling Technique
Road Vogue--Explanation of bicycle driving technique
Classy Cycling (145 KB PDF version of Road Vogue)
Deluxe Driving (287 KB PDF) -- motorists' companion to Road Vogue
Gallery of Bicycle Driving Demonstrations--Pictures and "how-to" examples
How to Turn Signals Green
Cycling at Night--The right equipment makes all the difference
Cold-Weather Cycling--Winter can be a great time for biking
Safety Data
Bicycle-Motor Vehicle Collisions in Chapel Hill--A Typology and Analysis of Police-Reported Crashes Spanning a Four Year Period (0.3 MB PDF)
Bicycle-Motor Vehicle Collisions in Cary--A Typology and Analysis of Police-Reported Crashes Spanning a Six Year Period (0.3 MB PDF)
Legal Issues and Advocacy
State vehicle code applicable to bicycle operation--A complete list of NC (state) vehicle code and related law applicable to the operation of bicycles as vehicles on public highways, excluding code applicable only to motor vehicles
The Right to Travel by Human Power--Bicycling and walking are fundamental
Repealing a Mandatory Sidepath Law--Cyclists protect the right to use roads
Dear Editor--A response to those newspaper columns and forum letters that demand that cyclists get off of the roads
Clarification of Existing Traffic Laws for Drivers of Bicycles and Other Vehicles --A draft memo that cyclists in Cary, NC want local law enforcement to co-sign and release to the public as has been done in other bicycle-driver-friendly communities.
The Segway Is a Vehicle --Analysis of the Segway's operational characteristics and the hazards created by inappropriate legislation
NO BICYCLES ALLOWED--Some commercial property owners post signs to inform people who travel by bicycle that they are unwelcome
Clear Channel Radio Responds--Clear Channel Radio CEO announces public service announcement campaign following broadcasts that celebrated motorists' assaults on cyclists and admonished cyclists to abandon roadways
Engineering
Wide Outside Lanes are Superior to Bike Lanes--Why segregation is bad
Improving Suburbs for Cycling--In addition to education and enforcement efforts, thoughtful design can help make suburbs great places for cycling.
Urban Traffic on Rural Roads--NC's rural roads have their disadvantages
Bicycle Parking in Commercial Areas--Guidelines for the installation of efficient and effective bicycle parking in shopping centers and other commercial destinations
Bike Lane Stripes--Do they improve conditions for cycling?
Bicycling and On-Street Parallel Parking--Planning for safe cycling outside of the door zone (0.5 MB PDF)
Critique of FHWA Bike Lane Versus Wide Curb Lane Study --Faulty design and analysis plague this often-quoted study (1.2 MB PDF)
Implications of Universal Access Principles for Bicycle-Specific Roadway Markings--Bicycle-specific markings may detract from long-term goals for cultural mainstreaming of competent roadway cycling and safe access to all destinations
Edwards Mill Road--The good and the bad about a new arterial road in Raleigh built with striped bike lanes
Detection of Bicycles by Quadrupole Loops at Demand-Actuated Traffic Signals--Properly designed and adjusted signal sensors accommodate bicycles
Critique of FHWA Bicycle Compatibility Index (1.3 MB PDF)
How Wide Should a Wide Lane Be? (0.8 MB PDF)
High Speed Bicycling (1.5 MB PDF)
AASHTO & Door Zone Bike Lanes (150 KB PDF)
Critique of "Evaluation of Shared Use Facilities" (997 KB PDF)
Bike Lanes & Debris (2.34 MB PDF)
Critique of Cary Design Guidelines Manual
The "Share the Road" Sign (360 KB PDF)
Wide Outside Through Lanes: Effective Design of Integrated Passing Facilities
Critique of "Effect of Wide Curb Lane Conversions on Bicycle and Motor Vehicle Conversions" (163 KB PDF)
Transportation Planning
Land Use, Climatic, Demographic, and Cultural Factors Affecting Utilitarian Bicycle Travel in the Triangle--Why people do and don't travel by bike
The Bicycle Utility Ratio--A suitability metric based on cost/benefit analysis for utilitarian cyclists -
ON URBAN STREETS, 3 OR 5 FT. CLEAR ZONES BETTER THAN 10 FT. (769)
-> According to an article in the Winter 2009 edition of the Midwest Transportation Consortium's MTC Bulletin, "Urban communities often have a limited amount of right-of-way available on their curbed roads for establishing a clear zone, the minimum setback distance of fixed objects from the curb. As a result, the cost of purchasing additional right-of-way must be weighed against the risk that fixed object crashes may occur if the clear zone is not implemented.
"This project surveyed the current state of clear zone practice and examined the effects of a 10-ft clear zone on urban curbed streets in Iowa. The survey indicated that many states observe AASHTO's clear zone recommendations, while other states have altered the guidelines to better suit local design judgment. The study of Iowa corridors indicated that a consistent offset reduces the number of fixed object crashes, a 5-ft clear zone is most effective for minimizing the number of fixed object crashes, and a 3-ft clear zone is most effective for minimizing the cost of fixed object crashes."
Source: "A Synthesis of Practice and an Evaluation of the Benefits of Meeting the 10 ft Clear Zone Goal on Urban Streets," by Thomas H. Maze, Iowa State University.
For more info, go to: http://tinyurl.com/r9ps5e