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Intersectionsbetweenpathwaysandroadwaysshouldbedesignedtobeaccessibletoallusers,as1
statedinSection5.1.1.ofthischapter.2
5.3.1.SHAREDUSEPATH CROSSINGTYPES 3Sharedusepathcrossingscanbebroadlycategorizedasmidblock,sidepath,orgradeseparated4
crossings.Acrossingisconsideredmidblockifitislocatedoutsideofthefunctionalareaofanyadjacent5
intersection.Insomerespects,amidblocksharedusepathcrossingcanbeconsideredasafourleg6
intersection.7
Asidepathcrossingoccurswithinthefunctionalareaofanintersectionoftwoormoreroadways(see8
Exhibit5.13).Sidepathcrossingsaretypicallyparalleltoatleastoneroadway.Sidepathintersections9
haveuniqueoperationalchallengesthataresimilartothoseofparallelfrontageroadways.Section5.2.210
coverstheseoperationalissuesindetail,andprovidesguidelinesforlocationswheresidepathsmaynot11
beappropriate.12
Insomelocations,roadwayorpathtrafficconditionsmaywarrantconsiderationofagradeseparated13
crossingconsistingofeitherabridgeovertheroadwayoranunderpassbeneaththeroadway.An14
analysisshouldbemadetoassessthedemandforandviabilityofagradeseparatedcrossing.See15
Section5.2.10.andthediscussionofgradeseparatedcrossingsintheAASHTOGuideforthe16DevelopmentofPedestrianFacilities.(9)17
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1Exhibit5.13.MidblockandSidepathCrossingsRelativetoIntersectionFunctionalArea2
5.3.2.DESIGN OF MIDBLOCK CROSSINGS 3Thetaskofdesigningamidblockcrossingbetweenapathwayandaroadwayinvolvesanumberof4variables,includinganticipatedmixandvolumeofpathusers,thespeedandvolumeofmotorvehicle5trafficontheroadwaybeingcrossed,theconfigurationoftheroad,theamountofsightdistancethat6canbeachievedatthecrossinglocation,andotherfactors.Geometricdesignfeaturesandtraffic7controlsmustbeusedincombinationtoachievesafeandefficientaccommodationsforallusers.8GEOMETRICDESIGNISSUESAT CROSSINGS9Thedesignapproachfortheintersectionofasharedusepathwitharoadwayissimilartothedesign10approachusedfortheintersectionoftworoadwaysinthefollowingways:11
Theintersectionshouldbeconspicuoustobothroadusersandpathusers.12 Sightlinesshouldbemaintainedtomeettherequirementsofthetrafficcontrolprovided.13 Intersectionsandapproachesshouldbeonrelativelyflatgrades.14 Intersectionsshouldbeasclosetoarightangleaspossible,giventheexistingconditions.15
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Theleasttrafficcontrolthatiseffectiveshouldbeselected.1Itispreferableformidblockpathcrossingstointersecttheroadwayatanangleascloseto2
perpendicularas
practical,
so
as
to
minimize
the
exposure
of
crossing
path
users
and
maximize
sight
3
lines.Acrossingskewedat30degreesistwiceaslongasaperpendicularcrossing,doublingthe4
exposureofpathuserstoapproachingmotorvehicles,andincreasingdelaysformotoristswhomust5
waitforpathuserstocross.Retrofittingskewedpathcrossingscanreducetheroadwayexposurefor6
pathusers.Exhibit5.14depictsapathrealignmenttoachievea90degreecrossing.Aminimum607
degreecrossinganglemaybeacceptabletominimizerightofwayrequirements.(2)8
9
Exhibit5.14.CrossingAngleforMidblockPath10SPECIALISSUESWITHASSIGNMENTOF RIGHTOFWAY 11
Sharedusepathsareuniqueintermsoftheassignmentoftherightofway,duetothelegal12
responsibilityofdriverstoyieldto(orstopfor)pedestriansincrosswalks.Moststatecodesalso13
stipulatethatapedestrian(andbypresumedextensioninmanystates,acyclistenteringapath14
crosswalk)maynotsuddenlyleaveanycurb(orplaceofsafety)andwalkorrunintothepathofa15
vehiclethatissoclosethatitisimpossibleforthedrivertoyield.Theresultisamutualyielding16
responsibilityamongmotorvehicledriversandpathusers,dependinguponthetimingoftheirarrivalat17
anintersection.Thespeeddifferentialbetweenbicyclistsandpedestriansonthepathwaymustalsobe18
takenintoaccount.Bicyclistsapproachtheintersectionatafargreaterspeedthanpedestrians,andthey19
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desiretomaintaintheirspeedasmuchaspossible.Theresultisaneedtoremindbicyclistsoftheir1
responsibilitytoyieldorstop,whilenotconfusingtheissueofwhohasthelegalrightofwayatmidblock2
crossings.3
Giventhesecomplexities,themostprudentapproachwhendeterminingtheappropriatesafetyand4
controlmeasuresatmidblockpathwayintersectionsistofirstdeterminewhatmeasuresareneededfor5
pedestriansafetyandaccess(asdescribedbelow),asitmaybedeterminedthroughthisprocessthata6
pedestriansignalorbeaconisneeded.Ifasignalorabeaconisnotneeded,thenextstepisto7
determineclearsighttrianglesonthemajorandminorapproaches,soastoevaluateapplicabilityof8
yieldcontrolontheminorapproach.Engineeringjudgmentshouldbeapplied.9
DETERMININGAPPROPRIATE CROSSINGMEASURES10
Pedestrians
amount
to
a
substantial
share
of
users
on
most
paths
and
experience
the
greatest
amount
11
ofexposureatintersections.Uncontrolledpathwaycrossingsdesignedforpedestriansafetywillresult12
inbettersafetyforallusers.13
Highvisibilitymarkedcrosswalksarerecommendedatalluncontrolledpathroadwayintersections.On14
roadwayswithlowtrafficvolumesandspeedswheresightdistancesareadequate,themarked15
crosswalkshouldbesufficienttoaddresspedestriansafety.However,additionalcrossingmeasures16
(suchasreducingtrafficspeeds,shorteningcrossingdistance,enhancingdriverawarenessofthe17
crossing,and/orprovidingactivewarningofcrosswalkuserpresence)areneededatuncontrolled18
locationswherethespeedlimitexceeds40milesperhourandeither:19
TheroadwayhasfourormorelanesoftravelwithoutaraisedcrossingislandandanADTof2012,000vehiclesperdayorgreater;or21
Theroadwayhasfourormorelanesoftravelwitharaisedcrossingisland(eitherexistingor22planned)andanADTof15,000vehiclesperdayorgreater.(10)23
DETERMININGPRIORITYASSIGNMENT24
Inconventionalroadwayintersectiondesign,rightofwayisassignedtothehighervolumeand/orhigher25
speedapproach.Inthecaseofapathroadwayintersection,uservolumesonthepathshouldbe26
considered.Whileinmanycasesroadwayswillhavegreatervolumes,uservolumesonpopularpaths27
sometimesexceed
traffic
volumes
on
minor
crossed
streets.
In
such
situations,
total
user
delay
may
be
28
minimizedifroadwaytrafficyieldstopathtraffic,andgivencyclists'reluctancetolosemomentum,such29
anoperatingpatternoftendevelopsspontaneously.Insuchsituations,YIELDorSTOPcontrolismore30
appropriatelyappliedontheroadwayapproaches(givenananalysisofspeeds,sightdistances,etc.as31
describedbelow).32
Changesinuservolumesovertimeshouldalsobeconsidered.Newsharedusepathsareoftenbuiltin33
segments,resultinginlowinitialvolumes.Inthatcase,assignmentofprioritytoroadwaytrafficis34
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usuallyappropriate.However,pathvolumesmayincreaseovertime,raisingtheneedtoreexamine1
priorityassignment.Trafficflowsatpathroadwayintersectionsshouldbereviewedoccasionallyto2
assurethatthepriorityassignmentremainsappropriate.3
ROUTINEUSEOFSTOPSIGNS 4
Applicationofintersectioncontrols(YIELDsigns,STOPsigns,ortrafficsignals)shouldfollowtheprinciple5
ofprovidingtheleastcontrolthatiseffective.Installingunwarrantedorunrealisticallyrestrictive6
controlsonpathapproachesinanattempttoprotectpathuserscanleadtodisregardofcontrolsand7
intersectionoperatingpatternsthatareroutinelydifferentthanindicatedbythecontrols.Thiscan8
increaseanunfamiliaruser'sordriver'sriskofcollision,andpotentiallyleadtoalossofrespectforthe9
controlatwarrantedlocations.10
Acommon
misconception
is
that
the
routine
installation
of
stop
control
for
the
pathway
is
an
effective
11
treatmentforpreventingcrashesatpathroadwayintersections.PoorbicyclistcompliancewithSTOP12
signsatpathroadwayintersectionsiswelldocumented.Bicycliststendtooperateasthoughthereare13
YIELDsignsattheselocations:theyslowdownastheyapproachtheintersection,lookforoncoming14
traffic,andproceedwiththecrossingifitissafetodoso.Yieldcontrol(eitherforvehiculartrafficon15
theroadwayorforusersonthepathway)canthereforebeaneffectivesolutionatsomemidblock16
crossings,asitencouragescautionwithoutbeingoverlyrestrictive.17
EVALUATINGSIGHTDISTANCETOSELECTTYPEOF CONTROL18
Intersectionsightdistance(sighttriangles)isafundamentalcomponentinselectingtheappropriate19
controlatamidblockpathroadwayintersection.Asdescribedabove,theleastrestrictivecontrolthatis20
effectiveshouldbeused.Asnotedinhorizontalsightdistanceequation(Equation55),thelineofsight21
isconsideredtobe2.3feet(0.7m)abovetheroadwayorpathsurface.22
Roadwayapproachsightdistanceanddeparturesighttrianglesshouldbecalculatedinaccordancewith23
proceduresdetailedintheAASHTOPolicyonGeometricDesignofHighwaysandStreets(11),asmotor24vehicleswillcontrolthedesigncriteria.25
Generally,pathwayapproachsightdistanceshouldbecalculatedutilizingthefastesttypicalpathuser,26
whichinmostcasesistheadulttwowheeledbicyclist.Undercertainconditionsitmaybenecessaryor27
desirableto
use
adifferent
design
user
(therefore
different
approach
speed)
if
they
are
more
prevalent
28
andrepresentafastervalue.Ideally,approachsighttrianglesprovideanunobstructedviewofthe29
entireintersectionandasufficientamountoftheintersectingfacilitytoanticipateandavoidapotential30
collisionwithcrossingtraffic,regardlessofthetrafficcontrol.Approachestouncontrolledandyield31
controlledintersectionsshouldprovidetherecommendedapproachsighttriangle,orelseamore32
restrictivecontrolshouldbeconsidered.33
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Approachsighttrianglesneededforyieldcontroldependonthedesignspeedsofboththepathandthe1
roadway.Ifyieldcontrolistobeusedforeithertheroadwayapproachorthepathapproach,available2
sightdistanceshouldbeadequateforatraveleroneitherapproachtoslow,stop,andavoidatraveler3
ontheotherapproach.Theroadwaylegofthesighttriangleisbasedonbicyclistsabilitytoreachand4
crosstheroadwayiftheydontseeapotentiallyconflictingvehicleapproachingontheroadway,and5
havejustpassedthepointwheretheycanexecuteastopwithoutenteringtheintersection(seeExhibit6
5.15andEquation56).SeeEquation53andExhibit5.7forbicycliststoppingsightdistance.Similarto7
theroadwayapproach,thepathlegofthesighttriangleisbasedonmotoristsabilitytoreachandcross8
thejunctioniftheydontseeapotentiallyconflictingpathuserapproaching,andhavepassedthepoint9
wheretheycanexecuteastopwithoutenteringtheintersection.Thelengthalongthepathlegofeach10
approachisgivenbyEquation571.Ifthisyieldsighttrianglecannotbeprovided,amorerestrictive11
controlisrequired.12
13
14
15
16
Exhibit5.15.YieldSightTriangles17
1Equation57accountsforreducedmotorvehiclespeedsperstandardpracticeintheAASHTOPolicyon
GeometricDesignofHighwaysandStreets.(10)
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where: where:
= traveltimetoreachandcleartheroad(s)
= traveltimetoreachandcleartheroad(s)
a = lengthoflegofsighttrianglealongtheroadwayapproach(ft) a = lengthoflegofsighttrianglealongtheroadwayapproach(m)
= traveltimetoreachtheroadfromthedecisionpointforapathuserthatdoesntstop(s)
= traveltimetoreachtheroadfromthedecisionpointforapathuserthatdoesntstop(s)
w = widthoftheintersectiontobecrossed(ft)
w = widthoftheintersectiontobecrossed(m)
= typicalbicyclelength=6ft(seechapter3forotherdesignusers) = typicalbicyclelength=1.8m(seechapter3forotherdesignusers)
= designspeedofthepath(mph) = designspeedofthepath(km/h)= designspeedoftheroad(mph) = designspeedoftheroad(km/h)
S = stoppingsightdistanceforthepathusertravelingatdesignspeed(ft) S = stoppingsightdistanceforthepathusertravelingatdesignspeed(m)
USCustomary Metric
gt
at
aL
gt
at
aL
path
aag
V
Lwtt
47.1
path
aV
St
47.1
pathV
roadV
groadtVa 47.1
path
aV
St
278.0
groadtVa 278.0
pathV
roadV
path
aag
V
Lwtt
278.0
1Equation56.LengthofRoadwayLegofSightTriangle234
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where: where:
= traveltimetoreachandclearthepath
(s)
= traveltimetoreachandclearthepath
(s)
b = lengthoflegofsighttrianglealongthe
pathapproach(ft)
b = lengthoflegofsighttrianglealongthe
pathapproach(m)
= travel
time
to
reach
the
path
from
the
decisionpointforamotoristthat
doesntstop(s).Forroadapproach
gradesthatexceed3percent,value
shouldbeadjustedinaccordancewith
theAASHTOGreenBook(10)
= travel
time
to
reach
the
path
from
the
decisionpointforamotoristthat
doesntstop(s).Forroadapproach
gradesthatexceed3percent,value
shouldbeadjustedinaccordancewith
theAASHTOGreenBook(10)
= speedatwhichthemotoristwould
entertheintersectionafterdecelerating
(mph)(assumed0.60xroaddesign
speed)
= speedatwhichthemotoristwould
entertheintersectionafterdecelerating
(km/h)(assumed0.60xroaddesign
speed)
= speedatwhichbrakingbythemotorist
begins(mph)(sameasroaddesign
speed)
= speedatwhichbrakingbythemotorist
begins(km/h)(sameasroaddesign
speed)
= motoristdecelerationrate(ft/s)on
intersectionapproachwhenbrakingtoa
stopisnotinitiated
(assume5.0ft/s)
= motoristdecelerationrate(m/s)on
intersectionapproachwhenbrakingtoa
stopisnotinitiated
(assume1.5ft/s)
w = widthoftheintersectiontobecrossed
(ft)
w = widthoftheintersectiontobecrossed
(m)
= lengthofthedesignvehicle(ft) = lengthofthedesignvehicle(m)
= designspeedofthepath(mph) = designspeedofthepath(km/h)
= designspeedoftheroad(mph) = designspeedoftheroad(km/h)
USCustomary Metric
gt
at
aL
gt
at
aL
pathV
roadVpathV
roadV
road
aag
V
Lwtt
88.0
road
aag
V
Lwtt
167.0
gpathtVb 278.0
i
bea
a
VVt
47.147.1
i
bea
a
VVt
278.0278.0
gpathtVb 47.1
eV
bV
ia
eV
bV
ia
2
2
2
2
1
Equation57.
Length
of
Path
Leg
of
Sight
Triangle
2
3
Determiningsufficientstopandsignalcontrolledapproachsightdistanceissimplerthanyield4
controlled.Regardlessofwhichapproachhasstopcontrolorwhethertheintersectionissignal5
controlled,theroadwayandpathapproachestoanintersectionshouldalwaysprovideenoughstopping6
sightdistancetoobeythecontrol,andexecuteastopbeforeenteringtheintersection.7
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Departuresightdistanceforthepathshouldbebasedontheslowestuserwhowillhavethemost1
exposuretocrossingtraffic.Thisistypicallythepedestrian.However,becausepathcrossingsalso2
functionaslegalcrosswalks,akeysightdistanceconsiderationisstoppingsightdistancefortheroadway3
approachtoprovideadequatedistanceforthemotorvehicletostopifthepathuseriseitheralreadyin4
thecrosswalk,orisjustbeginningtoenterit.Ideally,departuresightdistanceprovidesstopped5
pathwayuserswithenoughsightdistanceoftheintersectingroadwaytojudgeadequategapsin6
oncomingtraffictocrosstheroadsafely.Thistypeofdeparturesightdistanceisdesirableforyieldand7
stopcontrolledpathapproaches.Undercertainconditionsitmaybenecessaryordesirabletousea8
differentdesignuser(andthereforedifferentdeparturespeed)iftheyaremoreprevalentandrepresent9
aslowervalue.10
Regardlessofintersectionsighttrianglelengths,roadwayandpathapproachestoanintersectionshould11
alwaysprovideenoughstoppingsightdistancetoavoidhazardsorpotentialconflictswithinthe12
intersection.
13
Multiway(i.e.,allway)stopsatpathroadwayintersectionsarenotrecommended.14
Atanintersectionofasharedusepathwithawalkway,aclearsighttriangleextendingatleast15ft(4.615
m)alongthewalkwayshouldbeprovided(seeExhibit5.16).Theclearsightlinewillenablepedestrians16
approachingthepathwaytoseeandreacttooncomingpathtraffictoavoidpotentialconflictsatthe17
pathwalkwayintersection.Ifasharedusepathintersectsanothersharedusepath,sighttriangles18
shouldbeprovidedsimilartoayieldconditionatapathroadwayintersection.However,bothlegsof19
thesighttriangleshouldbebasedonthestoppingsightdistanceofthepaths.UseEquation56forboth20
legsof
the
sight
triangle.
21
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1
Exhibit5.16.MinimumPathWalkwaySightTriangle2
MIDBLOCKSIGNALIZEDINTERSECTIONS3
Iftrafficandroadwaycharacteristicsmakecrossingdifficultforthepathuser,theneedforasignalor4
activewarningdevice(suchasabeacon)shouldbeconsideredbasedontrafficvolumes,speed,number5
oflanes,andavailabilityofarefuge.Guidanceontheneedforadditionalcrossingmeasuresisprovided6
inFHWAsSafetyEffectsofMarkedversusUnmarkedCrosswalksatUncontrolledLocations:FinalReport7andRecommendedGuidelines(10).Theuseofpathuservolumetodeterminetheneedforasignalized8crossingmaynotbeappropriate.Insomesituationsthepathusermaynothaveaccesstoanother9
appropriatecrossinglocation.10
MoreinformationonsignalsatpathroadwayintersectionsisprovidedinSection5.4.3.11
5.3.3.EXAMPLES OF MIDBLOCK INTERSECTION CONTROLS 12Exhibits5.17,5.18,5.19and5.20illustratevariousexamplesofmidblockcontroltreatments.Theyshow13
typicalpavementmarkingandsigncrossingtreatments.Thesediagramsareillustrativeandarenot14
intendedtoshowallsignsandmarkingsthatmaybenecessaryoradvisable,oralltypesofdesign15
treatmentsthatarepossibleattheselocations.Eachgraphicassumestheappropriateminimumsight16
distancesareprovidedfortheroadwayandthepath.17
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1Exhibit5.17.ExampleofMidblockPathRoadwayIntersectionPathisYIELDControlled2
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1Exhibit
5.18.
Example
Midblock
Path
Roadway
Intersection
Roadway
is
YIELD
Controlled
2
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1Exhibit5.19.ExampleofMidblockPathRoadwayIntersectionPathisSTOPControlled2
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1Exhibit
5.20.
Example
Midblock
Path
Roadway
Intersection
Roadway
is
STOP
Controlled
2