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landuse.code amendment.Reduced Parking Size.1980
l ,I ~-" ~ -<;0. ,> 1"""', r, No, 28~80 CASElOAD SUMMARY SHEET City of Aspen 1. DATE SUB/HTTED: 6/23/80 STAFF: Jolene Vrchota 2. APPLICANT: initiated by City Planning and Zoning COTmllission (tttrquci1L _J bhvtWUW'-) 3. REPRESENTATIVE: Jolene Vrchota Parking Code Amendment ~o.\. PI f-~ 4. PROJECT NAME: (Decrease in minimum parking space size for off-str~~t) 5. lOCATION: 6. TYPE OF APPLICATION: Rezoning P.U.D. Special Review Growth Management HPC Subdivision Exception __Exemption __70:30 _-y-esidential Bonus _Stream Margin 8040 Green line View Plane Conditional Use .X-Other Code Amendment 7. REFERRALS: A_Attorney A-Engineering Dept. _Housing \~a ter Sanitation District School District Fire Marshal _Rocky Mtn. Nat. Gas Parks _State Highway Dept. Holy Cross Electric Other Mountai n Bell __City Electric 8. REVIEW REQUIREMENTS: Public hearing before P & Z for initiation, comments on 7/??/RO C.t.- k+ ~ 2"'-'"1 (p. J-J) readi'{51:, ~ -"'7, -- ^ r"'\, 9. DISPOSITION: P & Z X Approved X Denied Date 7/Z2-/80 ~COl4<<~de;<;ed w,'d,-U, Yl'dVC-h~ .-frt5'rIA.. q-f1 4D . J], .s- ++: -Iv- 04 s;.+.e:e YOW};.;(!5 srpaCR. "- ItA., ~II ::p,,,, e... Jt" .s.-jy; cf""" . ApprovedL 1/8/80 Denied Date ~/80 I ct.1 ~ !s({? ~ttorney ~Building ~Engineering Other, I , '. , 'I ~ .1 t :l ,i , ~ 1 f ~. "t: "- ~ , ~ > N l. ~. r ~ ~ :> ~ r " g. } ~} t ~t ~ '-~. ~ . il1' ~ :\-0 ~ ~::;.. J \. ~ ~~ 1\'\ \'1-" ( ~, ~ ~ ~ \'. ~~ . \. \. ~ ~r :' 6J ~,~ '~f i _ ~ ~ ~ ~ ~8 ~ ?- ;...1 ~~ f~i \. ~ r i ~ e &> ~ ~ ~. f'" ~ >J c o ~ f f C)} r 0. " ~ ~ ~ ,.. ~ ~ [ ~ r ~ C .?-- ~ '" '" ~ ~ ~ f ~ '" l\. 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I: _ ~- ~ ~ "T'j-1;",*.~~ """..f ""1r" ,'~~r ,,,"", l ~ -1-'" I .....~,- .,.f( '" 11'- ~~....~",e<r<:, ~ ~~...- i 'I~~1 !-"I" ,J J \- , '~~.lj1'.\M.ij-;;' ~Mt~~~~~.: ~ :>.' ~~1~fl'l'ti:t,~~Z:a...J">-j;v.~ oj"" t,,r';; ,f,'~ ,;' ~ "_{' c, I . t""". ,~ . CITY OF ASPEN. MEMO FROM KAREN B. SMITH 9,~ .. ' 1f -tc ~ "&wi" ~ .. ~~ a. U4{' . wiJ~ ;",. Ii.; ---e, ~tJl ~ ~~.fJi~ ~~. /\ .$( .-Jzo --. -. , ~-'---Q.~Jj .~ ~\D1A '. - - ~. ~~ - ~ t"' ~~KROTZKI ~ assDciates T'""..S.,.,....."""...&...._",Sy._ ,...., BOX 23. WOODYCRUK,CO"_ 1303IV;/\I.'7a July 1, 19BO Ms. Jolene Vrchota City-County Planning Office City Hall Aspen, CO 81611 Dear Jolene: Enclosed are some pages from the Transportation and Traffic Engineerinq Handbook concerning curb parking. As you can see, for curb parking they recommend a design vehicle of 19' requiring a space 23 to 26 feet long, but hold out the possibility of spaces for "import size" cars. Such smaller spaces are designed for vehicles 15 feet long and the space should be 19' to allow for maneuvering into and out of the apace. A space width of 7' is recommended for both type design vehicles. It might be interesting to consider a mix of "reqular" and "import" spaces. TO do this logically one would probably have to make a population determination (go out some fine day and count the mix) and select the number of each type space based on this count. It would be hard to say if there is any advantage to this consideration until a reasonable guess were made as to the population mix. I have a gut feeling the spaces could be narrowed to 6~' or even 6', but would not make such a recommendation until I ran out a few calculations based on auto dimentions. Such a narrowing would be useful to make more room for bicycles on the city's streets. (see enclosed icle on designing for bicycles) If I can be of further help, don't hes tat to call. 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';1<;'" 0 ...... g : ~ ~.E ~ j} 'g ~ =' () o co-to ~ ::;? :3 ro g' 0 -a' n s::: -. V> = ....; VI o..::t !:>l ~ (l) 0 -. :;) 5' -. -< ::E '"0 Q.. gg=~ ~ ,-,-0;;' g (JQ ~.f)l ~ tll S e. tll.Y'::3'< t ::l " " o 3 ~ ~ !;l " " X" !;l ;; Cl o o o .. " ".> ~ '" 5i' ~ :d- o '" iO~ e. Q< ~ - o ~ 0- Ii1 ~ '" c: ~ 811 ~ ",'-' ~'" "'~ ~; !" () " o' . o. o 1\ ~.. ~~ ~"'~ " .... ~ -~ yo~ "'~ .~~ '"....J.yClO "'''' "'~ ", ;r. ;; Co o ;; " ;;' .~ , 8-1-- lVN~"d N""\ONOOOOOV.~ g ;? o ~ QI .. 8\v.l ~~\O"~~'~g n X" " ". " ~ 811.1J0'I~Ooo!j~~ c: 0- . o ?: o . E:: S' o . . '" ~ W<- "''' 0'" u.00 ~" ~~ . (, ." " , '.> '.' , a .,. ," i w ~~ -" YO'I U. 0'" "'~ z . !:- :?: .. " ,.. n . ~ 8\",115",\1 - "'~ ,,~ ~~ . :;l n ~ o ~~ "'~ I"" River Road-Santa. Clara, and Willakcnzie areas../ No surveys were taken to verify this, but riding the system has convinced me of this need. Railroad and industrial property provide a barrier for those in Bethel-Danebo. The bicycle.path running along: River Road is narrow and automobile traffic there is heavy, thereby in- creasing the danger and reducing the enjoyment 01 bicycling for those in River Road-Santa Clara. Those in Willakenzie are faced with the barrier of major freeways (1-105 and Delta Highway) and mast navigate through the parking lot at Valley River Center. These barriers must be eliminated if the Greenway Bridge is to meet its full potential. 2. Parking for bicycles should be expanded. Al- though only 20 percent of bicyclists indicated that con- venient parking was a reaSon for bicycling,. it is some- thing that can be provided. A higher percentage of bicyclists indicated that parking was a factor in the winter when the weather was bad. Covered bicycle parking would be a pleasant addition. Casual observa- tion indicates that covered areas for bicycle parking at the University of Oregon store a higher percentage of all bicycles in the winter than in the summer. Tbere are not enough covered spots. 3. Surveys should be made of randomly chosen individuals to ensure that a representative group of bicyclists and nOnbicyclists is interviewed. If this were done by mail, longer surveys could be used and more information could be gathered. Surveys on the .~ 37 bicycle paths should also "be done. A comparison of both surveys would, allow forsorne comparison and validation of the findings. " 4. This evaluation .took place shortly after the Greenway Bridge opened. An evaluation should be made in another year to measure'the long-term effects. 5. Permanent counters should be installed in future demonstration projects. The rubber hoses on the" temporary counters are vandalized, which makes accurate counts difficult. Permanent counters should also be installed at the Greenway Bridge to facilitate the long-term evaluation. 6. Signing is inadequate and should be improved. The approach to the bicycle-path system from River Road does not indicate that a bridge to Valley River exists. ACKNOWLEDGMENT David Reinhard and Diane Bishop of the city of Eugene developod the initlal survey and shared in the develop- ment of the second survey, and Diane Bishop helped to supervise the survey team. They deserve. much of the credit for this paper. Publication of this paper sponsored by Committee on Bicycling and Bicycle Facilities. On.Road Improvements for Bicyclists in Maryland :1 ., I j I Gregory,M. Jones, Baltimore County Department of Traffic Engineering,' Towson, Maryland With the decrease of highway revenues, funds are not available to con- st'rUel 8 large system of conventional bicycle routes that are separate from motor-vehicle lanes. The new transportation system management approach to transportation planning places emphasis on efficient use of the existing highway network rather than its expansion. For these rea- sons, it is now necessary to treat the bicycle as a design vehicle in the design and maintenance of highways without theoonstruction of separate facilities for bicyclists. Three types of low~cost, on.road types of improvements for bicyclists implemented. in Baltimore County, Maryland, are di~cussed: (a) wide curb lanes th.at provide additional width in the right.most lane by slightly narrowing adjacent lanes, (b) smooth shoulders that facilitate bicycle travel on existing roads, and (c) parking changes that provide more room on the street for bicyclists and increase sight distance for bicyclists and motorists. Before 1900, bicyclists were a major impetus tor im- proving both urban and rural roads, most of which did not have a hard surface. Bicycle route maps were published that showed roads suitable for bicycling. For ex..1.mple, an 1896 bicycle route map of the Washington, D.C., area Q) not only showed the roads that bicyclists could ride on but also indicated severity of grade and summits of hills by appropriate symbols. As more roads were resurfaced with brick, 'concrete, and macadam, to the benefit of bicyclists, motor vehicles became domin..1.ut and iiuproving roadways for the bene- fit of bicyclists was forgotten. Even today, with the increaseqf interest in the con- struction of bicycle facilities, adequate consideration is not being given to the bicycle as a design vehicle for the highway network. For the most part, improvements for bicyclists are strictly limited to officially marked or mapped bicycle routes or obvious hazards such as parallel-bar storm-drain grates, which trap bicycle wheels. Unfortunately, these improvements represent only a fraction of the potential improvements that can be' made for biayclists. This paper reports on three types of improvements for bicyclists and moped riders that have been imple- mented in Baltimore County, Maryland, and that can be applied economically to many types of roads in the United states. These improvements are 1.,W.Ide curb lanes that provide.additionalwidth in the right;.;.Ibost.lane where most bicycle.' travel 'occurs (this additional width is obtained by narrowing slightly, where possible, the lanes for the same direction and adding this width to the right-most curb lane); 2. Shoulder improvements that facilitate biCYCle travelouexistiug roads; and . ,3. ",I?:r?hibitingparking near inters€:,ctiolls based on bicycle design S!1et"\d to provldebettel' sight distance for bicyclists and motorists entering the intersection. ~>~, ~ .""" . .~,. '':'','"'1,!.,,~~,.~.,,:~.:~,,".''' ,~' '~'.-:' ,'-",~': ~-."o. - ". ;,e.r! ''''-~ ,~"'''''.:,,",.'' " ~ ~, '.co''''. _~",^"""",_,'~"-"":'" ...~.'f."""<~'~~".~ ",.,~.~;. ._'-',',".... :"".""'~:. .' .', _c:..c.:~7'.., ,-'~, '~'..,.',"'" ~""""" "~"(.~-'_" Wo. .~, 38 1""'\. The,re has been a continuing discussion for the-' past several years between bicyclists and transportation officials as to what type of facilities should he provided for, bicyclists. Some have favored emplutsis qn on-:road improvements without marked bikeways, whereas others have favored conventional class land class 2 bikeways. The basic argument of those, who favor conventional marked bikeways is that bikeways tend to be saier be- cause they remove bicycles from the traffic flow. Those who favor on-road improvements without marked bikeways bave argued that designated bikeways will cause bicyclists to ride with the motor-vehicle traffic flow and not on bikeways to shorten trip time and in some cases, because of faulty" design onconveil.tional bikeways, to increase safety. Regardless of how the bikeways versus on-road im- prove-ments argument is resolved, on-road improve- ments will remain very important to bicyclists. For example, even if a bikeway system similar to the excellent system in many European countries is de- veloped in the United states, bicyclists. will still need to ride on many existing roads to get to and from the bikeways. In most parts of the United States, however, the developmental eXisting roadways. occurred without consideration. of the bicycle as a mode of transportation, and this often makes bikeway development expensive or impractical. This situation makes low-cost on-road improvements for bicyclists even more important. If bicyclists are legally permitted on a highway, then it is appropriate when.ctesigning or maintaining the high- way toconside:r: physical improvements for bicycles_ just as other vehicles in the traffic mix are considered. Except for some recreational bikeways in parklands, most state and federal funding for bikeways.is derived from.highway user ~es. The largest component. of hj.ghway user taxes, the motor:"vehicle fuel tax, is unlike all othermajor types o{taxes., such as income, p~.9Pe~ty ,': sales,,~d excise~es, ,because the revenues do not automaticaUy.increase with inflation. In the past, ,the almost continuous increase in the consumption of.4iesel fuel and gasoline oft~p. increased motor-- vehicle fuel-tax revenues faster than inflation decreased the value of the revenues. In the next decade, however, the more fuel-efficient automobiles and trucks mandated by Congress and promised by the truck mannfacturers will cause consumption of motor-vehicle fuel to level off or decrease with continued inflation. Unless in- cx_~ased ~nding is .provide_d~ . whi<::h appea.rs unlikely at thi~ time, this will lower the value ,of rev~nues to the RQint where neW construction of highways will be significantly curtaHed. __On~ of the jJrin,!p.les oftransportation system_ management (TSM), which is-an important part of the t.ransportat;ion planning. process:in Ino~t.large metro,~ poli..tan areas,. is that-emphasis is placed on the ef- fi_cient management rather than the expansion of trans- p'prtatiQll facilities. .. Highways,.. public .transit, ,private ~tomobiles,._pedestrians,and bicycles should be . treated .:as elements of a single transportation system rpld:~qt ~:independent systems.- Rising ~onstructio:r:.::~ ,. <:-ps:~s.and liluited funds have made it-more important tha.t1ever,.,to use e",'"isting transpo!'tation facilities ef- (icientiy. as. an altel'native to expensive llew facilities. This applies as _luuch to bicycles and mopeds as to ~r.types' oIve-hieles. Therefore, ways must be found to improve the riding environment for bicyclists ~, moped riders on the existing highway network, ::' In this p:lper, it should be assumed, unless other- IDS~, stated} that ref.eI'cnces to bi~ycles. and bicY,cl~fit~_ ~~p:pertail1 tq utop'c:~alld_nloped ride~5:' . .(,.Jnf' ~~" '~.~;,n,)~:C': \""~'- r',;;\:: t"i:!l('.:' j,c. ::1,:,1'"'- ~~,._:(r':'-:l':::.' ~ WIDE CUllB LANES The National Advisory Committee on Uniform Traific Control Devices, comluenting on an official requestby the Baltimore County Department of Traific Engineer- ihg to approve the use of wide curb lanes on the Federal- Aid Highway system, indicated tbat the wording in the Manual on Uniform Traific Control Devices (MUTCD) permits the narrowing of normal 3.7-m (12-ft) wide traific lanes to 3.4 m (11 it) for the purpose of widen- ing the right-most curb lane for bicyclists. A wide curl;> lane is baSically a 4- to 4.6-m (13- to 15-ft) wide right-most curb lane that is obtained by re- ducing the adjacent lanes for the same direction of traific flow to 3.4-3.7 m (11-12 it). Reducing lane width to 3.4 m is permitted by standards of the American Association of state Highway and Transportation Of- ficials .(AASHTO) (2,1'.351). The wide-curb-lane treat- ment can be used on many curb-and-gutter urban arterials and coUectors on which class 1,2, or 3 bicycle routes may not be appropriate or possible. Class I bicycle routes of the sidewalk type are not usual1y desirable along urban highways tbat. have many intersecting streets and driveways because motorists exiting from the streets or driveways are looking for ~pproaching motor vehicles in the roadway and not for approaching bicyclists set back from the roadway where the sidewalk or bikeway is located. This is especially true for two-way bikeways, on which bicyclists approach the street or driveway from the opposite direction of motor-vehicle flow. In such situations it is probably more desirable for bicyclists to be riding in a wide curb lane so that "drive'rs exiting '.(rom streets and driveways wil1 readily be able to see them when searching for ap- proaching vehicles in the roadway. According to AASHTO standards @,p.22), class 2 bicycle routes usually require at least 4.6 m (15 ft) of paving in the curb lane for a 3.4-m vehicle lane and a 1.2-m (4-ft) bicycle lane. This 4.6-m requirement cannot be met on many high ways without reducing the width of the adjacent lanes to less than 3.4 m. In many instances, 4- to 4.3-m (13- to 14-it) wide curb lanes are the only improvement possii:lle for bicyclists. Even if 4.6 m is available, it may often be undesirable to stripe and sign a bicycle lane because of high traific volu:me or speeds. . A wide curb lane would, in this in- stance, be desirable for bicyclists, who would use the facility regardless of whether or not it was marked as a bicycle route. A curb lane tbat is widened and yet is still not as wide as a travel lane and a bicycle lane, or 4.6 m, can be -considered an incremental improvement for bicy- clists. However, a curb lane of 4.6 m can be considered a quantum improvement because it is the same \Vidth as a travel lane and a bicycle lane. Class I and class 2 bicycle lanes can also be consJdered quantum improve- mepts, out in many ie:~..6~s an unsigned and unIlHtPkedi. wide curb laiIe that is 4.6 mwide is preferable to a class 1 or 2 bicycle route. When a quantum improve- mep.t is not possible because of physical 'or cost limita- tions, it is logical to attempt to implement incremental improvements instead. In many instances, other than the incremental improvement of wide curb lanes (less than 4.6 m), no provisions can be made for bicyclists. The Highway Administration of the Maryland Depart- ment of Transportation is currently planning to widen two curb-and-gutter urban arterial highways in Balti- more County that have commercial strip development. Acc'ording to policy, considera.tion must be given to facilities for bicyclists. Because of right-of-way limitations, vehicle speeds of 65 km/h (40 mph), traffic \Tolumes in excess of 40 000 vehicleS/day, and many - 0 ~.1;~ ..~;:;;;.::;:;~~~ _~~~-'""II!.""", . . _ .. co ...".d ,. . ..._,.,_ ,,_w_:~.,_.....'...,...._."..".. ".,,"...~,,' ,.'.~.",~' ~~'.~~-."""'.'~'"'.._"'.'.'~: _.0 .... "~~"''f'''' '.2:: ,~,~,,,,,-,,,,.,,,'11~~~~~~~~. ;~. ~,~ ,~.. r- i commercial driveways and turning movements" it was decided that wide curb Lmes would be the most suitable improvement forbicycli:sts. Without wide curb lanes,. no suitable. improvements, could be made for bicyclists because the traffic conditions make the marking of a class 1 or 2 bicycle route undesirable. In addition. there is not enough right-of-way available for a class 1 route. ' , In Baltimore County, wide curb lanes were marked on roads posted for speeds higher than 65 km/h only when the adjacent lanes were 3.7 m (12 ft) wide or wider. It was decided not to reduce the lane width to less than 3.7 m on these higher-speed highways. On highways that did not have a center turning lane or a median to separate opposing traffic flow, it was decided not to reduce lane width to less than 3.7 m unless the posted speed limit waS 55 km/h (35 mph) or less. Wide curb lanes have been marked on many multilane arterial and collector roads in Baltimore County. For example, on York Road (MD-45), a newly constructed 18.9-m (52-ft) wide, five-lane section was marked with two 4.3-m (14-ft) wide curb lanes. The 4.3-m lanes offer enough maneuvering room for motorists to avoid bicyclists without leaving the lane. On another, almost identical, 18.9-m section of York Road, where the curb lanes are only 3.7 m wide, there is considerably less room for motorists to avoid bicyclists. Wide curb lanes have also been successfully applied on other four-, five-, and six-lane roadways and have provided similar benefit for bicyclists. Wide curb lanes can be-advantageous to motorists for the following reasons: . 1. On ma;>y urban roadways, fixed hazards are located near the edge of the curb, and motorists tend to shy away from these fixed objects. Wider curb lanes can add a 0.3-m (I-ft) or greater margin of clearance between motor vehicles and fixed objects. 2. Many high-volume urban arterials have numerous commercial driveways that do not have traffic-signal controls. Motorists exiting from these driveways fre- quently pull out into the curb lane, attempting to make a turn. This problem. can be compounded when sight obstructions such as signs, poles, and vegetation re- strict the driver's view to such an extent that the motorist is almost forced to extend the front of the vehicle into the curb lane. The additional clearance that a wider curb lane can provide enables vehicles traveling in the curb lane to more easily avoid vehicles in commercial driveways (see Figure 1). 3. In most cases, the additional width added to the curb lane is obtained by marking the other lanes 3.4 m (11 ft) instead of 3.7 m (12 ft). On roadways that have a posted speed of 65 km/h (40 mph) or less, it is dif- ficult for a motorist to perceive the 0.3-m (l-ft) narrow- ing of the lanes. However , it can be quite evident to bicyclists that there is additional space between then and motor vehicles in the curb lane (see Figure 2). 4. The additional width in a wide curb lane can allow a vehicle making a right turn into a highway to stay com- pletely within the wider curb lane. This might not be possible otherwise. This is especially true for larger vehicles that are turning where there are depressed curbs or small-radii curb returns .at side streets or driveways. The same effect occurs when vehicles are turning into a side street or a driveway from a wide curb lane. In addition, the wide curbL1lle can effec.. tively increase the radius of turns and thus increase the speed at which turns can be In..'1de, thereby reducing interruptions to through traffic in the cUl'b lane. One application of wide curb lanes is along roadways ~ - ~ 39 where many parked vehicles are encountered by bicy- clists. If a midsized or larger two-door automobile is legally parked 0.3 m (1 ft) away from the curb and an occupant. of the vehicle opens the door on the driver's side all the way, a bicyclist cannot maneuver around the opened door without leaving the 3.7-m (I2-ft) lane. A wide curb lane is needed in Uds situation to allow width for the bicyclist to pass. Figure 3 shows that the normal 3.7-m curb lane is not wide enough to allow a bicyclist to pass the open door of a 1977 midsized Chevrolet without leaVing the lane. A 4.0-m (13-ft) lane is the minimum necessary for a bicyclist to maneuver around a fully opened automobile door with... out leaving the lane: a 4.1- or 4.3-m (13.5- or 14-ft) lane is desirable tQ permit more maneuvering room. Al- though most vehicle occupants do not open the door all the way when exiting a parked vehicle, many bicyclists do not ride exactly at the far left side of the parked- vehicle lane either. The new MUTCD guidelines for grate delineation could conceivably effectively reduce a normal 3.7-m lane to 2.7 m (9 ft) by making a 0.8-m (2.5-ft) grate with a required 0.15-m (0.5-ft) wide edge stripe. A 2.7-m lane is a near minimum for motor-vehicle flow. The effective 2.7-111lane could conceivably be shared by both a bicyclist and a motor vehicle, but the situa- tion would permit little Qr no clearance between them. If, however, the wide-curb-Iane treatment were ap- pliecl, at feast an additional 0.3 m (1 ft) would b€ avail- able between the bicyclist and the motor vehicle (see Figure 4). Use and implementation' of the many kilometers of wide curb ianes in Baltimore CoUnty were observed and studied over a 3-year period. Some of the observations and conclusions made are as follows: 1. Wide curb lanes are best suited for curb-and- gutter highways. On highways that have no curbing, bicyclists wculd be removed farther from motor-vehicle traffic by providing smooth and adequate shoulders. 2. A 4.9-m (16-ft) lane is wide enough to function as two unmarked 2.4-m (8-ft) lanes by permitting two narrower vehicles to occupy the 4..g..m lane side by side. This is also true, to a lesser extent, of a 4.6-m (15-ft) curb lane, which can be used in this way if severe congestion and capacity problems exist. 3. Older multilane roads in many areas are tod narrow to permit the marking of 4- to 4.6-m (13- to 15-ft) wide curb lanes without narrOWing other lanes to less than 3.4 m (11 ft). For example, many four- lane divIded highways were constructed with two 3.7-", (12-ft) lanes and a 3.0-m (lO-ft) parking lane for each half of the roadway, which resulted in two 10.4-m (34...ft) cross sections. As traffic volumes increased, many of these roads were posted with either full..time or part-time parking restrictions and the 3.D-m parking lanes became through lanes, which increased the road- way to six lanes. These 3.D-m lanes often have to be shared by a 2.4-m (8-ft) wide truck or bus and a 0.6-m (2-ft) wide bicycle and rider. This leaves no clearance between wide vehicles and bicyclists in the same lane. It is desirable, therefore, to mark the two left-most lanes 3.4 m (ll ft) wide and mark a 3.7-m right-most curb lane. 4. The standard width for high-volume and high- speed roads is 3.7 m/lane. In many instances, applica- tion of a wide curb L'Ule requires a O.3-mreduction in L'Ule 'Width, which is below the officia.l stand..'lrd of 3.7 m. A review of preVious studies indicates, .however, that this reduction in l:u1e width should 110t adversely affect safety or capacity. The Highway Capacity Manual (i, Figures 5 and 6) as- 40 ~ / sumes a nearly linear relation between approach width and approach capacity in urban areas, where wide cux:b lanes are most applicable. Therefore, narrowing one lane and adding width to an adjacent Jane for the same Figure 1. Situation before and after wide-curb.lane treatment: approaching vehicle leaves lane and approaching vehicle stays in lane. r:~~~ . '" n ~=T;n~:~_ .. ".A'_ ..,.'....'" _._ ), ....... l L~~~ "=:.:~ ':::~. I- t ",tl ." :~" b'i.?" -," ,","_1.1."... ,. .' 4L~-:;:'b'" .. :,"r:..c".( ~l:;. tC..:~ ",,"-1-., ~,,~ ,~, ,.;,~;,;:,",~ &\. '''''''''-,,..,''I!::,,,,,,,...,''"i:1.:.-- ':'\0 . _~: P:~~ ,. ~~~ ~ . ....." r -1 ,i..f "'....~ Figure 2. Clearance for bicyclists before and after wide-curb-Iane treatment. r.... 'c" .. '';'" -, -,- '" ..j ~.. ,...,.... ,. './ .- ~. r , ---..:... ...... , , ".;:'~~ ! .' }i ~..;. 1f22~ COPY . ~..".;1 ~:<"':<\,-" 'I;:~.-, [Il. ,~,~ : ~ -'lJ.,..,.....~. :it",\:..;:"."::>.J Vi', ,.:./::;.i. _" .,",;~, ..~>,~...""."'~ \". &, ;~.._,. , ..-.~"-_.,,, "'~I'';''':,G:'::<~ '... . IH. . '1':",',jA!ft U w--""""" .. ;,;-,;e "0 " \ \ . , lei ~ JliP '" H 'J X\ l._. ~...::.~~ ~'M'~"'-II<<_';"'" ~,.,."".,~.... --.-. 1""'\. direction of flow should not affect the capacity of the approaeh. Other methods of calculating capacity take lane width into account, however,and would indicate sUghtly reduced capacity with 3.4-m(11-ft) lanes. But from a practical standpoint, the reduction is more than offset by the fact that the wide curb lanes effectively increase the radii of turns made by right-turning ve.. hicles and thus enable drivers to negotiate turns with less delay and at a greater speed. studies conducted on accident rates versus lane widths tend to indicate either that accident rates are not related to lane width or that they decrease as lane width increases to 3.4-3.7 m (11-12 it). For example, a study conducted by Dart and Mann on rural two-lane Louisiana roads (~p: 9) concluded from a multiple linear regres- sion of many geometric variables that the accide,nt rate . decreased significantly as lane width increased from 2.7 to 3.4 m (9-11 ft) but that the accident rate was sUghtly higher for 3.7-m (12-ft) thanfor 3.4-m lanes. Another study conducted by Gupta @) indicated that, on' two-lane urban streets with maximum average daily traific of 12 000, lane width was unrelated to accident rate. A study by Mulinazzi@) of 100 urban arterial high- way sections in Indiana, which used multiple linear regression on many independent variables, showed that street width was aiso unrelated to the accident rate. The results of these studies indicate that the narrow- ing of rOadway lanes fro", 3.7 to 3.4 m would not adversely affect saiety. It is not yet known, however, Figure 3; Examples of passing width for bicyclists when parking is permitted. ~~~"{~?:rlt~j~". 1~ ;;;,.". ..,.~.";...~ ")[;/.;".,, '" ;.> lI',~.."..,..0.} '~),::'~~, ." 4 ,~ 3.65 m ,;::; ~i I ;;:;';..,' ;:-- I" 4.1 m b:: ~.~ It:J . J rL~" :=-:,~ _ ~~ ,-~_."~, '.; ~",:,,:., -'<t.."'J.:~:):jt '1iPJ~ 3.B m 'ri'~\\)!;;'l~-c {~~!.I;!! 4.25 m .' . 'IV ,t., J., iil l ~~,,:':~, ~":'~~,t 3.95 m ~\,J!~rj;~, . .;_~~ 4.4 m If: . ,,,,,,.?PJ t.~";;;:",, ' Notlt: 1 m .. 3.28 ft. Figure 4. Situation in which a wide curb lane can help bicyclists: avoiding a grate and an overtaking. vehicle. .-'" ....'l .....1" ,'~ _ <}i ~~~~ :\" \ , " . .../ ....,,_~vv/..-:;;.# -.-..f"" i\ ).':c,.,.'~ ~,..' ." ~""-':'-."->-:~ /~~;;:':':,~ '::~ " .1 .~ . ~t:~~~~:':"':;'\:~2i~1 f!;;";':":,,,-:{.~'..:.2~~ _~i~ <. --; ~ ! Figure 5. Shoulder before and after smooth-surface treatment. ~ '...............'-:""'~"'1 ",~" ~/ , I , -l ~ ~ A nU , 1~ t' ,<:) ..~ .1, '; I '.". ;: i<. .ij II 't \~ whether wide curb lanes would increase safety for bicyclists. The wide curb lanes implemented in Baltimore County have not been in use long enough to permit a study of accident rates. Wide curb lanes could be expected to reduce rear-end accidents between motor vehicles and bicycles as well as other types of accidents, but this is currently only conjecture. 5. The best time to mark wide curb lanes on the roadway surface is just after, new bituminous concrete is placed and before conventi,onallane-line configurations are marked. Thi" is especially true when longer-life thermoplastic or tape lane markings will be used. Con- ventional paint with reflectorized beads has a con.. siderably shorter service-life, and it was fOWld in this study that the old lane lines were sufficiently faded after 1-1.5 years that the laterally shifted lane lines resulting from the wide-curb-lane treatment could be ':J.pplied. It waS necessary, however, to repaint the new lines shortly after the first painting to ensure that the new lines would be more prominent than the older, faded lines. This is especially true on highly skid-resistant porous bituminous concrete resurfacing because more of the paint is absorbed into the pavement. The length of the new white skip lines could be increased to the same length as the old 4.6-m (15-ft) white sl<ip lines until the 'old lines are sufficiently faded. In most instances, the older lane lines were separated from the new lines by 0.3-0.6 m (1-2 ft). Because the tires of vehicles in the traffic stream were almost directly over the older lane lines, these lines were often almost completely faded one year after the wide- curb-lane treatment was applied. For this reason, grinding, sandblasting, or placing black paint over the older faded lines is probably not necessary. 6. The concept of wide curb lanes is not so well... suited for concrete pavements because the lane widths are predetermined by the dimensions .of the concrete slabs. For wet-pavement conditions at night, the lane lines should coincide with the construction joint in the concrete as much as possible because the construction joint can be more visible to the driver than the lane markings. It is desirable, however, to mark lane lines on concrete surfaces to the left rather than the right of the construction joint, as is now done on concrete sur- faces on Maryland highways. . The original reason .for this change was to increase the effective lane width on the right for larger vehicles,. which are more likely to be in the right and slower-moving lanes. COWltermeasures for reducing different classes of accidents between bicycles and motor vehicles were listed in a recent study by Cross and Fisher (1). This study suggested that pavement-marking schemes to encourage drivers to drive farther to the . left could decrease accidents in which the bicyclist suddenly swerves into amatoI' vehicle. Wide curb lanes could ~ .41 serve to reduce accidents of this type by enabling drivers to drive farther to the left and thus increasing the lateral distance between motor vehicles and bicy- clists. Cross and Fisher (1) list bicycle lanes as a possible countermeasure to reduce accidents that involve a motor vehicle overtaking a bicyclist but conclude that it is difficult to justify bicycle lanes from a cost stand- point. Wide curb lanes could serve to reduce overtaking accidents by increasing the lateral separation distance and at less cost. The cost is lower for wide curb lanes because the only thing involved on existing facilities is repainting of motor-vehicle lane lines. On new facili- ties, a meter or two of additional paving may have to be added, but the cost should still be less than that for bicycle lanes because there are no maintenance' costs such as those for special biCYCle-lane signing and marking. It is pOSSible that wide curb lanes could serve to reduce other classes of accidents between bicycles and motor vehicles. Further study is needed, however, to determine how effective wide. curb lanes may be in reducing all types of accidents between bicycles and motor vehicles. . SHOULDER IMPROVEMENTS On rqadways 'Without curbs, smooth shoulders:are a definite benefit to bicyclists because they enable bicy- clists to ride to the right, away from the motor-vehicle lanes (see Figure 5). For this reason, the bicycle should be c.onsidered as a design. vehicle when plans are made to construct or resurface a shoulder. The design and construction of shoulders for bicyclists should not result in unfavorable benefit/cost ratios because shoulders, by decreasing the accident rate, also provide benefits to motorists @). Most bicyclists are reluctant to ride on rough bitu- minous concrete shoulders' because the ride is uncom... fortable and it requires more effort to pedal. One common type of rough shoulder surface that is unaccep- table to most bicyclists is the double-surface-treated shoulder, which is formed by placing approximately 0.6 cm (0.25 in) of aggregate on top of a bituminous concrete base course with liquid asphalt, which partially cements the loose aggregate to the base. One advantage of this type of shoulder surface treatment is that the rough surface provides a visual and audible warning to motorists who stray onto the shoulder. A disadvantage is that bicyclists will usually choose to ride on the roadway surface, especially when they do not perceive a vehicle approaching from behind. The Maryland Highway Administration has success- fully applied slurry-seal treatment to bikeways on Maryland's Eastern Shore; these surfaces were in excellent condition after the 1976-1977 winter, one of the most severe winters in years. The advantage of slurry-seal treatment is that it is smooth enough for a comfortable bicycle ride yet rough enough to give an audible warning to motorists who stray from the road- way. Unfortunately, the sound and vibration in the motor vehicle are not as pronounced as those caused by the rougher double-surface treatment, but this is an engineering trade-off. Slurry seal is a liqUid asphalt emulsion with approxi- mately 0.15 cm (0.06 in) aggregate that is applied on the shoulder. On the bicycle routes on the Eastern Shore, a 0;5-cm (0.2-in) layer of slurry seal was applied over a double-surface-treated shoulder. The resulting sur- face was more suitable for bicycle riding. th.1J1 the rougher double-surface-treated shoulder and yet pro-. vided both an audible and .visual warning to motorists ^ 42 .I because the slurry is much darker and slightly rougher than. most pavements. Some bicyclists, however, do ride on.the smoother roadway surface r<1ther than on the rougher slurry-seal surface. The slurry-seal treatment is applied as a liquid, does not require rolling with heavy equipment, and is much thilUlcr than most overlays, which lowers applica- tion costs. The texture of the final surface can be con- trolled by dragging burlap over the slurry seal before it has hardened. The dragging operation cauSes longi- tudinal striations to form on the, surface; these stria- tions produce an audible warning for motorists and a slightly rougher ride for bicyclists than the smoother roadway surface. A smoother surface can be produced by rolling the slurry-seal surface with heavy equipment, but this is not a necessary step in the application. Another common type of shoulder surface treatment is continuing the roadway surface onto the shoulder. This, treatment has been well received by bicyclists in Maryland. It has the disadvantage of not providing a visual or audible warning to motorists. But, since this has not precluded its use on freeways, where bicyclists are not permitted, it should have applications on other highways where bicyclists are permitted. It is possible to pave shoulders with a bituminous concrete that is a different color than the roadway sur- face to provide a visq.al warning. 'However, in order to provide an audible warning, the shoulder usually has to have a rougher texture than the roadway surface. It is important to realize that any substantial increase in roughness will decrease the probability that a bicyclist will ride on the shoulder. This is true even if use of the shoulder is required of bicyclists under motor- vehicle law. For this reason, the shoulder surface should be substantially as smooth as the roadway surface if bicyclists are to be encouraged not to ride in the roadway. One possible compromise suitable only for shoulders approxtmately 2.4 m (8 ft) wide or wider is to provide a smooth surface on the left for the first 1.2-1.5 m (4-5 ft) of the shoulder for bicycle riding. Then, on the rest of the shoulder to the right, an audible warning can be provided by using a rough surface for motorists who stray off the roadway. Ona wide shoulder, most bicyclists will choose to ride on the left portion of the shoulder near the road- way anyway. This occurs for many reasons, the most important being that the air currents generated by passing motor vehicles tend to sweep the left side of the shoulder free of debris such as st()nes, sand, soil, leaves, sticks, and trash. Much of the debris is swept from the left side to the right side of the shoulder, and this makes bicycle riding even more difficult or haz- ardous on the right. Other conditions can cause the right side of the shoulder to be unsuitable for bicycle riding. These in- clude a greater tendency for the right portion of the shoulder to deteriorate and break up, which can cause drainage problems with standing water or ice. Snow piles from plowing operations block the right side of - the shoulder more frequently than the left. The right portion of the shoulder is often blocked by parked ve- hicles or by vegetation growing up through or hanging down onto the pavement. The bicyclist who rides near the left edge of the shoulder is more visible to motorists who are eXiting from side streets or driveways and a~so to drivers on the main highway who are turning left or right across the bicyclist's path. The extstence of at least a narrow strip of shoulder is an important factor for bicyclists because of their tendency to use the pOl'tion of the shoulder near the ^ roactway.edge. The AASHTO recommended. minimum class 2 shoulder width is 1.1 m (3.5 ft) @). Although ~his is certainly desirable, it is often not practical or economically feasible. It should be realized that any smooth surface shoulder is a definite benefit to bicy- clists, even if the AASHTO minimum cannot be met, as a study of the lateral placement of bicyclists and motor vehicles (described later in this paper) has shown. Additional smooth-shoulder width on a narrow roadway enab.les bicyclists to ride away from the flow of motor- vehicle. traffic, which reduces the risk of a rear-end accident and unacceptable wind forces from passing vehicles. There are many conditions that preclude placement of continuous l.l-m (3.5-ft) or wider shoulders. Some of these restrictions arelirnited tight-of-way or slope easements, existing drainage ditches or structures, vegetation, poles, fire hydrants, slopes, or retaining walls. When roadways or shoulders are resurfaced or repaired, these adverse field conditions should not cause shoulder widening for the benefit of bicyclists to be 'dropped from consideration solely because the AASHTO.minimum cannot be met. .If the minimum cannot be met, the widened shoulders should not be signed as a class 2 route. Highways improved for bicyclists do not have to be signed as b~cycle routes because the bicycle should be treated as a design ve- hicle in highway design and maintenance. The study by Cross and Fisher (7) lists overtaking accidents on two-lane rural highways as a major cause of fatal accidents involving bicycles and motor vehicles. Smooth shoulders could be eXpectea to reduce overtaking accidents by enabling hicyclists to ride out of the road- way. The fact that shoulders also reduce accidents for motor vehicles should help to justify shoulders from a cost standpoint. This, however, needs further study. PARKING CHANGES Parking on urban streets takes up space on the roadway that can be used by bicyclists. On-street parking is often necessary, but it can be controlled for the benefit of bicyclists by restricting. the areas in which parking is allowed. A 32-city study made in 1965 @) indicated that the parking-related accident rate decreases as street width increases and as parking is prohibited. For the benefit of bicyclists, parking was prohibited on many roadway sections in Baltimore Cmmty that were not marked as bikeways. It was realized, . however, that this is not possible in many locations, especially in front of single-family homes. Where parking could not be prohibited entirely, it was felt that prohibiting park- ing at intersections would improve the sight distance for both bicyclists and motor vehicles. Most residents who were prohibited from parking in front of their homes were able to accept these prohibitions because they lived on corner lots and could park around the corner. There was little need to prohibit parking along the entire frontage of both sides of a corner lot because only one side of a corner is oil an approach to an intersection and there is more value in increasing the sight distance for the near side of an intersection than for the far side. In addition, Ipost of the corner lots involved a collector street that intersected a minor street, and it was felt that there 'was less need to remove parking from the minor street. Equations were developed to help in determining how far ba.ck f1'om an intersection parking should be pro- hibited for both near-side and far-side situations (see Figure 6); PD" = SD" ((2.4 m + DE)f(DE + eL)1 - FD (I) r-, / Figure 6. Determining how far back from intersections parking should be prohibited to increase sight distance (Equations 1 and 2). PROHIBITED PARt<JflJ6 DISTANCE EQV^TIO~ SIDE STREE.T BDr :~S,;1. t NO = ;;~NS lBD . F$ :' NS I I ,3m.!: DE ~ -" I I " "'-- DRIVERt uNE of sr'-HT MAIN S.TREET PARkED VAN 3f(I 2.;'1m PARKE.D Figure 7. $jtuation before and after parking W~ prohibited farther back from intersection: limited sight distance and increased sight distance. J.- ..""'".....~" ('-~. ~..~ ~jt~,... , ;;:,::;:'; ..'~~, nJ,-~ I <,--:<f::';~"- ~;,_ \.-. -" ~ 1 PONS = SONS [(2.4 m + DE)/(3,O m + DE)] . NO where PDFS = far-side prohibited parking distance, P!>"s = near-side prohibited parking distance, SDFS = far-side bicycle-design-speed stopping dis- tance, SONS = near-side bicycle-design-speedstopping distance DE -= driver's eye dist..1.nce from curb, CL = centerline distance to curb, FD = far-side distance, ND = near-side distance, and BD = behind-vehicle distance. 1""\ 43 To dete rmlne bow much of the view would be obstructed by a parked vehicle, a worst case was assumed: a van-which obstructs vision more than an automobile or a small truck-parked so that the left edge of the van Is 2.4 m (8 ft) from the curb. It was also assumed for the worst probable case tbat a'blcyclist would be sep- arated from the van by 0.3 m (1 ft) of clearance. The design bicycle and rider are 0.6 m (2 ft) wide so tbat the center, or eyes, of the bicyclist would be 0.6 m from the van and 3 m (10 ft) from the curb. The prohibited parking distance from the intersection is then a function of stopping $Ight distance, which Is based on AASHTO criteria for bicycle-design-speed sight distance. Corrections would have to be made if there were a curve in the main-street section of roadway, if the cross street did not enter the main street at a right angle, or if an obstruction existed in the line of sight betw~en the bicyclist's eye and the driver's eye. If wrong-way bicycle riding is a problem, it might be advisable to Prohibit parking on the far side of the in- tere'9ction as much as on the near side. The study by Cross and Fisher IJ) lists parallel parking as a contributing cause of accidents when a bicyclist rides out of a driveway Into the path of a motor vebicle. Total removal of parking is usually not possible, but selective removal of parking at high- bicycle-volume driveways and public streets could serve to reduce accidents when motorists and bicyclists pull out In front of each other. The degree to which accidents could be reduced by selective removal of parking requires more study. Angle parking, which Is more bazardous than parallel parking, was removed from two streets.in Baltimore County @,Ch. 10, p.l0). The added width avallable for bicyclists was used as a warrant to remove angle park- ing (see ~'Igure 7). The vision of a driver exiting from an angle parking space Is obscured, and the view of a bicyclist can be obscured completely. Cross and Fisher (1) list the removal of parallel parking In favor of angle parking as a way of reducing accidents that involve a bicyclist riding out of a driveway into the path of a motqr vehicle. It Is possible tbat any reduction In this class of accidents woulci' be more than offset by an increase in accidents that involve motorists backing out of angle spaces Into bicyclists. This, however, should be studied further. LATERAL PLACEMENT OF MOTOR VEHICLES IN RELATION TO BICYCLISTS (2) To determine the lateral placement of motor vehicles when they pass bicyclists, photographs were taken of a single bicyclist riding with traffic as motor vehicles passed him (because of the time tbat would bave been required t6, pbotograph a statistically valid number of unwitting bicyclists, and since I am myself anexperi... enced bicyclist, I was the bicyclist photographed). This experiment was conducted in a curb .lane nom- inally 3.7 m (12.25 ft) wide, In a curb lane nominally 4.3 m (14.25 ft) wide, and on a shoulder nomlnal1y 0.8-1.1 m (2.5-3.5 ft) wide. The lateral placement of motor vehicles without the presence of a bicyclist was also photograpbed for the control part of the experiment. The location of the bicycle on the road surface was approximately the same in all instances because cbalk marks were placed on the pavement at closely spaced intervals. The cbalk nmrks were placed approxinlately 0.7 m (2.25 ft) from the curb bccausc the storm-drain grates on the roadway were nomlnal1y 0.6 m (2 ft) wide. The two 'curb-and-gutter study sections used (the same ones descriped previously ill the discussion of ~'";";""''''''''-'-''''''''>'~'''C'''''''''":'")' .....~ .-.......""r_~~I~~''''''..:~_'.-lP' ~r".... -.~':.",:Ji,.." ~ ,-,"':_"~_"'~ .~...,~ ..."", ,," .~,~c....""",.-"., ~" ''-' :.,,,",,,.,,," ~ ~ """,~ .". ''''''<l~.''!'.....,." ,~-~. ",...,.,..".-,..", '~"''-~'''' "'__"'"""~'R'l;J. .~.' "$ :~ ~ 44 i the advantages of wide curb lanes) were on York Road (MD-45), a five-lane urban arterial in Timonium, Maryland. . Both sections are almost identical geo- . metrically except that one section opposite the Maryland state Fair Grounds is marked with 4.3-m (14.25-it) curb lanes and the other section, approximately 1.6 km (1 mile) to the south, is marked with 3.7-m (12.25-ft) curb lanes. These locations provided a unique opportunity to study the operating characteristics of the two dif- ferent lane widths without the influence of other factors. To reduce the influence of turning movements caused by almost continuous commercial strip development, the study sections were selected to have the fewest commercial driveways, and the morning peak hours of 7:15-9:15 a.m. were used. A,s the shadow cast by the bicyclist became even with the shadow cast by the passing vehicle, an inconspicuous photographer took a picture using a 300-Il1m telephoto lens and camera on a tripod. The photographs used for the data reduction were black-aod-white negatives or color slides, . which were projected onto a screen. Mea- surements were taken from the 'photographs of license plates, lane width, and bicycle height and were com- pared with field measurements. From accuracy calculations and sample. variance, it was determined that sample sizes of about 30 were needed to obtain a 95 percent confidence limit. A sample size of at least 40 was obtained for all six experimental conditions, however. The findings were as follows: 1. The average lateral clearance between the bicy- clist and motor vehicles was 1.5 m (5.0 it) in the 3.7-m (12.25-it) lane and 1.61 m (5.3 ft) in the 4.3-m (14.25-it) lane, which is not a statistically significant difference. The variance of the data for the 3.7-m lane was 0.54 m (1.79 it) compared with a variance of 0.44 m (1.47 it) for the 4.3-m lane. The higher variance is explained by the tendency of motorists in the narrower lane to either travel closer to the bicyclist in the lane or to avoid the bicyclist completely by crossing far over into the adjacent lane. Both of these tendencies are undesirable for bicyclists because thecloser..moving vehicles in- crease the risk of a collision and vehicles that are partially in the adjacent lane cause conflicts and inter- ruptions in the traffic flow. 2. When no bicycle was present, the mean motor- vehicle placement was 1.25 m (4.1 it) from the face of the curb in the narrower lane and 1.61 m (5.3 it) in the wider lane. The dillerence in the means was 0.36 m (1.2 it), which is approximately equal to 0.3 m (1 it), the difference between the centerline locations of the two lanes. The increased displacement from the curb in the 4.3-m lane could benefit bicyclists because, presumably, the greatest danger posed to bicyclists by overtaking vehicles is the motorist who is unable to see or avoid them. The. increased vehic.le distance from the curb should therefore be a benefit to bicy- clists. A study of lateral placement was also conducted on Wilkens Avenue (MD-372), a two-way, two.lane road that is nominally 6.4 m (21 it) wide and has shoulders that vary in width from 0.8 to 1.1 m (2.5-3.5 it). The data indicated that the mean lateral clearance of ve- hicles from the edge line was 0.53 m (1. 7 it) when no bicyclist was present and 1.34 m (4.4 it) when a bicy- clist was present. The bicyclist maintained approxi- mately the same position off the edge line-0.6 m (2 ft)-even though tile shoulder width varied. ;i{';~r: :'~<;:!.'% .,t;~~,<:<;.,c .'.'"", .~ The results indicated that, even though the shoulder width was substandard for a class 2 bikeway, accept- able lateral clearances could be maintained between the bicyclist and the motor vehicle. When the bicyclist was not present, none of the vehicles observed en- croached on space over the shoulder that the bicyclist would have occupied. CONCLUSIONS 1. On-road improvements should be implemented for bicyclists where no alternate bikeways exist, and roads improved 'for bicyclists do not need to be marked as bicycle. routes. 2. The bicycle should be considered as a design vehicle in highway desi.gn and maintenance. 3. By providing additional space between bicyclists and motor vehicles, wide curb lanes can be a benefit to bicyclists on many urban arterials and collectors when other bikeway facilities are not available. 4. Wide curb lanes can be marked on many lower- speed curb-and-gutter arterials without adversely af- fecting motor-vehicle safety or capacity. 5. Smooth-shoulder improvements can be a benefit to bicyclists even if minimum standards for a class 2 bikeway are not met. 6. Smooth shoulders should be considered on roads that are used by bicyclists. 7. Parking changes can benefit bicyclists by proc viding more usable space on streets. Parking restric- tions at intersections can increase sight distance for both bicyclists and motorists. . 8. Additional research is needed to determine the extent to which. wide curb lanes, shoulder improvements, and parking changes may be able to reduce accidents between bicycles and motor vehicles. REFERENCES 1. S. P. Jolmson. Bicycle Route Map, 1896. Maryland-National Capital Park and Planning Com- mission, Laurel, :MD, May 1975. 2. A Policy on Design of Urban Highways and Arterial streets. AASHTO, Washington, DC, 1973. 3. Guide for Bicycle Routes. AASHTO, Washington, DC, 1974. 4. Highway Capacity Manual. HRB, Special Rept. 87, 1965. 5. O. K. Dart, Jr., and L. Mann, Jr. Relationship of Ruralllighway Geometry to Accident Rates in Louisiana. HRB, Record 312, 1970, pp. 1-16. 6. Cost and Effectiveness of Highway Design Elements: Phase 1. NCHRP, Rept. 3-25, March 1976, pp. 69-70. . 7. K. D. Cross and G. Fisher. A study of Bicycle/ Motor Vehicle Accidents. National Highway Traffic Safety Administration, U.S. Department of Trans- portation, Rept. DOT-HS-4-00982, Sept. 1977. 8. R. C. Gupta and R. Jain. Effect of Certain Geo- metric Design Characteristics on Accident Rates for Tw'o-Lane, Two-Way Roads in Connecticut. Civil Engineering Department, Univ. of Connecticut, storrs, Aug. 1973. 9. One-Way streets and Parking.. Highway Users Federation for Safety and Mobility Washington DC, 1971. ' . , Publication of this paper sponsored by Committee on Bicycling and Bicycle Facilities. ~. r-, r-, MEMORANDUM TO: Aspen Ci ty Council FROM: Jolene Vrchota, Planning Office RE: Code Amendment -- Off-Street Parking Space Size Reduction (Ordinance #45) DATE: September 2, 1980 APPROVED AS TO FORM: Background On August 11, 1980, C ty Council pas e on first reading a size reduction for off-street parking sp c s from nine et wide to 8.5 feet wide. Ordinance #45, Series of 1980, is be re you on September 8, 1980, for second reading. As it currently reads, the same size requirement would apply to all zone dis- tricts in the City. The Planning and Zoning Commission and City Council both expressed concern that the extra space allowed a building would be used for additional building area rather than for site improvements (open space in particular) in those zones with FAR's and with specific parking requirements. This includes O-Office, S/C/I, NC, L-l, and L-2 zones in which reduced parking space area could be translated to larger building size. The CC, C-l and C-L zones have no requirement, and all residential, A, C, P, and Public zones establish required numbers by review (i.e., change in size would not ~ se affect number of spaces or building area). City Counci.l requested that Ordinance #45 be further revised to take into account these differences. The following language is suggested (underlined portions are revised): 24-4.2(a) Each off-street parking space in the Residential zones, A, C, P, Pub, CC, C-1 and C-L zones shall consist of open area measuring eight and one-half (8-1;,) feet wide by eighteen (18) feet long and seven (7) feet high. In the 0, SIC I, NC, L-1 and L-2 zones, each off-street arkin space shall consist of an 0 en area measurin nine 9 feet wide b el teen 18 eet on an seven feet i ,which nine 9 foot Wl t may be reduced to eight and one-half 8-1;, feet by special review given that the additional space not used for parking shall be used exclusively foropen space and landscaping purpol>es. Each parking space shall have a public and unobstructed area for access to a street or alley. Off-street parking spaces must be paved with all-weather sur- facing or be covered with gravel and be maintained in a useable condition at all times. A lternati ves City Council can: 1. Adopt Ordinance 45 as is, or 2. AdoptcOrdinance 45 as is with instructions to P & Z to adopt language limiting applicable zones as above, or 3. Recommend that the language above be sent back to P & Z for considera- tion. Recommendation Based on City Council"s comments, the 'first alternative seems to be inadequate for meeting the intended goal of keeping decreased parking area in open space rather than transfering it to increased bui'lding area. --- f"""'\ Memo: Off-Street Parking Code Amendment September 2, 1980 Page Two ~. The second alternative would lead to a piecemeal code amendment with no time savings over the third alternative since the amendment would be recycled through the complete ordinance adoption process. The Planning Office recommends the third alternative so that one coherent amendment is made at one time. Counci.l Action If the third alternative is cfiosen, the following motion is suggested: I move that Ordinance No. 45, Series of 1980, be referred to the Planning and Zoning Commission for reconsl'deration to limit the reduc- tion of width of off-street parking spaces from nine to eight and one-half feet to~esidenti~l. A, C, P, Pub, CC, C-1, and C-L zone distdcts, and to aJ1ew such reductions in 0, S/C/l, NC, L-l and L-2 zone districts only 5y speci'al revl'ew. c.-;, CD\JlA-c:./ o........:+- CJ-jlfl'tJll,,"cf re vi.>ed a.~J~ ( 'I "1,1 <;;fee-;4- rev{"w CjI8f~c> ,-, .~ MEMORANDUM TO: Aspen City Council FROM: Jolene Vrchota, Planning Office RE: Code Amendment ~~ Off-Street Parking Space Size Reduction DATE: August 6, 1980 The Aspen Municipal Code (Section 24-4.2(c)) presently requires a minimum off- street parking space size of nine feet wide and eighteen feet long. Several members of the public requested that this width requirement be reduced to eight feet six inches (8.5 feet). Based on the arguments presented in the attached Engineering Office memorandum, the Planning and Zoning Commission initiated such a code change and held a public hearing on July 22, 1980. P & Z recommended approval. It is before you in ordinance form for first reading today. To briefly summarize the reasons for this change: 1) The overall size of cars has reduced since the nine foot requirement was initiated, 2) an 8.5 foot space will accommodate even the large cars - of 180 cars surveyed, only three were seven feet wi de, and 3) 1 ess lot area wi 11 be covered with pave~ ment to improve site design. The Engineering Department surveyed 180 cars in the downtown area. Only three were seven feet wide and none were wider. The reduction from nine feet to 8.5 feet would allow one extra space for every 17 spaces. The Planning and Zoning Commission recommended approval but expressed one concern, One member questioned the effect of parking space size reduction on increasing available FAR in the commercial and office areas, which are the greatest traffic generators. CC, C-l, and CL zones have no off-street parking requirements, The Planning Office took a careful look at the O-Office zone by running calculations for two and three lot parcels. (The majority of parcels in this zone are two or three lots.) The following two case studies are based on the assumptions that the parcel is fairly typical of those zoned O-Office, with alley access. (Owners can provided underground parking, but generally do not.) 2 Ci ty Lots (0) 3 City Lots Parcel si.ze 6,000 sq.ft. 9,000 sq.ft. FAR (without bonus) .75:1 .75:1 Gross buildable area 4,500 sq.ft. 6,750 sq.ft. Parking required for full development 13.5 spaces 20.25 spaces Lot width 60 feet 90 feet Number of spaces possible if 9 feet wide 6 spaces 10 spaces Building area allowed with 9-foot wide spaces 2,000 sq.ft. 3,333 sq.ft. Number of spaces possible if 8,5 feet wide 7 spaces 10 spaces Building area allowed with 8.5~foot wide spaces 2,333 sq.ft 3,333 sq.ft. Percent increase in building size with parking space 0% reduction 17% Parking requirement 3 spaces/1000 sq.ft. 3 spaces/lOOO sq.ft. As can be seen, a 17% (300 sq. ft.) increase in building size could potentially result on two-lot parcels, with no increase on three-lot parcels, The Planning Office would point out that the reduction of parking requirements from 3 spaces per 1,000 sq.ft. to 1.5 spaces per 1,000 sq. ft. poses a much greater threat. Memo: Parking space~lze reduction August 6, 1980 pg. Tl'lo ..--. Through Special Review, the City has been very liberal in allowing such reducti ons. A more effective alternative for contro 11 i ng bui 1 di ng si ze in the O-Office than keeping a 9-foot space width would be developing more stringent guidelines for reviewing reduction in number. The other zones potentially impacted by increased FAR are S/C/I and NC. Very little area in Aspen is ron~ SIC/I. The largest parcel (Trueman Center) 1S a Specially Planned Area where parking requirements could be revised. There are four square blocks of NC areas. The possible increase from 6 to 7 parking spaces on a two-lot parcel zoned NC would allow a building increase of approx- imately 15 percent. As in the O-Office zone, there would be no building area increase on a three-lot parcel zones NC. Briefly, the Planning Office recommends the reduction in width of parking spaces from 9 feet to 8.5 feet for the reasons outlined in the Engineering Department's memorandum. .~. ~ M E M OR A N DUM TO: Ron Stock Wayne Chapman Sunny Vann FROM: Jolene Vrchota RE: Code Amendment -- Off-Street Parking DATE: August 28, 1980 City Council requested a reV1Slon to the parking space size requirement amendment such that there was assurance that any additional space not used for parking would remain open. Find attached, for your immediate comment, a proposed change. It is substantial so I assume that it should go back to P&Z for their acti.on.. Ron, if you can suggest a way to amend it without having to send it all back, please do. My suggested language reflects the requested change, but revisions are welcome. Please have comments to me on Friday or at least by Tuesday so it can go into the City Council packe~. THANKS. - - M E M 0 RAN DUM TO: Aspen City Council FROM:, Jolene Vrchota. Planning Office On .August 11. 1980. Ci ty Council passed for off-street parkin9 spaces from nine Ordinance No. 45(1980) is before you on reading. As it currently reads. the same size requirement would apply to all zone districts in the City. The Planning and Zoning Commission and City Council both expressed concern that the extra space allowed a building would be used for additional building area rather than site improvements (open space in particular) in the commercial zones. Therefore. City Council requested that the amendment be further revised. on first reading a size reduction feet wide to 8.5 feet wide. September 8. 1980. for second The following language is suggested (underlined portions are revised): 24-4.2(a) Each off-street parking space in the R-6. R-15. R-15A. R~30. R-40. R MF R/MHP.and RR zones shall consist of an open area measuring eight and one-half 8-1/2) feet wide by eighteen (18) feet long and seven (7) feet high. In all other zone districts. each off-street arkin s ace shall consist of an oen area measurin nine 9 feet wide b ei.hteen 18 feet mon and seven2 7 feet hi h which nine 9 .f60t width.mabe reduced to ei ht and one-half 8-1/2 feet b s ad al review lJ on demonstrating that the additional space not used for parking shall be used exclusively for6pen space and landscaping purposes. . Each parki ng space sha 11 have a pub 1 i c and unobstructed area for access to a street or alley. Off-street parking spaces must be paved with all-weather surfacing or be covered with gravel. and be maintained in a useable condition at all times. - ~ ~. RECORD OF PROCEEDINGS 100 Leaves FORIolIO C.F.HOft.I€EL B. B. It t. CO. ORDINANCE (Series NO. 1S- of 1980) AN ORDINANCE AMENDING SECTION 24-4.2(a) OF THE ASPEN MUNICIPAL CODE REDUCING THE REQUIRED WIDTH OF OFF-STREET PARKING SPACE FROM NINE (9) FEET TO EIGHT AND ONE-HALF (8 1/2) FEET WHEREAS, the Aspen City Council desires to amend Section 24- 4.2(a) of the Aspen Municipal Code in order to reduce the required width of off-street parking spaces from nine (9) feet to eight and one-half (8 1/2) feet for the benefit of the City of Aspen, NOW, THEREFORE, BE IT ORDAINED BY TIlE CITY COUNCIL OF THE CITY OF ASPEN, COLORADO: Section I That Section 24-4.2(a) of the Aspen Municipal Code be amended to read as follows: (a) Each off-street parking space shall consist of an open area measuring eight and one-half (8 1/2) feet wide by eighteen (18) feet long and seven ( 7) feet high, and have a public and unobstructed area for access to a street or alley. Off_street park~ ing spaces must be paved with all-weather surfac- ing or be covered with gravel, and be maintained in a useable condition at all times. Section 2 If any section, subsection, sentence, clause, phrase or portion of this ordinance is for any reason held invalid or unconstitutional by any court of competent jurisdiction, such portion shall be deemed a separate,. distinct and independent provision and such holding shall not affect the validity of the remaining portions thereof. , "~."..~ ... r". ..-, RECORD OF PROCEEDINGS 100 Leaves FO~M 10 C. Y. flOfCKfL II. II: It l. <;1:. Section 3 A public hearing on the ordinance shall be held on the ~ day of /:l__~, 1980, at 5:00 P.M. in the City Council Chambers, Aspen City Hall, Aspen, Colorado, 15 days prior to which hearing notice of the same shall be published once in a newspaper of general circulation within the City of Aspen. INTRODUCED, READ AND ORDERED published as provided by law by the City Council of the City of Aspen, Colorado, at its regular meeting held on the /I~day of ~~ ' 1980. e?~/' ~an Ed~l~~~ Mayor ATTEST: ~)J-~ Kathryn S Koch' City C1er . . FINALLY adopted, passed and approved on the day of , 1980. Herman Ede1 Mayor ATTEST: Kathryn S. Koch City Clerk 2 ~. ,-., MEMORANDUM TO: Jolene Vrchota, Planning Office FROM: Jay Hammond, Engineering Office ~ DATE: July 18, 1980 RE: Proposed Change to Municipal Code Section 24-4.2 "Charac- teristics of Off-Street Parking Spaces." It has been suggested that it may be appropriate at this time to reduce the size of the minimum off-street parking space as re- quired by Section 24-4.2 from 9 feet by 18 feet to 8 feet 6 inches by 18 feet. This reduction would seem appropriate in view of the trend toward smaller cars as well as the greater flexibility it would provide to site planners trying to make optimum use of a building site. The Civil Engineering reference Design by Elwyn E. Seelye re- commended a space 8'6" by 18' as a minimum for "customer self-parkin.g" in 1968. Ramsey and Sleeper in Architectural Graphic Standards proposed an "allowable" width of 8'6" and a "preferred" width of 9' in 1970 utilizing an "average car" measuring 6'8" by 19'. In a recent spot check of cars parked in the downtown Aspen area, mea- surement of 182 cars produced an average size of 14'7" by 5'8", significantly lower than the 1970 figure from which the 9' space width was derived. Perhaps the most recent study documenting the small-car trend is entitled Passenger Car Changes, Parking Design for Small Cars presented in 1974 by Richard F. Roti. His study includes market figures showing the massive trend away from full size cars toward intermediate and small cars since 1973. Roti recommends providing small car stalls measuring 8' by 16' for cars up to 6'5" by 16'11" which includes the intermediate class. In view of the definite trend, which has undoubtedly increased since 1974, toward smaller autos, and in view of the fact that a parking space of 8'6" x 18' x 7' would still accomodate even the "large" cars as defined by Roti in 1974, the Engineering Department has no problem recommending reduction of the minimum space width to 8 feet 6 inches. Hopefully this reduced width requirement will serve to allow site planners greater freedom to provide for open space and other site considerations. -- 1"'""\ ^ "'r_~.._ _ .. MEr40RMlJ)U~t . TO: Aspen Planning & Zoning Commission FROM: Jolene Vrchota RE: Off-Street Parking Space Size Reduction -- Code Amendment DATE: July 18, 1980 The Aspen Municipal Code (Section 24-4.2(c)) presently requires a ffilnlmum off-street parking space size of nine feet wide and eighteen feet long. Several members of the public requested that this width requirement be reduced to ei ght feet six inches (81, feet). Based on the arguments presented in the attached Engineering Office memorandum; the Planning Office requests that the Planning & Zoning Commission initiate such a change. If the P&Z wishes to initiate the change, there has been a public hearing scheduled for the July 22nd meeting. To briefly summarize the reasons. for this change: (1) The overall size of cars has reduced since the nine foot requirement was initiated, (2) an 8!, foot. space will accommodate even the large cars, ~nd (3) less lot area will be' . covered with pavement to improve site design;,\\, ' 100 ~~-.~ 0~7-kdT,k C r ( / , L r:-,? . UVL/~J;:'/'ouvc/ . OU{~vc!~ o-C'ea- - tTn'1 WC)J 'TV J?AetJ7r.rrP- 15 C/ p~vh~ h ~kj;(bJe- ,(dl~e- tMJ..."';!!i 51w-~ V"e~a.-",5 S;'Ce. I ~I' vJU" -:fA'f2- ~ .~ 1-4./v-"- '5{f-"-'-'- r I:; J'f""<:.-e$ ~ g,(f'eJ-~, ~;4.CVea5>'~~r~(/5W(d./c7!e. ,cA/2.. , ' c:7 I "'- C~-v<- --.0.", c..,'......{ C< reC<. 1'1~ ~ti1O I ~'a_>{eJ + V'e. c--olA-<- ",-,,---clec/ o..ff)"'o vJ (PH) ~ -:;;.. "-.. f""'\. ^ PUBLI C NOn CE RE: Amendment to Section 24-4.2 of the Aspen Municipal Code "Characteris- tics of off-street parking spaces." NOTICE IS HEREBY GIVEN that a public hearing will be held before the Aspen Planning and Zoning Commission on July 22, 1980 at a meeting to begin at 5:00 P.M. in City Council Chambers, 2nd floor, City Hall, 130 S. Galena, Aspen, to consider an amendment to Section 24-4.2 of the Aspen Municipal Code provid~ng for the reduction of the minimum off-street parking space size from 9 feet by 18 feet to 8.5 feet by 18 feet. For further information, contact the Planning Office, 130 S. Galena, Aspen, Colorado, 925-2020, ext. 298. s/Olof Hedstrom Chai rman Aspen Planning & Zoning Commission Published in the Aspen TIMES on July 3, 1980 Bill to the City of Aspen account. . ,~ ~ i_ ...---'.-'"'" " I', I John R. Wedum & Assoc. P. O. Box 3511 Aspen, Colorado 81611 -7 (t;o June 10, 1980 j/ )-- I Karren Smith City of Aspen Planning Office Box 5 Aspen, Colorado 81611 Dear Karren, This letter is a request to the City of Aspen Planning Office to start proceedings to amend the Aspen Zoning Code 24-4-2 (a) governing minimum parking space size. At present, required size of a nine feet wide and eighteen feet long. quested is for an eight feet six inches feet long, which is in conformance with of the Uniform Building Code. parking space is The change re- wide by eighteen the requirements Sincerely, ~.~~~ John R. Wedum JRW/jl .1""", -, .,-P~2t~~(}9-- ......~ ... .,' {Jdgc ~~~....... I ~ 2-2- P*:t;;. ~--b~ ....~ ~t- 2/J.Pt?=: ... ~~jL.cG !f2k&/ . ~lac.L~~~/-effu I I LL_ -'l J d ~ ~. "....d.. . . ... ... ...._._.._..___._ ...-.p~....-......... L-~"_-~05=r ~r-~ t-- S~ 01-d~.:l~~ .....?!1~h~~~ il I I il II ,I I' I I i II II . 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