Comprehensive Bicycle Master Plan
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Chapter 4 DRAFT Bicycle Master Plan
Chapter 4: Design and Maintenance Guidance Chapter 4 provides recommended guidance on bicycle facility design and maintenance practices. It includes a discussion of the existing standards that guide street design in Bellingham followed by descriptions of bicycle facility types and intersection treatments that are new or uncommon in the City. Detailed design considerations including design guidance for travel lane widths, corner curb radii and wayfinding are presented in Appendix D. Public Works Development Guidelines and Improvement Standards Currently, street design in Bellingham is guided by the Public Works Development Guidelines and Improvements Standards, which were adopted in 2001. The guidelines contain provisions for development and improvement of bicycle facilities, including: standards signs, signals, and markings, roadway facilities, bicycle lanes, and bicycle parking.1 These design guidelines were developed based on the AASHTO Guide for the Development of Bicycle Facilities, the Manual on Uniform Traffic Control Devices (MUTCD), and the Washington State Department of Transportation Design Manual. For local roadways, WSDOT instructs local jurisdictions to use the latest addition of the AASHTO Guide for the Development of Bicycle Facilities. It is recommended that the existing guidelines and the AASHTO Guide for the Development of Bicycle Facilities should continue to be used in the development of bicycle facilities. Those documents are not intended to be replaced by the guidance presented here; however, there are instances where additional guidance will be useful in implementing this Plan. This guidance is presented for consideration and possible integration into the Bellingham Public Works Development Guidelines and Improvements Standards. In all cases, the recommendations in this chapter are consistent with current Federal Highway Administration (FHWA) guidance and recommendations. -
Solar and Human Power Operated Vehicle with Drive Train
ISSN(Online) : 2319-8753 ISSN (Print) : 2347-6710 International Journal of Innovative Research in Science, Engineering and Technology (An ISO 3297: 2007 Certified Organization) Website: www.ijirset.com Vol. 6, Issue 4, April 2017 Solar and Human Power Operated Vehicle with Drive Train Prof. Krishna Shrivastava1, NileshWani2, Shoyab Shah3 Associate Professor, Department of Mechanical Engineering, Dept. SSBT’s COET, Jalgaon Maharashtra, India1 U.G. Student, , Department of Mechanical Engineering, SSBT’s COET, Jalgaon Maharashtra, India 2 U.G. Student, , Department of Mechanical Engineering, SSBT’s COET, Jalgaon Maharashtra, India 3 ABSTRACT: It is highly essential to produce an alternative vehicle for students travelling for short distance in city. Bicycle is used for transportation, but possessing discomfort with physical exertion required pedaling over roads and uneven terrains. The traditional tricycles are arranged with extremely high gear ratio. A power assist will improve Bicycle comfort and easy for driver to drive it with comfort. This project deals with design and fabrication of bicycle powered by human and solar energy with drive trains having low gear ratio. This results to minimize the problems and constraints over the traditional bicycle and can be frequently used by school/college students. KEYWORDS: Solar Energy, Bicycle, Tricycle, Drive Train I.INTRODUCTION Solar energy is use in various industries. Solar energy having wide range of application. It is unlimited source of energy that is why we have to utilize solar energy. Solar tricycle takes power from solar energy and paddle mechanism both. It may be called as hybrid tricycle. The main cause to develop this is to reduce the use of fossils fuels used by scooters in India. -
BYPAD Bicycle Policy Audit
Band 010 Forschungsarbeiten des österreichischen Verkehrssicherheitsfonds BYPAD Bicycle Policy Audit Ursula Witzmann – FGM - Forschungsgesellschaft Mobilität Gudrun Uranitsch – FGM - Forschungsgesellschaft Mobilität Graz, Jänner 2012 Österreichischer Verkehrssicherheitsfonds Bundesministerium für Verkehr, Innovation und Technologie Der effizienteste Weg zur Verbesserung Ihrer Radverkehrspolitik Ergebnisse und Erfahrungen aus dem BYPAD Projekt Endbericht BM:VIT – II/ST2 GZ: BMVIT – 199.528/0001-II/ST2/2006 Berichtszeitraum: 1.1.2006 bis 30.9.2008 Berichterstatter: FGM-AMOR gem. GmbH Ursula Witzmann ([email protected]) Gudrun Uranitsch ([email protected]) Tel.: 0316 / 810 451-17 BYPAD-Plattform wurde gefördert/unterstützt von: Inhaltsverzeichnis 1. Inhaltsangabe __________________________________________________ 4 2. Abstract _______________________________________________________ 5 3. Zusammenfassung ______________________________________________ 6 4. Executive Summary ____________________________________________ 12 5. Einleitung_____________________________________________________ 17 6. BYPAD: Totales Qualitätsmanagement in der Radverkehrspolitik ______ 18 6.1 Audits und Benchmarking _____________________________________ 18 6.2 Totales Qualitätsmanagement__________________________________ 19 6.3 ISO-Zertifizierung (statische Qualitätskontrolle) ___________________ 19 6.4 EFQM (dynamischer Ansatz) ___________________________________ 19 7. Die BYPAD-Methode____________________________________________ 21 7.1 BYPAD – Ein dynamischer Prozess -
Writing the Bicycle
Writing the Bicycle: Women, Rhetoric, and Technology in Late Nineteenth-Century America Sarah Overbaugh Hallenbeck A dissertation submitted to the faculty of the University of North Carolina at Chapel Hill in partial fulfillment of the requirements for the degree of Doctor of Philosophy in the Department of English and Comparative Literature. Chapel Hill 2009 Approved by: Jane Danielewicz Jordynn Jack Daniel Anderson Jane Thrailkill Beverly Taylor ABSTRACT Sarah Overbaugh Hallenbeck Writing the Bicycle: Women, Rhetoric, and Technology in Late Nineteenth-Century America (Under the direction of Jane Danielewicz and Jordynn Jack) This project examines the intersections among rhetoric, gender, and technology, examining in particular the ways that American women appropriated the new technology of the bicycle at the turn of the twentieth century. It asks: how are technologies shaped by discourse that emanates both from within and beyond professional boundaries? In what ways do technologies, in turn, reshape the social networks in which they emerge—making available new arguments and rendering others less persuasive? And to what extent are these arguments furthered by the changed conditions of embodiment and materiality that new technologies often initiate? Writing the Bicycle: Women, Rhetoric and Technology in Late Nineteenth- Century America addresses these questions by considering how women’s interactions with the bicycle allowed them to make new claims about their minds and bodies, and transformed the gender order in the process. The introduction, “Rhetoric, Gender, Technology,” provides an overview of the three broad conversations to which the project primarily contributes: science and technology studies, feminist historiography, and rhetorical theory. In addition, it outlines a “techno-feminist” materialist methodology that emphasizes the material ii and rhetorical agency of users in shaping technologies beyond their initial design and distribution phases. -
Pedestrian and Bicycle Friendly Policies, Practices, and Ordinances
Pedestrian and Bicycle Friendly Policies, Practices, and Ordinances November 2011 i iv . Pedestrian and Bicycle Friendly Policies, Practices, and Ordinances November 2011 i The Delaware Valley Regional Planning The symbol in our logo is Commission is dedicated to uniting the adapted from region’s elected officials, planning the official professionals, and the public with a DVRPC seal and is designed as a common vision of making a great region stylized image of the Delaware Valley. even greater. Shaping the way we live, The outer ring symbolizes the region as a whole while the diagonal bar signifies the work, and play, DVRPC builds Delaware River. The two adjoining consensus on improving transportation, crescents represent the Commonwealth promoting smart growth, protecting the of Pennsylvania and the State of environment, and enhancing the New Jersey. economy. We serve a diverse region of DVRPC is funded by a variety of funding nine counties: Bucks, Chester, Delaware, sources including federal grants from the Montgomery, and Philadelphia in U.S. Department of Transportation’s Pennsylvania; and Burlington, Camden, Federal Highway Administration (FHWA) Gloucester, and Mercer in New Jersey. and Federal Transit Administration (FTA), the Pennsylvania and New Jersey DVRPC is the federally designated departments of transportation, as well Metropolitan Planning Organization for as by DVRPC’s state and local member the Greater Philadelphia Region — governments. The authors, however, are leading the way to a better future. solely responsible for the findings and conclusions herein, which may not represent the official views or policies of the funding agencies. DVRPC fully complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. -
Bicycle Level of Service: Where Are the Gaps in Bicycle Flow Measures?
Portland State University PDXScholar Dissertations and Theses Dissertations and Theses Summer 9-18-2014 Bicycle Level of Service: Where are the Gaps in Bicycle Flow Measures? Pamela Christine Johnson Portland State University Follow this and additional works at: https://pdxscholar.library.pdx.edu/open_access_etds Part of the Transportation Commons, and the Urban, Community and Regional Planning Commons Let us know how access to this document benefits ou.y Recommended Citation Johnson, Pamela Christine, "Bicycle Level of Service: Where are the Gaps in Bicycle Flow Measures?" (2014). Dissertations and Theses. Paper 1975. 10.15760/etd.1974 This Thesis is brought to you for free and open access. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of PDXScholar. For more information, please contact [email protected]. Bicycle Level of Service: Where are the Gaps in Bicycle Flow Measures? by Pamela Christine Johnson A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Civil and Environmental Engineering Thesis Committee: Miguel Figliozzi, Chair Christopher Monsere Robert L. Bertini Krista Nordback Portland State University 2014 ABSTRACT Bicycle use is increasing in many parts of the U.S. Local and regional governments have set ambitious bicycle mode share goals as part of their strategy to curb greenhouse gas emissions and relieve traffic congestion. In particular, Portland, Oregon has set a 25% mode share goal for 2030 (PBOT 2010). Currently bicycle mode share in Portland is 6.1% of all trips. Other cities and regional planning organizations are also setting ambitious bicycle mode share goals and increasing bicycle facilities and programs to encourage bicycling. -
Costing of Bicycle Infrastructure and Programs in Canada Project Team
Costing of Bicycle Infrastructure and Programs in Canada Project Team Project Leads: Nancy Smith Lea, The Centre for Active Transportation, Clean Air Partnership Dr. Ray Tomalty, School of Urban Planning, McGill University Researchers: Jiya Benni, The Centre for Active Transportation, Clean Air Partnership Dr. Marvin Macaraig, The Centre for Active Transportation, Clean Air Partnership Julia Malmo-Laycock, School of Urban Planning, McGill University Report Design: Jiya Benni, The Centre for Active Transportation, Clean Air Partnership Cover Photo: Tour de l’ile, Go Bike Montreal Festival, Montreal by Maxime Juneau/APMJ Project Partner: Please cite as: Benni, J., Macaraig, M., Malmo-Laycock, J., Smith Lea, N. & Tomalty, R. (2019). Costing of Bicycle Infrastructure and Programs in Canada. Toronto: Clean Air Partnership. CONTENTS List of Figures 4 List of Tables 7 Executive Summary 8 1. Introduction 12 2. Costs of Bicycle Infrastructure Measures 13 Introduction 14 On-street facilities 16 Intersection & crossing treatments 26 Traffic calming treatments 32 Off-street facilities 39 Accessory & support features 43 3. Costs of Cycling Programs 51 Introduction 52 Training programs 54 Repair & maintenance 58 Events 60 Supports & programs 63 Conclusion 71 References 72 Costing of Bicycle Infrastructure and Programs in Canada 3 LIST OF FIGURES Figure 1: Bollard protected cycle track on Bloor Street, Toronto, ON ..................................................... 16 Figure 2: Adjustable concrete barrier protected cycle track on Sherbrook St, Winnipeg, ON ............ 17 Figure 3: Concrete median protected cycle track on Pandora Ave in Victoria, BC ............................ 18 Figure 4: Pandora Avenue Protected Bicycle Lane Facility Map ............................................................ 19 Figure 5: Floating Bus Stop on Pandora Avenue ........................................................................................ 19 Figure 6: Raised pedestrian crossings on Pandora Avenue ..................................................................... -
Mountain Bike Performance and Recreation
sports and exercise medicine ISSN 2379-6391 http://dx.doi.org/10.17140/SEMOJ-SE-1-e001 Open Journal Special Edition “Mountain Bike Performance Mountain Bike Performance and and Recreation” Recreation Editorial Paul W. Macdermid, PhD* *Corresponding author Paul W. Macdermid, PhD Lecturer College of Health, School of Sport and Exercise, Massey University, Palmerston North, New College of Health Zealand School of Sport and Exercise Massey University Private Bag 11-222, Palmerston North 4474, New Zealand 1 The recreational activity of riding a bicyle off-road is very popular, and consequently Tel. +64 6 951 6824 2 E-mail: [email protected] a major contributor to tourism across the globe. As such the label accorded to the activity (“Mountain Biking (MTB)”), presents the image of an extreme sport. For many, this presents a Special Edition 1 picture of highly drilled and trained athletes performing gymnastic like tricks; hurtling down- Article Ref. #: 1000SEMOJSE1e001 hill at speeds >70 km/h (Downhill racing) or negotiating a short lap numerous times (Country Racing), to prove ascendancy over an opponent(s). For the majority of consumers/participants the French term “Velo Tout Terrain (VTT)” is a better decriptor and indicates the fact that the Article History bicycle is being purchased to ride on all terrain surfaces and profiles, by a diverse range of rd Received: August 23 , 2016 participants. Nevertheless, just like the world of motor car racing, technological development, rd Accepted: August 23 , 2016 physical understanding and skill development focuses on the very small percentage at the top of rd Published: August 23 , 2016 the pyramid in order to increase media exposure. -
Bicycle Master Plan: 2012
BICYCLE MASTER PLAN: 2012 TABLE OF CONTENTS PREPARED FOR V VISION STATEMENT VII EXECUTIVE SUMMARY IX CHAPTER 1 - INTRODUCTION 1 BICYCLING IN MESA 1 THE BENEFITS OF BICYCLING 3 BICYCLE TRIP AND RIDER CHARACTERISTICS 6 BICYCLE USE IN MESA 8 PAST BICYCLE PLANNING EFFORTS 12 REGIONAL PLANNING & COORDINATION EFFORTS 15 WHY MESA NEEDS AN UPDATED BICYCLE PLAN 20 PLAN UPDATE PROCESS AND PUBLIC INVOLVEMENT PROGRAM 23 CHAPTER 2 - GOALS & OBJECTIVES 25 PURPOSE OF GOALS AND OBJECTIVES 25 GOAL ONE 27 GOAL TWO 28 GOAL THREE 29 GOAL FOUR 30 GOAL FIVE 31 i CHAPTER 3 - EDUCATION, ENCOURAGEMENT, AND ENFORCEMENT 33 INTRODUCTION 33 MESARIDES! 34 EDUCATION 35 ENCOURAGEMENT 38 ENFORCEMENT 42 CHAPTER 4 - BICYCLE FACILITIES AND DESIGN OPTIONS 47 INTRODUCTION 47 BASIC ELEMENTS 48 WAYFINDING 52 BICYCLE PARKING DESIGN STANDARDS 53 BICYCLE ACCESSIBILITY 58 CHAPTER 5 - MESA’S BICYCLE NETWORK 61 INTRODUCTION 61 MESA’S NETWORK OF THE FUTURE 65 DEVELOPING A RECOMMENDED FUTURE NETWORK 68 METHODOLOGY TO IDENTIFY NEEDS 72 ii CHAPTER 6 - IMPLEMENTATION, EVALUATION, AND FUNDING 101 INTRODUCTION 101 IMPLEMENTATION STRATEGY 103 IMPLEMENTATION CRITERIA 104 PROJECT PRIORITY RANKING 105 RECOMMENDATIONS FOR PROGRAM EXPANSION 122 ADDITIONAL STAFF REQUIREMENTS 124 PERFORMANCE MEASUREMENT 125 SUMMARY 130 APPENDIX A - THE PUBLIC INVOLVEMENT PLAN PROCESS 131 PURPOSE OF THE PUBLIC INVOLVEMENT PLAN 131 PUBLIC INVOLVEMENT PROGRAM AND COMMUNITY INPUT PROCESS 132 BENEFITS OF THE PUBLIC INVOLVEMENT PROGRAM (PIP) 132 DEVELOPMENT OF THE PUBLIC INVOLVEMENT PROGRAM (PIP) PLAN 133 MESA BICYCLE -
Ohio Youth Bicycle Helmet Ordinance Toolkit Assisting Local Communities in Educating Decision Makers on the Importance of a Youth Bicycle Helmet Law
Ohio Youth Bicycle Helmet Ordinance Toolkit Assisting local communities in educating decision makers on the importance of a youth bicycle helmet law. March 2013 www.healthyohioprogram.org/vipp/oipp/oipp Through a Centers for Disease Control and Prevention Core Injury grant, the Ohio Department of Health’s Violence and Injury Prevention Program established the Ohio Injury Prevention Partnership (OIPP) in November of 2007. The purpose of the OIPP is to bring together a group of multi-disciplinary professionals from across the state to identify priority injury issues and develop strategies to address them. Child injury is one of the OIPP’s priorities and the members recommended the formation of the Child Injury Action Group (CIAG). The CIAG has identified five focus areas to address in their five-year strategic plan, including: teen driving safety, bicycle and wheeled sports helmets, infant sleep-related suffocation, sports- related traumatic brain injury, and child restraint/ booster seat law review/revision. For more information about the OIPP or the CIAG, including how to join, please visit: www.healthyohioprogram.org/vipp/oipp/oipp Acknowledgements Content expertise was provided by the following partners: Akron Children’s Hospital Lisa Pardi, MSN, RN, CNP, CEN Center for Injury Research and Policy at the Research Institute at Nationwide Children's Hospital Nichole Hodges, MPH, MCHES, OIPP Child Injury Action Group, Co-Chair Ohio Department of Health, Violence and Injury Prevention Program Cameron McNamee, MPP Sara Morman Christy Beeghly, MPH The Children’s Medical Center of Dayton Jessica Saunders Ohio Injury Prevention Partnership, Child Injury Action Group Members of the Bicycle and Wheeled Sports Helmet Subcommittee Disclaimer: Please be advised that the views expressed by this document do not necessarily represent those of the Ohio Violence and Injury Prevention Program, Ohio Department of Health or any other contributing agency. -
Franklin Lakes Police Department
Franklin Lakes Police Department Traffic Bureau 490 DeKorte Drive Headquarters (201) 891-3131 Franklin Lakes, NJ 07417 Traffic Bureau (201) 891-3131 Facsimile (201) 848-9748 June 28, 2018 To: Carmine Pezzuti Chief of Police From: P.O. Denny G. Knubel #51 Traffic Safety Officer RE: Bicycle Safety Tips With the warmer weather here and the completion of another school year, more and more children are out playing. Children and adults alike are taking to the streets on their bicycles. The Franklin Lakes Police Department wishes to remind residents of the bicycle helmet law that requires anyone under the age of seventeen to wear an approved helmet while riding a bicycle in New Jersey. The law also applies to any child in a restraining seat or being towed by a bicycle. Please consider the following bicycle safety tips, and have a safe and happy summer. SAFETY TIPS FOR BICYCLE RIDERS Obey all traffic laws. In New Jersey, bicycles have the same rights and responsibilities as motor vehicles. • Ride on the right. • Obey all traffic signs and signals. • Ride in single file when riding in a group. • Ride with the flow of traffic Wear an approved bicycle helmet, Helmets are the single most effective safety device available to reduce brain injury and/or death. Studies have shown that bike helmets can reduce the risk of head injury by 85 percent and the risk of brain injury by almost 90 percent. • Buy a helmet that meets the safety standards of the American National Standards Institute or Snell Memorial Foundation. • Always ensure the proper fit by tightening the chin strap to keep the helmet from slipping. -
The History of Cycling
The History of Cycling 1493 A student of Leonardo Da Vinci sketched an idea for a bicycle. 1817 Drais running machine, the 'Draisine'. It was also called the 'hobby horse' because it competed with horses for transport. It was popular in Europe and North America and didn't have any pedals. Instead the riders pushed against the ground with their feet to move along. 1860s The French velocipede was also called 'bone shaker', because it had such hard wooden wheels and was rough to ride on old roads and cobblestones. There was a major breakthrough when pedals were added to the front wheel of a running machine. Again, the 'bone shaker' was a huge craze in Europe and North America, where special schools were set up to teach people how to ride. 1870s The British penny farthing was named because it looked like two British coins, the large penny in front and the small farthing behind. The penny farthing used several new inventions to make it much better than the bone shaker. They used tubular steel frames that were light, strong and cheap. The wheels and pedals had ball bearings that allowed them to spin smoothly and lasted a long time. Wheels had previously used wooden spokes which were much stronger and heavier than needed. On the penny farthing they used wire spokes, which were a major breakthrough as the wheels were not only much lighter, but were also able to be repaired easily. Adding solid rubber tyres to the outside of the wheel gave the wheels more grip and made the ride smoother by absorbing some of the bumps.