CHAPTER … 6

BICYCLE AND PEDESTRIAN

FACILITIES

"To be pleased with one's limits is a wretched state."

… Goethe (1749-1832)

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 6.1 Bicycling and Walking

Bicyclists and Pedestrians have always been an important aspect of the traffic
problem. The rapid increase in the use of motorcycles and bicycles has increased
traffic hazards considerably. The pedestrian and cyclists toll of fatalities constitutes
more than one fourth of the annual traffic deaths. Because every driver education
student is also a pedestrian and a large number of them ride either bicycles or motor-
driven cycles at one time or another, it is important they receive instruction in safe
walking and riding practices. Emphasis should also be placed on the responsibility of
drivers for the safety of pedestrians and cyclists.

The fatality rate of both very young and aged pedestrians is exceptionally high. It has
also been found that a large number of pedestrians involved in traffic accidents,
particularly at night, had taken place because of driver-drowsiness or due to drug
action. These are important facts in preparing young drivers to assume their
responsibilities as safe users of the streets and highways.

Reduced to the simplest terms, the role of the pedestrian is to walk. Yet walking itself
remains as one of man's most important accomplishments, of great significance in
human development. Nevertheless walking may be viewed from a number of other
standpoints as well. Human locomotion itself is a complex activity taken for granted
by all but the physically handicapped. It requires constant shifts in the body's centre of
gravity to maintain balance, adjustment of foot forces for differences in terrain, and
adjustments of pacing length and timing to alter speed and direction. Although
pedestrians are barely aware of it, locomotion also requires constant mental activity to
adjust speed and direction to avoid brushing other moving pedestrian, bumping
stationary objects, avoiding tripping (etc.). Walking is necessary to experience space,
the changing sensory gradients of color, smell and sound that comprise the milieu.

Walking is the most basic means of transportation. It offers predictable travel times, is
free, does not consume fossil energy or pollute the atmosphere, and is considered by
many as a pleasant exercise. Indeed, we are considered fortunate in these days if we
are within walking distance of work,, shopping or recreational and cultural
opportunities. As a primary mode of transportation, it is generally limited to origin
and destinations less than one mile apart. As a secondary mode, it serves a multiplicity
of trip types and purposes. Every transportation trip by another mode begins and ends
by walking. It provides a versatile linkage between transportation modes which would
be impossible, to duplicate by other means. It is the back bone of urban transportation,
providing a system of collection and distribution which allows the city to function. It
is walking that permits the human interaction that forms the very basis of the original
reason for city formation, as centers of business and cultural interchange.

Despite the many important facets of walking and acknowledged importance to the
functioning and the vitality of the city, the vehicle now dominates urban design. The
price paid for the mobility afforded by the vehicle has produced a conflict of interests,
on special, environmental and sociological levels. The special conflict, the underlying
cause of all pedestrian accidents, is based on the competition of the pedestrian and
vehicle for urban space. Vehicles require large amounts of space for movement and
parking, and demand preemptive traffic priority. The space demands of the vehicle

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affect urban forms, altering patterns of community continuity, identity and
cohesiveness. Preemptive traffic priority for vehicles has resulted in extensive and
expensive traffic signalization in which the pedestrian is given little consideration. If
fact, the pedestrian must share his crossing phase with turning vehicles, offering a
continuous threat to human safety in the cross-walk. Pedestrian crossing phases are
very often inadequate because they are not adjusted for the full range of walking
speeds which includes the elderly and handicapped, nor heavy pedestrian volumes
which may require longer signal cycles. Surprisingly, traffic engineers have standards
for signal phase adequacy base on vehicle demands, but none based on pedestrian
requirements. Fifty vehicles waiting at an intersection is considered an intolerable
traffic jam, but the same number of waiting pedestrians is given little, if any, thought.

6.2 Conflict of Pedestrian and Vehicles

Actually, an interesting case could be made for valuing pedestrian time at a greater
ratio than motorist time, and giving pedestrian greater priority. Pedestrian trips are of
shorter duration and distance compared to vehicle trips, magnifying the penalty of a
delay. Pedestrian are exposed to the weather, and are expending human energy,
whereas the motorists is enclosed in weather protected, climate controlled, sound
insulated environment. There are some other factors favoring the pedestrian over the
vehicle, including the basic fact that business, shopping, cultural and all other
activities needed for a city to function are conducted on foot.

The environmental and sociological conflicts between man and vehicle are
undoubtedly causing many profound affects on the quality of urban life. Vehicles
drastically impact upon the urban environment, producing noise, dust fumes and
visual pollution. Highway structures and the vehicles themselves interrupt the view of
science and esthetic aspects of the cityscape. Traffic control devices, parking meters,
and other types of street furniture connected with vehicles crate visual clutter. The
sociological impact of the vehicles has only recently been recognized. Heavy
vehicular traffic has been found to alter the behavioral characteristics of urban
residents, affecting such things as community identity, individual desires to maintain
property and even social interaction.

As such, vehicular traffic systems should be designed to serve, but not penetrate
human activity spaces. When vehicular penetration is allowed, the massive physical
requirements of the vehicles dominate the design of the space, with the concomitant
subjugation of human values. Human activity spaces must be designed for the human
needs of safety, security convenience and esthetics. This requires separation of
vehicular and human activities. As a matter of fat, transportation must be subservient
to man, not dominate him. Vehicular transportation should stop at the periphery of
human activity spaces, (horizontal separation), or go above or below them, (vertical
separation). The possibilities for other methods of separating pedestrians and vehicles
have not been fully explored.

In short, pedestrian have basic rights which are closely related to the quality-of-life,
human interaction and sociological and cultural development. The intrusion of
vehicles into urban design has disrupted the human process by which cities function,
threatening man's safety, causing a dichotomy of purpose in urban design, creating

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noise, visual and atmospheric pollution, causing a disjunction of human activities and
social interaction. This disruption must be reversed through greater understanding of
the importance of the pedestrian and the role that he plays in urban viability and
growth.

The following pedestrian Bill of Rights should be recognized:

The pedestrian should have the right to:

 Walk safely in crosswalks without threat from vehicles;

 Have priority over vehicles because of the environmental, energy conservation
and many other benefits of walking;
 Weather protection wherever possible;
 Adequate, direct, non-circuitous pathway systems conveniently serving his
generally shorter and more important trip needs;
 Pleasant pathway spaces designed for human needs and esthetics;
 Pedestrian assist systems to extend walking range and pedestrian area
effectiveness.

6.3 Pedestrian way Concepts

An urban pedestrian way may be a traditional sidewalk, an exclusive at grade

pedestrian facility or an exclusive grade separated facility above or below ground. It
may be integrated with transit (e.g. buses, subways), shopping malls, plazas, parks,
bikeways or building structures (e.g., skyways).

A type of pedestrian facility basically depends on what a particular situation warrants.

The widening of a sidewalk may be sufficient in some cases and comprehensive
redesign may be necessary for another situation.

6.4 The Transit Mall Concept

To get a better understanding of what is involved in planning a pedestrian way, let us

discuss one concept: integrating a pedestrian way with transit at grade. This results in
a facility known as a transit mall or transit way. In general, such a concept would be
appropriate when pedestrian movement and transit movement are both extremely
vital, separation is infeasible, and integration is complementary. The transit mall
concept usually also involves vehicle restriction schemes which are necessary when
the vehicular traffic mix is causing substantial degrading of transit service, pedestrian
movement and safety. In general, a transit mall improves the pedestrian environment
by:

 Providing coordination and continuity with transit

 Improving transit operations
 Reducing some pedestrian—vehicle conflicts
 Eliminating on-street servicing of stores along the facility or at least eliminating
deliveries during pedestrian activity times
 Reducing uncoordinated visual operations

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 Eliminating visual obstructions of parked autos
 Increasing sidewalk space and relieving pedestrian congestion and conflicts with
standing objects
 Reducing the potential for conflicts and accidents by providing a buffer zone
 Reducing annoyance from vehicle fumes and noise
 Increasing space for pedestrian amenities

However, such a project may have some drawbacks as:

 It requires coordinated comprehensive planning

 It may increase traffic volumes on surrounding streets and could increase vehicle
congestion
 It requires cooperation of property owners and other retail interests
 It may create some legal problems involved with acquiring property and assessing
costs
 It may require extensive utility upgrading
 It may not substantially affect pedestrian exposure to weather
 It does not solve the problem of conflict at intersections, but may reduce it to
some extent
 It reduces the width of street available for vehicle use
 It may create some problems with deliveries

6.5 Multi-Modal Concept

Throughout the world there ahs been acknowledgement that the continued
predominance of the automobile as the primary mode of personal transportation has
not provided us with a freedom of movement as initially perceived. We have seen the
re-examination of transit and today the expression "modal split"-the concept of
moving people by transit as well as private automobile--is in common usage. Today
we have seen an expansion of this thesis to one that is now considered a multi-model
system. This concept envisions an examination of all modes of transportation
including that of automobile, transit (fixed, rail or rubber tired vehicles) bikes and by
foot. As this concept has emerged, new and ancient concepts have been revised and
today are expressed in terms of bikeways, malls, galleries, plazas, people places.

People of cars are commencing to realize that walking is "a highly effective way for
people to move around, low initial cost, low operating cost no scheduling problems, is
reliable, may be pleasant and easily available. Also, one has to acknowledge that bikes
are also efficient, energy saving and environment friendly mode of transportation.

Then an objective must be to have our professionals, our political leaders and our
people recognize that the bike and the foot are important transportation media. They
must be viewed with the same emphasis as all other modes and not relegated to the
role of last minute response to a special interest group or the nice but not necessary
status in a transportation plan.

However, in the U.K. and U.S.A. many singular successful demonstrations of bikes
and malls have been carried out. But they have normally represented just isolated
respond to specific problems. Thus these do not qualify as part of multi-modal

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transportation system. Even where they have been utilized, success has varied from
tremendous to one of limited or marginal use. Yet, transportation as a science has not
achieved that plateau which permits a high level of predictability. If this is
acknowledged, then it is necessary to acknowledge that experimentation is warranted.
As back as 70's, in New Orleans (U.S.A.), it was attempted to institute malls on
Bourbon and Royal Streets. This consisted of temporary closures during non-peak
hours in order to permit an evaluation. The initial proposal was seriously questioned.
Would the street closures divert traffic to other streets? Would it impact into
residential areas? Would it adversely impact business, the sales taxes which are so
vital to the economy of the country? These queries must be addressed by the planners
before undertaking the job.

Nevertheless, the following three conclusions should be focused:

 Bikers and the pedestrians must be recognized as viable transportation alternatives

in a multi-modal transportation system.
 Our absence of predictability of those prerequisites to ensure a high level of such
usage demands the ability of experimentation as well as heroic acts.
 Since the thrust of multi-modal planning and the resource shave such
implementation to a large measure emanate from the federal level we must build
into the federal programs the flexibility and plan, experiment, implement and
modify.

Unfortunately, what has been suggested earlier is not yet even in a tangible or
pragmatic sense of the authorities in Pakistan. Nevertheless, most automobile drivers
and many transportation planners, view the bicyclists as someone that must be
tolerated. There is an evident need to make the traffic administrator, planner and
engineer aware of these modes and the potential for their use in the transportation
system. While it is not expected that biking will replace the automobile or public
transportation as the major mode of transportation, it can become an important
complementary part of the transportation network with desirable social, economic,
environmental and health benefits in order to make this happen, it is perhaps
necessary to change our traditional concept of planning.

In the West it is realized that program formulation is only part of the work to be
accomplished. The other part is implementing the program; Today's emphasis on
planning must be towards "Implementation Planning" for three reasons:

 Society demands practical approaches and solutions

 Cost must be more carefully justified
 Programs themselves must be justified

As a matter of fact, if we are to succeed the focus must towards Implementation

Planning. Unfortunately, although we desire a magical approach, there is little, if any,
magic to be had. Programming for implementation has little magic; instead one must
be satisfied with three basic steps:

 The planning implementation process leading to programming must be

imaginative, innovative and be propelled by individual creativity as shown in

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 Figure 1. These ingredients are far from magical, but are rather the foundation of a
successful program.

 In developing the program, the implementation process must be measured against

the vital four "E's" as shown in Figure 2. The program must be energy saving; this
includes savings in human and non-human energies. The program must
demonstrate advantages to the environment. No adverse environmental impact.
The program must have little impact on ecology; lastly but not least, it must be
within the political jurisdictions, economic constrains, and maximizing their
resources.

 Constrains, whether financial or political can sometimes nullify the most brilliant
ideas. However, if one is oriented towards success, the chance of an
implementation materializing is much greater. As shown in Figure 3, many ideas
enter the bottom of creative triangle and only a few become successful and reach
the top. A word to the wise: it is totally possible to go through the process as
described and still not reach implementation. This would be similar to the old
cliché that "The Operation Was Successful, But the Patient Died". One must not
become discouraged. Formulating and advancing implementation program is not a
simple process.

The three basic steps of programming for implementation are closely related and must
be carefully interconnected. One basic concept cannot exist successfully without the
other.

6.6 "Concept Lakewood"

It is worthwhile to mention here few outlines of bike/pedestrian model entitled

"Concept Lakewood" which was adopted for the city in May, 1975. This was the time
when the Lakewood, Colorado (U.S.A.), was adopting an urban character (70's)-was
popularly called "urban change". It proposed specific goals and actions with regard to

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transportation in general and bike/pedestrian needs in particular. One of its stated
goals was: "To create new, alternate transportation system as a means of reversing the
present emphasis on the private automobile as the major means of transport."

The recommendations which address this goal included the development of a system
of designated bike/pedestrian facilities that will allow the bicycle to function as a
viable transport alternative and as a form of recreation. The plan went on to
recommend the following priorities:

Bicycles
 Cycling is good exercise. Nearly all of the large muscle groups of the body are
exercised to some extent. The pedal action strengthens the legs, arms, back and
abdomen. Also, it induces good breathing, stimulates the circulation and does
wonders in shaping the body. It develops endurance for long sustained physical
effort—the real basis for life-long physical fitness.
 Develop a bikeway system interconnecting the major employment centers of
the community.
 Establish an adequate network of bikeways covering all major areas of the
community.
 Develop a neighborhood or local bikeway program emphasizing areas where
pedestrian facilities are lacking.

Pedestrian
 Encourage the construction of setback sidewalks for pedestrians on all local
streets.
 Require sidewalk construction as an integral part of all street construction and
reconstruction.
 As part of the Neighborhood Planning Program, explore the establishment of a
system of pedestrian ways in neighborhood not always a part of the street systems.

In recognition of the need to expend major resources to provide a balanced

transportation system, the City created a separate transportation division within the
Department of Community Services (public works).

This division was charged with planning and implementing bike/pad facility
improvements in accordance with defined community goals.

The bikeway master plan envisioned (currently in operation), consist of some 80

miles of separated bike/pad facilities. In addition, signed routes are proposed as a
convenience to bikers on low traffic volume streets within neighborhoods. A major
emphasis had been placed on the development of a system that is multipurpose in
nature, providing a full compliment of recreational and utility oriented routes. It is
recognized that recreational riders and utility riders have very different goals and
objectives in their cycling activity. An understanding of the characteristics of the user
is then basic to the design of both the system and the facilities.

Planning, prioritization and installing the proposed facilities required careful

coordination with roadway, drainage way, and park construction. In view of limited
funds it is expected to take a considerable length of time to complete. Thus, a program

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developed to address the stated long range goals of the community must take into
account the immediate concerns for safety and convenience of the citizens to this end
the funding strategies to be divided into several categories under separate budget
elements.

In addition to providing physical facilities, the bike/pad system also includes a two
party safety education program. Bicycle rider training is provided through safety
programs conducted in elementary schools. In addition, a biking information brochure
was developed to describe the available protected bike routes as well as safe riding
procedures.

The design of a bike/pedestrian facility must relate directly to the characteristics of

the individuals using the facility. The selection of a "design individual" is critical. The
Lakewood experience as well as the literature strongly suggests that the design
individual be an elementary school aged rider. The National Committee on Uniform
Traffic Laws and Ordinances made the following point regarding bicycle accidents,
"Most dead or injured bicyclists are under 15 years of age."

A study of 886 bike/auto accidents by the Insurance Institute for Highway safety
(U.S.A.) reported the following age breakdown:

Age No. of Accidents Percentage of Total

4-9 … 280 … 32
10-14 … 379 … 43
15-19 … 151 … 17
20+ … 76 … 08
886 100

The study also reports that the percentage of bicyclists "probably responsible" for
each particular accident ranged fro 92% for those through age 12 to 34% for those 25
or over. Nevertheless, we should take note of the term probably responsible" as used
here. If we are designing facilities which are designed for an experienced biker or a
traffic aware adults as opposed to an elementary school aged child, we as bikeway
planners and designers may be held morally if not legally responsible for the
consequences.

The studies made in U.S.A., show that bicycle ownership raises sharply between the
ages of six and fifteen. Ownership reaches among 15 years olds (0.7 bikes per capita).
Thus, based on these findings we must consider the behavioral characteristics of
young bikers as they relate to their use of various bikeway facilities. They include the
following:

 Young bikers do not have the riding stability of an adult and are, therefore, more
apt to weave from side to side both intentionally as a play activity and
unintentionally.

 Youngsters seem to prefer side by side riding. This is the result of the more basic
point that a youngster's attention is rarely given solely to the biking activity but is
more commonly divided among several divisions.

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 Youngsters do not become "traffic aware" until the age of 12 or 13, until this age
they are generally unable to accurately estimate important traffic factors such as
speed.

Based on further findings the greatest concern should be for recreational and other
short access trip riding of the youngsters. Nevertheless, the surge in bicycle popularity
and the energy crises will result in a large increase in total number of persons using
bicycle for commuting. However, in terms of overall bike/pedestrian needs, it is
expected that the short access trip by the school aged rider will remain the
predominant type.

6.7 On-Street Versus Off-Street Facilities

The planners and the public opinion (obtained through questionnaire responses)
indicate that they are in favor of separated facilities for the following reasons:

 Improved level of safety--no auto encroachment problem as with on-street lane.

 Increased level of enjoyment.
 Remain relatively free of roadway sand and gravel.
 No problem with cars parked in lane as in on-street case.
 Reduced level of auto emissions to be breathed by bikers.

6.8 Auto Speed and Separation

It was reported (U.S.A.) that empirical evidence exists that automobiles pass a
bicyclist at a higher rate of speed and at a closer distance when a bike lane is marked.
Although this factor is presented as an indication that on-street lane markings will
increase street capacities, a clear look to the issue is necessary. This evidence
indicates that the driver feels the biker will remain in the allotted biking space.
However, as discussed earlier, the design individual is prone to unstable riding as well
as side-by-side riding. Therefore, it could be concluded that the provision of an on-
street lane may create a false security in the driver and will, in fact, increase the
potential for a "side-swipe" type of accident.

6.9 Intersection Movements

Intersections are the most probable location for a bike/auto conflict. It may not be
easy for a motorist to predict the mind of a cyclist as which path he will follow to
negotiate a turn (right/left). This potential of conflict will be greatly reduced by the
introduction of an off-street bike facility.

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 6.10 Bike/Pedestrian Conflicts

The development of an off-street facility for joint use by bicyclists and pedestrians
can create a potential for conflict. Hence it is not recommended in U.S.A. unless a
wide 8 ft to 10 ft is provided for the use. However, such a type of facility across
U.S.A. gave varying degrees of success. Nevertheless, this joint use facility is still
considered as extremely attractive and effective facilities. Gainesville, Florida is cited
as having an excellent system of joint use bike/pedestrian facilities. The development
of this type of facility requires that the proper design criteria will result in the
development of facilities which have operational characteristics which allows safe and
convenient joint use by bikers and pedestrian.

In summary, it is felt that a bike/pedestrian facility must be designed for safe

operation based on the behavioral characteristics of the design individual. The major
concerns about off-street and/or joint use bike/pedestrian facilities relate directly to
design factors. Conversely, the concerns for an on-street type of facility relate directly
to the behavior of the design individual as well as the auto-driver and are generally
beyond the control of the bikeway designer.

In the entire exercise, it is recognized that citizen participation can be a valuable

resource in the development of a bike/pedestrian system.

6.11 Innovation Approach

To achieve the objectives discussed earlier, it is necessary for all involved to work
closely together; to avoid preconceived design solutions; and to strike a balance
between housing, planning, highway, and public utilities interests—a corporate view
about related view—is necessary.

Highway authority is collaboration with their planning and housing counterparts have
a social part to play in enabling new layout solutions to be developed—particularly,
with regards to requirements for the adoption of highways. It is important that new
roads and footpaths should be constructed so that they are suitable for adoption.
Planning authorities can assist through development control by allowing flexibility in
the application to particular sites of any adopted standards for roads and footpaths.
Attempt in this chapter is made to aid this aspect of development control by setting
out the considerations which should be borne in mind when such standards are
applied.

When proposed innovations have been the subject of detailed consultation and the
agreement has been reached to appraise how the new ideas work out in practice, it is
suggested that the highway authority should normally adopt the roads and footpaths
and thereby help to promote the development of new solutions from which new
guidance may ultimately be developed. A similar approach to innovation is sought
from those who provide statutory and other services.

Care is needed not only in the choice of surface materials and construction details but
also perhaps more importantly, in the decisions which must be made about matters

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such as vertical and horizontal alignment in relation to the topography of the site and
adjacent buildings.

Care is also needed to avoid damage to planted areas and paving from pedestrians and
vehicles, and to ensure that the wear which is inevitable is an unobtrusive and
acceptable part of the total landscape concept for the site and its surroundings.

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