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2002 Knoxville Regional Bicycle Plan
Maintenance
Bicyclists are more susceptible to irregularities in roadway conditions than motor vehicles, due to bicycles’ narrow tires and light weight. Deterioration of the road surface such as potholes and debris increases the potential for injury. Continued and improved maintenance of roadways is essential to ensuring a high level of comfort and safety for bicyclists. Another benefit is decreased potential liability for local governments.
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Sweeping
Debris, such as gravel, glass and leaves, in the roadway is not only an impediment to bicycling, it is also a hazard. Motor vehicle traffic tends to push debris from the travel lanes to the outside of the travel lane, which is the very area that bicyclists are utilizing. All collectors and arterials should be swept several times a year, but bike lanes and shoulders need to be swept even more often to be kept clean.
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Action Steps:
- Develop a policy regarding sweeping of roads, including shoulders and bike lanes, that addresses bicyclists’ needs.
- Ensure that maintenance workers are aware of the policy.
Minor Repairs/Improvements
The roadway edge is often the first part of the road to experience pavement cracking or break-up. This is also the area most traveled by bicyclists. The current practice for identifying these locations relies on requests from the public. A more proactive approach is needed.
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Problems are not limited to potholes and pavement cracks. As streets have been resurfaced, drainage grates and gutters have remained at their original height, resulting in sometimes several inches of difference between the height of the road and the height of the grate or gutter. This creates a dangerous situation for bicyclists. Similarly, the direction of the grate slots should be perpendicular to the direction of travel. Bicycle tires can get caught in slots that are parallel, resulting in bicyclist injuries and property damage.
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Loop detectors at traffic signals are a difficult problem, which is addressed under “Intersections.” Often, bicycles and even motorcycles do not trigger the detector, resulting in a continual red light. The sensitivity of the detectors can be adjusted, and this should be the first attempt to fix a problem intersection.
When roads are resurfaced, there is opportunity to provide bicycle facilities inexpensively. If there is sufficient width, restriping could provide space for bicycles through bike lanes, shoulders or wide curb lanes. Bicycle Compatibility Index analysis can provide input on what type of facility would be appropriate for a specific road.
Unpaved roads and driveways can be a problem when they intersect a paved roadway. Debris is tracked onto the paved surface by motor vehicles. This is not only a hazard for bicyclists, but also contributes to air pollution (particulate matter). Requiring a paved apron on the unpaved roads and driveways would reduce the amount of debris on the main road.
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| While bicycling on sidewalks is not encouraged, in some locations there is little alternative due to road width, traffic volumes and traffic speeds. To facilitate bicyclists, as well as people with disabilities, curb ramps should be installed at every intersection and access (driveway). The preferred design is with two ramps, one on each street. As long as the single ramp is large enough to encompass both crosswalks, this meets ADA guidelines. These large ramps, however, allow motorists to go faster and cut corners, which can endanger pedestrians and cyclists. |
www.pedbikeimages.org/Dan Burden |
Policies:
- When resurfacing roadways with sufficient width, consider restriping lane widths for bicyclists (consult with Bicycle Advisory Committee and/or use Bicycle Compatibility Analysis).
- Raise drainage grates when resurfacing roadways to ensure a smooth, level surface for bicycling.
- When resurfacing roadways with gutters, taper the asphalt at the edge of the road to meet the gutter edge.
- Curb cuts at intersections should be updated to current ADA standards, ideally with curb ramps on each street, rather than a single one on the corner.
Action Steps:
- Develop a policy requiring 5’-10’ aprons on gravel driveways or roads to be paved wherever a roadway is constructed or widened to prevent loose gravel from being carried out onto the shoulders.
- Develop and implement an inspection and maintenance program that addresses minor repairs such as potholes, improper drainage grates, broken pavement and other hazards to bicyclists.
- Ensure that vegetation does not encroach on sidewalks, bike lanes or shoulders, and does not impede sight distance at intersections.
- Adjust sensitivity of loop detectors at traffic signals to detect bicycles.
- Ensure that maintenance workers are aware of policies and bicyclists’ needs.
Bicycling Improvement Program
Requests from the public are a significant part of the maintenance program, and will continue to play an important role even as maintenance programs get more proactive. Currently, citizens can report problems such as potholes by contacting the local jurisdiction.
Other cities have developed Bicycling Improvement Programs, which include a hotline, a postcard distributed throughout the area, and a website form. Currently, there is a volunteer Bicycle Hotline (675-BIKE) with links to area bicycle clubs and organizations. It could be possible to utilize this existing number to provide links to the city and county maintenance/public works departments.
Action Step:
- Develop a Bicycling Improvement Program to gather and respond to citizen complaints and recommendations, utilizing a telephone hotline, Website and comment card.
Signage/Pavement Marking
Pavement markings for bicycle lanes and other facilities need to be restriped occasionally, as do any other pavement markings. Signage needs to be replaced when damaged. Citizen reports can aid in identifying needed maintenance, but a regular inspection program should also be developed.
Action Step:
- Develop and implement an inspection and maintenance program to address signage and pavement marking issues.
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