Written comments should be received at VHB at the address below by 5:00 PM Thursday, December 12, 1996. Comments may also be sent via E-mail to: BIKEPLAN@VHB.COM
Prepared for Federal Highway Administration and Massachusetts Highway Department/Bureau of Transportation Planning and Development
Prepared by VHB/Vanasse Hangen Brustlin, Inc., Transportation, Land Development, Environmental Services, 101 Walnut Street, P.O. Box 9151, Watertown, Massachusetts 02272
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
The existing roadway system is the key 1. Identify traffic flow and roadway Massachusetts Highway Department
to establishing a comprehensive cross sectional characteristics that (MHD)/Bureau of Transportation Planning
network of bicycle facilities. A affect bicycle travel within an and Development (BTP&D), Metropolitan
constant challenge to transportation existing roadway corridor. District Commission (MDC), Regional
planners and engineers is to identify Planning Agencies (RPAs), cities and
and maintain a network of bicycle 2. Identify other agencies that use towns.
facilities. A methodology to evaluate these traffic and roadway data for
the accommodation of bicycles on planning and engineering applications.
existing roadways is a useful step in
identifying opportunities to improve 3. Institute a data collection and
bicycle travel. management program that meets the needs
of the methodology developed as part of
Traffic flow and roadway cross section this Plan as well as the needs of other
characteristics are the key parameters agencies.
in identifying roadways with low
bicycle suitability. A comprehensive 4. Compile existing data in database
data collection program coupled with a format (inventory file) that meets the
Geographic Information System (GIS) needs of all involved agencies.
are useful in applying the methodology
developed as part of this plan. 5. Tie this database to the
Commonwealth's existing Geographic
Information System (GIS).
6. Institute and fund a long-term
roadway data collection and management
program that meets the bicycle program
needs.
It is important to identify roadways 1. Evaluate bicycle suitability of MHD/BTP&D, MDC, RPAs, cities and towns
that are now less suitable for roadways in important travel corridors.
bicycling and then evaluate treatments
to better accommodate bicycle travel 2. Identify roadway segments with low
on these roadways. A methodology to suitability in corridors of existing
rate the suitability of roadways for and potential high demand for
bicycling is a useful step in bicycling.
identifying opportunities to improve
bicycle travel. 3. Identify roadway improvements and
other measures, including shoulder
construction/widening, to address the
needs identified in 2. Improve
conditions for bicycling within these
travel corridors, using
state-of-the-practice design. Where
these improvements are not feasible,
explore other options.
4. Prioritize projects and implement
in conjunction with on-going
construction program.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
This plan provides a basic overview of In order to have a full understanding
the status of trail development in of potential trail corridors available
Massachusetts and explores potential in the Massachusetts, two courses of
opportunities for developing a more action are recommended.
extensive network of publicly owned Executive Office of Transportation and
multi-use trails across the state. 1. The Commonwealth of Massachusetts Construction (EOTC) and RPAs
However, the Commonwealth does not should conduct a complete statewide
have an up-to-date assessment of assessment of abandoned rail and other
abandoned rail and other potential potential corridors. This study would
corridors or a statewide trails plan. consist of a detailed inventory,
Without this information, it is including map, of abandoned rail
difficult to weigh the full benefits corridors and a thorough physical
of individual trail development examination to assess the integrity of
projects. each corridor (e.g., does the corridor
remain intact or has development
encroached on the corridor). The
inventory should also address corridor
ownership. A more extensive picture of
the potential resources available for
development of trails for bicycle Department of Environmental Management
travel is the end result. The (DEM), MDC, Massachusetts Water
information that a statewide corridor Resources Authority (MWRA), cities, and
assessment will provide can help towns.
determine where important missing links
in a statewide network of multi-use
trails exist and where the state may
want to focus financial resources for
trail development.
2. The Commonwealth of Massachusetts
should prepare a State Greenways and
Trails Plan. This plan will include an
evaluation of routes within the state
that can serve as trails including
river, aqueduct, railroad, canal and
utility corridors. This plan is
another resource that will identify
potential trails that can serve bicycle
travel.
Rail corridor acquisition 1. The Commonwealth of Massachusetts EOTC, DEM, RPAs, local government
should work to successfully railbank agencies, Regional Transit Authorities
all railroad corridors that request (RTAs), MDC, and MHD.
abandonment approval from the Surface
Transportation Board (formerly known as
the Interstate Commerce Commission),
the federal agency that regulates Class
1 railroads. Once a corridor is
preserved through railbanking, it can
be evaluated for its usefulness as part
of a statewide multi-use trail network
and eventually developed as a
rail-trail when appropriate. Even if a
corridor is determined inappropriate
for development as part of a statewide
network of off-road transportation
trails, the corridor may be appropriate
as a trail for other purposes.
Ultimately any railbanked corridor is
preserved for future rail use.
2. Massachusetts General Law (Chapter
161) passed in 1973 authorizes the
Commonwealth to acquire active and
abandoned railroad corridors and
requires that any railroad company
intending to sell or dispose of a
railroad corridor offer it for sale to
the state before it is offered to the
public. It is recommended that the
Commonwealth act upon such offers when
the corridor has the potential to
become part of a statewide network of
off-road multi-use trails.
Massachusetts has in place an 1. The Commonwealth should continue to EOTC
effective mechanism intended to use this general law to preserve the
preserve abandoned railroad corridors physical integrity of abandoned
that are not railbanked. railroad corridors that have the
Massachusetts General Law (Chapter 40) potential to become part of a network
passed in 1975 provides that no local of publicly owned multi-use trails.
building permit can be issued for a
structure to be built on land formerly
used for a railroad corridor without a
public hearing and permission of the
Secretary of Transportation
Rail-with-trail opportunities 2. The Commonwealth of Massachusetts EOTC
should explore, with railroad companies
and mass transit agencies, the
possibility of developing
rail-with-trails along active rail
corridors where appropriate.
In order to take advantage of the 3. The Commonwealth of Massachusetts EOTC and Executive Office of
opportunities available for rail-trail should develop a "How To Guide" for Environmental Affairs (EOEA)
development, the issue of a trail trail development.
delivery system needs to be addressed.
Who will own these corridors, where
will the funding for rail-trail
development come from, who will build
the trail and who will mange the
facility? These questions need to be
answered so that as railroad corridors
become available, an organizational
structure is in place to convert them
into multi-use trails.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Land use planning is accomplished 1. Review state and federal land use EOEA-Conservation Services and MEPA
under a variety of programs. These planning programs with the objective of Unit; Department of Housing and
include facility and property reuse improving their support for bicyclists. Community Development, General Services
plans, disposition plans, regional Administration, and RPAs
plans, local master plans, local 2. Encourage local governments to
facility system plans, and targeted undertake such a review relative to
local area plans. Local area plans their land use planning laws, programs
include those addressing open space and actions.
and recreation, economic and community
development districts, enterprise 3. Prepare literature on how land use
zones and downtown revitalization planning can positively influence
programs. In addition, land use bicycle facility planning. Incorporate
planning proposals are frequently in related literature as appropriate.
included in federal, state and locally
mandated environmental review 4. Distribute the literature through
processes. All the above programs existing state agencies and
include requirements, guidelines, and associations such as the Massachusetts
"best practice" procedures. Some Municipal Association, the
include mention of bicycles and Massachusetts Federation of Planning
bicycle facilities, while others do and Appeals Boards, the Massachusetts
not. All appropriate programs that Planning Directors Association, and
deal with land use planning should be regional planning agencies. Notices
reviewed with the goal of giving and articles can be incorporated in the
proper recognition to bicycle facility regular publications of these
issues and needs. Consideration organizations as well.
should be given to introducing or
amending specific provisions that
recognize the role of bicycles in
supporting important social objectives
in land use, transportation, economic
development, energy savings, health
and fitness, and recreation.
Transportation Mangement Associations 1. Find successful examples where EOTC, MHD/BTP&D, RPAs, CARAVAN, and (TMAs) and other business partnerships bicycle facilities have been installed Transportation Management Associations that deal with transportation are in downtowns and other commercial areas (TMAs) increasing in numbers in and office and industrial parks. Massachusetts. These voluntary Properly publicize these examples with partnerships of businesses have appropriate media. considerable resources and can often Department of Housing and Community tap public as well as private funds to 2. Distribute the literature to Development. undertake programs with broad benefits existing TMAs and business partnerships to members and the public. TMAs are in Massachusetts. Follow-up this created explicitly to deal with distribution with an offer to send transportation problems. Business materials to interested heads of TMAs partnerships are created to deal with and business partnerships. RPAs and TMAs a number of issues that often include transportation. TMAs have created bus 3. Contact and work with public services, parking and access roads. officials that have programs that TMA Business partnerships have created and business partnerships use, e.g., parking and access improvements. Both highway and transit matching fund types of organization have the programs and downtown revitalization potential to create bicycle and economic development programs. facilities. For example a system of Primary contacts are the Mass. Highway bicycle paths and related bicycle Department, Executive Office of MHD/BTP&D, RPAs, and TMAs parking facilities could be created in Transportation and Construction, Mass. an industrial or office park or area. Department of Housing and Community Bicycle racks could be installed in Development, and Mass. Office of various strategic locations in Business Development. downtown or commercial areas through the efforts of business partnerships. 4. Present the material at various Two advantages these organizations regular meetings of TMA and business offer is that they have ready access partnership officials, and continue a to business funding, which can be program of public education, focused on substantial in the case of large how business partnerships and TMAs can corporations, and they are led by promote the creation of bicycle business leaders, who are often very facilities, and the benefits of these influential in their communities. facilities for the businesses and their Bicycle facilities, because they are employees. relatively low in cost, and are relatively visible and attractive, may have a special appeal to business leaders as progressive, effective and responsible investments.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Land use development is controlled 1. Prepare model zoning and EOEA, RPAs, Department of Housing and
most firmly at the local level. subdivision provisions which require Community Development
Zoning and other land use controls appropriate bicycle features in
such as subdivision regulation are suitable projects (such as bicycle
enforced by local officials, racks at retail stores), and which
frequently involving extensive review provide the opportunity to negotiate
of projects. Under zoning, the review for additional bicycle facilities (such
process is becoming even more as lockers, showers and clothes
extensive. For example, site plan changing rooms at office parks, and
review and special permit requirements bicycle paths at industrial parks).
allow for a negotiation process which Negotiation incentives could include
could include bicycle facilities where such items as increased allowable
appropriate. Bicycle parking densities, or reduced dimensional
facilities can also be required under requirements such as road frontage or
general parking provisions for any building setbacks and heights.
appropriate land use such as
commercial and industrial 2. Package model provisions in
developments. More extensive engaging materials and formats and
facilities, such as lockers, showers, distribute to local and regional
and changing rooms, can be negotiated officials throughout the state. Use
for a project, as can paths or lanes both direct mailing and mailings to
for bicycles as part of proposed associations of local and regional
developments under review. officials.
Subdivision regulations and other
non-zoning land use controls can also 3. Convene a conference of local and
include provisions requiring bicycle regional planning, zoning and
facilities, along with design subdivision review officials, and
standards for these facilities. Model provide examples of successful bicycle
bylaws can be drawn from current facility improvements created through
experience for the purpose of local zoning, subdivision and other
facilitating the process for regulations.
municipalities wishing to enact
pro-bicycle regulations. 4. Continue a program of public
education, focused on how local
government can require and promote the
creation of bicycle facilities.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
A variety of curriculums and 1. Implement a comprehensive, Department of Education, Massachusetts
approaches are being used to educate statewide school-based bicycle safety Department of Public Health (MDPH).
children in the Commonwealth about education program for children. A Governor's Highway Safety Bureau (GHSB)
bicycle safety and the importance of bicycle safety education program Community Traffic Safety Programs
helmet use. They include school integrated into school health and/or (CTSPs), school PTSAs, local health
assemblies, videos, bicycle rodeos, physical education curriculums has the departments and prevention centers,
public service announcements (PSAs), greatest potential for reaching all hospitals, HMOs, and police
helmet promotion programs, and various Massachusetts children. For maximum departments.
safety materials such as posters and effectiveness, the program should
fliers. There is a need, however, for include on-bicycle as well as classroom
a more consistent and comprehensive instruction. It would be part of a
educational effort, reaching a greater comprehensive traffic safety education
number of children. program that would begin in the primary
grades with school bus and pedestrian
There is also a need to educate safety and progress through bicycle
teenage and adult bicyclists. safety education for older elementary
Education efforts here should focus on and middle school students to driver's
following the rules of the road when education for teenagers.
riding in traffic, being visible, and
use of appropriate safety equipment
including helmets.
2. Develop and evaluate a model GHSB, CTSPs, PTSAs, and bicycle
program for adult bicyclist safety organizations
training and education. A variety of
efforts will likely be needed to reach
adult bicyclists. Possible approaches
include distribution of safety
materials at bicycle shops, "bicycle to
work" and "family bicycle ride" events
that also provide opportunities for
education, inclusion of bicycle safety
messages on local bicycle maps,
articles or letters to local
newspapers, involvement of local
bicycle clubs, etc. Local law
enforcement officers can also play a
role in educating (and motivating)
adult bicyclists. A bicyclist
education campaign directed at adults
would be tied to a larger motorist
education and public awareness
campaign, as well as to greater
enforcement of traffic laws for
bicyclists and motorists. One
recommendation would thus be to develop
and evaluate the effectiveness of a
model program at the local level for
improving the skills and riding
practices of adult bicyclists.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Almost every person interviewed 1. Develop a "Share the Road" MHD, GHSB, Massachusetts Bicycle Safety
mentioned that it is often difficult campaign. Perhaps one of the most Alliance (MBSA), Registry of Motor
to ride a bicycle in Massachusetts due effective recommendations that can be Vehicles (RMV) and private sector
to the aggressive attitudes of many made is to increase motorist education
motorists. There is a need to educate through a "share the road" campaign.
motorists in ways to share the road Such a campaign could be started at the
with bicyclists state level and then extended to
communities. PSAs, brochures,
billboards and a variety of other media
could be used to carry out the
campaign. This could be centrally
organized by the Massachusetts Bicycle
Safety Alliance (MBSA) so that many
state and local agencies and coalitions
could join. Support from television and
radio would be needed, and use of
incentives should be considered.
2. Educate motorists through the
driver license process and driver
training programs. Another method of
reaching motorists is through
information contained in driver's
license manuals and through
incorporating bicycle safety and
"share-the-road" messages into
statewide driver education training.
Both the manual and the training should
include questions relating to bicycling
as well as more specific information on
operating a motor vehicle on roadways
with bicycles. Reminders in the form of
posters or brochures can also be placed
in the information centers at RMV
offices. Materials could be included
with any mailings from the RMV.
3. Enforce traffic laws. Enforcement Police departments
of traffic laws will lead to greater
understanding of the laws by motorists.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Even though the Massachusetts bicycle 1. Continue to promote public GHSB, MDPH, Massachusetts Bicycle
helmet law for children ages 12 and awareness and acceptance of the current Safety Alliance (MBSA), the Department
under has had widespread positive statewide helmet use law. When the of Education, and others.
impact, some parents and children initial helmet law was passed, little
remain unaware of the law, thus funding was made available for
reducing its overall effectiveness in promoting public awareness and
preventing deaths and reducing head acceptance of the law. Despite limited
injuries from bicycle crashes. There funds, GHSB, the Massachusetts
is a need for continued and expanded Department of Public Health, and the
education for children as well as Massachusetts Bicycle Safety Alliance
their parents about the state's have all led active campaigns to
bicycle helmet law. In addition, there promote helmet use and make helmets
is a need to continue to promote more available and affordable to
helmet use among bicyclists of all children. These efforts will need to be
ages. continued and even expanded in the
future, as many children still are not
An important component of any law is being protected by helmets. Educating
enforcement. Currently the parents about the importance of their
Massachusetts bicycle helmet law child always wearing a helmet when
carries no penalty for non-compliance. riding should be a key component to the
For greatest impact, the law needs to campaign. Pediatricians and other
incorporate some penalty and provide medical professionals can assist in the
law enforcement officers some options effort.
for enforcement.
2. Promote helmet use among bicyclists
of all ages. The majority of
bicyclists injured and killed in
traffic collisions are teenagers or
adults, and helmets can protect these
riders as well. Efforts to promote the
voluntary use of helmets by bicyclists
not currently covered by the statewide
helmet law should be expanded. This
might include, for example, developing
posters and fliers that target adult
riders, working with colleges and
universities to promote helmet use
among students as well as staff and
faculty, and working with bicycle shops
to make available a greater variety of
low-cost helmets.
3. Work to strengthen the state helmet
law. Although the current law has had
a significant positive impact on
children's wearing of bicycle helmets,
it would be improved if it included
some penalty for non-compliance.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
There is a need for enforcement of 1. Provide training to law enforcement GHSB, MDPH, State Police; and local
rules-of-the-road when bicycles and officers. State and local law police departments and planning
motor vehicles are operating on the enforcement agencies should be agencies.
same or intersecting roadways and encouraged to incorporate bicycle
other facilities. From the variety of enforcement into their training and
people interviewed, it appears that education programs. Programs should
little bicycle enforcement is being address the rights and responsibilities
done. Bicycle enforcement pertains not of both bicyclists and motorists as
only to the rules-of-the-road road users, along with effective
maneuvers made by cyclists, but also approaches for bicycle law enforcement.
to the way motorists share the road Training videos such as the helmet
with cyclists. Helmet use by child video produced by the Newton Police
bicyclists is another enforcement Department (with GHSB funding) or the
issue. League of American Bicyclist's "The Law
is for All" video can help to educate
The vast majority of bicycle law as well as motivate law enforcement
enforcement has to be done at the officers.
local level and requires commitment by
community law enforcement. There is a 2. Educate bicyclists about their
need for educating law enforcement responsibilities. Along with
authorities, including State Police, education, law enforcement can also
about the need for bicycle law play an important role in educating
enforcement as well as the rights of bicyclists about their responsibilities
bicyclists using the roadway. as road users. Bicyclists need to feel
that it is important for them to "do
the right thing," i.e., obey traffic
laws.
3. Review current status of
Massachusetts General Laws pertaining
to bicycling. If needed, push for
changes in the statutes to make them
easier and more compelling to enforce.
Develop information sheets that
summarize and clarify the law for
motorists and bicyclists as well as law
enforcement officers. Publicize the
fact that the $20 fine designated for
bicycle offenses is retained by the
local jurisdiction for bicycle safety
activities. Consider waiving any fine
for bicyclists who complete an
Effective Cycling or similar course.
1. Promote police-on-bicycles GHSB, MDPH, State Police; and local
programs. The concept of police departments and planning
police-on-bicycles seems to be growing agencies.
in popularity in Massachusetts. More
communities have established police
bicycle units. The Massachusetts State
Police have police officers on
bicycles, as does every town on the
Cape. Police-on-bicycles can be a very
effective way to enforce
rules-of-the-road for both bicyclists
and motorists. They may also help to
support community policing activities.
2. Involve local police in bicycle
facility planning. A final
recommendation is to involve local
police whenever bicycle facility
planning is being done within a
community. Local officers tend to know
where bicycle-motor vehicle crashes
occur and the underlying conditions,
and are thus in a position to make
informed comments regarding facilities.
Involving local police in bicycle
facility planning can also help educate
and motivate the officers concerning
bicyclist needs and safety.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Bicycle injury and bicycle-motor 1. Strengthen statewide reporting of MHD/BTP&D, State Police, local police,
vehicle crash data should be examined bicycle-motor vehicle crashes. A MDPH, RMV, and GHSB.
at both the state and local levels to uniform crash report form is used
identify needs and help guide statewide. Although there is known
countermeasure and program underreporting of single vehicle
development. The data may also be used bicycle crashes, this is true in every
for program evaluation. state. It is recommended that periodic
contact be made with police agencies to
maintain consistency of bicycle crash
reporting.
2. Track bicycle crashes. It is
recommended that the MHD
Bicycle-Pedestrian Program staff obtain
annual summaries of bicycle crashes
occurring in the state and examine the
data to detect trends, new problems,
and possible countermeasures. The same
process could be applied to certain
local jurisdictions where there is
considerable bicycling. Encourage
local agencies to use crash typing
techniques to further enrich the data.
3. Supplement crash data with hospital
injury data. Highway departments have
traditionally relied on police-reported
motor vehicle crash data for
information on the safety of their
roadways. However, a majority of
bicyclists' injuries result from falls
or other non-collisions that do not
involve a motor vehicle. To better
understand the safety needs of these
bicyclists, it is recommended that
hospital discharge data be examined and
tracked along with the statewide crash
data. Hospital data can also be used to
evaluate the effectiveness of state and
local safety and helmet promotion
activities.
1. Implement GIS techniques. MHD/BTP&D, State Police, local police,
Massachusetts Highway Department MDPH, RMV, and GHSB.
personnel indicate that the state level
system is somewhat antiquated and in
the process of being overhauled.
Personnel are also interested in using
GIS techniques with the available data.
Bicycle program staff are encouraged to
use the GIS system to input data
regarding bicycle crash locations,
facilities, and other kinds of data.
2. Provide training related to crash
reconstruction and typology.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Currently there are many "players" 1. Update and widely disseminate GHSB, MDPH, MBSA, and MHD/BTP&D
engaged in bicycle safety education bicycle safety resource kit. This kit
and enforcement activities in was developed by MDPH. The update
Massachusetts. They include the should include the latest information
Governor's Highway Safety Bureau, on key agencies, organizations, and
Massachusetts Department of Public individuals engaged in bicycle safety
Health / Injury Prevention and Control activities, and be made available
Program, the Bicycle Safety Alliance, "on-line" so that it can be easily
and a variety of local agencies and modified and expanded.
programs including the Boston
Childhood Injury Prevention Program, 2. Establish an on-line user group for
two SAFE KIDS coalitions, the quick and easy sharing of bicycle
Lexington Bicycle Safety Program, safety information. THE GHSB is
Kiwanis, and others. developing a Web site in Federal fiscal
year 1997 that will include bicycle
There is clearly a need to facilitate safety information. The user group
timely communication and sharing among might be modeled after the Bicycle
these various groups -- to benefit Coalition of Massachusetts' on-line
from each other's experiences and group, and used for (a) describing new
expertise as well as to pool resources programs, activities or materials, (b)
and talents. The Bicycle Safety announcing upcoming meetings,
Alliance has fulfilled this role in conferences, or other events of
the past, but additional resources are interest, (c) providing updates on
needed to expand its activities. pertinent legislation, (d) posing
questions for others in the group to
answer, (e) identifying funding
opportunities, (f) seeking
collaborators, etc.
3. Host an annual bicycle safety
conference. The assumption here is that
nothing is more effective than
"face-to-face" networking and sharing
of ideas and programs.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES Massachusetts is distinct from other 1. Several approaches could be taken Massachusetts General Court, Governor's states in that its bicycle coordinator to improve overall program coordination Office, GHSB, MDPH, MBSA, and MHD/BTP&D is not directly responsible for safety and leadership. One approach might be programming. This is because the to formalize and expand the role Massachusetts Highway Department has already being played by the traditionally focused its attention on Massachusetts Bicycle Safety Alliance. roadway and facility issues, while The Alliance should have a paid education and safety issues have been executive director able to work the province of GHSB and MDPH. This full-time on bicycle safety issues. has contributed to the situation where This person would be responsible for there is not a single focal point for coordinating bicycle safety activities bicycle safety education and by the Massachusetts Highway enforcement activities in the state. Department, Governor's Highway Safety More importantly, there is not an Bureau, and Department of Public advocate at the state level who is Health, and would provide overall responsible solely for bicycle safety. leadership, direction, and continuity At both the Governor's Highway Safety to the program. Bureau (GHSB) and the Massachusetts Department of Public Health (MDPH), bicycle safety programming must "compete" with other program areas: pedestrian safety, alcohol, safety restraint programs, etc. at GHSB; violence prevention, teen pregnancy, child abuse prevention, etc. at MDPH. There is a need for a more defined focal point for the state's bicycle safety activities, with a committed leadership that can provide longevity and continuity to its myriad of bicycle safety activities.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
There is a need to revise/clarify the 1. Revise MGL Chapter 90E: Bikeways Massachusetts General Court.
definitions of bicycle facilities and other Chapters of the MGL where
contained in the Massachusetts General appropriate, as described below:
Laws (MGL) to recognize multi-use.
The MGL defines a "bike path" as "a a. Incorporate in Chapter 90E the
route for the exclusive use of following definition from the AASHTO
bicycles separated by grade or other guide:
physical barrier from motor traffic."
This definition does not recognize the Bikeway - Any road, path, or way which
reality that these paths are used by in some manner is specifically
pedestrians, people in wheelchairs, designated as being open to bicycle
in-line skaters, and others not on travel, regardless of whether such
bicycles. Failure to recognize the facilities are designated for the
multi-use character of these paths can exclusive use of bicycles or are to be
lead to design and operational shared with other transportation modes.
problems.
b. Revise other definitions as needed
to be consistent with expanded
definition of a bikeway.
c. Expand definition of "public way"
to include multi-use paths and other
bikeways that are not part of a roadway
right-of-way.
There is a need for uniform guidance 2. Continue to recognize the Guide for MHD/BTP&D and other state and local
in the design of bicycle facilities. the Development of Bicycle Facilities agencies
(AASHTO, 1991) as "the primary design
reference for designing bikeways".
This document is in the process of
being revised. When the new Guide is
available, obtain copies and distribute
to all town/city engineers and public
works departments, as was done with the
1991 Guide.
3. Develop additional bicycle facility MHD/BTP&D
design guidance.
The revised MassHighway Design Manual, MHD to provide additional design MHD/BTP&D, cities, and towns
in draft form at the time of this guidance as follows:
writing, contains the following
provision: 1. Clarify the minimum and preferred
bicycle accommodation in terms of the
12.1.3 Shared Roadways. Shared total width of the outside lane
roadways are highways where a bicycle including shoulder and offset. Offsets
lane is not designated, but where are recommended from curbs as well as
bicycles are legally allowed to use guard rails, walls, etc.
the highway. To accommodate bicycles,
at least 0.75 meters (2.46 feet), or 2. Provide the option of a 3.25 meter
preferably 1.25 meters (4.1 feet) of (10.67 foot) travel lane in combination
usable shoulder must be paved. with a 1.25 meter (4.1 foot) shoulder
as minimum bicycle accommodation.
If these accommodations for bicycles
can not be provided, a design waiver 3. Recommend 1.75 meter (5.74 foot)
request must be submitted at the 25% usable paved shoulder where motor
stage. vehicle speeds are greater than 80
kilometers per hour (50 miles per hour)
There is a need to clarify the above
guidance to include offsets where 4. Provide direction on the process
required and the width of the adjacent for granting design waivers when the
travel lane. This clarification minimum or preferred bicycle
should prescribe the minimum and accommodation is not provided. This
preferred bicycle accommodation in additional direction should recognize
terms of the total width of the environmental and right-of-way
outside lane including shoulder and constraints and seek to strike a
offset as this is the total lateral balance when bicycle related
space shared by a bicycle and motor improvements are clearly advancing
vehicle. Where an offset is not public safety goals and improving
required, minimum bicycle environmental quality. It may be
accommodation is 4.5 meters (14.76 possible to increase the lateral space
feet) and preferred accommodation is available to the motorist and bicyclist
5.0 meters (16.4 feet). Where an with minimal impact on adjacent
offset is required, minimum bicycle properties. The MHD Bicycle and
accommodation is 5.0 meters (16.4 Pedestrian Program staff should provide
feet) and preferred accommodation is support to MHD Districts when projects
5.5 meters (18.04 feet). that would improve on-road bicycle
accommodation enter the design waiver
Direction is also needed on the process. MHD should seek to build
process for granting design waivers consensus among the various
when the minimum or preferred bicycle stakeholders using a mediation
accommodation is not provided. approach.
Most actuated traffic signal systems 1. The Massachusetts Highway MHD/BTP&D, MDC, cities, towns, and
in the Commonwealth do not detect Department (MHD) and others should other appropriate agencies
bicycles. When no motor vehicles are adopt standards for the detection of
present at a leg of an intersection bicycles by actuated traffic signal
where a bicyclist is waiting, the systems.
traffic signal is not actuated. The MHD/BTP&D, municipalities, and other
bicyclist choices are to wait for a 2. Bicycle detection should be agencies who own and operate traffic
motor vehicle to arrive to actuate the specified in new and retrofit projects signals on public ways in the
signal or to run the light. This involving actuated traffic signal Commonwealth.
situation is inconsistent with systems, based on standards to be
Massachusetts General Laws which developed by MHD. MHD/BTP&D, municipalities, and other
recognize bicycles as vehicles and agencies who own and operate traffic
afford bicyclists the same rights as 3. Where warranted, existing actuated signals on public ways in the
motorists. traffic signal systems should be Commonwealth.
redesigned to detect bicycles. These
designs should be based on standards to
be adopted by MHD.
The AASHTO Guide notes that bridges 4. Provide appropriate treatments to MHD/BTP&D, MDC, local Departments of
can serve an important function by improve bicycle travel across bridges. Public Works, and other agencies with
providing bicycle access across Such treatments may initially include bridge design/construction/maintenance
barriers. Some bridge features, signage to alert bicyclists to surface responsibility.
however, may be unsuitable for conditions. Other longer term
bicyclists; these are, according to treatments may include: retrofitting
AASHTO, "open grated metal decks found existing bridges to improve surface
on many movable spans" and "certain conditions for bicycling; and bridge
types of expansion joints that may construction and reconstruction
cause bicycle steering difficulties." projects that incorporate surfaces more
compatible with bicycle travel,
specifically in bicycle travel paths,
and provision of greater operating
space.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Bicycles need to be safely 1. Develop bicycle oriented MHD, Massachusetts Water Resources
accommodated in construction areas. construction checklists, which address Agency, utility companies, cities and
the following items: towns, state and local police, bicycle
smooth travel path and adequate lane organizations
width
bicycle consideration in detour route
selection and construction area signage
physical barriers from debris
metal trench plate surface treatment
and asphalt ramping
shim or ramp raised catch basins
restrict access to off-road facilities
during construction.
2. Develop, implement, and enforce
utility practices, such as jointless
patches, that consider bicycles
3. Train construction personnel about
the needs of bicyclists.
4. Train utility companies and
designers to consider bicycles in
utility placement. Provide standard
roadway repair practices. Update
standard specifications. Foster
partnering between utility companies,
planners and designers in all stages of
project design.
5. Provide public training and
information on bicycling in
construction areas.
Provide appropriate signage and 1. Use wet skid-resistant pavement MHD, MDC, other state agencies, cities,
striping during construction and as markings. Consider bicyclists in the towns, and others involved in signage
part of ongoing maintenance. selection and location of signage. and striping.
2. Develop guidance for maintenace and
replacement of signage and striping.
Provide periodic evaluation.
The needs of bicyclists should be 3. Develop standards for evaluating State, local, and other roadway/trail
accommodated in sweeping, drainage, the recurring needs for sweeping and maintenance agencies.
vegetation, and winter maintenance implement accordingly. More frequent
policies and practices. sweeping may be required depending on
bicycle volumes and local conditions.
4. Modify current grate replacement
program to incorporate bicycle-safe
grates. Ensure proper cleaning of
catch basins to avoid the formation of
standing water and surface
irregularities.
5. Modify mowing programs to include
consideration of bicyclist sight line
requirements, especially at
intersections with off-road facilities.
6. Provide proper vertical and
horizontal clearances to ensure safe
bicycle passage. Provide proper
trimming of vegetation to ensure
visibility of signage, proper sight
lines, and safe/secure areas for users.
7. Identify problem areas and implement
preventive measures, such as root
barriers, to limit root damage to trail
pavements.
1. Address bicycle needs in snow/ice State, local, and other roadway/trail
removal policies and practices. agencies.
Improved railroad crossings can better 2. Train railroad and other personnel Railroads, state and local roadway
accommodate bicycles. to consider bicycle use in agencies
design/maintenace of railroad
crossings. Provide design guidance on
railroad crossing treatments to
accommodate bicycles.
Provide for the safety of trail users 3. Where warranted, provide trail DEM, MDC, cities and towns
during hours of darkness. lighting.
Provide mechanisms for bicyclists to 4. Establish a dedicated hotline for State and local roadway agencies, and
report roadway and trail maintenance reporting maintenace needs. bicycle organizations
needs.
5. Establish a clearinghouse to
receive, evaluate and implement
suggested improvements. Develop a
tracking system.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Bicycle tourism has been shown to be a 1. Update, print and distribute State MOTT, RTCs, the tourism industry,
source of substantial revenue in Bicycle Map. cities, towns, chambers of commerce,
several states. The industry is in and others.
the developing stages in 2. Develop a multipage brochure as a
Massachusetts, and there are a few companion piece to the State Bicycle
companies in the state which are Map that is oriented to the needs and
realizing part of the business interests of the bicycle tourist. The
potential of bicycling. Other brochure could include information on
businesses outside the state are also lodging, bicycle attractions and tour
involved in bicycle tourism in operators in each region, and bicycling
Massachusetts. Developing a stronger safety. It could also incorporate
bicycle tourism business within the information already available from
state would increase revenues realized several regional tourist councils
by the Commonwealth. (RTCs) on bicycling and other outdoor
activities in their region.
State tourism promotion offices in Massachusetts geographically is a
other states have developed materials, relatively small state, and different
programs and organizations for regions can be visited during the time
marketing bicycling attractions period of a typical vacation. This
throughout the state. Other states publication could highlight the major
have also developed a non-profit bicycling attractions in the state,
organization, sponsored by businesses without requiring a vacationer to
and other organizations, which contact several separate RTCs for
promotes bicycling and tourism in the information.
state. The Massachusetts Office of
Travel and Tourism (MOTT) can play a 3. Broaden contacts with appropriate
prominent role in increasing the tourism representatives to focus on
visibility of Massachusetts as a bicycle tourism and potential for
bicycle tourism destination and in further organization.
capturing the revenue that it offers.
These promotion efforts could attract 4. Continue to feature bicycling in
funding from bicycle shops, tour existing tourism promotions and
operators, lodging, and other publications, and to highlight
businesses which stand to gain from bicycling in regional tourism
more bicycle tourists coming to activities.
Massachusetts.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
Bicycling is a highly efficient means The promotion of bicycling entails a MHD, other state agencies with
of transportation, as well as a comprehensive program that addresses transportation and air quality
healthy, enjoyable activity for people facility needs, safety education and responsibiliities, CARAVAN, the
of all ages. The National Bicycling law enforcement, as well as transportation management associations
and Walking Study has set a goal of encouragement. The recommendations (TMAs), Smart Routes, regional transit
doubling the percentage of trips made below relate to areas not already authorities (RTAs), and the BayState
by bicycling and walking, at the same covered elsewhere. Roads Program.
time reducing by 10 percent the number
of bicyclists and pedestrians killed 1. Work with local communities,
and injured in traffic crashes. To businesses, academic institutions or
support this goal, Massachusetts will other agencies and organizations to
need to carry out its own statewide sponsor and promote bicycle to work
effort to make bicycling a more days, community bicycle rides, and
attractive transportation option for other events to attract and encourage
more of its people. new bicyclists.
2. Produce state and local bicycle
maps to help riders identify safe and
efficient routes for bicycling to
desired destinations.
3. Conduct a statewide multi-media
campaign promoting bicycling. This
might be linked to other efforts, such
as the share-the-road campaign.
4. Encourage designation of MHD MHD Districts, RPAs, cities, and towns
District, regional, and local agency
bicycling contacts and the
establishment of bicycle advisory
committees.
5. Develop best practices publications MHD, DEM, GHSB, MDPH, Baysate Roads
covering 4E activities (education, Program, and others
enforcement, encouragement, and
engineering,) of potential value and
application to state, regional, local,
and other agencies.
6. Develop a Clean Air/Bike-to-Transit EOEA, Regional transit authorities
pilot program, emphasizing reduced cold (RTAs), RPAs, TMAs, cities and towns.
starts. Evaluate and expand as
appropriate.
OPPORTUNITY/NEED RECOMMENDATION PROPOSED AGENCIES
There is an opportunity to increase 1. Assess the bicycle suitability of RTAs, all agencies who own and maintain
both bicycle and transit use by primary roadways leading to transit public roads that provide links to
improvements in three primary areas: stations and stops and other intermodal transit centers, Massport, and Mass
facilities, and where suitability is Aeronautics
bicycle access to transit stations and low, improve roadways to better
stops accommodate bicycles. Ensure that new
bicycle parking at transit stations roadways leading to transit stations
and stops and and other intermodal facilities are
conveyance of bicycles on transit designed to accommodate bicycles. RTAs and all agencies that construct,
vehicles own, or maintain bikeways.
2. Ensure that all new bikeways and
An increase in bicycling and transit transit centers provide connections
use will advance broader goals of the between these facilities. Improve RTAs, RPAs, cities and towns
Commonwealth, including improved air connections between existing bikeways
quality, mobility, and quality of and transit/intermodal centers.
life.
3. Provide/update inventories of
There are also opportunities to bicycle parking facilities at all
improve bicycle linkage with other transit centers and major bus stops.
modes and modal centers. These modes Survey the numbers of bicycles parked
include commuter ferries and other at or near these facilities during peak
maritime services, and periods of bicycle use. Assess the
airports/airlines. Intermodal sites demand for bicycle parking at these
include park and ride lots, and facilities based on existing use data
existing and proposed intermodal and an evaluation of potential demand.
centers, such as South Station in
Boston. 4. Install additional bicycle parking RTAs, RPAs, local police, cities and
facilities at transit centers and major towns
bus stops based on demand. At transit
centers such as commuter rail and
subway stations, bicycle racks should
be provided in a secure and convenient
location. Bicycle lockers should be
considered especially at locations that
are not continuously populated, such as
at some suburban commuter rail stations
in the Boston area. Large secured
bicycle parking facilities (e.g., the
covered, fenced, and locked bicycle
parking facility at Mass General
Hospital in Boston) may be more
appropriate where warranted.
There is an opportunity to increase 1. Provide safe, secure, and adequate MHD, RTAs, RPAs, Massport,
use of alternative modes of bicycle parking facilities at Massachusetts Turnpike Authority, and
transportation by improvements in park-and-ride lots, airports, and other others
bicycle parking at intermodal intermodal facilities.
facilities.
Bicycle theft is a deterrent to 2. Increase monitoring of parking RTAs, RPAs, local police, cities and
increasing intermodal bicycle use. sites to reduce vandalism and theft. towns
Locate parking facilities to increase
surveillance.
There is an opportunity to increase 3. Continue to increase the Massachusetts Bay Transportation
both bicycle and transit use by convenience of transporting bicycles on Authority (MBTA)
improvements in conveyance of bicycles trains as was done on October 1, 1996
on transit vehicles when the MBTA expanded the number of
outlets for obtaining Bikes on the T
permits and hours when bicycles are
allowed on trains. AMTRAK and private bus companies
4. Increase the convenience of
transporting bicycles on Amtrak trains RTAs
and on private buses.
5. Increase the number of RTA buses
equipped with bicycle racks, using as a Ferry and other maritime operators
model programs implemented by the
Nantucket RTA and the Pioneer Valley
Transit Authority.
6. Increase the convenience of
transporting bicycles on ferries and
other maritime services
7. Investigate potential adaptation of RTAs, other transit, and ferry
existing rolling stock and other operators
equipment to better accommodate bicycle
conveyance.
8. Assess bicycle/transit usage on a Responsible agencies
regular basis to determine how system
improvements can be provided.
Worcester Tuesday, November 12 Central Mass Regional Planning Commission 20 Washington Square, Suite 300
Northampton Wednesday, November 13 Municipal Office Building (behind City Hall) Top Floor, Council Room 212 Main Street
Boston Thursday, November 14 City Hall, Room 801 (use Congress Street entrance) Government Center
Dennis Tuesday, November 19 Dennis Senior Center (downstairs meeting room) 1045 Route 134
Taunton Wednesday, November 20 Southeastern Regional Planning and Economic Development Commission 88 Broadway
Andover Thursday, November 21 West Middle School Cafeteria 100 Shawsheen Road
Pittsfield Tuesday, November 26 Berkshire County Regional Planning Commission 10 Fenn Street