جامعة النجاح الوطنية تكنولوجيا كلية الهندسة و المعلومات An-Najah National University Faculty of Engineering and Information Technology Graduation Project Report II Design of the First Bike Network in Nablus City By Hamed Nafez Arabasi – Reg. No:11821842 Malak Mahmoud Zakarna – Reg. No:11820674 Ahmad Emad Abed – Reg. No:11821484 Aya Husni Hussien – Reg. No:12011472 Under supervision of: Prof. Khaled Al-Sahili Submitted in partial fulfillment of the requirements for Bachelor degree in Civil Engineering 2022 / 2023 2 إهداء } ۚ ُ الهِذيَن آَمنُوا ِمنُكْم َوالهِذيَن أُوتُوا اْلِعْلَم َدَرَجاٍت }يَْرفَعِ َّللاه امحلد هلل و الصالة عىل س يدان محمد عليه أ فضل الصلوات , و أ مت التسلمي , أ ما بعد . , ببحثنا هذا مثرة هجدان , و جناحنا مبشيئة هللا تعاىل . ة يف مسريتنا ادلراس ي ة امحلد هلل اذلي وفقنا لإمتام هذه اخلطو و أ داهمم نورا و س ندا لنا. أ ابئنا و أ هماتنا حفظهم هللا ,اهديه اىل أ عز الناس لخواننا و أ خواتنا اذلين ساندوان يف وقت كنا حباجهتم. لتعب , و الفرح . لل صدقاء و الصديقات و رفقاء ادلرب اذلين قامسوان حلظات من اجلهد , و ا وفيسور خادل الساحيل عىل ما حضى به من وقته ل جلنا ب اىل أ س تاذان ال . ة اىل مجيع أ ساتذتنا و أ هل الفضل اذلين مغروان ابحلب و التقدير و النصيح اىل لك من هلم أ ثر يف حياتنا , هندي معلنا هذا 3 Acknowledgment We would like to express a deep sense of gratitude to the Prof. Khaled Al- Sahili for his guidance and supervision as well as for providing necessary information for the project and also for the support in completing the project. Also we would like to thank the technician of the Transportation laboratory Eng. Taj Salahat, who has been always giving us advices and helping us and never hesitated to support us. Our grateful thanks are extend to the technician of the survey laboratory Eng. Mohanad Mayaleh, who gave us the permission to use all required equipment to complete the field work. We would like also to extend our thanks to the students of the previous project Diala Juma and Batool Al-Tanbour for their outstanding work in the previous project. We also extend our heartiest thanks to our parents for their support and encouragement throughout our study. Finally, we wish to thank our friends and colleagues for their support, especially colleagues Hamdan Dababat and Rawan Rabaya for their assistance in conducting a traffic volume study, which is a part of this project. 4 Disclaimer This report was written by students at the Civil Engineering Department, Faculty of Engineering and Information Technology, An-Najah National University. It has not been altered or corrected, other than editorial corrections, as a result of assessment and it may contain language as well as content errors. The views expressed in it together with any outcomes and recommendations are solely those of the students. An-Najah National University accepts no responsibility or liability for the consequences of this report being used for a purpose other than the purpose for which it was commissioned. 5 Table of Contents Abstract .................................................................................................................................... 13 Chapter 1: Introduction ............................................................................................................ 14 1.1. General Background .................................................................................................. 14 1.2. Objectives .................................................................................................................. 16 1.3. Importance of the Project .......................................................................................... 17 Chapter 2: Methodology .......................................................................................................... 18 2.1 Specifying the Study Area......................................................................................... 18 2.2. Collection of Data ..................................................................................................... 19 2.2.1. Using Available Data ......................................................................................... 19 2.2.2. Data Collection by Field Work .......................................................................... 19 2.3. Data Analysis ............................................................................................................ 19 2.4. Design Criteria .......................................................................................................... 20 2.5. Designing the Bicycle Network and Traffic Operations ........................................... 20 2.6. Project Constrains ..................................................................................................... 20 Chapter 3: Data Collection....................................................................................................... 21 3.1. Roads Inventory Study .............................................................................................. 21 3.1.1. Yasser Arafat Street ........................................................................................... 21 3.1.2. Rafedia Street ..................................................................................................... 25 3.1.3. Omar Ibn Al-Khattab Street ................................................................................... 29 3.1.4. Ghernatah Street..................................................................................................... 33 3.1.6. Al-Shwetreh Street ................................................................................................. 36 3.1.7. The City Center Area ............................................................................................. 37 3.2. Traffic Volume Study................................................................................................ 49 3.3. Questionnaire ................................................................................................................ 53 Chapter 4: Design Criteria ....................................................................................................... 56 4.1 Bicycle Safety ................................................................................................................ 56 4.2 Functional Classification of Roads ................................................................................ 57 4.3 Design Vehicle ............................................................................................................... 58 4.3.1 Typical Bicycle Dimensions ................................................................................... 59 6 4.3.2 Key Performance Criteria ....................................................................................... 61 4.4 Elements of Design ........................................................................................................ 61 4.4.1 Shared Lanes ........................................................................................................... 62 4.4.2 Paved Shoulders ...................................................................................................... 64 4.4.3 Bicycle lanes ........................................................................................................... 65 4.4.3.1 Bicycle lane on two-way streets .......................................................................... 66 4.4.3.2 Bicycle lanes on one-way streets ......................................................................... 67 4.4.3.3 Bicycle lane widths .............................................................................................. 67 4.4.3.4 Bicycle lanes and on-street parking ..................................................................... 69 4.4.4 Bicycle lane signs and markings ............................................................................. 69 4.4.5 Obstruction Marking ............................................................................................... 73 4.4.6 Traffic signs ............................................................................................................ 73 4.5 Grade ............................................................................................................................ 76 4.6 Bike Parking Lot Dimensions ........................................................................................ 76 Chapter 5: Data Analysis ......................................................................................................... 78 5.1. Questionnaire Analysis ............................................................................................. 78 5.2. Traffic Volume Analysis ........................................................................................... 81 5.3. General Design Considerations. ................................................................................ 85 5.4. Allocating Bicycle Lanes along the Streets............................................................... 86 5.4.1. Bicycle Lanes along Yasser Arafat Street ......................................................... 86 5.4.2. Bicycle Lanes along Rafedia Street ................................................................... 87 5.4.3. Allocating The Bicycle Lanes Along Omar Ibn Al-Khattab Street ................... 90 5.4.4. Allocating The Bicycle Lanes along Ghernatah Street ...................................... 90 5.4.5. Allocating The Bicycle Lanes along Palestine Street ........................................ 90 5.4.6. Allocating The Bicycle Lanes along Al-Shwetreh Street .................................. 91 5.4.7. The City Center Area ......................................................................................... 92 Chapter 6: Design of The Bike Network ................................................................................. 94 6.1. Bike Lane at Intersections ............................................................................................. 94 6.1.1. Bike Box ................................................................................................................ 94 6.1.2. Median Refuge Island .......................................................................................... 96 6.1.3. Intersection crossing marking ................................................................................ 97 6.2. Typical Cross Sections ................................................................................................... 98 6.3. Grade of the Street ..................................................................................................... 104 7 6.4. Bikes Parking Lots ....................................................................................................... 105 Chapter 7: Cost Estimate ....................................................................................................... 110 Chapter 8: Conclusions and recommendations ...................................................................... 111 References .............................................................................................................................. 113 Appendix ................................................................................................................................ 114 List of Figures Figure 1-1: Location of Nablus City at the Map. ..................................................................... 15 k Figure 2- 1: Study Area............................................................................................................ 18 Figure 3-1: Section 1 (At Al Junaid Street) ............................................................................. 22 Figure 3-2: Section No.1- At Al Junaid Street Existing Cross Section ................................... 22 Figure 3-3: Section No. 2 - At Abu Asfoura Restaurant .......................................................... 23 Figure 3-4:At Abu Asfoura Restaurants Section No.2 Existing Cross Section ....................... 24 Figure 3-5: Section 3 (At Gift Corner) .................................................................................... 24 Figure 3-6:At Gift Corner Section No.3 Existing Cross Section ............................................. 25 Figure 3-7:Section 1 (At Shamia Ice Cream) .......................................................................... 26 Figure 3-8: At Shamia Ice Cream Section No.1 Existing Cross Section ................................. 26 Figure 3-9:Section 2 (At Ibn Qutaiba School) ......................................................................... 27 Figure 3-10: At Ibn Qutaiba School , Section No.2 Existing Cross Section ........................... 27 Figure 3-11: Section 3 -At Nablus Municipality Sports Stadium ........................................... 28 Figure 3-12: At Nablus Municipality Sports Stadium Section No.3 Existing Cross Section . 29 Figure 3-13:Section No.1- An-Najah National University (Old Campus) .............................. 30 Figure 3-14:An-Najah University (Old Campus) Section No.1 Existing Cross Section ......... 30 Figure 3-15:Section 2, After An-Najah University (Old Campus) .......................................... 31 Figure 3-16: Omar Ibn Al-Khattab Street , Section No. 2 (Existing Cross Section). .............. 31 Figure 3-18: At Al-Fatemiah School Section No.3 Existing Cross Section ............................ 33 Figure 3-19: Ghernatah Street .................................................................................................. 33 Figure 3-20: At Ghernatah Street Existing Cross Section ....................................................... 34 Figure 3-21: At Palestine Street ............................................................................................... 35 Figure 3-22: At Palestine Street Existing Cross Section ......................................................... 35 Figure 3-23: At Al-Shwetreh Street. ........................................................................................ 36 Figure 3-24: At Al-Shwetreh Street Existing Cross Section ................................................... 37 Figure 3-25: At The City Center Area ..................................................................................... 37 Figure 3-26: Section1 (At City Roundabout.)........................................................................ 38 Figure 3-27: At City Roundabout Existing Cross Section ...................................................... 38 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City_(%20Final).docx%23_Toc137856243 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754638 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754640 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754642 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754643 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754644 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754648 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754649 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754653 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754658 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754660 8 Figure 3-28: Section 1 (In Front of the Commercial Complex.) ............................................. 39 Figure 3-29: In Front of the Commercial Complex Existing Cross Section........................... 40 Figure 3-30: Section 2.2 (In Front Of The Watani Hospital.) ................................................. 41 Figure 3-31: In Front Of The Watani Hospital Existing Cross Section ................................... 41 Figure 3-32: Section 3 (Faisal Street.) ..................................................................................... 42 Figure 3-33: At Faisal Street Section No.3 Existing Cross Section ........................................ 43 Figure 3-34: Section 4 (In Front Of Nablus Municipality). ..................................................... 43 Figure 3-35: In Front Of Nablus Municipality Section No.4 Existing Cross Section. ............ 44 Figure 3-36: Section No.5- Hettin – Al Masaqiah Intersection ............................................... 44 Figure 3-37: A Plan Of Section No.5 Existing Cross Section ................................................. 45 Figure 3-38: Hettin Street ........................................................................................................ 46 Figure 3-39: At Section No.6 Existing Cross Section – Hittin Street ...................................... 46 Figure 3-40: At section No.7, Salah Al-Deen Street. .............................................................. 47 Figure 3-41: Section No.7 Existing Cross Section – Salah Al-Deen Street ............................ 48 Figure 3- 42: section No.8 Between Faisal and Al- Masaqiah Street. ..................................... 48 Figure 3-43: Existing Cross Section NO. 8 – Between Faisal and Al- Masakiya Street ........ 49 . Figure 4-1 Critical Physical Dimensions For Upright Adult Bicyclists(AASHTO, 2012). .... 59 Figure 4-3: “Share The Road” Sign (W11‐1 And W16‐1p) (AASHTO, 2012) ...................... 63 Figure 4-4:“Bicycles May Use Full Lane” Sign (R4‐ 11) ....................................................... 63 Figure 4-5: "Wrong way" And "Ride with traffic" Plaque ..................................................... 64 Figure 4-6: Paved Shoulders Dimensions(AASHTO, 2012). .................................................. 65 Figure 4-7: Bicycle Lanes On Two-Way Streets(AASHTO, 2012). ....................................... 66 Figure 4-8: Bike Lanes In Downhill And Uphill Direction Streets(AASHTO, 2012). ........... 66 Figure 4-9: Typical Markings For One Way Street Designed For Two Way Bicycle Travel. 67 Figure 4-10: Typical Bike Lane Cross Sections When On-Street Parking Is Allowed. .......... 68 Figure 4-11: Typical Bike Lane Cross Sections When On Street Parking Is Prohibited ....... 68 Figure 4-12: Typical Bike Lane Pavement Markings(AASHTO, 2012). ................................ 70 Figure 4-13: Bike Lane Symbol Markings(AASHTO, 2012). ................................................ 71 Figure 4-14: Symbol Placement To Avoid Premature Wear(AASHTO, 2012). ..................... 72 Figure 4-15: Bicycle Lane Sign(AASHTO, 2012). ................................................................. 73 Figure 4-16: Warning Signs Considering Bicycles(AASHTO, 2012). .................................... 75 Figure 4-17: D3‐1 Guide Sign(AASHTO, 2010). ................................................................... 75 Figure 4-18: W16‐8P Guide Sign(AASHTO, 2012). .............................................................. 75 Figure 4-19: Bike Parking Lot Layout with Minimum and Recommended dimensions . ....... 76 Figure 4-20: Bike Parking Lot Layout with Min. and Rec. dimensions ................................. 77 Figure 5-1: Percentage Of Students Studying In The New And Old Campuses 78 Figure 5-2: Percentage Of Students Who Own Cars (Al-Tanbour and Juma, 2022). ............. 79 Figure 5-3: Percentage Of Students Who Own Bicycles Or Electric Bikes ........................... 79 Figure 5-4: Percentage Of Each Type Of Transportation Students Use ................................. 80 Figure 5-5: The Percentage Of Students That Feel Safe While Using Bicycles .................... 80 Figure 5-6: Percentage Of Students That Are Willing To Use Bicycles ( ............................... 81 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754666 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754676 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754763 9 Figure 5-7: Distribution of Al Junaid Street Elements with a BL ........................................... 86 Figure 5-8: Distribution Of Rafedia Street Elements With a BL, Section No.2 ...................... 87 Figure 5-9: Distribution Of Rafedia Street Elements With a BL, Section No.1 ...................... 88 Figure 5-10: Distribution Of Rafedia Street Elements With a BL, Section No.2 ................... 89 Figure 5-11: Distribution Of Rafedia Street Elements With a BL, Section No.3 .................... 89 Figure 5-13: Ghernatah Street, Cross-Section Of The Street Elements. .................................. 90 Figure 5-14: Distribution Of Palestine Street Elements With a BL......................................... 91 Figure 5-15: Distribution Of Al-Shwetreh Street Elements With a BL................................... 92 Figure 5-16: Faisal Street, Dimension Of The Street Elements With A Bike Lane ................ 93 Figure 6- 1: Illustration Of The Bike Box (Urban Bikeway Design Guide, 2011) ................. 95 Figure 6- 2: The Designated Bike Box At Rafedia - Tunis Intersection. ................................ 95 Figure 6- 3: Median Refuge Island (Urban Bikeway Design Guide, 2011) ............................ 96 Figure 6- 4:The Designated Median Refuge Island At Al-Watany Hospital ........................... 96 Figure 6- 5:The Crossing Lane Marking With A Median Refuge Island ................................ 97 Figure 6- 6: Plan Drawing, Section A-A ................................................................................. 98 Figure 6- 7: Typical Cross Section A-A, At An- Najah New Campus .................................... 98 Figure 6- 8: Plan Drawing Section B-B, Rafidia Street ........................................................... 99 Figure 6- 9:Typical Cross Section B-B, Rafidia Street............................................................ 99 Figure 6- 10: Plan Drawing, Section C-C, Rafidia Street ...................................................... 100 Figure 6- 11: Typical Cross Section C-C, Rafidia Street....................................................... 100 Figure 6- 12:Plan Drawing Section D-D, Omar Ibn Al-Khattab St, An-Najah Old Campus 101 Figure 6- 13: Typical Cross Section D-D,Omar Ibn Al-Khattab St, An-Najah Old Campus 101 Figure 6- 14: Plan Drawing, Section E-E Al-Shwetreh Street............................................... 102 Figure 6- 15: Typical Cross Section, section E-E Al-Shwetreh Street .................................. 102 Figure 6- 16: Plan Drawing, Section F-F, Al-Malek Faisal Street ........................................ 103 Figure 6- 17: Cross Section F-F, Al-Malek Faisal Street ...................................................... 103 Figure 6- 18: Salah Al-Deen Street Profile’s ......................................................................... 104 Figure 6- 19:City Center area Profile..................................................................................... 105 Figure 6- 20: Proposed Parking Lot, An- Najah New Campus ............................................. 105 Figure 6- 21: Proposed Parking Lot, An- Najah Old Campus ............................................... 106 Figure 6- 22: Proposed Parking Lot, City Center .................................................................. 106 Figure 6- 23: Details Of Bike Parking Daimonions........................................................ 107 Figure 6- 24: U- rack (Bike Parking Guide ........................................................................... 107 Figure 6- 25:Bikes Parking Lot, An- Najah New Campus .................................................... 108 Figure 6- 26: Bikes Parking Lot, An- Najah Old Campus ..................................................... 108 Figure 6- 27: Bickes Parking Lot, City Center Area ............................................................. 109 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754593 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754596 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754614 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754616 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754618 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754620 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754624 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754625 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754630 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137754631 10 List of Tables Table 3.1: Dimensions Of The Street Elements Of Section No.1 At Al Junaid Street ............ 22 Table 3.2:Dimensions Of The Street Elements Of Section No.2 At Abu Asfoura Restaurant 23 Table 3.3: Section No.3 At Gift Corner - Dimensions Of The Street Elements ...................... 25 Table 3.4: Section No.4 At Shami Ice Cream - Dimensions of the Street Elements ............... 26 Table 3. 5: Dimensions Of The Street Elements Of Section No.5 at Ibn Qutaiba School ...... 27 Table 3. 6: Dimensions Of The Street Elements of Section No.6. ......................................... 28 Table 3.7: Dimensions Of The Street Elements Of Section No.1 An-Najah (Old Campus) ... 30 Table 3.8: Dimensions Of Omar Ibn Al-Khattab Street Elements, Section No.2 ................... 31 Table 3.9: Al-Fatemiah Street - Dimensions Of The Street Elements ..................................... 32 Table 3.10: Dimensions Of The Street Elements For Ghernatah Street .................................. 34 Table 3.11: Dimensions Of The Street Elements For Palestine Street .................................... 35 Table 3.12: Dimensions Of The Street Elements For Al-Shwetreh Street .............................. 37 Table 3.13: Dimensions Of The Street Elements Of Section No.3 At Faisal Street ............... 42 Table 3.14: Nablus Municipality Street Elements ................................................................... 44 Table 3.15: Dimensions Of The Street Elements For Hettin Street ......................................... 46 Table 3.16: Dimensions Of The Street Elements For Salah Al-Deen Street. .......................... 47 Table 3.17: Dimensions Of Section No.8 , Between Faisal and Al- Masaqiah Street ............. 49 Table 3.18: Traffic Volume For The Rafrdia-Tunis Intersection ............................................ 49 Table 3.19: Traffic Volume For The Rafrdia-Omar Ibn Khattab Intersection ........................ 50 Table 3.20: Traffic Volume For The Ghernatah - Omar Ibn Khattab Intersection .................. 50 Table 3.21: Traffic Volume For The Al-Ameer Mohammed - Yaffa Intersection .................. 50 Table 3.22: Traffic Volume For The Al- Malek Faisal Street (Al-Watani Hospital) .............. 51 Table 3.23: Peak Hour Summary For Each Intersection ......................................................... 51 Table 3. 24: Common Peak Hour For All Intersections .......................................................... 51 Table 3.25: Questionnaire Main Results(Al-Tanbour,B.,and Juma, D.,2022) ........................ 53 . Table 4.1 Key Dimensions For Different Types Of Users (AASHTO, 2010). ....................... 60 Table 4.2: Key Performance Criteria For Different Types Of Bicyclists (AASHTO, 2010). . 61 0 Table 5. 1: Reduction Ratio For Rafidia - Tunis Intersection.................................................. 82 Table 5. 2: Reduction Ratio For Al- Malek Faisal Street (National Hospital) ........................ 82 Table 5. 3: Reduction Ratio For Rafidia - Omar Ibn Al Khattab. ........................................... 82 Table 5. 4: Reduction Ratio For Al- Ameer Mohammed - Yaffa intersection. ....................... 82 Table 5. 5: Reduction Ratio For Ghernatah - Omar Ibn Al Khattab Intersection. ................... 83 Table 5. 6: LOS And Delay For Rafedya Street Intersections, Before And After Adding A Bike Network. .......................................................................................................................... 84 Table 5. 7: LOS And Delay For Yafa Street Intersections, Before And After Adding A Bike Network.................................................................................................................................... 84 Table 5. 8: LOS And Delay For CBD Area Intersections, Before And After Adding A Bike Network.................................................................................................................................... 84 file:///C:/Users/Google%20Tech/Downloads/Graduation-Project-Report-I_Khaled.docx%23_Toc124878899 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137758299 file:///C:/Users/Lenovo/Downloads/GP%202%20-Design%20Of%20The%20First%20Bike%20Network%20In%20Nablus%20City%20(1).docx%23_Toc137758300 11 Table 5. 9: LOS And Delay For Faisal Street Intersections, Before And After Adding A Bike Network.................................................................................................................................... 85 Table 5. 10: Dimensions Of The Street Elements with a BL at Al-Junaid Street .................... 86 Table 5. 11: Dimensions Of The Street Elements With a BL For Rafedia Street Section 2. .. 87 Table 5. 12: Dimensions Of The Street Elements With a BL for Rafedia St. Section No.1 ... 88 Table 5. 13: Dimensions Of Rafedia Street Elements With a BL - Section No.2 ................... 88 Table 5. 14: Dimensions Of The Street Elements With a BL For Rafedia St. Section No.3 .. 89 Table 5. 15: Dimensions Of The Street Elements With a BL For Palestine Street ................. 90 Table 5. 16: The Width Of Al-Shwetreh Street Elements with a BL. ..................................... 91 Table 5. 17: Dimensions Of Faisal Street Elements With a BL. ............................................. 93 Table 7. 1: Cost Estimate For The Project ............................................................................. 110 12 List of abbreviations AASHTO American Association of State Highway and Transportation BL Bicycle Lane LOS Level of service M Median MUTCD Manual on Uniform Traffic Control Devices. PL Parking Lane ROW Right of Way SW Side Walk TL Travel Lane Abbreviations for Traffic signs: D3‐1 Road name sign R4‐ 11 Bicycles May Use Full Lane sign R5‐1b Wrong Way sign R9‐3cP Ride with Traffic plaque W11-1 Bicycle Warning sign W16-1P Share the Road (plaque) W16‐8P Path name sign Official 13 Abstract Cycling is a sustainable and environmentally friendly transportation mode that can decrease greenhouse gas emissions and reduce traffic congestion in the city. However, a lack of bicycle infrastructure is a great barrier to the promotion of cycling. Internationally, the best and most livable cities demonstrate a direct link between the quality of life and urban forms that promote walking and cycling as means of getting around. The main objective of the project is designing a bike network in Nablus city. This project is a simulation and continuation of a previous project, which was introduced by students of Civil Engineering at An-Najah National University. In this project, a dedicated bike network was designed in the city of Nablus located between An-Najah National University campuses and Nablus downtown. Engineering software was used for designing the network based on the classifications and AASHTO standards, also based on the data available from the previous project, and by conducting a field work related to data collection. Moreover, this study addressed the nature of the area in which the bike lanes was designed, in addition to the necessary maps, the topography of the city, and the nature of traffic congestion between the two university campuses. Most of this information was obtained from the municipality of Nablus. Adding cycling lanes to the city of Nablus is a way of improving mobility, reducing the carbon dioxide emission, cost effective, reducing congestion and facilitate movement for university students, and promoting a healthier lifestyle as well as ensuring the safety of cyclists. In order to achieve this, cycling should be accessible, safe, convenient, and enjoyable for all as part of an integrated and sustainable transport system. 14 Chapter 1: Introduction 1.1. General Background Bicycles around the world: Cycling as a mode of transport is a low-cost, health-improving way to travel and offers environmental benefits for the cities that promote it. It is only recently, though, with concerns over climate change, pollution, congestion, and obesity among others, that have cities throughout the world have begun to implement policies to promote cycling. Cycling is an inexpensive and sometimes fast means of transportation, so its use is popular all over the world. Statistics also show that it has become a popular means of mobility. Here are some stats about cycling. • 2 billion or more bicycles are used worldwide, and the number is expected to rise to 5 billion by 2050, according to the World Economic Forum (WEF) (Sibilski,2015). • According to a study conducted in 2015 in the Journal of Transport & Health, 42% of families around the world own at least a bicycle (Musselwhite, Holland, and Walker, 2015) • According to the United Nations (UN) Environment Program (2015), urban trips in Chinese cities using bicycles reach 60 . Bicycles in Palestine: Although cycling has been increasing in developed regions, such as Europe and North America, some developing countries such as Palestine still have low-grade cycling activities due to lack of paths or connections, cultural and societal pressure especially for female, and driver behavior as important barriers to cycling. At the local level, the percentage of bicycle use varies among Palestinian cities. For example, Jericho crosses one of the Palestinian cities that uses bikes the most, where a bicycle network was designed in 2013. https://www.weforum.org/agenda/2015/02/why-we-need-to-encourage-cycling-everywhere/#:~:text=The%20Netherlands%20holds%20the%20record,Sweden%2C%20Germany%2C%20and%20Denmark. https://www.sciencedirect.com/science/article/abs/pii/S2214140515006787 https://www.unenvironment.org/news-and-stories/story/cycling-better-mode-transport 15 About the city of Nablus: Nablus is one of the largest Palestinian cities in terms of population. It includes 56 villages, and population of the governorate is estimated at 423572 in year 2022, according to the (Palestinian Central Bureau of Statistic 2021) The city of Nablus is distinguished by its important strategic location. It is located in the heart of Palestine, linking the north with the south and the east with the west. It forms a link between the mountain chain from north to south, and is considered the seat of the most important universities in the country. Figure 1-1 shows the location of Nablus city on the map of West Bank. Figure 1-1: Location of Nablus City at the Map 16 About the Transportation in Nablus: The limited capacity of the city's infrastructure and the rapidly increasing number of vehicles, in addition to the growing number of visitors arriving from both the occupied Palestinian territories and other countries' governorates, are all contributing factors to the traffic congestion that makes it difficult for residents of Nablus to move around. Despite all of the traffic police's efforts to control traffic, drivers' disregard for traffic laws and regulations, as well as loading and unloading passengers in the middle of the road, lead to increased traffic congestion. Bicycle usage in Nablus city is quite low, so it's important to promote it as a mode of transportation. 1.2. Objectives The main objective of the project is to design a network of bicycles or electric bikes lanes between the two campuses of An-Najah National University (old and new campuses) to the eastern region through the city center. To achieve this main objective, several particular objectives must be achieved in this project, as it follows: • Assess the adequacy of the existing network to design a bicycle network and verify that it meets the design criteria. • Select and locate the bicycle lanes in each direction of the street, based on the street conditions. • Achieve the results by knowing how the design of the bicycle network effects on reducing vehicle traffic volume and reducing congestion. 17 1.3. Importance of the Project The design of a bicycle network in Nabuls city is considered an effective solution for decreasing the number of problems that can be faced by the city. The most important one is the traffic congestion, especially because it includes one of the biggest universities in Palestine, An-Najah National University, which has more than 23,000 students. So, the problem of traffic congestion and the difficult transportation conditions, which can hardly accommodate this huge number of students, makes the students’ movement more difficult. At this point, the importance of having this design of bicycle network decreases this traffic congestion and provides a high level of service for both the students and the public. So, they can move more easily and freely from and to the university. This design is very important in the sense that it can reflect the sign of keeping up with international development at the university and in the city itself. The use of environmentally friendly green transportation benefits the environment and protects against international concerns such as energy shortages and fuel emissions. 18 Chapter 2: Methodology As part of this project, the methodology of work was in several stages, firstly; by defining the study area in terms of the areas most used by An-Najah National University students. Therefore, the collection of data was computed based on available data and the field work. After that, the data was analyzed according to the design criteria and operational analysis. Finally, solutions were presented to design the bicycle network. 2.1 Specifying the Study Area The area between the two campuses of An-Najah National University and the city center, up to the eastern public transportation complex, is one of the most frequently used by vehicles and pedestrians. Figure 2.1 shows the study area on the map. To design a bicycle network, these areas have been selected as they have a high traffic volume and congestion, as this design aims to reduce congestion and facilitate students' access to the university. Figure 2- 1: Study Area 19 2.2. Collection of Data To achieve the main goal of the design process, the necessary data should be collected and obtained based on using an available data, and the field work, in addition to using the Geomolg application - for geospatial information in Palestine - to identify the network and take the necessary maps. 2.2.1. Using Available Data • Potential demand studies: The results of a questionnaire implemented by a group of students in the previous project, was used in this project to determine students' interest for using the bike network (Al-Tanbour and Juma, 2022). 2.2.2. Data Collection by Field Work • Roads inventory study: A field work is done as an inventory study, to determine the existing elements of the street, check its conditions, and determine the dimensions for each. • Traffic volume studies: A field work is done to determine the traffic volume at intersections, and conducting the peak hour volume for vehicles. 2.3. Data Analysis After the collection of data needed for the design process is completed, it should be analyzed. A cross-section for each street was drawn at several stations. And the level of service was computed, according to the traffic volume at the peak hour to determine the number of vehicles that can be reduced when using the bike network. 20 2.4. Design Criteria The American Association of State Highway and Highway Transportation Official (AASHTO) (2012), A Policy on Geometric Design of Highways and Streets (2018), the Manual on Uniform Traffic Control Devices (MUTCD) (2009), the Bike Lane Design Guidelines (2015), and the Urban Bikeway Design Guide (2013) were used as the basic engineering standards for the network design process. 2.5. Designing the Bicycle Network and Traffic Operations According to the results of the data analysis, the geometric design for each element on the street, with bicycle lanes, was determined and drawn on the map using a Civil 3D software. The Synchro program was also used to determine the level of service according to the volume of traffic at peak hour, and to determine the number of vehicles that can be reduced when using the bike network. 2.6. Project Constrains In our project, we faced some constraints in the design, including that the right of way for the street is limited, and we can't increase the street width because of the surrounding buildings as the area is an active area that is already built up. Also, when it is to be constructed, it is expected to face objections by citizens to the prohibition of parking in some places to use is in designing the bike network. Furthermore, we cannot reduce the width of the sidewalks to gain additional width for vehicular traffic due to the large number of users/pedestrians within the study area. 21 Chapter 3: Data Collection The design of any bicycle network on an existing road depends on component of the street, dimensions for each element, the right of way for the street, and the traffic volume of vehicles for each approach. In this project, to determine the directions of the Bicycle network – one or two ways – and design of its own tracks, the existing street network should be studied as it achieved the required area for the design or not. Therefore, the inventory study of the existing network was carried out as detailed on the following sections. 3.1. Roads Inventory Study The road inventory study is an important task to determine the roadway classification, road elements, and its conditions. The number of lanes at each approach, existence of median, sidewalks, and its dimensions and conditions, was identified through field works and studied at all streets included in the network. 3.1.1. Yasser Arafat Street Rafedia street is considered the longest street in the network, which extends from An-Najah National University to the city center area. Rafedia Street has been divided into five sections in places where the geometric properties of the street changes. ❖ Section 1: Al Junaid Street Characteristics of the street: • It is a four-lane street with a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • On street parking is allowed on one side of the street. • It has a good pavement condition and good sidewalks condition. • The median condition is not good in some parts. 22 Figure 3-1 represents section 1, at Al Junaid Street. Figure 3-1: Section 1 (At Al Junaid Street) Dimensions of the street elements in Table 3-1: Table 3.1: Dimensions Of The Street Elements Of Section No.1 At Al Junaid Street Section # Length of Section (m) Side walk (SW) m Travel Lane ( TL) m Median (M) m TL (m) Parking Lane (PL) m SW (m) Right of way (ROW) m 1 1300 2.5 10.3 3 8.6 2.2 3.5 30.1 Figure 3-2: Section No.1- At Al Junaid Street Existing Cross Section 23 ❖ Section 2: At Abu Asfoura Restaurant Characteristics of the street: • It is a two-lane street without a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Pre-paid parking is permitted on both sides of the street. • It has a good pavement condition and good sidewalks condition. Figure 3-3 represents section 2, at Abu Asfoura Restaurant. Figure 3-3: Section No. 2 - At Abu Asfoura Restaurant Dimensions of the street elements in Table 3-2: Table 3.2:Dimensions Of The Street Elements Of Section No.2 At Abu Asfoura Restaurant Section# L (m) SW (m) PL (m) TL (m) TL (m) PL (m) SW (m) ROW (m) 2 60 3.3 1.9 5.7 3.8 1.9 3.3 19.9 24 ❖ Section 3: Gift Corner Characteristics of the street: • It is a two-lane street without a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Pre-paid parking is permitted on both sides of the street. • The pavement and sidewalks condition are not good. Figure 3-5 represents section 3, at Gift Corner. Figure 3-5: Section 3 (At Gift Corner) Figure 3-4:At Abu Asfoura Restaurants Section No.2 Existing Cross Section 25 Dimensions of the street elements in Table 3-3: Table 3.3: Section No.3 At Gift Corner - Dimensions Of The Street Elements Section# L (m) SW (m) PL (m) TL ( m) TL (m) PL (m) SW (m) ROW (m) 3 370 2.25 1.9 3.5 4.6 1.9 2.25 16.4 3.1.2. Rafedia Street ❖ Section 1: Shamia Ice cream Characteristics of the street: • It is a three-lane street without a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Pre-paid parking is permitted on both sides of the street. • It has a good pavement condition and good sidewalks condition. Figure 3-7 represents section 1, at Shamia ice cream. Figure 3-6:At Gift Corner Section No.3 Existing Cross Section 26 Figure 3-7:Section 1 (At Shamia Ice Cream) Dimensions of the street elements in Table 3-4. Table 3.4: Section No.1 At Shamia Ice Cream - Dimensions of the Street Elements Section# L (m) SW (m) PL (m) TL ( m) TL (m) PL (m) SW (m) ROW (m) 4 970 3.5 1.7 6.8 4.4 1.7 1.5 19.5 Figure 3-8: At Shamia Ice Cream Section No.1 Existing Cross Section 27 ❖ Section 2: At Ibn Qutaiba School Characteristics of the street: • It is a three-lane street without a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Parking is permitted on both sides of the street. • The pavement condition is not good. • It has a good sidewalks condition. Figure 3-9 represents section 2, at Ibn Qutaiba School. Dimensions of the street elements in Table 3-5. Table 3. 5: Dimensions Of The Street Elements Of Section No.2 at Ibn Qutaiba School Section# L (m) SW (m) PL (m) TL (m) PL (m) SW (m) ROW (m) 6 368 4.8 3.7 11.3 1.8 3 24.6 Figure 3-9:Section 2 (At Ibn Qutaiba School) Figure 3-10: At Ibn Qutaiba School , Section No.2 Existing Cross Section 28 ❖ Section 3: Nablus Municipality Sports Stadium Characteristics of the street: • It is a three-lane, one way. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Parking is permitted on one side of the street. • It has a good pavement condition and good sidewalks condition. Figure 3-11 represents section 3, at Nablus Municipality Sports Stadium. Figure 3-11: Section 3 -At Nablus Municipality Sports Stadium Table 3.6 show the Dimensions of the street elements. Table 3. 6: Dimensions Of The Street Elements of Section No.3. Section# L (m) SW (m) TL (m) PL (m) SW (m) ROW (m) 6 255 2.5 11.6 2 2.9 19 29 Figure 3-12: At Nablus Municipality Sports Stadium Section No.3 Existing Cross Section 3.1.3. Omar Ibn Al-Khattab Street Omar Ibn Al-Khattab Street, which connects the city center to Rafidia Street and also has the An-Najah National University- old campus, is considered as one of the most critical streets in the network. The street was divided into three sections where the geometric characteristics change. ❖ Section 1: An-Najah National University (Old Campus) Characteristics of the street: • It is a two-lane street without a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • On street parking is allowed on one side only. • The pavement condition is not good. • The sidewalks condition is good. Figure 3-13 represents section 1, An-Najah National University (Old Campus). 30 Figure 3-13:Section No.1- An-Najah National University (Old Campus) Dimensions of the street elements in Table 3-7: Table 3.7: Dimensions Of The Street Elements Of Section No.1 An-Najah (Old Campus) Section# L (m) SW (m) PL (m) TL ( m) TL (m) SW (m) ROW (m) 1 375 2.8 2.2 3.6 3.6 2.8 15 ❖ Section 2: After An-Najah University (Old Campus) Characteristics of the street: • It is a two-lane street without a median. • There are no speed limit signs on this section . Figure 3-14:An-Najah University (Old Campus) Section No.1 Existing Cross Section 31 • There are sidewalks on both sides of the street . • On street parking is allowed on one side of the street. • It has a good pavement and sidewalks conditions. Figure 3-15 represents section 2. Dimensions of the street elements in Table 3-8. Table 3.8: Dimensions Of Omar Ibn Al-Khattab Street Elements, Section No.2 Section# L (m) SW (m) PL (m) TL ( m) TL (m) SW (m) ROW (m) 2 1330 2.5 2.2 3.4 3.4 2.4 13.9 Figure 3-16: Omar Ibn Al-Khattab Street , Section No. 2 (Existing Cross Section). Figure 3-15:Section 2, After An-Najah University (Old Campus) 32 ❖ Section 3: At Al-Fatemiah School Characteristics of the street: • It is a two-lane street without a median. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Parking is not permitted on both side of the street. • It has a good pavement condition and good sidewalks condition. Figure 3-17 represents section 3, At Al-Fatemiah School. Figure 3- 17: Section No.3 - At Al-Fatemiah School Dimensions of the street elements in Table 3-9. Table 3.9: Al-Fatemiah Street - Dimensions Of The Street Elements Section# L (m) SW (m) TL ( m) TL (m) SW (m) ROW (m) 3 140 2.6 5.25 5.25 3 16.1 33 Figure 3-17: At Al-Fatemiah School Section No.3 Existing Cross Section 3.1.4. Ghernatah Street Ghartana Street, which extends between Omar Ibn Al-Khattab Street and the city center and is recognized for its heavy traffic, and it’s a one of the streets with high vehicles and pedestrians traffic. One section of the street was taken because there were few geometric changes along it. Characteristics of the street: • It is a two-lane, one way. • There are no speed limit signs on this section . • There is a traffic light at intersection with Omar Bin Al Khattab Street. • There are sidewalks on both sides of the street . • On street parking is allowed on both side, but it’s not allowed at intersection only. • pavement and sidewalks conditions are not good. Figure 3-19 represents, Ghernatah Street. Figure 3-18: Ghernatah Street 34 Dimensions of the street elements in Table 3-10. Table 3.10: Dimensions Of The Street Elements For Ghernatah Street Section# L (m) SW (m) PL (m) TL (m) PL (m) SW (m) ROW (m) 1 288 2.8 2.2 6.2 2.2 2 15.4 3.1.5. Palestine Street Palestine Street is one of the important street as it connects Rafidia Street to the city center and it has a heavy traffic volume. One section was taken in accordance with the geometric changes. Characteristics of the street: • It is a one-lane, one way. • There are no speed limit signs on this section . • There are sidewalks on both sides of the street . • Pre-paid parking is permitted on both sides of the street . • It has a good pavement condition and good sidewalks condition. Figure 3-20 represents Palestine Street section. Figure 3-19: At Ghernatah Street Existing Cross Section 35 Figure 3-20: At Palestine Street Table 3.11: Dimensions Of The Street Elements For Palestine Street Section# L (m) SW (m) PL (m) TL (m) PL (m) SW (m) ROW (m) 1 537 2.4 2.2 4.8 2.5 1.7 13.6 Figure 3-21: At Palestine Street Existing Cross Section 36 3.1.6. Al-Shwetreh Street Characteristics of the street: • It is a one-lane, one way. • There are no speed limit signs on this section • There is a traffic signal on the Fatimiah School intersection . • There are sidewalks on both sides of the street . • Parking is allowed on both side of the street . • It has a good pavement condition and good sidewalks condition. Figure 3-23 represents Al-Shwetreh Street. Figure 3-22: At Al-Shwetreh Street. Dimensions of the street elements in Table 3-12. 37 Table 3.12: Dimensions Of The Street Elements For Al-Shwetreh Street Section# L (m) SW (m) PL (m) TL (m) PL (m) SW (m) ROW (m) 1 500 2 2.25 7.8 2.25 2 16.3 Figure 3-23: At Al-Shwetreh Street Existing Cross Section 3.1.7. The City Center Area The center of city area is one of the important areas in the network, because of its privileged location, as it is located in the middle of the commercial area . This area is also characterized by the large number of pedestrians, in addition to the high volume of traffic, and the issue increased because of the illegal and random parking lots, so it was necessary to pay attention to it. According to the observation of the geometric changes, 8 sections were taken. Distribution of sections along the streets is shown in Figure 3.24. Figure 3-24: At The City Center Area 38 ❖ Section 1: At The City Roundabout Figure 3-25 represents the City Roundabout. Figure 3-25: Section1 (At City Roundabout.) Figure 3-26: At City Roundabout Existing Cross Section 39 ❖ Section 2.1: In Front of the Commercial Complex Characteristics of the street: • four lanes–two-way street with median. • Parking is allowed on both side of the street . • There is a sidewalk on both side. • Sidewalk and pavement have a good condition . • No speed limit. Figure 3-27 represents the section in front of the Commercial Complex. Figure 3-27: Section 1 (In Front of the Commercial Complex.) 40 Figure 3-28: In Front of the Commercial Complex Existing Cross Section ❖ Section 2.2: In Front of Al-Watani Hospital The street has the following characteristic: • six lanes–two-way street with median. • Parking is not allowed on both side of the street. • There is a sidewalk on both side. • Sidewalk and pavement have a good condition. • No speed limit. Figure 3-29 represents the section in front of Al-Watani Hospital 41 Figure 3-29: Section 2.2 (In Front Of The Watani Hospital.) Figure 3-30: In Front Of The Watani Hospital Existing Cross Section 42 ❖ Section 3: Faisal Street The street has the following characteristic: • Six lanes, two-way street with median. • Parking is not allowed on both side of the street. • There is a sidewalk on both side. • Sidewalk and pavement have a good condition. • No speed limit. Figure 3-31 represents Faisal Street. Figure 3-31: Section 3 (Faisal Street.) Dimensions of the street elements in Table 3-13. Table 3.13: Dimensions Of The Street Elements Of Section No.3 At Faisal Street Section # L (m) SW (m) TL ( m) M (m) TL (m) SW (m) ROW (m) 3 140 3 13.3 4.8 12 3.0 36.1 43 ❖ Section 4: In Front of Nablus Municipality The street has the following characteristic: • Four lanes in one way and three lanes in another way with a median. • Parking is not allowed on both side of the street. • There is a sidewalk on both side. • Sidewalk and pavement have a good condition. • No speed limit. Figure 3-33 represents the section in front of Nablus Municipality. Figure 3-33: Section 4 (In Front Of Nablus Municipality). Dimensions of the street elements is shown in Table 3-14. Figure 3-32: At Faisal Street Section No.3 Existing Cross Section 44 Table 3.14: Nablus Municipality Street Elements Section # L (m) SW (m) TL ( m) M (m) TL (m) SW (m) ROW (m) 4 74 3 16 16 12.7 1.8 49.5 Figure 3-34: In Front Of Nablus Municipality Section No.4 Existing Cross Section. ❖ Section 5: Hettin – Al Masaqiah Intersection Figure 3-35 represents Hettin – Al Masaqiah Intersection. Figure 3-35: Section No.5- Hettin – Al Masaqiah Intersection 45 Figure 3-36: A Plan Of Section No.5 Existing Cross Section ❖ Section 6: Hettin Street The street has the following characteristic: • Two lanes – one-way street without a median. • Parking is allowed on one side of the street. • There is a sidewalk on both side. • Sidewalk and pavement have a good condition. • No speed limit. Figure 3-37 represents Hettin Street. 46 Figure 3-37: Hettin Street Dimensions of the street elements is shown in Table 3-15. Table 3.15: Dimensions Of The Street Elements For Hettin Street Section # L (m) (SW) (m) TL ( m) TL (m) PL (m) SW (m) ROW (m) 6 68 2.4 3.9 3.9 2.2 2.4 14.8 Figure 3-38: At Section No.6 Existing Cross Section – Hittin Street 47 ❖ Section 7: Salah Al-Deen Street The street has the following characteristic: • Two lanes – one way without a median. • Parking is not allowed on both side of the street. • There is a sidewalk on both side. • Sidewalk and pavement have a good condition. • No speed limit. Figure 3-39 represents a map for Salah Al-Deen Street. Figure 3-39: At section No.7, Salah Al-Deen Street. Dimensions of the street elements is shown in Table 3-16. Table 3.16: Dimensions Of The Street Elements For Salah Al-Deen Street. Section # L (m) SW (m) TL ( m) TL (m) SW (m) ROW (m) 7 156 3 4.5 4.5 3 15 48 Figure 3-40: Section No.7 Existing Cross Section – Salah Al-Deen Street ❖ Section 8: Between Faisal and Al- Saqiah Street The street has the following characteristic: • Four lanes – two ways street with a median. • Parking is not allowed on both side of the street. • There is a sidewalk on both side. • Sidewalk and pavement conditions are not good. • No speed limit. Figure 3-42 represents a map for section No.8. Figure 3- 41: section No.8 Between Faisal and Al- Masaqiah Street. Dimensions of the street elements is shown in Table 3-17. 49 Table 3.17: Dimensions Of Section No.8 , Between Faisal and Al- Masaqiah Street Section # L (m) SW (m) TL ( m) M (m) TL (m) SW (m) ROW (m) 8 39 3.8 7 3.8 7 2.7 24.3 3.2. Traffic Volume Study The traffic volume of the group of intersections was studied in different areas of the network, to determine the peak hour, as Tables 3-18 to 3.23 show. Table 3.18: Traffic Volume For The Rafrdia-Tunis Intersection LOCATION: GRAND Total Volume FROM TO L T R Total L T R Total L T R Total L T R Total TOTAL for each Hour 1:00 1:15 9 14 20 43 24 30 104 158 77 112 10 199 25 124 37 186 586 1:15 1:30 12 17 35 64 30 34 123 187 120 162 10 292 16 114 45 175 718 1:30 1:45 11 25 35 71 32 46 151 229 93 62 7 162 12 100 42 154 616 1:45 2:00 13 19 29 61 27 34 155 216 116 126 5 247 15 136 49 200 724 2644 2:00 2:15 13 18 33 64 40 41 146 227 41 124 4 169 24 112 33 169 629 2687 2:15 2:30 15 14 25 54 37 43 110 190 115 88 8 211 18 148 42 208 663 2632 2:30 2:45 9 16 38 63 41 46 118 205 101 124 13 238 17 145 28 190 696 2712 2:45 3:00 21 19 44 84 47 48 94 189 101 94 6 201 19 130 46 195 669 2657 3:00 3:15 15 13 36 64 35 42 86 163 112 125 11 248 11 110 25 146 621 2649 3:15 3:30 10 22 28 60 32 51 114 197 95 112 13 220 18 145 34 197 674 2660 3:30 3:45 18 15 40 73 29 39 107 175 124 126 5 255 17 125 33 175 678 2642 3:45 4:00 12 13 34 59 39 40 129 208 87 118 7 212 25 126 40 191 670 2643 Max. Volume: 2712 Peack Hour: 1:45 -2:45 Rafidia - Tunis Intersection EASTBOUND WESTBOUNDTIME NORTHBOUND SOUTHBOUND Figure 3-42: Existing Cross Section NO. 8 – Between Faisal and Al- Masakiya Street 50 Table 3.19: Traffic Volume For The Rafrdia-Omar Ibn Khattab Intersection Table 3.20: Traffic Volume For The Ghernatah - Omar Ibn Khattab Intersection Table 3.21: Traffic Volume For The Al-Ameer Mohammed - Yaffa Intersection LOCATION: GRAND Total Volume FROM TO L T R Total L T R Total L T R Total TOTAL for each Hour 1:00 1:15 48 150 - 198 73 75 - 148 33 - 31 64 410 1:15 1:30 62 175 - 237 68 57 - 125 46 - 51 97 459 1:30 1:45 53 222 - 275 83 60 - 143 53 - 47 100 518 1:45 2:00 42 169 - 211 74 88 - 162 45 - 58 103 476 1863 2:00 2:15 54 160 - 214 69 71 - 140 36 - 57 93 447 1900 2:15 2:30 46 203 - 249 83 78 - 161 36 - 42 78 488 1929 2:30 2:45 49 187 - 236 79 56 - 135 60 - 45 105 476 1887 2:45 3:00 65 168 - 233 72 74 - 146 32 - 36 68 447 1858 3:00 3:15 61 221 - 282 93 73 - 166 37 - 49 86 534 1945 3:15 3:30 56 254 - 310 69 74 - 143 101 - 55 156 609 2066 3:30 3:45 55 222 - 277 85 63 - 148 80 - 38 118 543 2133 3:45 4:00 70 223 - 293 90 54 - 144 61 - 71 132 569 2255 Max. Volume: 2255 TIME WESTBOUND Peack Hour: 3:00 - 4:00 Rafidia - Omar Ibn Al Khattab Intersection SOUTHBOUND EASTBOUND LOCATION: GRAND Total Volume FROM TO L T R Total L T R Total L T R Total TOTAL for each Hour 1:00 1:15 - - 172 172 17 253 - 270 - 87 65 152 594 1:15 1:30 - - 156 156 12 200 - 212 - 70 54 124 492 1:30 1:45 - - 228 228 15 310 - 325 - 78 48 126 679 1:45 2:00 - - 284 284 6 303 - 309 - 96 66 162 755 2520 2:00 2:15 - - 187 187 15 295 - 310 - 113 43 156 653 2579 2:15 2:30 - - 248 248 7 270 - 277 - 142 56 198 723 2810 2:30 2:45 - - 182 182 14 267 - 281 - 127 68 195 658 2789 2:45 3:00 - - 213 213 10 205 - 215 - 105 57 162 590 2624 3:00 3:15 - - 270 270 12 200 - 212 - 97 63 160 642 2613 3:15 3:30 - - 245 245 9 208 - 217 - 117 53 170 632 2522 3:30 3:45 - - 210 210 9 185 - 194 - 94 46 140 544 2408 3:45 4:00 - - 187 187 13 162 - 175 - 86 63 149 511 2329 Max. Volume: 2810 Peack Hour: 1:30 - 2:30 Ghernatah - Omar Ibn Al Khattab Intersection TIME NORTHBOUND SOUTHBOUND EASTBOUND LOCATION: GRAND Total Volume FROM TO L T R Total L T R Total L T R Total TOTAL for each Hour 1:00 1:15 10 209 - 219 - - 251 251 - 181 16 197 667 1:15 1:30 7 282 - 289 - - 260 260 - 162 16 178 727 1:30 1:45 6 251 - 257 - - 185 185 - 156 15 171 613 1:45 2:00 12 284 - 296 - - 199 199 - 159 18 177 672 2679 2:00 2:15 3 291 - 294 - - 197 197 - 178 16 194 685 2697 2:15 2:30 6 258 - 264 - - 202 202 - 175 16 191 657 2627 2:30 2:45 5 323 - 328 - - 195 195 - 178 18 196 719 2733 2:45 3:00 6 360 - 366 - - 189 189 - 165 28 193 748 2809 3:00 3:15 5 300 - 305 - - 194 194 - 175 22 197 696 2820 3:15 3:30 8 314 - 322 - - 205 205 - 167 16 183 710 2873 3:30 3:45 9 392 - 401 - - 202 202 - 158 19 177 780 2934 3:45 4:00 6 370 - 376 - - 190 190 - 171 20 191 757 2943 Max. Volume: 2943 Peack Hour: 3:00 - 4:00 NORTHBOUND SOUTHBOUNDTIME Al- Ameer Mohammed - Yaffa intersection WESTBOUND 51 Table 3.22: Traffic Volume For The Al- Malek Faisal Street (Al-Watani Hospital) The peak hour is deferent from one intersection to another, so the common peak hour was calculated for all intersections, which was from 3:00 – 4:00, as shown in Table 3-24. Table 3.24: Common Peak Hour For All Intersections Table 3-25 to 3-28 shows the classifications of the traffic volume study for Tunis-Rafidia intersection. The classification tables of traffic volume for all intersections are located in appendix. LOCATION: GRAND Total Volume FROM TO L T R Total L T R Total L T R Total TOTAL for each Hour 1:00 1:15 - - 68 68 - 309 63 372 - 336 - 336 776 1:15 1:30 - - 72 72 - 365 72 437 - 460 - 460 969 1:30 1:45 - - 61 61 - 315 51 366 - 464 - 464 891 1:45 2:00 - - 129 129 - 243 61 304 - 495 - 495 928 3564 2:00 2:15 - - 122 122 - 315 58 373 - 489 - 489 984 3772 2:15 2:30 - - 83 83 - 253 58 311 - 450 - 450 844 3647 2:30 2:45 - - 68 68 - 237 84 321 - 516 - 516 905 3661 2:45 3:00 - - 88 88 - 248 62 310 - 405 - 405 803 3536 3:00 3:15 - - 92 92 - 325 62 387 - 519 - 519 998 3550 3:15 3:30 - - 104 104 - 279 81 360 - 496 - 496 960 3666 3:30 3:45 - - 100 100 - 301 73 374 - 515 - 515 989 3750 3:45 4:00 - - 96 96 - 300 80 380 - 473 - 473 949 3896 Max. Volume: 3896 Peack Hour: 3:00 - 4:00 WESTBOUNDTIME NORTHBOUND EASTBOUND Al- Malek Faisal Street (National Hospital) Rafidia - Tunis Intersection Rafidia - Omar Ibn Al Khattab Intersection Ghernatah - Omar Ibn Al Khattab Intersection Al- Ameer Mohammed - Yaffa intersection Al- Malek Faisal Street (National Hospital) FROM TO GRAND TOTAL GRAND TOTAL GRAND TOTAL GRAND TOTAL GRAND TOTAL 1:00 1:15 586 410 594 667 776 3033 1:15 1:30 718 459 492 727 969 3365 1:30 1:45 616 518 679 613 891 3317 1:45 2:00 724 476 755 672 928 3555 13270 2:00 2:15 629 447 653 685 984 3398 13635 2:15 2:30 663 488 723 657 844 3375 13645 2:30 2:45 696 476 658 719 905 3454 13782 2:45 3:00 669 447 590 748 803 3257 13484 3:00 3:15 621 534 642 696 998 3491 13577 3:15 3:30 674 609 632 710 960 3585 13787 3:30 3:45 678 543 544 780 989 3534 13867 3:45 4:00 670 569 511 757 949 3456 14066 14066 TIME Common Total Total Volume for each Hour Max. volume: Common Peak hour : 3:00 - 4:00 Table 3.23: Peak Hour Summary For Each Intersection 52 Table 3.25: classifications of the Traffic Volume For The Rafidia-Tunis Intersection- Eastbound Table 3.266: classifications of the Traffic Volume For The Rafidia-Tunis Intersection- Northbound Table 3.277: classifications of the Traffic Volume For The Rafidia-Tunis Intersection- Southbound Table 3.288: classifications of the Traffic Volume For The Rafidia-Tunis Intersection- Westbound LOCATIO N: FROM TO Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other 01:00 01:15 58 0 18 0 1 0 0 86 0 24 0 2 0 0 6 0 4 0 0 0 0 199 01:15 01:30 74 0 46 0 0 0 0 118 0 40 0 0 4 0 3 0 7 0 0 0 0 292 01:30 01:45 52 0 39 0 2 0 0 20 0 36 0 4 2 0 5 0 2 0 0 0 0 162 01:45 02:00 81 0 33 0 0 2 0 102 0 19 1 2 2 0 3 0 1 0 1 0 0 247 02:00 02:15 12 0 28 0 1 0 0 105 0 15 0 3 1 0 3 0 0 0 1 0 0 169 02:15 02:30 61 0 51 0 2 1 0 55 1 26 1 5 0 0 4 0 4 0 0 0 0 211 02:30 02:45 60 0 39 0 1 1 0 92 1 25 1 4 1 0 10 0 3 0 0 0 0 238 02:45 03:00 60 0 41 0 0 0 0 64 0 21 1 7 1 0 5 0 1 0 0 0 0 201 03:00 03:15 61 0 47 0 1 3 0 88 0 33 2 0 2 0 7 0 3 0 0 1 0 248 03:15 03:30 53 0 39 0 1 2 0 89 0 20 1 2 0 0 12 0 1 0 0 0 0 220 03:30 03:45 73 0 50 0 0 1 0 95 0 18 2 11 0 0 3 0 2 0 0 0 0 255 03:45 04:00 50 0 34 0 3 0 0 77 0 30 1 7 3 0 4 0 2 0 1 0 0 212 Max. Volume: R Total L T Rafidia - Tunis Intersection TIME EASTBOUND LOCATIO N: FROM TO Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other 01:00 01:15 3 0 1 0 0 1 0 20 0 8 0 0 0 0 9 0 1 0 0 0 0 43 01:15 01:30 5 0 1 0 0 2 0 30 0 10 0 1 1 0 9 0 4 0 1 0 0 64 01:30 01:45 8 0 2 0 0 0 0 30 0 13 0 1 1 0 11 0 5 0 0 0 0 71 01:45 02:00 6 0 1 0 0 0 0 27 0 7 0 2 0 0 14 0 1 0 3 0 0 61 02:00 02:15 9 0 2 0 1 0 0 30 0 9 0 1 0 0 8 0 3 0 0 1 0 64 02:15 02:30 7 0 3 0 0 0 0 25 0 5 0 1 1 0 9 0 3 0 0 0 0 54 02:30 02:45 8 0 3 0 0 0 0 28 0 8 0 1 0 0 13 0 2 0 0 0 0 63 02:45 03:00 10 0 4 0 2 0 0 35 0 9 0 2 0 0 12 0 8 0 2 0 0 84 03:00 03:15 8 0 2 0 0 0 0 28 0 6 0 0 2 0 15 0 1 0 2 0 0 64 03:15 03:30 8 0 0 0 0 0 0 32 0 4 0 0 0 0 12 0 4 0 0 0 0 60 03:30 03:45 5 0 0 0 0 0 0 35 0 11 0 0 0 0 17 0 5 0 0 0 0 73 03:45 04:00 7 0 2 0 2 0 0 27 0 7 0 0 0 0 10 0 4 0 0 0 0 59 L T R Total Rafidia - Tunis Intersection TIME NORTHBOUND LOCATIO N: FROM TO Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other 01:00 01:15 19 0 5 0 0 0 0 24 0 6 0 0 0 0 72 1 25 0 0 2 4 158 01:15 01:30 28 0 2 0 0 0 0 30 0 2 0 1 1 0 90 2 28 0 0 1 2 187 01:30 01:45 32 0 0 0 0 0 0 36 0 8 0 0 1 1 88 1 54 0 2 1 5 229 01:45 02:00 26 0 1 0 0 0 0 24 0 6 0 2 1 1 108 2 40 0 0 2 3 216 02:00 02:15 36 0 2 0 0 1 1 36 0 4 0 0 1 0 105 1 37 0 1 1 1 227 02:15 02:30 34 0 3 0 0 0 0 36 0 7 0 0 0 0 73 2 35 0 0 0 0 190 02:30 02:45 37 0 3 0 1 0 0 38 0 7 0 0 1 0 74 5 36 0 2 0 1 205 02:45 03:00 41 0 5 0 0 1 0 40 0 5 0 0 3 0 62 2 26 0 1 1 2 189 03:00 03:15 31 0 4 0 0 0 0 38 0 2 0 2 0 0 58 1 26 0 1 0 0 163 03:15 03:30 31 0 1 0 0 0 0 44 0 4 0 1 2 0 72 1 36 0 3 1 1 197 03:30 03:45 26 0 3 0 0 0 0 34 0 3 0 2 0 0 65 1 34 0 4 0 3 175 03:45 04:00 33 0 5 0 1 0 0 30 0 8 0 2 0 0 70 0 49 0 4 1 5 208 Max. Volume: L T R Total Rafidia - Tunis Intersection TIME SOUTHSOUND LOCATIO N: FROM TO Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other Car Bus Taxi Bike M.Cycle Truck Other 01:00 01:15 20 0 5 0 0 0 0 86 0 33 1 2 2 0 27 0 9 0 1 0 0 186 01:15 01:30 14 0 2 0 0 0 0 82 0 26 1 2 1 2 30 0 14 0 0 1 0 175 01:30 01:45 6 0 6 0 0 0 0 76 0 19 0 1 1 3 39 0 3 0 0 0 0 154 01:45 02:00 11 0 4 0 0 0 0 105 3 23 0 3 2 0 29 0 17 0 0 2 1 200 02:00 02:15 21 0 3 0 0 0 0 76 0 27 2 3 2 2 26 0 6 1 0 0 0 169 02:15 02:30 14 0 3 0 0 1 0 115 2 27 1 2 1 0 29 0 12 0 0 1 0 208 02:30 02:45 11 0 6 0 0 0 0 103 0 33 3 3 2 1 18 0 7 0 1 2 0 190 02:45 03:00 14 0 4 0 0 1 0 94 0 33 1 0 1 1 35 0 9 0 1 1 0 195 03:00 03:15 9 0 2 0 0 0 0 80 0 21 4 4 1 0 23 0 2 0 0 0 0 146 03:15 03:30 13 0 5 0 0 0 0 104 1 35 1 3 0 1 27 1 5 0 0 0 1 197 03:30 03:45 16 0 1 0 0 0 0 83 0 37 0 3 2 0 29 0 3 0 0 1 0 175 03:45 04:00 23 0 2 0 0 0 0 81 0 37 3 3 2 0 35 0 5 0 0 0 0 191 Max. Volume: L T R Total Rafidia - Tunis Intersection TIME WESRBOUND 53 3.3. Questionnaire Based on the results of a questionnaire where a group of students from An-Najah National University (Al-Tanbour and Juma, 2022) conducted to estimate the percentage of bicycle users in the city of Nablus and to assess the level of their desire to use bicycles, the results are shown in Table 3-29. Table 3.299: Questionnaire Main Results (Al-Tanbour and Juma, 2022) 1- Gender Male Female 685 1070 2- Place of residence Nablus city outside Nablus city 860 895 3- Your primary place of study at An-Najah National University The old campus The new campus 381 1374 4- Faculty Faculty of Engineering and Information Technology Faculty of Medicine Faculty of Science Faculty of Human Sciences 490 507 52 103 Faculty of Educational Sciences and Teacher Preparation Faculty of Sharia Faculty of Agriculture and Veterinary Medicine Faculty of Fine Arts 68 51 46 119 Faculty of Economics and Social Sciences Faculty of Law 205 122 5- academic year first year second year third year fourth year or more 54 918 332 198 307 6- Do you own a car? Girls Boys Yes No Yes No 101 969 144 541 7- Do you own a bicycle or an electric bike? Girls Boys Yes No Yes No 29 1041 93 592 8- What kind of transportation do you use when you go to university? Private car Public transportation Bicycle / Electric Bicycle Motorcycle Walking Others 335 1097 3 0 209 16 9-The extent of feeling safe and secure while using the bicycle / electric bike Very high high average Low Very Low 120 183 689 389 374 10- If there is a bicycle/electric bike network in the city of Nablus between the campus of An-Najah University and the city center, would you like to use the bicycle/electric bike instead of public transportation or a private vehicle? Yes No Not sure 663 597 497 11- If you use the bicycle between the university campuses and/or to the city center, do you prefer riding a bicycle or an electric bicycle? Bicycle Electric bike Other than that 265 906 584 12- If there is a network of bicycles / electric bikes in the city of Nablus and bicycle rental services, do you prefer owning or renting a bicycle? Owning Renting Other than that 599 586 570 ❖ The Summary of questionnaire result is shown in Chapter 5. 55 ❖ Statistical connotations (Kamel, 2020) Until the results of the questionnaire are used, it must be ensured initially that number of students who responded to the questionnaire is sufficient to use its results in design bike network. To determine this, used this equation (Kamal, 2020). n = N (( d z)2 ∗ N − 1 pq ) + 1 Where: N= sample size z= standard grade = 1.96 d= Error percentage (level of significance) = 0.05 ρ=0.5 q=0.5 n = 23000 (( 0.05 1.96)2 ∗ 23000 − 1 0.5 ∗ 0.5 ) + 1 = 377.8 = 378 According to statistical equation, needed the questionnaire to be filled out by 378 students, but the number of students who answered the questionnaire is 1755. Accordingly, the sample is sufficient and statistically significant. 56 Chapter 4: Design Criteria This chapter provides an overview of design criteria that facilitate safe and convenient travel for bicyclists on roadways. Bicyclists have similar access and mobility needs as other users of the transportation system and use the street system as their primary means of access to jobs, services, and recreational activities. As per the AASHTO standard the design criteria of bike lanes are mainly focusing on the bike lane types, parking facilities, dimensions, signs, lighting and marking of different type bike lanes etc. Moreover, in order to design a suitable bike lanes facility, the information about road function, traffic volume, traffic mix, expected users, speed, and road condition functional classifications shall be provided. 4.1 Bicycle Safety Bicycles on the roadway are vehicles with the same rights and responsibilities as motorized vehicles. When a crash occurs between a vehicle and a bike it’s the cyclist who is most likely to be injured. This section provides the safety tips and precautions in order to prevent bicycle incidents. For Drivers (AASHTO, 2012): • Reduce speed when traveling near cyclists. • Check “blind” spots before crossing shared zones to make right turns. • Look for cyclists before opening doors in parking spaces adjacent to bike lanes. • No stopping, standing or parking in bike lanes. For Cyclists (AASHTO, 2012): • When bike lanes are adjacent to parked cars, ride in the left portion of the lane about 4-5 feet (1.2 – 1.5 m) from the cars. • Obey all traffic control devices (signals and signs) and yield to pedestrians when turning across crosswalks 57 • Travel only in the same direction as traffic flow unless the bike lane is signed and marked for two-way travel. Pay extra attention to buses and trucks. • When turning out of a bike lane, avoid making a left turn from a far-right lane or vice-versa. • Wear a helmet and bright reflective vest or clothing at all times while riding. • Only ride at night when equipped with front and rear working lights. For Pedestrians: • Before you step off the curb to cross the street, stop, look and listen for bicycles and other vehicles (bicycles can be very quiet). • Do not stand or walk in a bike lane. • Make eye contact with cyclists and drivers to be sure that they see you before you cross. 4.2 Functional Classification of Roads Functional classification is the process of categorizing streets and highways into classes or systems based on the type of traffic service that they are intended to provide. Roads and highways are functionally classified to aid in the planning of appropriate design elements for each type of facility. A well-designed roadway system incorporates a variety of roadway types. The priority of access or mobility is assigned to each type of roadway. Roadways are classified into three types: • Arterials, which have a high mobility and low accessibility for vehicles. • Collectors, which have lower mobility than the arterials; the accessibility is higher than the arterials. • Local roads, which have the lowest mobility and the highest accessibility. Urban Arterial or Collector is the functional classification for the streets taken into consideration for this project. 58 4.3 Design Vehicle The physical dimensions and operating characteristics of bicyclists vary considerably. Some of this variation is due to differences in types and quality of bicycles, whereas other variations are due to differing abilities of bicyclists. For bikeways that are shared with other users, such as shared use paths, the bicycle may not always be the critical design user for every element of design. For example, most intersections between roads and pathways should be designed for pedestrian crossing speeds as they are the slowest user. As with motor vehicles, there are multiple types of design bicyclists. Many of the design dimensions for bikeways are based on critical dimensions or characteristics of different types of bicyclists. For example, recumbent and hand bicyclists are the critical user for eye height; however, a bicycle with a trailer might be the critical user when designing a median refuge island at a shared use path‐roadway intersection (AASHTO, 2012) Critical physical dimensions for upright adult bicyclists are shown in Figure 4-1. The minimum operating width of 4 feet (1.2 m) (AASHTO, 2012), sufficient to accommodate forward movement by most bicyclists, is greater than the physical width momentarily occupied by a rider because of natural side‐to‐side movement that varies with speed, wind, and bicyclist proficiency. Additional operating width may be required in some situations, such as on steep uphill grades, and the figure does not include shy distances from parallel objects such as railings, tunnel walls, curbs or parked cars. In some situations, where speed differentials between bicyclists and other vehicles are relatively small, cyclists may accept smaller shy distances. However, this should not be used to justify designs that are narrower than recommended minimums. The operating height of 8.3 feet (2.5 m) can accommodate an adult bicyclist standing upright on the pedals. Other typical dimensions are shown in Figure 4-1 (AASHTO, 2012): 59 Figure 4-1 Critical Physical Dimensions for Upright Adult Bicyclists (AASHTO, 2012). 4.3.1 Typical Bicycle Dimensions Figure 4-2 contains dimensions for several different types of bicycles including a typical bicycle, recumbent bicycle, tandem bicycle, and a bicycle with a child trailer (AASHTO, 2012). Figure 4-2: Dimensions for Several Different Types of Bicycles (AASHTO, 2010) 60 A. Adult typical bicycle. B. Adult single recumbent bicycle. C. Additional length for trailer bike. D. Additional length for child trailer. E. Width for child trailer. F. Adult tandem bicycle. Key dimensions: Table 4.1 lists various key dimensions for typical upright adult bicyclists, as well as key dimensions for other types of users including recumbent bicyclists, tandem bicyclists, bicyclists pulling a child trailer and in‐line skaters (AASHTO, 2012). Table 4.1 Key Dimensions For Different Types Of Users (AASHTO, 2012). 61 4.3.2 Key Performance Criteria As with bicycle dimensions, bicyclist performance can vary considerably based upon operator ability and vehicle design. Table 4.2 lists various performance criteria for typical upright adult bicyclists as well as key performance criteria for other types of bicyclists. Bicyclist speeds vary based on age and ability. Adults typically ride at 8‐15 mph (15‐25 km/h) on level terrain, while children ride more slowly. Experienced, physically fit riders can ride up to 30 mph (50 km/h); very fit riders can ride at speeds in excess of 30 mph (50 km/h) but will typically only ride at such speeds on roads. Table 4.2: Key Performance Criteria For Different Types Of Bicyclists (AASHTO, 2012). 4.4 Elements of Design The design of a bike lane must take into account existing traffic levels and behaviors, as well as adequate safety buffers to protect bicyclists from parked and moving vehicles, and enforcement to prevent motorized vehicle encroachment and double-parking. Color, lane markings, signage, and intersection treatments can all be used to distinguish bike lanes. 62 Surface condition significantly affects bicycle ride-ability. Pavement smoothness is important to bicyclist control and comfort. Gravel roads, loose material, cracks, bumps, and potholes on a paved roadway can pose severe steering and stopping limitations for bicyclists. Therefore, it is important to ensure that the roadway surface is in good repair. 4.4.1 Shared Lanes Except where banned by law or regulation, bicycles are permitted to be used on any public roads. Most of the time, motor vehicles and cyclists use the same travel lanes. Shared lanes can be found everywhere, including on metropolitan roadways, suburban and rural highways, and tiny neighborhood streets. Although shared lanes and roadways do not have bicycle-specific designs or dimensions, certain design elements can make shared lanes more bicycle-friendly. These include good pavement quality, sufficient sight distances and roadway designs that encourage slower speeds. Shared lanes are more bicycle-friendly when the signal timing is appropriate and there are detecting devices that react to cyclists. If such features are lacking, upgrades or retrofits should be carried out. In general, roads with low traffic numbers and/or where traffic normally moves at low speeds may be acceptable for shared lanes in their current state. There is frequently no need for bike lanes or any other special modifications to make cycling more pleasurable and comfortable on these roads. 4.4.1.1 Shared lanes on major roadways Lane widths of 13 feet (4.0 m) or less require most motor vehicles to be driven at least part way into the next lane to pass a bicyclist with an adequate and comfortable clearance (usually 3 ft [0.9 m] or more depending on the speed of the passing vehicle). Lane widths of 14 feet (4.3 m) or greater enable motorists to pass bicycles without encroaching into the adjacent lane. The usable lane width is normally measured from the center of the edge line to the center of the traffic lane line. Roadways with shared lanes narrower than 14 feet (4.3 m) may still be designated for bicycles with bicycle guide signs and/or shared lane markings (AASHTO, 2012). 63 4.4.1.2 Signs for shared roadways A “Share the Road” sign assembly (W11‐1 and W16‐1P), shown in Figure 4-3, is intended to alert motorists that bicyclists may be encountered and that they should be mindful and respectful of them. However, the sign is not a substitute for appropriate geometric design measures that are needed to accommodate bicyclists. The sign may be useful under certain limited conditions, such as at the end of a bike lane, or where a shared use path ends and bicyclists must share a lane with traffic. A fluorescent yellow‐green background can be used for this sign. Figure 4-2: “Share The Road” Sign (W11‐1 And W16‐1p) (AASHTO, 2012) Another sign that may be used in shared lane conditions is the "BICYCLES MAY USE FULL LANE" sign (R4‐11) (shown in Figure 4-4). This sign may be used on roadways without bike lanes or usable shoulders where travel lanes are too narrow for cyclists and motorists to operate side by side within a lane. Figure 4-3:“Bicycles May Use Full Lane” Sign (R4‐ 11) 64 Where wrong‐way riding by cyclists is a frequent problem, a bicycle "WRONG WAY" sign and "RIDE WITH TRAFFIC" plaque (R5‐1b and R9‐3cP), that can be mounted back‐to‐back with other roadway signs (such as parking signs) to reduce sign clutter and minimize visibility to other traffic (shown in Figure 4-5). This sign assembly can be used in shared lane situations, as well as on streets with bike lanes and paved shoulders. Figure 4-4: "Wrong way" And "Ride with traffic" Plaque 4.4.1.3 Marked shared lanes In situations where it is desirable to provide a higher level of guidance to bicyclists and motorists, shared lanes may be marked with a pavement marking symbol. The symbol, known as the shared lane marking, is useful in locations where there is insufficient width to provide bike lanes. The marking also alerts road users to the lateral position bicyclists are likely to occupy within the traveled way, therefore encouraging safer passing practices. Shared lane markings may also be used to reduce the incidence of wrong‐way bicycling. 4.4.2 Paved Shoulders Adding or improving paved shoulders can greatly improve bicyclist accommodation on roadways with higher speeds or traffic volumes, as well as benefit motorists. Paved shoulders are most often used on rural roadways. Paved shoulders extend the service life of the road by reducing edge deterioration, and provide space for temporary storage of disabled vehicles. Paved shoulders can benefit pedestrians as well by providing a place for 65 them to walk in locations where there is no sidewalk and the roadside is unsuitable for walking. Figure 4-6 shows paved shoulders dimensions. - Paved shoulders should at least be 1.5 m from the face of guardrail, curb, or another roadside barrier. - Where higher bicycle usage is expected it is desirable to increase the width of shoulders, or where vehicle speeds exceed 80 km/hr. 4.4.3 Bicycle lanes Bicycle lanes are sections of the road that are designated for bicyclists to use first. They are typically one-way facilities that carry bicycle traffic in the same direction as adjacent motor vehicle traffic. Bike lanes are the most appropriate and preferred bicycle facility for urban and suburban thoroughfares. By installing bike lane symbol markings, paved shoulders can be designated as bike lanes. Bike lanes enable bicyclists to ride at their preferred speed, even when adjacent traffic speeds up or slows down. Bike lanes also encourage bicyclists to ride on roadways in a position where they are more likely to be seen by motorists entering or exiting the roadway than they would be while riding on sidewalks. Figure 4-5: Paved Shoulders Dimensions (AASHTO, 2012). 66 4.4.3.1 Bicycle lane on two-way streets Bike lanes should be provided on both sides of two-way streets as shown in Figure 4-7. A bicycle lane provided on only one side may invite wrong-way use. Figure 4-6: Bicycle Lanes On Two-Way Streets (AASHTO, 2012). Exceptions can be made on streets with an appreciable grade. On streets where downhill grades are long enough to result in bicycle speeds similar to typical motor vehicle speeds, then a bicycle lane may be provided only in the uphill direction, with shared lane markings in the downhill direction (see Figure 4-8). This design can be especially advantageous on streets where fast downhill bicycle speeds have the potential to increase the likelihood of crashes with fixed objects, particularly in locations with on-street parking. Figure 4-7: Bike Lanes In Downhill And Uphill Direction Streets (AASHTO, 2012). 67 4.4.3.2 Bicycle lanes on one-way streets Bike lanes should normally be on the right-hand side of the roadway. However, a bicycle lane may be placed on the left if there are a significant number of lefts turning bicyclists or if it decreases conflicts. On one-way streets, it is sometimes desirable to provide an exception for bicyclists by marking a contra-flow bicycle lane on the appropriate side, separated by a yellow centerline marking. This design is best used where there are few intersecting driveways and here bicyclist can safely and conveniently make transitions from the contra-flow lane as shown in Figure 4-9. Bicycle lane marking and directional arrows should be used on both the approach and departure of each intersection, to remind bicyclists to use the bike lane in the right direction and to remind motorists to expect two-way bicycle traffic. Figure 4-8: Typical Markings for One Way Street Designed for Two Way Bicycle Travel (AASHTO, 2012). 4.4.3.3 Bicycle lane widths Bike lane widths should be determined by context and anticipated use. The speed, volume, and type of vehicles in adjacent lanes significantly affect bicyclists’ comfort and desire for lateral separation from other vehicles. Bicycle lane widths should be measured from the center of the bicycle lane line. The appropriate width should take into account design features at the right edge of the bike lane, such as the curb, gutter, on‐street parking lane, or guardrail. 68 Figures 4-10 and 4-11 show Typical Bike Lane Cross Sections when on-street parking is allowed and when its prohibited. Figure 4-9: Typical Bike Lane Cross Sections When On-Street Parking Is Allowed (AASHTO, 2012). Figure 4-10: Typical Bike Lane Cross Sections When On Street Parking Is Prohibited (AASHTO, 2012). * The optional normal (4 in-6 in/100-150 mm) solid white line may be helpful even when no stalls are marked (because parking is light), to make the presence of a bicycle lane more evident. Parking stall markings may also be used. ** On extremely constrained, low-speed roadways with curbs but no gutter (e.g. in locations with stone curbs), where the preferred bike lane width cannot be achieved despite narrowing all other travel lanes to their minimum widths, a 4-foot (1.2 m) wide bike lane can be used. 69 4.4.3.4 Bicycle lanes and on-street parking When on‐street parking is permitted, the bicycle lane should be placed between the parking lane and the travel lane. The recommended bicycle lane width in these locations is 6 feet (1.8 m) and the minimum bicycle lane width is 5 feet (1.5 m) (AASHTO, 2012). Care should be taken when providing wider bike lanes in areas where parking is scarce or otherwise in demand, as wider bicycle lanes may result in more double parking. Bike lanes at the same level as the street and without physical separation should generally not be placed between the parking lane and the curb. Such placement reduces visibility at driveways and intersections, increases conflicts with opening car doors, complicates maintenance, and prevents bicycle lane users from making vehicular left turns. 4.4.4 Bicycle lane signs and markings Bicycle lanes are designated for preferential use by bicyclists with a normal solid white line (4 to 6‐inch or 100‐150mm wide) and one of the (two) standard bike lane symbol markings, which may be supplemented with the directional arrow marking. 4.4.4.1 Bicycle lane lines A bike lane should be delineated from the motor vehicle travel lanes with a normal solid white line. Bike lane lines can be dotted at locations where there will be frequent merging activity by bicyclists or motorists across the lane line. Bike lanes can also be dotted at bus stops or bus pullouts. Bicycle lane lines should remain solid and not dotted at signalized driveways and alleys. Raised pavement markers, curbs, posts, or barriers should not be used to separate bicycle lanes from adjacent travel lanes. Raised devices are hazardous to bicyclists because they are fixed objects immediately adjacent to the travel path of the bicyclist. In addition, raised devices can discourage or prevent right‐turning motorists from merging into the bicycle lane before turning. Raised devices can also make it more difficult to maintain the bicycle lane. 70 A normal solid line can be used to indicate the outside edge of the bike lane in locations with no curbs or where the edge of the roadway is poorly defined. Figure 4-12 shows the bicycle lane line types. Figure 4-11: Typical Bike Lane Pavement Markings (AASHTO, 2012). 71 4.4.4.2 Bicycle lane markings A bike lane should be marked with standard bike lane markings to inform bicyclists and motorists of the restricted nature of the bike lane. Markings should be placed after each intersection or signalized driveway. Supplementary markings may also be placed in a visible location on a bike lane that is entering the intersection (prior to the crosswalk), to remind bicyclists not to enter the bike lane on the wrong side of the road. However, in urban areas with short block lengths, this may result in an overabundance of bicycle lane markings. In general, due to the complexity of urban streets, flexibility is necessary in placing bicycle lane markings. Figure 4-13 shows bike lane symbol markings. Figure 4-12: Bike Lane Symbol Markings (AASHTO, 2012). Care should be taken to avoid placing symbols in areas where turning motor vehicles would damage or obliterate the markings, e.g. at driveways and the area immediately adjacent to an intersection. Figure 4-14 shows an example of symbol Placement to Avoid Premature Wear. 72 Figure 4-13: Symbol Placement To Avoid Premature Wear (AASHTO, 2012). 4.4.4.3 Bicycle lane signs Bicycle lane markings are typically the primary indication to motorists and bicyclists of the restricted nature of bike lanes. Signs may be used to supplement bicycle lane lines and markings; however, they are less effective on streets with on‐street parking. Bike lane signs may also be placed as needed at periodic intervals along a bicycle lane. Spacing of the sign should be determined by engineering judgment based on prevailing speed of bicycle and other traffic, block length, distances from adjacent intersections, and other considerations. Bike lane markings are typically used more frequently than bike lane signs. Where the bike lane sign is used, however, it should generally be placed adjacent to a bike lane pavement marking. Figure 4-15 shows the bicycle sign symbol. 73 Figure 4-14: Bicycle Lane Sign (AASHTO, 2012). 4.4.5 Obstruction Marking Barriers and obstructions, such as abutments, piers, rough grates, and other features constricting a bikeway should be clearly marked to gain the attention of approaching bicyclists. This treatment should be used only where the obstruction is unavoidable, and should not substitute for good bikeway design; removing the obstruction is preferred. Signs, reflectors, diagonal yellow markings, or other treatments may also be appropriate to alert bicyclists to potential obstructions. 4.4.6 Traffic signs This section gives an overview of requirements on signage and marking to support cycling, both for dedicated cycling infrastructure and for cyclists' general use of the highway. Traffic signs are classified into three general classifications: • Regulatory signs. • Warning sign. • Guidance (way finding) signs. T