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HomeMy WebLinkAbout02-07-1989 Park Commission Minutes ` � ORONO PARK COI�IISSION MINUTFS - FEBRUARY 7, 1989 ATTENDANCE - The following members were present: Jim Gilbert, Bruce Kokal, Lee Erger, Dick Flint, and Phil Bradley. The following members were absent: Alex Vongries, Les Kelley, and Virginia Sweatt. John Gerhardson was present from the Orono staff. REAPPOINTMENT - John Gerhardson announced the reappointment by the City Council of Les Kelley and Phil Bradley. PARR SURVEY - Over 200 �ark user surveys have been returned thus far from a total mailing of a�proximately 2,600. The Commission will set up an evaluation system at the next meeting for use by City staff, with survey results due by the April meeting of the Park Commission. BIRE-HIRE TRAIL SYSTEM - Discussion of routes and costs for developing trail system led to a motion by Erger that we submit to Hennepin County our trail concept plan, listing as our first priority the North/South route from Tonka Bay following County Road 19 to 51 to 84 to Fox Street. This motion passed unanimously. It was moved by Flint to add to system County Road 6 from Tamarack Drive to Ferndale Road North, to connect with Plymouth trail system. Motion was passed unanimously. Gerhardson will submit our map and informatian to Hennepin County officials for designation and inclusion with their highway planning. Trail classification will be negotiated depending on availability of right-of-way. PARR DEDICATION FEES - Commission received copies of Medina ordinance, which presently calls for land dedication or Fark fee based upon land value. Gerhardson reported that Minnetrista is considering a change to a f lat per-lot fee such as ours. Flint presented, as background material, copies of Minnesota Statutes regarding park dedications and fees. Commission members received a report of park fee income, interest earned, and park expenditures from 1975 through 1988. The current fund balance is $117,133. Gerhardson also presented a list of recent subdivisions, showing number and size of lots, and estimated lot costs. He wi 11 present further information at the next meeting. The Commission will attempt to prepare a revised park fee schedule for Council consideration. JOINT PLANNING - Gerhardson and Bradley reported on a meeting held in January with Long Lake and Medina park officials. The group will try to hold another ex� loratory meeting under the auspices of the Orono School District, to which Maple Plain and Minnetonka Beach will be invited. The purpose would be to coordinate park, trail and recreational development within the Orono School District area. ADJOURNMENT - The meeting was adjourned at 9:40 p.m. The next meeting will be held on Tuesday, March 7 , 1989 at 7 :00 p.m. - i ' � . , BIKEWAYS -3- Feb. 8, 1983 1 �. INTRODUCTION study area so as to provide for safe access to and from such facilities relative to his project. ' In order to increase the mileaqe of public roads that provide an acceptable level of service with available funds I11. DETERMINATION OF APPROPRIATE and to maximize fuliy the value of existing roadways for STANDARD � bicyclists, Mn/DOT has adopted bikeway desiqn standards. Because more flexibility is provided, these standards will Determination of the appropriate standard to use on permit improvements to be made which will result in qreater uniformity of hiqhway geometrics over major a project, requires three basic evaluations. First, the major ' lenqths of roadway. These standards are based on the re• section of the route that the proposed project lies within lationship between the characteristics of the road desiqn must be identified and evaluated to determine what prob- (bicycle drivinq area) to the averaqe daily motorized able improvements will be made within the foreseeable traffic. Althouqh these bikeway standards have been de- future. Secondly, the project must take into account the ' veloped and should be used to the maximum extent possi- current and anticipated travel needs of the cyclist, land ble, as with most enqineering projects, the desiqner should use data and system continuity. Thirdly, the project stan- use enqineerinq judgement in the application of the stan- dards are selected to be compatible with the rest of the ' dards. major bikeway section. A. MAJOR BIKEWAY SECTION IDENTIFICATION ' II. DEFINITIONS A major bikeway section is defined as a principal The definition of each of these standards is as follows: travel route used by cyclists. A route of this stature is the "backbone" of a bicycling network, which may A. RURAL DESIGN BIKEWAY encompass all three bikeway designs along its lenqth and � , may serve a significant portion of a community, county, Rural design refers to any section of public road reqion or have a siqnificant influence on lonq distance that has shoulders and ditches. The relationship between travel. Ideally the desiqn selected could vary minimally ' the road desiqn and the traffic volume is particularly to avoid surprisinq the motorinq and cyclinq public by a critical. Shoulder surface and width (in addition to lane change in standards that could result in accidents. width and the number of lanes) are siqnificant factors It is not possible to specify the lenqth of a major because shouiders may be the operauonal area for cyclists � by preference (if paved and clear of debris) or serve as an bikeway section, nor would it serve any beneficial purpose. emerqency escape lane. The lenqth varies depending on the service area of the route and the presence (or lack thereof) of suitable alter- B. MUNICIPAL DESIGN BIKEWAY nate routes. It is critical, however, to undentand fully the , principal destination of cyclists, and the road desiqn at Municipal desiqn refers to all other public road sec• either end of the project termini, so as to provide a total tions within corporate limits. A municipal design roadway picture of the travel options available and the impact of , generally has curb and/or qutter on one or both sides of the project desiqn. road. Bicyclists usually do not have shoulders to ride on and parked vehicles present obstacles. Parldnq maneuvers, g. EVALUATION OF ROADWAY FOR BICYCLE open car doors and the obstruction to vision that a parked TRAVEL NEEDS ' car presents, have a negative influence on urban cyclinq. Therefore, the relationship of the bicycle drivinq area Once the project termini of the bikeway section have to traffic takes into account the road desiqn and the desiqn been determined, existinq and anticipated conditions may ' of the parking area (diagonal, parallel, no parldnq and be analyzed. The road under study must be rated (usinq various combinauons). the appropriate desiqn table) to determine whether or not it is currently providing a safe level of service to the cyclinq C. OFF-ROAD BIKEWAYS population. If the road is rated "unsatisfactory"or "poor", ' a similar analysis of parallel routes should be conducted. An off-road bikeway refers to a travel corridor sep- If there are no suitable parallel routes,it is necessary for the arated from the road structure, and specifically desiqned desiqner to study the options for upqrading this parucular for non-motorized transportation. Bikeways of this desiqn �ction to a "fair"or "qood"level. are often times implemented when a roadway cannot be enhanced to an acceptable level, and when a suitable par- The second level of study involves transportation allel route is not available. Also, this design is often used planning with the respective aqency to determine land use ' as a recreational corridor throuqh public lands. The de- proposals, principal travel trends and the population siqner should be aware of off-road bikeways in his project �rved by the proposed project. Project termini should , ' Feb. 8, 1983 BIKEWAYS �. ' render a loqical "beqinninq" and "ending". Due to limited ordinated operation. Therefore, the desiqner and adminis- ' funds the opportunity may or may not present itself to trator responsible for the project should require input from complete a desired link at a later date. all affected parties at an early staqe of project development to avoid last minute decision-makinq. ' 1. Determine appropriate standard 3. Evaluate the probability of implementinq adjacent a. No build - The no-build option would be used improvements. The probability of implementing the im- � when: provements on the rest of the major bikeway seqment — the present road desiqn and traffic volume should then be evaluated. A rouqh estimate of the cost to render an acceptable service level ("qood"or "fair"rank) accomplish these improvements should be made. Then — the senrice area is comparatively limited (al- considerinq the severity of the deficiencies compared to ' though the section under study may rank "poor" or "un- the need for improvements on other roads (and off•road satisfactory") bikeways) and considerinq the probable lonq-range fundinq — an acceptable parallel road or off-road bikeway capability, a decision should be made on whether or not is available to the majority of the same destinations as the these desirable improvements are likely to be accomplished , section under study. in the foreseeable future. b. Minimal level - An investment of this nature C. MINOR ROUTE EVALUATION ' would provide either better communication to travelers throuqh the siqning of an acceptable route or throuqh the A minor route is a road or off-road bikeway that placement of special informational siqns to cyclists; or serves as a tributary to the major bikeway route. The ser- throuqh the construction of a bituminous shoulder of vice area is significant at a local level,and serves to support ' relative dimension to the inplace aqqregate shoulder (not the principal travel comdor. Minor routes function as less than 4' unless under extenuatinq circumstances). The coliectors from cities, parks, commercial/residential azeas minimal level of effort generally should be avoided if it to the major bikeway system. Normally minor routes renders less than a fair ratinq unless qeometrics and financ- are existent "good" or "fair" roads, however if these� inq of the project prohibit such a desiqn. Generally speak- rbutes are rated "poor" or "unsatisfactory", the desiqn inq projects constructed at minimal level render a travel should not exceed the present or proposed standards of the corridor of qreater perceived safety -- this desiqn should major bikeway route design (or desired desiqn). , be the exception to the standard whereby the objective is a fair ratinq. Because there are several combinations of conditions that will be encountered when evaluatinq proposed pro- c. Moderate level - The moderate levei standard jects, it is important for the desiqner to qet the "big pic- ' would render a "fair" ratinq without major alteration to ture" of the proposed project area and surroundinq vicinity the existing road' qeometrics/drainage structure, etc. This to provide desiqn continuity (an acceptable level of stan- standard is the norm, whereby the achievement of a "fair" dards at a minimum cost). catinq would produce a travel corridor acceptable to the ' averaqe cyclist's sldlls and needs. Motorized traffic alonq (1) Ideally the standards used should produce a roads rated fair mix well with non-motorized traffic uniformly consistent "ratinq" level while minimizing the throuqh the implementation of this standard. variance in desiqn so as to not confuse motorists or cyclists. ' Anticipation and predictability of the desiqn of a travel d. Major level - Often times projects involvinq the corrridor often times can minimize the potential for acci- entire roadway (i.e., new road construction, overlay pro- dents. jects, etc.) should take into account the travel needs of ' cyclists. The review process is the same as presented pre- (2) All crossings of public roadways should be done viously (i.e., road analysis, parallel suitable routes, service at intersecuons at specially marked areas. This is a par- areas) yet the problem of retrofittinq a provision for ticular concern when desiqninq off-road bikeways because bikeways is not present. As with all transportation invest• of the lack of driver reaction time to an unexpected cyclist , ments, a thorouqh investigation must be conducted to maneuver. determine how to best serve the travelinq public with available funds. , 2. Evaluate the probability of implementinq the pro- posed project. The probability of implementinq the project � should be studied in conjunction with those aqencies and local units of qovernment directly impacted. Construction schedules should be flexible, yet provide enouqh quidance to the implementinq aqency to provide for a well-co- ' 1 � . , Feb. 8, 1983 BIKEWAYS .5. ' IV. BIKEWAY DESIGN TABLES Desiqn Speed Desiqn Radius mph feet The first step in the evaluation of a proposed project 10 15 t is an analysis of the road desiqn and the volume of motor 15 35 vehicles (ADT). The followinq tables provide the desiqner 20 70 with an understandinq of his present situation and enables 25 90 him to proqress to determine desiqn options. Dependinq 30 125 ' upon the review of the service area, the probability of project implementation, review of abutting section, and {�ere more than standard cross-slope is provided see fundinq, the appropriate desiqn level can be determined. Fiqure A for curve radii. ' In the tables: — Road sections currently rated "qood" or "fair" C. SUPERELEVATION will qenerally not be eliqible for shoulder or off-road construction. As with curvature, superelevation on shared roadway ' — If a suitable parallel road or off-road bikeway exists, facilities the hiqhway superelevation or shoulder slope will funding from Mn/DOT will be denied. — Off-road desiqn will be considered if shoulder con- 9overn and be more than adequate for cyclists. struction cannot enhance the road to "good" or "fair" However, with off-road bikeways, some superele- ' status. vation should be provided on all curves, .OS foot per foot should be used as the qeneral desiqn value and.02 foot per V. D ES 1 G N C R I T E R I A foot as the absolute minimum value (the minimum rate , of cross slope required for drainaqe). In some cases, a A. DESIGN SPEED rate of superelevation qreater than .OS foot per foot may be advantaqeous; however, pedal clearance must be con- sidered when increased super is used. A straiqht .02 foot Curvature, superelevation, qradient and width of per foot cross slope is recommended for tanqent sections. �traveled way are geometric features which affect the speed at which a bicyclist can travel safely and with comfort. In D. GRADES addition, factors such as traffic, the type of bicycle, physi- ' cal condition of the rider, wind, surface condition, also 'I'he qrade which a bicycle can be expected to ne- affect the speed the cyclist wiil travel. Althouqh speed qotiate is dependent upon the length of the qrade, charac- of over 30 mph is attainable, the averaqe cyclist travels teristics of the bicyclist (age, weiqht, condition, etc.), ' at much lower speeds. characteristics of the bicycle (type of cycle, qear ratios, weight, tires, etc.), wind velocity, air resistance and road Speed bumps intended to caus�cycliats to slow down surface. As all of these determinants are variable, it is in advance of intersections etc. shall not be used because not possible to specify definite desiqn qrades. Generally ' they may cause a cyclist to fall and result in injuries. The spealdng, the amount of energy required to use a bicycle desiqn speed is normally determined by the speed of the route will affect the usage of the route and, thus, qrades hiqhway or street. These design speeds are qenerally ad- should be kept to a minimum. ' equate for cyclist's use. The grade for on-road bikeways is qenerally adequate For off-road bikeways, the design speed should be for cyclists, with little or no room for desiqn chanqe since 20 mph. For lonq downqrades, lonqer than 500 feet and it is a part of the road structure. ' steeper than 4 percent, a desiqn speed of 30 mph should be used at the downhill end. Desirably, a qrade of Sq should not be lonqer than 100 feet and a qrade of 2% should not be longer than 500 B. CURVATURE feet. Grades of 59'o for over 300 feet and 2%for over 1,500 ' feet should be avoided. Grades should be minimized even On-road bikeways will have curvature as dictated at the expense of havinq to provide added curvature or by the highway. Since these curves are desiqned to accom- travel distance, within the practical limits for the site. modate motor vehicles, they are qenerally adequate for The designer is offered some latitude in selectinq profile , bicyclists. qrades for off-road bikeways but this is not the case for on-road bikeways. For off-road bikeways, the minimum radius of cur- vature must be consistent with the desiqn speed of the facility. The followinq desiqn values are applicable where only standard cross-slope (.02 foot per foot) is provided: ' � USING THE BI KEWAY DESIGN TABLES �' o� � To evaluate the suitability of a road for bicycle transportation: To attain a rating of"Fair", locate ADT value in "Fair" column, � C/L and correlate this information with the shoulder surface and width 33' , � design. In this example,a design of 4'paved shoulders would be required to provide a "Fair" rating. 12' 6' ADT: 4200 If a"Fair" rating cannot be attained,further research may be unpaved shoulder necessary to assess alternative suitable parallel routes or an off-road bikeway. • • Refer to appropriate table (Rural,2 way,undivided►. • Locate thru lane width column (12'►. • Locate shoulder surface and width line (>4' unpaved). • Enter ADT value to determine the suitability of the road for bicycle transportation. Rural Design 2 WAY/UNDIVIDED � 10' thru lane width 11' thru lane width 12'thru lane width " m � UN- UN- UN� D CsOOD G/F PAIR F/P POOR P/U SAT. GOOD G/F FAIR F/P POON P/U SAT. GOOD G/F FAIR F/P POOq PiU SAT � � 25� 41B- t21- 581 316 318 522 530- 726- 379 381 626 635 871 (A �3 < 252 253 �t7 423- 5B0 SB2 �593 �� 315 317 521 529 725 7�0 � 711 � 378 380 625 634 870 BBB rB89 L unv�v�e ADT ADT ADT ADT ADT ADT ADT ADT ADT ADT ADT ADT AOT ADT ADT ADT ADT ADT ADT ADT ADT �� � �4' � 302 � � so� 5oe ss� 3�s ae� s2s s35 s>> as+ oee �s> >s2 �as � ADT 301 500 507 �6 711 � 712 e 378 3B0 625 63� 870 88B ��9 .053 457 750 761 1044 lOfi6 �1067 3 �nn...a ��� � 1585 1586 1G00 2626 - 2667 386A - 19&3- 2000 3283 33."!� 4567 2379 2100 3939 40p0 �M � ADT 1599 2625 2G66 3663 3733 s 3734 � 1982 1999 3282 3333 4566 a5g5 � q�7 c 2378 2399 3938 3999 5479 5599 �Sfi00 piv�d 4� � 1812 1813 1829 3001 3p18 4175 22fi6 2286 3751 3810 r�19 2718 743 4501 4572 626� � pav�a ADT 1828 3000 3017 4174 4266 �0267 �2�65 2285 3750 3809 `.�218 5� 1 r�� - 2717 2742 500 4571 6261 6399 �6400 � 5� c 1898 1899 1917 3245 3299 4662 2373- 2396 COFi6 4121 5g27 28A7 2875 4866 0909 6992 p.�•e ADT 1916 3241 3298 I661 4776 i 4777 �2372 2395 1055 4123 � x 59I0 � 5971 �2846 2874 4865 4908 6991 7164 �7165 � 6� c 1982 1993- 2013 3531 3596 5276 2191 2516 b/13 K�- 65,q5 2989 3019 5296 5,"f91 7914 pivie ADT 2012 3530 3595 52)5 5423 .5424 .2490 25t5 4412 M91 � 6779 ->6780 �2988 3018 5295 5393 7913 8t35 >Bt36 � �� c 2097 T09B 2120 3872 3951 - 6077 2622� Zfi60 4810 4939 75% 3146 3179 .�8D8 5926 9115 � pa.ad ADT 2119 3871 3960 6076 6274 �6275 c 2621 2649 t8,'39 1938 �`� 7843 1 7844 a 31�5 3178 5807 5925 9114 9411 �9�12 . � 8� > 2212 2213 2238 4287 038I 71fi6 )66 2798 5381 `� . 8957 3319 3357 6030 6576 10.748 p��•e ADT 2237 1286 13a! 7165 7441 �7442 4 2765 797 5380 5179 8956 9302 s 9303 <3318 3356 6429 6575 t0.747 tt t62 �il l63 � 9� < 2342 2343 2371 4801 4924 8729 28 2963 5pp1 6150 /� 10.911 3514 3556 7201 7385 13,092 �- p.�•a ADT 2370 �800 �923 8728 91�2 �9113 �2927 2 G000 6153 t0.910 11 428 jtt a79 � 35t3 3555 7200 7384 13 091 t3Jte ,13 7t5 i N 1 O� i 2488 2089 2520 5156 5615 11 169 110 3150 6820 7018 13.955 3732 3780 8183 8422 16 746 � pa.ae ADT 2519 5455 5614 I1.163 11 851 ,11.852 �3109 149 6819 7017 13.95A 14814 :10 815 < 3731 3779 B182 8421 16 745 17 777 !17 778 � _ � _ _ _ _ _ _ _ � _ _ _ _ _ _ _ _ _ ' • , ' Feb. 8, 1983 BIKEWAYS -41- , (a) Designate the type and character of vehicles or In general, bikeways that are part of the roadway or other modes of travel which may be operated on a bicycle shoulder, will not necessitate any additional erosion control ' lane or bicycle way, provided that the operation of such efforts other than those provided in normal road con- vehicle or other mode of travel is not inconsistent with the struction. An exception to this would be the construction safe use and enjoyment of the bicycle lane or bicycle way of a rural roadway with a bikeway on the roadway ' by bicycle traffic. shoulder. In order to provide additional protection aqainst the formation of rills and gullies on the inslope adjacent (b) Esrablish priority of right-of-way on the bicycle to the bikeway it may be necessary to place a material such lane or bicyc/e way and otherwise regulate the use of the as wood fiber blanket, plastic nettinq over straw mulch ' bicycle lane or bicycle way as it deems necessary. or sod. (c) Paint lines or construct curbs or establish other An off-road bikeway is completely separated from physical separations to exclude the use of the bicycle lane vehicular traffic with its own or sharinq another facilities ' or bicycle way by vehicles other than those specifically riqht-of-way, erosion control for its construction will permitted to operate thereon. often be independent from but in most respects similar to erosion control practices used on roadway construction. ' The designating governing body may after public Therefore, an understanding of roadway erosion control hearing, prohibit through traffic on any highway or portion methods and materials is needed. The remaining portion of thereof designated as a bicycle lane, except that through this section will classify eros�on control methods into three traffic may not be prohibited on a trunk highway. The types, and qive examples and references for each type. ' designating qoverning body shall erect and maintain official signs giving notice of the regulations and priorities estab- Erosion control methods can be classified as temporary, lished under this subdivision, and shall mark a11 bicycle permanent, and/or requlatory. lanes and bicycle ways with appropriate signs. � Temporary erosion control methods include such items Subd. 4. Speed on street with bicycle lane. Norwith- as bale ditch stops, temporary flexible down drains, and standing section 169.14, subdivision 5, the governing body temporary seedinq(oats or rye).Temporary erosion control ' of any politica! subdivision, by resolution or ordinance items are short life items which are intended to supplement and without an enqineering or traffic investigation, may but not perform in place of permanent erosion control designate a safe speed for any street or highway under its measures. authority upon which it has estab�ished a bicycle lane; ' provided that such safe speed shall not be lower than Permanent erosion control methods include such items 25 miles per hour. The ordinance or resolution desig- as riprap, culverts, aprons, sod, permanent turf establish• nating the speed are erected along the street or highway, ment, sediment ponds, dams and shaping. Permanent as provided by the governing body. erosion conuol items are lonq life items. ' Information on permanent and temporary erosion control items may be found in the followinq: ' VIII. EROSION CONTROL DURING BIKEWAY CONSTRUCTION 1. Mn/DOT "Road Desiqn Manual", There is a lot of data available reqardinq erosion on ' construction projects. Basically, on a unit area basis, 2. MHD "Erosion Prevention and Turf Establish- construction is one of the hiqhest sediment yielding activ- ment Manual"; 1970 by L.E. Foote, D. L. Kill and A. H. iues known. Since bikeway construcuon is amilar to Bolland. ' roadway construction except on a reduced scale, most of the erosion control methods and devices used on roadway 3. Mn/DOT "Standard Specification for Hiqhway construction may also be used on bikeway construction. Construction"; current edition, sections 2105, 2575 and 3861 -3885. ' Erosion, the resultinq sediment and the deposition of that sediment can cause property damage, water quality There are numerous requlatory methods by which to problems and safety problems. Rill and qully erosion control erosion. Mainly these methods are qeared towards immediately adjacent to a bikeway represents a real safety reducinq or limiting the amount of time which elapses hazard to any bicyclist who leaves the ridinq surface, and between initial disturbance and project completion. An if the eroson is allowed to proqress it may cause damaqe excellent example is the withholdinq of funds or payment to the riding surface and/or other related structures. There- with release of these funds beinq made in proportion ' fore erosion control methods must be incorporated into the to the amount of erosion control and turf establishment desiqn, construction and maintenance of bikeways. items which have been completed. Examples of requlatory . , 1 Feb. 8. 1983 BiKEWAYS -42. ' methods may be found in the Mn/DOT "Standard Specifi- X. MAINTENANCE ' cation for Highway Construction", current edition sec- tions 1717, 1803, 2105 and 2575. Maintenance of a bicycle facility, after it has been constructed, is an important factor for the successful ' operation and usaqe of the facility by cyclists. Poor main- IX. VEGETATION CONTROL tenance resultinq in the accumulation of sand, qravel, broken qlass, branches, etc., on the facility or development ' Control of veqetation is qenerally considered to be of potholes, corruqations and other rouqh surface con- the responsibility of maintenance forces, however, in order ditions will cause cyclists to avoid the facility. The resuit to provide better control it should also be considered may be that the facility becomes a liability rather than durinq desiqn and construction. an asset to the controlling agency. Therefore, the respon- ' sibility for maintenance of the facility must be established The followinq are examples of veqetation control prior to construction. Normally, if the facility is located methods which may be provided for or carried out during on the highway shoulder the maintenance of the facility the desiqn and construction of bikeways. will be the responsibility of appropnate highway agency. ' If the facility is separated from the roadway the main- 1. Placement of a qeneral herbicide (such as Urox tenance of the facility will be the responsibility of the Liquid or Oxy Monobor-Chlorate) under asphalt pavinq. appropriate local or other qovernmental aqency. ' These herbicides will prevent veqetative qrowth from pene- tratinq the asphalt pavinq for a number of years. It is quite Althouqh the desiqner is not responsible for mainten- common for thin bituminous surfaces with shallow sub- ance, there are a number of factors that can be incor- surface treatment, such as walkinq trails, to be ruined porated into the desicg� which will facilitate the necessary ' by vegetation. maintenance operations. The following is a partial check- list of items to be conadered durinq design: 2. Requirinq the contractor to control noxious weeds durinq construction. The following nine weeds have been 1. Is the facility of sufficient width (especially off- desiqna ted noxious weeds on a state wide basis. road bikeways) to accommodate maintenance vehicles?� Canada Thistle Sow Thistle 2. Is the structure thickness of the facility adequate to ' Bull Thistle Musk Thistle support maintenance or emergency vehicles? Plumeless Thistle Wild Hemp Poison ivy Leafy Spurqe 3. Has access to the facility for maintenance or emer- Fieid Bindweed qency vehicles been provided (especially on off•road bike- ' ways)? The Agricultural Weed Law of Minnesota requires the control of at least these nine weeds. In the prepara- 4. Has sufficient clearing or qrubbinq been provided for tion of plans and provisions for the construcuon of bike- adequate siqht distance and horizontal and verucal clear- ' ways the responsibility for control of these noxious weeds ances? during construction can be delegated to the contractor. 5. Have adequate cross slopes, drainaqe structures and ' 3. Selective vegetation removal should be required in ditches been provided to insure qood drainaqe? order to remove low hanqinq branches and other vege- 6. Are designed plantings in locations that will not tative qrowth which has encroached onto the bikeway. �ome a hazard or create sight distance problems in the ' These encroachments may reduce the cyclist's siqht dis- future. tance and can cause personal injury to the cyclist. 7. Have "maintainable" side slopes been planned? 8. Have driveways and intersectinq roadways been paved ' beyond the bikeway (10 feet or more) to minimize amounts of qravel and dirt dropped on the bikeway by ' by crossing motor vehicles? The above checklist is not a complete list but doe qive some of the items to be considered durinq the desiqn staqe. The desiqner may wish to contact maintenance per- sonnel for additional items. ' ' � f ' Feb. 8, 1983 BIKEWAYS -43- ' XI. BIKEWAY PLANS PREPARED BY LOCAL 3. Plans shall include a leqend showing conventional ' GOVERNMENTAL AGENCIES siqns and symbols used in the plans. Bikeway plans prepared by local qovernmental aqencies B. TITLE SHEET shall include: for funding thru Mn/DOT proqrams will be processed by � the State Aid Office and the Office of Environmental 1. Description Block Services. a. Type of work; bicycle route, bicycle lanes or ' Plans for projects within cities of over 5,000 population bicycle path. shall be prepared (or reviewed) and siqned by the City Enqineer (if the bikeway is on a county road, the plan shall b. Hiqhway (CSAH or MSASH) number, or street also be siqned by the County Enqineer). For other areas name. ' plans shall be prepared (or reviewed) and siqned by the County Enqineer. Official Mn/DOT contact will be with the c. Project number. city or county enqineer. Plans shall then be submitted to the appropriate Mn/DOT District State Aid Enqineer and d. Geoqraphic location of each project - name, ' thence to the Office of State Aid in St. Paul, distance and direction from intersectinq hiqhways or towns. Plans must be approved before award of contract to be e. Leqal Description - land ties to extremities of each ' eliqible for funding. project. An enqineer's estimate shall be submitted with the f. Lenqth of each project in feet and miles (indi- plans, consistinq of a list of pay items, the unit price for catinq qross lenqth, bridqe lenqths, exceptions and net � each item, the extension for each item and the qrand total. lenqths) carried to exact chained footage and to three decimal points in mileaqe. All bridges are considered ex- Projects involvinq Federal Aid shall follow the reqular ceptions if previously constructed. federal aid proqramminq sequence. , 2. Index maps shall clearly portray the project location The purpose of a set of Construction Plans is to deline- and shall include: ate the contemplated work with sufficient details of desiqn, ' supplemented with tabulation of summary of quantities, a. Stationinq and project number at beqinninq and in such a manner that it can be clearly interpreted by en- end of project. qineers and contractors. The onqinals serve as a permanent record of the project and must provide sufficient data b. Distance and direction to at least one incorporated ' to enable the contractor to make an intelliqent bid and to municipality. perform the work as intended. Clarity and conciseness are essential so as to avoid misrepresentation. Unnecessary c. Bridqe number, stationinq and lenqth in feet ' details should be avoided. and miles to each bndge. Plans shall be prepared in accordance with Mn/DOT d. Secuon, township and ranqe. Technical Manual sections 5-292.600, Mn/DOT State , Aid Manual section 5-892.200 and the following: NOTE: If a scale is shown, use a bar qraph that will change when plan size is changed by reduction proces�nq. A. GENERAL 3. Index of Sheets. Title sheet shall be sheet number 1. ' i. All projects shall have a State Aid Project Number, Sheets shali be numbered consecutively. this number may be obtained by calling the Office of State Aid. The project No. (e.q. S.A.P. 87-623-04) 4. Specification Reference (latest edition of Mn/DOT , shall be shown on the lower right hand comer of all plan Standard Specifications for Hiqhway Construction). sheets. 5. Present and Projected (20 Year) Averaqe Daily 2. Ptan size shall be 8-1/2" x 11", 11" x 17" or 22" x Traffic of roadway for Bicycle Route and Bicycle Lane 34". (We do not have facilities for processing any other projects. sized plans). Plans that are 11" x 17" or 22" x 34" shall be on translucent material capable of maltinq clear ozalid 6. Standard Siqnature Block and Enqineer's Certification pnnts. Do not use "Stick Up"on final plans. Block. ' ' ; ' Feb. 8, 1983 BIKEWAYS �_ ' 7. For urban federal aid projects a FHWA approval f. Enouqh information on typical section so that the ' block must be provided. quantities of each type of construction can be accurately computed and constructed. ' C. ESTIMATED QUANTITIES AND TYPICAL SECTION sheet shall include: D. PLAN AND PROFILE SHEETS 1. Statement of Estimated Quantities 1. For "Bicycle Route" plans, a layout such as a plat � larqe enough to clearly portray locations and types of a. Statement shall have separate quantity columns siqns and pavement markinqs may be adequate. Profile for parucipating and non-participatinq items. Where bike- qrades will usually not be required. ' way work is part of a reqular State Aid project, bikeway items shall have a separate quantity column. 2. For "Bicycle Lane" plans, plan view layouts and pro- file qrades will not be required where previously approved b. Numbers and wordinq of items shall be identical plans for these areas are on file in the State Aid Office. ' with those listed in the current Standard Specifications 1^lhere Plan and Profiles are not on file, a complete plan (and pay item description tape maintained by Mn/DOT and proffle shall be included in the plans. central office, call Office of State Aid if any questions arise). 3. "Bicycle Trail" plans shall include the followinq: , c. Work shall be paid for under the appropriate a. All pertinent topoqraphy. item desiqnation, such as Common Excavation, Bituminous ' Material for Mixture, Wearing Course Mixture,etc. The use b. All existinq utilities, either aerial or underqround, of Lump Sum payment in lieu of the reqular items will Projects involvinq Federal Aid funds shall include a "Public normally not be permitted. Utilities"chart if applicable. d. Equipment rental items explained by adequate c. All pertinent information concerninq railroads � notes. It is not permissible to provide equipment rental adjacent to or crossing the project, includinq distances items for emergencies. from hiqhway, stationing and anqles of intersection, qrades, track elevation,etc. ' e. All items listed in the Statement of Estimated Quantities must be referred to elsewhere in the plans by d. All perinent information on bridqes. (Bridqe notes, tabulation, sketch of detail, etc. number, type, lenqth and width curb to curb). ' f. On projects involvinq federal funds (except R.S. e. Indicate present and proposed riqht of way with projects), no proprietory item references shall be made conventional symbols and widths in feet. Show slope ease- unless justified by a public interest findinq or unless at ments with conventional symbols and widths in feet. ' least 3 proprietory names are listed for each propnetory Permanent riqht of way shall be provided for all permanent item. structures. q. List of Standard Plates applicable to project, f. All horiaontal aliqnment shall be dimensioned to , including plates for standard barncades and current speci- adjacent street or hiqhways. All curves shall have horizon- fication references. tal curve data includinq superelevation. 3. Typical Sections of Bicycle Lane and Bicycle Trail 9• Profile qrades (contracted scale)showinq proposed ' projects shall show the followinq: qrades vertical curves and existinq qround line. a. Width, thickness and type of surfacinq and base h. Elevation tie to Sea Level Datum (U.S.C. & G.S.) , materials. i. Drainaqe Structures b. Exact point representinq profile grade. i. invert elevations (both inlet and outlet) for ' c. Recovery area as specified in the desiqn standards. cross culverts, cattle passes, sewers and subsurface drains. d. Topsoil material. u. Direction of F1ow. e. Rounded ditch bottoms and tops of backslopes �•�d�vel of structural plate culverts. on qradinq sections (except in rock cuts). iv. Class of RC Pipe and qage of inetal pipe if other than standard. '