Urban bicycle route system : master plan

              Map
Dept.
G4274
B6P25
1976
ACOG M~STER PLAN
URBAN BICYCLE: ROUTE: SYSTE:M
FOR THE BOISE METROPOLITAN AREA
OCTOBER 1976
ADA COUNCIL OF GOVERNMENTS
Vernon Emery, Chairperson
Chairman, County Commissioners
Ralph McAdams, Vice Chairperson
President, Boise City Council
Mike Silva, Secretary
Commissioner, ACHD (Alternative)
Joy Buersmeyer
Boise City Councilwoman
Eugene Crawford
County Commissioner
Richard R. Eardley
Mayor, City of Boise
Marilee Gross, S.P. Purpose Member
Boise Independent School District
Phillip Kleffner
County Commissioner
Duane Yamamoto
Mayor, City of Kuna
Marjorie J. Ewing (Alternative)
Boise City Councilwoman
James Crowe (Alternative)
Representative, Kuna
Leon Fairbanks
Chairman, Ada County Highway District
Shirl C. Boyce
Chief Dept. of State Planning
PARTICIPATING STAFF
ADA COUNCIL OF GOVERNMENTS
Robert Hilgenberg
Executive Director
Ken Battaile
Comprehensive Planning Director
Ervin Olen, Jr.
Senior Transportation Planner
Kathy Higg1'ns
Graphics Department
BMTS TECHNICAL SUB-COMMITTEE ON BICYCLE AND PEDESTRIAN PLANNING
Scott Lukehart - Chairman
Associate Transportation Planner - Ada Council of Governments
Bryan Day
Bicycle Planning Coordinator - Ada County Highway District
Joe Loomis
Assistant Transportation Planner, Idaho Transportation Department
Dan McComb
Traffic Engineer, Idaho Transportation Department - District II
Stuart Gwin
Principal Transportation Planner, Idaho Division of Aeronautics and
Public Transportation
Herb t~ayer
Deputy Director, Ada County Highway District
Dave Thompson
Trails Coordinator, Idaho Department of Parks and Recreation
Doug Erdman - Greenbelt Coordinator
Boise City Park Department
Mary Jane Vetter
American Association of University Women
Eric Guise - Citizen
Roger Garretson- Information Specialist
Boise City Department of Public Works
Steven Granger
Transportation Planner, Ada Council of Governments
John Bertram - Citizen
BMTS POLICY COMMITTEE
Richard Eardley, Chairman
Mayor, City of Boise
Phillip Kleffner, Vice-Chairman
County Commissioner
Vern Emery
County Commissioner
Darrell V Manning
Director, Idaho Transportation Dept
Leon Fairbanks
Chairman, Ada County Highway District
Ed Wood
Administrator, Federal Highway Administration
Ray Eld
Mayor, Garden City
Representative: Robert Bosley
Robert Hilgenberg
Executive Director, Ada Council of Governments
F. William Fort
Regional Chief
Urban Mass Transportation Administration
M~STER PLAN
URBAN BICYCLE: ROUTE: SYSTE:M
Prepared by the Bicycle and Pedestrian Subcommittee of the
Boise Metropolitan Transportation Study. This report was
financed by funds from the Federal Highway Administration.
315359
'-,,
The Subcommittee
Following is a listing of the Boise Metropolitan Trans­portation
Study (BMTS) Bicycle and Pedestrian sub­committee.
As a subcommittee of the Technical Com­mittee
of BMTS, the membership reflects a good deal
of professional transportation planning and engineering
experience.
In addition to professional membership, the subcom­mittee
has several citizens and representatives from
community organizations and local agencies. This mix
of subcommittee members has provided an excellent
basis for the development of the Boise Bikeway Plan.
BMTS Subcommittee on Bicycle and Pedestrian
Planning:
Scott Lukehart, Chairman
Ada Council of Governments
John Bertram
Citizen
Doug Erdman
Greenbelt
Roger Garretson
Boise City Public Works
Eric Guise
Citizen
Dan McComb
Idaho Transportation Dept. , District III
Ann Hansen
League of Women Voters
Herb Mayer
Ada County Highway District
Mary Jane Vetter
American Assn. of University Women
Stuart Gwin
Dept. of Aeronautics & Public Transportation
Joe Loomis
Idaho Transportation Department
Dave Thompson
Idaho Dept. of Parks & Recreation
Participating Staff:
Frank Capshaw
Ada County Highway District
Dennis Clark
Idaho Transportation Dept. , District III
Bryan Day
Ada County Highway District
Steven Granger
Ada Council of Governments
INTRODUCTiON
a.
b.
c.
d.
e.
f.
g.
Purpose and Scope .
Planning Relationship
Planning Assumptions
Goals and Objectives
Public Involvement
Route Selection . . . . . .
General Recommendations
E:XISTING CONDITIONS
1
1
1
2
2
5
5
a. Classification Definitions . . . . . . . . . 9
b. Existing Routes and Bikeway Facilities . . 10
PROPOSED BII<EWAV SYSTEM
a. Summary
' ib, Bikeway Program Recommendations. . . . 15
:c. Bikeway Route Recommendations ..... 21
d. . Recommended Program of Projects . . . . 25
e . ' Funding . . . . . . . . . . . . 34
f. Implementation Responsibilities . . . 36
APPENDICES
a. Design Standards . . . . . . . . . . . . 38
TABLE:
OF
CONTE:NTS
z::
0
INTRODUCTION
Purpose and Scope (History)
The original Boise Bikeway Plan was prepared in
September, 1971, by the American Association of Univer­sity
Women's "Human Use of Urban Space Study Group",
and the Boise City Traffic Engineering Division.
In 1973, a sub-committee of the Boise Metropolitan Trans­portation
Study (BMTS) Technical Committee developed a
follow-up bicycle plan for the Boise urban area. The
plan identified goals and objectives as well as corridors
for recommended bicycle facilities. In addition, problem
areas, implementation responsibilities, funding constraints
and priorities were addressed in the plan.
Since development of the 1973 plan, several bicycle facil­ities
have been constructed. Projects of note include the
Protest Hill Bikeway, the Julia Davis Bicycle System, and
the Greenbelt Shoreline Park Path. Other actions involved
the signing and striping of certain streets for bicycle use,
providing bicycle ramps and curb cuts for cyclists on new
construction projects and along existing routes, and in
some cases, prohibiting parking to provide for adequate
bicycle movement.
In 1975, the BMTS Sub-committee on Bicycle and Pedes­trian
Planning began a major update of the old plan with
the intention of producing a more specific Plan with em­phasis
on Implementation. The 1976 Urban Bicycle
Route System represents a coordinated effort by planners,
implementing agencies, bicyclists, interested technicians,
and citizens , to produce a realistic program for the de­velopment
of a desired bicycle system in the area. Em­phasis
is placed on providing service to the commuter
and recreational bicyclist, and separating bicyclists
and motor vehicles whenever possible for safety. In
addition, the plan addresses specific problem areas in
the system and offers recommended solutions.
Planning Relationship
Transportation Planning is currently focusing on the
need to develop a transportation system designed to move
people in an efficient and safe manner. With this multi­modal
concept, automobiles, bus transit, pedestrian
facilities , and bicycles are all considered as elements
of one single transportation system. Each of the different
modes contributes to the over-all objective of moving
people on the existing transportation network.
By providing relatively low cost and low impact facili­ties
for bicycle travel, several community objectives are
met. Bicycles are non-polluting and for some people,
the only means of transportation. They also serve a
recreational and physical fitness function and are exten­sively
used by young people for their personal mobility.
The need exists to coordinate bicycle planning not only
with community transportation objectives, but also with
other planning objectives of the community , i.e. , land
use, environmental , social , and economic concerns .
Once developed, the bikeway plan should be continually
refined to reflect changing community values, and avail­able
funding.
Planning Assumptions
The following are several important assumptions that
outline the basis for the planning efforts and recommen­dations
represented in this document.
1
1. Increasing costs, congestion, .environmental concerns,
and the need for energy conservation will continue to
make the development of transportation alternatives to
the private automobile more important.
2. The bicycle, given the provision of adequate facili­ties,
can serve as a viable and pleasurable supplement
to the automobile for intra-urban trips.
3 . Public attitudes and values will continue to grow in
favor of increased bicycle usage.
4. Federal, State, and local funding for bicycle facili­ties
construction will be increased over current levels.
5. The 1976 Boise Urban Bicycle Route System will
serve as the metropolitan area's master plan for bicycle
travel and will be subject to design refinement by each
implementing agency.
Travel Demand Forecasting
The process of determining the location of and justifica­tion
for the proposed bikeway routing in this plan did
not include the use of a mathematical model to generate
and stimulate bicycle travel in the area. Such a model
does not yet exist, and if it did, there would be a ques­tion
as to its applicability in a smaller urban area such
as Boise. Therefore, a more subjective route selection
and system determination process was followed in the
formulation of the recommended plan. This process in­cluded
the evaluation of alternative routing schemes de­veloped
by the subcommittee, based on the Bikeway
Goals and Objectives, public meeting input and need
criteria.
2
Bikeway Plan
Goals and Objectives
"Planning for a bikeway system in the Boise Urban area
should be integrated with the planning for a multi-modal
transportation system . Efforts should be directed to pro­vide
the necessary education and safety programs, ser­vices,
and facilities to allow bicycle travel to assume a
significant role as a form of healthful and efficient local
transportation and recreation.
Objective 1: Provide a broad education and safety pro­gram
for bicyclists and motorists.
Objective 2: Whenever possible, provide separate
right-of-ways and special facilities for bicycles.
Objective 3: Include funding and implementation for
bike facilities in transportation plans and short range
improvement programs.
Objective 4: Provide a system of paths that will service
major activity nodes throughout the region .
The above listing is intended to be consistent with those
outlined by the Ada County Concept Plan and the Boise
Metropolitan Transportation Study.
Public Involvement
The importance of involving the public in the develop­ment
of a metropolitan-wide bicycle plan cannot be over
stated. The input received from an aggressive public
involvement program lends credence to the planning
effort and insures a more acceptable end product.
The development of the updated 1976 plan included a
substantial amount of public involvement. Representa­tives
from the private sector were included on the BMTS
Sub-Committee on Bicycle and Pedestrian Planning.
Questionnaires were distributed to bicycle shops,
schools throughout the area, and in the Idaho Statesman
newspaper that asked people what routes they traveled
and bikeways they would like to see constructed.
In addition, a public meeting was held on April 29, 1976,
in the Boise Public Library Auditorium, to gain input on
the sub-committee's proposed route system. The meeting
was attended by over 80 participants and was scheduled
in three phases, including a slide presentation, work­shop,
and question and answer session. The priorities
listed below were developed from the public meeting.
1. Community Safety Education
Campaigns to stress bicycle safety standards should
be implemented with emphasis forcused at the elemen­tary
and junior high school level.
Information about the bicycle system should be pro­grammed
through television, radio, and newspaper.
A bicycle route location map should be published and
made available to the public.
2. Maintenance of Paths
Path hazards, such as broken glass, potholes and
improper rain gutter grates, should be eliminated.
Shoulders of non-protected routes should be repaired.
3. Path Design
An integrated bicycle system stressing access, utility
and continuity, should be provided.
Provision of Class I routes should be a priority.
Construction of bicycle paths should be considered
on all highway projects.
More through (non-stop) routes should be provided.
Restroom facilities, emergency phones, water foun"'"
tains , and air hoses should be provided along bicycle
routes.
Illumination should be provided along routes.
Parking should be removed to allow for the provision
of bike lanes .
Routes should be provided for children from residen­tial
areas to parks, playgrounds, schools and other
attractors.
Rural bicycle routes should be provided.
4. Separate Paths
More physical barriers are needed between the bi­cyclist
and automobiles.
3
I 4
Canal and railroad bicycle systems should be de­veloped
as an alternative to 'street utilization.
5. Bridges and Crossings
Bicycle and pedestrian bridges should be developed
Secure, all-weather bicycle storage facilities in the
downtown and in major shopping areas should be
provided.
Bicycle racks on buses and at transit park and ride
facilities should be installed .
over and/or under major intersections, i.e., skyways 7. Recreational Routes
and tunnels .
A bridge from Boise State University to Julia Davis
Park for pedestrians and bicyclists should be con­structed.
6 . Commuter Routes
8.
Scenic , long distance tours should be provided and
promoted.
Parks should be closed on Sundays for bicycles and
pedestrian use only .
Sign System
Clearly marked routes should be provided with em­phasis
on visibility .
"Bikes must yield to pedestrians" signs should be
installed in high use areas.
Caution signs should be provided at intersections on
Class II lanes.
9. Funding
Additional funding sources for bicycle construction
should be developed.
Bicyclists should assist in meeting and share the
costs of constructing new facilities .
Employers should be encouraged to promote the usage 10. Enforcement
of the bicycle by their employees for purposes of corn-muting
to work. Bicycles should be licensed and registered.
Safe, direct routes to the downtown area should be
provided.
Cars driving or parking in bicycle lanes shoUld be .·
cited for viol&ting State and City Code.
Bicyclists should be made aware of their rights and
responsibilities .
ROUTE SELECTION
In addition to the input received from the public outlined
above, the following general considerations were utilized
by the committee in the selection of routes and their
prioritization.
Alleviation of hazards to the bicyclist and motorist
in areas of existing bicycle traffic;
Provision of safer routing and facilities to encourage
bicycle travel to area schools;
Improvement of access to potentially significant
attractors of bicycle traffic (i.e., downtown, Uni­versity,
employment centers);
Formation of a continuous bikeway system in the
metropolitan area.
Several constraints were also recognized by the committee
in the development of the recommended bikeway plan.
These included constraints related to funding and right­of-
way availability, consistence with the area's transpor­tation
and land use plans and programs, and existing
and potential traffic conflicts .
General Recommendations
The major recommendations of the Master Plan, Urban
Bicycle Route System are outlined below. Program and
route recommendations for the Bikeway System are in­cluded
on Pages 17-24
I. It is recommended that the 1976 Master Plan -- Urban
Bicycle Route System, be adopted by Boise City,
Ada County, Garden City, Ada Council of Govern­ments,
Idaho Transportation Department and Ada
County Highway District.
II. It is recommended that the 1976 Master Plan- Urban
Bicycle Route System, Bikeway Program of Projects
be considered as representative candidate projects
for inclusion in the Transportation Improvement Pro­gram
and the Transportation Systems Management
Element.
III. It is recommended that the existing bikeway system
be regularly maintained and improved, and that an
annual review be conducted to monitor implementa­tion,
and make program and budget recommendations.
IV. It is recommended that a more comprehensive bicycle
safety education program be developed by appro­priate
implementing agencies in the Boise area.
V. It is recommended that a bikeway sign system be
developed that will communicate to motorists , pedes­trians
and bicyclists , all the information needed to
make bikeways an efficient transportation system.
VI. It is recommended that the City of Boise and the
County of Ada promote a coordinated effort with the
Union Pacific Railroad and the Nampa-Meridian Irri­gation
District towards the objective of developing
bikeways along portions of track and canal banks.
VII. It is recommended that innovative terminal and stor­age
facilities, such as bicycle posts, racks, and
lockers, be developed at schools, parks, govern­mental
and private office complexes , shopping cen­ters,
major employment centers, and other civic
areas where bicycles are common. To minimize
theft, these facilities should be lockable and located
in an open area.
5
6
VIII . It is recommended that sky bridges and tunnels be
considered at hazardous intersections and crossings.
for optimum bicycle-automobile separation.
IX. It is recommended that the City of Boise. County of
Ada. Ada County Highway District and the Idaho
Transportation Department. annually allocate funds
for bikeway construction projects.
X. It is recommended that private developers and imple­menting
public agencies be encouraged to include
bicycle/pedestrian paths in their prospectus for
development.
XII . It is recommended that a system be developed •
whereby the local planning administration section
of the Ada Council of Governments • would coordinate
with the BMTS Technical Committee regarding the
monitoring of zoning and subdivision applications
that effect the development of the Boise Bikeway
System.
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. E:XISTING
·CONDiTIONS
I CLASSIFICt\ TION DE:FI NITIONS
Just as the street system of any modern city has different
classes of road facilities , such as arterials , collectors ,
etc. , so should any metropolitan bikeway system . The
types of bikeway facilities recommended for the Boise
area are similar in nature to those existing nationwide.
Three classes of bikeways referred to in this report are
as follows:
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Class I BIKE PATH
A completely separated facility designated for the exclu­sive
use of bicycles. Conflicts at grade with other acti­vities,
such as pedestrians and motor vehicles, are kept
to a minimum .
Class II BIKE LANE
A restricted facility designated for the exclusive use by
bicycles. This type of bikeway is developed within the
cross section of a roadway , usually in the outside lane
adjacent to the curb or edge of the roadway. Automobile
parking on the street may be removed in some areas.
Class III BIKE ROUTE
A shared facility utilizing existing low use vehicular
streets specified by signs and/or markings. Bicycle
traffic shares the facility and operates with other forms
of transportation such as the motor vehicle and pedes­trian.
Sidewalks are considered Class III bikeways, to
be used only in situations where roadway hazards offer
no other suitable route.
9
Existing Routes and Facilities
Although the development of the Boise Bikeway System
has heretofore been relatively slow, several important
improvements have been made. The following eleven
routes presently exist in the bikeway system.
1. Kootenai Street Bikeway. A signed Class III route,
from Phillippi to Federal Way that connects to the
Protest Hill Bikeway.
2. Protest Hill Bikeway. A signed Class II route, ex­tending
from Federal Way to Boise Avenue. The
route provides for the separation of bicycle and auto­mobile
by utilizing raised curbing. In addition, it
provides an important route off the bench to the
Boise State University campus.
3. Fort Street Bikeway. A signed Class III route along
Fort Street, from Reserve Street to 6th Street, which
provides access to Lincoln School, the Federal
office complex, Reserve Park, Veteran's Hospital,
Elks Rehabilitation Center , and the Boise Little
Theater.
4. Julia Davis Park Bikeway. A signed Class I route
extends through the park from Capitol Boulevard to
Myrtle Street. Bicyclists are separated from auto­mobiles
by a 10" raised curb, and removable bar­riers
are placed at the entrance and exit to the bike­way,
which allows access to pedestrians and bicy­clists
only . The route will connect with the pro­posed
bicycle/pedestrian bridge which will extend
from Boise State University to Julia Davis Park.
5. 15th/16th Street Bikeway. A signed and stenciled
Class II lane, extending on 15th Street from Hill
Road to Resseguie Street and 16th Street to Bannock
Street. The route connects to the proposed Hill
10
Road Bikeway, and is designed to provide safe
access into the City Center from the foothills.
6. Shoreline Bikeway. A Class I bicycle/pedestrian
path which extends through Shoreline Park from
Americana Boulevard to 13th Street. A bike rental
shop is open daily to accommodate visitors to the
Boise River Greenbelt System.
7. Americana Boulevard Bikeway. A signed Class III
route which extends from Bannock Street to Houston
Road, utilizing the existing sidewalk system.
8. Mountain View Bikeway. A Class II bike lane ex­tending
from Bond Street to Curtis Road. The lane
has one stripe along the north side of Mountain View
Drive, and provides scenic access into the City Cen­ter
from Capital High School for commuter and recre­ational
riders .
9. Chinden Boulevard Bikeway. A signed Class I
bike lane, extending through Garden City, from
Fairview Avenue to 46th Street.
10. Hill Road Bikeway. A Class II bike lane on both
sides of Hill Road, from Harrison Boulevard to Lan­caster
Drive. This segment is a portion of a widen­ing
project along Hill Road which will extend to Hill­side
Junior High at 36th Street. The route is de­signed
to connect to the 18th Street bikeway.
11. North Shoreline Bikeway. A Greenbelt bicycle/
pedestrian Class I route which extends northwest
from Americana Boulevard along the Boise River be­hind
the Quinn Center. The path winds through the
park, which includes picnic tables, barbecue units,
a pond, and a footbridge, and ends at the Union
Pacific Railroad trestle. The path is not signed .
,_,_
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E:XISTIGBICVCL€ URBAN ROUT€ SV5TtM~
1. Kootenai:. Street B:J.)cew.ag
2. Protest Hill Bikeway
3. Fort Street Bikeway
4. Julia Davis Park Bi:kewa.g
5. 15th Street Bikeway
6. Ann Morrison Park Bikeway
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7. Shoreline Park Bikeway
8. Americana Blvd. Bikewag
9. Mt. View Bikeway
10. Chinden Blvd. Bikeway
11. Hill Road Bikeway
12. North Shoreline Park
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PROPOSED
BiKEWAY SVSTErtlS
FOUNDERS OF THE BICYCLE AND TRICYCLE INDUSTRY.
Patentees
and Manu·
jacturers
of the
Established 1848.
whick ore
Perfectly
Oust-Proof
and mode
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DOUBLE­BALL
BEAR-:
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Best
Materials,
and Good
Workman-ship.
SA.LTLEY JY.r:ILL:J
ADDERLEY ROAD, BIRMINGHAM.
THOS. SMITH & SONS,
The Proposed Bikeway System
The recommended bikeway system for the Boise area has
received careful examination in light of the considerations
outlined in the introduction to this report. Route recom­mendations
were received from public meetings, the sub­committee
and staff. All recommended routes received
the consensus of approval from the subcommittee. As a
master plan, this document includes specific recommen­dations
that suggest specific improvements , but each
route will still require additional analysis in the design
phase.
PROGRAM RECOMMENDATIONS
In addition to the specific route recommendations out­lined
on Page 21-24, several bikeway system program re­commendations
have been developed which follow.
Safety Education Programs
A proper understanding of the rights and responsibilities
of bicyclists should be encouraged through the media
and school safety education programs. In the Boise area,
education programs directed at bicycles are primarily
conducted through the public schools at the elementary
level. City police and fire department personnel assist
elementary school teachers in educating young bicyclists
about traffic safety. The recommendations outlined be-:­low
should be implemented as soon as possible.
1. An areawide bicycle safety education program
should be developed through a cooperative effort
between the Boise and Meridian School Districts
and the area's police and fire departments.
2 . A greater emphasis should be placed on bicycle
safety education programs directed at the junior
and high school level.
3. Information should be made available to adult bicy­clists
regarding bicycle safety. Brochures , service
organizations and posters, etc. , should be utilized
to distribute the following information:
a. Description of the various bikeway types, bi­cycle
signing, and route system .
b. Explanation of the rights and responsibilities
for both the motorist and cyclist with regard to
traffic law and safety.
c. General bicycle safety rules and proper main­tenance
of bicycles.
d. Bicycle licensing and registration programs.
See Chart Figures 1 and 2, Page 16 & 17
Canal and . Railroad Bike Routes
The existence of a network of canals and segments of
railroad tracks through the Boise Metropolitan Area, pro­vides
an excellent opportunity to separate bicycles from
motor vehicle traffic . Though railroad and canal routes
offer many attractive assets , the use of these facilities
presents a number of potential hazards. Concern cen­ters
on safety of the user. Sound bikeway design and
construction would have to be applied. Fencing would
be required in many areas and utilization of right-of­ways
would involve liability agreements and the obtain­ing
of easements from property owners, irrigation dis­tricts,
and the Union Pacific Railroad. Specific route
recommendations for implementation of pilot canal and
railroad projects are listed in the route recommendations
section (Page 21) .
Canal Bikeway Pilot Demonstration Project
Two canals in the Boise area offer an excellent opportuni­ty
to test the feasibility of bike routes located on canal
15
16
Bicycle related Traffic Accidents in the
Boise Area Are Depicted in the Following:
1975
Ul 25 r Total Accidents
~ • Total Fatalities
(I)
.'.0...
(J
(J < \
..... 20
0
~
(I)
..0 s z::s 15
10
5
0 ~--~--~----~--~----~~~----~~~--~----~--~--~~--- Jan Feb Mar April May June July Aug Sept Oct Nov Dec
Bicycle Monthly Statistics
for 1975
Fig. 1
' '' UAQ i@$4/(
93
5
Number of Accidents.
100'r
so*-
Year 1973 1974 1975
5 Fatal
Fig. 2
, Bicycle Accident Statistics Furnished by
I Boise City Police Department. Records Division
I
76
3 Fatfli
'-)17
!
banks. The Farmers Lateral and Cassia Park canals are
relatively small irrigation ditches located at key points
in the bikeway route system proposed. Both canal banks
are currently used for bicycle and pedestrian travel with­out
fencing or adequate safety provisions . Two canal
bikeway demonstration projects are recommended for im­plementation.
1. Farmers Lateral, (Phillippi to Cole)
This recommended Class I bikeway should be designed
and constructed with the intention of demonstrating that
the use of canal banks for bicycle routes is feasible from
a safety and environmental standpoint. Caution signing
at the canal's intersection with Phillippi, Curtis and Cole
.Roads will be required, directed at both the motorist and
cyclist. Usage of experimental materials in the construc­tion
of the route is encouraged. New and innovative ma­terials
are available for fencing, path surfacing and sign­ing.
18
2. Cassia Park, (Garden to Kootenai)
The smallcanal that.is located adjacent to Cassia Park has
a bank that should be used for a Class I bike route. The
canal bank would provide an important link between the
Garden Street bike route to the north and Kootenai Street
to the south. It is recommended that the facility be de­signed
and constructed with the adjacent park in mind.
Proper access to the park's pedestrian walkways will also
be required. The project includes two elements. A
bridge would be required at the headgate area where the
canal enters the park. A paved Class I path between that
point and the canal's intersection with Albion Street would
be required along with another bridge to act as a link to
Garden Street.
Bikeway Signing Program
Signing is very important to the metropolitan bikeway sys­tem.
When properly placed and designed, bikeway infor-mational
and directional signing provides for more conti..:
nuity and safety throughout the system. Specific recom­mendations
concerning signing for each bikeway classi­fication
is shown in Section III (C), route recommenda­tions,
Page 21-24
1. A current Boise Urban Bicycle Route System pam­phlet
should be published and distributed to key lo­cations
in the city to inform the public of the bikeway
system.
2.
3.
4.
5.
6.
7.
Route map display boards should be designed, con­structed,
and placed at entrances to parks, transit
terminals, the University and shopping malls. (See
example in Appendices . )
Bright colors, i.e. , yellow or green, should be tes­ted
for striping and stenciling of Class II bike lanes.
Informational signs should be attached to key bike­way
signs to direct the bicyclist to the route that will
take him to key locations, i.e. , City Center, Univer­sity,
parks, etc.
In certain areas, notably Capitol Boulevard, side­walks
with curb-cuts are being utilized because the
existing street network is too narrow to accommodate
bicyclists . Efforts should be taken to provide
channelization striping and signing at these locations .
Barriers should be placed at the entrances and exits
to Class I bike paths. Warning decals and/or strip­ing
should be placed in the area of the removable
barrier.
Special attention should be directed towards provid­ing
channelization striping at intersections along
bikeways where vehicular and bike lanes may connect.
Bikeway Maintenance Program
An important component of the overall Bikeway System
Safety Program is the proper maintenance of bike routes.
A comprehensive, safety-oriented bikeway maintenance
program will promote the usage and increase the safety
of the bikeway system. Unlike the automobile, bicycles
do not sweep clean their own traffic lane through usage.
Sand, gravel and glass are the primary enemies of the
urban cyclist.
Therefore, sweeping will be the essential part of bikeway
system's maintenance.
1. It is recommended that the Ada County Highway Dis­trict,
Idaho Transportation Department, Greenbelt,
Boise City and Ada County institute a regular main­tenance
program for their respective portions of the
Bikeway System. Emphasis should be placed on
keeping the routes free of debris through sweeping
(i.e. twice monthly) .
2. All paved routes should receive periodic inspection
to ensure the retention of a smooth bikeway surface.
Maintaining a smooth surface will make cycling safer
and more attractive.
3 . Existing and new routes should be free of physical
obstacles such as benches, poles, and fencing.
Routes should be inspected periodically. Where
obstacles exist, consideration should be given to
their removal.
4. Drainage grates present a unique safety hazard be­cause
they can easily entrap the wheels of the mod­ern
bicycle. Unsafe grates along bikeways should
be re-designed and/ or replaced. Those that are
not replaced should have a reflective decal installed
before the grate.
(See Design Standards) Side opening storm drains
should be installed on all new sewer construction.
5. Curb-cuts should be designed to flow smoothly from
the curb to the street to accommodate wheelchair­bound
individuals as well as bicyclists. (See Appen­dices)
1~
Implementation Coordination Program
Four primary implementing agencies will be involved in
the development of the Boise Bikeway System. These
main implementors include the Ada County Highway Dis­trict
(ACHD), Idaho Transportation Department (ITD),
Boise City and Ada County. The timely and integrated
implementation of the bikeway system will require a
coordinated approach on the part of all four implementors.
Bikeway improvement projects in the metropolitan area
are interrelated. Canal routes intersect street routes
and the railroad and Greenbelt routes will also interface
with the rest of the system. In addition, the safety,
maintenance and education programs will require coord­ination
between the various implementors to ensure a
system that is well developed and managed.
1. It is recommended that each implementing agency for
the Boise Bikeway System (ACHD, ITD, Boise City,
Ada County) designate one person to be responsible
for implementation of bikeway improvement projects.
This person would coor4inate with other implementors
and departments to ensure the implementation of the
plan on schedule.
2. In conjunction with the recommendation above, a
bikeway implementation committee should be formed
consisting of representatives from each of the imple­menting
agencies. The committee would meet on a
scheduled basis to ensure the swift and coordinated
development of the recommended system . To ensure
better communication between the planning and imple­mentation
function, at least one of the members
20
should also be a member of the Boise Metropolitan
Transportation Study Bicycle Sub-Committee.
Parking Restriction and Terminal Facilities
Provision in the bikeway system for terminal facilities ·
and adequate right-of-way for Class II bike lanes is im-portant.
Outlined below are recommendations related to
both facets of the proposed bikeway system.
Parking Restriction
Many of the Class II bike lanes recommended in the Boise
Bikeway Plan will involve on-street parking restriction
or removal. Section 10, Chapter 1402 of the Boise City
Code states:
"F. It shall be unlawful for any person to drive, or park,
a vehicle upon or across a bicycle lane except to
(1) enter a driveway or (2) park such a vehicle, or
leave a parking space."
Removal of parking for the provision of a bike lane should
be considered only when no other alternative is available.
Where parking removal will cause serious problems for
adjoining homeowners, other alternatives to providing
the required right-of-way for cyclist should be examined.
In some instances, the bike lane can be located outside
the parking lane (e.g. existing 15th Street bike lane).
When parking removal or restriction is under considera­tion
to provide for a new bike lane, several criteria for
evaluating such an action should be recognized. These
factors are:
1. Adjoining residential densities
2. Demand for on-street parking
3. Availability of off or side street parking
4. Traffic volumes
5. Street pavement width
6. Pedestrian street crossing safety
7. Citizen input
8. Impacts on adjacent land uses.
Terminal Facilities-
With the popularity of bicycling increasing, theft is be­coming
a major problem. The provision of secure termi-
nal parking facilities is an important factor in developing
the bikeway system.
Innovative approaches should be taken to provide prac­tical
and aesthetic facilities where bicycles are common;
'i.e. shopping centers, schools, governmental agencies,
parks, etc.
1. It is recommended that "U" bolts be welded to the
sidewalk side of parking meters and sign posts near
building entrances in the downtown area.
2 . It is recommended that bicycle racks be placed at
entrances to public buildings in the city.
3. It is recommended that bicycle parking facilities be
encouraged for inclusion in the design of larger,
newly constructed public and private buildings in
the city.
4. It is recommended that long term storage facilities
(bike lockers) be tested for their feasibility at bus
terminals , the University and the new Capitol Mall
complex, downtown.
Route Recommendations
The following recommendations are specific in nature ,
but do not address all individual routes outlined in the
Boise Bikeway System Plan. Instead , where a specific
route recommendation was warranted, it was discussed
in greater depth.
The individual implementing agencies still retain the
responsibility of handling the specific design and con­struction
of the routes identified. The recommendations
that follow are intended to assist the implementors in
areas where unusual problems may exist or specific
solutions are required.
The recommendations are categorized by classification
type.
CLASS I
GENERAL
Class I bicycle routes are recommended to be 8 feet in
width (minimum of 6. 5 feet) with appropriate signing,
marking and separation as outlined in the Design Stan­dards.
Routes
1. Union Pacific Railroad, Kootenai Street to Five Mile
Class I routes utilizing railroad right-of-way are recom­mended
to include fencing. The paths should be con­structed
as near the outside edge ofthe right-of-way
as possible. Bicycle crossings of the railroad right-of­way
should be restricted to existing street crossings,
except where a special bicycle crossing is constructed.
Additional caution signing and marking for bicyclists
should be included at all railroad crossings where a
·bicycle route is located.
2. Canal Routes: New York, Ridenbaugh, Farmers
Lateral, Settler's
Class I routes located on or adjacent to canal banks are
recommended to include fencing. The paths should be
constructed as near the outside edge of the waterway as
possible. Appropriate signing and marking should be
included at bridges and intersections. Safety improve­ments
such as ramps and improved bridge surfacing are
encouraged along canals throughout the Bikeway System.
21
II'
iL
3. Greenbelt: Glenwood to Discovery Park
The routes identified within the Greenbelt project area
should be developed in harmony with the theme and
overall environmental objectives encouraged by the
Greenbelt Committee. Aesthetic considerations in the
design and construction of routes in this area should be
given priority. Experimental materials for the surfacing
of the bicycle paths in the Greenbelt should be con­sidered
as demonstration projects in the continuing
effort to find the best bikeway surface possible.
4. State Street, Fairview Avenue, 15th Street
Extended
Bicycle routes (Class I) located adjacent to existing or
proposed roads and streets should be separated from
vehicular traffic lanes by a physical barrier similar to
those outlined in the design standards.
5 . Privately Developed Class I
22
Several Class I bike routes are recommended in land
areas that are currently undeveloped. It is recommended
that the private developers in these areas contribute to
the development of the overall bicycle system by con­structing
that portion of the bicycle route system recom­mended
through their property.
6. Morris Hill Cemetery
Latah and Roosevelt Streets currently provide a route
for bicyclists traveling to or from downtown via Amer­icana
Boulevard. To better facilitate bicycle movement
through this travel corridor, it is recommended that the
open space associated with the cemetery area include a
Class I bicycle path. A new city park is scheduled for
development near the southern end of this area that will
provide an opportunity for a coordinated pathway from
Roosevelt and the railroad tracks to the intersection of
Emerald, Latah and Americana Streets.
7. Capitol Boulevard, East Side from Vista Avenue to
the Boise River
At the intersection of Vista Avenue and Federal Way
exists several barriers to bicycle travel. The train
trestle, several median strips in the intersection, and
Federai Way itself. A Class I bicycle path is recommen­ded
to follow a route roughly from the railroad bridge
on the east side of Vista A venue , across the median
strips and Federal Way to the top of the Capitol Boule­vard
hill. The point at which the path will cross Fed­eral
Way warrants special attention to appropriate mark­ing
that signals to both the motorist and cyclist of the
upcoming crossing.
From the top of the Capitol Boulevard hill, it is recom­mended
that the Class I rank drop down off the east side
of the hill below the existing sidewalk to College Boule­vard
to the Boise River. The route should be placed
along the narrow strip of State of Idaho property that
exists between the Capitol Boulevard sidewalk and Boise
:state University parking lots. This would assist in the
separation of pedestrians and bicyclists along the route.
8. Boise River Crossing Route - A Proposed Facility
A new river crossing is currently under study for loca­tion
somewhere in the Garden City area. A Class I path
is recommended should the proposed facility be construc­ted.
CLASS II
GENERAL
All Class II routes are recommended to be a minimum of
3. 5 feet in width. It is recommended that Class II routes
include a stenciled lane with street marking and signing
as a minimum . Where a route changes streets, appro­priate
directional signing should be provided to direct
the cyclist .
Recommended Class II bike lanes that are on streets
which are planned or programmed for widening or strip­ing
to four lanes in the future may be temporary. At
such time, it is determined that vehicular traffic will re­quire
four lanes, the Class II bike lane will be re-eval­uated
for conversion to Class III or re-routing.
Several key points in the bicycle system will require
signs that indicate the destinations of particular routes.
The downtown, University and Greenbelt are the three
key areas that will require signing on bicycle routes
leading to these locations. The signs should include
the word "Downtown", "University", etc., with an
arrow depicting which route goes where, when a choice
exists. Examples include along 16th Street at or near
State Street. Signing should direct the cyclist near this
point, to the shortest routes that will lead to the Green­belt,
the City Center and Boise State University.
Routes
1. 16th Street - Americana: Idaho Street to River
Street
Improved signing for a bicycle crossing is recommended
at 16th Street and Main Street to direct the cyclist from
the east side of 16th to the west side. This will bring
the cyclist to the proper side of the street in order to
make a connection with the existing bicycle path on
Americana, southbound . On the northbound or east
side of Americana, improved stenciling, marking and
signing is recommended from River Street, along the
railroad tracks and across Front Street to 15th.
2. Bogus Basin Road: At Ranch Road
Along Bogus Basin Road, where the transition is made
from a Class II to a Class III path at Ranch Road, dashed
directional stenciling and marking is recommended that
will encourage the cyclist to use the sidewalk south of
Ranch Road. Bicycle crossing and caution signs should
be included on the Bogus Basin and Hill Road legs of
the intersection at Harrison Boulevard.
3. 15th Street at Resseguie Street
Improved stenciling and directional signing is recom­mended
at this five-point intersection to better guide
cyclists to the 16th Street bike lane.
4. Kootenai Street: Vista to Protest Avenue
Parking restriction is recommended on the south side of
Kootenai Street. Improved stenciling and signing is
recommended from the railroad tracks to Protest Avenue
to encourage the route's continuity.
5. Northview Street: Mountain View to Maple Grove
Parking restriction is recommended on the north side of
Northview with the bike lane on the south side located
outside the parking lane.
6. Collister Road: Hill Road to State Street
A two-way bicycle lane is recommended on the west side
of Collister .
23
7. Curtis Road: Farmer's Lateral to Emerald Street
Parking restriction is recommended along both sides
of Curtis Road.
8. Glenwood Road: Goddard to State Street
Paved ramps on each end of the Boise River bridge at
Glenwood Road are recommended to encourage bicyclists
to use the sidewalk provided. Directional signing on
Glenwood at Mountain View on the southern end and
State Street to the north is also recommended.
9. 15th Street: Hill Road to Ridenbaugh
The existing Class n bike lane on 15th Street is recom­mended
to be re-stenciled to 4 feet in width in order to
allow the northbound lane on the east side of 15th Street
to be stenciled also.
10. Beacon Street: Leadville to Protest Avenue
Parking restriction is recommended on Beacon Street,
both sides. Directional signing and stenciling at the in­tersection
of Beacon and Boise Avenue is recommended.
11. Americana Boulevard: Houston to River Street
A Class II bike lane is recommended on the northwest
side of Americana Boulev~;J.rd from 16th and Bannock to
Americana and Houston . On the east side , from the in­tersection
northward, a Class III route is recommended
to the bottom of the Americana Boulevard hill. A Class I
bicycle path is recommended from a point near the
bottom of the Americana hill, through Ann Morr.ison
Park near Americana Boulevard to the Boise River.
There, a connection should be made with Greenbelt
Bikeway System and the Americana Boulevard bridge.
A Class II bicycle lane is recommended from the Boise
I River to River Street with appropriate signing and
24
marking at the intersections of the Greenbelt ana .,nul·t:­line
Drive.
CLASS III
GENERAL
Caution, directional , information signing, and street
stenciling are important components of the Class lll
routes in the Bikeway System. Equally important is the
proper placement of the bike route signs and street
markings. The number and type of required bikeway
signing and marking differs by individual route. Imple­menting
agencies should provide as little signing as
possible, but at the same time , utilize enough signs to
ensure continuity in the route.
Intersection and crossing safety signing is very impor­tant
to the cyclists. Special signing may be required
for hazardous intersections such as the Federal Way­Vista
Avenue interchange.
Routes
1. Capitol Boulevard: West Side, from Crescent Rim
Drive to connection with the Greenbelt .
The sidewalk on the eastern side of Capitol Boulevard is
recommended for improvement to best accommodate bi­cycle
travel. The existing sidewalk should be widened
and where possible, obstructions in the sidewalk, such
as light poles, should be relocated.
IJ
[_
((
[ _,.-
[
[
[
[
.I
j'
i
I
i l
7. Curtis Road: Farmer's Lateral to Emerald Street
Parking restriction is recommended along both sides
of Curtis Road.
8. Glenwood Road: Goddard to State Street
Paved ramps on each end of the Boise River bridge at
Glenwood Road are recommended to encourage bicyclists
to use the sidewalk provided. Directional signing on
Glenwood at Mountain View on the southern end and
State Street to the north is also recommended.
9. 15th Street: Hill Road to Ridenbaugh
The existing Class II bike lane on 15th Street is recom­mended
to be re-stenciled to 4 feet in width in order to
allow the northbound lane on the east side of 15th Street
to be stenciled also .
10. Beacon Street: Leadville to Protest Avenue
Parking restriction is recommended on Beacon Street,
both sides. Directional signing and stenciling at the in­tersection
of Beacon and Boise Avenue is recommended.
11. Americana Boulevard: Houston to River Street
A Class II bike lane is recommended on the northwest
side of Americana Boulevard from 16th and Bannock to
Americana and Houston. On the east side, from the in­tersection
northward, a Class III route is recommended
to the bottom of the Americana Boulevard hill. A Class I
bicycle path is recommended from a point near the
bottom of the Americana hill , through Ann Morr.ison
Park near Americana Boulevard to the Boise River.
There, a connection should be made with Greenbelt
Bikeway System and the Americana Boulevard bridge.
A Class II bicycle lane is recommended from the Boise
I River to River Street with appropriate signing and
24
marking at the intersections of the Greenbelt and Shore­line
Drive.
CLASS III
GENERAL
Caution, directional , information signing , and street
stenciling are important components of the Class III
routes in the Bikeway System. Equally important is the
proper placement of the bike route signs and street
markings. The number and type of required bikeway
signing and marking differs by individual route. Imple­menting
agencies should provide as little signing as
possible, but at the same time, utilize enough signs to
ensure continuity in the route.
Intersection and crossing safety signing is very impor­tant
to the cyclists. Special signing may be required
for hazardous intersections such as the Federal Way­Vista
Avenue interchange.
Routes
1. Capitol Boulevard: West Side, from Crescent Rim
Drive to connection with the Greenbelt .
The sidewalk on the eastern side of Capitol Boulevard is
recommended for improvement to best accommodate bi­cycle
travel. The existing sidewalk should be widened
and where possible, obstructions in the sidewalk, such
as light poles, should be relocated.
PROGRAM OF PROJECTS
The program of projects that follows summarizes for
reference purposes, the recommended bikeway improve­ment
projects for the Boise Metropolitan Area. Below is
a summary by classification of the existing and proposed
bikeways for the Boise area.
Existing Bikeway System Mileage
Class I 2. 0
Class II 3.1
Class III 5 . 5
Total Existing System Miles 10. 6
Proposed Bikeway System Mileage
Class I
Class II
Class III
Total Proposed System Miles
,THE ANNUAL ELEMENT
59.4
26.9
41.0
127.3
Included within the bikeway program of projects is a
recommended revision to the fiscal year 1977 annual
element of the Boise Area Transportation Improvement
Program (TIP) , to include several bikeway projects.
--
'Since the adoption of the Boise Bikeway Plan will occur
after the beginning of the 1977 fiscal year, it will be
necessary to amend the existing annual element (FY 1977)
of the TIP in order to initiate projects in this fiscal year.
The following list of bikeway projects, as a minimum,
should be included in the Transportation Improvement
Program for this fiscal year, and implemented as soon as
possible. This recommendation does not discourage the
immediate implementation of any additional bikeway pro­jects
in the first phase of the Bikeway Program of Pro­jects.
25
Fiscal Year 1977 RECOMMENDED PROJECTS September 21, 1976
(July 1, 1976- June 30, 1977) (For Inclusion in 1977 Annual Element of T.I.P.)
PROJECT DESCRIPTION -TSTIMAITD- FUNDING JURIS-Amer-
icana Boulevard
(Front Street to
Houston)
Beacon Street
(Boise Avenue to
Leadville)
Curtis Road
(From Emerald to
Farmers Lateral
Canal)
Boise Avenue
(Protest to
Juanita)
36th Street
(State to Hi 11
Road)
Kootena1 Street
. (Vista to Federal
Way)
Fort Street
(Reserve to 6th
Street)
Safety Education
and Information
Program
26
Improve to Class--IT standarason the
northwest side. Improve southeast
side to Class I from Latah through
Ann Morrison Park.
Improve to Class II standards to
include two 3~' bike lanes.
Improve to Class II standards and
remove parking on both sides.
Improve to Class II standards and
remove parking on both sides. Two
4~' Bike Lanes.
Improve to Class II standards. Parking
removal on both sides.
Improve to Class Irstandaros.
Improvements to existing Fort Street
bikeway. Divider berm along gravel
driveway in front of Lincoln School
and paving two entrance ramps. In-stallation
of crossing stencils and
channelization striping.
The development of a comprehensive
and coordinated safety education
and information program for the
Boise area with emphasis on the
Boise public school system.
Total estimated cost:
COST SOURCES DICTION
ACHD ~-- ·~ ACHD,
Boise City Boise City
6,000 Parks Dept. Parks Dept.
600 Local ACHD
1,500 Local ACHD
300 Local ACHD
1,200 Local ACHD
3,700 Local ACHD
1,600 Local Jl.CHD
unestimated Local Boise City,
Boise Inde-pendent
School Dist.
$15,000 in original
PHASE I (Fiscal Years 1977-79) RECOMMENDED
PROGRAM OF PROJECTS
PROJECT
3otn Street
(Hi 11 Road to
State Street)
Hill Road
(Lancaster to
28th)
T8th Street
(Hi 11 Road to
State Street)
Lucky Peak Bikeway
(Broadway to
Park)
Northbank Project
(Ash Street to
Julia Davis Park,
north side)
State Street
(23rd Street to
Highway 55)
Sfioreli ne Park
(South 13th to
Ash Street)
Capital & 8th Street
(Bridge underpasses
south side)
8th Street walkway
(From Myrtle to
8th Street Bridge)
DESCRIPTION
Improve to Class II standards.
Improve to Clas~ II standards in
conjunction with Hill Road widening
project.
Improve to Clas-s TI sta-n-dards. Two
41 wide bike lanes, parking restric­tion
on one side. 2.5 miles of
striping.
Construction-of Class I path. Phase
I (Broadway to Barber Park), Phase II
(Barber Park to Diversion Dam), Phase
III (Diversion Dam to Discovery Park).
Cl asSTGreenbelt-routeexfenaing from
Ash to the B.S.U. - J.D. Park footbridge.
Underpass included.
Improve to Class I standards in assoc­iation
with the State Street widening
Class I standard bicycle/pedestrian
path extending through the park.
Greenbe-lt related underpassesw1Tl
link B.S.U. - J.D. and Ann Morrison
Parks.
Class III route from the Boise River
through the proposed pedestrian mall
and historic district to Front Street.
ESTfMATED
COST
1,200
2,000
1,000
146,500
194,500
206,500
200,000
110,000
36,000
26,000
200
FUNDING
SOURCES
Local
Local
Local
JURIS­DICTION
ACHD
ACHD
ACHD
FHWA {Demo .P-roj. J ITO
Urban 11011 ITO, ACHD
B.O.R.
Community
Development
Urban 11011
Community
Development
Boise City
Parks Dept.
Local
B.O.R.
Boise City
ITO,
District II I
Boise City
Boise City
Parks Dept.
Boise City
27
PROJECT
Fiirvfew Avenue
(Milwaukee to
Cloverdale)
Farmers Lateral
(Phillippi to
Cole)
Cassfa- Park Cana-l
(From Albion to
Kootenai along
Garden Street)
College Boulevard
(Juanita to
Lincoln)
Greenbelt
(Broadway to
Municipal Park)
DESCRIPTION
RECOM~1ENDED
PROGRAM OF PROJECTS
Col'lstrui:lion- of Class I path.
Construction of Class- Cpatn.
Class -I route through sm-a1Tsect1on
of Ridenbaugh Canal which connects
to Kootenai and Garden Street bike­ways.
Includes canal bridge improve­ments.
Class I path- in fronl of B.s.u~ Admin­istration
Building.
Class I path along-tne north side or
the Boise River Greenbelt.
Bogt,-s- Bas1n Road ~----Improv-e to Clas-s II standards.-- Class
(Highland View Drive III signing from Highland View Drive
to Curling Drive and to Hill Road.
Braemere)
Morris Hill Cemetery Class I path through cemetery:--~on-
(Diagonally, from nects to Americana Bikeway and provides
Roosevelt to a safe route off the bench.
Emerald-Latah)
Curtis Road
(From Emerald to
Farmers Lateral)
Ann Morrison Park
(Hall Road to
Americana-Latah
intersections)
28
Improve to Class II standards and
remove parking on both sides.
C1ass-1path extending- through the
park designed to link with the
Morris Hill cemetery route.
ESTIMATED
COST
40,000
75,000
10,000
2,000
17,000
2,000
10,000
1,500
5,000
FUNDING
SOURCES
Urban "D"
Boise City
Boise City
State of
Idaho
Boise City
Parks Dept.
Local
Local
Local
Boise City
Parks Dept.
JURIS­DICTION
ITO,
District II I
Boise City
Boise City
State of
Idaho (Boise
State Univ.)
Boise City
ACHD
Boise City
ACHD
Boise City
Parks Dept.
PROJECT
Bicycle/Pedestrian
Bridge (B.S.U. - J.D.
Park)
T5th Street
(Hill Road to
Fort Street)
con ister
(State to
Hill Road)
28th Street
(State to
Hi 11 Road)
Emerald
(N. Phillippi to
Raymond)
Boise Avenue
(Juanita Street to
Protest Road)
Ph fTTi ppl-txtens ion
(Emerald to
Irving)
Alpine
(Peasley to
Depot Hill area)
DESCRIPTION
RECOMMENDED
PROGRAM OF PROJECTS
Class I path across the Boise River
that will line B.S.U. with J.D.
Park.
Provlsion of a tP-l:lass II lane on
the east side of 15th Street. Narrow
the west side lane to 41
• Improve
channelization striping at Hill Road
and Fort Street intersections.
Improve to Cl-ass II standards. One
two-way bike lane.
Improve to Class II standards. -Park­ing
removal.
Improve-to-l:Tass I I standards.
Improve to Class n stanaa-rC!s~--Two
41 wide bike lanes, removal of parking
on both sides.
Class I. 91 wide, two-way bike-path.
Construct Class I path.
Protest Hill Class II lane constructed on the east
(From Federal Way to side of Protest Road, similar to
Boise Avenue) existing Class II on west side.
tSTIMATED
COST
100,000
36,000
200
1,300
2,120
2,000
300
3,400
Unestimated
14,000
FUN-DING
SOURCES
Community
Development
B.S.U. Gen­era
1 Fund
Local
Local
Local
Local
Local
Local
Local
Local
JuRrs­DicnoN
Northbank
Project
ACHD
ACHD
ACHD
ACHD
ACHD
ACHD
ACHD
ACHD
29
PROJECT
Kootenai Street
(Vista to
Federa 1 ~Jay}
Beacon Street
(Boise Avenue to
Leadville}
Mt. View Drive
(Bond Street to
Glenwood Road}
Glenwoo-d Roaa
(State Street to
Mt. View Drive)
Boise Avenue
(Broadway to
Gekeler Lane)
-"'·--,~ .. •. ,~"T" .,. -'"'~"':"-"'""':":"'J:"!~V'""'------------
DESCRIPTION
RECOMMENDED
PROGRAM OF PROJECTS
Improve to tlass TI sta-ndards- and
restrict parking on south side.
lillprove to ~TaSSTIStandards, K mile)
Two 3~· wide bike lanes.
Extensio-n or Mt. View bikeway from
Curtis Road to Glenwood. Addition
of Class II lane on south side of
existing system from Bond to Curtis
Road. Construction of Class II lane
from Curtis to Ustick Road.
Improve- to -C:-1 as-s -1 I standards. -Two
6' wide bike lanes. Special treatment
at the Bench Hill.
Improve to ---class-llstandards , n
conjunction with Boise Avenue widening
project.
fmplementation of all Signing of all Class III routes (ramp
Class III routes, ex- improvements, informational and dir-cept
Apple, Walnut ectional signing).
and Leadville routes
30
ESTIMATED
COST
3,700
600
23,000
2,100
800
56,500
FUNDING
SOURCES
Local
Local
Local
Local
Local
Local
JURIS­DICTION
ACHD
ACHD
ACHD
ACHD
ACHD
ACHD
PHASE II (Fiscal Years 1980-82) RECOMMENDED
PROGRAM OF PROJECTS
PROJECT
Hilllroa-d
(28th to
Pierce Park Lane)
Boise R1ver Crossing
(Curtis Road
Extension)
Walnut Street
(Boise River to
State Street)
15tn- Street Extension
(New Project)
Settlers- Cana 1
(Mitchell to
Milwaukee)
Milwaukee
(Goddard to
Northview)
Mllwaul<ee
{Northview south
through Mountain
View Cemetery
along Benjamin
Road to Franklin)
DESCRIPTION -- ESTIMATED
COST
llllprove to Class II standarcfs- in
conjunction with Hill Road widening 2,000
project.
A CTass !--route Ts- proposed-, n con-junction
with the proposed new Unestimated
faci 1 i ty.
Class III route connect1ng the muni-cipal
park and Greenbelt. 1,000
crass ·r route extendi ngTroffil-sln
Street and Hill Road to Bogus Basin
Road in conjunction with the new 16,000
street improvement proposed in the
area.
Class I path along Settlers Canal.
22,000
Impro-ve to-Cla-ssTistandaras. -Two
5' wide bike lanes, striping, stenciling, 9,100
signing. Construct to Class I standards,
from Northview to Ustick.
Improve-to -ClasS II- standards. Park1ng
restriction, right-of-ways, paving,
striping, stenciling and signing. Con- 25,000
struct to Class I standards from North-view
to Ustick.
Greenbelt Class I route along with north s;de of
{Veteran's Park to the Boise River. 20,000
Glenwood)
FUND]NG
SOURCES
Local
Urban 11D11
Local
Local
Boise City
Local
Local
Boise City
JuRrs­DICTION
ACHD
ACHD
ACHD
Private,
Boise City
Settlers Irr.
Di st.,
Boise City
ACHD
ACHD
Boise City
31
RECOMMENDED
PROGRAM OF PROJECTS
-~--·~· PROJECT DESCRIPTION ESTIMATED FUNDING JURIS-COST
SOURCES DICTION
Marden Street Class I path with a planned bicycle/
(Warm Springs across pedestrian bridge across the Boise 7,800 Local ACHD
the Boise River to River.
Loggers Creek)
Union Pacific Railroad Class I path utilizing railroad
(Kootenai to right-of-way, g• path, 7 miles. 113,000 Local ACHD
Five Mile) Bridge crossing-fencing.
Pioneer Street Class I path extending through River
(Borah Street to Street community and connecting to 29,000 Community ACHD
Greenbelt with no Ann Morrison Park over the Boise
continuation pro- River.
posed to cross the
river, Ann Morrison
Park, and connect
up to Crescent Rim)
Boise Avenue Improve to Class II standards on
(Gekeler to both sides, 51 wide. 2,440 Local ACHD
Apple)
Ustick Road Improve to Class~! standards. ·--- -- -- 2-;400-- Local ACHD
I-I
32
PHASE III (1983 - ) RECOMMENDED
PROGRAM OF PROJECTS
PROJECT -~-DESCR-IPTION ESTIMATED FUNDING JURlS-COST
SOURCES DICTION
Boise River Crossing A-tlass I route-is proposed in
conjunction with the proposed unestimated Urban 11D11 ACHD
new facility.
B-oise Avenue Improve to Class II standards on
(Apple to both sides, 51 wide. 2,440 Local ACHD
Law)
G-re-en be 1 t Class I path along the south side
(Fairview to side of the Boise River. 20,000 Garden City, Garden City,
Glenwood) Local ACHD
Sand Creek Class I path extending through
(State Street through Veteran•s Park. Eventual bicycle/ 7,000 State Parks & State Parks &
Veteran•s Park on pedestrian bridge across Boise Recreation Recreation
south side of the River. Dept. Dept.
Boise River)
New York Canal Class I path to include fencing.
(From Holcomb Street Two-way, g• wide. 509,000 Local Boise City
to Lake Hazel Road)
Ridenbaugh Canal Class I path to include paV1ng,
(From Protest to fencing, and signing. 107,000 Local Boise City
Eckert Road)
33
FUNDING
Assuming the current trends and anticipated increases
in bicycling, there is a need to develop reasonable
levels of expenditures for bicycle facilities. The tradi­tional
"Pay-as-you-go" transportation economics will
not work with the development of bicycle facilities be­cause
the bicycle does not produce revenue in its own
right. In light of this, alternative sources of funds will
have to be developed to keep up with the needs of bicy­clists.
Until a convenient and safe bicycle system is im­plemented,
bicycle ridership will not reach its potential.
Federal Funds Available:
1. U. S . Department of Transportation, Federal - Aid
Highway Projects
Bicycle facilities and walkways, as incidental features of
highway construction projects, can be funded provided
the bikeway or walkway is within the highway right-of­way
and is constructed concurrently with a Federal aid
project. Federal-Aid Highway Act of 1976, Section 134,
regarding bicycle transportation and pedestrian walkways,
states that: "The States may, on Federal-Aid Highway
projects include to the extent practicable, suitable, and
feasible, the construction of separate or preferential bi­cycle
lanes and paths' bicycle traffic controidevices,
shelters and parking facilities to serve bicycles and per­sons
using bicycle and pedestrian walkways in conjunc­tion
or connection with Federal-Aid Highways. Not more
than $45,000,000 will be appropriated in any fiscal year
and no State shall obligate more than $2,500, 000 for such
projects in any year . "
To clarify this section, the Idaho Transportation Depart­ment
has been informed that a bicycle/pedestrian facility
may be constructed as a project in itself and that construc­tion
of a bikeway under this Act will have to bear a
34
reasonable relationship to the Federal-Aid Highway sys­tem.
This means that a bikeway /pedestrian facility migh
be physically separated by a block or so from the right­of-
way, so long as it commenced and terminated at or
within the Federal-Aid system right-of-way.
2. U. S . Department of the Interior, Bureau of Out­door
Recreation
The Bureau makes 50% reimbursable grants from the
Land and Water Conservation Fund to State and local
governments interested in developing bikeways.
$90,000 has been approved for application to the Lucky
Peak project under the general State priorities category
for multiple use corridors. Design has been finalized by
lTD-District III, on the section of the Lucky Peak Bike­way
Project which extends from Diversion Dam to Dis:­covery
Park. Construction is scheduled to begin May 1,
1977. In addition, two projects that will include bicycle
paths are being implemented along the Greenbelt.
The State Parks and Recreation Board administers these
funds and stipulates which projects, both local and
State, may be funded.
3. Bikeway Demonstration Program
The Federal Highway Administration has allocated $6
million dollars nation-wide for the development of inno­vative
bicycle projects during fiscal year 1977. Funds
will be provided to states and local communities on an
80% Federal and 20% local matching basis. Grants
selected for implementation shall be in addition to, and
not in lieu of, funds made available for bicycle projects
under the provisions of the Federal Aid to Highways
Program manual.
4. Housing and Urban Development , Community
Development Block Funds
The Federal Department of Housing and Urban Develop­ment,
through the Community Development Block Grant
program, provides funding for public works and com­munity
improvement projects. The funding in the Boise
area is administered through the local Community De­velopment
Agency . The Boise City Council is the policy
decision-making body that provides local approval or
disapproval for Community Development projects. Bike­way
construction is an eligible project under Community
Development funding.
In the Boise area, several bicycle/pedestrian related
.projects have already received approval for the use of
Community Development funding. Approximately
$150,000 has been designated for the 8th Street walkway,
·.which is a segment of the Nol'th Bank Cultural, Educa­tional,
and Recreational Unification Project. The walk­way
will connect numerous activity centers and allow
tBoiseans and their visitors to walk and bicycle safely.
·A sky bridge is proposed across Front and Grove
Streets, which will connect 8th Street with the Central
• Business District. In conjunction with the 8th Street
. walkway, a bicycle/pedestrian foot bridge, between
:Boise State University and Julia Davis Park, is proposed
for construction in late 1976 or early 1977.
Funding Sources Under Consideration:
The following items have been considered as possible
sources for bikeway funding.
Bicycle Sales Tax: One method of gaining funds would
be to tax the users of bicycles . This might be possible
through a three to five percent sales tax on bicycles and
accessories. Presently, the number of bicycles sold
exceeds car sales. Such a tax would require State legis­lation
and it should be realized that the revenue gained
from such a tax would not be sufficient to cover the costs
of a bikeway system and maintenance.
Registration and License Fee: Boise City already has a
bicycle registration and license fee of $1. 00. The
license lasts for the life of the bicycle. The purpose of
the license is to deter theft and provide safety informa­tion.
Funds collected from this fee go into the City's
general fund . It seems logical that any of these funds
that are not used through the licensing and education
program should be allocated toward bikeways. This
fee could also be increased or made annual.
Highway Users Revenue: Another method is to use a
percentage of the gasoline tax held by the Highway
Trust Fund. This concept is controversial because
some people believe the tax was intended only for the
purpose of street and highway improvements while
others believe the tax is basically a transportation tax
and should be used for all forms of transportation.
Oregon State allocates 1% of the gas tax specifically for
bikeway construction. To date, this has provided
Oregon with enough funding to build a number of suc­cessful
bikeways.
General Fund Revenue: States and local governments
could allocate funds annually out of general funds re­venue
for bikeways. These funds could be matched
with Federal funds.
35
~
General and Special Revenue Sharing: Funds could
be B.llocated from revenue sharing funds by local
governments and the State for bicycle facilities. These
funds could be matched with Federal funds. A recently
completed bike and bridal path utilized revenue sharing
funds in the Sun Valley area.
General Obligation Bonds: With a pre-determined num­ber
of bikeways in mind, local governments could use
general obligation bonds for financing. A referenda
would be required to determine whether or not the vo­ters
want to tax themselves to pay for bikeways. Such
36
a method of financing has great potential in establishing
an initial bikeway system and would be a savings if the
system were normally to be built over a period of years
at inflationary price. As with other revenue, these
funds could be matched with Federal funds.
Private Capital: Financing could be assisted through
private contributions or donations .
IMPLEMENTATION RESPONSIBILITIES
The following agencies or governmental bodies have
been designated the responsibility of implementing the
bikeway system. They include:
Boise City- Negptiation and construction of bikeways
along canal and irrigation banks and railroad right­of-
ways within the City limits, and terminal and stor­age
facilities .
Boise City Park Department - All bikeways in parks
and along the Boise River Greenbelt in the City limits.
In some instances , the Greenbelt Committee may work
in coordination with other agencies in developing the
Greenbelt outside the Boise City limits.
Garden City - Bikeways along the Boise River and
canal banks within the City limits.
Ada County- Negotiation and construction of bikeways
along the Boise River, canal, and irrigation banks,
railroad right-of-ways, and County parks within Ada
County.
Ada County Highway District - Bikeways utilizing
public streets, not including State or Federal high­ways.
Idaho Department of Parks Recreation - Coordinating
all State bikeway construction other than that of the
Idaho Department of Transportation, including the
Veteran's Memorial Park, the proposed old Penitentiary
Park and the Lucky Peak State Park. The Department
is also involved in bikeway planning through their
Community Assistance and Grant-in-Aids program.
These areas of responsibility are intended only as initial
implementing guidelines and could change as agencies
expand their role in the development of the Bikeway
System. For example, an agency could become involved
in a bikeway outside their normal jurisdiction where
the continuity of a bikeway must be maintained , or an
agency could contract with another agency to construct
a segment of the system.
COLUMBIA TRICYCLES.
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J•'itwMt J\latt>rlah, f.'kllful '\'orktn~n~IJtp,
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tt:a:•ble. ~o nd.iuJootnble that the f!.Rtne
P"r~~~~~*e• 00: bl~·r:~c~c;:.:::.~~ ~~!~v'!~?"J~!~;
'M·Ill~h .. taableathe rider to haMtantly lnereAIHI
the )t;>,•t.•rnce, and t"Rtdly ride 11P &tet>p &raulea
and O'\'t•r rouch plac::e&, '180.
!'end otnmp for lllu•trnted (56 p.) Catnlognc.
THE POPE MFG. CO ..
"Ball= Bearing"
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37
~
Design. Standards
The following standards and guidelines are recommended
for bikeway engineering and development within the
Boise Metropolitan Area .
Bikeway Dimensions
One-Way
Two-way
Pedestrians
and Bicycles
Vertical Clearance
Sign System
Minimum
3.51
6.51
8.0'
8.01
Recommended
5'
8'
10-14'
9'
Pictorial "Bike Route" signs and stencils are utilized
which conform to the National Manual on Uniform
Traffic Control Devices.
Lane striping and directional signing should be designed
to provide channelization at intersections and the begin­ning
and end of bike routes .
, Bike lane stencils should be placed on lanes according
:to the below listed diagram .
38
Lane
Bike
Intersections
Because automobile-bicycle accidents occur most fre­quently
at intersections, special attention should be
directed toward improving signing, stenciling and diag­onal
striping at these locations .
Accidents involving straight through bicycle traffic and
right turning motorists are prevalent. Too often, the
motorist is not aware of the potential confict with a bicy­cle.
Consideration should be given to provision of ac­tivated
crossing signalization at intersections where
bicycle travel is high.
Where the existing street network is too narrow to handle
bicycles, sidewalks with curb cuts are being utilized,
notably on Capitol Boulevard. Efforts should be taken to
provide channelization striping and signing at these lo­cations.
Curb cuts should be designed to flow smoothly
from the curb to the street.
The design and implementation of sky bridges and tunnels
for grade separation in high-risk areas is recommended.
Special attention is also needed where a bike route crosses .
railroad tracks. The pavement should be as close as
possible to the top of the rail to help prevent bent rims
and bicycles should always be directed at right angles to
the tracks.
Entrance and Exit to Bike Lanes
Reflectorized barriers to exclude motorized traffic are
used at the entrance and exits to bike lanes. Warning
decals and striping are advised in the area of the re­movable
ballard. Extra width is required at this point
due to the greater possibility of more than one bike
arriving at this point at one time.
Bike Control Ballards
Drainage
All bikeways should slope minimally 1/4" to 3/8" per
foot, with a cross slope of two percent, to provide ade­quately
for the drainage of surface water.
Delineators
When bicycles share the roadway with other modes of
transportation, the bike lane should be marked by the
use of signing or a barrier. Delineators can be of two
types. A symbolic barrier, consisting of either striping,
pavement coloring and/or traffic buttons intended to in­dicate
special usage of the bike lane and yet allow pas­sage
of motor vehicles through the area. The physical
barrier on the other hand , provides a positive means of
delineating the bike lane right-of-way and controlling
encroachment by the motor vehicle. The physical bar­rier
could be either a curb, parked motor vehicle, re­movable
ballards, fencing or landscaped strips. (See
design sketches provided by Boise City Department of
Parks)
Radius of Curvature
The radius of curvature is generally of no concern in
regard to bikeways developed on existing road align­ments
since the existing design should be more than ade­quate
for bicycles traveling at reasonable speeds . Care
must be taken, however, to avoid sharp angles and short
radius curves when constructing bike paths, particularly
at the bottom of long negative grades where the velocity
of descending bicycles can be quite high. The radius of
curvature, therefore, should be directly related to anti­cipated
operating speeds. R=1. 25v + 1. 4.
R is radius of curvature in feet .
V is velocity in miles per hour .
Additional curve widening (from 1 to 1. 5 feet) on the in­side
surface of the curve should be considered tc accom­modate
the lean of the cyclist.
Surfacing
Loss of balance or control can easily be caused by rough
pavement, sand or gravel on the surface. To avoid this,
the surface of a bikeway should be as smooth as possible
to give both a comfortable ride and to permit an efficient
use of energy. As important, bikeway surfaces should
be maintained regularly and swept.
Where a bikeway is jointly used with other modes of
transportation, the bikeway should conform with that of
the highest facility requirement. In construction of a
separate bikeway, a structural section of two inches of
asphalt concrete over three inches of crushed rock base
is considered suitable for riding quality and economics.
Careful consideration should be given to edging material
and its installation to insure safe bicycle operation.
There should be no abrupt and/or protruding edges or
grade changes.
39
Design Speed
The speed at which a bicyclist can travel in safety and
comfort is dependent upon such factors as gradient width
of traveled way, curvature, and amount of cross-traffic.
One should attempt to match the design speed with the
preferred speed of the faster, more capable riders.
(Average velocity: 10-11 mph with recreation and corn­muter
speeds of 15-30 mph.)
4G
The drawing below depicts a bicycle route map board
which is recommended for placement in parks, transit
plazas , and high attractor areas in the city. The map
boards would serve to inform the public of the bikeway
system.
e
Boise Bikeway System
Locator Map ___ ___,..._
ct
Bikeway Estimated Costs
Route Signs
No Parking Signs
Stencils
Striping 8" line
Asphalt Paving
Right-of-Ways
Fencing
Sweeping
Cross Drains
10" Raised Curbing
Curb-cut (Bike Ramp)
:=:-:.-:::-:~:-.:·
: ..~ ===.:=.~-:
:-::·:-=:--=·:-~:-: :::::il..ili:£.-"'i\
$ 40.00 each I
40.00 each I
!
5.00 each
200. 00 per mile
3. 50 per square yard
Variable
5. 00 per foot
20.00 per hour
$210.00 each
3. 00 per linear foot
2.38 each
L._.
$
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42
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PARKING
~: 7 AM TO 6 PM Bf-RED
f'-1 ! A-NV DAY -.1;}~ ; L' WHITE
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BIKE LANE I
TYPICAL
BICYCLE LANE DESIGNATION
a PARKING RESTRICT-ION SIGN
1.1.1
TYPICAL BICYCLE
LANE DESIGNATION SIGN
w
..... -::t
~
z
w
w
a:
C)
~
(,.)
PEDESTRIAN RAMP FOR THE HANDICAPPED
I
I !
SCALE: t' = 3/8"
PLAN VIEW
NOTE= Pedestrian ramps to be
placed at all Intersection radii
{/,.,less ofhe.ltwisc nof•cl
Sidewalk size tobe 4' minimum.
···.· ·. · ..
Pedestrian Ramps
Standard s"
Curb and Gutter
5 ho wrt on
5' Sidewalk
.......
NO SCJ\LE
TYPICAL INTERSECTION
~---- 2'011
Deiletep-,.-~-- - -~ 4'0'~-Min . 1'0"
r-- • ~
J TS.•"~"f-;.-mrn-. --------- _ l I
··r[. .. -- - . -t ·: "' . . . ··--· •. "\. -. ·- --- l> . ·~ A
.1>.
I>
l> -Ramp same as driveway
approach. See Std. Draw. 420
Standard 6" Curb and Gutter
See Std. Drawing No. 430
CROSS SECTION VIEW
SCALE! 11
• 3.14"
I
Pednstrlan Ramp
for the
Hand I capped ...
~1-t.
IF"
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44
STATE LAWS- BICYCLE
49-740 Traffic laws apply to persons riding bicycles.
Every person riding a bicycle upon a roadway shall be
granted all of the rights and shall be subject to all of
the duties applicable to the driver of a vehicle by this
act , except as to special regulations in this article and
except as to those provisions of this act which by their
nature can have no application. (1953, ch. 273 & 94,
p. 478)
49-7 41 Riding on bicycles.-- (a) A person propelling
a bicycle shall not ride other than upon or astride a
permanent and regular seat attached thereto.
(b) No bicycle shall be used to carry more persons at
one (1) time than the number for which it is designed
and equipped. (1953, ch. 273 & 95, p. 478)
49-742 Clinging to vehicles. --No person riding upon
any bicycle, coaster, roller skates, sled, or toy ve­hicle
shall attach the same or himself to any street car
or vehicle upon a roadway. (1953, ch. 273 & 96, p. 478)
49-7 43 Riding on roadways and bicycle paths.--
(a) Every person operating a bicycle upon a roadway
shall ride as near to the right side of the roadway as
practicable, exercising due care when passing a stand­ing
vehicle or one proceeding in the same direction.
(b) Persons riding bicycles upon a roadway shall not
ride more than two (2) abreast except on paths or parts
of roadways set aside f<;>r the exclusive use of bicycles.
(c) Wherever a usable path for bicycles has been pro­vided
adjacent to a roadway, bicycle riders shall use
such path and shall not use the roadway. (1953, ch. 273
• 97' p. 478)
Duty of Bicyclist in Using Roadway
A bicyclist was entitled to use the right lane of the road­way
by riding as near to the right side as practicable.
Kelley v. Bruch (1966)--Idaho--, 415 P. 2d. 693.
49-7 44 Carrying articles.--No person operating a bi­cycle
shall carry any package, bundle or article which
prevents the driver from keeping at least one (1) hand
upon the handle bars. (1953, ch. 273 & 98, p. 478)
49-7 45 Lamps and other equipment on bicycles.--
(a) Every bicycle when in use at nighttime shall be
equipped with a lamp on the front which shall emit a
white light visible from a distance of at least 500 feet to
the front and with a red reflector on the rear of a type
approved by the department which shall be visible from
all distances from 50 feet to 300 feet to the rear when
directly in front of lawful upper beams of head lamps on
a motor vehicle. A lamp emitting a red light visible
from a distance of 500 feet to the rear may be used in
addition to the red reflector.
(b) No person shall operate a bicycle unless it is
equipped with a bell or other device capable of giving
a signal audible for a distance of at least 100 feet, ex­cept
that a bicycle shall not be equipped with nor shall
any person use upon a bicycle any siren or whistle.
(c) Every bicycle shall be equipped with a brake which
will enable the operator to make the braked wheels skid
on dry, level, clean pavement. (1953, ch. 273 & 99,
p. 478)
49-746 Driving through safety zone prohibited.--No
vehicle shall at any time be driven through or within a
safety zone. (1953, ch. 273 & 100, p. 478)
10- II- I
SECTION:
10-J 1- ):
)0- 11- 2:
10-11- 3:
10-11- 4:
)0-11- 5:
10-11- 6:
10-11- 7:
10-11- 8:
10-J 1- 9:
10- I 1-10:
10-11-11:
10-11-12:
10-11-13:
CHAPTER 11
PARKING
Standing or Parking Close to Curb
Angle Parking
Restricted Parking District Designated
10-11-3
Stopping, Standing ~r Parking Prohibited in Specific Places
Parking Not to Obstruct Traffic
Parking in Alleys
Extended Parking Prohibited
Extended Parking Prohibited in Restricted Parking District
Parking Time Limited
Parking Prohibited During Certain Hours
Requirements for Leaving Vehicle Unattended
Parking Tickets and Procedures
Penalties
10-11- I: STANDING OR PARKING CLOSE TO CURB: Except as other-wise
provided in this Chapter, every vehicle stopped or parked
upon a roadway where there are adjacent curbs shall be so stopped or parked
with the right-hand wheels of such vehicle parallel to and within twelve inches
(1211
) of the right-hand curb.
On one-way streets a vehicle parked on the left side of the street shall be so
stopped or parked with the left-hand wheels of such vehicle parallel to and
within twelve inches (12") of the left-hand curb.
10-11-2: ANGLE PARKING: The City Traffic Engineer shall determine
upon what streets angle parking shall be permitted and shall
mark or sign such streets. On those streets which have been signed or
marked for angle parking, no person shall park or stand a vehicle other
than at the angle to the curb or edge of the roadway indicated by such mark­ings.
(Ord. 2864, 4-1-68)
10-11-3: RESTRICTED PARKING DISTRICT DESIGNATED: There is
hereby designated a restricted parking district encompassing
the following: That area bounded by the Union Pacific Railroad on the south,
State Street on the north, 16th Street on the west, and 4th Street on the east,
including the entire rights-of-way of State, 16th, and 4th Streets within said
boundaries. (Ord. 3528, 2-11-74)
1o.;.14-1
SECTION:
10-14- 1:
10-14- 2:
10-14- 3:
10-14- 4:
10-14- 5:
10-14- 6:
10-14- 7:
10-14- 8:
10-14- 9:
10-14-10:
10-14-11:
10-14-12:
10-14-13:
10-14-14:
10-14-15:
10-14-16:
10-14-17:
10-14-18:
10-14-19:
10-14-20:
10-14-21:
Definitions
CHAPTER 14
BICYCLES
Urban Bicycle Route System
Registration and License
Application
License Fee
Transfer of Ownership
Loss of License
Rental Agencies
Dealers and Reports
Removal and Mutilation of Serial Number and License
Use of Bicycle Without Consent
Bicycle Without Serial Number
Traffic Laws Apply to Persons Riding Bicycles
Riding on Bicycles
Clinging to Vehicles
Riding on Roadways and Bicycle Paths
Riding on Sidewalk
Lamps and Other Equipment
Riding Through Safety Zones
Intoxication, Drugs or Physical lnabi lity
Penalties
10-14-1
10-14-1: DEFINITIONS: For the purpose of this Ordinance the fol-lowing
terms, phrases, words and their derivations shall hove
the meaning herein given. When not inconsistent with the context, words
used in the present tense include the future, words in the plural number
include the singular number, and words in the singular number include
the plural number. The word "shall" is always mandatory and not merely
directory.
(A) BICYCLE: Every device pro~elled by human ~ower upon which an1
person may ride, having either two (2) or three ~3) wheels in a tandem
or tricycle arrangement, any· of which are over sixteen inches (16")
in diameter.
(B) BICYCLE PATH: A specifically designated area which is designed
for the sole purpose of a<:commodating bicycles.
45
~
1Q-14-1 lQ-14-2 10-14-2 10-14-4
(C) BICYCLE ROUTE: A recommended route for bicycle travel along
bicycle paths and other facilities which safely accommodate bicycles
and their riders.
(D) BOISE CITY NUMBER: A number stomped upon the frame of a bi-cycle
for identification purposes by the Chief of Police.
(E) DEALER: Any person engaged in th~ btJsiness of selling, buying or
trading new or used bicycles at retail or whdesale.
(F) LICENSEE: Any perso!'l who procures from the City Clerk a license
for a bicycle, together with a registration cardaccompanying the same.
(G) LICENSE: A metal plate, tog or decal issued by the City Clerk bear­ing
the license number.
(H) 0 PERA TE: The use, putting into action or causing to function of a
bicycle by a person or persons mounted thereon.
(I)
(J)
0 PERATOR: Every person who is in actual physical control of a
bicycle.
PERSON: Any person, firm, partnership, association, corporation,
company or organization of any kind, or any group or combination
thereof.
(K) RENTAL AGENCY: Any person engaged in the business of offering
for rental and renting bicycles for hire by the public.
(L) In addition to the above definitions, any applicable definitions of the
Traffic Ordinance, or the lows of the State of Idaho contained in Title
49 of the Idaho Code, shall be deemed to be included herein.(Ord. 3311;
4-11-72)
10-14-2: URBAN BICYCLE ROUTE SYSTEM:
{A) Mops of Paths and Routes. The Council shall establish and locate
bicycle paths and bicycle routes upon a mop or mops entitled "Moster
Plan-Urban Bicycle Route System" which is hereby incorporated into
and mode o port of this Ordinance by reference. The original copy of
said mop or mops shall be filed with the City Clerk. The Moster
Plan-Urban Bicycle Route Systero, together with all notations, refer­ences
and other information shown thereon, and all amendments thereto,
ore hereby mode o part of this Ordinance and shall hove the some
force and effect as if said mop or mops were fully set forth and des­cribed
herein.
{B) Classes of Paths and Routes. The physical characteristic of bicycle
paths and routes shall be of four {4) classes:
46
1. Those separated from auto and pedestrian traffic.
2. Those existing on street right-of-way, designated by appropriate
signs and markings pointed on the street.
3. Those on sidewalks, molls, plazas or oth0r ar'3oS where the riaht-of-
way is shored with pedestrians. -
4. Those created only bydesignationof certain City streets.
{C) Signs, Signals and Markings.
1. The Counci I shall also promulgate and adopt o manual and specifi­cations
for o uniform system of signs, signals, markings or devices
to regulate and direct bicycle traffic. Such manual, together with all
notations, references and other information shown thereon, and all
amendments thereto, is hereby made o part of this Ordinance and
shall hove the some force and effect as if said manual were fully set
forth and described herein.
2. It shall be unlawful for any person to place, maintain or display
upon or in view of any bicycle path or route any unauthorized sign,
signal, marking or device which purports to be or is an imitation of
or resembles on official sign, signal, marking or device established
by this Ordinance, or which attempts to regulate and direct bicycle
traffic.
{D) Riding Surface. The bicycle path orroutesystemshouldbe maintained
in good condition with a smooth surface without holes or bumps.
{E) Bicycle Racks. Adequate number of lockable bicycle rocks should
be installed in areas generating bicycle traffic and at various public
facilities such as parks, recreation centers, libraries and City Hall.
(F) It shall be unlawful for any person to drive, or park, a vehicle upon
or across o bicycle lane except to (1) enter a driveway or (2) pork
such vehicle or leave a parking space. Before crossing or driving
upon a bicycle lane as permitted in this Section, every person shall
yield right-of-way to all bicycles within the lane.
(G) It shall be unlawful for any person to ride or operate a bicycle within
a bicycle lane in any direction except os that authorized or permitted
by this Ordinance; provided, that bicycl9s may proceed either way
along a lane where signs, signals, markings or devices designate two­way
traffic. (Ord. 3333; 7-17-72)
10-14-3: REGISTRATION AND LICENSE: It shall be unlawful for any
person to operate or use any bicycle in the City unless sai::l
bicycle is registered, licensed and equipped as herein pro­vided.
10-14-4: APPLICATION: Applications for regist~ation and license of
o bicycle shall be made by the owner upon forms furnished
by the City Clerk, who shall submit all applications to the Chief of Police;
or his duly authorized representative, for examination of the bicycle to
determine that (a) the mechanical condition thereof is such that it may be
safely operated, (b) it is equipped with the lights and equipment as herein
required, and (c) that the application adequately and accurately describes
the bicycle and frame number. Upon approval of the application by the
Clerk and the Chief of Police, the Clerk shall then issue the bicycle regis­tration
cord and a I icense suitable for attachment to the frame of the bi­cycle.
The registration cord and the license shall have the some number.
The license shall remain attached to the bicycle for which it was issued
at all· times dllring the period of the license. The origin~! application shall
be kept on file in the office of the City Clerk end the duplicate thereof shall
be delivered to the Chief of Police.
10-14-5: LICENSE FEE: The license fee to be paid for each bicycle
shall be one dollar ($1.00) payable in advance. If the pur­chaser
or transferee of a new or not previously registered bicycle foils
to secure a license therefor within five (5) days within the dcte of said
purchase, the license fee shall be two dollars ($2.00).
10-14-6: TRANSFER OF OWNERSHIP:
(A) Every person who sells or transfers ownership of any bicycle shall
report the sale or transfer by returning to the City Clerk the regis­tration
card or receipt issued to such person as licensee together with
the nome and address of the person to whom said bicycle was sold
or transferred. It shall be the duty of the purchaser or transferee
of such bicycle to apply for a transfer of registration within five (5)
days of the dote of said transfer or sole.
(B) If the ownership of such bicycle is transferred, a fee of one dollar
{$1.00) shall be paid for the registration of such transfer. If the
purchaser or transferee of a bicycle which has been previously li­censed
hereunder foils to register such transfer within five (5) days
of the date of such purchase or transfer, he shall then be required to
take out a new license and pay a license fee of two dollars ($2.00).
10-14-7: LOSS OF LICENSE: The licensee shall report immediately
to the Chief of Police the loss or destruction of a license, and
the circumstances surrounding the loss or destruction thereof. With the
approval of the Chief of Police, the City Clerk shall issue o duplicate li­cense
upon the payment of o fee of fifty cents {50~).
10-14-8: RENTAL AGENCIES: It shall be unlawful for any person to
rent, or offer to rent, any bicycle without first compjying with
the provisions of this Ordinance 'relating to registration and litensing of
bicycles. Bicycles offered for rent by a rental agency shall be equipped
with lights and other equipment required by this Ordinance and shall be
kept in good and safe working condition. The Chief of Police, or his duly
authorized representative, shall make periodic inspections of the rental
agencies to insure compliance with the provisions of this Ordinance.
10-14-9: DEALERS AND REPORTS: Any p~rson engaged in the busi-ness
of selling, buying or trading new or used bicycles is
hereby required to make a weeki>· report to the Chief of Police. Such re­port
shall contain the following information:
(A) The name and address of each oerson to cr Fi-om whom c bicycle was
sold, purchased or traded during the period covered by the report;
!B) A description oF thF. bicycle i11vclved in each such transaction including
the name of the manufacturer, the serial n:;mber of the frame, the
Boise City number, and the license number of the bicycle if the bicycle
has been registered and a license issued therefor to the owner by the
City; and
{C) Such additional information as the Chief of Police may requir~.
10-14-10: REMOVAL AND MUTILATION OF SERIAL NUMBER AND
LICENSE:
(A) It shall be unlawful for any person, wilfully or maliciously, to remove,
destroy, mutilate or alter the serial number or the Boise City number
of any bicycle licensed hereunder; or to remove, destroy, mutilate
or alter any license. The Chief of Police is he,-eby authorized to stamp,
or cause to be stamped, numbers on the frame of a bicycle in a legi­ble
manner for identification purposes, and shall keep a record when
he stamps, or causes to be stamped, a serial number on the frame of
a bicycle.
(B) Every license holder shall immediately notify the City Clerk of the
loss, destruction or mutilation of any license, registration cord or
!'eceipt. The Clerk may thereupon issue a duplicate license or regis­tration
card at a cost of fifty cents (50c) each. Every mutilated or
altered license or registration card shall be surrendered to the City
Clerk prior to the issuance of a duplicate therefor.
10-14-11: USE OF BICYCLE WITHOUT CONSENT: It shall be unlaw­ful
for any person to use or operate any bicycle without the
consent of the owner.
47
_............
t" -:D \ rrl ~:::>-:.r
10-14-12: BICYCLE WITHOUT SERIAL NUMBER: It shall be unlaw-ful
for any person, or any dealer, to purchase, receive in
trade or otherwise acquire any bicycle from which the serial number on
the frame or Boise City number has been removed, destroyed, mutilated
or altered, without first reporting the some to the Chief of Police, who
shall thereby comply with the provisions of Section 10.
10-14-13: TRAFFIC LAWS APPLY TO PERSONS RIDING BICYCLES:
Every person operating or riding a bicyde shall be granted
all of the rights and shalf be subject to oil of the duties applicable to the
driver of o vehicle as prescribed by Tille 10 of :he Boise City Code, ex­cept
as to special regulations in this Ordinance und which special regula­tions
shall govern.
10-14-14: RIDING ON BICYCLES:
(A) A person riding or operating a bicycle shall not ride other than upon or
astride a permanent and regular seat attached thereto.
(B) No bicycle shall be used to carry more persons at one time than the
number for which it is designed and equipped.
(C) No person shall ride or operate a bicycle without keeping at least one
hand upon the handlebar.
10-14-15:
10-14-16:
CLINGII~G TO VEHICLES: No person riding or operating
any bicycle shall attach himself or such bicycle to a moving
vehicle.
RIDING ON ROADWAYS AND BICYCLE PATHS:
(A) Every person riding or operating a bicycle shall ride as near. to the
right side or right-hand curb of a street, highway or roadway as
practicable, exercising due core when passing a standing vehicle or
one proceeding in the same direction.
(B) When persons are riding or operating bicycles in groups of two (2)
or more, on streets, highways or roadways, they shall ride and oper­ate
in single file, except upon paths or ports of roadways set aside
for the exclusive use of bicycles.
(C) Whenever o usable potb for bicycles has been provided adjacent to a
street, highway or roadway, bicycle riders shall use such paths and
shall not use the street, highway or roadway.
48
[[
10-14-17: RIDING ON SIDEWALK:
(A) [fl
No person shall ride or operate a bicycle upon a sidewalk within the It•
restricted parking district as defined in Section 10-11-3 of this Code.
(B) Any person who is riding a bicycle upon o sidewalk shall yield the flf
right-of-way to any pedestrian and shall give audible signal for over- [ll
taking and passing such pedestrian.
10-14-18: LAMPS AND OTHER EQUIPMENT: [
(A) Every bicycle when in use at nighttime shall be equipped with a lamp [
on the front which shall emit a white light '·isible From a distance of
at least five hundred feet (500') to the front and with a red reflector
on the rear 'Nhich shall be visible from oil distances from fifty feet
(50') to three hundred feet (300') to the rear when directly in front [
of lawful upper beams of headlights of a motor vehicle. A lamp emit-ting
a red light visible from a distance of five hundred feet (500') to
the rear may be used in addition to the red reflector.
(B) No person shall operate or ride a bicyde tmless it is equipped with [
a bell or other device capable of giving o signal audible for a dis- ·
tance of at least one hundred feet (1 00' ), except that a bicycle shall
not be equipped with nor shall any person use upon a bicycle any [
siren or whistle.
(C) Every bicycle shall be equipped with a brake which shall enable the -
operator to make the wheels skid on dry, level, clean pavement. [
10-14-19: RIDING THROUGH SAFETY ZONES: No perso11 shall operate
or ride a bicycle through any safety zone, unless directed
by traffic signals, a police officer or an official posted sign.
10-14-20: INTOXICATION, DRUGS OR PHYSICAL INABILITY: No per-son
shall operate a bicycle while under the influence of in­toxicating
liquor or beverages, or drugs, or while physically or mentally
unfit to operate such bicycle.
10-14-21: PENAL TIES: Any person violating any of the provisions of
this Ordinance shall be deemed guilty of a misdemeanor
and upon conviction thereof shall be fined in en amount not exceeding
three hundred dollars ($300.00) or be imprisoned in the City Joi I for a
period not exceeding thirty (30) days, or be both so fined and imprisoned.
(Ord. 3311; 4- 11-72)
[
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