1992-07515-Ordinance No. 92-023 Recorded 3/12/199292-07515
BEFORE THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES
An Ordinance Adopting the Bicycle
Master Plan as a Resource Element to
the Deschutes County Year 2000
Comprehensive Plan and Declaring
an Emergency.
ORDINANCE NO. 92-023
REVIEWED
LEC COUNSEL
COUNTY, OREGON
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ti j?
WHEREAS, the Deschutes County Bicycle Advisory Committee c', 3.1
a report known as the Bicycle Master Plan;''.
WHEREAS, the Plan provides recommendations for policies,
classifications of bikeways, location of bikeways, bicycle parking and
other transportation issues relating to bicycles; and
WHEREAS, pursuant to notice, a public hearing was held on December
5, 1990 to consider the Bicycle Master Plan as a resource element; and
WHEREAS, at the conclusion of the public hearing the Board
unanimously adopted the Bicycle Master Plan as presented; now,
therefore,
THE BOARD OF COUNTY COMMISSIONERS OF DESCHUTES COUNTY, OREGON
ORDAINS AS FOLLOWS:
Section 1. That the Bicycle Master Plan, marked Exhibit A
attached hereto and by this reference incorporated herein, is hereby
adopted as a resource element to the Deschutes County Year 2000
Comprehensive Plan.
Section 2. This Ordinance being necessary for the immediate
preservation of the public peace, health and safety, an emergency is
declared to exist, and this Ordinance takes effect on its passage.
DATED this 1� day of March, 1992.
PAGE 1 - ORDINANCE NO. 92-023
BOARD OF OUNTY COMMISSIONERS
OF DESPH TES COUNTY, OREGON
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Bicycle Master Plan
Final Draft
November 1, 1990
Prepared by the
Deschutes County
Bicycle Advisory Committee
At last man was free from the horse and wWon. A b+cyde
never needed daily cleaning, cunying and stabling; it
ddnl eat, and it dd not use an expensive harness that
took time to put on and take off. One could jump on his
bicyde and quicldy be away from his house.
0109 0522
0109 0523
Revision Log
Revision
Date
Effective
Comments
Pages
Draft
5/24/90
All
Initial draft on MS Word presented to Technical
Subcommittee
Draft
Appendixes A and 0 added. ext mo ie as
indicated by change bars: pp. ii, 3, 5-8,11-14,
16-18.
Items to be supplied:
• Table 1, Proposed Routes
• Figures (bikeway and parldng facilities)
• Appendix E, Bikeway Specs
• Appendix F, Maps
• Miscellaneous (countyarea, referenced docs)
Draft
6/25190
All
Appendix E added. Text modified as indicated
bychange bars: pp. 8,11,12,14,19, 21.
Items to be supplied:
• Table 1, Proposed Routes
• Figures (parldng facilities)
• Appendix B, Bylaws, update.
• Appendix F, Maps
• Miscellaneous (county area, referenced docs)
Draft
8/2/90
All
Text modified as indicated by change bars:
pp. 2.8-10,12,13,15,16,20, 21,26, 27, 28, 31,
39, 40, 43, 44, 47.
Items to be supplied:
• Appendix F, Proposed Routes
Change
8/3/90
ii, 39
Bike Path, Criteria for Application rewritten.
Change
8/13/90
ii, vi, 2, 3, 6, 8, 9,
Minor rewording and typo corrections.
12,13,15-17,19
21-23,25,26,
33-35, 39, 44
Draft
8/30/90
All
Incorporates previous two changes and renew
comments from Dido Unrein, Ernie Drapela and
Bruce White.
Final Draft
11/1/90
All
Incorporates comments from reviews and
(Adopted
hearings before the county and city agencies plus
12/5/90)
minor grammatical corrections. Major text
modifications indicated by change bars: pp. 16,
17, 45, 49.
Amendment
4/4/91
45, 46, 50
FRemove 6 -foot bike lane requirement per Larry
Rice.
Notes: • Paragraphs that have undergone substantial modification from
the previous revision are flagged by a vertical bar to the left.
Deschutes County Bicyde Master Plan, 414191 Amendmentt iii
Acknowledgements
The following people were the last of many to contribute to the
development and adoption of this plan:
Pam Brixey
Sally Callan
Peggy Corbet
Al Dertinger
Nils Eddy
Dick Johnson
Justin Liversidge
Bill Martin
Eldred Page
John Schubert
Karen Swirsky
Dale VanVaUmnbsrg
Dave Zimmerman
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft
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iv
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Abstract
Many developments affecting bicycling have occurred in recent
years and new bicycling activities have evolved. The Deschutes County
Bicycle Master Plan has been developed to meet these changes. As a
key element of the County's locally -adopted and state -acknowledged
Comprehensive Plan, the Bicycle Master Plan ties into the overall
transportation planning program of the County. The Plan establishes
bicycle policy, describes a bicycle system consisting of routes and
parking facilities, identifies the agencies involved and defines their
responsibilities, and establishes prnonties for the expenditure of limited
resources.
Deschutes County has a favorable environment for bicycling. The
Colinty has urban, rural and resort areas in which to ride and enjoys a
positive reputation with bicyclists due to its scenic beauty, climate and
varied terrain. New trends in bicycling as a mode of primary
transportation, as both a growing sport and a popular form of
recreation, combined with the large number of bicycle trails in the
planned recreation communities and on public lands were all considered
in developing this plan.
V
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft
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\k�
Mstact bicyde courtesy of David V&wchagin.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft vi
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Contents
I. Introduction.............................................................1
A.
Purpose............................................................1
B.
Organization......................................................1
C.
Bicycle Advisory Committee...................................1
D.
Referenced Documents..........................................2
II. Background.............................................................3
A. Deschutes County .......:........................................3
B. Bicycling as Transportation.....................................3
C. Bicycling as Recreation..........................................3
III. Goals and Objectives..................................................5
IV. Facilities Plan...........................................................7
A. Policies............................................................7
B. Classifications....................................................7
1. Paved Bikeways............................................7
2. Unpaved Bikeways.........................................8
3. Parking.......................................................8
C. Paved Bikeways..................................................9
1. On -Road Route Selection..................................9
2. Off -Road Route Selection.................................10
3. Route Construction Guidelines ...........................10
4. Proposed Routes............................................11
5. Alternate Routes............................................11
D. Unpaved Bikeways..............................................11
1. Opportunities................................................11
2. Route Selection.............................................12
E. Parking............................................................12
1. Parking Facility Guidelines................................12
2. Placement Standards.......................................14
F. Other Facilities....................................................14
1. Resort Communities........................................14
2. Mass Transit......................:..........................15
3. Employer -Provided Commuter Facilities ................16
G. Maintenance.......................................................16
1. Route Maintenance.........................................16
2. Parking Maintenance.......................................17
3. Hazard Reporting...........................................17
H. Special Events....................................................18
V. Education Plan .........................................................19
A. Policies............................................................19
B. Laws and Regulations...........................................19
C. Plan Development................................................19
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft Vii
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Contents (cont'd)
VI. Implementation.........................................................21
A. Responsibilities
...................................................21
1.
County .......................................................22
2.
Cities and Districts..........................................23
3.
State..........................................................23
4.
Federal.......................................................24
5.
Law Enforcement Agencies...............................24
6.
Public........................................................25
B. Resources.........................................................25
1.
1% Bicycle Fund...........................................25
2.
State Highway Division Local Assistance
...............27
3.
Federal Aid Highways Funds .............................27
4.
County General Fund and Donations ....................27
5.
Allocation of Resources....................................27
C. Updates
............................................................28
APPENDIXES
A. Glossary...........................................................29
B. Bylaws............................................................33
C. Prior Policies.....................................................35
D. Bicycle Route Evaluation Criteria..............................39
E. Bikeway Design and Construction Specifications ............ 41
F. Proposed Routes.................................................53
G. Statutes ............................ ...........................57
H. Local Funding Assistance Application
and Rating Sheet.................................................69
TABLES
1. High Traffic Areas and Alternate Routes......................1 l
2. Bicycle Parking Categories.....................................13
3. High -Priority Routes for Sweeping ............................16
4. Responsible Agencies...........................................21
5. Apportionment of 1 % Bicycle Fund ...........................25
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft viii
4 0109 0529
I. Introduction
A. Purpose
The Bicycle Master Plan is designed to be an easily referenced document used to address the
specific needs of bicyclists, to promote bicycling in Deschutes County, and to outline the tasks and
responsibilities of involved agencies. It is an integral part of the Deschutes County Comprehensive
Plan that governs all planning done in and by the County. The Comprehensive Plan, adopted in
1979, states:
"The County shall develop and adopt a County -wide systems plan for bike
paths (meaning bikeways — ed.) and trails which provides access to various
destinations in and between urban areas and rural service centers."
The Deschutes County Bicycle Advisory Committee was formed in 1988 to respond to this
policy statement. The resulting Bicycle Master Plan constitutes the Comprehensive Plan and the
State of Oregon Bicycle Master Plan.
B. Organization
This plan is organized into six sections and eight supporting appendixes that provide
additional reference material. The document should provide sufficient detail for all responsible
parties to carry out their tasks.
The first two sections contain introductory and background material about bicycling and its
role in Deschutes County. Section III states the Plan's goals and objectives. The remaining
sections describe the program to accomplish the objectives, with Section IV concentrating on
facilities, Section V on education, and Section VI on overall implementation A glossary of
relevant terms and acronyms is contained in Appendix A, while the remaining appendixes are
referenced in the text as needed.
C. Bicycle Advisory Committee
The important role of bicycling in the area's transportation system was recognized in 1978
with the formation of the Bend Urban Area Bicycle Committee. The Deschutes County Bicycle
Advisory Committee, which superseded the Urban Area Committee in 1988, broadened the
representation to include all affected parties within the county:
• Deschutes County Public Works Department
• Deschutes County Community Development Department
• Cities (Bend, Redmond and Sisters)
• City of Bend Public Works
• Central Oregon Community College
• Oregon State Parks
• Oregon State Department of Transportation
• Oregon State Bicycle Advisory Committee
• U.S. Forest Service
• Bicycle industry
• General public
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 1
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Nine individuals — one from the Forest Service, one each from Redmond and Sisters, two
from Bend, and four at -large County residents — were appointed as members; others, including
two ex officio members, have attended meetings as nonvoting participants. The primary focus of
the Committee has been to assist in developing the Bicycle Master Plan. Refer to the Committee's
bylaws in Appendix B.
D. Referenced Documents
1. Bend Area General Plan (Map); City of Bend Public Works Department; Bend, Oregon.
2. Bend Metro Parks and Recreation District Comprehensive Plan; Bend, Oregon; 1986.
3. Deschutes County 1990 Bicycling Guide; Deschutes County Public Works Department;
Bend, Oregon; January 1990.
4. Deschutes County Comprehensive Plan; Deschutes County Planning Department; Bend,
Oregon; November 1979.
i
5. Deschutes County Transportation Plan Map, Deschutes County Public Works Department;
Bend, Oregon.
6. Guide for Development of New Bicycle Facilities; American Association of State Highway
and Transportation Officials; Washington, D.C.; 1981.
7. Guidelines for Administration of Bicycle Racing on Oregon Roads; Bikeway Program
Office, Roadway Section, Highway Division, Oregon Department of Transportation;
Salem, Oregon; August 1990.
8. Manual on Uniform Traffic Control Devices Standards, Federal Highway Administration;
Washington, D.C.
9. Oregon Motor Vehicles Code.
10. Oregon Revised Statute 366514, "Oregon Bicycle Bill."
11. Redmond Transportation Plan (Map), Redmond Public Facilities Plan.
12. State of Oregon Bicycle Master Plan; Bikeway Program Office, Roadway Section,
Highway Division, Oregon Department of Transportation; Salem, Oregon; May 1988.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 2
H. Background
A. Deschutes County
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With over 74,000 people, Deschutes is the most populous county in Central and Eastern
Oregon. Its 3,055 square miles contain a blend of urban, rural and resort areas including three
incorporated cities, several destination resort and residential communities, a college, a major ski
area, a national wild and scenic river and state scenic waterway, a national monument, numerous
city and state parks, and large areas under the National Forest Service and the Bureau of Land
Management. The County's scenic attractions, recreational opportunities and favorable climate
attract many people, and it enjoys a positive reputation with bicyclists. Within the population
centers bicycling provides utilitarian transportation for many residents, and within nearly all areas
of the county recreational riding is popular with residents and visitors alike.
B. Bicycling as Transportation
Since the Comprehensive Plan was adopted 11 years ago, the County has undergone
considerable growth that is stressing both its automobile -dominated transportation system and the
patience of its residents. The need for healthier, less consumptive, and less polluting forms of
transit has become apparent. As have many cities and counties, Deschutes County is turning to the
bicycle as a well -proven and cost-effective alternative.
The bicycle's simple technology offers much to a growing population faced with evermore
expensive energy needs. To many residents it provides economical and fast transportation for
short-range trips as exist in the Deschutes County urban areas. To the community its value is
multiplied manyfold by its clean, low -impact nature. Quiet, small, nonpolluting, and gentle to
roadways, the bicycle moves people efficiently with minimum insult to our resources and senses.
Well-designed bikeways, both on and off-road, that link residential, school, shopping and
business areas can contribute significantly to the community's livability and vitality.
Utilitarian cyclists, with limited time and a specific destination in mind, generally want the
shortest and most direct route to their destination. Efficient routes typically traverse high -traffic
zones. Children going to school, adults commuting to work, and people running short errands are
examples of popular utilitarian cycling trips. Convenient, secure parking is essential for the
utilitarian cyclist.
C. Bicycling as Recreation
Bicycling is a popular activity with both County residents and tourists, young and old. Its
growing popularity is in large part due to an increasing public enthusiasm for clean, healthy family
activities and for athletic fitness. On most weekends, roads and trails are filled with a steady
stream of cyclists. On any day, especially during the spring and summer racing season, athletes
are out on long and fast -paced training rides. Many touring cyclists have enjoyed the Trans-
American Bike Route, also known as the Bike -Centennial Route, which bisects northern Deschutes
County.
The needs of recreational cyclists can be quite different from those of utilitarian cyclists.
Often, the recreational cyclist prefers a looping route with a scenic or recreational destination and
light traffic. Challenging routes of a hundred miles or more are popular, although the typical ride
will be much shorter and, for many cyclists, the length of the trip may be incidental to the
destination, route or purpose. Parking is likely to be short-term at destinations such as restaurants
and parks.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 3
Three velocipedes from the 1800's. introduced to the United States in the
1860's, the bicycle became incredibly Popular. By 1896 there were over 400
domestic bicycle manufacturers. Despite their expense for the time, over two
million bicycles were sold in the United States in 1897.
Deschutes County Bicycle Master Plan, 11/1190 Final Draft
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}
III. Goals and Objectives
The goals and objectives of the Deschutes County Bicycle Plan are:
GOAL: Provide and maintain a safe, convenient and pleasing county -wide bicycle system
that is integrated with other transportation systems.
Objective 1: Develop a bicycle facility plan that meets the needs of bicyclists in all
County areas.
Objective 2: Balance the plan with a variety of facilities to meet the needs of
different bicyclists.
Objective 3: Provide bicycle access between the County's urban and rural areas.
Objective 4: Develop a routing system, to be updated yearly and including a map
for the public, that describes the opportunities for bicycling in
Deschutes County.
Objective 5: Provide uniform bicycle route signs, marlangs and design standards
that meet state and national standards.
Objective 6: Establish priorities for facility construction and maintenance based
on need and resource availability.
Objective 7: Evaluate the plan regularly to see how well the facilities meet the
objectives.
GOAL: Encourage and support bicycle safety, education and enforcement Programs -
Objective 8: Encourage and supporteducation and safety programs for all ages to
improve bicycle skills, observance of traffic laws and overall safety.
Objective 9: Analyze and monitor bicycle accident data to identify safety problem
areas.
Section IV describes the Facility Plan to accomplish Objectives 1 through 5, while Section V
describes the Education Plan for meeting Objectives 8 and 9. Objectives 6 and 7 are discussed in
Section VI, Implementation.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 5
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The five -foot -high "Penny Farthing" was developed in England
in 1872 Called the ordnary' in the United States, it was fast but
unstable and contributed to a good many injuries. Better
designs soon evolved.
Deschutes County Bicycle Master Plan, 1111190 Final Draft 6
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I V . Facilities Plan
A. Policies
The following policies form the basis of the Facilities Plan:
• Bicycle facilities shall satisfy the recreational and utilitarian needs of the citizens of
Deschutes County.
• In designating specific bikeway routes, potential use, safety, and the cost of route
construction shall be primary considerations.
• Where conditions warrant, emphasis shall be placed on designation of on -road bikeways,
due to safety reasons and the cost of construction and maintenance of separate bike paths.
• Resources shall be expended for maintenance of existing bikeways and to keep pace with
the development of new bikeways.
• The Deschutes County Bicycle Advisory Committee shall facilitate the coordination of all
bicycle planning in the County to assure compatibility.
• The Deschutes County Bicycle Advisory Committee shall assure that the Plan remains up-
to-date and that implementation proceeds according to the Plan.
The emphasis of the Bicycle Master Plan is to develop an overall network of bikeways to
connect the urban areas, recreation areas and destination resorts. The following subsections define
the facility types, detail the bikeway system and its construction, define proper parking facilities,
describe private resort facilities, and discuss maintenance issues. The responsibilities of the
Bicycle Advisory Committee are contained in Subsection N.A.
Policies adopted by the County and the three cities before the Bicycle Master Plan was written
are listed in Appendix C. The Bicycle Master Plan shall be followed where any disagreement
exists between it and previously adopted policy.
B. Classifications
Bicycle facilities include bikeways, both paved and unpaved, and parking. The following
subsections define the types of facilities and their place within the County's bicycle system.
1. Paved Bikeways
Bicycles are legally classified as vehicles which may be ridden on most public roadways
in Oregon. Because of this, bikeways should be designed to allow bicyclists to emulate drivers.
There are four basic types of paved bicycle facilities which accommodate bicycle travel in
Deschutes County:
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 7
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• Shared Roadway - On a shared roadway facility, bicyclists share the normal vehicle
lanes with motorists. Shared roadway facilities are common on city residential street
systems and on narrow rural roads. Where bicycle travel is significant, these roadways are
signed as bicycle routes.
• Shoulder Bikeway - Smooth, paved, rural roadway shoulders provide a good area
where bicyclists can ride with few conflicts with faster moving motor vehicle traffic. The
majority of bicycle travel on the state highway system is accommodated on shoulder
bikeways. Where bicycle travel is significant, shoulder bikeway routes are signed as
bicycle routes.
• Bike Lane - Where bicycle travel is substantial and where adequate width is available, a
portion of the roadway may be designated for preferential use by bicyclists. Bike lanes are
very common in urban areas. Bike lanes should always be well marked and signed to call
attention to their preferential use by bicyclists.
• Bike Path - A bike path is a bikeway that is physically separated from motorized traffic
by an open space or barrier. Bike paths may be within the roadway right-of-way or within
an independent right-of-way. Bike paths are normally two-way facilities. Bike paths
should be used to serve corridors not served by other bikeways and where there are few
crossing roadways.
The selection of paved bikeway routes and their standards are described in Subsection IV.C.
2. Unpaved Bikeways
Unpaved roads and paths, so long as they were relatively smooth and hardpacked, have
always been used by cyclists where paved routes were not available. Where their incorporation
into the bikeway system is appropriate, they may be classified as shared, unpaved roadways or
unpaved bike paths. With the advent of mountain bikes, even rough, unpaved routes have become
popular bikeways, creating a new classification:
• Mountain Bike Routes - This bicycle facility category is designed to accommodate
bicycle travel on unpaved roads and trails. Most often the only improvement needed to
existing facilities is signing, although some trails may need improvements to the alignment
and clearing before the route is safe for high-volume use.
Unpaved bikeways are described in Subsection N.D.
3. Parking
Parking facilities are critical to the successful use of bicycles. It is not enough to develop
and maintain a bikeway system. People cannot be expected to use their bicycles for transportation
without secure parking facilities. Parking facility types and standards are described in
Subsection IV.E.
Deschutes County Bicycle Master Plan, 11/1/90 Final Drab 8
C. Paved Bikeways
1. On -Road Route Selection
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The most prominent element of the County's bicycle system is its paved, on -road
bikeways. Emphasis has been placed on these routes by the County and cities for several reasons:
• The existing system of County roads and city streets, totalling about 1000 miles, generally
provides the most efficient and safest route for bicycle commuters travelling to and from
home, work, school and shopping.
• The State gas tax revenues are only available for bicycle lanes or paths constructed within
public road right-of-ways.
• Maintenance is easier for public agencies as part of their normal road maintenance.
• It takes more effort, time and money to obtain right-of-ways and to build separate bicycle
paths outside public road right-of-ways.
Consequently, almost all existing routes outside the resort communities are paved, on -road
facilities. However, within the resort communities, almost all routes are paved, off-road bike
paths designed for casual recreational riding (refer to Subsection IVY). -
The objective is to provide routes for both recreational and utilitarian riders. Twelve factors
are considered in route selection:
a. Origin and destination value for bicycles.
b. Existing bicycle usage and need.
c. Population centers.
d. Safety.
e. Existing roadway width.
f. Potential or planned roadway width (right-of-way).
g. Topography (grade).
h. Pavement quality.
i. Volume and nature or type of traffic.
j. Other agency plans (state, cities).
k. Scenic value.
1. Concept for future development.
The Bicycle Advisory Committee's review of bicycling needs has resulted in some factors
being given more weight than others. For example, a listing of the major recreational destinations
such as the Cascade lakes, Sunriver, and Tumalo State Park along with urban origins such as Bend
and Redmond played a major role in the selection of routes. The practical aspects of existing and
potential street width and any safety limitations were considered for possible facility
improvements.
Efforts were made to coordinate the routes with known existing and proposed state and city
routes. Also, the integrity and usefulness of the system mandates that future developments are
designed with bicycling in mind:
• New land developments, both public and private, shall accommodate and tie into the
bicycle system and shall provide their residents and employees with appropriate bicycle
facilities.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 9
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• New construction of arterials and collectors that lie substantially within Urban Growth
Boundaries (UGBs) shall include bike lanes. Existing arterials and collectors shall be
upgraded as soon as is practical and shall, in the interim, use the best available facility or
alternate route.
• Outside UGBs, arterials and collectors may use shoulder bikeways or shared roadways as
designated in the Plan. These routes shall be upgraded to bike lanes when highway
reconstruction occurs and the number of bicycle trips warrant lanes (refer to Subsection
IV.C.3).
Appendix D is a form for quantifying and evaluating both existing routes and future projects.
The weighted ratings for bicyclist's needs and safety, along with estimated cost and other
considerations, shall be used for systematically comparing project merits and allocating funds.
2. Off -Road Route Selection
The rapidly growing interest in bicycles for recreation and fitness as well as commuting
has encouraged some local leaders to look at off-road bike paths as a supplement to our on -road
bike routes. The bike paths would cater more to the recreational and fitness riders, although well-
placed paths could also serve commuting traffic. Off-road bike paths would also offer an
automobile -free route for inexperienced and younger cyclists. The opportunity exists in Deschutes
County to utilize off-road, separate bike paths in some circumstances:
• Maintenance roads adjacent to many irrigation canals.
• Major utility easements.
• Short connector routes between adjoining subdivisions, and between subdivisions and
adjoining schools and parks.
• Abandoned roadways.
• Additional bicycle paths within destination resorts and new recreational communities now
in the planning stage.
• Bicycle paths within new developments inside and near UGBs.
Developers shall be strongly encouraged to design paths that connect to the County -wide
bikeway system and that provide a direct route for commuters. In some cases, it may be
appropriate to relax a requirement, such as for a sidewalk on one side of a residential street, in
favor of a comparable bike path in the development. The use of a bike path shall not, however,
change the on -road bikeway requirement for arterials and collectors.
3. Route Construction Guidelines
Standards for construction of different types of bike facilities are based upon the most
recent Guide for Development of New Bicycle Facilities published by the American Association of
State Highway and Transportation Officials (AASHTO). Exceptions and supplements to the
AASHTO guidelines are summarized in Appendix E.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 10
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4. Proposed Routes
The above criteria were utilized to select the proposed bicycle routes shown on the maps
in Appendix F. These maps are derived from the Bend Area General Plan, the Bend Metro Parks
and Recreation District Comprehensive Plan, the Redmond Transportation Plan, and the Deschutes
County Transportation Plan. Appendix F also contains tables that will be used to summarize all
routes when the evaluation forms (refer to Subsection W.C.1 and Appendix D) are completed.
5. Alternate Routes
Typically, main routes are chosen because they are the most direct, desirable routes.
Alternate routes are intended to enhance and supplement, rather than supersede, the main routes.
Alternate routes are usually the most cost effective or immediate way to provide for bicycle
movement through a difficult section and, as such, may serve in a primary capacity until the main
route can be improved for bicycle traffic.
Alternate routes for those sections of high -traffic roadway presenting particular problems to
bicycling are noted in Table 1. For example, 3rd Street through Bend is part of the designated
State system but is not safe due to the railroad underpass, heavy traffic and an excessive number of
curb cuts. Thus, Division Street has been designated as the primary north -south route through
Bend.
Table 1. High Traffic Areas and Alternate Routes
131keway
High Traffic Areas
Alternate Route
3rd St.
South of Bend
Parrell Rd.
3rd St.
3rd Street through Bend
Division St.
Hwy 20
In Bend east of Hwy 97
Bear Geek Rd.
Hwy 20
North of Bend
OB Riley Rd.
Hwy 97
Hwy 97 from Sunriver entrance to LaPine
S. Century Dr. and Huntington
Rd.
Hwy 97
Hwy 97 from Bend to Redmond
Old Bend -Redmond Hwy or Cline
Falls Hwy
Hwy 97
5tIV6th Couplet through Redmond
7th St.
D. Unpaved Bikeways
1. Opportunities
Mountain bikes, which can easily traverse unpaved trails and poor roads, open up many
possibilities in inexpensive bicycle routes that require little more than a right-of-way and
appropriate signs. Deschutes County is replete with primitive roads and trails, most of which are
on National Forest or Bureau of Land Management acreage and some of which are within or close
to urban areas. There are about 1,300 miles of forest highways and 450 miles of trails within the
County, much of it open to bicycles. The County controls about 500 miles of unimproved public
right-of-ways.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 1 1
0109 0540 "-* I ' `-
Trails leading from SW Bend to Benham Falls and along the Deschutes River to Sunriver are
two examples of routes that offer enormous recreational potential. The U.S. Forest Service has
taken the lead in recognizing the growing popularity of mountain biking and has designated many
trails and roads for that use. The latest U.S. Forest Service information on mountain biking in
Deschutes County may be obtained at the headquarters and ranger stations of the Forest Service.
Copies may also be obtained at most bicycle shops.
While the focus on mountain biking has been from a recreational viewpoint, these versatile
machines are frequently used to transport people on errands or commuting trips. Trails and
greenways within urban areas are prime corridors for mountain bikes, offering the desirable
separation from unpleasant motorized traffic without the traditional expense of paved bike paths.
2. Route Selection
The County shall support mountain bike routes and incorporate them into its
transportation system where appropriate. Particular attention shall be given to obtaining and
keeping right-of-ways for uninterrupted routes linking areas within the county. Natural corridors
such as rivers, canals, ridges, and abandoned roadway and rail lines shall receive special attention.
Proposed developments may be required to provide such right-of-ways as part of their
transportation scheme in order to maintain the integrity and continuity of the County -wide system
E. Parking
Bicycle parking facilities are an essential element in an overall effort to promote bicycling.
People are discouraged from bicycling, especially for utilitarian trips, unless adequate parking is
available. Bicycle parking facilities should be provided at both trip origin and destination points
and should offer protection from theft and damage. Given the high cost of land and paving,
bicycle parking is a real bargain, since as many as 14 bicycles can be stored in an area required by
one automobile. Adequate parking shall be included whenever new building or development, both
private and public, occurs.
1. Parking Facility Guidelines
The wide variety of bicycle parking devices fall into two basic categories of user need:
commuter (or long term) and convenience (or short term). The minimum needs for each differ in
their placement and protection, as shown in Table 2.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 12
0109 0541
Table 2. Bicycle Parking Categories
Placement
Protection I
Comments
Commuter (Long -Term) Parkin
. Employment areas
• Weather- protected area that is
• Security ranks over convenience,
although bicycle parking should
Schools and cedes
• Multifamily dwellings
covered and drained
• Securing device that supports
be at least as conveniently
• Public transit transfer stations
the frame or handlebars rather
l� as automobile pt�
parking should riot
than the wheels only.
. Securing device that easily allows
Y
conflict with motorized uses in a
bicycles to be locked to it
dangerous or congested manner.
through the frame and both
wheels.
• Lighting consistent with
automobile parking fighting.
Convenience
Short -Term Parkin
• hopping centers
0 Device that allows the frame and
• Weather -protected bicycle
• Hospitals and health care offices
both wheels to be secured by the
parking is not always necessary
cost effective for the short -
• Libraries and museums
bicyclist's own lock.
or
Public service government
• Parking location free of
unnecessary conflicts with motor
term user.
• Note that these locations are also
agencies
• Recreation and entertainment
vehicles and pedestrians.
• Well -fit location that is as closely
a place of employment and should
have some long-term parking.
areas
situated to the most easily
monitored access to an entry in
order to reduce theft.
The primary design considerations are:
• Bicycle parking shall be convenient and easy to find. Where necessary, a sign shall be
used to direct users to the parking facility.
• Each bicycle parking space shall be at least 2 by 6 feet with a vertical clearance of 6 feet.
• An access aisle of at least 5 feet shall be provided in each bicycle parking facility.
• Parking facilities shall offer security in the form of either a lockable enclosure in which the
bicycle can be stored or a stationary object, i.e., a "rack," upon which the bicycle can be
locked. Structures that require a user -supplied lock shall accommodate both cables and a
U-shaped locks and shall permit the frame and both wheels to be secured (removing the
front wheel may be necessary). Note: businesses may provide long-term, employee
parking by allowing access to a secure room within a building, although additional short-
term, customer parking may also be required. .
• The rack shall support the bicycle in a stable position without damage.
• Long-term parking shall be sheltered so that bicycles are not exposed to the sun, rain and
snow.
The traffic engineer or the Bicycle Advisory Committee can make specific recommendations
for the appropriate facility to match a particular parking need. There are many acceptable designs
in use throughout the State, some of which are ideal for our climate and user needs.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft I J
0100 0542
2. Placement Standards
Bicycle parking shall be provided for in all types of new development (both public and
private) and for changes in use, and for expansions and other remodeling that increase the required
level of automobile parking. Existing developments, while not required to provide bicycle parking
retroactively, shall be strongly encouraged to do so. The following standards are applicable:
• A minimum of two spaces shall be provided at all developments in order to facilitate
bicycle use. These spaces, if conveniently placed for the users, may be located in a
common area shared by other developments.
• Above the minimum of two spaces, one bicycle parking space shall be provided for every
20 automobile spaces required except at schools, where the ratio is one for every 10
automobile spaces, and at multifamily residences, where one space shall be provided for
each unit. When calculating, round up to the nearest whole number.
• Where bicycle parking use is expected to be greater than the above guidelines, additional
parking to meet the need may be required.
F. Other Facilities
1. Resort Communities
There are four resort communities that have developed independent bicycle systems.
These bicycle paths, being privately owned and maintained, are available to guests and owners of
the individual communities and are not open to the general public. These systems shall, however,
meet County construction standards as specified in this plan and shall not impede movement within
the County -wide system.
a. Sunriver
Sunriver is a large, planned destination resort located 15 miles south of Bend.
Sunriver has a permanent population of about 1300 people and a much larger population of guests,
vacationers and part-time residents. The Sunriver Owner's Association owns approximately 30
miles of paved, off-road bicycle paths within Sunriver. The bicycle system is being upgraded with
the remaining six-foot paths being widened to nine feet. Additional paths are being constructed
parallel to some of the major roads.
The Sunriver Owner's Association may be contacted by phone at 593-2411 for information on
bicycling and bicycle facilities in Sunriver. Their mailing address is P.O. Box 3278, Sunriver,
Oregon 97707.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 14
x'109 0543
b. Black Butte Ranch
Black Butte Ranch is a planned destination resort and residential community located
approximately ten miles northwest of Sisters. This community contains 1830 acres of land
adjoining Highway 20 at the base of Black Butte. Black Butte Ranch has a permanent population
of 300 people and a larger population of guests, vacationers and part-time residents. The
community has 16 miles of paved, off-road bicycle paths.
The Black Butte Homeowner's Association may be contacted by phone at 595-6211 for
information on bicycling, bicycle facilities and other recreational facilities in Black Butte Ranch.
Their mailing address is P.O. Box 8800, Black Butte Ranch, Oregon 97759.
c. Eagle Crest Resort
Eagle Crest Resort is a time-share community located about four miles southwest of
Redmond. Eagle Crest has about 40 town houses which are occupied throughout the year. The
resort's 500 acres, located on the west side of the Deschutes River, has three miles of bicycle paths
from six to eight►feet in width.
Eagle Gest Resort may be contacted by phone at 923-2453 for information on bicycling and
their bicycle facilities. Their mailing address is 1522 Cline Falls Road, Redmond, Oregon 97756.
d. River Meadows Recreation Homes
River Meadows Recreation Homes is located eight miles southwest of Sunriver
bordering the Deschutes River just north of the historic General Patch Bridge. This restricted
development of 160 acres contains condos and single-family homes. The development has 1.5
miles of bicycle paths around the areas perimeter.
River Meadows Recreation Homes may be contacted by phone at 593-1715 for information on
bicycling and their bicycle facilities. Their mailing address is 16620 Wagonmaster Way, Bend,
Oregon 97707.
2. Mass Transit
When expanded bus or light rail systems are developed, they should be designed with the
bicycle in mind. None of the mass -transit facilities — bus and rail routes, terminals, passenger
stops — should impede bicycling. Indeed, not only should adequate commuter parking be
provided, but the bus or train should be able to transport bicycles so that passengers have a fast
way to cross town and have their bicycles available at the other end. Such provisions would
greatly enhance the bicycles contribution to the overall transportation system.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 15
3. Employer -Provided Commuter Facilities 0109 0544
An active interest by employers will contribute substantially to increased bicycle use.
Beyond the required off-street parking described above, changing rooms and showers at the
workplace will make a bicycle commute much more attractive to employees. Therefore, showers
and changing rooms shall be provided in new construction of commercial and public buildings of
10,000 square feet or larger and at least 25 employees.
G. Maintenance
1. Route Maintenance
The objective of bicycle route maintenance is to keep the route functional and as near to the
constructed standard as practical. A dirty or rough surface can make the bicycle facility unsafe and
will force cyclists into the roadway where they must compete with automobiles. To keep their
usefulness, bicycle routes must be fi-equently inspected and maintained.
a. Surface Sweeping
Bicycle lanes and highway shoulders, as well as the edges of shared roadways, tend
to collect debris which limits their use by cyclists. Pavement surfaces shall be swept clean
periodically and as soon as practical after major winter storms, with extra attention given to curbed
roadways which Mend to trap debris. Priority shall be given to routes with the highest bicycle
traffic as identified in Table 3.
Table 3. High -Priority Routes for Sweeping
Route
Fran
To
Butler Market Rd.
NE 8th t.
NE 27th St.
GEFe Way
Newport Ave.
Central Oregon Community CoUege
Franklin Ave.
Division t.
NE 8th St
Greenwood Ave.
Wall St.
Forbes Rd.
NE 8th St.
Franldin Ave.
Buller Market Rd.
NE 9th St
Franklin Ave.
Iermood Dr.
Newport Ave.
College Way
Wall St.
Revere Ave.
NE 8th St
Division St
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 16
i
4109 0545
b. Surface Pavement Maintenance
Routes shall be resurfaced when the parent road is resurfaced. The bikeway shall be
resurfaced, as a minimum, to the same width as the existing pavement and, where possible, shall
be widened to standard. All utility access points, manhole covers, and drainage grates shall be
raised to match the new surface within 0.75 inch. All edges shall be feathered to provide a smooth
transition from the lane to other surfaces. Where practical, driveway approaches shall be paved
back to the edge of the road right-of-way to prevent gravel from being carried onto the bikeway.
The preferred chip seal size is 3/8 inch to #10 or smaller for roads with bike lanes. When the
parent road is chip sealed, the bicycle lane shall be sealed the entire width or not at all to prevent the
bike lane from having a ridge.
c. Signing and Striping
Bicycle lanes shall be paint striped periodically as required to maintain visibility with
an 8 -inch strip (4 inches on shared roadways and shoulder bikeways) conforming to State of
Oregon standards (refer to the State of Oregon Bicycle Master Plan).
Damaged or missing signs on bike routes shall be replaced to State of Oregon standards as
soon as practical.
d. Clearing
Trees and shrubs shall be cut back so that no vegetation protrudes into the bicycle
lane below a height of ten feet. Consideration shall be given to maintaining and improving sight
distance on horizontal and vertical curves to keep the bicyclists and pedestrians visible to the
motorists.
2. Parking Maintenance
Parking facility maintenance is the responsibility of the provider of the parking.
Adequate maintenance includes:
• Keeping the racks in good working order and securely fastened to their mounting surface.
• Removing debris and trimming adjacent trees and shrubs.
• Checking area for proper drainage and snow removal.
• Replacing burned -out lights and repairing damaged fixtures.
3. Hazard Reporting
A system for the public to report bicycle facility hazards — potholes, broken glass, etc.
— to the appropriate government agency shall be coordinated by the Deschutes County Public
Works Department and Bicycle Advisory Committee.
Deschutes County Bicycle Master Plan, 1111190 Final Draft 17
H. Special Events
0109 0546
Bicycling events such as tours, races and rodeos are an intregal part of public participation and
education. These events foster bicycling enthusiasm and knowledge in the public and provide a
goal for many riders. The spirit of shared experience in a large group can be very strong, and the
private accomplishments can be enormously beneficial to individual growth and health. Nonprofit
events may be used to promote cycling or to benefit a worthy cause.
When special events are held on public highways and County bicycle facilities, it is essential
that all government agencies cooperate to provide a supportive and safe environment. Increased
maintenance before the event, as well as traffic control and temporary road closures during the
event, are normal precautions. The County and Cities shall make all reasonable efforts to see that
special bicycling events are successful. Guidelines for Administration of Bicycle Racing on
Oregon Roads, published by the State Highway Division, provides useful information for holding
bicycle races on public roads.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 18
V. Education Plan
A. Policies
0109 054'7
The Deschutes County Bicycle Advisory Committee developed the following policy to guide
and implement an Education Plan:
• Deschutes County shall, within its means, assist all appropriate agencies in the
establishment and continuation of ongoing bicycle safety and education programs.
B. Laws and Regulations
Deschutes County is governed by the Oregon Revised Statutes in its regulation of bicycles and
their use. No specific County regulations have been adopted. The Statutes regulating the use of
bicycles are listed in Appendix G.
The most important aspect of the Oregon Revised Statutes is that bicycles are considered
vehicles under the Oregon Motor Vehicles Code (MVC). Therefore, bicyclists have the same
rights and responsibilities as drivers of motor vehicles. They are subject to the same penalties and
they must obey the same rules of the road and have no special privileges. Bicyclists can and
should act like drivers of vehicles. The Oregon State Motor Vehicle Code is a necessary
component of bicycle safety and education.
The MVC can be used as a tool for education, problem solving and funding. The enforcement
of the code with bicyclists will be stressed with local enforcement agencies in order to better
educate the public in proper operating procedures. The frequency of code violations or accidents
can be an indication of a problem area. If immediate funding is not available to correct the
problem, the code violations and inherent dangers can be utilized in a justification to obtain
additional funding.
Therefore, it is important to establish a working relationship with a key individual in each of
the enforcement agencies (refer to Subsection IV.A) and to stress the enforcement of the MVC.
C. Plan Development
The educational program shall address the needs of both bicyclists and non -bicyclists. All age
groups need to know the rules of the road and how to ride safely. Non -bicyclists, particularly
motorists, need to know that bicyclists have the same legal rights and responsibilities as a motor
vehicle.
In the majority of injury -producing bicycle accidents involving children, the accident happened
because the child either did not know or failed to observe basic traffic laws pertaining to cyclists.
Experience in other counties has shown that up to half of the injuries to children from bicycle
accidents can be prevented with a 10-15 hour bicycle and traffic safety course. The existing
educational program in the county includes presentations by law enforcement officials to school
children, safety information handouts done by the County Bicycle Advisory Committee, and
bicycling events such as rodeos sponsored by local service groups.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 19
0100 0548
Adults, too, contribute to the misuse of bicycle facilities and consequent accidents. Some
adults have never been taught how to ride a bicycle sldllfully and persist in dangerous cycling
behavior. Adults must be reminded to operate their bicycles as vehicles and, if necessary, to
practice the skills needed to do so.
Any public awareness or education program can be improved. It will take a concerted,
coordinated effort to develop a comprehensive educational program for bicycling in Deschutes
County. A major aspect of an educational program is to show the motorist the needs of the
bicyclist and the bicyclist the needs of the motorist.
The educational effort needs to be visible. Bicycle safety is a serious matter. A strong public
awareness effort with media support is needed to show bicyclists the proper procedures. A joint
effort among the County Bicycle Advisory Committee, bicycle clubs and affected agencies shall be
encouraged.
Public awareness of the Bicycle Plan itself is important. Bicyclists should know what this
plan includes and the approach to implement it. Residents and visitors alike should have access to
a plan summary describing existing and proposed routes along with any problems and hazards
known to exist. The summary should be short, concise and include a map, in hand-out form, that
is usable by the public. The Deschutes County 1990 Bicycling Guide, available to the public free
of charge at bicycle shops, county offices and other locations, was designed with this purpose in
mind. It will be updated as needed
The Deschutes County Public Works Department stands ready to coordinate the efforts of
other agencies and groups in developing, promoting and implementing a comprehensive bicycle
education program in Deschutes County. It is possible that additional financial resources may be
available through these entities strictly for educational purposes (refer to Oregon Bicycle Safety
Education Program in Subsection VLA -3.c).
Deschutes County Bicycle Master Plan, 11/1190 Final Draft 20
VI. Implementation
A. Responsibilities
0109 0549
Numerous agencies — county, city and state — as well as the public have responsibilities for
implementing this plan. Table 4 lists the primary agencies, and the following subsections discuss
their specific responsibilities.
Table 4. Responsible Agencies
Agency Address Phone No.
Count
Deschutes County Bicycle Advisory
Chairperson
Committee
CIO Deschutes County Public Works Department
Deschutes County Public Works
61150 SE 27th
388-6581
Department
Bend, OR 97702
Deschutes County CMmunity Development
Administration Building
388-6575
Department
Bend, OR 97701
Deschutes County Sheriff
1100 NW Bond
388-6655
Bend, OR 97701
Cities and Districts
City of Bend
1375 NE Forbes Road
388-5540
Public Works Department
Bend, OR 97701
Streets
Bend Police Department
720 NW Wall
388-5550
Bend, OR 97701
Bend Metro Parks and Recreation District
200 Pacific Park lane
389-7275
Bend, OR 97701
City of Redmond
875 §E7isters
548-6068
Public Works Department
Redmond, OR 97756
Redmond Police Department
717 SW Evergreen
923-1313
Redmond, OR 97756
City of Sisters
150 N Fir
549-6022
Sisters, OR 97759
Sisters Police Department
as above
549-2302
State
Oregon State Bicycle Advisory Committee
Bikeway Program Manager
378-3432
Oregon Department of Transportation
Room 200, Transportation Building
Salem, OR 97310
Oregon Department of Transportation
See above
See above
Oregon Bicycle Safety Education Program
Oregon Traffic Safety Commission
1-800-922-2022
400 State Library Building
378-3669
Salem, OR 97310
Oregon State Police
63319 Highway 20 W
388-6213
Bend, OR 97701
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 21
0109 0550
Table 4. Responsible Agencies (cont'd)
Federal
Bureau of Land Management
Prineville District
477-4115
185 E. 4th St.
Prineville, OR 97754
U.S. Forest Service
Forest Engineer
388-5600
Deschutes National Forest
1230 NE 3rd St.
Bend, OR 97701
1. County
County involvement is principally within the Bicycle Advisory Committee, the Public
Works Department, and the Community Development Department. The Board of County
Commissioners has approval authority on the Bicycle Master Plan and adopts ordinances
implementing the Plan's policies.
a. Bicycle Advisory Committee
The Committee shall be responsible for creating ordinances to implement the policies
of the Master Plan, in cooperation with the Board of County Commissioners and the Community
Development Department. The Committee shall review all land developments for compliance with
the Master Plan and its implementing ordinances and shall provide comment to the Community
Development Department as appropriate.
Improved and continual communication between the cooperating agencies is important. An
effort must be made by the Committee and staff to address questions and concerns. A relationship
must be developed between the key personnel in each cooperating agency in regard to bicycle
matters. Minutes of bicycle committee meeting shall be sent to key individuals in order to keep
them informed of concerns and questions that arise. Each agency will be asked to send a resource
person to Committee meetings for the on-going implementation of the plan. The Committee shall
keep cognizant of all actions in the County that affect bicycling and shall review plans for new
developments and projects.
The Deschutes County Bicycle Advisory Committee shall continue to function beyond the
establishment of the Plan. When the need for new Bicycle Committee members arises, new
members shall be sought out and involved in the on-going process of planning and development.
In conjunction with County Safety, the Committee has developed a public brochure including route
maps and descriptions. This will bring awareness of the Plan to the public.
b. Public Works Department
The Deschutes County Public Works Department develops and maintains the
county's transportation system. The Department plays a key role in planning for and coordinating
the Bicycle Master Plan. The department shall apply the specifics of this Plan in the preparation of
its short and long-range road improvements. In addition, because of its county -wide maintenance
responsibilities, field observations by its personnel will be a valuable asset. The Department is
also responsible for considering and planning for bicycle facilities in accordance with ORS
366.514. The Department shall keep the Bicycle Advisory Committee advised of road construction
and maintenance projects as they pertain to bicycle facilities.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 22
0109 0551
The position of Bicycle Coordinator shall be a designated staff member of the Public Works
Department who has a background in bicycling issues. The Coordinator shall administer the
Bicycle Master Plan and shall also be designated as staff support to the Bicycle Advisory
Committee. This position may be funded with the County's 1% allocation (refer to Subsection
VI.B.1).
c. Community Development Department
The Deschutes County Community Development Department is responsible for
regulating land use action in the County. All zone changes, land partitions, subdivisions, etc. are
reviewed by this department. Bicycle facilities are a consideration in the land use decisions and
recommendations. The Community Development Department is responsible for implementing
ordinanaces that enforce the policies of this Master Plan; All proposed land use actions that affect
cycling facilities in Deschutes County shall be made available to the Bicycle Advisory Committee
for review before adoption.
2. Cities Land Districts
a. Local Municipalities
Developing and maintaining communication with the three local municipalities in
regard to their long-range bicycle facility planning is important. A cooperative effort can be made
in planning and construction of a bikeway that falls within both the city and county jurisdictions.
For example, the City of Bend and Deschutes County cooperatively planned for the bicycle route
adjacent to Century Drive running to Cascade Junior High School.
b . Bend Metro Parks and Recreation District
In its Comprehensive Plan adopted in 1986, the Bend Metro Parks and Recreation
District recognized the need to develop bikeways within the community as a form of recreation.
The plan states It is suggested—that the City of Bend and Deschutes County continue to work
together in establishing a well organized bike path system within the Bend Urban Growth
Boundary. An effort should be made to design a system which would interconnect schools, parks
and various sections of the Community."
3. State
a. Oregon Department of Transportation
The Oregon Department of Transportation, Highway Division, is responsible for
maintenance on State -designated bikeways. It must also comply with and implement ORS
366.514, commonly known as the "Oregon Bicycle Bill." Within the Highway Division is the
Bicycle Program Office headed by the Bikeway Program Manager. This is where policies and
programs are formulated and where they are implemented.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 23
0100 0502
The State of Oregon has the responsibility to provide for the transportation needs of all
residents, not just the motoring public. That responsibility is solidly cast in state-wide planning
goal #12, which says, in part, "A transportation plan shall (1) consider all modes of transportation
including mass transit, air, water, pipeline, rail, highway, bicycle and pedestrian;" and shall also
"avoid principal reliance upon any one mode of transportation; conserve energy; meet the needs of
the transportation disadvantaged; and conform with local and regional comprehensive plans..."
b. State Bicycle Advisory Committee
The State Bicycle Advisory Committee assists the Highway Division in regulating
bicycle traffic and establishing bikeways, and it ads as liaison between the public and the Highway
Division. ORS 366.514 requires all Oregon counties to provide bicycle trails wherever a highway,
road cr street is being constructed, reconstructed or relocated. Therefore, communication with the
State Bicycle Advisory Committee is important. The Oregon Bikeway Program Manager serves as
staff to the State Bicycle Advisory Committee and is available to local jurisdictions dealing with
bicycle issues.
c. Oregon Bicycle Safety Education Program
This program was instituted within the Oregon Department of Traffic Safety in order
to specifically develop and promote bicycle education programs on bicycle safety for use
throughout the state. It offers classes, fairs, handouts, videos and general advice. The Bicycle
Safety Education coordinator (see Table 3) can provide these resources.
4. Federal
a. Bureau of Land Management (BLM)
The Bureau of Land Management's nearest district office is in Prineville, Crook
County. They manage large tracts in Deschutes County's eastern and northern areas. The BLM
has no specific bicycle policy and allows bicycles on all established roads and trails on public land
unless otherwise posted.
b. U.S. Forest Service
The U.S. Forest Service manages the unpaved bikeways on the Deschutes National
Forest which occupies large tracts in the County's western and southern areas. The Forest Service
also plans, constructs and maintains bike -shared roadways and shoulder bikeways on the Forest.
It publishes a guide showing the established mountain bike trail system.
5. Law Enforcement Agencies
The Deschutes County Sheriffs Department, the Oregon State Police and local municipal
police agencies are responsible for enforcement of the Motor Vehicle Code on designated
bikeways. Frequent contact between the Deschutes County Bicycle Advisory Committee and the
appropriate enforcement agency can emphasize the need for enforcement, promote understanding,
and identify problem areas.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 24
0109 0%
Bicycle Fund moneys can only be spent on bikeway construction projects within a publicly
owned road or highway right-of-way. The following are eligible expenditures, according to the
State of Oregon Bicycle Master Plan:
• Administrative costs
• Expenses incurred by the Bicycle Advisory Committee
• Preliminary engineering costs of bikeways
• Construction costs for bikeway/footpath facilities within the highway or road right-of-way
• Auxiliary facilities such as signs, curb cuts, ramps and parking
• Maintenance of bicycle trails and footpaths
• Development of bicycle mute maps and brochures
• Planning assistance to Councils of Governments (COG'S)
The bulk of the expenditures in Deschutes County have been used for the maintenance of
existing facilities, signing, striping and new construction within mad right-of-ways. Current
funds received from the State Highway Division are adequate for the maintenance of existing
bikeways, education, minor capital improvements and a small carry-over. Alternate funding will
have to be found for major capital projects on the road right-of-way. Outside of the right-of-way,
no funds are currently available for any type of development. For instance, there are no county
bikeway moneys available to develop a public system of bikeways comparable to the systems in
Black Butte Ranch and Sunriver.
Table 5. Apportionment of 1% Bicycle Fund
Fiscal Year
Redmond
Bend
Deschutes Co.
Total
1972
$431
$1,596
$4,143
$6,170
1973
$468
$1,729
$4,759
$6,956
1974
$510
$1,892
$5,233
$7,635
1975
$708
$2,536
$5,793
$9,037
1976
$623
$2,216
$6,460
$9,299
1977
$608
$2,128
$6,667
$9,453
1978
$792
$2,112
$7,150
$10,054
1979
$917
$2,431
$8,521
$11,869
1980
$904
$2,446
$8,759
$12,109
1981
$875
$2,477
$9,273
$12,625
1982
$869
$2,302
$9,081
$12,252
1983
$979
$2,609
$10,416
$14,004
1984
$1,014
$2,735
$11,187
$14,936
1985
$1,171
$3,184
$12,946
$17,301
1986
$1,278
$3,488
$14,614
$19,380
1987
$1,513
$4,129
$17,664
$23,306
16 -year total
1 $13,360
1$40,,010
1 $142,666
1 $196,336
NOTE: Sisters is not included in this table because the 1% of State Highway Fund receipts in every year
was equal to less than $250 and thus the bicycle/footpath legislation did not apply to them. $19,500
was received by Deschutes County for the 1988 budget year for the bike path fund.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 26
0109 0-5574
6. Public
Public interest is important to the success of any program. The public must be made
aware of the existing system and its needs. The inclusion of various bicycling interests in on-
going planning and development strategies is an essential element in the overall effectiveness of the
Bicycle Master Plan.
Public participation can be a major force in the allocation of revenue for a particular project. It
is therefore worthwhile to keep the public informed and involved. Opportunities for public input
on the plan shall be provided for in the following ways:
• The public is encouraged to attend meetings of the Bicycle Advisory Committee to
monitor the proceedings and to offer comments. Public representatives may also be
selected for committee positions.
• The draft plan will be made available to anyone interested in reviewing the material.
Copies may be obtained at the County and City Planning Departments, at the County
and City Public Works Departments, and at libraries and bicycle shops.
• A summary of the draft plan was prepared and circulated to the locations listed above
as well as to the media.
• Public hearings are planned as part of the overall review process.
B. Resources
The major funding resource is the 1%v of the State Bicycle Funds of approximately $19,000
per year for Deschutes County. Other sources include State Highway Division Local Assistance,
Federal Aid Highway Funds, Deschutes County General Funds and donations. The last three are
possibilities but have not played a major role in past funding. These funding sources are described
below.
1. 1% Bicycle Fund
In 1971, the Oregon Legislature enacted an important funding source for local
governments by passing ORS 366.514. The law requires that bikeways or footpaths be
established as part of all highway projects, except where the establishment of such facilities would
be contrary to public safety, disproportionate in cost to the need or probable use, where there is a
sparsity of population, other available ways exist, or other factors indicate an absence of any need
or probable use. The law mandates that no less than 1% of the State Highway Fund each year will
be spent by the cities, counties and the state for bikeways and footpaths. Recognizing that 1% in
any given year may be too low to be useful, cities and counties can accumulate this money in a
special reserve fund for up to ten years.
Table 5 shows the bicycle funds received in Deschutes County (based on 1% of the total
amount from the State Highway Fund).
Deschutes County has established a special Bike Path Fund. This fund is administered by the
Public Works Department. A budget is presented and approved by the County Budget Committee
each year, which provides for maintenance activities and the accumulation of moneys for capital
improvements.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 25
2. State Highway Division Local Assistance Ol09 0555
The Oregon Department of Transportation Highway Division provides limited funding
for "Local Assistance" bikeway projects. The funds for this assistance program are also derived
from the State Bicycle Fund. They are referred to as "priority four" moneys and, again, can only
be expended on publicly -owned road right-of-ways. Application must be made annually. The
State Bicycle Advisory Committee reviews and rates each project and subsequently makes
recommendations to the Highway Division. The County's accumulated 1% of State Bicycle
Money can be used as match for these state -awarded projects. (See Appendix H for a copy of the
application.)
3. Federal Aid Highways Funds
The Federal Highway Administration encourages the construction of bicycle and
pedestrian facilities as part of the regular "Federal Aid Highway Program." Federal aid money is
available for bicycle facilities as part of a highway construction project at the same financial match
as the highway work. Independent bicycle projects can be funded with 100% federal share as long
as the project is principally for transportation, rather than recreation.
4. County General Fund and Donations
County funding of bikeway development projects may be limited. The completion of the
bikeway system will have to be a phased development, using primarily 1% Bicycle Fund moneys,
donations, special grants, general funds and any special levies decided on by the electorate.
Private funds have been used to construct the many miles of bike paths on the Sunriver and
Black Butte destination resorts. Similar funding sources could be utilized for bikeway facility
development within other parts of the County.
5. Allocation of Resources
Available funding sources shall be evaluated for budgeting purposes. Programs shall be
prioritized annually and funds allocated for:
• Maintenance.
• Capital improvements of current bikeways.
• Carry-over to accrue for major projects.
• Education.
Each of the activities requires staff coordination and planning assistance.
Specific project priorities for bicycle facility improvements are listed below. The priorities
were determined from current needs and available resources. In many cases, limited resources or
common sense reduced an ideal separate path or a widened, striped lane to a signed route.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 2
0109 0556
a. Major Capital Improvements
Major capital improvements can be done with the carry-over of the 1% Bicycle Fund
revenues or other moneys that may become available through grants, donations, levies, etc. The
Deschutes County Public Works Department maintains a list of projects that are prioritized for
completion when moneys become available. Most bikeway improvements are constructed as part
of normal roadway improvements.
Other projects have been identified which, although not feasible now due to budget
constraints, shall remain as part of the overall plan and shall be implemented as funding permits.
An example of a future bicycle project is the proposed Bend -Lava Butte Loop Bikeway. This route
would provide a delightful recreational and scenic bikeway system connecting Bend with the Inn of
the Seventh Mountain, Benham Falls, Sunriver, Lava Butte, and the High Desert Museum. It
utilizes the existing bikeway on Highway 97 for part of its course but otherwise follows the
Deschutes River and Century Drive for much of its 25 -mile length
b. Short -Term Minor Improvements
Short-term minor improvement
accomplished with gas tax revenues each year.
Deschutes County Public Works Department.
C. Updates
projects that will benefit bicyclists can be
A list of these projects is maintained by the
The Plan shall be reviewed annually by the Deschutes County Bicycle Advisory Committee.
The Committee will make recommendations to the Board of County Commissioners (BOCC) on
any changes or modifications in the Plan at its annual review. If changes are to be made in the
plan, the BOCC will hold a hearing and receive public comment. Once the changes are agreed to
by the BOCC, the Plan will be amended to include the changes.
A major update of the Pian shall be undertaken every five years by the committee. The next
major update will occur in 1995. Public hearings will be held by the Committee and the various
Planning Commissions at the five-year major update meeting. Changes recommended by the
public and Planning Commissions will be forwarded to the BOCC for a hearing and for adoption.
It will then be the responsibility of the Committee to see that the Plan is implemented by the
Planning and Public Works Department staff of the various local governments.
Deschutes County Bicycle Master Plan, 1111190 Final Draft 28
0109 0557
Appendix A. Glossary
AASHTO
American Association of State Highway and Transportation Officials. Their
publication, Guide for Development of New Bicycle Facilities, provides the
basic facility construction guidelines and specifications for this plan.
ADT
Average daily trips, a measure of traffic volume.
BADT
Bicycle average daily trips measured during the months of April through
October.
Arterial
A through road that connects major traffic generators. Arterials are
designated by the General Plan of the County and the various City UGB
Plans.
Bicycle
In the strictest sense, a bicycle is a human -powered land vehicle with two
tandem wheels, a steering handle, a saddle seat, and pedals by which it is
propelled. In legal terms, the definition is expanded to include other
velocipedes: (1) designed to operate on the ground on wheels, (2) propelled
solely by human power, upon which any person or persons may ride, and
(3) with every wheel more than 14 inches in diameter or two tandem wheels
either of which is more than 14 inches in diameter. This takes in the
broader range of bicycle -type vehicles (recumbents, tricycles, etc.) while
excluding such vehicles as pushcarts.
Bicycle facilities
A general term denoting improvements and provisions made by public
or encourage bicycling, including parking
agencies to accommodate
facilities, all bikeways, and shared roadways not specifically designated for
bicycle use.
Bike route
A segment of a bikeway system designated with appropriate directional and
information markers by the jurisdiction having authority.
Bike lane
A portion of a roadway which has been designated by striping, signing and
pavement markings for the preferential or exclusive use of bicyclists.
Bike lane stripe
An 8 -inch wide line separating a bike lane from a travel lane.
Bike path
A bikeway physically separated from motorized vehicular traffic by an open
space or barrier and either within the highway right-of-way or within an
independent right-of-way.
Bikeway
Any road, path, or way which in some manner is specifically designated as
being open to bicycle travel, regardless of whether such facilities are
designated for the exclusive use of bicycles or are shared with other
transportation modes.
BOCC
Board of County Commissioners, Deschutes County.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 29
Collector
Commuter parking
0109 05178
A branch road that feeds into an arterial from the local roads between
arterials. Collectors are designated by the General Plan of the County and
the various City UGB Plans.
Long-term parking, such as at work or school, where the bicycle must be
left unattended for the greater part of the day.
Convenience parking Short-term parking, such as at a store or park, where the bicycle is left for a
brief time.
Fog line A 4 -inch white stripe delineating the edge of the roadway and separating it
from the shoulder.
Grade (percent) The rise (+) or fall (-) of roadway measured in feet per 100 feet of length,
expressed as a percentage.
Grade separation Vertical isolation of travelways through the use of a structure so that traffic
crosses without interference.
Land developmept Any change in land use subject to the requirements of Title 17 of the
Deschutes County Code (subdivision/partition) or requiring site plan
review, zone change, or plan amendment by Deschutes County Community
Development.
MVC Motor Vehicle Code which contains the rules of the road that cyclists must
follow.
Mountain bike A bicycle generally characterized by rugged construction, wide tires, extra
bottom bracket clearance, low gears, and stable handling — attributes that
enhance its rideability on rough and steep terrain.
Mountain bike route A rough or unpaved bikeway upon which an average cyclist using a normal
road bike would have difficulty.
MUTCD Manual on Uniform Traffic Control Devices approved by the Federal
Highway Administration as a national standard for placement and selection
of all traffic control devices on or adjacent to all highways open to public
travel.
ORS Oregon Revised Statute. ORS 366.514, the "Oregon Bicycle Bill," is the
law describing funding and development of bikeways. It was originally
House Bill 1704. Refer to Appendix G.
Recreational cyclist An individual who uses a bicycle for the trip enjoyment itself. The ultimate
destination is of secondary importance.
Right-of-way A general term denoting land, property, or interest therein, usually in a
strip, acquired for or devoted to transportation purposes.
Roadway The portion of the highway for vehicle use.
Shoulder A portion of a highway contiguous to the roadway that is primarily for use
by pedestrians, bicyclists and emergency use of stopped vehicles.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 30
0109 0559
Superelevation The banking of a roadway in a curved section to counteract centrifugal
force. The vertical distance between the inner and outer edges of a
highway, usually expressed as a percent slope.
Traffic volume The number of vehicles that pass a given point for a given amount of time,
usually expressed as Average Daily Trips (ADT).
UGB Urban Growth Boundary which defines the area, near an incorporated city,
that is deemed suitable and necessary for future urban uses.
Utilitarian cyclist An individual who uses a bicycle primarily to reach a particular destination
to purchase or deliver goods and services.
Vehicle Any device in, upon or by which any person or property is or may be
transported or drawn upon a public highway. A vehicle may be self-
propelled or powered by any means.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 31
0109 0560
One of the most popular songs in 1896 was about a girl named
Daisy and her "bicycle built for t+im. 0
Deschutes County Bicycle Master Plan, 1111190 Final Draft 32
Appendix B. Bylaws
Article I — Name
0109 0561
This committee, established by the Board of County Commissioners of Deschutes County, shall be
called the Deschutes County Bicycle Advisory Committee.
Article II — Purpose
The purpose of the Committee is to advise the governmental bodies of Deschutes County in the
development and maintenance of a county -wide bicycle plan and to perform the following.
a. To assist in the development of a county -wide bicycle plan that will encourage and
facilitate the use of bicycles as a means of transportation and recreation in Deschutes
County.
b. To provide county -wide coordination of bicycle planning within the overall transportation
plan framework.
c. To obtain and provide public input into the continuing, ongoing bicycle planning process.
d. To assist in establishing program priorities for implementation of the maintenance of the
county -wide Bicycle Plan.
e. To promote safety and education in bicycling.
Article III — Membership
a. The Committee will consist of 11 members, including nine members with voting rights
and two ex officio members, and shall be composed as follows: two members from the
city of Bend; one member each from the cities of Redmond and Sisters; four members
from Deschutes County at large; and one member from the U.S. Forest Service.
Membership shall include a representative of the bicycle industry. All members shall serve
without compensation and shall be appointed by the Deschutes County Board of
Commissioners. Mayors of the respective cities shall recommend their representatives to
the Board of Commissioners.
b. Of the initial nine voting members, three each shall be appointed to serve for terms of one,
two and three years. Thereafter, all members shall serve for a term of three years. Any
vacancy occurring in a position for any reason other than expiration of the term shall be
filled by appointment of the Board of Commissioners for the remainder of the unexpired
term.
Deschutes County Bicycle Master Plan, 1111190 Final Draft 33
Article IV — Officers, Meetings, Rules and Procedure 0109 05E2
a. The officers shall consist of a chairperson, vice -chairperson and secretary, each elected by
a majority vote to a one-year term in June.
b. The regular time, place and notice of meetings shall be fixed by the Bicycle Advisory
Committee. Special meetings may be called by the chair or by action of the Committee.
Notice of a special meeting shall include the agenda for the meeting.
c. Any clerical and staff assistance shall be provided by the Deschutes County Planning
Division and the Public Works Department as needed. The Committee may also request
additional liaison staff when needed.
d. A quorum is required to conduct Committee business and shall consist of a majority of the
voting members. A majority vote of the membership is required to recommend an action
to the County.
Article VI — Amendments
These bylaws may be amended by the Board of Commissioners as needed.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 34
Annendix C. Prior Policies 0109 0563
The following policies had been adopted by the County and the three cities, Bend, Redmond
and Sisters, prior to development and adoption of the Deschutes County Bicycle Plan.
Deschutes County
1. The County may develop and adopt a county -wide systems plan for bike paths and trails
(see Recreation Chapter) which provides access to various destinations in and between
urban areas and rural service centers. Interaction and coordination between pertinent
agencies locally shall be sought. This plan shall contain standards for appropriate
bicycle and pedestrian facilities for various densities and shall be based upon the three
different road types.
2. Bike mutes on the Old Redmond -Bend Highway and between Bend, the Inn of the 7th
Mountain and Sunriver shall be constructed, if feasible.
3. The County shall adopt the Bend Urban Area Bicycle Committee's plan for the Bend area
until completion of the County -wide Bicycle Plan.
4. New development in urban areas, rural service centers and planned developments may
have bike mutes constructed as a condition of approval. Some exceptions may be
appropriate, depending on topography or other pertinent factors.
5. Whenever possible, paths and trails should be developed in conjunction with existing
motorized routes. Consideration shall be given to the special needs of pedestrians,
bicyclists and equestrians.
6. The County shall explore federal, state and local avenues for funding bicycle, pedestrian
and equestrian trails.
7. The County shall protect the Trans -America Trail to assure its continued utility.
Bend
8. A "bicycle" is defined by ORS 801.150. This statute defines a bicycle as having two
wheels at least one of which is more than 14 inches in diameter. "Bicycles" not meeting
this requirement shall be considered children's toys.
9. ORS 814.400 states "Every person riding a bicycle upon a public way is subject to the
provisions applicable to and has the same rights and duties as the driver of any vehicle..."
10. The operation of bicycles, as defined above, on pedestrian ways or sidewalks shall be
discouraged.
11. Bikeway and pedestrian circulation plans are shown in the General Plan.
12. Trails, bikeways and pedestrian ways shall be developed into a coordinated, integrated
system for local movements throughout the planning area.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 35
0109 0504
13. Pedestrian and bicycle traffic should be separated from vehicular traffic wherever
conditions warrant. Among those conditions to be considered are:
• Travel lane width
• High average daily traffic
• High bicycle use
14. Trails and bikeways shall be designed in a manner which will make walking or cycling
safe and interesting.
15. Consideration shall be given to a system of trails, bikeways and pedestrian ways that
would interconnect all schools and parks within the planning area.
16. Bike lanes on curbed streets shall be not less than 4 feet wide.
17. The outer travel lane on a shared roadway should be not less than 12 feet wide. Where
this configuration is feasible, consideration shall be given to posting "Bicycles on
roadway" signs when conditions warrant.
18. Bike lanes are required on all new construction of arterials and collectors.
Sisters
19. A bicycle -pedestrian system shall be incorporated into the Transportation Element of the
Sisters Urban Area Comprehensive Plan.
20. Citizens shall be encouraged to utilize alternate methods of travel to facilitate energy
conservation and reduce traffic congestion.
21. Development plans for new residential areas shall include trails and/or paths that provide
access to the community for pedestrians, equestrians and bicyclists.
Redmond
22. All research data indicates that all of the appropriate modes of transportation are presently
being utilized in the area. The predominant modes identified include rail, air, highway,
pipeline, bicycle and pedestrian, with the automobile being the primary mode.
23. In Deschutes County, the Trans -America Trail begins five miles west of Sisters and runs
east to Redmond along U.S. Highway 126. On that highway, the trail enters the
Redmond Urban Area and runs east to Canal Boulevard; then travels north along Canal
Boulevard to 2nd Street; then north to Antler Avenue and then east one block to North
Canal Boulevard; then north along Canal Boulevard to the Prineville Junction; then east
along Yucca to 5th Street and then north to O'Neil Way and then east to Prineville. A
small percentage of the trail is a designated bicycle lane.
24. The Trans -America Trail is actively used by bicyclists in the summer months.
25. Design of arterials shall provide pedestrian -bicycle paths within the right-of-ways with
bicycle -pedestrian policies_
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 36
0109 0505
26. Design of collectors shall provide for safe and frequent bicycle and pedestrian crossings
along the streets and at intersections.
27. Relative to parks and recreation facilities, transportation considerations shall include a
system for bicycle, pedestrian and in some cases, equestrian use to be developed, and
wherever possible, to interconnect schools, parks and open spaces within the area.
28. A bikeway circulation plan should be implemented as soon as possible.
29. Trails, bikeways and pedestrian ways should be developed into a coordinated, integrated
system for local movements throughout the planning area.
30. Pedestrian and bicycle traffic should be physically separated from vehicular traffic
wherever possible.
31. Trails and bikeways should be designed in a manner which will make walling or cycling
Safe and interesting.
32. The Trans -America Trail is an important bicycle mute for transportation and recreation
purposes. No land use action or permit shall be allowed on adjacent lands to the Trans -
America Trail that will unduly affect the purpose of the mute.
33. Alteration to design standards for curbs should be made to permit bicycles and
wheelchairs to negotiate curbs at intersections.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 13 1
0109 0566
The high -wheeled ordinary eventually gave way to the "safety
bicyde,m that featured two wheels about 30 inches in diameter
with a chain -driven rear wheel. TodaYs bicycle is simply a refined
safety bicycle.
Deschutes County Bicycle Master Plan, 1111190 Final Draft 38
0109 050'7
Appendix A Bicycle Route Evaluation Criteria
Page X of 2
lnfnrmatinn
Bicyclist's Need for this Route
Rafi
Facfor
1.
ADT bicycles existing
2
ADT bicycles in 5 years
3.
School
4.
Commuter
5.
Recreation
6.
This route will complete a
link in the s stem
7.
This project will eliminate
a hazard
Jr. High
5
Rafi
<20
20.50
>50
(0)
(5)
(10)
!20
20.50
>50
(0
(3)
(5)
Senior
Elementary
Jr. High
5
(10
( 15
Business
College
Utility (store)
(2
(4)
(5)
Through tour
local tour
Parks
(2)
(3)
(4)
Racing/Training
(consistent)
(5)
Yes
f(5)Moderate
ght)
Severe
(10)
(20)
Total -�
Deschutes County Bicycle Master Plan, 11/1/90 Final Drag
39
0100 0568
Bicycle Route Evaluation Criteria (cont'd)
Page 2 of 2
Safety Items
Project Cost
Factor Rating
Cost/mile $1000 ❑ $0-50 ❑ $50-$100 ❑ $100-$150 ❑ >$150
Othpr Considerations
Right-of-way width: ❑ Inadequate ❑ Easily acquired ❑ Existing
Scenic Route (describe):
Alignment:
Grades:
Potential for Growth in Area:
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 40
Factor
Rating
1.
Barriers
Impassable
Difficult
Nuisance
None
3)
2)
(1)
(0)
2
ADT motor vehicles
>2000
2000600
500-100
<100
3
2
1
0
3.
Motor vehicle speed
>55 mph
45 mph
35 mph
25 mph
3
2
1
(0)
4.
Potential for bicycle
High
Medium
Low
accident
3
2
1
a
Pavement width
<3 ft
3-4 It
>_5 ft
Substandard
Near standard
To standard
3
(1)
(0
&
Pavement surface quality
Poor
Cracks/rough
Fair
Good
on shoulder or bicycle lane
3
(2)
(1)
(0)-
7.
At -grade intersections
Many
Several
Some
Few
and side intersections
(3)
(2)
(1)
(0)
Total -�
Project Cost
Factor Rating
Cost/mile $1000 ❑ $0-50 ❑ $50-$100 ❑ $100-$150 ❑ >$150
Othpr Considerations
Right-of-way width: ❑ Inadequate ❑ Easily acquired ❑ Existing
Scenic Route (describe):
Alignment:
Grades:
Potential for Growth in Area:
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 40
0109 0509
Appendix E. Bikeway Design and Construction Specifications
General
This appendix covers the basic design standards and the striping and signing requirements for
bikeways in Deschutes County.
Except as modified or supplemented herein, the provisions of the applicable sections of the
current edition of the State of Oregon Bicycle Master Plan and the current AASHTO Guide for
Development of New Bicycle Facilities shall apply as the Deschutes County Standards and Specifi-
cations.
Bike Path
1. Criteria for Application
Paved bike paths can serve a valuable role in the transportation scheme. Removed from
motorized traffic, they are safe and nearly pollution -free and thus likely to receive greater use as a
more pleasant riding experience. When routed on independent right-of-ways, such as canal
corridors, the paths can provide direct, alternate routes for commuters. When linked with paths from
adjacent developments and with the county -wide system, they make it possible for cyclists to travel
completely across urban areas on an off-road route.
However, due to higher construction and maintenance costs, as well as problems with right-of-
way, paved bike paths are sometimes impractical. Nevertheless, where aesthetic, recreation, and
safety concerns are primary, such as in large privately -funded developments, near schools, and
within parks, bike paths may be the bikeway of choice. Whenever a direct route can be established
and financial and right-of-way obstacles can be overcome, bike paths may be considered for
commuter routes.
2. Width and Clearance
One-way bike path design shall be discouraged. The standard bike path width shall be 10 ft
of pavement, with 12 ft more desirable for paths having multiple users (see Figure E-1). Vertical
clearance shall be at least 10 ft. Any change from this standard should be recommended by the
Deschutes County Bicycle Advisory Committee.
Deschutes County Bicycle Master Plan, 11/1190 Final Draft 41
0109 05'70
3. Horizontal Alignment and Superelenation
Pathway horizontal curves shall be based on AASHTO design standards for a geometric
design based on speed. Bike paths shall have at least a 35 -ft centerline curve radius. Meandering
paths with sharp turns should be avoided.
Superelevation may vary from a minimum 2% to a maximum 5% (beyond which maneuvering
difficulties by slow bicycles and adult tricyclists might be expected). Table E-1 gives design radii
at various design speeds and superelevations.
Table E-1. Bike Path Radii
Design
Speed,
mph
Friction
Factor
Horizontal Radius, feet
Superelevation
Wo
2%
Y/o
AV/0
51/0
20
027
99
92
89
86
83
25
025
167
154
149
144
139
30
022
273
250
240
231
222
35
0.19
430
389
371
355
340
40
0.17
627
561
533
508
485
4. Sight Distance
Because bicycle speed is dependent upon grade, the sight distance will vary according to
the path's grade. The following relationship defines stopping sight distance based on a total
perception and brake reaction times of 2.5 seconds, and a coefficient of friction of 0.25 to account
for wet pavement conditions.
.V2
S = 3.67V +
30(f - G)
where: S = stopping sight distance, ft
V = bicycle speed, mph
f = coefficient of friction = 0.25
G = descending grade, ft/ft
Deschutes County Bicycle Master Plan, 1111190 Final Draft 42
0109 05'1
On a typical bike path, a design speed of 20 mph is appropriate, giving the following sight
distances:
Grade
Stopping Sight
Distance, feet
2
131
5
140
1-8
152
S. Intersections
Poor intersection design can contribute greatly to bicycle safety problems. Because bicycle
paths are essentially narrow roadways (without motor vehicles), intersections with other paths and
roadways should follow standard design principles. Particular attention should be given to smooth
bicycle -automobile interaction, so that each vehicle operator is presented with clear options that
allow predictable behavior. Intersections that require cyclists to become pedestrians are not
acceptable.
Where possible, a separated grade crossing should be provided at arterials and collector streets.
An at -grade crossing may be constructed at local streets provided that adequate sight distances can
be assured, pavement markings are provided on the roadway, bicycle STOP SIGNS (R1-1) are
located on the bike path, and appropriate advance warning signs are located on the roadway. Street
identification should also be provided via signs or pavement markings.
6. Pavement Structure
Asphaltic concrete bike paths should have a section of not less than 2 in. of asphaltic
concrete on a 4 -in. aggregate or stabilized base (see Figure E-1). Full -depth asphalt should be not
less than 4 in. placed in two lifts. Base material should be placed against the edge of the asphalt so
no more than a 2 -in. drop-off remains.
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 43
®109 0572
7. Restriction of Motor Vehicle Traffic
Traffic bollards having a height of not less than 40 in. should be located at the intersections
with roadways to restrict motor vehicle use. Such a bollard should be a lockable, removable post to
permit access for maintenance vehicles. The post should have permanent reflectorization elements
for nighttime visibility.
8. Multiuse
Widths of bicycle paths should be increased as appropriate to provide for multiple use as
indicated in Subsection 2 above.
9. Kght-of-Way
Right-of-way shall be a minimum of 15 ft wide. Increased right-of-way will be required
where:
• other utilities are to occupy the right of way,
• as necessary to maintain natural features or vegetation as an amenity to the design,
• in steep terrain areas as necessary for design or safety, or
• as necessary to enhance user safety or security.
10. Landscaping
Landscaping shall not infringe into the bike path clearance areas or interfere with design
sight distance. Trees should not be placed close to bike paths (and vice versa) due to possible root
intrusion; where this location is unavoidable, root barriers adjacent to the edge of the pavement are
recommended.
Shared Roadway
Criteria for Application
Shared roadways shall be considered acceptable on:
• all streets, other than new construction of arterials and collectors, having less than 20
bicycles per day,
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 44
0100 05'3
• ` new rural construction other than local and primary access (2.5 -ft shoulder as shown in
Figure E-2), and
as interim facilities on existing arterials and collectors provided the shared travel lane
is not less than 14 ft wide.
Where the shared travel lane is less than 14 ft wide and bicycle trips exceed 20 bicycles per
day, bike signs with a rider ON ROADWAY (11-1) shall be installed. Rural bike routes are
commonly on shared roadways (see Figure E-2).
Shoulder Bikeway
1. Criteria for Application
Shoulder bikeways may be used on uncurbed street sections. A shoulder bikeway shall be
provided on all new construction of uncurbed arterials and collectors. Shoulder bikeways should be
provided on any uncurbed street having 20 to 50 bicycle trips per day.
2. Width and Clearance
Except when mandated otherwise by a Federal Agency or Oregon State Department having
jurisdiction over the bikeway, the width shall be measured from the center of the bikeway stripe to
the edge of pavement, face of guardrail or face of curb, whichever is the lesser. Shoulder bikeways
shall not be less than the following width:
• uncurbed roadways, 20-50 bike trips per day..................................4-ft width
• existing curbed roadways, travel lane not greater than 11 -ft ...........4 -ft width
• curbed roadways, 20-50 bike trips per day......................................5-ft width
3. Pavement Structure
The pavement structural section shall be the same as the parent roadway.
4. Structures
Where an existing structure is not wide enough to accommodate a shoulder bikeway, an
interim facility will be to drop the shoulder bikeway across the structure. Should bicycle ridership
warrant it, appropriate advance warning signs shall be installed.
Deschutes County Bicycle Master Plan, 414191 Amendment 45
Bike Lane 0109 0574
1. Criteria for Application
Bike lanes shall be provided on all new construction of urban collectors and arterials and
on rural routes designated as bicycle routes where bicycle ridership exceeds 50 bicycles per day.
2. Width and Clearance
Except when mandated otherwise by a Federal Agency or an Oregon State Department
having jurisdiction over the bikeway, the width shall be measured from the center of the bike lane
stripe to the edge of pavement, face of guardrail or face of curb, whichever is the lesser. Bike lanes
shall not be less than the following width (see Figure E-3):
• new construction of urban arterial or collector................................5-ft width
• rural bicycle route with more than 50 bike trips per day .................5 -ft width
• existing roadway, travel lane not greater than 11 ft .........................4 -ft width
• rural minor arterial or collector without curbs ................................. 4 -ft width
3. Intersections
Bike lane striping shall be dropped sufficiently in advance of major intersections to permit
vehicles to merge for turning movements (see Figure E-4).
4. Signing and Marking
Combination NO PARKING — BIKE LANE (R7-9) may be used in lieu of BIKE LANE
(R3-17) sign in urban areas where on -street parking is prohibited. The BEGIN and END
supplemental plaques may be deleted, as they are often meaningless or confusing.
Major bike routes may be assigned numbers which can be displayed along with destination
signs, such as "Bike Route 9," and "Tumalo State Park 7 mi."
5. Pavement Structure
The Pavement structural section shall be the same as the parent roadway.
Deschutes County Bicycle Master Plan, 414191 Amendment 46
M
0109 055
The Pavement structural section shall be the same as the parent roadway.
6. Structures
Where an existing structure is not wide enough to accommodate a shoulder bikeway, an
interim facility will be to drop the shoulder bikeway across the structure.. Should bicycle ridership
warrant it, appropriate advance warning signs shall be installed
Where possible, structures such as water valves, sewer manholes and drainage structures should
be located outside of the bike lane.
7. Drainage
Drainage grates shall be "Bike Proof" (ORS 810.150).
Mountain Bike Trails
1. Criteria for Application
Mountain bike trails are primarily recreational, although in some cases they may provide
an interim transportation facility. Mountain bike riding is intended to be as natural an experience as
possible and any improvements beyond that absolutely required for safety may deter from this
experience. Opportunities exist for combining these trails with nordic ski trails or with roadways
that are otherwise closed to vehicle traffic. Mountain bike trails generally should not share trails with
pack animals.
2. Width and Clearance
Most mountain bike trails make use of jeep roads and hiking trails in their existing,
semiprimitive state. Where new mountain bike trail building takes place, the tread width should
generally be 2 ft minimum with 6 ft clearing width centered over the trail, and overhead clearance
should be at least 7 ft with 10 ft desirable.
3. Intersections
Mountain bike trails generally require little signing beyond identification. Where trails
intersect roadways, consideration should be given to providing bicycle STOP SIGNS (RI -1).
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 47
SIGN
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0109 0576
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10' PRUNE HEIGHT
10' MIN. STD. (NEW CONST.)
12' REQUIRED FOR MULTI -USE
CROWN SECTION
2% MIN. SIDE SLOPE
FOR DRAINAGE
2" MAXIMUM 11 2- MIN. A.C.
LIP 4" MIN BASE ROCK
COMPACT SUBGRADE TO
95% OF MAX_ (ASTM T-99)
3' MIN
CLEAR
ZONE
Figure E-1. Bike Path — Typical Section
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ROOT BARRIER
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 48
u
4" FOG
16'
4' MIN. 121—
BIKE 8• STRIPE
LANE
0109 0577
— 16'
8" SP�LANE
12'
MINOR ARTERIAUCOLLECTOR
WITH BIKE LANE
.16' 16' _
2 1/2'
11 1/2' 11 1/2'
U -
MINOR ARTERIAUCOLLECTOR
SHARED ROADWAY
SHARED ROADWAY
49
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft
12' MINIMUM
TRAVELLANE
11' MINIMUM
TRAVEL LANE
8" STRIPE - BIKE LANE /
4" STRIPE - SHOULDER BIKEWAY
10' MINIMUM
12' PREFERED
TRAVEL LANE
5' NEW ARTERIAL OR _
COLLECTOR CONSTUCTION
4' MINIMUM
EXISTING STREET
BIKEWAY TYPICAL SECTION
5' MINIMUM
BIKE LANE
8" STRIPE
T MINIMUM
PARKING LANE
BIKE LANE ADJACENT TO PARKING LANE
Figure E-3. Urban Bike Route Standards
0104 0578
FACE OF CURB
OR GUARDRAIL
FACE OF CURB
OR GUARDRAIL
Deschutes County Bicycle Master Plan, 414191 Amendment 50
36' EXAMPLE
END BIKE STRIPE
AT START OF THE
CURB RADIUS
4V EXAMPLE
0109079
STANDARD
STREET
CENTER LEFT
TURK LANE
END BIKE STRIPE
AT THE START 14' MINIMUM
OF THE TURN PATTERN TRAVEL LANES
SPECIALIZED
40' EXAMPLE — — TURN PATTERN
Figure E-4. Urban Intersection Striping Standards
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 51
Racing was very popular in the cycling's early days. The first
officially sanctioned race in America occurred in 1878. Madison
square Garden, which was built for bicycle racing, was the scene
of many -six-day" spectades (a modern variation of the six-day,
called the Madison, is popular in Europe). By 1895 there were
over 600 professional racing cyclists in the United States.
Deschutes County Bicycle Master Plan, 1111190 Final Draft
0109 0580
52
y
Appendix F. Proposed .Routes
The proposed bikeways are described in Table F-1. The three maps in the insert pocket show
these routes for the County and the cities of Bend and Redmond.
Table F-1. Proposed Routes
Deschutes County Bicycle Master Plan, 11/1190 Final Draft 53
Table F-1. Proposed Routes (cont'd) 0.09 0582
(Table to be completed with maps.)
Deschutes County Bicycle Master Plan, 1111190 Final Draft 54
[Insert pocket for maps.]
0109 0583
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 55
.�
IA
,I J
0100 0584
[Back of insert pocket]
Deschutes County Bicycle Master Plan, 1111190 Final Draft 56
Appendix G. Statutes 0109 0585
[Copy from Appendix A of State Bicycle Master Plan; 11 pages.]
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft 5
0109 0us6
Appendix H. Local Funding Assistance Application
and Rating Sheet
[Copy 6/1/90 memo from Bikeway program Manager; 4 pages.]
69
Deschutes County Bicycle Master Plan, 11/1/90 Final Draft