City of Oxnard - Bicycle and Pedestrian Master Plan Appendices
City of Oxnard - Bicycle and Pedestrian Master Plan Appendices City of Oxnard - Bicycle and Pedestrian Master Plan Appendices
City of Oxnard | Bicycle and Pedestrian Master Plan Additional Discussion – Multi-Use Paths in Existing Active Rail Corridors Existing Guidance: From “Rails-with-Trails”(RWT): Lessons Learned, FHWA, 2002” “No national standards or guidelines dictate rail-with-trail facility design. Guidance must be pieced together from standards related to multi-use paths, pedestrian facilities, railroad facilities, and/or roadway crossings of railroad rights-of-way. Multi-use path designers should work closely with railroad operations and maintenance staff to achieve a suitable RWT design. Whenever possible, path development should reflect standards set by adjacent railroads for crossings and other design elements. Ultimately, RWTs must be designed to meet both the operational needs of railroads and the safety of multi-use path users. The challenge is to find ways of accommodating both types of uses without compromising safety or function.” Design Considerations for Rails with Trails: Setback: The setback is the distance from the centerline of the railroad to the edge of the multi-use path facility. Each railroad generally has its own policies on multi-use paths adjacent to active rail lines. For example, the BNSF’s policy on “Trails with Rails” states, “Where train speeds are greater than 90 mph, trails are not acceptable. No trail will be constructed within 100 ft of any mainline track where train speeds are between 70 mph and 90 mph. Trails may be constructed between 50 ft and 100 ft where mainline train speed is 50 mph to 70 mph. Trails may be constructed 50 ft from centerline of track where train speeds are 25 mph to 50 mph, and 30 ft from any branchline track with speeds of 25 mph or less. No trails less than 30 ft from centerline of track for any reason.” The Southern California Regional Rail Authority (SCRRA) has published guidelines for rail-with-trail projects and identifies its minimum recommended setback requirements: • 45 feet for main line track where train speeds exceed 90 mph • 40 feet for main line track where train speed is between 90 and 78 mph • 35 feet where main line speed is between 78 and 60 mph • 30 feet where main line speed is between 59 and 40 mph; and • 25 feet where main line speed is below 40 mph. Additionally, the SCRRA acknowledges that it may not be possible to provide recommended minimum setbacks at certain points. Additional barriers, vertical separation or other methods will be employed. Separation Separation is any physical barrier that keeps multi-use path users from accessing railroad operations. Separation can take the form of fencing, walls, vegetation, vertical grade, and ditches or swales. Fencing is the most common form of separation and can vary from chain link, wrought iron, vinyl, steel picket, galvanized pipe, and wooden rail. Fencing should be a minimum of 5 feet in height with higher fencing next to sensitive areas such as switching yards. Fencing Railroads typically require fencing with all rail-with-trail projects. Concerns with trespassing and safety can vary with the amount of train traffic on the adjacent rail line and the setting of the multi-use path, i.e. whether the section of track is in an urban or rural setting. The SCRRA typically requires tubular steel or welded wire mesh fencing. Exceptions may be granted that include ‘best practices to ensure safe trail use and rail operations.’ In rural or environmentally sensitive areas, fencing options may include a three rail split-rail fence in combination with landscaping. Fence height should be 4 to 5 feet within 150 feet of at-grade crossings and six feet in other areas. Section 1.2.6.2.6 provides further guidance on fencing. Full SCRRA guidelines can be found at Alta Planning + Design | A-13
Appendix A | Design Guidelines http://www.metrolinktrains.com/documents/Public_Projects/Rail_with_Trail_Guidelines_021204.pdf A.2.5. Coastal Paths Design Summary Preferred Width: 17’ Multi-use path: 12’ minimum; 17’ with parallel 5’ pedestrian path, with 1’ clearance for signage. Pavement Markings Facility should have graphic markings for non-English speakers. Striping Dashed centerline and shoulder striping should be used. Surfacing Paved surface adequate to support maintenance vehicles. Required thickness dependent upon paving material and subgrade. Preferred Design – with separation Discussion Coastal Paths attract many types of pathway users and conveyances. Bicyclists, pedestrians, rollerbladers, strollers, and pedal cabs typically compete for space. To provide an adequate and pleasant facility, adequate widths and separation are needed to maintain a good pathway environment. Preferred Design – no separation Offsetting of the pedestrian path should be provided if possible. Otherwise, physical separation should be provided in the form of striping or landscaping. The multi-use path should be located on whichever side of the path will result in the fewest number of anticipated pedestrian crossings. For example, the multi-use path should not be placed adjacent to large numbers of destinations. Site analysis of each project is required to determine expected pedestrian behavior. Guidance • California MUTCD • Caltrans Highway Design Manual (Chapter 1000) • AASHTO Guide for the Development of Bicycle Facilities A-14 | Alta Planning + Design
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Appendix A | Design Guidelines<br />
http://www.metrolinktrains.com/documents/Public_Projects/Rail_with_Trail_Guidelines_021204.pdf<br />
A.2.5.<br />
Coastal Paths<br />
Design Summary<br />
Preferred Width: 17’<br />
Multi-use path: 12’ minimum; 17’ with parallel 5’ pedestrian path,<br />
with 1’ clearance for signage.<br />
Pavement Markings<br />
Facility should have graphic markings for non-English speakers.<br />
Striping<br />
Dashed centerline <strong>and</strong> shoulder striping should be used.<br />
Surfacing<br />
Paved surface adequate to support maintenance vehicles.<br />
Required thickness dependent upon paving material <strong>and</strong><br />
subgrade.<br />
Preferred Design – with separation<br />
Discussion<br />
Coastal Paths attract many types <strong>of</strong> pathway users <strong>and</strong><br />
conveyances. Bicyclists, pedestrians, rollerbladers, strollers, <strong>and</strong><br />
pedal cabs typically compete for space. To provide an adequate<br />
<strong>and</strong> pleasant facility, adequate widths <strong>and</strong> separation are needed<br />
to maintain a good pathway environment.<br />
Preferred Design – no separation<br />
Offsetting <strong>of</strong> the pedestrian path should be provided if possible.<br />
Otherwise, physical separation should be provided in the form <strong>of</strong><br />
striping or l<strong>and</strong>scaping.<br />
The multi-use path should be located on whichever side <strong>of</strong> the<br />
path will result in the fewest number <strong>of</strong> anticipated pedestrian<br />
crossings. For example, the multi-use path should not be placed<br />
adjacent to large numbers <strong>of</strong> destinations. Site analysis <strong>of</strong> each<br />
project is required to determine expected pedestrian behavior.<br />
Guidance<br />
• California MUTCD<br />
• Caltrans Highway Design Manual (Chapter 1000)<br />
• AASHTO Guide for the Development <strong>of</strong> <strong>Bicycle</strong> Facilities<br />
A-14 | Alta <strong>Plan</strong>ning + Design
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