MINNEAPOLIS PARK & RECREATION BOARD DRAFT TRAIL DESIGN STANDARDS FOR: SIGNS AND PAVEMENT MARKINGS

MINNEAPOLIS PARK & RECREATION BOARD DRAFT TRAIL DESIGN STANDARDS FOR: SIGNS AND PAVEMENT MARKINGS October 14, 2014

CHANGE LOG Additions and changes to this document should be summarized on this page and detailed in the Appendix. Change No. Date Affected Page No. Summary of Change Appendix Page No. 1

MINNEAPOLIS PARK & RECREATION BOARD DRAFT TRAIL DESIGN STANDARDS FOR: SIGNS AND PAVEMENT MARKINGS CONTENTS Change log... 1 Purpose and rationale for guidance... 3 How to use this document... 4 Resources consulted... 6 Standards for signs and pavement markings on trails... 7 Standards for signs and pavement markings at street/driveway crossings... 16 Materials... 25 Items for future inclusion... 27 References... 28 Appendix: to be included in final trail standards... 29 2

PURPOSE AND RATIONALE FOR GUIDANCE The Minneapolis Park and Recreation Board (MPRB) owns and maintains an expansive system of trails within the City of Minneapolis. The system comprises over 51 miles of bicycle, shared-use and pedestrian trails, including those located within the Grand Rounds National Scenic Byway. The trail system has a long history, dating back to the construction of the first bicycle trails in the late 1890s and has expanded incrementally over the past century, resulting in varying sign and marking types throughout the system. The MPRB system links to many other regional trails, bikeways, and sidewalks owned and operated by other agencies. Signs and markings on connecting facilities oftentimes do not match those on the MPRB trails. The variations in sign and marking types can result in confusion and uncertainty for trail users and motorists. The goal of the MPRB Trail Standards for Signs and Pavement Markings project is to create uniform standards for regulatory, warning and operational signs and pavement markings within the MPRB owned and managed trail network. The standards established will guide MPRB staff and consultants in the design and maintenance of MPRB trails including street/driveway crossings. It is also anticipated that the MPRB standards will serve as a resource for agencies with connecting facilities so that the systems can be better coordinated for the benefit of trail users. The MPRB trail system links to trails operated by the Cities of Minneapolis and St. Paul and Three Rivers Park District. It is a high priority for the MPRB to establish standards that are consistent with standards, guidelines and practices employed with the City of Minneapolis Department of Public Works, given that both agencies serve the same geographic area and many of the same system users. It is unlikely that most users are aware of the two different networks within the community, so it is very important that the networks are consistent with one another. Consistency with other agencies (City of St. Paul and Three Rivers Park District) is also important, but to a slightly lesser degree. The MPRB Trail Standards for Signs and Pavement Markings have been developed to be in compliance with the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD). The MN MUTCD establishes standards for traffic control devices on public roadways, pedestrian facilities, and bikeways within the State of Minnesota. It is a legal document and guides public agencies in the installation of traffic control devices. It is important that trail signs and markings first comply with the requirements set forth in the MN MUTCD. The development of the standards in this document have also been informed by a review of local, state, and national trail standards, guidance, and research. They are consistent with trail design requirements from the MN MUTCD and local, state, and national guidance that has been supported by thorough research and evaluation. The standards in this document are consistent with MPRB s goals to promote user safety while avoiding over-signing and over-marking trails. MPRB prefers to minimize the number of signs and markings for four primary reasons; to prevent users from becoming desensitized to regulatory signs and markings; to preserve park environment aesthetics; to minimize ongoing maintenance; and to be cognizant of future budgets. As these standards are implemented, MPRB will be making progress towards its goals of minimizing confusion and conflict points, ultimately creating a safer trail system for all users. 3

HOW TO USE THIS DOCUMENT Document Organization The standards in this document are organized into the following sections: STANDARDS FOR SIGNS AND PAVEMENT MARKINGS ON TRAILS Standards described in this chapter apply to signs and pavement markings for trail segments. This chapter includes signs and markings that are directed at trail users and presents guidance for the following types of signs and pavement markings: Signs: o Mode-specific guide signs o Signs and right of way assignment at intersections of two regional trails o Warning signs Pavement Markings: o Trail striping o Mode-specific guide pavement markings o Pavement marking warnings STANDARDS FOR SIGNS AND PAVEMENT MARKINGS AT STREET/DRIVEWAY CROSSINGS Standards described in this chapter apply to trail crossings of parking lot entrances, driveways, and public roadways. This chapter includes signs and pavement markings that are directed at trail and roadway users. This section includes guidance for signs and pavement markings organized by the type of crossing, including: Trail crossings of parking lot entrances or driveways Trail crossings at two- or four-way stop controlled intersections Trail crossings at roundabouts Trail crossings at signalized intersections Mid-block trail crossings This section also includes guidance on right of way assignment of trails at street/driveway crossings. MATERIALS This chapter includes standards for signage and pavement marking materials to be used on MPRB trails. DEFINITIONS The following terms are used to describe standards, recommended practices, and optional practices: Shall: Indicates a required, mandatory, or specifically prohibitive practice regarding signs and pavement markings. Should: Indicates a recommended, but not mandatory, practice in typical situations. May: Indicates an optional practice. 4

ENGINEERING JUDGMENT AND DESIGN EXCEPTIONS This document establishes standards for signs and pavement markings based on common situations within the MPRB trail system. However, these standards are not a substitute for engineering judgment. Specific site conditions may require variation or exception from these standards. Design exceptions should be documented and signed off by a registered professional engineer to justify variation from the standards established in this document. Documentation should include a description of the site conditions, rationale for variation from standards, and the proposed signing/marking plan. COMPLIANCE WITH MN MUTCD As noted above, MPRB Trail Standards have been developed in compliance with the January 2014 version of the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD). As with most reference documents, the MN MUTCD is revised and updated periodically as new practices are established. The latest version of the MN MUTCD should be consulted prior to installation of any new/updated signs and pavement markings to verify compliance. MPRB Asset Management staff will review and update this document following MN MUTCD updates. Any updates will be included in the Change Log. PROCESS FOR UPDATING TRAIL STANDARDS Bicycle and pedestrian facility design is continually evolving based on research and evaluation of new facility types and traffic control devices. This document is intended to be updated based on new standards, guidance, and research. The following process should be followed to update this document: 1. Review newly released standards, guidance, and research to identify inconsistencies with MPRB Trail Standards. 2. Determine proposed changes to MPRB Trail Standards. 3. Document rationale for changes to standards. 4. Engage MPRB staff, leadership, Board of Commissioners, and trail users as determined appropriate. 5. Edit MPRB Trail Standards document. 6. Document changes to standards in the Change Log at the beginning of the document. 7. Document changes to standards in the Appendix. Provide details about the changes from the previous version and rationale for changes. 5

RESOURCES CONSULTED The primary goal of this document is to develop standards for regulatory, warning and guide trail signs and pavement markings that are compatible with other trail systems and regulatory requirements. To further this goal, this process began with a review and comparison of local, state, and national trail standards, guidance, and research. This included interviews with local and state agency staff to gain an understanding of agency practices regarding regulatory and guide signs and pavement markings. The following resources and staff were consulted to develop standards for signs and markings on MPRB trails: Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD) Minnesota Department of Transportation (MnDOT) Bikeway Facility Design Manual MnDOT Local Road Research Board (LRRB) Best Practices Synthesis and Guidance in At- Grade Trail-Crossing Treatments American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide Federal Highway Administration (FHWA) Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations MnDOT staff interview Hennepin County staff interview Three Rivers Park District (TRPD) staff interview and Guidance for Three Rivers Park District Trail Crossings Minneapolis Park and Recreation Board (MPRB) staff interview and printed guidance Minneapolis Department of Public Works (DPW) staff interview and Guidelines for the Installation of Traffic Control Devices at Intersections of At-Grade Shared-Use Path and Public Streets. City of St. Paul staff interview The MN MUTCD establishes standards for traffic control devices on public roadways, pedestrian facilities, and bikeways within in the State of Minnesota. It is a legal document and guides public agencies in the installation of traffic control devices. It is important that trail signs and markings first comply with the requirements set forth in the MN MUTCD. The other resources consulted to prepare this report are guidelines and recommendations for trail design. These resources supplement but do not substitute for the MN MUTCD. 6

STANDARDS FOR SIGNS AND PAVEMENT MARKINGS ON TRAILS Standards described in this chapter apply to signs and pavement markings for trail segments and do not apply to signs and pavement markings at trail crossings of driveways or public roadways. This chapter includes signs and markings that are directed at trail users only. Standards in this chapter are based off the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD). Consult the MN MUTCD for the most up-to-date guidance prior to installing signs or markings. Signs MODE-SPECIFIC GUIDE SIGNS Mode-specific guide signs shall be installed on all trails to indicate whether a trail is intended for bicycle, pedestrian, or combined use. Mode-specific guide signs shall also be used on trails where bicycle and pedestrian use is designated by striping of separate lanes for bicyclists and pedestrians. Mode-specific guide signs should be installed in the following situations: At the beginning of a trail In locations where combined trails merge or separate Within 100 feet of an intersection of two trails At common entry points to a trail, such as heavily used sidewalks or parking lots Periodically along a trail to reinforce mode-specific trail or lane designation To avoid sign clutter, mode-specific guide signs should not be installed more frequently than once every quarter mile, unless conditions warrant additional guidance. MODE-SPECIFIC GUIDE SIGN DIMENSIONS & INSTALLATION Sign Dimensions: 18 x18 Post: Wood 6 x6 square. Number: Up to two signs may be installed on each sign post, as shown in the image below. Placement: 7.5 from trail to bottom edge of sign. Any part of a sign shall be at least 2 from the edge of the trail to preserve the trail clear zone. Exceptions may be made in constrained situations. Color: Mode-specific guide signs shall have white symbols with a blue background. WRONG WAY signs shall have white symbols and text with a red background. Example application of mode-specific guide signs 7

Bicycle and pedestrian mode-specific guide signs shall be adapted from MN MUTCD signs D11-1 and D11-2. Combined trail signs shall follow the style shown below. On one way bicycle trails, WRONG WAY signs shall be installed on the back of bicycle guide signs to reinforce that the trail is designated for one way bicycle travel. WRONG WAY signs shall be placed facing wrong way bicycle traffic. MPRB-adapted MMUTCD D11-1 and D11-2 signs Combined Trail and Wrong Way signs DEFINITIONS: Shall: Indicates a required, mandatory, or specifically prohibitive practice regarding signs and pavement markings. Should: Indicates a recommended, but not mandatory, practice in typical situations. May: Indicates an optional practice. 8

SIGNS AT INTERSECTIONS OF TWO REGIONAL TRAILS Trail name signs should be installed at the intersection of two regional trails. Trail name signs notify users that they are approaching another regional trail and provide users with information about their location on the trail system. Trail name signs shall follow a similar design to the Minneapolis Department of Public Works trail name signs. Trail name signs shall have a blue background and include a bicycle symbol, pedestrian symbol, and the name of the trail in white text. An example sign is shown below. INTERSECTION SIGN DIMENSIONS & INSTALLATION Sign Dimensions: 6 height, width varies. Post: Trail name signs may be placed on existing sign posts. New sign posts shall be wood 6 x6 square. Number: Two signs shall be placed on a post. As of 2014, MPRB trails that are not designated by the Metropolitan Council as regional trails are named using the adjacent parkway name. Trail name signs should be installed once there is a clear list of named regional and non-regional trails. This list should be correlated with property files and regional park master plans as on record. RIGHT OF WAY AT INTERSECTIONS OF TWO REGIONAL TRAILS At the intersection of two regional trails, the trail with a higher volume of users (bicyclists and pedestrians) should have the right of way. A yield sign shall be installed facing the lower volume trail. Placement: 8 from trail to bottom edge of sign. The edge of sign shall be at least 2 from the edge of the trail to preserve the trail clear zone. Exceptions may be made in constrained situations. Trail name signs shall be placed within 10 of an intersection of two trails. If there is not an existing post within 10 of an intersection of two trails, a new post should be installed at the northeast corner of the intersection. Color: White symbols with blue text Example application of trail name signs 9

WARNING SIGNS Warning signs may be installed to notify users of conditions not readily apparent, such as curves, intersections, or surface conditions that could cause hazardous conditions for trail users. Warning signs should be installed sparingly and engineering judgment should be used to determine whether warning signs are necessary. Examples of MN MUTCD warning signs are below. The MN MUTCD should be consulted for the full range of warning signs. WARNING SIGN DIMENSIONS & INSTALLATION Sign Dimensions: 18 x18 Post: Existing sign post or U-channel post. Placement: Example MN MUTCD warning signs Signal ahead, stop ahead, and yield ahead signs should be used only when topography or other conditions prevent the fastest expected trail user to see an intersection within an adequate stopping sight distance. See Table 1 to determine the stopping sight distance for bicyclists based on speed and descending grade of trail. At intersections with high volume sidewalks or other trails, pedestrian (W11-2) or trail crossing (W11-15) warning signs with downward arrows (W16-7P) may be installed facing trail traffic. Table 1: Bicyclist stopping sight distance Stopping sight distance for bicyclist (in feet) Minimum of 4 from trail to bottom edge of sign. Any part of a sign shall be at least 2 from the edge of the trail to preserve the trail clear zone. Exceptions may be made in constrained situations. Warning Sign Location: Warning signs should be located based on the stopping sight distance of the fastest expected trail users, no closer than 100 feet from the condition warranting the warning sign. See Table 1 for stopping sight distance for bicyclists based on speed and descending grade of trail. Descending grade of trail 0 1% 2% 3% 4% 5% 6% 7% 8% 10 58 59 61 62 64 67 70 74 78 Speed of fastest expected trail user (MPH) 15 102 105 109 113 118 123 130 138 149 20 157 162 169 176 185 195 207 222 240 10

Pavement Markings TRAIL STRIPING Yellow centerline striping shall be installed on all bicycle and combined trails. A broken yellow line shall be used when passing is permitted, and a solid yellow line shall be used when passing is not permitted. The examples below illustrate the striping color and patterns for bicycle and combined trails. Trails narrower than 12 wide should be marked as combined bicycle and pedestrian trails. TRAIL STRIPING DIMENSIONS Striping Width: 4 Broken Line Dimensions: A 3 segment with a 9 gap should be used. TRAIL STRIPING COLOR Yellow striping shall only be used for the following: Striping color and pattern for bicycle and combined trails On 12-foot wide trails designated for both bicycle and pedestrian use, the trail should be separated into two way bicycle travel and two way pedestrian travel lanes. A yellow centerline should be used to separate each direction of bicycle traffic. Bicycle and pedestrian lanes should be separated by a solid white line. The pedestrian lane should be located closest to the water body that the trail follows (creek, lake, or river).the illustration below shows the recommended striping and symbols for 12-foot wide trails. Trails wider than 12 may follow the striping patterns below; however, the bicycle and pedestrian lanes can be widened to fill the width of the trail. Bicycle and combined trail centerline markings To warn users of obstructions in the center of the trail White striping shall only be used for the following: Separating bicycle and pedestrian lanes Edgeline striping To warn users of obstructions at the edge of the trail To designate the clear zone (when not designated by a different material than the trail) Striping color and pattern for 12-foot wide trails White edgeline striping may be considered in locations where nighttime riding is expected and low-light conditions may make it challenging for trail users to find the edge of the trail. For projects receiving federal or state aid funds, MnDOT State Aid requires a 2-foot clear zone on either edge of the trail. In most cases, the clear zone is designated by a different material than the trail, such as a natural or turf surface. Where the clear zone is not 11

designated by a different material than the trail, a white edgeline stripe shall be used to designate the clear zone. MODE-SPECIFIC GUIDE PAVEMENT MARKINGS On separate bicycle and pedestrian trails and where trails are divided into separate bicycle and pedestrian lanes, pavement marking symbols should be used to guide users to the appropriate location. Pavement markings should be installed in approximately the same location as mode-specific guide signs and should be used in the following situations: At the beginning of a trail In locations where combined trails merge or separate Within 100 feet of an intersection of two trails At common entry points to a trail, such as heavily used sidewalks or parking lots Periodically along a trail to reinforce mode-specific trail or lane designation for trail users, no more frequently than once every quarter mile unless conditions warrant additional guidance for trail users MODE SPECIFIC GUIDE PAVEMENT MARKINGS DIMENSIONS & INSTALLATION Symbol/Text Dimensions: Pedestrian and bicycle symbols: 20 wide x 36 tall One way arrow: 16 wide x 36 tall ONE WAY text: 20 wide x 36 tall. Symbol/Text Spacing: In locations where symbols are used in combination, they should be spaced 24 apart. Symbols shall be placed in the center of the trail or lane. Pedestrian and bicycle pavement marking symbols Symbols shall follow the style indicated in the MN MUTCD. Combined trails shall be marked with both pedestrian and bicycle symbols (as shown below) to indicate that both pedestrians and bicyclists are expected to use the trail. One way bicycle trails shall be marked with ONE WAY text, a bicycle symbol, and an arrow pointing in the direction of one way trail traffic, as shown below. Symbol/Text Direction: Symbols and text shall be installed facing the direction of expected traffic. Color: All pavement marking symbols and text shall be white. 12

One way bicycle trail and combined trail pavement marking symbols 13

PAVEMENT MARKING WARNINGS In congested areas of the trail system, pavement markings may be used to warn users of potential congestion and alert them about the need to slow down. SLOW markings may be used in these locations. When used, SLOW markings should be installed at the beginning of congested areas and periodically along the trail if congestion is present along an extended segment. Speed limits should not be marked on trails. Selection of locations for SLOW markings should be determined using engineering judgment, width of the trail, and available data on user volumes and crashes or conflicts between users. SLOW markings may be considered in locations where the total volume of trail users (both bicyclists and pedestrians) exceeds 2,000 users per day. CONGESTED AREA PAVEMENT MARKINGS DIMENSIONS & INSTALLATION SLOW Text Dimensions: 48 wide x 36 tall SLOW Text Placement: Text shall be placed in the center of the trail or lane. SLOW Text Direction: Text shall be installed facing the direction of expected trail traffic. Color: White Trail intersections with high volume sidewalks or other trails may create conflicts for trail users. A zebra-style crosswalk (illustrated on the next page) may be installed to mark intersections with high volume sidewalk or trail connections. Trail intersection markings may be considered in the following situations: Where the volume of users on the regional trail exceeds 1,000 trail users per day Where the volume of pedestrians or bicyclists crossing the trail exceeds 15 crossings per hour during the peak hour of trail use When poor sight lines make it difficult for users to see pedestrians or bicyclists crossing the trail Where there is a history of conflicts and/or crashes between trail users TRAIL/SIDEWALK INTERSECTION TRAIL/SIDEWALK PAVEMENT INTERSECTION MARKINGS PAVEMENT DIMENSIONS & MARKINGS INSTALLATION DIMENSIONS & Crosswalk Dimensions: INSTALLATION Crosswalk blocks shall be Crosswalk 1 wide by 6-10 dimensions: tall (height [waiting should for dimensions match sidewalk from City or of trail width). Crosswalk Minneapolis] blocks shall be placed 1.5 apart. Crosswalk placement: The Crosswalk crosswalk Placement: shall be placed The crosswalk at the intersection shall be of placed the main at the trail intersection and sidewalk of the main or trail intersecting and trail. sidewalk or intersecting trail. Color: White Color: White 14

Example trail/sidewalk intersection pavement markings OBSTRUCTION PAVEMENT MARKINGS DIMENSIONS & INSTALLATION Striping Width: 4 Yellow markings shall be used to mark obstructions in the center of the trail White markings shall be used to mark obstructions on the edge of the trail. Example obstruction pavement markings Pavement markings should be used to direct trail users away from obstructions in the trail, such as signs, light posts, or bollards. Yellow markings should be installed to mark obstructions in the center of the trail. White markings should be installed to mark obstructions at the edge of the trail. The illustration above provides examples of obstruction pavement markings. 15

STANDARDS FOR SIGNS AND PAVEMENT MARKINGS AT STREET/DRIVEWAY CROSSINGS Standards described in this chapter apply to trail crossings of parking lot entrances, driveways, and public roadways. This chapter includes signs and markings that are directed at trail users and at roadway users. Standards in this chapter are based on the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD). Consult the MN MUTCD for the most up-to-date guidance prior to installing signs or pavement markings. PARKING LOT/ DRIVEWAY SIGNS & MARKINGS Signs: Stop sign facing driveway or parking lot exit. Markings: None Trail crossings of parking lot entrances or driveways MPRB trails cross driveways and parking lot entrances in several locations. MPRB considers trail users to have priority at crossings of driveways and parking lot entrances. SIGNS At a trail crossing of a driveway or parking lot entrance, vehicle traffic exiting the driveway or parking lot shall be stop controlled. If the driveway or parking lot is owned and operated privately, MPRB should consider purchasing a stop sign to be installed facing the private driveway or parking lot. No other signs should be installed on the trail approach or driveway/parking lot entrance approaches. PAVEMENT MARKINGS No pavement markings shall be installed at trail crossings of driveways or parking lot entrances. DEFINITIONS: Shall: Indicates a required, mandatory, or specifically prohibitive practice regarding signs and pavement markings Should: Indicates a recommended, but not mandatory, practice in typical situations. May: Indicates an optional practice. 16

Trail crossings at two- or four-way stop controlled intersections Guidance in this section applies to trail crossings at two- or four-way stop controlled intersections of public streets. This guidance applies when the trail is parallel to a public street and crosses within close proximity (within 30 feet) of the intersection. SIGNS Right of way for trail users shall be governed by the parallel street. If the parallel street is not stop controlled, the trail shall not be stop controlled. Stop signs on the intersecting street shall be placed in advance of the trail crossing to indicate to roadway users that they must stop before the trail crossing, as shown on the following page. If the parallel street is stop controlled, the trail shall be stop controlled. In most situations, it is not necessary to install a stop sign directed towards trail users as trail traffic is controlled by the stop sign on the roadway. Engineering judgment should be used to determine whether it is necessary to install a stop sign directed towards trail users. Advance trail crossing warning signs (W11-15) are not recommended at most two- or four-way stop controlled intersections. Advance trail crossing warning signs may be considered at two- or four-way stop controlled intersections under the following circumstances: Where the intersecting street is not stop controlled Trail user volumes are greater than 1,000 users per day (pedestrians and bicyclists combined) Traffic volumes on the roadway approach are greater than 5,000 vehicles per day There is a history of conflicts and/or crashes Advance trail crossing warning sign: W11-15 PAVEMENT MARKINGS Crosswalk markings are not recommended at trail crossings at twoor four-way stop controlled intersections. Zebra-style crosswalk markings may be considered under the following circumstances: Where the intersecting street is not stop controlled Trail user volumes are greater than 1,000 users per day (pedestrians and bicyclists combined) Traffic volumes on the roadway approach are greater than 5,000 vehicles per day There is a history of conflicts and/or crashes TWO- OR FOUR- WAY STOP CONTROLLED INTERSECTIONS SIGNS & MARKINGS Signs directed towards the roadway: Standard: No trail-specific signs Optional: Advance crossing trail crossing warning signs based on specific criteria discussed in text Signs directed towards trail users: Standard: None Optional: Stop sign directed towards trail users if trail design or sight lines prevent trail users from clearly seeing stop sign on the roadway Markings: Standard: None Trail crossing warning sign: Optional: Zebra-style W11-15 crosswalk may be considered based on specific criteria discussed in text. Crosswalk Dimensions: 2 wide by 6-10 tall (height should match sidewalk or trail width). Crosswalk blocks shall be placed 3 apart. 17

Example signing and marking for a trail crossing at a side-street stop controlled intersection Example signing and marking for a trail crossing at an all-way stop controlled intersection 18

Trail crossings at roundabouts Guidance in this section applies to trail crossings at roundabout intersections. SIGNS Trail crossing warning signs (W11-15) with a downward arrow (W16-7P) should be installed on the roadway approaches to a trail crossing at a roundabout. In most situations, the trail approach to a roundabout should not be signed. Yield signs directed towards trail users may be considered in certain locations based on engineering judgment. Yield signs may be considered in locations where trail traffic exceeds 1,000 users per day (pedestrians and bicyclists combined). PAVEMENT MARKINGS A zebra-style crosswalk shall be marked for the trail crossing of roundabout entrances and exits. Crosswalks should be a minimum of 20 feet from the edge of the circulatory roadway, as shown in the illustration below from the MN MUTCD. ROUNDABOUT SIGNS & MARKINGS Signs directed towards the roadway: Trail crossing warning sign (W11-15) with downward arrow (W16-7P) Signs directed towards trail users: Standard: None Optional: Yield sign where trail traffic exceeds 1,000 users per day. Markings: Zebra-style crosswalks Crosswalk Dimensions: 2 wide by 6-10 tall (height should match trail width). Crosswalk blocks shall be placed 3 apart. If the trail is wider than 10, the crosswalk should be centered to follow the trail alignment. Placement: Minimum 20 from the edge of the circulatory roadway. Trail crossing warning sign (W11-15) with downward arrow 19

Trail crossings at signalized intersections Guidance in this section applies to trail crossings at signalized intersections of public streets. This guidance applies when the trail is parallel to a public street and crosses within close proximity (within 30 feet) of the intersection. SIGNS No signs are recommended at trail crossings at signalized intersections. Trail crossing warning signs (W11-15) shall not be installed at signalized intersections. Trail traffic is controlled by the traffic signal. In situations where the traffic signal is not visible to trail users at the stopping sight distance of the fastest expected trail user, a signal warning sign (W3-3) may be installed. PAVEMENT MARKINGS A zebra-style crosswalk shall be marked for the trail crossing at a signalized intersection. City of Minneapolis Public Works marks crosswalks at all pedestrian crossings at signalized intersections. Stop bars may be considered to emphasize that roadway users must stop behind the trail crosswalk at a signalized intersection. Stop bars should be installed to supplement a marked crosswalk and should not be installed in locations without marked crosswalks. Installation of stop bars may be considered based on engineering judgment in the following situations: The trail is wider than 10 feet wide Trail user volumes are greater than 1,000 users per day (pedestrians and bicyclists combined) Traffic volumes on the roadway approach are greater than 5,000 vehicles per day There is a history of conflicts and/or crashes SIGNALIZED INTERSECTION SIGNS & MARKINGS Signs directed towards the roadway: None Signs directed towards trail users: Standard: None Optional: Signal warning sign (W3-3) based on specific criteria explained in text Markings: Standard: Zebra-style crosswalks Crosswalk Dimensions: 2 wide by 6-10 tall (height should match trail width). Crosswalk blocks shall be placed 3 apart. If the trail is wider than 10, the crosswalk should be centered to follow the trail alignment. Optional: Addition of stop bar based on specific criteria explained in text. Stop Bar Dimensions: 12-24 height, width varies depending on width and number of lanes on roadway. Stop Bar Placement: Recommended 10 in advance of the crosswalk 20

Example placement of stop bar and crosswalk at trail crossing at a signalized intersection 21

Mid-block crossings Guidance in this section applies to trail crossings of public streets at mid-block locations. Mid-block crossings are defined as crossings of roadways located more than 30 feet away from the nearest intersection. Mid-block trail crossings are not considered legal crosswalks unless marked. If MPRB is considering installation of a mid-block crosswalk across a four lane roadway, staff should consult FHWA Safety Effects of Marked Versus Unmarked Crosswalks at Uncontrolled Locations to determine whether a mid-block crosswalk should be installed with or without additional crossing enhancements. MnDOT Pedestrian Crossings: Uncontrolled Location guidance may also be consulted. SIGNS DIRECTED TOWARDS ROADWAY USERS Trail crossing warning signs (W11-15) with a downward arrow (W16-7P) shall be installed on the roadway approaches to a mid-block trail crossing. Advance crossing warning signs (W11-15) shall be installed in advance of all mid-block crossings. Placement of advance crossing warning signs is determined by roadway speeds and shall be installed in conformance with MN MUTCD Table 2C-4, as summarized below. Parking shall be restricted within 30 feet of mid-block trail crossings. No Parking Any Time (R7-1) signs shall be installed 30 feet in advance of a mid-block trail crossing. Posted or 85th- Percentile Speed 20 mph 225 ft 25 mph 325 ft 30 mph 460 ft 35 mph 565 ft 40 mph 670 ft Advance crossing warning sign placement distance from midblock trail crossing SIGNS DIRECTED TOWARDS TRAIL USERS In most situations, the trail approach to a mid-block crossing should be controlled by a yield sign. Engineering judgment may be used to determine when a stop sign may be more appropriate. Stop signs directed towards trail users may be considered depending on the volume and cross section of the intersection road or when there are poor sight lines for trail users. MID-BLOCK CROSSING SIGNS & MARKINGS Signs directed towards the roadway: Trail crossing warning (W11-15) with downward arrow (W16-7P), advance crossing warning signs (W11-15), No Parking symbol (R8-3) Signs directed towards trail users: Standard: Yield sign Optional: Stop sign, to be installed depending on volume and cross section of the intersection road or when there are poor sight lines for trail users Markings: Zebra-style crosswalks Crosswalk Dimensions: 2 wide by 6-10 tall (height should match trail width). Crosswalk blocks shall be placed 3 apart. If the trail is wider than 10, the crosswalk should be centered to follow the trail alignment. PAVEMENT MARKINGS A zebra-style crosswalk shall be installed at mid-block trail crossings. 22

Example signs and pavement markings at a mid-block trail crossing 23

Trail Right of Way Assignment at Streets/Driveways MPRB follows the City of Minneapolis Public Works guidelines for right of way assignment of trail crossings at streets and driveways. The city s guidelines are detailed on pages 13-19 in the city s Guidelines for the Installation of Traffic Control Devices at Intersections of At-Grade Shared-Use Path and Public Streets (2009). The following is a summary of the city s guidance. STOP CONTROLLED INTERSECTIONS Right of way for trail users shall be governed by the right of way assigned to the parallel street. If the parallel street is not stop controlled, the trail shall not be stop controlled. Stop signs on the parallel street shall be placed in advance of the trail crossing to indicate to roadway users that they must stop before the trail crossing. If the parallel street is stop controlled, the trail shall be stop controlled. MID-BLOCK CROSSINGS Assignment of priority should be determined based on relative importance of the roadway, relative volumes of trail and roadway, and relative speeds of trail and roadway users. On Community Connector, Neighborhood Connector, Industrial Connector, Parkway, or Residential Streets, the trail could be given priority over the roadway if the total volume of trail users is greater than the average daily traffic on the intersecting roadway and a site investigation does not find any characteristics that would cause a safety hazard by stopping or yielding the roadway traffic. Yield signs should be used on the lower priority approach when appropriate. 24

MATERIALS Standards described in this chapter apply to sign and pavement marking material types for use on trails and at trail crossings and are based on the MN MUTCD. Consult the MN MUTCD for the most up-todate guidance prior to installing or maintaining signs or markings. MATERIALS FOR TRAIL AND ROADWAY SIGNS As described in the MN MUTCD, regulatory, warning, and guide signs and object markers shall be retroreflective to show the same type and similar color by both day and night. The table below details the retroreflectivity requirements to be applied to all signs. Mode-specific guide signs shall be installed on 6 x6 square wood posts. All other signs should be installed on standard metal sign posts. Source: MN MUTCD 25

MATERIALS FOR PAVEMENT MARKINGS The MN MUTCD requires that all markings be retroreflective. All permanent trail striping, symbols, pavement messages, and crosswalks marked by MPRB shall be marked with epoxy. Glass beads shall be applied to epoxy for retroreflectivity. In temporary or emergency situations, latex is an acceptable pavement marking material provided that markings will be refreshed with epoxy within two years. Any interim latex markings should be refreshed annually until epoxy markings are installed. Minneapolis Public Works forces maintain many crosswalk markings at trail crossings. It is recommended Minneapolis Public Works install durable crosswalk markings: epoxy or poly preform/thermoplastic. The provisions of MnDOT 2582 from the 2014 edition of the Minnesota Department of Transportation Standard Specifications For Construction and the 2014 edition of the Material Lab Supplemental Specifications for Construction shall be used for permanent pavement markings. Epoxy pavement markings shall be applied with a wet film thickness of at least 20 mil [508 µm] on pavement surfaces. Apply a wet film thickness of at least 25 mil [635 µm] for SUPERPAVE wearing courses in accordance with MnDOT 2360, Plant Mixed Asphalt Pavement. The roundness of glass beads shall be at least 80 percent. For 20 mil [508 µm] epoxy resin pavement marking applications, apply the glass beads at a rate of at least 25 pounds per gallon [3.0 kg/l]. Apply beads at a greater rate as recommended by the material manufacturer to meet the minimum levels of retroreflectivity in accordance with 2582, Permanent Pavement Markings. Dry time is weather-dependent for epoxy pavement markings. Typical dry time is 3 hours; however, markings take longer to dry in cool weather. 26

ITEMS FOR FUTURE INCLUSION Bicycle and pedestrian facility design is evolving, resulting in new traffic control devices and treatments. As new traffic control devices are evaluated for their effectiveness on trails and at trail crossings, MPRB will consider their inclusion in this document. The Rectangular Rapid Flashing Beacon (RRFB) is a traffic control device that has received interim approval from FHWA and is becoming more commonly used in Minnesota. RRFBs are pedestrian or bicyclist-activated amber LED lights that supplement crossing warning signs at unsignalized intersections or mid-block crosswalks. RRFBs use an irregular flash pattern that is similar to flashers on emergency vehicles. MPRB is planning to install an RRFB in a pilot location on West River Parkway. MPRB may consider including RRFBs in this document based on an evaluation of the effectiveness of the pilot site. Rectangular Rapid Flashing Beacon (RRFB) 27

REFERENCES Guide for the Development of Bicycle Facilities, American Association of State Highway and Transportation Officials, 2012. Guidelines for the Installation of Traffic Control Devices at Intersections of At-Grade Shared-Use Path and Public Streets, City of Minneapolis Department of Public Works, June 2009. Best Practices Synthesis and Guidance in At-Grade Trail Crossing Treatments, Minnesota Department of Transportation, September 2013. http://www.dot.state.mn.us/research/ts/2013/201323.pdf Minnesota Manual on Uniform Traffic Control Devices, Minnesota Department of Transportation, 2014. http://www.dot.state.mn.us/trafficeng/publ/mutcd/ MnDOT Bikeway Facilitiy Design Manual, Minnesota Department of Transportation, March 2007. http://www.dot.state.mn.us/bike/pdfs/manual/manual.pdf Urban Bikeway Design Guide, National Association of City Transportation Officials, April 2011. http://nacto.org/cities-for-cycling/design-guide/ Guidance for Three Rivers Park District Trail Crossings, Three Rivers Park District, December 2013. Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Final Report and Recommended Guidelines, August 2005, UNC Highway Safety Research Center and Federal Highway Administration Office of Research & Development. http://www.fhwa.dot.gov/publications/research/safety/04100/04100.pdf 28

APPENDIX: TO BE INCLUDED IN FINAL TRAIL STANDARDS Practitioner s guide: dimensions and illustrations for each type of sign/marking recommended in the Trail Design Standards Template for updating trail standards based on new guidance 29