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Greenway annexes

3ANNEX 1: GREENWAY SAFETY AND SIGNALIZATION

A.PURPOSE3B.KEY ELEMENTS3C.TECHNICAL ASPECTS4D.TYPES OF INDICATORS7ANNEX 2: GREENWAY CONSTRUCTION9

ANNEX 1: GREENWAY SAFETY AND SIGNALIZATION

A. SIGNALIZATION1. PurposeThe main purpose of signalization is:

to ensure the user that at all times, he or she is on the correct route and is moving in the right direction;

to create assurance and enable verification along the way;

to give the user indications about the route status: is the route part of o separate road or on a mixed use road (shared with other motorized traffic);

to contribute to the enjoyment of greenway usage informing about tourist sites, facilities or other important specific information;

to show motorized-vehicle users that the road is actually also used by greenwayers;

to help marketing the route.

The entire route signaling whether national, regional or local must be planned and implemented in such a way that these goals are met. Additionally, the indicators must be designed and located so that they are easy to spot and read. National laws exclusively stipulate the nature of signs, the conditions and rules for installing them. There are five efficiency criteria for signalization design (safety, coherence, directness, appeal and comfort):

uniformity, guaranteed by the exclusive use of statutory signs;

homogeneity, guaranteed by the use of signals of the same value and scope, in identical conditions, installed according to the same rules ;

simplicity, guaranteed by keeping the number of messages down to the essential, by concentrating these messages and making the most of them ;

visibility, guaranteed by observing placement rules and regular servicing ;

legibility, which summarizes all the others since it enables users to adapt their driving immediately to the message transmitted.

An additional criterion needs to be added to these five for directional signalization: the continuity of signaled directions.2. Key elements

The key elements of a greenway sign are:

a. Information

b. Size

c. Location

d. Esthetics

a. Information in addition to route number(s) or symbol (s), the signs should also have room for other useful information for greenwayers, like:

i. Name of place where the sign is located;

ii. Name of places or towns further up the route;

iii. Distances;

iv. Directions or nearby public transportation;

v. Overnight accommodations;

vi. Points of interest such as natural, historical and/or cultural sites, etc.

vii. Status of the road

Many routes have their own route description with included maps, containing information about overnight accommodation, bike repair shops (for cyclists) and places of special interest. This information could be well shown on signs along the route, preferably also with distances. If, according to the regions characteristics, the information turns up to be too much to place on a single sign, larger information boards on key locations are to be preferred.b. Size There are standards that set the size of route signs, mainly based on the amount of information of each sign and the appropriate letter size. The size may also vary, depending on several other aspects like:

i. When a greenway is a mixed use route, signs will have to complete the information already provided for the motorized participants. In order to be visible to greenwayers, route signs must have the size equal to other traffic signs and a width of at least 500 mm; the only exception being the routes with very little or very slow traffic.

ii. The size of the landscape or city space will also determine the size of a greenway sign when the route follows a narrow town street, the signs dont have to be as big as in an open and wide country landscape.

iii. The users speed - in the case of cyclists, rollers or riders at the sign location will also be a factor when determining the proper size: in the middle of a long down-hill, when the speed can exceed 50km/h, a small sign (300 mm or smaller) will be easily overlooked; in such cases, an additional warning sign should be considered.c. Location signs must be located and placed so that they are clearly visible to all greenway users e.g. perpendicular to the traffic direction and above. The signs should leave no chance for misunderstanding about the route direction and give assurance that the user has made the correct choice and is indeed on the right track after an intersection and down the road. In some situations it can be necessary to place a sign before the intersection as a warning. Correct arrows and consistent location on the right hand side of the road seen in the traffic direction must also indicate to the greenwayers how to continue in the intersection and along the route. A follow up sign shortly after an intersection will give more assurance that the user is on the desired track. The ideal height to suit all greenway users is somewhere in between 1.5m and 2.5 m and always underneath other traffic signs.d. Esthetics when the greenway signs are mounted together with other traffic signs on the same pole or frame, they should always have the same size (width and height) even if the amount of information differs - exception if the shape of the GW sign is different, circular, diamond shaped or triangular. In urban / historical area, the amount of signs and their sizes must be dealt with individually.

3. Technical aspects

Because most of the main itineraries are part of or connected to EuroVelo routes, signalisation should respect the standards used by these important cycling corridors, proposed by the European Greenway association and The European Cyclists Federation for EuroVelo Routes.

IntersectionsIn general, the crossing of major roads will be avoided. If imperative, traffic islands must be installed to protect the crossing in two stages for the traffic of 1000 vehicles/day. This value can be adjusted depending on the type of movement and constraints of the site: visibility, cross-section.

In case of heavy traffic when security can not be ensured by a passage plan or traffic island, traffic lights will be used for urban greenways and passages (gateways or underground) for rural areas (this feature can also be used in urban areas). For river crossings, bridges, gateways or ferries will be needed.

Ordinary junctions have no turnaround and are on a single-level (at-grade). The main roads are generally assigned priority over the remainder of the road network. The visibility and cross-section have a direct impact on travelling conditions. Visibility is the physical possibility for users to see each other, or for a given user to see an obstacle or simply signs that are in place. This notion of visibility goes hand-in-hand with the travelling speed, a factor with such astrong impact on the users field of vision and stopping distance. Visibility distances have been estimated for cyclists by French studies in 2005. The values represent the visibility time necessary for non-priority users to cross the main road. It gives both minimum and recommended values. The latter make better allowance for cyclists crossing difficulties (slower acceleration) and are the recommended values for appropriate adoption.

STOP8 seconds

Give way10 seconds

Left-hand turn feeder lane+1 second

Access via a slope+1 second

The speed to be used when calculating the proposed visibility distance is V85, representing the speed below which 85 % of users drive. Visibility distance = V85 x visibility timeGreenway signalisation must be dependent on the type of end-user and is crucial most of all in the case of intersections. There are different types of intersections possible:

a) Intersections outside urban areas Crossings of busy roads: in this case it is preferable to avoid conflict by using a multilevel engineering solution like a tunnel or a bridge Crossings of quiet roads: a possible solution inside urban areas is to use traffic lights or if separation of conflicts is not possible, give a lot of attention to speed reduction (speed tables, roundabouts etc)

Intersections between greenways User will come across this type most frequently on their travels. No special measures are needed at the intersection. Intersection with a main road - the greenway should be continued at the intersection: the Stop line or give way line must be recessed outside the cycle lane. While this appears to be necessary to strengthen perception of the intersection entrance and exit, it could be used to remind users that this zone is dedicated to non-motorized users and that they have right of way. This can be achieved by boosting visualization at the intersection, and if necessary some ten meters ahead of the intersection using closely grouped white greenway road markings.

Crossing a main road: Give way should be the general rule while STOP should be the exeption for intersections with main and secondary roads. The choice of giving the greenway path priority or not over the road it intersects will depend on several factors: the visibility level of the greenway, the geometric configuration of the intersection, and the traffic on the road crossed. If it is a rarely used rural lane, a road that serves a few residents, with limited passage of tractor or regulars, the greenway can have priority over the road crossed. b) Intersections inside urban areas - Creating a special left-hand turning lane to access a greenway and thus using paths strictly reserved for non-motorists - this facility will only be introduced on roads with one lane of travel in both directions, in order to avoid the dangerous motor traffic. Facility features: Queuing buffer lane width: 1.5-2 m Length: very short (60-85 m)

Geometry: same principle as for a conventional left-hand turn

Curb work desirable

Coloring can be envisaged to emphasize that it is a reserved lane and provided the facility is a one-off one;

Specific signage in addition to a pictogram on the ground Warning devices Good reciprocal visibility for all users is essential so that they:

slow down when approaching the intersection or stop if necessary;

see that the road they are going to cross is near and that it may entail losing priority.

In order to make users vigilant and inform them of the imminent approach of an intersection, they should be announced by adequate vertical and horizontal signs on both routes, greenway and motorized. Depending on the conflict that this intersection presents, the message can be highlighted using a color or a change in road surface texture at the immediate approach to the crossing or by combining geometric cross-section and/or longitudinal section constraints, (for example by narrowing the greenways to 3 m when their normal section is wider). A barrier system to encourage greenway users to slow right down can also be a solution.

If the road crossed is a secondary road then it is generally considered that no special provisions need to be made. However, on a main road, if traffic levels warrant and there is enough room, an edged central refuge island with queuing buffer capacity for at least two bicycles will be installed. Thought has to be given to families travelling along the greenway and also tandem riders and trailers with children. Simple, orthogonal crossing will be sought wide enough to keep the cycle route seamless. Ends of greenwaysIf they are imperative, then devices must be found that are highly visible both during the day and at night. A check will be made at each greenway intersection as to whether devices are needed to limit access to the route to motorized vehicles only on the basis of the use and locality crossed. Nevertheless, any route with too many interruptions will lose its attraction. Reducing the cross-section could be a possible solution, provided that emergency and cleaning vehicles can still have access. Whatever equipment is chosen it must be visible to all users of the greenway, but should not create an obstacle for vehicles travelling on the main road. Devices will be chosen so that they cannot harm the users (no protruding corners or material that is too hard). Also, great care must be taken not to set clearances that penalize persons with reduced mobility, tandem riders or children trailers. Removable systems should be preferred to enable access for emergency and maintenance vehicles. Any device, regardless of its form, must be declared to users at least ten meters in advance by clearly visible vertical and horizontal signage.

Direction signs - Whenever possible, existing direction signs should be used: the indications directed at greenway users are then placed below the other panels, if possible separated by a 10-cm gap. They always have to be coherent with existing road signs. The network to be marked out includes all the routes that link interest points for greenway users, regardless of whether or not these routes have been developed. Examples of these centers are: service amenities : railway station and intermodal transport hubs, post offices, swimming pools, shops, accommodating, repairing points, catering etc ; tourism centers and major landmarks : castles, monuments, tourist offices, etc. ; parking facilities for bicycles;

identified communities and districts located in the study area ; other identified centers outside the study area.++ schema indicateur4. Types of signalization

Like all route direction signs and indicators, a basic greenway sign should always include two important informations:

above: closest milestone point and the distance bottom: the next point (town, village) along the way and the distanceThe basic categories of greenway explanatory road signs are described by the table below:

Type of messageExample

User affected by the signal

Distance between the sign and its point of application

Length of the section covered by the sign

Since the areas along the Danube are all connected or parts of the European Velo route, their standards in signalization will also be taken as an example and may be used as inspiration for future greenways.

a) Location panels mark entry and exit point out of a city, county or region. Other location signs can be used to designate interest points like a river or a stream, a forest path or a crossroad etc. They are extremey useful to orientation using a map.

++ schema indicateursb) Signposts are used toindicate services located in close proximity to the route.

c) Information pannels are located at the main entrance points of the route. Along the greenway ideally there will be a minimum of one location for information pannels every 5 to 10 km. They should include a large scale map of the itinerary and a more accurate representation of the territory, paths, key services and points of interest nearby.d) Route marking sings (milestones) are used for safety reasons and to help users to locate themselves. They can be painted on the ground or made of plastic and fixed along the roadway. The information marked on the milestones will include the route identifier (ex. EV 6) and the number of kilometers (from the beginning point of the greenway or to the nearest interest point).e) Warning signs are usually situated before a junction. It is preferable that the signs be posted at a relative low height (not more than 2m) and at least 15m before the intersection so that they are easily visible.

ANNEX 2: GREENWAY CONSTRUCTION

Greenways need to be thoroughly implemented from the technical point of view, with every final service and facility in mind: access, rest points, information, type of material used, signposting and most of all, the maintenance. Other features that should be incorporated are the road network, the frequentation and the environment.

It is very important, on a national level that the implementation of greenways is done as a coherent and strategic effort. Therefore, elements like territorial coherence schemes and urban planning schemes become important in greenway development. These types of documents represent the application of legally defined procedures and laws. 1. STEPS to implement a greenwaya) Identifying and analyzing the problem - A facilitys service level must match the importance of the connection it represents. Issues requiring action are ranked in order of priority. Routing variants can be sought during this phase to improve usage conditions, primarily taking into consideration facility constraints and costs. This may lead to odd amendments to the initial project or the phasing of construction work: a temporary solution pending a wider-ranging full project where other opportunities come into play.

b) Drawing up the operations schedule - Facilities cost assessment and budget-planning implementation are used to set the annual target for the program on the basis of identified resources and priorities. The cost-effectiveness of the infrastructure works is generally determined from the cost of facilities works in relation to the number of users who will benefit from it. Various parameters are taken into account in a multi-criteria analysis with weightings (comfort, safety, appeal, costs, etc). It is essential to add into the equation all the savings that the local authority will make in terms of financial commitment with the greenway: fewer car trips means less impervious road surfaces for traffic or parking, fewer serious accidents, etc. Even if they are hard to quantify, this data must guide and clarify the decision-making. Project owners must also immediately enlist the relevant maintenance services (DDE, Park, local authority or private firms): grass verge mowing and leveling, ditch cleaning and surveillance, clearing away sand and gravel after heavy rain all that costs money. c) Consultation and communication - This includes checking that the project matches requirements or the uses identified during the diagnosis phase with the institutional partners, chamber of commerce members, user representatives.

d) Operations performance by the contractors - However well a project is designed, it will not match all expectations fully unless it is executed with care. Not enough emphasis can be placed on how important it is to ensure that the camber is designed so that rainwater does not collect on the paths, drain gratings must be oriented perpendicular to the kerb so that they do not trap bicycle or carriage wheels; posts and shrubs must be planted so that they do not obstruct visibility, etc. Developing a greenway culture in project owners mindsets is vital.

e) Network assessment - Apart from post-completion spot-checks to verify that they are effective, 5-year checks should be made to ensure that the greenway network still matches general mobility needs and the general goals sought. Urban development may have altered driving conditions or the traffic-generating centers. This may lead to proposing amendments or additional facilities.

2. SPECIAL secondary ASPECTS that are CRUCIAL a) Parking and rest pointsJust like in the case of a motorized road, when planning a greenway, it is extremely important not to overlook the rest points and parking places for bicycles. Even though this should be a part and parcel of the project it is usually left aside. There are a few criteria to be taken into consideration for provisioning parking places and rest points:

Proximity Visibility Security For a bike park, these criteria will be given different treatment depending on whether the facility is located near a railway station, college, beach or another greenway. These different expectations tend to be expressed in terms of parking time: short-, medium- or long-term. It is up to each developer to find the solution that matches each situation.

b) Intermodality

Greenway users, especially along the Danube and especially in urban greenways, will probably cover the journey using different types of transport: leaving the car in a car park is the most common way, but they can also use the bus or the train to move around. This implies that the public means of transportation should be equipped with certain facilities like:

Specially designed places to fit bikes inside the vehicles

Bike carriages This aspect is a challenging one along the Danube, especially for the lower basin, where the laws havent set up yet a clear status for cycling and for non-motorized mobility.

3. Technical details

Greenway constructions are generally carried out using conventional road building techniques. Nonetheless, there are three specific parameters that call for very special attention: the quality of the surface or wearing surface, the bearing capacity and the type of the road foundation material.

Thus, the width and covering will be different if in-line skaters or horse riders will also use the route. Special comfort and safety issues will have to be resolved for overtaking, passing each other, walking/riding side by side etc. Moreover, the surface of the greenway has to be in concordance with the sites environmental constraints. A preliminary socio-economic study will be needed to define all the different usages and what kind of challenges they bring to the project.a) Geometrical features

According to the definition of a greenway, it must be accessible and reserved for non-motorized vehicles, namely cyclists, pedestrians, persons with reduced mobility, in-line skaters as well as horse riders. However, the construction of a greenway must take into consideration the fact that there will be a very light motorized traffic: emergency rescue vehicles, authorized maintenance and operating vehicles with onboard signals (revolving light, triangle) and moving maintenance vehicles.

It is recommended that the greenway route avoid residential areas access paths and points so that it will not force the residents to access to their property using the greenway. Whether it is just a cycle lane or multiple use path, the minimum width for a one-way route is 2 m; a two-way route will need at least 3 m. But for safety reasons, the recommended width range is 3-5 meters excluding shoulders.

The higher value becomes imperative close to the access car park or for urban greenways, where the frequentation is higher. Here, the greenway tends to be adopted for everyday use by schoolchildren or people living nearby, on sections near city centers, although the route was initially designed for leisure use. It is important to offer greenways suited to each type of users: joggers, horse riders, anglers or kayakers. The pathways that fan out from a shared artery and then come together again tend to be the most popular. There are cases, when a greenway will have to share small sections with motorized traffic, especially at the exit of urban areas. In this case, separate lanes or re-use of the shoulders are recommended. When using shoulders, project managers have to surface the route to offer greenway users comfort and security. Therefore, the greenway surface must be of the same quality as the rest of the carriageway. Maintenance responsibles will provide regular cleaning and remove all obstacles on the path or in the vicinity, like overhanging signs. The table below gives some indication of the width to be chosen, according to the type of route.

Total width availableMaximum motorized way widthMinimum greenway width

7 7.5 m (challenging terrain)5.5 m1 1.5 m

8 m6 m2 m

8.5 m6 m2.5 m

> 9 m6 m3 m

For every greenway, project managers should make sure the path will also have shoulders of at least 0.50 m wide for safety reasons and to help evacuate rain water.

In the case of roads along waterways, the construction should have a minimum safety distance from the edge of the water and, where appropriate, protective equipment.

+ schemasb) Structure and coverings

The structure of a greenway must be chosen according to the use and wear to which it will be subjected. The machinery required to build and to maintain the route will wear out the structure. The same goes for the traffic related to management and other operations such as lock-keepers comings and goings, dredging machinery on working canal and river towpaths, or forestry and farming vehicles etc. Therefore, when building a greenway structure, constructors will have to pay attention to several aspects: The sub-grade soil must be tested prior to building the foundation layer in order to check if additional work needs to be done (like layer of anti-contaminant sand or geotextile, lime treatment or cement), if there are any creeping tree roots that may need to be cleared etc.

Reinforcement materials The longevity of the greenway mainly depends on the quality of the foundation layer. To extend this time interval, the materials found on-site can be treated. Usually, there are two main types of foundation material are used: materials treated with a hydraulic cement and materials that are either untreated or are treated with a binder other than hydraulic. The surface layer is laid on top of the foundations. It may be the same along the entire route and for all types of user, or it may be different on adjacent or segregated paths: for example one for cyclist and in-line skaters and the other unsuitable for bikes and skating intended for joggers, hikers or horse riders, or it may vary according to the different environments that the route passes through and are frequented by different users.

Structure and coverings are an important aspect for all users and the frequentation will depend on the surface used. As mentioned before, the covering will be chosen acording to the types of future users, each with their own comfort constraints and tolerance levels:

Cyclists are split according to the type of bicyle they use: street or mountain bike. Generally, they prefer hard surfaces; In-line skaters are the most demanding customers because of their tiny wheels that are very sensitives to the slightest imperfection in the road. So the only type of surfaces that suit them are the smoothest ones;

Pedestrians accept all types of coating, although some, especially families with small children, prefer a hard surface because they have difficulties with the strollers. However, hikers will expect a more natural surface. If a section will feature both of these types of pedestrians and if the space available allows it, the project manager might consider providing a parallel path to the coated surface, specially designed for hikers;

People with disabilities need a fast surface, due to the tools used to get around (wheelchairs, tricycles etc). A graveled surface is not usable because small pebbles have the tendency to sink and get stuck in the gravel, making it very difficult to advance, especially when the ground is still wet;

The joggers are generally looking for flexible surfaces to prevent joint injuries, but there are some that prefer hard coatings for better practice;

Horse riders require flexible non-compacted sanded surfaces. On stabilized coated surfaces, the trotting and galloping of the horses rapidly destroys the quality of surface. Once the flatness of the surfaces is deteriorated, holes are formed in the coating and water will quickly erode the structure.The following types of surfaces can be used to build greenways:

Compacted or binded sand surface: they are mixtures of sand or gravel with a proper amount of water. The thickness of the surface will depend on the wheather conditions and of the estimated traffic, but the usual implemented width is between 4 and 10 cm. This type of structure integrates well in any type of site because of the variety of colours available. Thus their impact on the environment and on the scenery is low. The price is also competitive and it is a good solution for all types of greenway users. However, the maitenance costs are elevated because this type of surface requires annual reparations and complete levelling works every 3 to 5 years. Also, the surface is unusable in wet wheather or for floodplains and cannot be used by in-line skaters and people with disabilities. According to new procedures, these surfaces can be stabilized with polymer based emulsions to render them more smooth and suitable for all types of users. It also integrates the surface better in the surrounding environment. The use of the polymere is non-toxic for the vegetation and animals that may live in the respective area. However, since this procedure is quite new, there is no indication of its resistance and behaviour in time. Asphalt: Sophisticated and expensive, the asphalt has a strong urban and road-related connotation. Despite the price, the smooth aspect and comfort is very popular with all users, especially cyclists, in-line skaters and people with reduced mobility. It is easy to maintain, using mechanized tools, and it is excellent for building meandering pathways. The widths of the layers vary between 2 and 7 cm, according to the usage and traffic. Other negative aspects, apart from the price, are the cracking that appears sooner or later in lower layers that have poor lift force and the difficult implementation. Moreover, the material tends to deform because of tree roots and under high heat (which is the case especially in the lower basin of the Danube).

Bitumen based coatings are less expensive than the asphalt and have also an urban look, even if the with time they aquire a gray tone that blends more easily into the natural environment. They are suitable for cyclists, in-liners and people with reduced mobility. Maitenance is low-effort and has a good costs-sustainability report (even though it is still expensive). This kind of material is not suitable when used in small quantities, because it requires aditional materials for the installation. Also, the color deteriorates quickly, especially when coloured binder is used. Surface coatings are unpopular with town and sports cyclists for reasons of comfort and safety (loose chippings). Coloured coating with aggregates staining resist longer but the fittings are difficult to hide. Cold casted thin layered (