Final Report - VHB.com

part of the Build Options. As a result, all of the Build Options include bicyclist and
pedestrian improvements.
In some instances, the bicyclist and pedestrian improvements are already planned by
the municipalities. The Topsham Bike Path Master Plan includes a number of shareduse
paths that one day will complete a network of paths within the town. Those
future Topsham paths are shown primarily on the Strategy 2A conceptual plans,
which include US Route 201 and State Route 196. The future path locations shown in
the Master Plan were adjusted as appropriate to dovetail with each of the proposed
strategies presented in this Feasibility Study. The bicyclist and pedestrian
improvements shown on the Master Plan figures include the following:
Shared-Use Paths (also known as multimodal paths): These facilities are
envisioned as consisting of 10- to 12-foot-wide paved paths that typically are
separated from the roadways by grass or landscaped areas, or by curb and
railings where space is extremely restricted. The paths typically accommodate
two-way bicyclist and pedestrian use as well as motorized users, such as electric
wheelchairs and emergency and maintenance vehicles; other motorized vehicles
are prohibited. The Androscoggin River Bicycle and Pedestrian Path is an
example of a shared-use path. Proposed shared-use paths are also designated as
“trails.”
Bicycle Lanes: Bicycle lanes typically consist of 4- to 8-foot-wide paved
shoulders adjacent to roadway travel lanes. Bicycle lanes typically are designated
by signs as well as painted bicycle symbols within the roadway shoulders.
Bicycle lanes are not proposed on all roadways. They are suggested where (1)
adequate roadway shoulders support on-road cycling; (2) dedicated shared-use
paths are not proposed; (3) motorist speeds, volumes, and potential conflicts are
conducive to on-road cycling; and (4) they can be installed continuously to link
origins and destinations, including other bicycle routes and paths.
Sidewalks: Sidewalks are proposed adjacent to the roadway in areas where they
currently exist and/or where land use, traveler origins, and destinations warrant
adding them. Sidewalks are typically at least 5 feet wide and separated from the
roadway by curbing and a grass strip where space is available. Formalizing or
eliminating commercial driveways through access management and enforcement
of driveway-design standards improves pedestrian conditions where sidewalks
pass through commercial zones (e.g., the Pleasant Street corridor in Brunswick).
Crosswalks: Crosswalks are included where appropriate to designate
pedestrian-crossing locations. An effort was made to introduce more crosswalks
at signalized intersections and roundabouts because crosswalks currently are
generally lacking.
Summary of Options 85