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NANTUCKET BIKEWAY MASTER PLAN
Nantucket. MassacJ:lUsetts------
prepared by the
NANTUCKET PLA!\TNING & ECONOMIC DEVELOPMENT COMMISSION
1977
The preparation of this report was
funded by the Massachusetts Department
of Public Works and the U. S. Department
of Transportation under contract #18079.
dated February 10. 1975.
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TABLE OF CONTENTS
Introduction - - - - - - - - - - - - - - - - - - -
1. Basic Studies
A. EXisting Bikeway Facilities -----------------1-1
B. Origin/Destination Information --------------1-1
C. Generation Data ---------------------------1-3
D.. Accidents --------------------------------1-5
E. Costs --------------------------------1-6
F. Inhibiting Factors to Biking -----------------1-6
II. Goals and Objectives 2-1
III. Bikeways Plan
A. Bikeways -----------------------------3-1
B. Explanation of Proposed Houtes ------------3-4
C. Bicycle Safety Education -----------------3-6
D. Design Standards -------------------------3-7
E. Signage --------------------------------3-10
F. Parking --------------------------------3-11
IV. Implementation
A. Funding Alternatives ---------------------4-1
B. Project Priorities -----------------------4-3
Appendix A-1975 Bicycle Questionnaire
LIST OF ILLUSTHATIONS
Tables Page
1. Destination Priorities ----------------------1-1
II. Cycling Time in Town ----------------------1-3
III. Registered Bikes -------------------------1-4
IV. 1975 Steamship Authority Bike Counts -------1-4
V. 1975 Steamship Authority Automobile Counts --1-5
VI. Minimum Curve Radii ---------------------3-8
VII. Stopping Sight Distances --------------------3-9
1. Prop-osed "':'ikeways:::~· --------------------3-2
2. Propo~ed ~,outeg in r·Tantucket'·Cente·1" ----_.---3-3
INTRODUCTION
Nantucket is an island situated 25 miles south of Cape Cod. It is approxi-
mately 6 miles wide and 14 miles long. having a total l.al"'!d area of 50 square
miles. Gentle rolling hills compose most of the terrain with the highest eleva-
tion being 111 feet above sea level. The landscape varies i'Ic-m beaches to
marshes. cranberry bogs. open moorlands and pine forests. N~tucket' s nat-
ural beauty in addition to her rich history provide an ideal bicycling environment .
. Bicycles have been popular on Nantucket since the 1930's when tourism was'
just beginning on the island. In 1931 Harvey Young opened the first bike rental
and repair shop with fewer than half a dozen bikes. Young's first bicycles were
lightweight models (without balloon tires) which were not common at the time.
Within the next ten yeaTs five more outfits wer~ renting bicycles including:
Austin's on Main Street. Pease's on South Water, ,Terry's Taxi on Middle Pearl.
Whitfield Tennis & Cycle on South Beach and Cook's on Steamboat Wharf. In
'Sconset, Honest JOhl~ Salvas charged 10¢ per tire for air, especially if the cy-
clist rode out frorrL town. Lack of an inexpensive transportation system and the
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fact that most distances to be traveled
were relatively short encoura.ged bicycle
use. Each successive summer season
brought more tourists to the island and
the bicycle business increased steadily
until the end of World War II when both
gasoline and automobiles became more
readily available.
In the early '50s however, business was
again booming as Nantucket was deluged
with young summer people, all of whom
rode bikes. About five new rental shops
opened their doors during this decade. As
the tourists and summer population in-
creased yearly so did the number of cy-
clists on Nantucket's narrow roads. This
tendency continued through the 1960s and
1970s with a few more bike shops coming
into existence. The recent fuel shortage was also quite beneficial to the cycle
shops. Bicycle sales throughout the country now outnumber sales of automobiles,
and have since 1973.
Currently there are more bikes on Nantucket than ever before and more
bikes are available to rent. One shop on Steamboat Wharf rents approximately
1000 bikes a day during the peak summer months. Obviously the rise in the
number of cyclists increases the competition for roadway use. On Nantucket
there is a definite safety hazard to both the cyclist and motorist as the majority
of our roads are not capable of accomodating both simultaneously.
~he Bikeway Master Plan seeks to provide a solution to this problem.
Nanttcket needs to expand its system of bikeways to allow both modes of trans-
portaion to coexist safely. In addition to the safety factor~ there are numerous
other'ldvantages to having a good bikeway system. If cyclists were provided
with narked routes and no longer had to compete with motorists more people
wouldJicycle. This in turn would reduce traffic and parking problems, not only
downt{wn, where congestion is the worst~ but also at the beaches and other heavy
traffic,areas. Air polhtion from attomobile use would also be diminished. and
bicyclEs are one of the most energy efficient forms of transportation. A well
pIa-me, system would offer increased recreational opportunities and improved
health. ~o the community. In essence a good bikeway plan would be beneficial to
all Nrultucket residents whether they bicycle or not.
From basic bicycle statistics and a number of goals and objectives (sections
I alP 1I) a master plan for the island has been formulated (section II!). Imple-
tlelltatioll I)f the plan is discussed in the final section (IV) of this report.
For "the purpose of clarity the fonowing key terms are defined below.
BIkeway: i8 a general term used to describe any facility for bicycle travel.
Class I F,c Llity: A right-of-way completely sepftrated from motor vehicle
traffi~. designated for the exclusive use of bicycles. Crossflows by pedes-
trianll and motorists are minimized. This would include a bike path.
Class II Facility: A restricted right-of-way designated for the exclusive or semi-
exclusive use of bicycles. Through travel by motor vehicles or pedestrians
is not allowed, however crossflows for access to parking and parked vehicles
et cetera is permitted. This would include a bike lane which is a portion of
the road delineated by a visml or physical barrier.
Class III J"acili!x:.. A shared right-of-way deSignated as such by signs placed on
verti<:al posts or stenciled on the pavement. Any bikeway which shares its
through-traffic right-of-way with either or both moving (not parking) motor
vehicles and pedestrians is considered a Class III bikeway. A bike route is
incluJed in Class III.
1. BASIC STUDIES
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A. EXISTING BIKEWAY FA CILITIES
Existing bicycle facilities on Nantucket are minimal. Presently there is a
seven mile Class I bikepath from the outskirts of town to Siasconset a small
settlement at the eastern end of the island. This path finished in 1968, parallels
the existing roadway and has been in need of surface repair for some time. In
addition a similar path to Surfside, 3 miles in length, will be completed in 1977.
Both of these paths (see Map 1, pg .. 3-2). are hea:vy-bicycle traffic areas, and
thus are well used.
B. ORIGIN/DESTINATION INFORMATION
Two separate studies have been made to determine the cyclist's viewpoint
in regard to priority destinations and funding of bicycle facilities on Nantucket.
The first was a study conducted by the Nantucket Department of Public Works
in 1973. The second was a Nantucket Planning & Economic Development
Commission effort completed in 1975. Both relied on self-administered ques-
tionnaire s.
1975 -Bicycle Questionnaire
Questionnaire cards were left at bicycle dealers and rental shops through-
out the summer for clientele to pick up and answer voluntarily. (See appendix
for sample questionnaire) Responses were tabulated in the fall of 1975. Of the
177 respondents:
14% were year-round residents
22% were summer residents
28% were less-than-a-month visitors
36% were less-than-a-week visitors
It is assumed that these percentages do not represent actual interest levels,
but rather the proportionate number of customers in the shops.
When asked to number by priority ten possible destinations for out-of-town
bike rides 45% (79 people) selected Surfside as their first choice. The table
below illustrates the destination priorities chosen by all four groups for the
remaining areas of the island.
TABLE I
1 _______________________ • ___________ ~D~estinatio~Prt~o~r~it~i~e~s~ __________________________ ~
Year Round Summer Less than a
Preference Resident Resident Month Visitor
1
2
3
Surfside
Sconset
Madaket
Surfside
Madaket
Sconset
Madaket
Surfside
Cisco
1-1
Less than a
Week Visitor
Surfside
Polpis
Cisco
Year Round Summer Less th~n a. Tess than a
Preference Resident Resident Month Visitor Week Visitor
4 Polpis Cisco Polpis Madaket
5 Cisco Wauwinet Wauwinet Sconset
6 Wauwinet Polpis Sconset Airport
7 Airport Quidnet Eel Point Wauwinet
8 Quidnet Eel Point Airport Quidnet
9 Eel Point Tom Nevers Tom Nevers Eel Point
10 Tom Nevers Airport Quidnet Tom Nevers
These responses indicate the following bikeway corridor priorities: (1)
Surfside (2) Madaket (3) Siasconset (4) Cisco (5) Polpis (6) Vlauwinet (7)
Airport. Priorities indicated in a 1973 DPW questionnaire were quite similar,
excluding in-town destinations: (1) Surfside (2) Siasconset (3) Madaket (4)
Cisco (5) Airport (6) Polpis (7) Wauwinet.
The third question dealt with the cyclist's willingness to pay a surcharge
for bike path construction on bike rentals, ferry fees or bike registration.
Overall 72% (126 people) said they would pay a surcharge. Most strongly in
favor were the summer residents with 87%, and least in favor were the year
round residents with 52%.
Finally the cyclists were questioned about how much cycling time they spent
in the built up areas of town.
% Cycling time in town
o -25%
25 -50%
50 -75%
75 -100%
TABLE II
C~ling Time in Town
% of Total response
470/0
28%
16%
9%
Approximately half of a11 the respondents spend 25% or less of their biking
time in the built up areas. In other words, the majority of bicycling is done
outside of Town. This response supports the need for better out-of-town cycle-
ways.
c. GENERATION DATA
Unfortunately there is no precise way to document the number of bicycles
on Nantucket. In order to determine the total number of bikes we are dealing
with, several sources must be consulted. A rough estimate can be made from
the number of rental bikes available, Steamship Authority bicycle counts and
bicycle registration figures, but this wi11 not be completely accurate. These
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sources are incomplete and the figure reached will be quite conservative. In
addition the airlines do not keep figures on the number of bicycles they handle.
First consider rental bikes. Based on figures from seven of eight bicycle
shops. there are approximately 2250 rental bikes available in the summer.
Shop owners report that nearly all of their stock is rented daily during peak
season.
To the number of rental likes we must add those bikes which are owned
by residents. One bike shop owner believes there are an additional 3000 bikes
owned individually by Nantt£keters. This estimate can be compared to police
records of bicycle registrations for the last few years for verification.
Year
1973
1974
1975
TABLE III
Registered Bikes
Number of Bikes Registered
916
697
677
1976 (Jan-June only) 121
2411 Total
Since bicycle registration is voluntary, recorded registrations represent
only a portion of the bikes owned by island residents. However, a bicycle is
registered only once therefore a total of 3000 bikes owned by islanders is
probably a reasonable figure.
Finally we must also consider the number of visiting bicycles. Here are
Steamship Authority bicycle counts.
TABLE IV
1975 Steamship Authority Bike Counts
Month To Nantucket From Nantucket
Jan 9 14
Feb 5 5
Mar 64 62
Apr 259 248
May 680 702
Jun 1875 1748
Jul 2926 3131
Aug 3706 3328
Sept 1280 1430
Oct 447 473
Nov 84 103
Dec 7 12
11342 11256 Total
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These figures include only the bicycles that are walked aboard and not those
carried on by vehicles. From this table one can see that August is the peak month
for 1:icycle traffic. During this month there is a conservative average of 3000
visiting bikes. and most of these cyclists are unfamilar with the island.
Combining all of these figures will give us the total number of cycles on
Nantucket.
2250
3000
3000
8250
Rental bikes
Island registered bikes
Visiting bikes
Total
Now consider the competition -the number of automobiles also on the island's
60 miles of paved roadway. In 1975 about 5000 cars were registered on Nantucket.
Since the population was 5540 in 1975. this is quite a high ratio (.9 or nearly 1 car
per person).
Again we must add the number of visiting autos. Steamship Authority records
for 1975 indicate the usual influx: of cars for the summer months.
TABLE V
1975 Steamship Authority Automobile Counts
Month To Nantucket From Nantucket -May 1893 1357
Jun 3366 1805
Jul 3262 2866
Aug 3182 -----3732
11703 9670 Total
From these counts one concludes that there are approximately 3000 additional
visiting autos in the summer. Registered vehicles added to visiting vehicles re-
suIts in a total of about 8000 cars.
Therefore on limited roadways there are roughly 8250 bicycles and 8000 auto-
mobiles vying for an unobstructed travelway simultaneously.
D. ACCIDENTS
Regrettably there is no accurate-source for accident statistics. The Registry
of Motor Vehicles has no figures on ticycle-car accidents. Nantucket Police also
do not keep a record of cycle accidents other than in a daily log. One officer has
estimated a top figure of 30 bike accidents for 1975. It is assumed that the low
rate of bicycle collisions is due mainly to the slow speed of traffic in general on
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Nantucket and to alert motorists, since very few cyclists here seem to be at all
safety conscious. Considering the extremely high number of autos and bikes on
this small island the accident rate is remarkably low.
For the country as a whole the National Safety Council estimates that there
are one million bicycle injurie s yearly that require medical attention. The
majority of these accidents involve cars and in two-thirds of the incidents
bicyclists were at fault. In order to lower the accident rate a public safety
education program for both motorists and bikers is needed. Safety education is
discussed more fully in section III of this monograph.
E. COSTS
Bikeway construction costs vary depending on differing local prices.
Nantucket Department of Public Works figures for bike path construction are
approximately $110,000 per mile. This amount is for construction of a two
lane Class I path with no painting, physical barriers or landscaping. Mainten-
ance figures are somewhat sketchy since bike path maintenance is relatively
new. However the Massachusetts Department of Public Works considers bike
path upkeep similar to that of sidewalks. Frost, erosion and wear from use
are the three causes of bike path breakdown. Surface patching would likely be
necessary on Nantucket in five to eight years since we have minimal frost
problems.
Costs for bike lanes would be considerably lower as this would involve only
painting of the roadway to deSignate a lane and the accompanying signs. A bike
route would be the least expensive since this requires very simple signage and
little painting of the road surface if any. Maintenance for bike lanes and routes
then would merely involve repainting.
F. INHIBITING FACTORS TO BIKING --
There are definite conditions that currently exist on the island which deter
people from bicycling. Public enemy number one for the cyclist anywhere is
the automobile since neither the auto driver nor the biker normally respect each
other's rights. Unfortunately, the bicycle is considered a secondary vehicle
in traffic and this is an image which must be changed for the public, motorists
and cyclists alike. Another major safety factor on Nantucket is narrow roads.
the majority being only 20 feet wide. The narrowness of the roads combined· . -
with parked cars in town make it nearly impossible for traffic to flow when
cyclists are present. Out of town two cars from opposite directions cannot pass
when there is also a bicyclist on the road. The motorist behind the biker must
slow down and allow the other car to pass before he can continue. In addition
many island roads are in need of surface repair and most have rough natural
shoulders.
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Bicycle theft is another deterrent. Nantucket Police records are somewhat
vague as reported thefts are not always dated. However at least 70 bicycles
were stolen in 1975. One officer estimates 100 thefts for 1975. A number of
the stolen bikes were not locked and many were unregistered.
All of these conditions combine to discourage people from biking. Basic-
ally, these are public education and safety issues which hopefully will be rem-
edied by this plan. Other minor factors which also inhibit people from cycling
include: a shortage of bike racks in town and at the beaches. exposure to auto-
mobile pollution, attacking dogs, wind and weather. More bicycle parking
facilities could be provided. rut little can be done about the other variables.
II. GOALS & OB.TECTIVES
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GOALS AND OBJECTIVES
The goal of the Bicycle Path Master Plan is to develop an island-wide
bikeway system and promote bicycle travel as an integral part of Nantucket
recreation and transportation. Specific objectives include the following:
1. To promote bicycle safety and reduce accidents through increased
publication and enforcement of bike laws, and through public safety
education.
2. To create a separation of vehicular and bicycle traffic whenever possible
either through separate paths. physical barriers, street delineation or
signage.
3. To construct new Class I bikeways to outlying areas and to designate bike
lanes or routes in the built-up areas, resulting in a series of connected
loops when feasible.
4. To promote bicycle registration in order to reduce theft and increase the
possibility for recovery of stolen bikes.
5. To reduce traffic congestion and parking problems through the promotion
of bicycle use over automobiles.
6. To improve recreational opportunities and community health in general.
7. To support the local economy through continued and increased bicycle
business.
8. To reduce air pollution from automobiles and conserve energy resources
through increased b"icycle use.
9. To periodically review and tpdate the Master Plan as community needs
and State and Federal legislation change.
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AN BIKEWAYSP~ III.
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A. BIKEWAYS
Obviously there are many different types of bikeways. which can be classified
into three categories. Definitions of Class L Class II and Class III bikeways were
previously listed in the introduction. Each of the three classes has its merits.
Class I bikeways offer maximum safety and enjoyment for the cyclist but at a
premium cost. The ideal facility. an independent bike trail (I) has its own right-
of-way and is completely separated from roadways. On the opposite end of the
scale. Class III bikeways are the least expensive but also the least effective.
Signed routes (III) which have a shared right-of-way, do not offer enough signifi-
cant advantages over regular streets other than to warn motorists that cyclists
may be present. Class II facilities however, provide a good compromise. A
Class II bike lane offers more safety to the cyclist than a bike route (III) yet is
less costly than a separate path 0).
Each cyc1eway has its advantages and disadvantages and many factors affect
the decision to use a specific type. Variables such as flow of traffic, varying
destinations, different trip types or l::icyc1e.uses, scenic and historic routing, slope
of land, available land, environmental impacts and total cost must be considered
in addition to safety.
On Nantucket, available space and economics will playa major role in deter-
mining the types of bikeways implemented. Initially bike routes may be the most
" feasible especially in Nantucket Center. Unfortunatdy many island roads are too
narrow to accomodate bike lanes. Out of town destinations seem to be best served
by separate paths. Currently there are two existing bike pa.ths both beginning on
the outskirts of town, one continuing to Siasconset, the other to Surfside. A
third facility to Madaket is on the drawing board and is scheduled for completion
in 1978. Hopefully, some of these areas can be combined to serve as loops. For
example. a bikeway to Madaket could include Eel Point, and a Polpis route could
encompass Wauwinet and Quidnet and form a loop by adjoining the current Sia-
sconset path. Perhaps the existing Surfside path could be continued to the Airport
to complete a loop. This would provide variety in routes for recreational purposes
yet still cover the desired destinations directly.
Following are two maps indicating proposed and alternate routes for bikeways
out of Town (Map 1) and within the downtown area (Map 2).
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Map I BIKEWAYS I
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~ Clan I Prlorill .. Prloriti .. I mo HIQh HIQh .
r 000 Medium •• :J Medium I
000 Co_ •••
I ••• E.I.tln~ 000 I -
r 000 Allernot .. I (j) ; I
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[ ----I ~" -----
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B. EXPLANATION OF PROPOSED ROUTES
Potential bikeways for the island were chosen after careful consideration of
all feasible alternates. Proposed routes illustrated on Maps 1 and 2 are shown
by class of facility and by priority. These priorities will be considered in three
ten year phases meaning that a high priority facility will be considered for
implementation during Phase I (1977-1987). a medium priority during Phase II
(1987-1"997) arid a low 'prjority during Phase III (1997-2007). By considering the
proposed facilities in phases this Master Plan is given a realistic time frame.
Proposed Out-of-Town Bikeways Phase I-Class I
Madaket Road -Due to the length and curviness of this road it was felt that
a separate path was needed to provide for bicyclist safety. This facility will be
a Class I path for the most part but may be a Class II lane in some spots as
dictated by dense natural vegetation and wetland areas along the roadway. as well
as two bridges that must be crossed. The decision to parallel Madaket Road
rather than to route part of the facility down Massasoit Bridge Road was both
economic and aesthetic. First. the Town does not own Massasoit Bridge Road
and second. it is currently a dirt road with virtually no development on it.
Although this road has a gentler terrain it was felt that the area should not be
spoiled with pavement for a bikeway. Another option was to route part of the
path along the Eel Point and Warren I s Landing roads. which would be more
scenic and would avoid one narrow bridge. However this alternative was also
dropped due to the additional length of Eel Point Road and the psychological draw-
back to cyclists of a route which would double back considerably. Madaket R.oad
provides the most direct and least expensive location for a path since the Town
owns this right-of-way. Eel Point Road is still a desirable location for a path
however. and for this reason has been given a low priority (phase III) as a Class
I facility.
As for the first portion of the Madaket bikeway. Cliff Road was selected
rather than the section of Madaket Road nearest to Town. While Cliff Road has
a more difficult gradient it is more scenic. less travelled by motor vehicles and
does not have as many dangerous sharp curves as the eastern part of Madaket
Road has.
Hummock Pond Road -This road offers the only possible route to Cisco.
Again a separate path is suggested as the road is lengthy. has numerous curves
and is heavily travelled by cyclists.
Po1pis Ro~? -Since the Po1pis Road is also quite a winding road and has a
good deal of motor traffic on it a separate path would seem to be the safest and
most appropriate facility for this area. The path would essentially parallel the
road (diverting from it where possible) from its beginning near the rotary. to
Sconset. A Class III route through the center of Sconset would connect the Polpis
path to the existing Sconset path. This would mean dropping the alternate of
Pout Pond Road for a section of the bikeway. Reasoning behind this is similar
to the dropping of the alternate Massasoit Bridge Road in Madaket.
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Pout Pond Road is also an unimproved dirt road, is not Town owned and has no
development on it currently.
Phase II -Class I
pionis Spur -The east end of Eel Point Road has been designated as a
second priority path mainly to provide access to Dionis Beach, a high use public
beach. The paved section of this road is heavily used by cyclists, while there
is relatively low use by motor vehicles presently. This facility would also be a
step toward eventUally forming a loop between the Madaket Road and the Eel
Point conservation area.
Warren's Landing Road -This road has been assigned a phase II priority
to permit access by cycle to the Madaket Harbor and to offer a short scenic
side trip from the Madaket Road path. Additionally Warren's Landing Hoad will
function as a portion of the Dionis-Eel Point Loop. A substantial amount of
residential development is proposed for this area, thus a path was felt to be the
most appropriate facility.
Old South Road-Wauwinet Spur-Quidnet Spur -These three roads have all
been selected as necessary links to medium priority destinations chosen by
bicyclists. Little choice was available in their selection. These paths will
make use of the only existing roads to outlying areas in an attempt to cover the
desired destinations and still create a system of loops. Although Nantucket is
criss-crossed with dirt roads it would be contradictory to pave otherwise un-
developed areas. A great deal of expense can be saved by using the existing
legal rights-of-way owned by the Town on the major paved roads, not to mention
the advantage of avoiding eminent domain takings.
Phase II -Clas s III
Nonantum Avenue in Surfside and Nobadeer Hoad (near the airport) were
chosen as connecting links between Class I facilities. Neither of these roads arE
major traffic arteries and both cover relatively short distances so that their
designation as bike routes would not be unsafe nor cause traffic problems.
Separate paths are not needed here.
Phase III -Clas s I
Macy's Lane-Tom Nevers Road-Eel Point Road (from Dionis to Warren's
Landing Road) -These roads have all been given a phase III time schedule since
they received the lowest priority from cyclists. In each case it was felt that a
separate path was needed due to future residential development in these areas.
Proposed Routes in Nantucket Center Phase I -Class III
Selection of in-town routes (Map 2) was based mainly on traffic flow and
street widths since there is a definite traffic congestion problem downtown.
Simplicity of the route, as well as existing gradients and road conditions were
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also :considered. Streets that were chosen are not ideal but seem to be the best
solution. These create a hub around the central downtown area and provide
access to points of interest and major destinations in the Town. The one existing
partial facility. a Class III sidewalk-bikeway on Sparks Avenue has been incorp-'
orated in the down town routes. Other routes were chosen as connectors to the
outlying paths. It is fully realized that the in-town routes must be heavily pub-
licized or their use will be only incidental. Hopefully the majority of cyclists
will funnel into the designated routes and thus alleviate some of the confusion of
cyclists on all downtown streets during peak season.
Coincidentally, the Conservation District of Nantucket is proposing a series of
rest stops (17) for bicyclists along major island roads which are compatible with
the proposed paths and routes of this plan. Each spot will most likely consist of
two simple plank benches. a trash barrel. bike rack and bulletin board with a
map showing points of interest and distance figures. as illustrated below.
"--~ . :~J" ~~-'-""-'-"---'~-J ,,,.,-.. --v-. ----.-/I. ~~~'i-t ...., ...... ~~, .w:/L ... ~.-~~ ?f"'--'-......... ..~" .~~ ~. ~ -::..:~\. ~ -
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C. ?ICYCLE SAFETY EDUCATIO]\T
Public safety education is the most important factor in making bicycle trans-
portation work. It will be years before adequate bicycle facilities will actually
be available on a large scale and in the interim we shall all have to cope with
the existing conditions. Cyclists must be made aware that a bicycle is not a toy
on the road and that it must be operated under the rules of the road. or suffer
the consequences of a ticket and or fine. According to previouslY.. mentioned
National Safety Council estimates it is the bicyclist who is the cause of an
accident in two out of three cases. Frequently the cyclist is unaware of the
traffic around him or fails to signal or look before turning.
As for the motorist, he too must become cognizant that the bicyclist has a
legal right to use the road and is not just a nuisance to be cut off in traffic. or
under cramped conditions literally run off the road.
How can the image of the bicycle be upgraded and made serious to the
cyclist and motorist too? Nantucket Police are making a concentrated effort
this year (especially during the summer months) to alert bikers to the proper
rules of the road. Posters listing bicycle rules are being displayed in all of the
bike shops and in other clearly visible locations in town. Officers are issuing
written warnings to offenders on the first violation {or a ticket at their discretion
and a ticket for the second offense. Tickets for a simple violation carry a
$3.00 fine. In addition the department is publicizing their increased efforts in
the weekly newspaper and with ten second spots on the local television station.
The only short-coming of this program is that the police are greatly out-numbere
by bicycle offenders. Many cyclists here are visitors and thus are more likely
to break the rules since they are unfamiliar with the roads and are sightseeing
at the same time. However this program is an excellent beginning at reaching
adult bicyclists.
Although the adult bicycling population accounts for the greatest increase
percentage-wise in accidents, the largest number of accidents still occur in the
five to fourteen age bracket. Perhaps bicycle safety could be incorporated into
physical education at the elementary school level, in order to pr'operly teach
youngsters the rules of the road while they are forming their bike riding habits.
A project along these lines has been tried in Newton, Massachusetts by the
police department there and has proved very successful.
One way of informing motorists of the legal rights of bicycles is through the
state's Drivers' License Manual. In Massachusetts this booklet now includes a
page on bicycles and their proper treatment by motorists, which is a step in the
right direction. However this is not something that is read frequently by the
public in general. Perhaps short bicycle safety ads appealing to the motorist
could be carried 011 national television. Other than media exposure, only signs
marking bikeways will constantly remind auto drivers to be alert for cyclists.
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}):1. d C':3 ~.g·nj_l1g: a 1).d'·~c'\V a y thv .1"'(; :9:(,;~ rrt .(:rn y \/~lr· i ~3J)le tJ t{) l-.Jr:~ c: ()!) s ide r(~d in. cJ l1.d il1g:
1)il:-~(':\·~~:;:1.Y v~;i.dth HXf.d l"!.eight '~_·lc~).I"~.)J1.ces .. dc·sig'll :_~)pj?:cd~; a __ Dd cu.r·~J(3S_. grc"ldes! I)3.vero.ent
strnct'[H'E' and sight distances. Specifications for· each of these factors are dis-·
cussed be}cw!. 'The IYl3.:!cri.ty of the figures l)St~cl arc t8J;en fronl the Gu~~Je_.l"o~_
L3~('.Y~~}-~~_13:<.2.:J~~~~;:? put cut by the American Associati.on of State Higr)Wcl'y and Trans-
portation ()ffici;:;13.
V/i.dth a.ud Height Clearances __________ ._-L.... ___ . ___________ . ___ _
']~o d r:~·te rr:n.i11c :]:.d C qu.atv l}il<~~:-'.;v a . .)l ·\vid-Ll) ~-; crJe rn:.1 at 'be.s j.n \!! j.t.h. t1]E: ·d;.r}lf:"J:!."1.S 1.'JI} S (~f
8. l)ic.ycle.. r~r'l1€ .8Vel"8(;:;·C c)7clc j.~) 2 feet in. 1jandlel);:lr ·\i\.ridtL5. :S :'·3/4: fc-::(·::'t if: lc·ng·tl-~ ::.1.fld
7 1 j 2 feet i.il heigbt \vith [3 rider', incl.uding 1/2 fcot vertic:).} ped:.:;.1 cle<1rancc< In
a.ddition to t.he adu2J space: occ.upiect oper-ai:ing spau~ [(lust be provided. /m
additional ?;/4 fCOl in \vidth on cadi sick of tbebike is consjd(Tl'd tyl i.ninnl1TJ. ope:r'-
atir1g sFia.ce ·'.,ih.ile d.T.l e:xtx'3. f(}().t per siclf: i~~ desir:::~"Jnlc ill ~:'i. 0118 1 cl.!"le (Jf)~~ra.ti.oJ).. l~e
t~3/~::{':::rt tV~70 ll.ic)rcles 8_ ]T'linLn.::.urn of 1 1/2-feet ".is recoD·lr}).f:,~rld(:(j fc).r" rI)cu1.f:-::u':..r(·lral:~il"i.t,;l
(:2 1/2 :f(~ct f()T b.igr1.ec E)r~eed.~:j)... ·-X""ltl;~;l'''E:fo.1.'''e fo,r' a. OriC la·D.E:: r)ihe\v.~:~.~l a, l}J.in.!rnL1}-r~ Silr-·
fa.ce \v.l.(ltJ} v/cHlld 1):::; :~ 1./2 f~~et (:3 feel -biJ';.e v{id til;< r}lu8 3/4-f()cd: c,pf':.r;:ttiIli~ spa.c.(; ~p·e:r
r.·:l·(:;P.\. HI·if)·) .4 f;:·pt b··PJ'nCT r·'rpfj··'-'!·1~,;,r1 1"('1'" i·''-fO 1,.,0 1-' ,~'n('r'~1·;on a· 1)-'·;'-1; JYI \·'1"'-) c;'lCJc~\('F· ..... ~)'-l rr~ ~.~ ~. _~_."-, ' •. , .•. .::;. ,.J..L ~._ "-... ".'~-"~ .•• ....1 , __ ~,"_ ._1.. .. 1. ___ "~'-. Q_, . .1._. _ ..... (. ...... 1 .. .) •• _ •• 1_ •.• _. _, .• " ..•
"vidth w(mld be ? feet {two ;~ foot cycIcs., II! 2 feet h:.'tween bik":s.,, :3i.J io{)t oj)cr'-
atil1g' sl)~\ce l)e"t\-veel".t €8.ci.1 l)j}~e to the J.)~:J\IcIl1.er1t. (;rlg·c) vvith g fE:·:{:t ;Jddi.ng~ ~;. l1,".;eaSuy·e
of comfort (:2 :1. /2 feet between bikes), ./\e:col'dingly.3. three 1:.:H1C bike'vvay w()uld
rf.:~cPJi:r·t(-: 8. ujin.irntl111. su_.rface "r,/iid_y.l'.l of 10 1./2 feet Vilt;] l~~ 1/2 b;-::infs }).ref{:::r3.tJle; 1':1.
fC~Ul~ IH.11.e~ ·r.)il\ev;!~3.y :rn.i:ni.r:rJDrrl f~:Ur-raeE=-"\.vidth. ·vio·ti1d l)(~ 1·1 :f(~(;.~t "< •• :Vitt1 } 7 fe(~t ·b(~ir1€~' }')r(:"-
fern::d.
T"c)-"· ,',"'f'c'+'-·1·)1JrpO~p" i·11prc s·;"'O'··~d 1-r, "y-. "x~r'" ? i~' i·-· '1 ·~'-'et 1.-..., ... ·'--"e·'· J.\..,-:, p, .. ,·····-I"' .. ' ... ' J. ~><.1 __ . · ... 0.1 .,: ... ;;'~iJ .J c.· ~ •. (1< cd ... , .Je <'>'J' E.~ l. o. ~! ~; .•. \J Z. .J.~ .. '. LJ.:.·l .. iN.--.; -.1 1,;.1-.: .. ~ c' ,Ie ..... c;·
edge ill1d ony lateral ohstrucUons. AllrYHanCe for 'lertical cJ.ear-anee :::-;Lould he a
Ininiulurn of 8 1/6 fi;:ct to 1.0 feet frmn tbeD(Jverncnt to any ov,::·rhead objects .. .l , ' ..
Other condi.tiCH"lS <l.ffecting lane\x.r:idths are curbs and parking shoulders. It if-)
}.~ec()nl:mend(2d that 1/2 to 1 foot be added. to :.{ bike\vay (m a st)::,~'et whichhaB a
raised curb on (}nE side. With 8 raised curL~ cn both sides 1 to 2 ff'ei; :=:;hould hi':'
added to bikew<lyv,ridths. WhE~n pa.rked cars arc pre6ent. :2 feet should be added.
The averagp parking sho'Lllder i5 (5 feet ·wide. whUe a motor vehide travel lam:: is
10 to 11 feet wide.
F'rom the figures given above one can deter:mine vadous roadv,;ay widths de-
pending on the number of 18nes desired and parking conditic>[ls. Provid.ing nd.D.i.mu:1
·bikE.'way rE'quirelnents may be econornical in some eases, bowever tiH~ additional
bikeway'widths noted c:\s desirable ar(~ v'fell worth the expense In ensure cyclistsl
safety and the use of the facility. In fad. INhere a separate path is involved 8
surf<le€ width of 8 feet or more may be less cxpensive in that the surface can be
mechanically spre3.d rather than manually spread. In addition an 8 foot width WOUl.'
be adeqnate for rnaintenance vehicle access. An independent path ShOtl.ld. be l.ocate(
at a minimLUTI distance of 20 feet. 30 feet preferably, fronl the edge of the traveUe,
',vay unless there is a natural barrier (ditch. bushes) betvleen the two.
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c'.Y cIists.. \l~/,h ~.ttc~\;e· T :~1.pCt~,:d is c.}-~(}S (;rL Vii 1J l}e th e i I d t~sJ..(;r:. Sf}Cect" Ii ()}.)'j j (}1j ~.;l~v c.\:· (:.1 1. :~~"Lr:.
:r.-'(~()~;-(~: ~j.t c.iiffe.~c·ent ~pacc s d {:~'per~d i T1g or} th eir.1o r)r\~/si c ~.tl 1."i tnc. 1::; a~ q ~1 ~3.1it.y of "bic.:'iCl() ~i.rld
(-(yute C-CHl(T1tJODS. The Dl:1jcn:ity of riders tra-'lcl b(,:1:ween 7 and 15 }}lpl:i., v;hH(~ 10
tu 11 mph is avero_ge. Thel"efo:n; thE: design speed should bc~ at l<:,'a.~~L J 0 rnph could
~:<lj.g}rtJ.,Y (fVer 15 :tJ1J}}-J 1.\) al1.()vJ" for jJ1cJ'e~Jse(3 do"\vnltill f3'P€E~(1s"
C~urvef:~ in the tikCVif2Y lrl.ust be cornpatibhe> ;Nith the desi.rpi speed. 'The f 611 IT'N in:
ijg"llrE::-3 <:ll"'C llSeful vl1-'leX1 tl'!cY'c it; little ()r rIO su.IJ(::.~relf·\I<;;.ti.<JJ.} (oti1eI·v-r.~ne the,V SJ:t()ul(:?
b,~ slightly reduced).
1
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'J'/\BLE \/1 i
l' }'" C' ., 1" 1 . ..'-I .H1unurn _,1..11'''1(-: ho.CH !
1m '-".~----... ---------~
! Des.2[~-..91x~ed DeBign r~adiu.s l
!! 10 mph 1~) ft.. f
! 15 3!:)! ! {
-I 20 70 i 25 no ~
. :30 125 I L-___ ~ , __________ ._______ _ ________ ~. ____ . _______ ._{
Sup(.:'relevat.i.on ra.tes are not,y-et fully researched, hOW8T,rel' .02 per foot is the IT-
eo:mmended minimum rate {.05 in ,gener-ell) of cross slope neceAs~u'y for drainage
r·JllrpOS~;f.L
Si'nce l)il-;.,(~ lalles an.cl b.iJ~:e routes "generall,Y follovv a. road-w3 .. ~f" eu.1"'V(~S eI1C OU.flt{?: 1""(' ,
have been desi.gm_'d for rnoior vehicles and thus win be quite sufficient for. bic)7C.lC8.
Determining negotialie grades for a bicycle involves several factor-so One
r:nust consider the length of the grudt~, and again the physiepl fitness of the rider.
surface condItions, type of ticycJe and the '\vind element.. Since 1).11 of these-fG.ctors
vary there is'no one set of design specifications. Studies in the U. S. havE~ indic:3i:cd
tha! 8. gradiEm.t of 5% should he the approxhclate maximum.. In general hihevr.~,y
grp.des should not be more than 100/0 on a very short. streteh.; a gra.de of 5% .should
not excped 300 feet and a grade of 2% should be no longer ):han 1. 500 feet as the
absolut.e m.8.ximu:m. Prcfer8.h17.' the latter hvo gJ~adients 'would be no longer than
100 feet and :300 feet respectively. As 8. rule the percent of inclination is directly
propo:diQI1ate to the leJ.'lgth of grade. In other words the lesser the incline (grade)
the longer the section of bikeway rnay be; the steeper the incline the shorter th!O;-
Sl':':ction of bikeway n:lllst h_~.
On H tike larv? or l'ot'!.t.e there is. little choice in bikeway gradient S)J1Ce "these
tViO types of facilities would norm. ally be alongside an f;.'xisting roadvi1 <l,Y. J?or th:i_s
reason the gradient of a street should be considered before selecting it as a prO-
spective bike route. In the case of an independent path there is latitude in designinp
bikewG_Y gra.des a,nd these should be kept to a m.inimum whenever pnssible to pro-
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Sight dJ.st;:mce is nnoiher factor in bike\vay d.esigncmd is 3. rnajor r:iafety con-
sideratj.on. ./" bi(';ychst mu.st hav'e a dear vinv of the upco:mn~e rO;·Hhvay for scv·-
(~~J:ftJ IeetJ' dc~IJE;J)dirlg on his GJ)eec).,. fCJY; stoppin.g pU.:rJ)oses.. 1,"he' lerl~~;t)l (if si~;]-}t (Jis~
Lmcc n('cd(~d (JcPE:1H5'~ on the design sp,,~cd a,n.d grade of a section G:LJ..Lc biJ;ew;::y.
'l'be follov,ring are l'c.comrnended sight c.Hstauces for v{}rious si.i.:u::d:i(;ns.
r-'---~~-----~-~---~---------. -,-~'~:-~-----"------~'----'---"'----.----.. ---~---.-'--.\
1 1 .. LL ... :, \ . .1 l
~ F't'onpl'r1 ri' ~J' -r-t1~' ·C)l cot<JDC>c.,,,, t i ,J ., -g ,,-,.g I .. L •. ", <'-·,~,.0 r
1---·----·---·--·--·_--------------------·------------------------.----.~-.. -.'------~.-.-------------.~
I Dop.-nhiH Grade .~_i __ r!.'jrh_ 15 20 25 :;,o! [-.,--.-----.. ---.. -----.. '-I
t ~ I (}~', 5U Jt. -H5 1:::0 175 2:;W l
j ! ! t ~ [(J,7r., Sri flO 14,(} 200 :·~GO ~ r ,'. I
! ~ ~ ;
i uri,; 60 100 160 230 :3JO ! ! ! t '._'__ 15!~ ... _. __ . _______ . __ .... ___ :~~~ .. ________________ .. =._~ ____ .. ___ ._ .. ___ z.~~ _____ ._ ... _. ___ .. 3 f!~ ________ ._.~:~[~, ___ j
IJ'he ;;,_bo.ve figul'!)s coTe aBsur.ning ;;1. perception-t'eacUon timE? of 2. t) s2cond;:;
~J.nd a gkic~ r(;:~(~iBt;:.J.nce of 0, 2Ei for. a bike vii1.th one good br'ahe on ;;1 paved sl.H'f::.we.
!-'m unpaved bikeway v;ould require 8.dciitiorwl sight cLi.staD.!::~c" Again an existing
roadw<:<y should he examined 'with sight. di8ta.n(';e~' i\n n.\.i:nd b('f()r~ locating a bike
lane 0:::' route ther€.
P~l.ve1:nent
Fin3.l1y~ the paV61'nent composition. must h:~ decidE';d upon. T.lle n.1ainr·_equiri:~
lnent fo}' :romhva.y structure is t.hat :it be Bturdy (mough to support :not only bie}"clists
but also possible motor v.ehicles or rnaini:enanc0 vehicles th,)t may need to traver.sE':
or use 'the bi!.'cevmy. Normally the pavement is cornpos(;:d of ti:n:ee Iuyr:::rs -:::1. sub--
grade, ha:::1e 'cmd surfaee.
Sur.f&.ee matter. rn.ust be El'table and passable in all kinds of vrea.ther and should
be either an a.sph;).ltic material or portland cement COl1.CTete" Possible base lJ1.Cl-
'V~rials .mRY be aggr.egates krushed stone, gr·avel .• slag)~ soil cement. stabilized
er).rth. portland cement concrete or asphaltic c.oncrei:c. The abovernenHoned
materials may be used in various eOI,:o.binations.
One of the most Buccessful combinations 'is a compactE.'!d subgrade with· :i to 4
inche£l of aggregate base and'a 1 1/2 to 2 inch asphalt surface. Anot.her satisfaetor,:
com.bination is 3 to 6 inches of hoi-'rni~ asphalt placed directly on top of the com·-
pacted subgl'ade. The depth of "i:.he a.sphalt is dependent upon the subgrade quality.
In this jnstance normal highway nlixes luay be used if they m:'e densely graded (:no
more thun 101.; atr voids} and a finely gra.ded <:Igg,regate should be us,,~d for the HUt"-
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face. As was previously mentioned many asphaltic-concrete surfaces. when used
in an 8 to 12 foot width can be mechanically spread and thus may be more economic
than other surface materials.
A third pavement combination is a compacted subgrade with 3 to 4 inches of
aggregate base and 4 inches of portland cement concrete surface. One consider-
ation here is to make certain that the cement surface is of a sufficient depth to
support maintenance vehicles (otherwise normal sidewalk structure-i:s adequate for
bicycles).
On Nantucket aggregate is not readily available and cement is very expensive,
thus the choices available here are rather defined. For the new Surfside Path 3
inches of type Fl asphalt mix was used for the surface on a 4 inch base of sand and
loam hardening. However the Massachusetts Department of Public '.?\lorks would
prefer that 3 inches of type I (a higher grade) mix be used on a 3 to 4 inch base of
processed stone. unless this is too costly to bring to the island.
E. SIGNAGE
Bikeway signing is fairly standard throughout the U. S. Proper signjng is a necessi
for bicyclist safety. for making motorists aware of a bicycle facility and to encou r::'
the use of deSignated routes. Bikeway signs should be placed at strategic spots SU(
as the following:
1) Decision points-to indicate a directional change and to confirm the change
once it has been made.
2) With regularity along the bikeway to assure cyclists that they are on the
facility and to notify newcomers.
3) Where a route begins. ends, intersects or crosses a roadway, motorist
warnings are needed .
4) Where obstacles or hazards are present a cyclist warning is preferable at
least 50 feet in advance •
In addition to posted signs pavement stencils. including:words,directional
arrows and striping may" be used to indicate a bikeway and also help to discourage
vehicles from ~reeping onto the facility. Indeedyarious routes might be color COdE:
with different~olor·s of pavement striping. A cyclist could then follow the "blue lill!
to. Madaket or take the "green line" to Cisco .
. -
Following are sketGhes of possible signs,
might be more appropriatel;Uld in-keeping
with Nantucket's historical character.
not necessarily standard, which
SLOW
VElOCI peDeS
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V/hHe pa..rl:;:J:qg a hie,yd,," is gC'l.H'T"Ltly noi cOl:1bidered
{) problCl1J in low v.se 8T(:,ar3 and :i;;, in fm:t ;.jX). a.dvaD!.;:J.gf:
of cydbJg, P<3.l:;}::.ixlg fac:UHic-:s f:olic'uld be pr-o'v"id(~d in !:li-Gb-
J.::..-:.\ic:~I 'lJS:=':: clr.,(·~~;t,S i:5t!,C}'"1 a,;-3 T\J;·:lT1tll.CJ:'2'!:,. J?l"l.e8E.:l1tl,y tltcr"e ;:1.re
a. f(~~J;j bIke T';).(:l-·;s In tl:H:: 'rown center z,nd at Gornc of tLI.'
J.:oa501' beaches" butthcl'e is ;) noticcahte s'horbge t:J.~>
1H:.d.31Iy in the outl,ying areas" :Lad., of c1l1ytbj_ng tose-
cure a l:d.i7.~ycJe iO:.par-tic ub.rly ;:'.1: tb·E' beadJ, could dJS .. '
lxnu'd,g(; cyclish5 fJ',)m fn:'(FICnUng that SpOtDXtr1 m8.y
C'ven e~'J.c:our'.I.ge -them to drive a COT instead, Y::'oss:i.l:{y.
the TO'.!-!J.1 could }Jrovidp more :fac].;,G at publk 'teacher;
and CIt -heavUy uiied: privat.? areas with the consent of
the landnvn:)er. In 'Uw buiH~np areas gr'oaps of shop"
keepers could jointly purcht:ts(~ bicycle racks. .A se(:udt.y 3:'8.CI\ fo~:' tV-fO s.i.deduse
\vlth 20 bike spaces costs approx.imately $-200.(JO.>
IdeaJ.l.:;:. a parJdng hl.cilit:y sb.nn1.d be vrenU10r protected andiIJ public vic·v:: for
rna)dmmD. seeurity. Ilowe '\'8 J."., a b}.lsic parking facility s}lOuld be:
JJ Convenient to use
2) Secure fron1. vandaHs:m
0) Saf,;:: for ~:(;he hi.c.yele
.(;:)Have 3. dear-and l1nem.nplicated dcr.-3ign
5) HRve lr.'\w oper8.iion and :rncdntenance r.equirem.ents
~G} Be :properly a.nd eately installed
In l))Or~~ urban ureas a bicydeparl-;:ing fa,cility is often desiguaied';by .~ posted eir'-
ci)Jar slgn of a blads. biJw tire with :spokes on ·a ye!lowbac;'J.;.gl:·onnd rnarl;.ed v;:i:th the·
letter P {also tn blach:} in the center of the tire.
~ ........ ""-,..-.".,
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IV. IMPLEMENT A TION
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It is (}bvious that Nantucket will not be able to afford the construction of all
the facilities proposed in this plan at once. It is more likely that these bikeway
improvements will be extended over a 30 year period. depending upon how ml,l,ah
financial assistance may be secured from State and Federal sources.
The following is designed to summarize. in a step by step fashion. the
sequence of events that is suggested for implementing this Eikeway Master Plan.
Phase I -1977 to 1985
1. Complete construction of Surfside Bicycle Path
2. Secure funding for Madaket Eicycle Path.
3. Design and Construct Madaket Bicycle Path.
4. Construct five bicycle rest stops as per plans of Nantucket Conservation
District.
5. Sign all in-Town Class III bike routes.
6. Maintain bicycle education effort.
7. Update Bikeway Master Plan.
Phase II -1985 to 1995
1. Secure fttnding for Polpis Road Eike Path.
2. DeSign and Construct Polpis Road Bike Path.
3. Maintain bicycle education effort.
4. Update Bikeway Master Plan.
Phase In -1995 to 2005
1. Secure funding for Cisco Bike Path. Airport Bike Path and Dionis Bike Path.
2. DeSign and Construct Cisco Bike Path. Airport Bike Path. and Dionis Bike
Path.
3. Maintain bicycle education . effort.
4. Update /tBikeway Master Plan.
/
Phase IV 2005 and after
Phase four will consist of clOSing off the beginnings of various bikeway
loops including the Tom Nevers Head loop. the V/auwinet-Quidnet loop. the
Nobadeer loop and the Eel Point loop.
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APPENDIX
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I Nantucket Planning & Economic Development Commission I
I I
BICYCLE QUESTIONNAIRE-1975
I Please fill out and drop in the mailbox. Thank you. t
I 1) Year-round resident I . Summer resident
Less than a month visitor
Less than a week visitor
I 2)
J
I I 3)
I 4)
J
Place a number next to the following destingations according to your
priority for out-of-town like rides. (lst choice, 2nd, etc.)
Surfside Wauwinet Airport
I Sconset Tom Nevers Quidnet
Madaket Eel Point Other:
Polpis Cisco
V{ould you. as a biker. pay a surcharge for bike path construction
either on bike rentals. ferry fees. or bike registration? _____ ....;
What percentage of your bike-riding time is spent within the built-up I
areas 'of ':['own? 0-25~ 25-50 _ 50-75 _ 75-190 __ .' t
",'. ". '<'~l':' __ '~'.'::;...' . ..'
.... J