Draft: AASHTO Guide For The Planning, Design, and Operation of Bicycle Facilities

DRAFT
AASHTOGuideforthePlanning,
Design,andOperationof
BicycleFacilities
ForReviewandCommentby:
SubcommitteeonDesign
SubcommitteeonTrafficEngineering
TechnicalCommitteeonGeometricDesign
TechnicalCommitteeonNonmotorizedTransportation
AmericanAssociationofStateHighway
andTransportationOfficials
February2010
TableofContents
AASHTO Guide for the Planning, Design, and Operation of Bicycle Facilities
DRAFT FOR AASHTO COMMITTEE REVIEW AND COMMENT
CHAPTER1:INTRODUCTION
1.1
1.2
1.3
1.4
DesignImperative......................................................................................................................1
Purpose......................................................................................................................................1
Scope.........................................................................................................................................2
Definitions.................................................................................................................................2
CHAPTER2:BICYCLEPLANNING
2.1 Background................................................................................................................................7
2.2 WhyPlanningforBicyclingisImportant...................................................................................7
2.3 TypesofBicycling......................................................................................................................8
2.3.1TripPurpose........................................................................................................8
2.3.2LevelofUserSkillandComfort.........................................................................11
2.4 TypesofTransportationPlanningProcesses...........................................................................12
2.4.1ComprehensiveTransportationPlans...............................................................13
2.4.2BicycleMasterPlans..........................................................................................13
2.4.3TransportationImpact/TrafficStudies..............................................................18
2.4.4SmallAreaandCorridorLevelPlanning...........................................................19
2.4.5ProjectLevelPlanningApprovals...................................................................19
2.5 PlanningBicycleTransportationNetworks.............................................................................20
2.5.1DecidingWhereImprovementsareNeeded.....................................................20
2.5.2Practical(Opportunistic)ApproachtoNetworkPlanning.................................22
2.5.3WayfindingforBicycles.....................................................................................27
2.6 TechnicalAnalysisToolsthatSupportBicyclePlanning..........................................................30
2.6.1DataCollection:BikeCounts/FlowAnalysis.....................................................30
2.6.2QualityofService(orLevelofService)Tools....................................................31
2.6.3SafetyAnalysis...................................................................................................32
2.6.4GISBasedDataCollection/NetworkPlanning...................................................33
2.6.5BicycleTravelDemandAnalysis........................................................................34
2.6.6CostBenefitAnalysis.........................................................................................36
2.6.7KeyRoleofPublicInputintheProcess.............................................................36
2.7 IntegratingBicycleFacilitieswithTransit................................................................................36
TableofContents
CHAPTE R3:BICYCLEOPERATIONANDSAFETY
3.1
3.2
3.3
3.4
Introduction.............................................................................................................................41
DesignVehicle.........................................................................................................................41
TrafficPrinciplesforBicyclists.................................................................................................45
CausesofBicycleCrashes........................................................................................................48
3.4.1BicyclistCrashStudies.......................................................................................48
3.4.2OverallFindings.................................................................................................49
3.4.3ContributingCausesandRecommendedCountermeasures............................50
CHAPTER4:DESIGNOFONROADFACILITIES
4.1 Introduction.............................................................................................................................55
4.2 ElementsofDesign..................................................................................................................55
4.3 SharedLanes...........................................................................................................................56
4.3.1SharedLanesonMajorRoadways(WideCurb/OutsideLanes)........................57
4.3.2SignsforSharedRoadways................................................................................57
4.4 MarkedSharedLanes..............................................................................................................59
4.5 PavedShoulders......................................................................................................................63
4.5.1ShoulderBypassLanes......................................................................................65
4.5.2RumbleStrips....................................................................................................66
4.6 BicycleLanes............................................................................................................................67
4.6.1GeneralConsiderations.....................................................................................67
4.6.2BicycleLanesonTwoWayStreets....................................................................69
4.6.3BicycleLanesonOneWayStreets....................................................................70
4.6.4BicycleLaneWidths...........................................................................................72
4.6.5BicycleLanesandOnStreetParking.................................................................74
4.7 BicycleLaneSignsandMarkings.............................................................................................76
4.7.1BicycleLaneLines..............................................................................................77
4.7.2BicycleLaneMarkings.......................................................................................79
4.7.3BicycleLaneSigns..............................................................................................81
4.8 BicycleLanesatIntersections..................................................................................................82
4.8.1RightTurnConsiderations.................................................................................83
4.8.2LeftTurnConsiderations...................................................................................86
4.9 RetrofittingBicycleFacilitiesonExistingStreetsandHighways.............................................88
4.9.1RetrofittingBicycleFacilitiesbyWideningtheRoadway..................................89
4.9.2RetrofittingBicycleFacilitiesWithoutRoadwayWidening...............................89
4.10 BicycleBoulevards................................................................................................................94
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4.11 BicycleGuideSigns/Wayfinding...........................................................................................95
4.12 OtherRoadwayDesignConsiderations..............................................................................100
4.12.1RailroadCrossings.........................................................................................100
4.12.2ObstructionMarkings....................................................................................102
4.12.3TrafficSignals.................................................................................................103
4.12.4DetectionforBicyclesatTrafficSignals........................................................108
4.12.5BridgesandViaducts.....................................................................................113
4.12.6BicyclesandTrafficCalming..........................................................................114
4.12.7BicyclesandTrafficManagement.................................................................118
4.12.8DrainageGratesandUtilityCovers...............................................................120
4.12.9BicyclesonFreewaysandatInterchanges....................................................121
4.12.10BicyclesatRoundabouts.............................................................................129
CHAPTER5:DESIGNOFSHAREDUSEPATHS
5.1 Introduction...........................................................................................................................135
5.1.1AccessibilityRequirementsforSharedUsePaths...........................................135
5.2 ElementsofDesign................................................................................................................136
5.2.1WidthandClearance.......................................................................................136
5.2.2SharedUsePathsAdjacenttoRoadways(Sidepaths).....................................141
5.2.3SharedUsewithMopeds,Motorcycles,Snowmobiles,andHorses...............145
5.2.4DesignSpeed...................................................................................................146
5.2.5HorizontalAlignment......................................................................................147
5.2.6CrossSlope......................................................................................................149
5.2.7Grade...............................................................................................................150
5.2.8StoppingSightDistance...................................................................................151
5.2.9SurfaceStructure.............................................................................................161
5.2.10BridgesandUnderpasses..............................................................................163
5.2.11Drainage........................................................................................................165
5.2.12Lighting..........................................................................................................166
5.3 SharedUsePathRoadwayIntersectionDesign....................................................................167
5.3.1SharedUsePathCrossingTypes.....................................................................168
5.3.2DesignofMidblockCrossings..........................................................................169
5.3.3ExamplesofMidblockIntersectionControls...................................................177
5.3.4SidepathIntersectionDesignConsiderations.................................................182
5.3.5OtherIntersectionTreatments.......................................................................184
5.3.6AdditionalBicycleCrossingConsiderations.....................................................188
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5.4 Signs,PavementMarkingsandSignals..................................................................................189
5.4.1PavementMarkings.........................................................................................189
5.4.2Signs.................................................................................................................192
5.4.3SignalizedandActiveWarningCrossings........................................................195
CHAPTER6:BICYCLEPARKINGFACILITIES
6.1 Introduction...........................................................................................................................199
6.2 PlanningforBicycleParking..................................................................................................199
6.3 ShortTermBicycleParkingFacilities.....................................................................................200
6.3.1SiteDesign.......................................................................................................201
6.3.2RackDesign......................................................................................................202
6.3.3ConsiderationsforSpecialTypesofRacks......................................................203
6.4 LongTermBicycleParkingFacilities......................................................................................203
CHAPTER 7:MAINTENANCEANDOPERATIONS
7.1 Introduction...........................................................................................................................207
7.2 RecommendedMaintenanceProgramsandActivities.........................................................207
7.2.1Sweeping.........................................................................................................207
7.2.2SurfaceRepairs................................................................................................208
7.2.3PavementOverlays..........................................................................................209
7.2.4Vegetation.......................................................................................................209
7.2.5TrafficSignalDetectors...................................................................................210
7.2.6SignsandMarkings..........................................................................................210
7.2.7DrainageImprovements..................................................................................210
7.2.8ChipSealing.....................................................................................................211
7.2.9PatchingActivities...........................................................................................211
7.2.10UtilityCuts.....................................................................................................212
7.2.11SnowClearance.............................................................................................212
7.3 OperatingBikewaysinWorkZones.......................................................................................212
7.3.1RuralHighwayConstruction............................................................................213
7.3.2UrbanRoadwayConstruction.........................................................................213
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ListofExhibits
LISTOFEXHIBITS
Exhibit2.1.RecreationalTripsvs.UtilitarianTrips........................................................................10
Exhibit2.2.Casual/LessConfidentvs.Experienced/ConfidentRiders..........................................12
Exhibit2.3.GeneralConsiderationsforDifferentBikewayTypes.................................................25
Exhibit2.4.TypicalWayfindingSigns.............................................................................................28
Exhibit3.1.BicyclistOperatingSpace............................................................................................42
Exhibit3.2.TypicalBicycleDimensions.........................................................................................43
Exhibit3.3.KeyDimensions...........................................................................................................44
Exhibit3.4.KeyPerformanceCriteria............................................................................................45
Exhibit3.5.ABicyclistsTwoOptionsforTurningLeftatanIntersection.....................................48
Exhibit4.1.SHARETHEROADSignAssembly................................................................................58
Exhibit4.2.BicyclesMayUseFullLaneSign..................................................................................58
Exhibit4.3.WrongWayRidewithTrafficSignAssembly............................................................59
Exhibit4.4.SharedLaneMarking..................................................................................................60
Exhibit4.5.TypicalSharedLaneMarkingCrossSectiononStreetwithParking...........................62
Exhibit4.6.TypicalSharedLaneMarkingCrossSectiononStreetwithNoOnStreetParking.....63
Exhibit4.7.ShoulderBypassLane.................................................................................................65
Exhibit4.8.RumbleStrips..............................................................................................................66
Exhibit4.9.ExampleofPavedShoulderDesignatedasBicycleLane............................................68
Exhibit4.10.SharedLaneMarkingandBikeLaneonSteepStreet...............................................69
Exhibit4.11.TypicalMarkingsforOneWayStreetDesignedforTwoWayBicycleTravel...........70
Exhibit4.12.TypicalBikeLaneCrossSections...............................................................................73
Exhibit4.13.ExampleofBikeLaneAdjacenttoParallelParking...................................................75
Exhibit4.14.ExampleofBikeLaneAdjacenttoBackinDiagonalParking....................................76
Exhibit4.15.TypicalBikeLanePavementMarkings......................................................................78
Exhibit4.16.BikeLaneSymbolMarkings......................................................................................80
Exhibit4.17.ExampleofSymbolPlacementtoAvoidPrematureWear.......................................81
Exhibit4.18.BikeLaneSign...........................................................................................................82
Exhibit4.19.ExamplesofBikeLanesApproachingRightTurnOnlyLane.....................................84
Exhibit4.20.ExampleofBikeLanewithThroughLaneTransitioningtoRightTurnOnlyLane....85
Exhibit4.21.ExampleofBikeLeftTurnOnlyLane........................................................................87
Exhibit4.22ExampleofRoadDiet.................................................................................................92
Exhibit4.23RoadDietBeforeandAfter.....................................................................................93
Exhibit4.24.DSeriesSigns............................................................................................................96
Exhibit4.25.D1WayfindingSigns..................................................................................................97
Exhibit4.26.TypicalBicycleGuideSignageLayout........................................................................99
Exhibit4.27.CorrectionforSkewedRailroadCrossingSeparatePathway..............................101
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ListofExhibits
Exhibit4.28.CorrectionforSkewedRailroadCrossingWidenedShoulder..............................102
Exhibit4.29.ObstructionMarking...............................................................................................103
Exhibit4.30.QuadrupleLoopDetector.......................................................................................109
Exhibit4.31.DiagonalQuadrupleLoop.......................................................................................110
Exhibit4.32.TypicalBicycleDetectorPavementMarking..........................................................111
Exhibit4.33.BicycleDetectorPavementMarkingandSign........................................................112
Exhibit4.34.BicyclefriendlyApproachProfilesforSpeedHumpsandSpeedTables................116
Exhibit4.35.CurbExtensions.......................................................................................................117
Exhibit4.36.ChokerwithBicycleAccess....................................................................................119
Exhibit4.37.BicycleCompatibleDrainageGrates.....................................................................120
Exhibit4.38.ExampleofBikeLaneandFreewayInterchange...................................................123
Exhibit4.39.SinglePointUrbanInterchange(SPUI)..................................................................125
Exhibit4.40.Option1BikeLaneandFreewayOnramp..........................................................127
Exhibit4.41.Option2BikeLaneandOnramp.........................................................................127
Exhibit4.42.ExampleofBikeLaneandExitRamp......................................................................128
Exhibit4.43.TypicalLayoutofRoundaboutwithBikeLanes......................................................131
Exhibit5.1.TypicalCrossSectionofTwoWaySharedUsePathonIndependentAlignment...137
Exhibit5.2.MinimumWidthNeededtoFacilitatePassingonaSharedUsePath......................138
Exhibit5.3.SafetyRailbetweenPathandAdjacentSlope..........................................................140
Exhibit5.4.SidepathConflicts....................................................................................................143
Exhibit5.5.SharedUsePathwithSeparateUnpavedEquestrian/JoggerPath..........................145
Exhibit5.6.DesirableMinimumRadiiforHorizontalCurvesonPavedSharedUsePaths
at20DegreeLeanAngle.......................................................................................................148
Exhibit5.7.USCustomaryUnits.MinimumStoppingSightDistancevs.Gradesfor
VariousDesignSpeeds..........................................................................................................153
Exhibit5.7.MetricUnits.MinimumStoppingSightDistancevs.Gradesfor
VariousDesignSpeeds...........................................................................................................154
Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance..........156
Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance
(Continued)...........................................................................................................................157
Exhibit5.9.DiagramIllustratingComponentsforDeterminingHorizontalSightDistance........158
Exhibit5.10.MinimumLateralClearance(HorizontalSightlineOffsetorHSO)
forHorizontalCurves.............................................................................................................160
Exhibit5.11.BridgeRailing..........................................................................................................164
Exhibit5.12.ExampleofBridgeStructures..................................................................................165
Exhibit5.13.MidblockandSidepathCrossingsRelativetoIntersectionFunctionalArea.........169
Exhibit5.14.CrossingAngle........................................................................................................170
Exhibit5.15.YieldSightTriangles................................................................................................174
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ListofExhibits
Exhibit5.16.MinimumPathWalkwaySightTriangle.................................................................177
Exhibit5.17.ExamplesofMidblockIntersections................................................................178181
Exhibit5.21.BollardApproachMarkings.....................................................................................186
Exhibit5.22.CrossingIsland........................................................................................................187
Exhibit5.23.AdvancedYieldSignsandMarkings.......................................................................191
Exhibit5.24.AdvanceWarningAssemblyExample....................................................................193
Exhibit5.25.ModeSpecificGuideSigns.....................................................................................195
Exhibit6.1.DirectionalSignageforBicycleParking....................................................................200
Exhibit6.2.ExampleofInvertedUBicycleRack.......................................................................202
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ListofEquations
AASHTOGuideforthePlanning, Design, and Operation of Bicycle Facilities
LISTOFEQUATIONS
Equation41.FormulaforDeterminingTaperLengthforObstructionMarkings.......................103
Equation42.StandingBicycleCrossingTime.............................................................................105
Equation43.BicycleMinimumGreenTimeUsingStandingBicycleCrossingTime...................106
Equation44.RollingBicycleCrossingTimeConsideringBrakingDistance................................107
Equation45.AllRedandExtensionTimeUsingRollingBicycleCrossingTime.........................108
Equation51.MinimumRadiusofCurvatureBasedonLeanAngle............................................148
Equation52.MinimumRadiusofCurvatureBasedonSuperelevation.....................................149
Equation53.MinimumStoppingSightDistance........................................................................152
Equation54.LengthofCrestVerticalCurvetoProvideSightDistance.....................................155
Equation55.HorizontalSightDistance......................................................................................159
Equation56.LengthofRoadwayLegofSightTriangle..............................................................174
Equation57.LengthofPathLegofSightTriangle......................................................................175
Equation58.TaperLength..........................................................................................................187
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Chapter1:Introduction
DRAFTFebruary2010
AASHTOGuideforthePlanning,Design,andOperationofBicycleFacilities
DRAFTFORAASHTOCOMMITTEEREVIEWANDCOMMENT
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CHAPTER1:INTRODUCTION
1.1.DESIGNIMPERATIVE
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Bicycletravelhasplayedanhistoricroleintransportation.Evenbeforetheinventionoftheautomobile,
theLeagueofAmericanWheelmenpromotedimprovedtraveledways.
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BicyclingisrecognizedbytransportationofficialsthroughouttheUnitedStatesasanimportant
transportationmode.OveraquarterofthepopulationintheU.S.overtheageof16ridesbicycles.(1)
Nationwide,peoplearerecognizingtheconvenience,energyefficiency,costeffectiveness,health
benefitsandenvironmentaladvantagesofbicycling.
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Local,stateandfederalagenciesarerespondingtotheincreaseduseofbicyclesbyimplementingawide
varietyofbicyclerelatedprojectsandprograms.Theemphasisnowbeingplacedonbicycle
transportationrequiresanunderstandingofbicycles,bicyclistsandbicyclefacilities.Thisguide
addressestheseissuesandclarifiestheelementsneededtomakebicyclinganaccessiblemodeof
transportation.
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Allroads,streetsandhighways,exceptthosewherecyclistsarelegallyprohibited,shouldbedesigned
andconstructedundertheassumptionthattheywillbeusedbybicyclists.(2)Therefore,bicycles
shouldbeconsideredinallphasesoftransportationplanning,newroadwaydesign,roadway
reconstruction,operationalandmaintenanceactivities,capacityimprovement,bridgeandtransit
projects.
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1.2.PURPOSE
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Bicyclistscanbeexpectedtorideonalmostallroadways,aswellasonsharedusepaths,where
permitted.Safe,convenient,welldesignedandwellmaintainedfacilitiesareessentialtoaccommodate
andencouragebicycling.
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Thisguideprovidesinformationonhowtoaccommodatebicycletravelandoperationsinmostriding
environments.Itisintendedtopresentsoundguidelinesthatresultinfacilitiesthatmeettheneedsof
bicyclistsandotherhighwayusers.Sufficientflexibilityispermittedtoencouragedesignsthatare
sensitivetolocalcontextandincorporatetheneedsofbicyclists,pedestriansandmotorists.However,
insomesectionsofthisguide,suggestedminimumdimensionsareprovided.Thesearerecommended
onlywherefurtherdeviationfromdesirablevaluescouldcompromisesafety.
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1.3.SCOPE
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Thisguideprovidesinformationonthephysicalinfrastructureneededtosupportbicycling.Facilitiesare
onlyoneofseveralelementsessentialtoacommunitysoverallbicycleprogram.Bicyclesafety
educationandtraining,encouragingbicycleuse,andenforcingtherulesoftheroadastheypertainto
bicyclistsandmotoristsshouldbecombinedwithengineeringmeasurestoformacomprehensive
approachtobicycleuse.Informationonotherelementsofanoverallbicycleprogramcanbeobtained
fromstateorlocalbicyclecoordinatorsandotherpublications.
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Theprovisionsforbicycletravelareconsistentwith,andsimilarto,normalhighwayengineering
practices.Signs,signalsandpavementmarkingsforbicyclefacilitiesarepresentedintheManualon
UniformTrafficControlDevices(3),whichshouldbeusedinconjunctionwiththisguide.For
constructionofbicyclefacilities,applicablestateandlocalconstructionspecificationsshouldbeused.
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1.4.DEFINITIONS
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BICYCLEApedalpoweredvehicleuponwhichthehumanoperatorsits.Thetermbicycleforthis
publicationincludesthreeandfourwheeledhumanpoweredvehicles,butnottricyclesforchildren.
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BICYCLEBOULEVARDAstreetsegment,orseriesofcontiguousstreetsegments,thathasbeen
modifiedtoaccommodatethroughbicycletrafficbutdiscouragethroughmotortraffic.
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BICYCLEFACILITIESAgeneraltermdenotingimprovementsandprovisionstoaccommodateor
encouragebicycling,includingparkingandstoragefacilities,andsharedroadwaysspecificallydesignated
forbicycleuse.
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BICYCLELANEorBIKELANEAportionofaroadwaywhichhasbeendesignatedbypavementmarkings
and,ifused,signs,forthepreferentialorexclusiveuseofbicyclists.
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BICYCLELEVELOFSERVICE(BLOS)Amodelusedtoestimatebicyclistsaverageperceptionofthe
qualityofserviceofasectionofroadwaybetweentwointersections.
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BICYCLELOCKERorBIKELOCKERAsecure,lockablecontainerusedforlongtermindividualbicycle
storage.
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BICYCLEPATHorBIKEPATHApathwaythatisexclusivelyusedbybicyclists,whereaseparate,parallel
pathisprovidedforpedestriansandotherwheeledusers.Mostpathwaysaresharedbetweenbicyclists
andotherusers:seeSharedUsePath.
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BICYCLERACKorBIKERACKAstationaryfixturetowhichabicyclecanbesecurelyattached.
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BICYCLEROUTEAroadwayorbikewaydesignatedbythejurisdictionhavingauthority,eitherwitha
uniqueroutedesignationorwithBIKEROUTEsigns,alongwhichbicycleguidesignsmayprovide
directionalanddistanceinformation.Signsthatprovidedirectional,distance,anddestination
informationforcyclistsdonotnecessarilyestablishabicycleroute.
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BICYCLENETWORKAsystemofbikewaysdesignatedbythejurisdictionhavingauthority.Thissystem
mayincludebikelanes,bicycleroutes,sharedusepaths,andotheridentifiablebicyclefacilities.
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BIKEWAYAgenerictermforanyroad,street,pathorwaywhichinsomemannerisspecifically
designatedforbicycletravel,regardlessofwhethersuchfacilitiesaredesignatedfortheexclusiveuseof
bicyclesoraretobesharedwithothertransportationmodes.
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HIGHWAYAgeneraltermdenotingapublicwayforpurposesofvehiculartravel,includingtheentire
areawithintherightofway.
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RAILTRAILAsharedusepath,eitherpavedorunpaved,builtwithintherightofwayofaformer
railroad.
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RAILWITHTRAILAsharedusepath,eitherpavedorunpaved,builtwithintherightofwayofanactive
railroad.
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RIGHTOFWAYAgeneraltermdenotingland,propertyorinteresttherein,usuallyinastrip,acquired
forordevotedtotransportationpurposes.
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RIGHTOFWAY(ASSIGNMENT)Therightofonevehicleorpedestriantoproceedinalawfulmannerin
preferencetoanothervehicleorpedestrian.
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ROADWAYTheportionofthehighway,includingshoulders,intendedforvehicularuse.
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RECUMBENTBICYCLEAbicyclewithpedalsatroughlythesamelevelastheseatwheretheoperatoris
seatedinareclinedpositionwiththeirbacksupported.
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RUMBLESTRIPSAtexturedorgroovedpavementtreatmentdesignedtocreatenoiseandvibrationto
alertmotoristsofahazard.Longitudinalrumblestripsaresometimesusedonoralongshouldersor
centerlinesofhighwaystoalertmotoristswhostrayfromtheappropriatetraveledway.Transverse
rumblestripsareplacedontheroadwaysurfaceinthetravellane,perpendiculartothedirectionof
travel.
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SHAREDLANEAlaneofatraveledwaythatisopentobicycletravelandvehicularuse.
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SHAREDLANEMARKINGApavementmarkingsymbolthatindicatesanappropriatebicyclepositioning
inasharedlane.
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SHAREDROADWAYAroadwaythatisopentobothbicycleandmotorvehicletravel.Thismaybean
existingroadway,astreetwithwidecurblanes,oraroadwithpavedshoulders.
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SHAREDUSEPATHAbikewayphysicallyseparatedfrommotorizedvehiculartrafficbyanopenspaceor
barrierandeitherwithinthehighwayrightofwayorwithinanindependentrightofway.Shareduse
pathsmayalsobeusedbypedestrians,skaters,wheelchairusers,joggersandothernonmotorized
users.
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SHOULDERTheportionoftheroadwaycontiguouswiththetraveledway,foraccommodationof
stoppedvehicles,emergencyuseandlateralsupportofsubbase,baseandsurfacecourses,oftenused
bycyclistswherepaved.
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SIDEWALKThatportionofastreetorhighwayrightofway,beyondthecurboredgeofroadway
pavement,whichisintendedforusebypedestrians.
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SIDEPATHAsharedusepathlocatedimmediatelyadjacentandparalleltoaroadway.
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TRAVELEDWAYTheportionoftheroadwayintendedforthemovementofvehicles,exclusiveof
shoulders.
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UNPAVEDPATHPathnotsurfacedwithahard,durablesurfacesuchasasphaltorPortlandcement
concrete.
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WORKSCITED
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1.NationalHighwayTrafficSafetyAdministration;BureauofTransportationStatistics.NationalSurvey
ofPedestrianandBicyclistAttitudesandBehaviors.s.l.:U.S.DepartmentofTransportation,2002.
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2.AASHTO.APolicyonGeometricDesignofHighwaysandStreets.Washington,D.C.:American
AssociationofStateHighwayandTransportationOfficials,2004.
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3.FederalHighwayAdministration.ManualonUniformTrafficControlDevices.Washington,D.C.:
FederalHighwayAdministration,U.S.DepartmentofTransportation,2009.
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Chapter2BicyclePlanning
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CHAPTER2:BICYCLEPLANNING
2.1.BACKGROUND
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Bicyclingisahealthy,lowcostmodeoftravelthatisavailabletonearlyeveryone.Bicyclingisalsothe
mostenergyefficientformoftransportationavailable.Sincebicyclingemitsnopollution,requiresno
externalenergysource,anduseslandefficiently,iteffectivelymovespeoplefromoneplacetoanother
withoutadverseenvironmentalimpacts.Forcommunitiesworkingtoaddressawiderangeofissues
fromtrafficcongestiontoclimatechange,bicyclingisatransportationsolutionthatworksatbothlocal
andgloballevels.
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Surveysshowthatpeoplesupportbicyclingbecauseitmakesneighborhoodssaferandfriendlier,saves
onmotorizedtransportationcosts,providesawaytoroutinelygetphysicalactivity,andreduces
transportationrelatedenvironmentalimpacts,emissions,andnoise.Bicyclingincreasestheflexibilityof
thetransportationsystembyprovidingadditionalmobilityoptions,especiallyforshortdistancetrips
thataretoofartowalkandtooclosetodrive.Bicycletransportationisparticularlyeffectivein
combinationwithtransitsystems,aswhenusedtogether,eachexpandstherangeoftheothermode.
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2.2.WHYPLANNINGFORBICYCLINGISIMPORTANT
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AscommunitiesthroughouttheU.S.facenewchallenges,bicyclingprovidesasolutiontomanydifferent
concerns.Sincethebicycleisanappropriatevehicleformanytrips,itcanplayasignificantrolein
sustainablelanduseplanning,transportation,recreation,andeconomicdevelopmentinitiatives.
Particularlyinurbanandsuburbancenters,wherealargepercentageoftripsareshorterthantwomiles
inlength,bicyclingcanserveaspartofacomprehensiveapproachtoalleviatetrafficcongestionand
provideflexible,convenient,andaffordabletraveloptions.Bicyclingisalsoverycompatiblewithtransit
systemdevelopment,andcaneffectivelyexpandtheareaservedbyeachtransitstop.
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Likeotherusersofthetransportationsystem,bicyclistsneedaccesstojobs,goodsandservices,and
recreationalactivities.Planningforexistingandpotentialbicycleuseshouldbeintegratedintoand
coordinatedwiththeoveralltransportationplanningprocess.Transportationimprovementscanprovide
anopportunitytoenhancethesafetyandconvenienceofbicycletravel.
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Improvementsmadeforbicyclistsoftenresultinbetterconditionsforothertransportationusers.For
instance,pavedshoulders,widecurblanes,andbicyclelanesnotonlyprovideimprovedconditionsfor
bicyclists,butalsoincreasemotoristcomfort.Betweenintersections,bicyclelanesandpavedshoulders
resultinmoreconsistentseparationbetweenbicyclistsandpassingmotorists.Bicyclelanesimprove
sightdistanceformotoristsatdrivewaysandprovideabufferareabetweensidewalksandtrafficlanes,
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makingstreetsmorecomfortableforpedestrians.Communitiesthathavebuiltbicyclenetworkshave
seenpositiveresultsforallusersfrommodestinvestments.
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Plansforimplementingbicycleprojectsoftenrequiresupportivepoliciesinacommunitysgeneralplan,
mastertransportationplan,zoningordinances,andsubdivisionregulations.Thesemayneedtobe
amendedtosupportbicyclecompatibleroadwaydesign,encouragesharedusepathconnections
betweenneighborhoods,requirebicycleparking,andcreatelandusepoliciesthatkeepdestinations
closertohomeandwork.
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Providingforbicyclingtouchesonmanydifferentaspectsofcommunityplanning,andagoodbicycle
planreflectsthisdynamic.Dependingonthecommunity,abicycleplanmayinvolvemanydiverse
aspects,suchassignaltimingandprogression,safetyeducation,buildingcodesandparkingfacility
design,landusepolicies,schoolbusingpolicies,socialmarketingtopromoteflexibletransportation
options,roadwaymaintenanceandtransitaccess,andmanyothers.
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2.3.TYPESOFBICYCLING
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Manycharacteristicshavebeenusedtoclassifydifferenttypesofbicycleriders.Amongthemost
commonarecomfortlevel,physicalability,andtrippurpose.Thesecharacteristicscanbeusedtohelp
developgeneralizedprofilesofvariousbicycleusertypes.Peoplewillnotfitneatlyintoasingle
category,andaridersprofilemaychangeinasingleday,forexample,asacommuterswitchestoa
parentwhotakesachildforarecreationalride.Still,theseprofilesprovideawaytogaugeapproximate
levelofcomfortonandpreferenceforspecificfacilitytypes.
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2.3.1.TRIPPURPOSE
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UTILITARIAN/NONDISCRETIONARY
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Utilitarianornondiscretionarytripsaretripsthatarenecessaryaspartofapersonsdailyactivities.
Thesecommonlyincludecommutetripstoworkorschool,workrelatednoncommutetrips,shopping
anderrands,ortakingachildtoschool.Dependingonthelengthoftripandqualityofbicyclefacilities
provided,amongotherfactors,bicyclingtripscanreplaceorseamlesslylinkwithothertransportation
modessuchastransitormotorvehicletrips.
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Inadditiontopeoplewhochoosetobicyclefortransportation,utilitarianusersmayalsoincludethose
whodonothaveaccesstoanautomobileorpossessadriverslicense,havenotransitavailable,orare
otherwisedependentuponbicycling.
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Schooltripsareaspecialtypeofutilitariantripthatinvolveyoungerridersandrequirecarefulattention
totheircharacteristics.Inneighborhoodswithlowvolume,lowspeedstreets,childrenwhohavebeen
taughtbasicbicyclingskillscansharetheroadwithautomobiles.Onroadwayswithhigherspeedsand
volumes,bikelanesorseparatepathwaysandsafetyimprovementsatintersectionscanaccommodate
childrenwithappropriatetrafficskills.
RECREATION/DISCRETIONARY
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Recreationalanddiscretionarytripsincludetripsmadeforexerciseand/orleisure.Recreationalusers
coverallagegroupsfromchildrentoadultstoseniorcitizens,andwillhavevaryinglevelsofcomfort
whenridingintraffic.Recreationaltripscanrangefromshorttripswithinaneighborhood,tolongrides
lastingseveralhoursandcoveringmanymiles.Childrenwillgenerallyridewithintheirneighborhood,
withfriendsorparents,andonstreets,sidewalks,orsharedusepaths.Adultrecreationaltripscovera
widerangedependingontheuserscomfortandfitnesslevel,withaverageadultuserslookingfor
moderatetoslowpacedridingonquietstreetsorsharedusepaths.Asmallernumberofadultbicyclists
goonlongdistancerecreationaltrips,seekingoutscenicandsometimeschallengingterrainforsport
andfitness.
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Mountainbicyclistsfallintothecategoryofrecreationalridersbutareconsideredauniqueand
independentgroupduetotheirregularuseofnaturalsurfacesinadditiontopavedsurfaces.Mountain
bikesaregenerallydesignedforuseonbothtypesofsurfaces.Thisguidewillcovertheuseofmountain
bikesforrecreationalorutilitariantravelonpavedsurfacesbutdoesnotdiscussmountainbikeuseon
narroworsingletracknaturalsurfaces.
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UTILITARIANVS.RECREATION
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Thelinebetweenutilitarianandrecreationalbicyclingisblurryatbestbecausethesametransportation
systemcanbeusedforbothpurposes.Justasroadsaredesignedforvariousmotorvehicletrip
purposes,roadsandpathwaysshouldbedesignedtofacilitatevariousbicycletrippurposesandthereis
verylittledifferencebetweenabicyclenetworkthatisintendedforrecreationalbicyclistsversusone
thatisdesignedfortransportationtrips.
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Peoplewhouseabikefortransportationgetexercisetheymaynothaveotherwisehadtimefor,orthat
wouldhaverequiredadditionaltimeandexpense,suchasgoingtoafitnesscenter.Unlikedriving,
whichistypicallynotviewedasarecreationalactivitybutratherasameanstoanend,manypeople
choosetobicyclebecauseitachievesmorethanasinglepurpose,suchasexercisingwhilereachinga
destination.Bicyclingisamultifacetedrecreationalactivityformillionsofpeoplenationwide,youngand
old,cuttingacrossmanysocioeconomicanddemographiccategories.Someusersmaynevergobeyond
ridingonasharedusepathorlowvolumeroads,whileothersmayadvancetheirskillsandbecome
bicyclecommuters.Thatiswhyunderstandingandplanningfortheneedsandabilitiesofallbicycle
usersisnecessarytodesignsuccessfulbicyclenetworks.
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Exhibit2.1outlinescommoncharacteristicsofrecreationalandutilitariantrips.Thedescriptionsbelow
provideageneralideaoftypicaldifferencesbetweentriptypes,howeveritshouldbenotedthatsome
tripscombinepurposesanddonotfallintothesedistinctcategories:
Recreational Trips
Utilitarian Trips
Directness of route not as important as visual interest, Directness of route and connected, continuous facilities more
shade,protectionfromwind
importantthanvisualinterest,etc.
Looptripsmaybepreferredtobacktracking;startandend Trips generally travel from residential to schools, shopping or

pointsareoftenthesame
workareasandback
Tripsmayrangefromunderamiletoover50miles
Tripsgenerallyare15milesinlength
Shortterm bicycle parking is needed at recreational sites, Shortterm and longterm bicycle parking is needed at stores,
parks,trailheadsandotherrecreationalactivitycenters
transitstations,schools,workplaces
Varied topography may be desired, depending on the Flattopographyisdesired

fitnessandskilllevelofthebicyclist
Mayberidinginagroup
Oftenridealone
Maydrivewiththeirbicyclestothestartingpointofaride
Use bicycle as primary transportation mode for the trip; may

transfertopublictransportation;mayormaynothaveaccessto
acarforthetrip
Typically occur on the weekend or on weekdays before Some trips occur during morning and evening commute hours
morningcommutehoursoraftereveningcommutehours
(commutetoschoolandwork),butingeneralbicyclecommute
tripsmayoccuratanyhouroftheday
Exhibit2.1.RecreationalTripsvs.UtilitarianTrips
RIDERAGE
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Adultsdonothaveuniformcognitiveandperceptualabilities.However,incomparisontochildren,
adultsgenerallycanstartandstopmovementoftheirbicyclemorequickly,aremorevisibleto
motorists,caninterpretdirectionalityofsoundswithgreateraccuracy,andhaveagreaterawarenessof
potentialconflicts.Inaddition,mostadultsalsooperatemotorvehiclesandhavetheadvantageof
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understandingtherulesoftheroadasmotorists;therefore,theyarealreadyfamiliarwithridingin
traffic.
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Seniorsareaspecialtypeofadultriderwhomayrideataslowerpaceandhavelongerreactiontimes
whenfacedwithsuddenhazards.
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Childrenhaveawiderangeofskillsandcognitivecapabilities.Generally,childrenareslowerin
recognizingandrespondingtorapidlychangingsituations.Thisleadstopossibledangersincommon
situationsthatchildrenfacewhenridingbicycles,suchascrossingstreets.Childrentendto:
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Havearelativelynarrowfieldofvision.
Havedifficultiesaccuratelyjudgingthespeedanddistanceofanapproachingvehicle.
Assumeavehiclecanseethemiftheycanseethevehicle.
Havedifficultyconcentratingonmorethanonething.
Havedifficultyunderstandingdanger.
Havedifficultydeterminingthedirectionofauditoryinput.
Havelittleexperiencewiththerulesoftheroadbecausetheydonotdrivemotorvehicles.
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2.3.2.LEVELOFUSERSKILLANDCOMFORT
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Anotherwaytolookatusertypesisbycomfortandskilllevel.
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EXPERIENCEDANDCONFIDENT
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Thisgroupincludesbicyclistswhoarecomfortableridingonmosttypesofbicyclefacilities.Thisgroup
alsoincludesutilitarianandrecreationalridersofmanyageswhoareconfidentenoughtorideonbusy
roadsandnavigateintrafficwhennecessarytoreachtheirdestination.However,somemaypreferto
travelonlowtrafficresidentialstreetsorsharedusepaths.Suchbicyclistsmaydeviatefromthemost
directroutetotravelintheirpreferredridingconditions.Experiencedbicyclistsmayincludecommuters,
longdistanceroadbicyclists,racers,andthosewhoregularlyparticipateinridesorganizedbybicycle
clubs.
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CASUALANDLESSCONFIDENT
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Thisgroupincludesamajorityofthepopulation,andincludesawiderangeofpeople:thosewhoride
frequentlyformultiplepurposes;thosewhoenjoybicyclingoccasionallybutmayonlyrideonpathsor
lowtrafficstreetsinfavorableconditions;thosewhorideforrecreation,perhapswithchildren;and
thoseforwhomthebicycleisanecessarymodeoftransportation.Inorderforthisgrouptoregularly
choosebicyclingasamodeoftransportation,aphysicalnetworkofvisible,convenientandwell
designedbicyclefacilitiesisneeded.
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Peopleinthiscategorymaymoveovertimetotheexperiencedandconfidentcategory.
Exhibit2.2outlinesgeneralcharacteristicsofexperiencedversuscasualbicyclists:
Experienced/Confident Riders
Casual/Less Confident Riders
Most are comfortable riding with vehicles on streets, and Prefer shared use paths, bike boulevards, or bike lanes
areabletonegotiatestreetslikeamotorvehicle,including alonglowvolume,lowspeedstreets.
using the full width of a narrow travel lane when
appropriateandusingleftturnlanes.
While comfortable on most streets, some prefer onstreet May have difficulty gauging traffic and may be unfamiliar
bike lanes, paved shoulders or shared use paths when withrulesoftheroadastheypertaintobicyclists:maywalk
available.
bikeacrossintersections.
Preferamoredirectroute.
May use less direct route to avoid arterials with heavy

trafficvolumes.
Avoid riding on sidewalks. Ride with the flow of traffic on Ifnoonstreetfacilityisavailable,mayrideonsidewalks.

streets.
May ride at speeds up to 20 mph on flat ground, up to 45 Mayrideatspeedsaround8to12mph.

mphonsteepdescents.
Maycyclelongerdistances.
Cycleshorterdistances:2to5milesisatypicaltripdistance.
Exhibit2.2.Casual/LessConfidentvs.Experienced/ConfidentRiders
2.4.TYPESOFTRANSPORTATIONPLANNINGPROCESSES
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Thefieldoftransportationplanninghasevolvedover20yearstoreflectagrowingbodyofexperience,
literature,andlessonslearnednationwide.Bicyclinghasbeenintegratedintoplanningprocesses
throughoutthecountry,inplaceslargeandsmall,andincludingbothurbanandruralareas.Thissection
oftheGuidecoversthefollowingtypesofplanningprocesses:
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ComprehensiveTransportationPlans
BicycleMasterPlans
TransportationImpact/TrafficStudies
SmallAreaandCorridorLevelPlanning
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ProjectLevelPlanning
2.4.1.COMPREHENSIVETRANSPORTATIONPLANS
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Comprehensiveormastertransportationplansshouldincludeabicyclingcomponent.Theseinclude
LongRangeTransportationPlans,HighwaySafetyPlans,andTransportationDemandManagement
(TDM)Plans.Thebicyclecomponentoftheseplansshouldbeofasimilarlevelofdetailasthemotor
vehiclecomponents,forexample,identifyingspecificshorttermandlongtermimprovements,
establishingfundingpriorities,andaddressingpolicyissues.Publicmeetingsfortheseplansshouldbe
designedtosolicitinputonbicyclistsneedsandpriorities,aswellasinputonallothermodes.These
plansshouldalsoproviderecommendationsforimprovingbicycle/transitconnections.
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Insomecases,thebicycleelementofthemastertransportationplanisacondensedversionofa
separatebicyclemasterplan(seebelow)and/ormayincorporatetheseparatebicyclemasterplanby
reference.Wherethisisthecase,itisstillimportantforthebicyclecomponenttoprovidethesame
levelofdetailastheothermodalelementsoftheplan.
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2.4.2.BICYCLEMASTERPLANS
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Thepurposeofastandalonebicycleplanistoidentifytheprojects,policies,andprogramsthatare
neededinordertofullyintegratebicyclingasaviablemodeoftransportationwithinacommunity.
BicycleplanspreparedbyStateDOTsareoftenmorefocusedonpolicyissues,whilebicycleplansthat
arecompletedbylocalorregionalagenciesmayfocusonbicyclenetworkplanning,aswellaspolicies
anddesignpracticesthatsupportbicycling.
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Agoodbicycleplanstartsfromeachcommunityscurrentstagesomecommunitiesmaybestarting
fromscratchwhileothersmaybeatamoreadvancedstage.Itshouldaddresspolicy,infrastructure,
andprogramming.Foracommunitythatisembarkinguponbicycleplanningforthefirsttime,thefocus
maybeonwinningsupportforinitialprojectsthatwillgeneratesignificantuseorresultinvisiblesafety
improvements,andhelptobuildmomentumforsubsequentprojects.Foracommunitythathas
alreadyimplementedapartialbikewaysystemandhasagrowingnumberofengagedandactive
bicyclists,thefocusmaybeonhowtomovebeyondthelowhangingfruitalreadyimplementedand
tacklemorechallengingprojectsandprograms.Andforthosecommunitiesinamoreadvancedstage,
withwelldevelopedbicycleinfrastructureandsignificantbicycleuse,welldefinedpolicies,new
educationandoutreachprograms,andafocusoncriticalgapsinthenetworkmaybeappropriate.All
communitiesshouldaddresspoliciesthatencourageandsupportbicycletrips.
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Abicycleplanshouldbetailoredtotheuniqueconditionsofthecommunitywhichitserves.Bicycle
plansforcities,suburbs,counties,regions,andstatesalldiffersignificantly,dependingonmanyfactors
includingspanofcontrol(e.g.whichroadsorcorridorsarecontrolledormanagedbythegovernment
entity),politicalsupport,availablefunding,andlevelofcommunityengagement.Bicycleplansexistfor
everytypeofcommunity:urban,suburban,rural,mountain,andresort.Infastgrowingcommunities,
bicycleplansmayconcentrateonpolicies,standards,andcodelanguagetoguidefuturedevelopment,
whereasplansformorebuiltoutcommunitiesmaybemoreconcernedwiththeretrofittingofbicycle
improvementsatexistinglocationsandanalysisofpotentialoffstreetcorridors.
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Abicycleplanhelpsguidetransportationdepartmentstoimplementbikewaysaspartoftheirroutine
roadwaymaintenanceand3R(resurfacing,restoration,orrehabilitation)activities.Forexample,a
routinepavementoverlaymayprovideaconvenientopportunitytoimplementbikelanes.Whensignals
areupgraded,itisagoodtimetoadddetectorsorpushbuttonsforbicyclists.Abicycleplancanand
shoulddealwiththeimmediateneedsforshorttermimprovements,balancedwithlongertermprojects
thatcouldbedecadesfromrealization.
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PUBLICPROCESS
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Todevelopaplanthatwillenjoycommunitysupport,theprocessshouldincludeopportunitiesforthe
public,stakeholders,andotherinterestgroupstoparticipateandbeheard.Publicinputshouldincludea
combinationofstrategies,suchaspublicworkshops,hearings,noticesinthemedia,outreachevents,
andtheformationofaBicycleAdvisoryCommittee.Effectivecommitteeswelcomediverseviewpoints.
Potentialcommitteemembersmayincludehealthand/orsafetyadvocates,educators,businessleaders,
lawenforcementpersonnel,bikeclubmembers,peoplewithdisabilities,elderly,andpeoplewhoare
economicallydisadvantaged.Localofficials(electedandstaff)whoareresponsibleforimplementation
shouldparticipateintheprocess.
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Outreachshouldbeconductedtotargetanddrawouttheopinionofabroadcrosssectionofthe
community,includingexperienced,casualandnovicebicyclistsofallages.Theseeffortscouldincludea
website,mailedsurveys,schoolvisits,orcommunitybicyclingaudits.
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COORDINATIONWITHOTHERDOCUMENTSANDPLANNINGPROCESSES
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Theplanshouldbecoordinatedwithregional(countyandMPO)andstatetransportationplans(modal
plans,corridorplans,etc.).Whilebicycletransportationmaynotalwaysbetheprimaryfocusofthese
plans,thebicyclemodeshouldbetakenintoconsiderationandshouldbeaddressedinanappropriate
levelofdetail.Forexample,theimplementationofbicyclerecommendationsoftenrequiresrevisionsto
landdevelopmentregulations,roadwaydesignstandards,andstandarddesigndetails.These
documentsaretypicallyupdatedonaperiodicbasisandtheseupdatesshouldincludebicycleprovisions
whereappropriateandasrecommendedinthebicyclemasterplan.Coordinationisalsoneededwith
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fundingprograms(suchastheannualcapitalimprovementsprogram),andplanningdocumentsofother
agencies(suchastransit,andparksandrecreation).
PHASINGOFINFRASTRUCTUREIMPROVEMENTS
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Aphasingplansetsforwardastrategyforimplementingbicyclefacilitiesovertime,reflectingpolitical
realities,futuredevelopment,fundingopportunities,andtechnicalchallenges.Byidentifyingprojectsto
beimplementedintheshort,mediumandlongterm,jurisdictionscanfocusinitiallyonprojectsthatare
lowcostorrequireminimalinfrastructurework,whilesimultaneouslystartingtoplan,design,andseek
fundingandsupportforlongerterm,morecomplexprojects.
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Shorttermprojects:Shorttermprojectscanhelptocreateearlysuccessandshowsignificantprogress
inplanimplementation.Theseprojectsaregenerallylowcostandeasytoimplement.Examplesinclude
trafficsignaltimingadjustmentsorpushbuttons;restripingexistingstreetsbynarrowinglanes;
removingtravellanesorparkingandredistributingspacetoaccommodatebikelanes;roadrepaving
thatincludesbikelanes;orinstallationofwayfindingsignageorsharedlanemarkings.Thesestrategies
willbediscussedinmoredetailinthedesignchapters.
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Mediumtermprojects:Mediumtermprojectsmayrequirestreetrepaving,facilityreconstructionsuch
asmovingcurbs,orfundingaspartofothercapitalimprovementprograms.Theseprojectsgenerally
mustundergodetailedinfrastructuredesignstudy,aremorecomplextoimplement,andrequiretimeto
securefunding.Mediumtermprojectsmayalsobethosethatonlyoccurwithnewfacilityconstruction
oroldfacilityrehabilitation.
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Longtermprojects:Longtermprojectsgenerallyrepresentinvestmentsofmajorcapitalfunds;these
projectsarecomplexfromadesignorpoliticalstandpoint.Examplescanincludebicyclebridges,
elevatedcrossings,orunderpassstyletunnels.Theseprojectscanbedevelopedthroughnewfacility
constructionorfacilityrehabilitation.
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Todevelopaphasingplan,anumberofissuesshouldbeconsidered:
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Bicycletraveldemand:Towhatdegreewillthebikewaygeneratesignificantusage?How
manytripgeneratorsarewithincloseproximityoftheproject,suchasresidentialareas,
schools,parks,transitcenters,employmentandcommercialdistricts,churches,etc?There
areseveralmethodsforforecastingbicycletraveldemand,asdescribedinSection2.6.
RouteConnectivityandDirectness:Towhatdegreedoesthisalternativefillinamissinggap
inthebicyclenetwork,ormakeacriticalconnectiontoatransitfacilityorotherkey
destination?
Crash/ConflictAnalysis:Doestheproposedimprovementhavethepotentialtoalleviatea
safetyproblem,suchasanintersectionwithahistoryofbicyclecrashesorconflicts?
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Barriers:Howwelldoesthealternativeovercomeabarrierinthecurrentbicyclenetwork?
Barrierscouldincludebridges,overpasses,interchanges,difficultintersections,waterways,
etc.
EaseofImplementation:Howdifficultwillitbetoimplementthisproject?Thiscriterion
takesintoaccountrightofway,topographical,environmental,political,andeconomic
constraints.
TYPICALPLANCONTENTS
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Awelldevelopedbicycleplaniscomprehensiveandshouldcoversomeifnotallofthefollowingtopics
(notnecessarilyinthisorder):
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INTRODUCTION
TheintroductionofthePlanlaysafoundationandsetsthecontextforthePlan.Itshould
provideabriefoverviewofthehistoryandcurrentstatusofbicyclinginthejurisdiction,may
discusscurrentorpreviousplanningeffortsthatsupportbicycling,providedataoncurrent
levelsofbicycling(alongwithhistoricaldataifavailable),andanyotherinformationthatis
neededtolayafoundationforthePlan.
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VISION,GOALS,ANDOBJECTIVES
ThissectionestablisheswhatthePlanhopestoaccomplish.Thevisionstatementshouldpainta
pictureofthejurisdictioninthefuture,oncethegoalsandobjectiveshavebeenfulfilled.Goals
shouldbebroadstatementsthataddresskeyfocusareas,suchasmobility,health,the
environment,etc.Objectivesidentifymorespecificstrategiesforaccomplishingthevisionand
goals.
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BENCHMARKSORPERFORMANCEINDICATORS
Benchmarksshouldbesetinsuchawaythatjurisdictionscanmeasureresults.Inordertoseta
baselineforperformancemeasures,itmaybenecessarytocollectinitialdata.Performance
measuresshouldbeassimpleaspossible,andshouldbefairlyeasytomeasure.Insomecases,
existingdatacollectionprocesses(suchasroadwayinventories)canbeadjustedtocollectdata
relevanttobicycleperformancemeasures(i.e.shoulderwidthandpavementcondition).
Examplesofbenchmarksincludethenumberofbikewaymilesimplemented,modeshare
percentage,rateofbicyclemotorvehiclecrashesascomparedtothenumberofbicycletrips,
totalnumberofbicyclemotorvehiclecrashes,numberofbikeparkingspaces,bikeusageona
particularcorridor,percentageofkidsbicyclingtoschools,andothers.Inclusionofoutcome
orientedperformancemeasures(suchasusagecountsandcrashrates)isdesirabletocheck
effectivenessofcurrentprograms;purelyinventoryorientedperformancemeasuresmaynot
detectissuesthatneedtobeaddressed.
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EXISTINGCONDITIONS
Theoverviewofexistingconditionsshouldtakestockofthetransportationinfrastructure.The
existingconditionsanalysisshouldincludeageneralassessmentofstreets,roadsandhighways
byfunction,type,ownership,trafficvolumesandspeeds,widthandcondition,aswellasan
inventoryofexistingbikeways,includingsharedusepathsandtrailsoutsidethestreetsystem.
Otheritemsincludebicycleparkingconditions(qualityandquantity),crashdata,proposed
developmentsthatmayhaveasignificantimpactonbicycling,biketransitintegration,and
education,encouragement,andenforcementefforts.
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RECOMMENDEDBICYCLEFACILITIES
Thiscomponentisdiscussedinmoredetailinthenextsection.Recommendationsshouldreflect
thecommunitysneeds,aswellasthefeasibilityofprojectsinspecificroadwaycorridors.An
opportunisticapproachiswisethemajorityofbikeplansrecommendnewfacilitiesin
locationswhereotherroadwayprojects(suchasrepaving)offeropportunitiestoimplement
bikewayslessexpensively.Projectsshouldbeidentifiedinsufficientdetailsuchthattheycanbe
integratedintoalocalcapitalimprovementplanoradvancedtoadesignphase.Thisshould
include,ataminimum,roadwayname,beginningandendpoints,bikewaytype,adescriptionof
theworkneeded,andtheestimatedcost.Bicycleparkingneedscanalsobeidentified,aswellas
standardsforplacingbicycleparkingfacilities(seeChapter6formoreinformation).
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RECOMMENDEDPOLICIES/DESIGNGUIDELINES
Recommendationsforpolicychangesareastandardcomponentofmostbicyclemasterplans.
Thisincludeszoningandlanddevelopmentpoliciesthatsupportbicycling(suchashigher
densitiesofmixedusedevelopment,neighborhooddesignthatprovidesahighlevelofbicycle
connectivity,bicycleparkingordinances,requirementsforcommutersupportfacilitiessuchas
showers,etc).Somebicycleplansalsoincludedesignguidancethatclarifiesthejurisdictions
expectationsintermsofbicyclefacilitydesign.Thiscanbeparticularlyhelpfulifthe
jurisdictionscurrentdesignguidelinesdonotaddressbicyclefacilities,howeverultimatelythe
goalshouldbetointegratebicycledesignstandardsintootherexistingdocumentsthatcover
roadwaydesign,localsubdivisionanddevelopmentcodes,orotherappropriatesources.
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RECOMMENDEDEDUCATIONANDENCOURAGEMENTPROGRAMS
ThissectionofthePlanisveryimportant,astherearetypicallymanyopportunitiestoimprove
conditionsforbicyclistsbyimprovingbehaviors.Theeducationcomponentshouldaddress
issuessuchasbicyclingrelatedinformationonappropriatejurisdictionalwebsites,safety
informationmessagesformotoristsandbicyclists,andbicyclisttrainingprogramsforchildren,
youth,andadults.Theencouragementcomponentcanincludecommutersupportprograms
andincentives,promotionalactivitiesorientedtoneighborhoodsandlocalbusinessdistricts
(e.g.,ashopbybikeprogram),campaignstopromoteuseofbicycleswithtransit,rides
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organizedtointroduce(orpublicizebenefitsof)bicyclingtoawideraudience,andother
activitiestopromotethemorewidespreadpracticalapplicationofbicycling.
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IMPLEMENTATIONPLAN
Thissectionshouldaddressshort,midandlongtermrecommendations,andshouldprovidea
phasingplanasdescribedabove.Shorttermprojectsshouldincludeplanninglevelcost
estimates,forbudgetarypurposes.Fundingsourcesshouldbeidentified,suchaslocalorstate
transportationimprovementprograms,specialfederalfundingprograms,localcapital
improvementbudgets,grants,andothers.Alltypesofprojectsbothinfrastructureandnon
infrastructure(suchaseducationandencouragementprograms)shouldbeincludedinthe
phasingplan.Forsomeplans,itmayalsobedesirabletoidentifytheagenciesthatare
responsibleforimplementingtherecommendations.
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2.4.3.TRANSPORTATIONIMPACT/TRAFFICSTUDIES
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14
15
16
17
18
Transportationimpactstudiesattempttodiscloseinformationtostakeholdersaboutpotentialimpacts
andbenefitsofnewdevelopment.Althoughmanystudiesinthepastfocusedexclusivelyonmotor
vehicleimpacts,todayagencieshaveaccesstoresourcesthatcanbeusedtomeasuretheimpactson
bicyclists(seeSection2.6).TheNationalEnvironmentalPolicyAct(NEPA),thefederallawgoverning
environmentalanalysis,andmanystateenvironmentallawsrequireafulldisclosureoftransportation
impacts,notjustmotorvehicletrafficimpacts.
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20
21
Thoroughtrafficstudiesevaluateimpactstoallmodes,includingpedestrians,bicyclistsandtransit,in
additiontoadiscussionofonsitecirculationandsupportfacilities.Impactstobicyclistsareconsidered
significantif:
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24
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26
27
28
29
30
31
32
33
34
35
36
Aprojectdisruptsexistingbicyclefacilities.
Thiscanincludeaddingnewvehicularorbicycletraffictoanareaexperiencingsafetyconcernsora
newdevelopmentadjacenttoanexistingsensitiveuse,suchasaschoolorpark.Particular
attentionshouldbepaidtoonstreetbicyclefacilitiesonroadwayswithproposeddriveways,and
roadwaywideningorintersectionimprovementsintendedtoaugmentmotorvehiclecapacity,
whichmayreduceoreliminateshouldersorbikelanes.
Aprojectinterfereswithproposedbicyclefacilities.
Thisincludesfailuretodedicaterightofwayforplannedonandoffstreetbicyclefacilitiesincluded
inanadoptedbicyclemasterplan,orfailuretocontributetowardconstructionofplannedbicycle
facilitiesalongtheprojectsfrontage.Anotherexampleisanewroadwaythatseversaplanned
pathwayconnection,particularlywhengradeseparationisdesirablebutisntplannedforin
advance.
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2
3
4
5
6
7
8
Anotherconsiderationforbicyclesintrafficstudiesistheevaluationoffutureoffsiteimprovementsto
determinesecondaryimpactstobicycles.Impactstudiestypicallyincludeasetofimprovements
designedtoreduceimpactstothetransportationsystem.Forexampleaprojectmayrequire
accelerationordecelerationlanesatanewdrivewaytobenefitmotorvehiclesafetyand/orcapacity.
Thoroughtransportationimpactstudiesexplicitlyanalyzeandmitigatesecondaryimpactsonbicycling.
2.4.4.SMALLAREAANDCORRIDORLEVELPLANNING
Aprojectconflictswithadoptedbicyclesystemplans,guidelines,policiesorstandards.
Thiscanincludeprojectdesignsthatareinconflictwithpolicylanguage,suchasbicycledirectness,
connectivity,andnetworkcompleteness.
10
11
12
13
Transportationplansthatfocusonspecificroadwaycorridorsshouldincorporatetheneedsofbicyclists
alongwithallotherusers.Thepresumptioninpreparingtheseplansisthattheneedsofbicyclistswill
beincludedasaroutinematter,andthedecisiontonotaccommodatethemshouldbetheexception
ratherthantherule.
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15
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20
21
Duringthedevelopmentofsmallareaplansandcorridorplans,bicycleaccessalongandacross
roadwaysshouldbeplanned.Anopportunisticapproachshouldbeusedtoincorporatesafety
improvementsforbicyclistsalongwithotherplannedroadwayimprovements(seeSection2.5.2).In
somecases,aroadwaycorridororbridgereplacement/reconstructionplanmaycreateanopportunity
toprovideanewbicyclefacilitythatdoesnotnecessarilyconnecttobikewaysoneitherendofthe
corridor.However,bicycleaccommodationsshouldstillbeprovidedandshouldbedesignedwithlogical
termini,becauseallbicyclenetworksmustbeginwithincrementalimprovementsthateventuallyresult
inaconnectednetwork.
22
2.4.5.PROJECTLEVELPLANNINGAPPROVALS
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30
Onceaspecificprojectisidentified,keyconsiderationsbecomethetypesofapprovalsneededor
desiredtomovetheprojecttoconstruction.Approvalsneededbyaffectedgovernmentagencies,
stakeholdersandthegeneralpublicshouldbeidentifiedearlyintheprojectdevelopmentprocess.In
somecasesprojectsrequireapprovalatthenationallevelundertheNationalEnvironmentalPolicyAct
(NEPA).ThereareseveralfactorsthattriggertheneedforNEPAapproval,mostcommonlytheuseof
federalfundingorimpactstofederallands.Inmanyinstances,whetherornotNEPAapprovalis
needed,stateandlocalenvironmentalapprovalsaswellasotherpermitsmayberequired.Oftentimes
theseapprovalsrequireregularupdatesto,andinputfromthegeneralpublicandkeystakeholders.
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2
3
4
5
Duringtheprojectdevelopmentand/orapprovalprocess,thereisoftenaneedtodevelopandevaluate
designalternatives.Insomecases,NEPAapprovalrequirestheevaluationofallpracticalalternatives
thataccomplishthepurposeandneedoftheproject.Analyticaltools(seeSection2.6)canaidin
evaluatingalternativesbycomparingrelativelysmalldifferencesindesignandpresentingthemina
formatthatisrelativelyeasytounderstand.
2.5.PLANNINGBICYCLETRANSPORTATIONNETWORKS
7
8
9
Thecoreelementofabicycleplanwillbethebicycletransportationnetwork,composedofaconnected,
comprehensivesystemofpavedshoulders,bikelanes,sharedlanes,bicycleboulevards,bikeroutes,and
sharedusepaths.Thissectiondescribeshowtodevelopabicyclenetworkplan.
10
2.5.1.DECIDINGWHEREIMPROVEMENTSARENEEDED
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18
19
Allroadwaysshouldbeaccessiblebybicycle,exceptlimitedaccesshighwayswherebicycletravelis
specificallyprohibited.Wheneverroadsarereconstructedorconstructed,appropriatebikewayfacilities
shouldbeincludedtoaccommodatebicyclistsneeds.However,technical,political,andfinancial
realitiesmaymeanthatnotallroadscanbeimmediatelyretrofittedordesignedwiththebestormost
appropriatebikeway.Thus,choicesmustbemaderegardingwhichimprovementsreceivepriority,and
whatlevelofaccommodationeachroadwaywillreceive.Makingthesechoicesisbothanartanda
science.Thesciencereliesonuseofstandards,guidelines,andtechnicalanalysistools,whiletheart
integrateslocalknowledge,engineeringjudgment,andpublicinput.Technicalguidanceonthedesignof
differentbikewayfacilitiesisprovidedinChapters4and5ofthisGuide.
20
Factorstoconsiderwhendecidingwhereimprovementsareneededinclude:
21
UserneedsBalancingthefullrangeofneedsofcurrentandfuturebicyclists.
22
23
24
25
26
27
28
29
TrafficvolumesandspeedsMotorvehicletrafficvolumesandspeedsshouldbeconsidered
alongwiththeroadwaywidth.Somebicyclistswillavoidroadwayswithhighspeedsandheavy
volumesoftraffic,unlesstheyareprovidedwithafacilitythatofferssomedegreeofseparation
fromtraffic.Bycontrast,peoplewhoregularlyuseabicyclefortransportationoftenusemain
roadwaysbecausetheirdirectnessandhigherpriorityatintersectionstypicallymakethemmore
efficientroutes.Inmanycases,thebestapproachistoimprovethearterialroadwayto
accommodatebicycles,buttoalsoprovideaparallelroutealongstreetswithlowerspeedsand
trafficvolumes.
30
31
OvercomingbarriersOvercomingconstraintsandphysicalbarrierssuchasfreewaysor
waterwaysshouldbeatopprioritywhendevelopingabikewaynetwork.Asinglemajorbarrier
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2
3
(e.g.,difficultintersection,bridgewithoutsidewalksorbikelanes)canrenderanotherwise
attractivebikewaycorridorundesirable.Inputfromlocalbicyclists,alongwithafieldanalysisof
majorhighwaycrossings,railroads,andrivercrossings,canhelptoidentifymajorbarriers.
4
5
6
7
ConnectiontolandusesBikewaysshouldallowbicycliststoaccesskeydestinations.They
shouldconnecttoemploymentzones,parks,schools,shopping,restaurants,coffeeandice
creamshops,sportsfacilities,communitycenters,majortransitconnections,andotherland
usesthatformthefabricofacommunity.
8
9
10
11
DirectnessofrouteAbikewayshouldconnecttodesirablelocationswithasfewdetoursas
possible.Forexample,doesabicyclisthavetotraveloutofhisorherwayonaroutewithmany
turnstoreachasafefreewayoverpass?Multipleturnscandisorientariderandunnecessarily
complicateandlengthenatrip.
12
13
LogicalrouteDoestheplannednetworkmakesense?Anetworkshouldincludefacilitiesthat
bicyclistsalreadyuse,orhaveexpressedinterestinusing.
14
15
16
17
18
19
IntersectionsBikewaysshouldbeplannedtoallowforasfewstopsaspossible,asbicycling
efficiencyisgreatlyreducedbystopsandstarts.Ifbicyclistsarerequiredtomakefrequent
stops,forexample,alongstreetswithstopsignseveryblock,theymayavoidtherouteor
disregardtrafficcontroldevices.Signalizedintersectionswithveryshortgreentimes(suchas
thoseonlowprioritystreets)canleadtodisregardfortrafficcontrol.Atmajorstreets,crossings
shouldbecarefullyplannedandmanagedtoensuremaximumsafetyandflow.
20
21
22
23
AestheticsSceneryisanimportantconsiderationalongafacility,particularlyforafacilitythat
willserveaprimarilyrecreationalpurpose.Treescanalsoprovidecoolerridingconditionsin
summerandcanprovideawindbreak.Bicycliststendtofavorroadswithadjacentlanduses
thatareattractivesuchascampuses,shoppingdistricts,andthosewithscenicviews.
24
25
26
27
SpacingordensityofbikewaysAbikewaynetworkshouldbeplannedformaximumuseand
comfort,andthusshouldprovideanappropriatedensityrelativetolocalconditions.Some
bicyclenetworkplanshavesetagoaltoprovideabicyclefacilitywithinonefourthofamileof
everyresident.
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29
30
31
32
33
34
OverallfeasibilityDecisionsregardingthelocationofnewbikewaysmayalsoincludeanoverall
assessmentoffeasibilitygivenphysicalorrightofwayconstraints,aswellasotherfactorsthat
mayimpactthecostoftheproject.Whilefundingavailabilitymayinfluencedecisions,itis
essentialthatalackoffundsnotresultinapoorlydesignedorconstructedfacility.Thedecision
toimplementabikewayplanshouldalsobemadewithaconscious,longtermcommitmenttoa
properlevelofmaintenance.Facilityselectionshouldseektomaximizeuserbenefitperdollar
funded.CostbenefitanalysisiscoveredinSection6.
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2
Whileeverystreetwillserveasabicyclefacilitytosomeextent,focusingtripsalongspeciallytreated
corridorscanhelptoattractnewbicyclistsandincreasesafetyforallmodes.
3
4
5
6
7
8
9
Acontextsensitivedesignapproachisimportantinallaspectsofroadwaydesign.Simplyapplying
standards,withoutunderstandinghowtheywillfunction,thelocalcontext,orthefuturedesignintent,
canleadtoinappropriateandunderusedfacilities.Acorevalueofcontextsensitivesolutionsisto
provideasafefacilityforboththeuserandthesurroundingcommunity,andtoensurethattheproject
isbuiltinharmonywithadjacentlanduses,preservingimportantenvironmental,historicandaesthetic
featuresofthearea.Contextsensitivedesignsshouldaddressthesafetyneedsofbicyclistsandshould
supportmeasuresthatreducetheimpactofmotorvehiclesontheenvironment.
10
2.5.2.PRACTICAL(OPPORTUNISTIC)APPROACHTONETWORKPLANNING
11
12
13
Manyofthemostsuccessfulbikeplanshavebeenimplementedthroughapragmaticapproachinvolving
phasingofimprovementsandopportunisticpartnershipswithotherprojectsandgovernment
departments/agencies.Examplesofthistypeofapproachinclude:
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27
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29
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31
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33
34
Bikelaneimplementationaspartofresurfacing,reconstruction,androutinemaintenance
overlays.Manycommunitieshavecoordinatedtheirbikewayplansandtheirstreet
repavingprogramstocreatebikelanesthroughthereallocationofstreetspaceduring
routinepavingprojects.
CompleteStreetspolicies:integrationofbikewaysinroutinepublicworksprojects
includinghighwayandtransitprojects.Costeffectiveimprovementscanbemadeby
systematicallyincludingbikewaysinprojectsasamatterofpolicy.
Bikewayimplementationviaprivatesectordevelopmentactivity.Newdevelopments,
includingmixeduseprojects,residentialdevelopments,andurbaninfillprojectsprovide
significantopportunitiesbyincludingbikewaysinthelocalplanningprocess.
Bikewayimplementationincoordinationwithmajorcapitalprojects.Bikewayscan
successfullybeincludedinbridges,freeways,lightrailprojects,transitstationsandother
capitalprojects.
Developmentofsharedusepathsincorridorswithutilitiesorotherinfrastructure
improvements.Colocationofwater,sewer,communications,power,andotherutilitiescan
createcostsharingandrevenueopportunitiesforbikeways.
Railstotrailsandrailswithtrailsprojects:Active,abandonedandrailbankedcorridorsare
frequentlyusedtocreatesharedusepaths.
Trainingformaintenancebureaus,planningboards,utilitymanagers,schooldistricts,and
otheragenciestoensuretheyareawareoftheopportunitytoimplementbicyclefacilitiesas
partoftheirroutineactivities.
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1
CHOOSINGANAPPROPRIATEFACILITYTYPE
2
3
4
5
Althoughincorporatingbicyclistsneedsintothedesignofmajortransportationcorridorscanbe
challenging,therealityofplanningbikewaysinbuiltenvironmentsmeansthatroadwaysconstitutethe
majorityofabicyclenetwork.Wheneverstreetsareconstructedorreconstructed,appropriate
provisionsforbicyclistsshouldbeincluded.
6
7
TechnicalinformationonthedesignofdifferentbikewayfacilitiesisprovidedinChapters4and5.The
bikewaydesignoptionsare:
8
9
10
11
12
Sharedlanes
Pavedshoulders
Bikelanes
Bikeboulevards
Sharedusepaths
13
14
Bikeroutesarenotincludedinthelistabovebecausetheyrepresentadesignation,ratherthanafacility
type.SeeWayfindingforBicyclesbelow.
15
CONSIDERATIONS
16
17
18
19
Thebestapplicationofeachofthesefacilitiescombinesexperiencewithdataanalysis,engineering
judgment,andbudgetconstraints.Acrossthenation,stateandlocalguidelinesvaryconsiderably
dependingonlocalpreferences,experience,andconditions.Thus,thisGuidedoesnotprovidestrict
rulesastowhentoemployabikelaneversusasharedlane.
20
21
22
23
However,theurbancentersintheU.S.thathaveseenthehighestlevelsofbicycleusearethosethat
havebuiltanetworkofbikelanesandsharedusepathsasthebackboneoftheirsystem.Avery
effectivetoolforencouragingbicyclingistoprovideavisiblenetworkofbikeways;itisharder(though
notimpossible)toattractpeopletousesomethingnotreadilyapparent.
24
Selectionofanappropriatebikewayfacilityrequiresthefollowinginformation:
25
26
27
28
29
30
31
32
Roadfunction(arterial,local,etc.)
Trafficvolume
Speed
Trafficmix(e.g.truck%)
Expectedusers(e.g.isonetypeofuserexpectedtodominate,suchaschildrenbicyclingto
school)
Roadconditions(lanewidths,totalroadwaywidth,conditionsatintersectionsandparking
demand)
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Frequencyofdrivewaysandsidestreets
Topography
Existingandproposedadjacentlanduses
4
5
6
7
8
Bicyclequalityofservicetools(seeSection2.6)canbehelpfulindeterminingtheappropriatefacility
choice,astheycombineseveralofthefactorslistedaboveandcanbeusedtodeterminetheamountof
lateralseparationthatisneededbetweenbicyclesandmotorvehiclesatincreasingspeeds.However,
facilitychoiceshouldalsobeappropriategiventhetypeofstreetorcorridorinvolved,andthepotential
forconflictsatintersections.
Exhibit2.3outlinesgeneralconsiderationsforeachfacilitytype.
10
MULTIPLEFACILITYTYPESONASINGLECORRIDOR
11
12
13
14
15
Corridorsthateffectivelyaccommodatebicyclesoftencombinemultiplefacilitytypes,eachtypebeing
usedwhereappropriate.Forexample,asharedusepathcanconnecttoabicycleboulevardtocreatea
continuouscorridor.Acorridormaystartwithbikelanes,travelalongabikeboulevard,andthen
transitionbacktobikelanes.Throughoutthenetwork,transitionsbetweenfacilitytypesshouldbe
functionalandintuitive.
16
17
18
19
AsindicatedinExhibit2.3,sharedusepathscanrangefromshortinterstreetconnectionstolong
corridorroutes.Sharedusepathscanattractnewusers,andcanbeanassetinconnectingneighboring
jurisdictionsandprovidingcommunitycohesion.Tobesuccessful,accessviathelocalstreetnetworkis
crucial,withappropriatebikewayfacilitiesavailableonthoseconnectingstreets.
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Typeof
bikeway
Bestuse
Motorvehicle
designspeed
Traffic
volume
Classificationor
intendeduse
Otherconsiderations
Paved
shoulders
Ruralhighways
thatconnect
towncenters
andothermajor
attractors
Variable.
Typicalposted
ruralhighway
speeds
(generally4055
mph)
Variable.
Ruralroadways;
intercity
highways
Providesmoreshoulder
widthforroadwaystability.
Shoulderwidthshouldbe
dependentoncharacteristics
oftheadjacentmotor
vehicletraffic,i.e.wider
shouldersonhigherspeed
roads
Bikelanes
Majorroads
thatprovide
direct,
convenient,
quickaccessto
majorlanduses.
Alsocanbeused
oncollector
roadsandbusy
urbanstreets
withslower
speeds
Generally,any
roadwherethe
designspeedis
morethan25
mph
Variable.
Speed
differential
isgenerally
amore
important
factorin
the
decisionto
provide
bikelanes
thantraffic
volumes
Arterialsand
collectors
intendedfor
majormotor
vehicletraffic
movements
Wheremotorvehiclesare
allowedtoparkadjacentto
bikelane,ensurewidthof
bikelanesufficienttoreduce
probabilityofconflictsdue
toopeningvehicledoorsand
otherhazards.Analyze
intersectionstoreduce
bicyclist/motorvehicle
conflicts.Sometimesbike
lanesareleftundesignated
(i.e.bicyclesymbolandsigns
arenotused)inurbanareas
asaninterimmeasure
Bike
boulevard
Localroadswith
lowvolumes
andspeeds,
offeringan
alternativeto,
butrunning
parallelto,
majorroads.
Stillshouldoffer
convenient
accesstoland
usedestinations
Usewherethe
speed
differential
between
motoristsand
bicyclistsis
typically15mph
orless.
Generally,
postedlimitsof
25mphorless
Generally
lessthan
3,000
vehicles
perday
Residential
roadways
Typicallyonlyanoptionfor
griddedstreetnetworks.
Avoidrequiringbicycliststo
makefrequentstops.Use
signs,diverters,andother
treatmentssothatmotor
vehicletrafficisnot
attractedfromarterialsto
bikeboulevards
Exhibit2.3GeneralConsiderationsforDifferentBikewayTypes
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Typeof
bikeway
Bestuse
Motorvehicle
designspeed
Traffic
volume
Classificationor
intendeduse
Otherconsiderations
Shared
lanes(wide
outside
lanes)
Majorroads
wherebike
lanesarenot
selecteddueto
space
constraintsor
otherlimitations
Variable.Useas
thespeed
differential
between
bicyclistand
motorists
increases.
Generallyany
roadwherethe
designspeedis
morethan25
mph
Generally
morethan
3,000
vehicles
perday
Arterialsand
collectors
intendedfor
majormotor
vehicletraffic
movements
Exploreopportunitiesto
provideparallelfacilitiesfor
lessconfidentbicyclists
Shared
lanes
(shared
lane
markings)
Space
constrained
roadswith
narrowtravel
lanes,orroad
segmentsupon
whichbikelanes
arenotselected
duetospace
constraintsor
otherlimitations
Variable.Use
wherethe
speedlimitis35
mphorless
Variable.
Useful
where
thereis
high
turnoverin
onstreet
parkingto
prevent
crashes
withopen
cardoors
Collectorsor
minorarterials
Maybeusedinconjunction
withwideoutsidelanes.
Exploreopportunitiesto
provideparallelfacilitiesfor
lessconfidentbicyclists.
Wheremotorvehicles
allowedtoparkalongshared
lanes,ensuremarking
placementreducespotential
conflictswithopeningcar
doors
Shared
roadways
(nospecial
provisions)
Minorroads
withlowspeeds
andvolumes,
wherebicycles
cansharethe
roadwithno
special
provisions
Speed
differential
between
motoristsand
bicyclistsis
typically15mph
orless.
Generally,
speedlimitsof
30mphorless
Generally
lessthan
1,000
vehicles
perday.
Neighborhoodor
localstreets
Canprovideanalternativeto
busierstreetsinagridded
streetnetwork.Onanon
gridnetwork,maybe
circuitousordiscontinuous
Exhibit2.3GeneralConsiderationsforDifferentBikewayTypes(continued)
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Typeof
bikeway
Bestuse
Motorvehicle
designspeed
Traffic
volume
Classificationor
intendeduse
Otherconsiderations
Shareduse
path:
Linearcorridors
ingreenways,or
along
waterways,
highways,active
orabandoned
raillines,utility
rightsofway,
unusedrights
ofway.Maybe
ashort
connection,
suchasa
pathway
connector
betweentwo
culdesacs,ora
longer
connection.
n/a
n/a
Providesa
separatedpath
fornon
motorizedusers
Analyzeintersectionsto
anticipateandmitigate
conflictsbetweenpathand
roadwayusers.Designpath
withallusersinmind,wide
enoughtoaccommodate
expectedusage.Onroad
alternativesmaybedesired
foradvancedriderswho
desireamoredirectfacility
thataccommodateshigher
speeds
independent
corridor
Exhibit2.3GeneralConsiderationsforDifferentBikewayTypes(continued)
2.5.3.WAYFINDINGFORBICYCLES
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5
6
7
8
9
Developingabicyclewayfindingsystemisacomplexendeavorthatrequirestheplannerordesignerto
carefullyconsidertheroutesthatbicyclistsprefer,balancingtheneedforgoodbicyclingconditionswith
theneedfordirectaccesstodestinations.Inputfromlocalbicyclistscanbeveryhelpfulwhenplanning
newbicycleroutes.Ingeneral,itisadvisabletostartwithasingleroute,orasimplenetwork,andthen
builduponthenetworkovertime,ratherthantoattempttoimplementanextensivenetworkof
multiple,interconnectingroutesallatonetime.
10
11
12
13
Toachieveasuccessfulwayfindingsystem,theplannershouldconductcarefulfieldworktoidentify
effectiveroutesanddeterminewheresignsshouldbeplaced,sothatcyclistsfollowingroutesdonotgo
offcourse.Itisveryimportantfortherouteplannertoapproachthetaskfromtheperspectiveofthe
bicyclistwhowillbefollowingthesignstoreachtheirdestination.
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3
Chapter9oftheManualonUniformTrafficControlDevices(MUTCD)(1)providesthebasicguidelines
fordesignofwayfindingsignagesystemsforbikeways.Thisincludesthreetypesofbicycleroute
designationandguidesigns(seeExhibit2.4),whicharediscussedbelow.
D111c
Exhibit2.4.TypicalWayfindingSigns
D S ERIES R OUTE S IGNS
M18
M19
7
8
9
10
11
12
13
14
15
16
17
18
TheDseries(greenbikeroutesignandvariousdestinationplaques)includesthetraditionalgreenbike
routesign(D111),aswellasaneweralternativesignthatreplacesthewordsBIKEROUTEwitha
destinationorroutename(D111c).Useofthisalternativeispreferredwheneverpossible,asit
providestheriderwithmoreusefulinformationthantheD111.Routesshouldbenamedwitheithera
termthatdescribesthecorridor(forexample,aroutethatgenerallyfollowsawaterwayorvalley,ora
routethatfollowsorparallelsawellknownstreet),oradestination,usingarelativelywellknownplace
referencethatisattheendofthatspecificroute.
AvarietyofplaquesarenowavailabletosupplementtheD11sign.Theseplaquescanbeused
independentlyorincombinationwiththeD11plaques.Theseplaquesarebeneficialbecausethey
providemorespaceforwayfindinginformation,suchasdestinationsandmileage.UseoftheD11series
andtheseplaquesiscoveredinmoredetailinChapter4ofthisguide.
19
M18 S ERIES R OUTE S IGNS
20
21
22
23
24
TheM18/M18asignsareappropriateforlocalandregionalnetworksofnumberedorletteredroutes.
Useofthesesignsalmostalwaysrequirestheproductionofamaporseriesofmapstoaidthebicyclist
inunderstandingwhatdestinationsareservedbytheseroutes.Forthisreason,theyaregenerallymore
appropriateforlongerdistanceroutes,ratherthanshorterurbanandsuburbanroutes.Whenusing
numberedorletteredroutes,itisimportanttouseanorganizedsystemfordesignatingtheroutes.For
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exampleanumberedroutesystemcouldbesetuptouseevennumbersforeastwestroutesandodd
numbersfornorthsouthroutes.
M19 R OUTE S IGNS
4
5
6
TheM19signisusedforAASHTOapprovedU.S.BicycleRoutesthattypicallyextendthroughtwoor
morestates.Todesignatesucharoute,acoordinatedsubmittalshouldbemadetoAASHTObythe
affectedstates.AASHTOprovidestheU.S.BicycleRoutenumberdesignation.
7
8
9
10
11
12
13
14
Ideally,bikeroutesshouldbelocatedonsharedusepathsandroadswithfavorableconditionsfor
bicycling,includingthosewithbicyclefacilities,lowmotorvehiclevolumes,lowtrafficspeeds,orenough
widthforshouldersorappropriatelanesharing.Bicycleroutedesignationorguidesignsareusefulfora
varietyofpurposesincludinghelpingbicyclistsnavigate;however,theplacementofwayfindingsigns
doesnotnecessarilyimprovebicyclesafety,becausethesignsdonotalterthegeometricdesignofthe
roadway.Forthisreason,itmaybenecessarytosupplementbicyclewayfindingsignswithother
roadwayimprovementstoaccommodatebicycletravel,dependinguponmotorvehiclespeedsand
volumesalongtheroute.
15
W HENTO U SEBICYCLE R OUTEAND G UIDE S IGNS
16
Bicyclerouteandguidesignscanbeused:
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
Todesignateasystemofroutesinacity,county,region,orstatethatislikelytogenerate
bicycletrips,becauseitconnectsimportantoriginsanddestinations.
Todesignateacontinuousroute,thatmaybecomposedofavarietyoffacilitytypesand
settings,orlocatedwhollyonlocalneighborhoodstreets.
Toprovidewayfindingguidanceandconnectivitybetweentwoormoremajorbicycle
facilities,suchasastreetwithbicyclelanesandasharedusepath.
Toprovideguidanceandcontinuityinagapbetweenexistingsectionsofabikeway,suchas
abikelaneorsharedusepath.
Toprovidelocationspecificguidanceforbicyclistssuchas:
o Howtoaccessandcrossabridge.
o Howtonavigatethroughanareawithacomplexstreetlayout.
o Wheretheroutedivergesfromawayusedbymotorists.
o Howbicyclistscannavigatethroughaneighborhoodtoaninternaldestination,orto
athroughroutethatwouldotherwisebedifficulttofind.
Toprovidebicyclistswayfindingguidancealongasharedusepathorotherbicyclefacility.
Manycommunitiesfindthatawayfindingsystemforbicyclesisacomponentofabicyclenetworkthat
enhancesotherencouragementefforts,becauseitprovidesavisibleinvitationtonewbicyclists,while
alsoencouragingcurrentbicycliststoexplorenewdestinations.Moreinformationonwayfindingsigns
canbefoundinChapter4ofthisGuide.
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2.6.TECHNICALANALYSISTOOLSTHATSUPPORTBICYCLEPLANNING
2
3
Anumberoftechnicalanalysistoolsexisttohelpwithplanningbikewaysandbikewaynetworks.These
willbediscussedbelow,andinclude:
4
5
6
7
8
9
Datacollection:bikecounts
Qualityofservicetools
Safetyanalysis
Bicycletraveldemandanalysis
GISbaseddatacollection/networkplanning
Costbenefitanalysis
10
11
12
13
Themodelsandtoolsdescribedinthissectionprovideplannersanddecisionmakerswithmethodsof
synthesizinglargeamountsofcomplexinformation.Theycanalsoprovideusefulgraphicaltoolsto
communicateconditionsandopportunities.Noonemodelortoolsolvesallproblemsoranswersall
questions;eachcanprovideassistancetotheplanningeffortinadifferentway.
14
2.6.1.DATACOLLECTION:BIKECOUNTS/FLOWANALYSIS
15
16
17
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19
20
Manyofthedemandprojectiontechniquesdescribedbeloweitherrequireorwouldbenefitfrom
bicyclistcountdata.Citiesroutinelycollect,analyze,andusevariousdataonmotorvehicletraffic(e.g.
averagedailyvolumes,peakhourvolumes,turningmovements,speed,etc.)todeterminesuchitemsas
numberoftravelorturnlanes,andsignaltiming.Similarly,bikerelateddatacollectionisanimportant
partofunderstanding,planning,andoperatingabikewaysystem.Bikecountsandmovementanalysis
canbeusedto:
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23
24
25
26
27
28
29
30
31
32
Identifycorridorswherecurrentuseandpotentialforincreaseduseishigh.
Understandpatternsofusagebothbeforeandafterafacilityisinstalled.
Collectbaselinedatafromwhichtomakedemandprojections.
Trackbicycleuseovertimecommunitywide,onparticularcorridors,orinresponseto
specificfactors,suchasincreasingdensityofbikewayfacilities(thiscanincludebicycle
countsonspecificroadways,aswellastrackingbikeonbusboardingsorbikeparking
usage).
Projectincreasesinbicycleuseinfutureyears.
Analyzespecifictravelpatterns,suchasbicyclistspositioningormovementsat
intersections,sidewalkusage,useofhandsignals,orinteractionwithmotorists.
Analyzetrends,suchasthewearingofhelmets,useoffrontorbackbikelights,bicyclists
stoppingoryielding(ornotstoppingoryielding)atstopsigns,yieldsignsandtrafficsignals,
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2
3
oruseofhandsignals.Suchananalysiscanbehelpfulindeterminingifacampaignto
encouragehelmetuse,forexample,wassuccessful.
Analyzedemographictrends,suchasmaleversusfemaleorriderage.
4
5
Byconductingcountsoverseveralyears,eventspecificspikeswillbelesslikelytoskewtheresults.
Countstakeninmultipleseasonscanhelptodetermineseasonalfluctuation.
6
7
8
9
PerthedirectionoftheInstituteofTransportationEngineers(ITE)NationalBicycleandPedestrian
DocumentationProject,abicyclecountmethodologyhasbeenestablishedthatwillgivejurisdictions
acrossthenationaccesstoarichdatasetforanalysis.Forcountformsanddirections,refertothe
NationalBicycleandPedestrianDocumentationProjectWebsite.(2)
10
2.6.2.QUALITYOFSERVICE(ORLEVELOFSERVICE)TOOLS
11
12
13
14
15
16
Qualityofservice(orBicycleLevelofService)toolscanbeusedtoinventoryandevaluateexisting
bicyclingconditions,ortoforecastfutureconditionsforbicyclingunderdifferentroadwaydesign
scenarios.Avarietyofbicyclecompatibilitycriteriahavebeendevelopedsincetheearly1990sto
quantifyhowcompatiblearoadwayisforaccommodatingsafeandefficientbicycletravel. More
informationonthistopiccanbefoundintheHighwayCapacityManual.Applicationsofthesemodels
include:
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33
Documentingcurrentconditionsonanexistingroadway.
Conductingabenefitscomparisonamongproposedbikeway/roadwaycrosssections.
Identifyingroadwayrestripingorreconfigurationopportunitiestoimprovebicycling
conditions.
Prioritizingandprogrammingroadwaycorridorsforbicycleimprovements.
Creatingbicyclesuitabilitymaps.
Documentingimprovementsinacorridororsystemwidebicyclingconditionsovertime
(typicallyrequiresthatdatabemanagedinaGISenvironment).
Determiningimpactsofproposedroadwayprojectsonbicyclists.
AlthoughthetermLevelofService(LOS)impliessimilaritytothevehicularintersectiondelayrating
systemestablishedintheHighwayCapacityManual,bicyclelevelofserviceevaluatesbicyclists
perceivedsafetyandcomfortwithrespecttomotorvehicletrafficwhiletravelinginaroadwaycorridor.
ToevaluatebicycleLOS,amathematicalequationisusedtoestimatebicyclingconditionsinashared
roadwayenvironment.Thismodelingprocedurecalculatesausercomfortrating(AthroughF,Abeing
thebestandF,theworst),fromsuchfactorsascurblanewidth,bikelanewidthsandstriping
combinations,trafficvolumes,pavementsurfacecondition,motorvehiclespeeds,presenceofheavy
vehicletraffic,andonstreetparking.
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2
3
4
5
BicycleLOSprovidesascoreforeachroadwaythatindicateshowcomfortableatypicaladultbicyclist
wouldfeelwhileridingalongthatroadwayduringpeaktravelconditions.Somebicyclistsmayfeelmore
orlesscomfortablethanthebicycleLOScalculatedforaroadway.ApoorbicycleLOSgradedoesnot
meanthatbikesshouldbeprohibitedonaroadway,ratheritmeansthattheroadwayisacandidatefor
improvementstobetteraccommodatebicyclists.
6
7
8
9
10
ItisimportanttodistinguishbetweenasegmentbasedandintersectionbasedLOS.Themodels
discussedabovedonotaddressintersectionLOS.Intersectionscanbesignificantbarrierstobicycling,
andacorridorwithrelativelyhighbicycleLOSalongitssegmentscanbelesssuitabledueto
intersectionsthathavealowbicycleLOS.FactorsthatimpactintersectionLOSforbicyclesincludelane
widths,motorvehiclespeeds,crossingdistance,signaltiming,andconflictswithturningvehicles.
11
12
Thedetailedknowledgeoflocalbicyclistsandbicycleplannersshouldbeusedtocorroboratebicycle
LOSmodelresults.
13
2.6.3.SAFETYANALYSIS
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15
16
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18
19
Analysisofcrashtrends,particularlyatintersectionsoralongcorridorswheremostbicyclemotor
vehiclerelatedcrashesoccur,isoneofseveralfactorsthatarehelpfulwhenselectinganddesigning
appropriatebikeways(seeSection2.5.1).Byanalyzingcrashdata,plannersseektotargetspecificareas,
understandthecombinationofconditionsthatcouldbecreatinghighcrashrates,profilehighrisk
corridors,comparethecharacteristicsofonebikewayorpotentialbikewaytoanother,andfocus
attentionmosteffectively.
20
21
22
Whenusingcrashdatatodeterminelocationsthatneedsafetyimprovements,itisimportanttoreview
atleastthreeyearsofdatainordertoaccountforanomaliesthatmightoccurinasingleyear.
23
24
However,thereareanumberoflimitationsassociatedwithcrashdata,aswellasdifficultiesaccessing
data:
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31
Bicyclerelatedcrashesaregenerallyunderreported,especiallythoseresultinginonlyminor
injuries.(3)
Crashdatafailstocaptureunsafelocationscharacterizedbynearmisses.
Bicyclecountandexposuredataisoftenlackingsoitisdifficulttoidentifyacrashrate.
Crashdatabasestypicallyonlyincludebicyclemotorvehiclecrashes;crashesthatdonot
involveamotorvehiclearenotreported(forexample,singlebicyclecrashesinfluencedby
poorsurfaceconditions).
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4
5
6
7
8
9
10
11
Nontraditionaldatasources,suchashospitalrecords,mayhelpcreateamore
comprehensivepictureofcrashesatalocationoralongacorridor,butaretimeconsuming
tocollectandanalyze.(3)
Existingdatacanbedifficulttointerpret,isoftenscatteredthroughdifferentsystemsand
departments,anddoesnotalwaysyieldenoughcrashesatasinglelocationtoproduce
statisticallyreliableresults.
Ifthedatahasnotbeensortedandmapped(suchasthroughthePBCATtooldescribed
below),theprocessofanalyzingdatacaninvolvesignificanteffort.
Dependinguponthemethodsusedtoreportbicyclecrashes,itcanbedifficulttodetermine
theactuallocationorcauseofthecrash,ortogleanotherhelpfulinformation(suchasthe
ageofthebicyclist,whetherthebicyclistwaswearingahelmet,etc).
12
PEDESTRIANANDBICYCLECRASHANALYSISTOOL
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14
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16
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18
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20
21
ThePedestrianandBicycleCrashAnalysisTool(PBCAT)isasoftwareproductdevelopedbytheFederal
HighwayAdministrationthatcanbeusedtodevelopandanalyzeadatabasecontainingdetails
associatedwithcrashesbetweenmotorvehiclesandpedestriansorbicyclists.(4)(5)Thedatabaseis
typicallybuiltusingdetailedcrashreports,whicharegeneratedbylawenforcementagencies.PBCATis
avaluabletool,becauseinadditiontoidentifyingcrashlocations,itidentifiesthecrashtype(amonga
listofcommonreasonsforcrashes)andrecommendedcountermeasures.Duringprojectplanning,
PBCATcanhelptoidentifyspecificlocationswhereadditionaldesignmeasuresmaybeneededto
increasebicyclesafety.MoreinformationonPBCATcanbefoundatthePedestrianandBicycle
InformationCenterWebsite.(6)
22
INTERSECTIONSAFETYINDEX
23
24
25
26
27
28
29
TheBicycleIntersectionSafetyIndexcanbeusedtoevaluateindividualintersectionapproachesand
crossings.(7)Thismethodhelpsdeterminewhichintersectionsorapproachlegsshouldbeprioritized
forfurtherevaluationandmaybehelpfulforprioritizingsafetyimprovements.Thesafetyindexscoreis
basedonanumberofmeasurablecharacteristicsoftheintersection(numberoflanes,configurationof
turnlanes,presenceofbikelane,typeoftrafficcontrol,andtrafficvolumeamongothers).More
informationontheBicycleIntersectionSafetyIndexcanbefoundatthePedestrianandBicycle
InformationCenterWebsite.(8)
30
2.6.4.GISBASEDDATACOLLECTION/NETWORKPLANNING
31
32
33
GeographicInformationSystems(GIS)areausefultoolduringthedevelopmentofabicyclenetwork
plan.GISmappingenablestheplannertocombineavisualrepresentationofabicyclenetworkwith
largequantitiesofbackgrounddatathatareneededforeachindividualroadwayorpathwaysegment
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2
withinthenetwork.Thisenablesalevelofcomprehensiveanalysisthatismoreefficientandenables
theplannertotrackprogressovertimeasroadwaysareimprovedwithnewbicyclefacilities.
3
4
5
6
7
8
9
10
11
12
GISmappingistypicallyusedtocatalogueessentialdatathatiscollectedeitherfromotherdatabases
(suchasaveragedailytrafficortrafficspeeds),fromaerialphotography(suchaspresenceofashoulder
ontheroadway),orthroughfielddatacollection(suchaspavementconditionorlanewidths).GIS
mappingcanalsobeusedtodevelopnetworkmapsthatindicatethetypeoffacilitythatis
recommendedforeachroadwaysegment,aswellastheproposedmethodofaccomplishingthe
improvement(suchaslanewidthreductions,additionofnewpavement,etc).AnalysisinaGISbased
environmentisrequiredinordertoapplysystematicevaluationtoolssuchasbicycleLOS.Crashdata
canalsobemoreefficientlyanalyzedinaGISdatabasethatenablestheplannernotonlytoviewthe
locationsofcrashesonamap,butalsothebackgroundinformationoneachcrash(fault,timeofday,
ageofbicyclist,etc).
13
2.6.5.BICYCLETRAVELDEMANDANALYSIS
14
15
16
17
18
Understandingexistingandpotentiallevelsofbicyclingisimportantinbikewayplanning,particularlyifit
isnecessarytoprioritizeamongmanypotentialcapitalinvestmentsinbicycleinfrastructure.Measuring
demandislessimportantwhenopportunitiesarisetoincorporatetheneedsofbicyclistsinroadway
resurfacingandrehabilitationprojects,sinceroutineaccommodationsforbicyclingshouldbeastandard
operatingprocedure.
19
20
21
22
23
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25
26
Evaluatingbicycletraveldemandsharessomesimilaritiestomotorvehicletraveldemandmodeling.
Bothforecastfutureneedsbasedonobjectivedatainputs.However,bicycletraveldemandshouldalso
accountforlatentdemand(demandthatisnotapparent,butunderlying)becauseexistingconditionson
aroadwayareoftenasignificantdeterrenttotravel.Therefore,bicycletraveldemandmethodsmake
assumptionsregardinghowmanypeoplewouldchoosetobicyclealongagivencorridorifconditions
wereconducivetobicycling.Thisis,atbest,averyinexactscienceduetothemanyothercausalfactors
involvedinthedecisiontorideabicycle,includingthelevelofconnectivityoftheoverallbicycle
network,theavailabilityofbicycleparking,typicaltriplengths,andseasonalvariations.
27
28
29
30
Comparedtothevastamountofdatacollectedformotorvehicles,therearevirtuallynowidely
acceptedsourcesofdataavailabletoevaluatedemandforbicycling.TheITETripGenerationManualis
widelyusedfordataontripgeneration,distribution,andothermotorvehicleconsiderations;however,
nosuchsystemexistsforbicycles.
31
32
33
34
Choosingthecorrecttooltomeasurelatentdemandisdependentupondesiredoutcome,availabilityof
data,easeofanalysis,requiredaccuracy,sensitivitytodesignfactors,andwhetherthetargetofthe
evaluationisasinglefacilityoranentirenetwork.Thetoolsvaryintheirqualitativeversusquantitative
approachtobicycletraveldemand.Theformerdependsonlogic,examples,publicinput,and
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3
experience,whilenumberswilldrivethelatter.Thequalitativeapproachgenerallyrequireslesstime
andlittledatacollection,whileaquantitativeapproachmayrequireahighlevelofdemographicdata
collection,userandhouseholdsurveys,andproficiencywithdataandstatisticalanalysis.
Typesoftraveldemandanalysisinclude:
5
6
7
8
9
Comparisonstudies
Sketchplanmethods
Marketanalysis/landusemodels
Discretechoicesurveymodels
C OMPARISONSTUDIES
10
11
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17
18
Thistypeofstudyinvolvescomparinganexistingfacilitywithaproposedone.Adjustmentsfor
demographicandlandusedifferencescanrefinethestudy.Stepsincludecreatingalistofcomparable
facilitiesandanalyzingtheirsimilaritiestotheprojectlocationintermsoflandusetypes,population
density,income,availabilityofalternativeroutes,andpresenceofschools,parks,employment,transit
availability,andnetworkcontinuity.Whenthecomparisonfacilityisselected,countsconductedwill
determinethelevelofuse.Adjustingfordifferencesbetweenthetwolocationscompletestheprocess.
Anidealcasestudywillhavedatatakenbeforeandafterimplementationtocompareexpectedwith
actualincreasesincycling.Thismethodworkswellwhensimilarfacilitiesforcomparisonexistwithinthe
regionormarket.
19
S KETCHPLANS
20
21
22
23
24
25
26
Sketchplanmethodsdependonrulesofthumbandsimplecalculationstoderiveademandestimate.
Forexample,manycommunitiesneedademandestimateforaproposedtrailorbikewaycorridoras
partofafundingrequest.ThismethodusesregionalornationaldatasetsincludingtheNationalCensus,
JourneytoWorkdata,ortheNationalHouseholdTripSurveytoestablishabaselineofpotentialcorridor
users.Refinementsarethenmadebasedonavarietyoffactors,suchaspercentageofstudentsoryouth
withinthecorridorarea,seasonalvariations,biketransittrips,orutilitariantrips.Sketchplanmethods
aretypicallylessreliablethanothermethods,suchascomparisonstudiesormarketanalysistools.
27
M ARKET A NALYSIS / LANDUSETOOLS
28
29
30
31
32
33
Modeledafterlanduseprojectiontools,theseGISbasedapproachesanalyzedemographicandlanduse
conditionstoevaluateexistingconditionsandprojectfuturepotentialbicycledemandacrossazoneor
community.Factorsanalyzedincludestreetconnectivity,destinationlanduses,topography,barriers,
crashstatistics,demographicdata,andbikewaynetworkdensityandquality.Bycomparingthese
existingconditionstoperfectoridealconditionspractitionerscanmatchimprovementstoareaswith
thehighestpotentialdemand.
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D ISCRETECHOICEMODELS
2
3
4
Discretechoicemodelsrelyonsurveystoaskpeopletocataloguetheirtripsorpredicttheirtravel
behaviorifconditionsweretochange.Theycanbeusedtomeasuremodesplitbasedonthecostof
traveltime,fiscalcost,andconvenienceandcanfeedintoregionaltravelmodels.
2.6.6.COSTBENEFITANALYSIS
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7
8
9
10
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12
Planningagenciescanusecostbenefitanalysistoquantifytheimpactsofbicyclefacilitiesanddiscuss
themineasilyunderstoodterms.Costsaregenerallydividedintoonetimecapitalconstructioncosts
andongoingannualoperatingcosts.Applicationofacostbenefitmethodologytobicycleprojectscan
allowcomparisontomotorvehicleandtransitprojects.Acomparativecostbenefitanalysisofplanned
bikewayfacilitiescanhelpprioritizeprojectsthatwillhaveahighbenefittocostratio.Acostbenefit
analysistoolforbicyclefacilitiescanbefoundatthePedestrianandBicycleInformationCenterWebsite.
(9)
13
2.6.7.KEYROLEOFPUBLICINPUTINTHEPROCESS
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15
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20
Allofthetoolsdescribedabovecontributetotheplanningprocess.However,notoolisasubstitutefor
publicinput.Bicyclistsinthecommunityhavethebestknowledgeofcurrentconditionsaswellas
specificopinionsonareaswherenewfacilitiesareneededorwhereexistingfacilitiesneed
improvement.Opinionsandfeedbackofinteresteduserswhodonotrideextensively(oratall)should
alsobesoughttoprovideinputregardingwhichfacilitiesorprogramstheyneedinordertostartriding.
Itisthereforeimportanttoidentifywaystogainfeedbackfrombothbicyclistsandnonbicyclistsinthe
community.
21
2.7.INTEGRATINGBICYCLEFACILITIESWITHTRANSIT
22
23
24
25
Therelativeeaseofaccesstotransitoftendeterminesatravelersdecisionwhetherornottoride
transit.Programsthateducatethepublicaboutconnectionsbetweenbicyclingandtransitcanpromote
bothmodessimultaneously.Linkingbicycleswithtransitovercomessuchbarriersaslengthytrips,
personalsecurityconcerns,poorweather,andridingatnightoruphills.
26
27
28
29
Safeandconvenientroutesthatservebicyclistsshouldbeviewedasessentialsupportstrategiesin
increasingtransitridership.The"catchmentarea"forbicycletotransittripsistypicallytwotothree
miles.Thisistheareawithinwhichbicyclistswillchosetobicycletoorfromtransitasasegmentofa
longertrip.
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Therearefourmaincomponentsofbicycletransitintegration:
2
3
4
5
Facilitatingbicycleaccessontransitvehicles;
Offeringbicycleparkingattransitlocations;
Improvingbikewaystotransit;and
Promotingusageofbicycleandtransitprograms.
6
7
8
9
Bicycletransportontransitvehiclesshouldincludeaccessatallreasonablehourswithenoughspacesto
meetthedemand.Anumberofparkingandbicycleontransitstoragesystemsareavailableandinuse.
Transitstationsshouldalloweasyaccessforcyclists;thismayincludeinstallationofanelevator,
retrofittingastaircasewithabicyclechannel,orprovidingaccessbyramps.
10
11
12
13
14
15
16
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18
19
Onhighwaysandstreets,combinedbicycleandtransitfacilities,suchassharedlanesorbicyclelanes
adjacenttotransitcorridors,sometimescreatedesignchallengesforpractitioners.Asthebuspullsinto
aconventional,sidewalkstop,itcrossestheareawherebicyclistsaremostlikelytoride(whetherthere
isadesignatedbicyclelaneornot).Bicycliststhentypicallypassthebusontheleft.Oncethebushas
completedonandoffboardingpassengers,itcrossesintothetravellaneandthecyclerepeatsitselfat
eachsubsequentstop.Thisleapfrogeffectisafactofurbanbicycletravelandissometimes
impossibletoavoid;however,effectivecountermeasuresincludeproperpavementmarkingsforbike
lanesatbusstops,provisionofbikelanesonthelefthandsideoftheroadwayononewaystreets,
combinedbus/bikelanes,addedtrainingforbusdrivers,andeducationalmaterialsforbicyclists(which
canbedisplayedontheoutsideofthebusitself).
20
21
Bicycleparkingattransitstopsandstationsshouldbewellpromotedandsecure,withenoughspaces
availabletomeetthedemand.Ideally,parkingwillincludebothshorttermandlongtermfacilities.
22
23
Bicycleandtransitintegrationcontinuestoexpand.Otherareasofpotentialgrowthinbicycleand
transitintegrationinclude:
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30
31
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33
34
Emergingwaysofaccommodatingbicyclesontransit,suchashighcapacity,onbusbicycle
racks,bicycleonvanpoolservices,andnewmethodsforstoringbicyclesonrailcars.
Emergingtechniquesforstoringbicyclesattransithubs,suchashighcapacitybikeparking
attransitstationsandfullservicestaffedbicycleparking.
Moreonroadbicycleandtransitfacilities,suchassharedbus/bicyclestreetsandlanes.
Newmethodsofbicycleandtransiteducation,suchasonbusbicyclerackdemonstrations
forbicyclistsandsharetheroadtrainingforbusdrivers.
Morecoordinationwithlocaljurisdictionstoprovidebicycleaccessimprovementsinareas
aroundtransitstopsandincludingbicycleaccessinformationontransitmaps.
Newperformancemeasuresforevaluatingtheeffectivenessofbicycleservices.
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2
3
ManytransitagenciesthroughouttheU.S.haveparticipatedinlocalbicycleplanningeffortsand
interfacewithbicycleadvocacyorganizations.Manyvieweffortstobetteraccommodatebicyclistsas
positivepublicmarketingcomponentsandasamethodofincreasingtheviabilityoftransit(10).
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WORKSCITED
2
3
4
5
2.InstituteofTransportationEngineers.NationalBicycleandPedestrianDocumentationProject.
[Online]http://bikepeddocumentation.org/.
6
7
8
3.Stutts,J.C.andHunter,W.W.InjuriestoPedestriansandBicyclists:AnAnalysisBasedonHospital
EmergencyDepartmentData.Washington,DC:FederalHighwayAdministration,1997.FHWARD99
078.
9
10
4.Harkey,D.L.,J.Mekemson,M.C.Chen,andKKrull.PedestrianandBicycleCrashAnalysisTool.
Washington,DC:FederalHighwayAdministration,1999.FHWARD99192.
11
12
13
5.Harkey,D.L.,S.Tsai,L.Thomas,andW.W.Hunter.PedestrianandBicycleCrashAnalysisTool
(PBCAT):Version2.0ApplicationManual.Washington,DC:FederalHighwayAdministration,2006.
FHWAHRT06089.
14
15
6.FHWA.PedestrianandBicycleInformationCenter.[Online]UniversityofNorthCarolinaHighway
ResearchCenter.http://www.walkinginfo.org/facts/pbcat/index.cfm.
16
17
7.BicyclistIntersectionSafetyIndex.Carter,D.L.,W.W.Hunter,C.V.Zegeer,J.R.Stewart,andH.F.
Huang.Washington,DC:TransportationResearchRecord,2007,Vol.No.2031.
18
19
8.FHWA.PedestrianandBicycleInformationCenter.[Online]UniversityofNorthCarolinaHighway
ResearchCenter.http://www.walkinginfo.org/library/details.cfm?id=2802.
20
21
9..PedestrianandBicycleInformationCenter.[Online]UniversityofNorthCarolinaHighwayResearch
Center.http://www.bicyclinginfo.org/bikecost.
22
23
10.Program,TransitCooperativeResearch.Synthesis62:IntegrationofBicyclesandTransit:ASynthesis
ofTransitPractice.Washington,D.C:TransportationResearchBoard,2005.
24
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CHAPTER3:BICYCLEOPERATIONANDSAFETY
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3.1.INTRODUCTION
3
4
5
6
7
8
Thepurposeofthischapteristoprovidethedesignerwithabasicunderstandingofhowbicyclists
operateandhowtheirvehicleinfluencesthatoperation.Knowledgeoftheseelementsisessentialin
ordertodesignappropriatelyforthismode.Duetothebicycleoperatorsphysicalexposureandthe
uniquecharacteristicsoftheirvehicle,bicyclistsaresusceptibletosevereinjuryinevenminorincidents.
Understandingbicyclistsoperatingcharacteristicsisthereforeessentialtodesignfacilitiesthatminimize
theriskofinjury.Thischaptercoversthefollowingtopics:
9
10
11
DesignVehicle
TrafficPrinciplesforBicyclists
CausesofBicycleCrashes
12
3.2.DESIGNVEHICLE
13
14
15
16
17
18
Thephysicaldimensionsandoperatingcharacteristicsofbicyclistsvaryconsiderably.Someofthis
variationisduetodifferencesintypesandqualityofbicycles,whereasothervariationsaredueto
differingabilitiesofbicyclists.Forbikewaysthataresharedwithotherusers,suchassharedusepaths,
thebicyclemaynotalwaysbethecriticaldesignuserforeveryelementofdesign.Forexample,most
intersectionsbetweenroadsandpathwaysshouldbedesignedforpedestriancrossingspeedsasthey
aretheslowestuser.
19
20
21
22
23
Aswithmotorvehicles,therearemultipletypesofdesignbicyclists.Manyofthedesigndimensionsfor
bikewayspresentedinthisguidearebasedoncriticaldimensionsorcharacteristicsofdifferenttypesof
bicyclists.Forexample,recumbentandhandbicyclistsarethecriticaluserforeyeheight;however,a
bicyclewithatrailermightbethecriticaluserwhendesigningamedianrefugeislandatashareduse
pathroadwayintersection.
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25
26
27
28
29
30
31
Thisguidethereforepresentsbikewaydesigndimensionsthataccommodatearangeofbicyclistsand
othernonmotorizedusers,asappropriate.Criticalphysicaldimensionsforuprightadultbicyclistsare
showninExhibit3.1.Theminimumoperatingwidthof4feet(1.2m),sufficienttoaccommodate
forwardmovementbymostbicyclists,isgreaterthanthephysicalwidthmomentarilyoccupiedbya
riderbecauseofnaturalsidetosidemovementthatvarieswithspeed,wind,andbicyclistproficiency.
Additionaloperatingwidthmayberequiredinsomesituations,suchasonsteepuphillgrades,andthe
figuredoesnotincludeshydistancesfromparallelobjectssuchasrailings,tunnelwalls,curbsorparked
cars.Insomesituationswherespeeddifferentialsbetweenbicyclistsandothervehiclesarerelatively
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1
2
3
4
small,cyclistsmayacceptsmallershydistances.Howeverthisshouldnotbeusedtojustifydesignsthat
arenarrowerthanrecommendedminimums.Theoperatingheightof8.3feet(2.5m)can
accommodateanadultbicycliststandinguprightonthepedals.Othertypicaldimensionsareshownin
Exhibit3.1.(1)
Exhibit3.1.BicyclistOperatingSpace
7
8
Exhibit3.2containsdimensionsforseveraldifferenttypesofbicyclesincludingatypicalbicycle,
recumbentbicycle,tandembicycle,andabicyclewithachildtrailer.(1)
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DRAFTFebruary2010
Exhibit3.2.TypicalBicycleDimensions
3
4
5
6
Exhibit3.3listsvariouskeydimensionsfortypicaluprightadultbicyclists,aswellaskeydimensionsfor
othertypesofusersincludingrecumbentbicyclists,tandembicyclists,bicyclistspullingachildtrailerand
inlineskaters.Unlessotherwisenoted,valuesassociatedwiththe85thpercentileofdistributionare
usedtoprovideaconservativeestimatethatencompassesmostbicyclists.(1)(2)(3)
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UserType
Typicaluprightadultbicyclist
Recumbentbicyclist
Tandembicyclists
Bicyclistwithchildtrailer
Feature
Dimension
USCustomary
Metric
PhysicalWidth(95thpercentile)
30in
0.75m
Physicallength
70in
1.8m
Physicalheightofhandlebars(typical 44in
1.1m
dimension)
Eyeheight
60in
1.5m
CenterofGravity(approximate)
3340in
0.81.0m
Operatingwidth(minimum)
48in
1.2m
Operatingwidth(preferred)
60in
1.5m
Operatingheight(minimum)
100in
2.5m
Operatingheight(preferred)
120in
3.0m
Physicallength
82in
2.2m
Eyeheight
46in
1.2m
Physicallength(typicaldimension)
96in
2.4m
Physicalwidth
30in
0.75m
Physicallength
117in
3.0m
Eyeheight
34in
0.9m
Sweepwidth
60in
1.5m
Handbicyclist
Inlineskater
Exhibit3.3.KeyDimensions
3
4
5
Aswithbicycledimensions,bicyclistperformancecanvaryconsiderablybaseduponoperatorabilityand
vehicledesign.Exhibit3.4listsvariousperformancecriteriafortypicaluprightadultbicyclistsaswellas
keyperformancecriteriaforothertypesofbicyclists.(1)(2)(3)
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BicyclistType
Typicaluprightadultbicyclist
Recumbentbicyclist
1
Feature
Value
USCustomary
Metric
815mph
1324km/h
2030plusmph 3250pluskm/h
512mph
819km/h
1.02.5s
1.02.5s
2
1.55.0ft/s
0.51.5m/s 2
Speed,pavedlevelterrain
Speed,downhill
Speed,uphill
Perceptionreactiontime
Accelerationrate
Coefficientoffrictionfor
braking,drylevelpavement
0.32
Coefficientoffrictionfor
braking,wetlevelpavement
0.16
Decelerationrate(drylevel
pavement)
8.010.0ft/s
Decelerationrateforwet
conditions(5080%reductionin
efficiency)
2.05.0ft/s
Speed,levelterrain
1118mph
Accelerationrate
3.06.0ft/s
Decelerationrate
10.013.0ft/s
0.32
0.16
2
2
2
2.43.0m/s
0.61.5m/s
1829km/h
1.01.8m/s
3.04.0m/s
2
2
Exhibit3.4.KeyPerformanceCriteria
3
4
5
6
Bicyclistspeedsvarybasedonageandability.Adultstypicallyrideat815mph(1324km/h)onlevel
terrain,whilechildrenridemoreslowly.Experienced,physicallyfitriderscanrideupto30mph(50
km/h);veryfitriderscanrideatspeedsinexcessof30mph(50km/hr)butwilltypicallyonlyrideatsuch
speedsonroads.
3.3.TRAFFICPRINCIPLESFORBICYCLISTS
8
9
10
11
Thissectiondescribesthebasicprinciplesofoperatingabicycleintraffic,includingbicyclistspositioning
ontheroadinavarietyofdifferentsituations.Athoroughunderstandingoftheseprinciplesis
necessarytoplananddesignbikewaysandroadwaysopentobicycling,particularlyinchallengingdesign
contexts.
12
13
14
15
16
BecausesomeStateslawsdifferonthespecificsoflegalbicycleoperation,thissectionwilladdress
basicprinciplesthatarefairlyuniversalregardlessoflegalstatute.Localtrafficcultureandphysical
designmayinfluencebicycleoperatingpatternsmorethanthedetailsofStatetrafficcodes,whichare
oftennotwellknowneventolicensedmotorists.Bicycliststendtooperatesimilarlyincomparable
trafficconditions,regardlessofwheretheyareriding.
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2
3
4
5
StatetrafficcodesintheU.S.eitherexplicitlydefinethebicycleasavehicleorgivetheoperatorofa
bicycletherightsanddutiesofanoperatorofavehicle,withexceptions(e.g.,bicyclesmayberiddenon
sidewalksinsomecircumstances).Thefactremains,however,thatthebicyclehasdifferentphysical
dimensionsandperformancecharacteristicsthanamotorvehicle.Abicyclistisalsomorevulnerablein
theeventofacrashthanamotorist.
Thebasicprinciplesofbicycleoperationintrafficincludethefollowing:
BICYCLISTSONATWOWAYROADORDINARILYRIDEONTHERIGHTSIDEOFTHE
ROADWAY
9
10
11
12
13
14
IntheU.S.,vehicleoperators(includingbicyclists)onatwowayroadtravelontherightsiderelativeto
theirrespectivedirectionoftravel.Withonlyafewexceptions(suchaswhenbikelanesareprovidedin
bothdirectionsonanotherwiseonewaystreet),bicyclistsoperatinginthestreetridewiththeflowof
othertraffic.Bicyclistsmaysometimesrideontheleftsideofaonewaystreet,typicallyifabikelane
existsontheleftside,iftherearemarkedlyfewerconflictsontheleft(e.g.,noonstreetparkingand
fewturningconflicts),orifthereisamajordestinationaccessedfromtheleftside.
15
16
17
18
Similarlytoothervehiculartraffic,abicyclistonaminorroad(includingdrivewaysandalleys,depending
uponindividualStatelaws)mustyieldtotrafficonmajorroads.Inthiscaseyieldingmeansproceeding
onlywhenitissafetodosowhileobeyingalltrafficcontroldevices.
19
O BICYCLISTSYIELDWHENCHANGINGLANES
20
21
22
Abicyclistwhowantstomovelaterallyontheroadwaymustyieldtotrafficintheirnewlineoftravel.In
thiscaseyieldingmeansmovingintothenewlineoftravelonlyafterascertainingthatthemovement
canbemadesafelyandsignalingtheintendedmovement.
23
O BICYCLISTSOVERTAKEOTHERVEHICLESONTHELEFT
24
25
26
27
28
29
Abicyclistovertakinganothervehicleproceedinginthesamedirectionmustpassontheleftofthe
vehiclebeingovertaken.Thissamebasicoperatingprincipleappliestosharedusepaths,whenbicyclists
overtakepedestriansorotherslowerusers.Forbicyclistsonroadways,thereareseveralexceptionsto
thisrule:1)abicyclistmaypassontherightwheninabikelane;2)abicyclistmaypassontheright
whenthevehicletobeovertakenisturningleftorindicatingaleftturn;and3)someStatesallow
bicycliststopassontherightwhenitissafetodoso.
BICYCLISTSOBEYSTOPANDYIELDSIGNSANDOBSERVEYIELDINGRULES
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2
O BICYCLISTSLATERALPOSITIONONTHEROADWAYISDETERMINEDBYSPEEDAND
USABLEWIDTH
3
4
5
6
7
8
9
10
Bicyclistsrideasfarrightaspractical,whichinonatypicalroadwaymeansthatthebicyclistridesin(or
near)therighttiretrack.Abicyclisttravelingatthesamespeedasothertraffic,orinatravellanetoo
narrowforamotorvehicletosafelypasswithoutencroachingintotheadjacentlane,travelsinthe
centerofthelane(oftenreferredtoastakingthelane).Theprimaryreasonfortakingthelaneisto
encourageovertakingtraffictomakeafulllanechangeinsteadofsqueezingpastthebicyclistinthe
samelane.TheUniformVehicleCodeandmostStatecodessupportbicyclistsrighttotakethelaneif
necessary.Mostvehiclecodesalsoallowexceptionstotherightmostpositionontheroadrequirement
forreasonssuchasavoidinghazards,passingothercyclistsandpreparingforandmakingleftturns.
11
12
Slowerbicycliststraveltotherightoffasterbicyclists(andothervehicles).Likeothervehicles,
emergencystopsmadebybicyclistsmustoccurattherightmostpositionontheroad.
13
14
O BICYCLISTSAPPROACHINTERSECTIONSINTHERIGHTMOSTLANETHATPROVIDES
FORTHEIRMOVEMENT
15
16
17
18
19
Bicyclistsapproachingintersectionstypicallypositionthemselvesintherightmostlanethatprovidesfor
theirdesiredmovement.Forexample,abicyclisttravelingstraightthroughatanintersectionshouldnot
positionthemselvestotherightsideofadedicatedrightturnlane,butratherintherightmostthrough
travellane.Anotherexceptionoccurswhenabicyclistmakesapedestrianstyleleftturn.Thisis
explainedbelow.
20
O BICYCLISTSHAVETWOOPTIONSFORTURNINGLEFTATANINTERSECTION
21
22
23
24
25
Abicyclistmaymake:1)Avehicularstyleleftturninwhichthebicyclistturnsleftfromtheleftsideof
therighthalfoftheroadway,orfromtherightmostleftturnlane;or2)apedestrianstyleleftturnin
whichthebicyclisttravelsintherightmostthroughlaneacrosstheintersection,stopsatthefar
crosswalk,makesa90degreeturn,andthenwiththepropersignalindication,eitherwalksthebicycle
inthecrosswalkorproceedsasifshewerecomingfromtheright(seeExhibit3.5).
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DRAFTFebruary2010
Exhibit3.5.ABicyclistsTwoOptionsforTurningLeftatanIntersection
3.4.CAUSESOFBICYCLECRASHES
4
5
6
Byunderstandingtheunderlyingcausesofcommonbicyclistcrashes,designerscanmorethoroughly
comprehendtherationalebehindmanyofthedesignprinciplessetforthinthisGuide.Thissection
discussescommontypesofcrashesthatbicyclistsexperience,andhowcrashesrelatetofacilitydesign.
3.4.1.BICYCLISTCRASHSTUDIES
8
9
10
11
12
13
14
15
NumerousstudiesofbicyclecrashesintheU.S.conductedoverthepast40yearshaveproducedvery
consistentresults.Thissectionsummarizescommontypesofcrashesandthefactorsthatcontributeto
thosecrashes.Mostinformationonbicyclistinjurycrashescomesfromcrasheswithmotorvehicles
occurringinthepublicrightofway,becausereportingthesecrashesismandatoryinmoststates.
Bicyclistmotorvehiclecrashesthatoccurinnonroadwaylocations(paths,parkinglotsanddriveways),
aswellasinjurycrashesthatdonotinvolveamotorvehicle,areusuallynotreportedtoStateDOTs.
Studiesthatexaminedhospitalrecordshavedemonstratedthatthemajority(7090%)ofbicyclist
crashesthatareseriousenoughtowarrantatriptotheemergencyroomarenottheresultofacollision
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2
withamotorvehicle.Mostresultfromfalls,crasheswithfixedobjects,andcollisionswithothercyclists.
(4)
3.4.2.OVERALLFINDINGS
4
5
6
Anexaminationofbicyclistmotorvehiclecrashesintheaggregateyieldslessusefulinformationthan
subdividingtheresultsintothefollowingbroadcategories:urbanvs.rural,youngvs.adultbicyclists,
bicyclistvs.drivererror,nighttimevs.daytime,andridingonthesidewalkvs.theroadway.
URBANVS.RURAL
8
9
10
11
12
13
14
15
16
17
Inurbanareas,themajorityofcrashesoccuratintersectionsanddriveways.(5)Theseincludebicyclists
hitbymotoriststurningintoandoutofdrivewaysandintersectingroadways,aswellasbicyclistsexiting
drivewaysontoroadways.Leftturningmotoristsfailingtoyieldtoanoncomingbicyclistisavery
commonurbancrashtype.Hittinganopencardoorisestimatedtorepresentbetween3%and6%of
urbancrashes;thispercentagecanbehigherincitieswithahighamountofonstreetparking,lowerin
suburbanareaswithnoonstreetparking.(6)(7)(8)Overtakingorbeingstruckfrombehindrepresents
asmallportionofcrashesinurbanareas,butalargerportionofcrashesonruralroads.Overtaking
crashesinurbanareasoftenoccuratnightandareusuallyassociatedwithpoorlightingconditions.
Overtakingcrashesinruralareasareoftenassociatedwithdistracteddrivers,ordriversdrivingtoofast
inareaswithpoorvisibility(aroundcurvesoroverthecrestofahill).(5)(9)
18
YOUTHVS.ADULTBICYCLISTS
19
20
21
22
Comparedtotheirrepresentationintheoverallpopulation,bicyclistsundertheageof15(particularly
ages1014)areoverrepresentedincrasheswithmotorvehicles,whileadultsages2544andseniors
(age65+)areunderrepresented.However,bicyclistsolderthanage44areoverrepresentedwithregard
toseriousandfatalinjury.(5)
23
BICYCLISTVS.DRIVERERROR
24
25
26
27
28
Bicyclistswerejudgedtobesolelyatfaultinabouthalfofcrasheswithmotorvehicles.Failuretoyield,
ridingagainsttraffic,andstopsignviolationsarethemostcommonbicyclistcontributingfactors.
Failuretoyieldisthemostcommoncontributingfactorincrasheswheremotoristswereatfault.The
likelihoodofabicyclistbeingresponsibleforacrashisgreaterforyoungbicyclists;thelikelihoodofa
motorvehicledriverbeingresponsibleisgreaterforcrashesinvolvingadultbicyclists.(5)
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1
NIGHTTIMEVS.DAYTIME
2
3
4
5
6
Therelativelyhighincidenceofcrashesthatoccuratnightandduskindicatethatpoorroadwaylighting
andalackofproperlightingequipmentappeartobecontributingfactors.(10)(11)Thelackof
supportingdataonexposuremakesitdifficulttoconfirmthishypothesis,butbicyclistsappeartobe
disproportionatelystruckatnight,especiallystruckfrombehind;notbeingequippedwiththerequired
lightingappearstobeacontributingfactor.
RIDINGONTHESIDEWALKVS.THEROADWAY
8
9
10
11
Thereissignificantlyhigherincidenceofbicyclistmotorvehiclecrasheswithcyclistsridingonthe
sidewalkthanwithbicyclistsoperatingintheroadway.Theissuewithsidewalkbicycleridingisprimarily
relatedtoridingagainsttheflowofadjacenttraffic,asmotoristscrossingorturningatdrivewaysand
intersectionsusuallydonotlookdownthesidewalkinbothdirectionsforapproachingbicyclists.(5)
12
13
3.4.3.CONTRIBUTINGCAUSESOFBICYCLISTMOTORVEHICLECRASHESAND
RECOMMENDEDCOUNTERMEASURES
14
15
16
17
18
Anunderstandingofthecontributingcausesofbicyclistmotorvehiclecrashescanhelpdecisionmakers
chooseappropriateengineering/designtreatments,andimplementmeaningfuleducationand
enforcementprograms.Thefollowinglistofcommonbehaviorsincludesrecommendedstrategiesto
reducetheincidenceofcrashesduetothesebehaviors.Therecommendedengineering/design
treatmentsareexplainedinfurtherdetaillaterinthisguide.
19
WRONGWAYRIDING
20
21
22
23
24
25
Ridinginthedirectionthatfacesoncomingtrafficputsbicyclistsinapositionwheremotorists(and
otherbicyclists)donotexpectthem,andforthisreasonisprohibitedontheroadway.Theattentionof
motoristswhoareenteringtheroadwayisprimarilydirectedtotheleft(todetermineasuitablegap),
andtheymayfailtonoticebicyclistsapproachingfromtheirright.Remediesforthisbehaviorinclude
educationandenforcement,aswellasengineeringtreatmentsthatreinforcethecorrectdirectionof
roadwaytravel.Bicyclelanescanreducetheincidenceofwrongwayriding.
26
SIDEWALKRIDING
27
28
29
30
31
Atdrivewaysandintersections,motoristsoftendriveontothesidewalkareaorcrosswalktogetabetter
viewoftraffic,notlookingforbicyclistsapproachingonthesidewalk(andespeciallyunpreparedto
noticethoseridingagainstthedirectionofroadwaytraffic).Theprimaryremediesforthisbehaviorare
educationandenforcementinlocationswhereridingonsidewalksisillegal.Themostappropriate
engineeringmeasuretoaddressthisissueistoensurethattheroadwayisdesignedtoaccommodate
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2
bicyclists,withtechniquessuchasbikelanesonbusystreets,and/ortrafficcalmingtoreducemotor
vehiclespeedsand/orvolumes.
OTHERCRASHESATDRIVEWAYS
4
5
6
7
Crashesalsocommonlyoccuratdrivewaysintwootherscenarios:1)driverentersroadwayfroma
drivewayandstrikesabicyclistridinginthestreet;and2)driverturnsoffroadwayintoadrivewayand
strikesabicyclistonthesidewalkarea.(5)Thoughtheissueismotoristbehavior,accesscontroltolimit
thenumberofdrivewaysonbicyclingcorridorsreducestheseconflictpoints.
MOTORISTSTRIKINGBICYCLISTWITHVEHICLEDOOR(DOORING)
9
10
11
12
13
14
15
16
17
Thistypeofcrashoccurswhenadriverorpassengerofastandingorparkedmotorvehicleopensadoor
intotrafficwithoutmakingsureitissafetodosoandstrikesabicyclisttravelingneartheparked
vehicle.Remediesincludeeducatingmotorists(trainingthemtolookforbicyclistsbeforeopeningtheir
door)andbicyclists(trainingthemnottoridetooclosetoparkedcarsandtobeonthelookoutfor
driversopeningtheirdoor,althoughthelatterhasbecomemoredifficultduetotintedwindowsand
tallervehicledesign).Designtreatmentscanhelptoreducethelikelihoodofthistypeofcrash.Ifabike
laneismarkednexttoaparkinglane,usingasecondstripebetweenthebikelaneandparkinglane
helpsplacecyclistsfurtherfromparkedcars.Somecommunitieshaveusedsharedlanemarkingsin
narrowlanestoencouragebicycliststotrackoverthesymbolandawayfromparkedcars.
18
BICYCLISTSRIDINGOUTATCONTROLLEDINTERSECTIONS
19
20
21
22
23
24
25
26
Thekeybehaviorneededtoavoidcollisionatintersectionsisyielding.Attemptstoenforce"fullstop"
complianceatstopcontrolledjunctionswheremostridersfindtheycansafelyyieldwithoutnecessarily
makingfullstopsareunlikelytobesuccessful,givencyclists'strongcounterincentivetominimizethe
amountofenergyneededtoregainmomentumafterstoppingorslowing.Signingbikeroutesonlocal
streetswithmanystopsignsgivesaconflictingmessagetoriders:thestreetsmayappearinviting,buta
requirementtostopateveryblockisdiscouraging.Developingbicycleboulevards(wherethrough
bicyclemovementwithfewstopsisfacilitatedbydesign)isabettersolution.Timingsignalstobetter
accommodatetypicalurbancyclingspeedsmaybehelpfulonarterialintersections.
27
MOTORISTSFAILINGTOYIELDATINTERSECTIONS
28
29
30
31
32
33
Themostcommoncrashtypeinthiscategoryinvolvesthefailureofaleftturningmotoristtoyieldtoan
oncomingbicyclist;thesecondmostcommoninvolvesarightturningmotoristwhostrikesathrough
bicyclist(oftenreferredtoasarighthookcrash).(5)Measuresthatencouragebicyclistconspicuity
canbehelpful,ascangeometricmodificationsthatlimitvehicleturningspeeds(e.g.,reducedcurb
radii).Abikelaneprovidedalongtheleftsideofadedicatedrightturnlanecanalsohelpreducethe
incidenceofsuchcrashes.Whenthereisinsufficientwidthforabikelane,sharedlanemarkingscan
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alsobeusedtoencourageproperpositioning.Protectedleftturnsignalphases,wherewarranted,may
helpreduceleftturncrashes.
BICYCLISTSSTRUCKFROMBEHIND
4
5
6
Whilethiscrashtyperepresentsasmallportionofurbancrashes,itrepresentsasignificantportionof
ruralcrashes,especiallyfatalities.(5)Addingpavedshoulderstonarrowruralroadswithhightraffic
volumesisaneffectivecountermeasure.
NIGHTTIMEBICYCLERIDING
8
9
10
11
Aboutathirdofbicyclistcrashesoccurbetweenthehoursof5pmand9pm;aboutathirdofbicycling
fatalitiesoccurbetween6pmandmidnight.Anadditional5percentofcrashesoccuratdusk.(10)(11)
ThisisaneducationalandenforcementissueasallStatesrequireuseoflightingequipmentaftersunset
(headlightsinfront,rearreflectorsusually,andtaillampsaswellinsomestates).
12
BICYCLECRASHESINVOLVINGCHILDREN
13
14
15
16
17
18
19
Childrenundertheageof16tendtobeoverrepresentedincrasheswherethebicyclistwasatfault.
Crashtypeswherethisgroupisoverrepresentedincludedisobeyingstopsigns,ridingoutatdriveways,
turningormerginginfrontoftrafficwithoutyielding,andnonroadwaycrashes(parkinglotsand
driveways).(5)Someofthesearebehavioralissuesrelatedtolackofexperience,wherebicyclist
educationandpoliceenforcement(primarilywarnings)couldhelp,coupledwithmotoristeducation
regardingawarenessofchildrenslimitations.Creatingabicyclefriendlyroadwayenvironmentwhere
motoristsdrivemoreslowlywillalsohelpreducethenumberandseverityofcrashesinvolvingchildren.
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WORKSCITED
2
3
1.Landis,B.W,Petrisch,T.AandHuang,H.F.CharacteristicsofEmergingRoadandTrailUsersandTheir
Safety.Washington,DC:FederalHighwayAdministration,2004.FHWAHRT04104.
4
5
2.FloridaDepartmentofTransportation.FloridaBicycleFacilitiesPlanningandDesignHandbook.
Tallahassee:FloridaDepartmentofTransportation,2000.
6
7
3.VermontAgencyofTransportation.VermontPedestrianandBicycleFacilityPlanningandDesign
Manual.Montpelier:VermontAgencyofTransportation,2002.
8
9
10
4.Stutts,J.CandHunter,W.W.InjuriestoPedestriansandBicyclists:AnAnalysisBasedonHospital
EmergencyDepartmentData.Washington,DC:FederalHighwayAdministration,1997.FHWARD99
078.
11
12
5.Hunter,W.W,Stutts,J.C,Pein,W.EandCox,C.L.PedestrianandBicycleCrashTypesoftheEarly
1990's.Washington,DC:FederalHighwayAdministration,1996.FHWARD95163.
13
14
6.Plotkin,W.andKomornick,A.BicycleMotorVehicleAccidentsintheBostonMetropolitanRegion.
Boston,MA:MetropolitanAreaPlanningCouncil,1984.
15
16
7.Goodno,M.BicycleCollisionsintheDistrictofColumbia.Washington,DC:DistrictDepartmentof
Transportation,2004.
17
18
19
8.NYCDepartmentsofHealthandMentalHygiene,ParksandRecreation,Transportation,andthe
NewYorkCityPoliceDepartment.BicyclistFatalitiesandSeriousInjuriesinNewYorkCity:19962005.
NewYork,NY:s.n.,n.d.
20
21
9.NorthCarolinaDepartmentofTransportation.NorthCarolinaBicycleCrashData.Pedestrianand
BicycleInformationCenter.[Online]http://www.pedbikeinfo.org/pbcat/types_bike.cfm.
22
23
10.Administration,NationalHighwayTrafficSafety.TrafficSafetyFacts2005.Washington,DC:
NationalHighwayTrafficSafetyAdministration,(n.d.).DOTHS810631.
24
25
11.NationalHighwayTrafficSafetyAdministration.TrafficSafetyFacts2003.Washington,DC:
NationalHighwayTrafficSafetyAdministration,(n.d.).DOTHS809775.
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4.1.INTRODUCTION
3
4
5
6
7
Thischapterprovidesanoverviewofdesignsthatfacilitatesafeandconvenienttravelforbicyclistson
roadways.Bicyclistshavesimilaraccessandmobilityneedsasotherusersofthetransportationsystem
andusethestreetsystemastheirprimarymeansofaccesstojobs,services,andrecreationalactivities.
Asthepreviouschapterdiscusses,bicyclesandbicyclistshavemanyuniquefeaturesandcharacteristics
thatmustbeunderstoodinordertodesignsuccessfullyforthismode.
8
9
10
11
12
13
14
15
16
17
Unliketheoperatorofamotorvehicle,whoseprimaryresponsibilityisnavigationandoperation,the
bicyclistmustalsoprovidethepowertopropelthevehicleandmustmaintainthebalancenecessaryto
keepthevehicleupright.Whentrafficisnotcongested,bicyclistsusuallytravelmoreslowlythanother
vehicularoperatorsontheroadway.Thespeedatwhichbicyclistscantravelislimitedbytherelative
physicalstrengthandfitnessoftheoperator,theterrainandgeometryoftheroadway,andthegearing
andconditionoftheindividualbike.Twotandemwheelsmakethebicycleinherentlymore
maneuverablethananautomobile,butabicyclistissignificantlymorevulnerabletoinjuryintheevent
ofacrash.Whilemotorvehicleoperatorsmustreachacertainagebeforebeingeligibleforalicenseto
operateonthepublicway,bicyclistsaresubjecttonoagelimitations.Allofthesefactorsmakeproper
bicyclefacilitydesigncritical.
18
19
20
Theguidanceprovidedinthischapterisbasedonestablishedpracticesupportedbyrelevantresearch
whereavailable.Thetreatmentsdescribedreflecttypicalsituations;localconditionsmayvaryand
engineeringjudgmentshouldbeapplied.
21
4.2.ELEMENTSOFDESIGN
22
23
24
25
26
27
Tosomeextent,basicgeometricdesignguidelinesformotorvehicleswillresultinafacilitythat
accommodatesonstreetbicyclists.Ifproperlydesignedformotorvehicles,roadwaydesignelements
suchasstoppingsightdistance,horizontalandverticalalignment,grades,andcrossslopeswillmeetor
exceedtheminimumdesignstandardsrequiredforcyclists.Forexample,withtheexceptionof
recumbentbicyclists,mostadultbicyclistshaveaneyeheightthatishigherthanthestandardmotorist
eyeheightwhichisusedtodeterminestoppingsightdistance.
28
29
Surfaceconditionsignificantlyaffectsbicyclerideability.Pavementsmoothnessisimportanttobicyclist
controlandcomfort.Gravelroads,loosematerial,cracks,bumps,andpotholesonapavedroadwaycan
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2
3
poseseveresteeringandstoppinglimitationsforbicyclists.Therefore,itisimportanttoensurethatthe
roadwaysurfaceisingoodrepairresurfacingorreconstructingifnecessarywhenestablishingbike
lanesorroutes.
4
5
6
7
Chipsealedsurfacesareparticularlydifficulttorideonandshouldbeavoidedwhenpossible.Where
used,chipsealsshouldbelimitedtothetravellanesonroadsandhighwayswithpavedshouldersthe
shouldersshouldnotbechipsealed.Onroadswithnoshoulders(wherebicyclistsrideinthetravel
lanes),chipsealsshoulduseafinemixandbecoveredwithafogorslurryseal.
4.3.SHAREDLANES
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Bicyclesmaybeoperatedonallroadwaysexceptwhereprohibitedbystatuteorregulation.Inmost
instances,bicyclistsandmotorvehiclessharethesametravellanes.Sharedlanesexisteverywhere;on
localneighborhoodstreets,oncitystreets,andonurban,suburban,andruralhighways.
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Therearenobicyclespecificdesignsordimensionsforsharedlanesorroadways,butvariousdesign
featurescanmakesharedlanesmorecompatiblewithbicycling,suchasgoodpavementquality,
adequatesightdistances,roadwaydesignsthatencouragelowerspeeds,andbicyclecompatible
drainagegrates,bridgeexpansionjoints,andrailroadcrossings.Appropriatesignaltiminganddetector
systemsthatrespondtobicyclesalsomakesharedlanesmorecompatiblewithbicycling.Ifsuch
featuresarenotpresent,improvementsorretrofitsshouldbeimplemented.Othersectionsofthis
chapteraddressbicyclecompatibledesignfeaturesinmoredetail.
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20
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Generallyspeaking,roadwaysthatcarrylowvolumesoftraffic,and/orwheretraffictypicallyoperatesat
lowspeeds,maybesuitableassharedlanesintheirpresentcondition.Theseroadsoftenprovidean
enjoyableandcomfortablebicyclingexperiencewithnoneedforbikelanesoranyotherspecial
accommodationstobecompatiblewithbicycling.
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Variousgeometricandoperationalfactorsaffectthecomfortlevelofbicyclistsinsharedlanes.Models
havebeendevelopedthatquantifyhowvariousgeometricandoperationalfactorsaffectbicyclists.The
BicycleLevelofService(BLOS)modelincludesfactorssuchasroadwaylanewidth,laneuse,trafficspeed
andvolume,onstreetparking,andsurfaceconditioninordertogradearoadwaysrelativecomfortfor
bicyclists.Thismodelcanbeusedtodeterminetowhatextentsharedlaneswilladequately
accommodatebicyclistsgivenroadwayconditionsthatexisttoday,orthatareforecastedinthefuture.
SeeChapter2foramoredetaileddescriptionoftheuseandapplicationoftheBLOSmodel.
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4.3.1.SHAREDLANESONMAJORROADWAYS(WIDECURB/OUTSIDELANES)
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Lanewidthsof13feet(4.0m)orlessrequiremostmotorvehiclestobedrivenatleastpartwayintothe
nextlanetopassabicyclistwithanadequateandcomfortableclearance(usually3ft[0.9m]ormore
dependingonthespeedofthepassingvehicle).Lanewidthsof14feet(4.3m)orgreaterenable
motoriststopassbicycleswithoutencroachingintotheadjacentlane.Theusablelanewidthisnormally
measuredfromthecenteroftheedgelinetothecenterofthetrafficlaneline,orfromthelongitudinal
jointofthegutterpantothelaneline.Theguttershouldnotbeincludedinthemeasurementasusable
width,asbicyclistswilltypicallyridewelltotheleftofthejoint.
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Onsectionsofroadwaywherebicyclistsmayneedmoremaneuveringspace,theoutsidelanemaybe
markedat15feet(4.6m)wide.Thiswidthmaybeappropriateonsectionswithsteepgradesoron
sectionswheredrainagegrates,raiseddelineators,oronstreetparkingeffectivelyreducestheusable
width.However,lanewidthsthatcontinuouslyexceed14feet(4.3m)mayencouragetheundesirable
operationoftwomotorvehiclessidebysideinmorecongestedorbuiltupareas.Theprovisionofwide
outsidelanesshouldalsobeweighedagainstthelikelihoodthatmotoristswilltravelfasterinthemand
thatheavyvehicles(wherepresent)willpreferthemtoinsidelanes,resultingindecreasedlevelof
serviceforbicyclistsandpedestrians.Whensufficientwidthisavailabletoprovidebikelanesorpaved
shoulders,theyarethepreferredfacilitiesonmajorroadways.
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19
Roadwayswithsharedlanesnarrowerthan14feet(4.3m)maystillbedesignatedforbicycleswith
bicycleguidesignsand/orsharedlanemarkings,pertheguidanceinthischapter.
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4.3.2.SIGNSFORSHAREDROADWAYS
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ASharetheRoadsignassembly(W111+W161P)(seeExhibit4.1)isintendedtoalertmotoriststhat
bicyclistsmaybeencounteredandthattheyshouldbemindfulandrespectfulofthem.However,the
signisnotasubstituteforappropriategeometricdesignmeasuresthatareneededtoaccommodate
bicyclists.Thesignshouldnotbeusedtoaddressreportedoperationalissues,astheadditionofthis
warningsignwillnotsignificantlyimprovebicyclingconditions.Thesignmaybeusefulundercertain
limitedconditions,suchasattheendofabikelane,orwhereasharedusepathendsandbicyclistsmust
sharealanewithtraffic.Thesignmayalsobeusefulduringconstructionoperations,whenbicyclists
mayneedtoshareanarrowerspacethanusualonatravelway.Thissignshouldnotbeusedtoindicate
abikeroute.Afluorescentyellowgreenbackgroundcanbeusedforthissign.
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AnothersignthatmaybeusedinsharedlaneconditionsistheBICYCLESMAYUSEFULLLANEsign(R4
11)(seeExhibit4.2).Thissignmaybeusedonroadwayswithoutbikelanesorusableshoulderswhere
travellanesaretoonarrowforcyclistsandmotoriststooperatesidebysidewithinalane.
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2
Exhibit4.1.SHARETHEROADSignAssembly
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R4-11
Exhibit4.2.BicyclesMayUseFullLaneSign
R411
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Wherewrongwayridingbycyclistsisafrequentproblem,theMUTCD(1)providesabicycleWRONG
WAYsignandRIDEWITHTRAFFICplaque(R51bandR93cP)thatcanbemountedbacktobackwith
otherroadwaysigns(suchasparkingsigns)toreducesignclutterandminimizevisibilitytoothertraffic
(seeExhibit4.3).Thissignassemblycanbeusedinsharedlanesituations,aswellasonstreetswithbike
lanesandpavedshoulders.
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R5-1b
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R9-3cP
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Exhibit4.3.WrongWayRidewithTrafficSignAssembly
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4.4.MARKEDSHAREDLANES
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Insituationswhereitisdesirabletoprovideahigherlevelofguidancetobicyclistsandmotorists,shared
lanesmaybemarkedwithapavementmarkingsymbol(seeExhibit4.4).Thesymbol,knownasthe
sharedlanemarking,isusefulinlocationswherethereisinsufficientwidthtoprovidebikelanes.The
markingalsoalertsroaduserstothelateralpositionbicyclistsarelikelytooccupywithinthetraveled
way,thereforeencouragingsaferpassingpractices(includingchanginglanes,ifnecessary).Sharedlane
markingsmayalsobeusedtoreducetheincidenceofwrongwaybicycling.
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Exhibit4.4.SharedLaneMarking
Sharedlanemarkingsmaybeapplicableinthefollowingscenarios:
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Inasharedlanewithadjacentonstreetparallelparking,toassistcyclistswithlateral
positioningthatreducesthechanceofabicyclistimpactingtheopendoorofaparked
vehicle.
Onwideoutsidelanes,toindicatesaferpositioningawayfromthecurboredgeofroadway.
Onasectionofroadwaywithsharedlanes,tofillagapbetweentwosectionsofroadway
thathavebikelanes,ortofillagapbetweenasharedusepathandanearbydestination,or
othersimilarconnections.
Onasectionofroadwaywherethelanesaretoonarrowforabicyclistandmotoristto
travelsidebysideinthelane.
Onadowngradesectionofroadwaywherethereisroomforonlyonebikelane.Inthese
situations,abikelaneshouldbeusedontheupgradesectionduetothebicyclistsslower
operatingspeedmovinguphill.
Atmultilaneintersectionswherethereisinsufficientwidthtoprovideabikelane,and
conflictsmakeitdesirabletoindicateproperpositioning.
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Sharedlanemarkingsarenotappropriateonpavedshouldersorinbikelanes,andshouldnotbeused
onroadwaysthathaveaspeedlimitabove35mph(50km/h).Sharedlanemarkingsshouldbeplaced
immediatelyafteranintersectionandspacedatintervalsnotgreaterthan250feet(76m)thereafter.
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Sharedlanemarkingsshouldbemarkedonanalignmentthatrepresentsapracticalpathofbicycle
travelundertypicalconditions.Forsomestreets,thismaybethecenterofasharedtravellane.Ona
onewaystreetdesignatedasabicycleroute,wherethebicycleroutemakesaleftturn,itmaybe
appropriatetoplacesharedlanemarkingsonboththeoutsiderightandleftlanesofthestreet.
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9
Thefollowingprovidesguidanceonsharedlanemarkingplacement(allvaluesgivenaretothecenterof
themarking):
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Onstreetswithonstreetparallelparking,sharedlanemarkingsshouldbeplacedatleast11feet
(3.4m)fromthefaceofcurb(inclusiveofgutter),oredgeofpavementwherethereisnocurb
(seeExhibit4.5).
Onstreetswithoutonstreetparallelparking,sharedlanemarkingsshouldbeplacedatleast4
feet(1.2m)fromthefaceofcurb(inclusiveofgutter),oredgeofpavementwherethereisno
curb(seeExhibit4.6).
TheMUTCD(1)containsfurtherguidanceonsharedlanemarkings.
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Exhibit4.5.TypicalSharedLaneMarkingCrossSectiononStreetwithParking
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Exhibit4.6.TypicalSharedLaneMarkingCrossSectiononStreetwithNoOnStreetParking
4.5.PAVEDSHOULDERS
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Addingorimprovingpavedshoulderscangreatlyimprovebicyclistaccommodationonroadwayswith
higherspeedsortrafficvolumes,aswellasbenefitmotorists(asdescribedintheAASHTOGreenBook).
AsdescribedinChapter2,pavedshouldersaremostoftenusedonruralroadways.Pavedshoulders
extendtheservicelifeoftheroadbyreducingedgedeterioration,andprovidespacefortemporary
storageofdisabledvehicles.Pavedshoulderscanbenefitpedestriansaswellbyprovidingaplacefor
themtowalkinlocationswherethereisnosidewalkandtheroadsideisunsuitableforwalking.
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Itisimportanttounderstandthedifferencesbetweenpavedshouldersandbikelanes,particularlywhen
adecisionmustbemadeastowhichfacilityismoreappropriateforagivenroadway.Bikelanesare
travellanes,whereasinmanyjurisdictions,pavedshouldersarenot(andcanthereforebeusedfor
parking).Pavedshoulderstypicallystaytotherightofrightturnlanesatintersections,whereasbike
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lanesareplacedontheleftsideofrightturnlanesinordertoencouragemergingmovementsin
advanceoftheintersection.Toavoidconflictsonroadwayswithpavedshouldersthatapproachright
turnlanes,somejurisdictionsintroduceabikelaneonlyattheintersections,andthentransitionbackto
apavedshoulder.
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Foranygivenroadway,thedeterminationoftheappropriateshoulderwidthshouldbebasedonthe
roadwayscontextandconditionsinadjacentlanes.Onuncurbedcrosssectionswithnovertical
obstructionsimmediatelyadjacenttotheroadway,pavedshouldersshouldbeatleast4feet(1.2m)
widetoaccommodatebicycletravel.Shoulderwidthofatleast5feet(1.5m)isrecommendedfromthe
faceofaguardrail,curb,orotherroadsidebarriertoprovideadditionaloperatingwidth,ascyclistswill
shyfromaverticalface.Itisdesirabletoincreasethewidthofshoulderswherehigherbicycleusageis
expected.Additionalshoulderwidthisalsodesirableifmotorvehiclespeedsexceed50mph(80km/h),
ifusebyheavytrucks,buses,orrecreationalvehiclesisconsiderable,orifstaticobstructionsexistatthe
rightsideoftheroadway.TheBLOSmodelmaybeusedtodeterminetheappropriateshoulderwidth
(seeChapter2:Planning).
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Itispreferabletoprovidepavedshouldersonbothsidesoftwowayroads.Inconstrainedlocations
wherepavementwidthislimited,itmaybepreferabletoprovideawidershoulderononlyonesideof
theroadway,ratherthantoprovideanarrowshoulderonbothsides.Thismaybebeneficialinthe
followingsituations:
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Onuphillroadwaysections,ashouldermaybeprovidedtogiveslowmovingbicyclists
additionalmaneuveringspace,therebyreducingconflictswithfastermovingmotorvehicle
traffic.
Onroadwaysectionswithverticalorhorizontalcurvesthatlimitsightdistance,itcanbe
helpfultoprovideshouldersoverthecrestandonthedowngradeofaverticalcurve,andon
theinsideofahorizontalcurve.
Forinformationonretrofittingpavedshouldersontoexistingroadways,seeSection4.9.
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Whereanunpaveddrivewaymeetsaroadwayorpathway,itisadvisabletopavesomeportionofthe
drivewayapproachtopreventloosegravelfromspillingontothetravelwayorshoulder.Pavingatleast
10feet(3m)on(lowvolume)drivewayconnections,and30feet(9m)ortotherightofwayline,
whicheverisless,onunpavedpublicroadconnections,canmitigatetheworsteffectsofloosegravel.
Wherepractical,thepavedsectionoftheapproachtothehighwayshouldbeslopeddownwardaway
fromthehighwaytoreducetheamountofloosematerialtrackedintotheshoulder.
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34
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Raisedpavementmarkers(alsoknownaspavementreflectors)canhaveadetrimentaleffecton
bicyclingwhenplacedalongashoulderorbikelaneline,astheycandeflectabicyclewheel,causinga
lossofcontrol.Ifpavementmarkersarerequired,considerationshouldbegiventoinstallingthe
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markersonthetravellanesideoftheedgeline,andthemarkershouldhavebeveledornonabrupt
edges.
4.5.1.SHOULDERBYPASSLANES
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ItisbecomingacommondesignpracticetoincorporatebypasslanesatTintersectionsoftwolane
roadways,soastofacilitatethepassingofmotoristsstoppedtomakeleftturnsontosideroads.Where
thisisdoneonahighwaywithpavedshoulders,atleast4ft(1.2m)ofshoulderpavementshouldbe
carriedthroughtheintersectionalongtheoutsideofthebypasslane.Thisisespeciallycriticalon
roadwayswithhighvolumesandoperatingspeeds.Anexampleofapreferredbypasslanetreatment
withacontinuousshoulderusablebybicyclistsisshowninExhibit4.7.
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Exhibit4.7.ShoulderBypassLane
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4.5.2.RUMBLESTRIPS
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Longitudinalrumblestripscanprovideasafeandinexpensivewaytoreducerunoffroadcrashesfor
motoristsonhighspeedroadways.However,theycanbehazardousforbicyclistsandcanrender
popularandusefulbicycleroutesunridable.Theeffectofsomerumblestripdesignsonbicyclistscanbe
significant;theycausethebicycletoshudderviolently,andthereforebicyclistsavoidthem.Ifrumble
stripsarelocatedalongtherightedgeofaroadwaywithanarrowshoulderornoshoulderspace,
cyclistswillberequiredtosharethetravellanewithmotorists.
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Rumblestripsarenotrecommendedonshouldersusedbybicyclistsunlessthereisaminimumclear
pathof4feet(1.2m)fromtherumblestriptotheoutsideedgeofpavedshoulder,or5feet(1.5m)to
theadjacentcurborotherobstacle.Ifexistingconditionsprecludeachievingtheminimumdesirable
clearance,thewidthoftherumblestripmaybedecreasedorotheralternativesolutionsconsidered.
Placingarumblestripundertheedgelineisonewaytoreduceitsimpactontheadjacentshoulder,
whileprovidingtheadditionaladvantageofincreasingthevisibilityoftheedgelineunderdark
conditions.
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Periodicgapsinrumblestripsshouldbeprovidedtoallowbicycliststomoveacrossthemasnecessary
(e.g.,toavoiddebrisintheshoulder,passothercyclists,makeleftturns,etc.).Gapsspacedatintervals
of40to60feet(12to18m)providesuchopportunities.Agaplengthofatleast12feet(3.7m)will
allowmostbicycliststoleaveorentertheshoulderwithoutcrossingtherumblestrip,asshownin
Exhibit4.8.
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Exhibit4.8.RumbleStrips
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Inadditiontoperiodicgaps,rumblestripsshouldbemilledandtheirdimensionsshouldbeadjustedto
provideamorebicycletolerabledesign,asfollows:
Width:5inches(127mm),
Depth:0.375inches(10mm),and
Spacing:11to12inches(280to305mm)(2)
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Whereitisnecessarytolimitthelengthofrumblestripstoensureadequateshoulderspacefor
bicyclists,thelengthcanbereducedtoaminimumof6inches(152mm).(2)Inareasnotpronetosnow
removalactivity,aninvertedprofile(audiblevibratory)edgelinemarkingcanalsobeusedasamore
bicyclefriendlyalternativetorumblestrips.
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Centerlinerumblestripsareusedtopreventheadoncollisions;howevertheirpresenceisproblematic
forbicyclists.Onatwolanehighwaywithoutpavedshoulders,theydiscouragemotoristsfromcrossing
thecenterlinetopassbicyclistswithappropriateclearance.Ifuseofcenterlinerumblestripsisdeemed
necessaryduetoahistoryofheadoncollisions,thedimensionsforshoulderrumblestripsdescribed
aboveshouldbeused.Inaddition,theuseofaninvertedprofile(audiblevibratory)centerlinemarking
ismoreconduciveshouldmotoristsneedtocrossthecenterlinetopassbicyclists.
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4.6.BICYCLELANES
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4.6.1.GENERALCONSIDERATIONS
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Bicyclelanesareaportionoftheroadwaydesignatedforpreferentialusebybicyclists.Theyareone
wayfacilitiesthattypicallycarrybicycletrafficinthesamedirectionasadjacentmotorvehicletraffic.
Bikelanesaretheappropriateandpreferredbicyclefacilityforthoroughfaresinbothurbanand
suburbanareas.Wheredesired,orwherethereisahighpotentialforbicycleuse,bikelanesmaybe
providedonruralroadwaysnearurbanareas.Pavedshoulderscanbedesignatedasbikelanesby
installingbikelanesymbolmarkings(seeExhibit4.9);however,ashouldermarkedasabikelanewillstill
needtomeetthecriterialistedelsewhereinthischapter.
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Exhibit4.9.ExampleofPavedShoulder
DesignatedasBicycleLane(photoby
MichaelMoule)
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Bicyclelanesareusedtodelineateavailableroadspaceforpreferentialusebybicyclistsandtofacilitate
morepredictablemovementsbybicyclistsandmotorists.Bikelanesenablebicycliststorideattheir
preferredspeed,evenwhenadjacenttrafficspeedsuporslowsdown.Bikelanesalsoencourage
bicycliststorideonroadwaysinapositionwheretheyaremorelikelytobeseenbymotoristsentering
orexitingtheroadwaythantheywouldbewhileridingonsidewalks.Properlydesignedbikelanes
encouragebicycliststooperateinamannerconsistentwiththelegalandsafeoperationofallvehicles.
Bikelanesshouldfollowtravelpathsthatlawfullyoperatingbicyclistswouldtaketotravelintheir
intendeddirectionwithintheroadwaycrosssection.Bikelanesarenotintendedtoaccommodateall
bicycleuseonaroadway;bicyclistsmayleaveabikelanetopassotherbicyclists,makeleftturnsorright
turns,avoiddebrisorotherhazards,ortopassbusesmomentarilystoppedinthebicyclelane.
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Raisedpavementmarkings,raisedcurbs,andotherraiseddevicescancausesteeringdifficultiesfor
bicyclistsandshouldnotbeusedtoseparatebikelanesfromadjacenttravellanes.
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Bikelanesshouldhaveasmoothridingsurface.Utilitycoversshouldbeadjustedflushwiththesurface
ofthelane.Bikelanesshouldbeprovidedwithadequatedrainage(bicyclesafedraingrates)toprevent
ponding,washouts,debrisaccumulation,andotherpotentialhazardsforbicyclists.Inaddition,other
roadwayfeaturesshouldbecompatibleforbicycling.SeeSection4.12formoreinformationonthis
topic.
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Statelawsshouldbeconsideredwhenimplementingbikelanes,astheymayhaveanimpactonbike
lanedesign,suchastheplacementofdashedlanelines.Motoristsareprohibitedfromusingbikelanes
fordrivingandparking,butmanystatevehiclecodesallowordirectdriverstousebikelaneswhile
turningormerging,maneuveringintooroutofparkingspaces,andforemergencyavoidancemaneuvers
orbreakdowns.Somestatecodesalsoallowbuses,garbagecollectors,andotherpublicvehiclestouse
bikelanestemporarily.
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Forinformationonretrofittingbikelanesontoexistingstreets,seeSection4.9.
4.6.2.BICYCLELANESONTWOWAYSTREETS
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4
Inmostcases,bikelanesshouldbeprovidedonbothsidesoftwowaystreets.Abicyclelaneprovided
ononlyonesidemayinvitewrongwayuse.
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10
Exceptions can be made on streets with an appreciable grade. On streets where downhill grades are
longenoughtoresultinbicyclespeedssimilartotypicalmotorvehiclespeeds,thenabicyclelanemay
beprovidedonlyintheuphilldirection,withsharedlanemarkingsinthedownhilldirection(seeExhibit
4.10). This design can be especially advantageous on streets where fast downhill bicycle speeds have
the potentialtoincreasethelikelihoodofcrasheswithfixedobjects,particularlyinlocationswithon
streetparking.
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Exhibit4.10.SharedLaneMarkingandBikeLaneonSteepStreet
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4.6.3.BICYCLELANESONONEWAYSTREETS
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Ononewaystreets,bikelanesshouldnormallybeontherighthandsideoftheroadway.Abicyclelane
maybeplacedontheleftifthereareasignificantnumberofleftturningbicyclistsorifaleftsidebike
lanedecreasesconflicts,forexamplethosecausedbyheavybustraffic,heavyrightturnmovements
(includingdoublerightturnlanes),deliveries,oronstreetparking.
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Bikelanesshouldtypicallybeprovidedonbothstreetsofaonewaycoupletinordertoprovidefacilities
inbothdirectionsanddiscouragewrongwayriding.Ifwidthconstraintsorotherconditionsmakeit
impracticabletoprovidebikelanesonbothstreets,sharedlanemarkingsshouldbeconsideredonthe
constrainedstreet.Thisprovidesamorecompletenetworkandencouragesbicycliststotravelwiththe
flowofothertraffic.
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Onstreetsdesignatedforonewayoperation,itissometimesdesirabletoprovideanexceptionfor
bicyclistsbymarkingacontraflowbicyclelaneontheappropriateside,separatedbyayellowcenterline
marking.Thismaybeconsideredinsituationswhereitwouldprovidesubstantialsavingsinoutof
directiontraveland/ordirectaccesstohighusedestinations,and/orwheretherewillbefewerconflicts
whencomparedtoarouteonotherstreets.Thisdesignisbestusedwheretherearefewintersecting
driveways,alleys,orstreetsonthesideofthestreetwiththecontraflowlane,andwherebicyclistscan
safelyandconvenientlymaketransitionsattheterminiofthecontraflowlane(seeExhibit4.11).
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Exhibit4.11.TypicalMarkingsforOneWayStreetDesignedforTwoWayBicycleTravel
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Forabicyclelanetofunctionasintendedwhenbuiltagainstthedominantflowoftrafficonaoneway
street,thefollowingfeaturesshouldbeincorporatedintothedesign:
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Thebicyclelaneshouldbeplacedonthecorrectsideoftheroadway(i.e.therighthand
side,fromtheperspectiveofthebicyclisttravelinginthecontraflowdirection;oronthe
lefthandsidefromthemotoristsperspective).
Abikelaneshouldbeprovidedforbicycliststravelinginthesamedirectionasmotorvehicle
traffic.Ifthereisinsufficientroomtoprovideabikelaneinthedominantflowdirectionof
thestreet,sharedlanemarkingsshouldbeconsideredtoemphasizethatbicyclistsmust
sharethetravellaneonthissideofthestreet.
Whetheronstreetparallelparkingcanbeprovidedonthesideofthestreetwiththe
contraflowbikelanedependsonthenatureofthestreetandoftheparking.Giventheir
positionontheleftsideofthevehicle,motoristsleavingaparkingspacewillhavedifficulty
seeingoncomingbicyclistsinthecontraflowbicyclelane,assightlinesmaybeblockedby
otherparkedvehicles.Wheretrafficvolumesandparkingturnoverislight,andtraffic
speedslow,onstreetparkingmaynotcauseconflicts.Ifaparkinglaneisprovidedonthe
sideofthestreetwiththecontraflowbikelane,bikelanelinesshouldbeprovidedonboth
sidesofthebikelane.
Bikelanesymbolsanddirectionalarrowsshouldbeusedonboththeapproachand
departureofeachintersection,toremindbicycliststousethebikelaneintheappropriate
direction,andtoremindmotoriststoexpecttwowaybicycletraffic.
Appropriateseparationmustbeplacedbetweenthetwodirectionsoftraffictodesignate
travellanesinbothdirections:
o Pavementmarkingsarethesimplestformofseparationandshouldconsistoftwo
solidyellowlines,thestandardcenterlinemarkingwherepassing(acrossthe
centerline)isprohibitedinbothdirections.
o Mediansortrafficseparatorsprovidemoreseparationbetweenmotoristsand
bicycliststravelinginopposingdirections.Thistreatmentshouldbeconsideredin
situationswithhigherspeedsorvolumes.Ifmediansortrafficseparatorsareused,
thecontraflowbikelanewidthshouldbeatleast7feet(2.1m).
Atintersectingstreets,alleys,andmajordriveways,DONOTENTERsignsandturn
restrictionsignsshouldincludesupplementalplaquethatsaysEXCEPTBICYCLES,toestablish
thatthestreetistwowayforbicyclistsandtoremindmotoriststoexpecttwowaybicycle
traffic.
Attrafficsignals,signalheadsshouldbeprovidedforcontraflowcyclists,aswellassuitable
bicycledetectionmeasures.AsupplementalplaquethatsaysBICYCLESIGNALmaybe
neededbeneaththesignaltoclarifyitspurpose.
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4.6.4.BICYCLELANEWIDTHS
2
3
4
5
6
Bikelanewidthsshouldbedeterminedbycontextandanticipateduse.Thespeed,volume,andtypeof
vehiclesinadjacentlanessignificantlyaffectbicyclistscomfortanddesireforlateralseparationfrom
othervehicles.Bicyclelanewidthsshouldbemeasuredfromthecenterofthebicyclelaneline.The
appropriatewidthshouldtakeintoaccountdesignfeaturesattherightedgeofthebikelane,suchas
thecurb,gutter,onstreetparkinglane,orguardrail.
7
8
Exhibit4.12showstwotypicallocationsforbikelanesinrelationtotherestoftheroadway,andthe
widthsassociatedwiththesefacilities.
9
10
11
Asdiscussedinthepreviouschapter,abicyclistspreferredoperatingwidthis5feet(1.5m).Therefore,
undermostcircumstancestherecommendedwidthforbikelanesis5feet(1.5m).Widerbicyclelanes
maybedesirableunderthefollowingconditions:
12
13
14
15
16
17
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19
20
21
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23
Whenwiderbikelanesareprovided,adequatemarkingorsigningshouldbeusedsothelanesarenot
mistakenformotorvehicletravellanesorparkingareas.
24
25
Forroadwayswithnocurbandgutterandnoonstreetparking,theminimumwidthofabikelaneis4
feet(1.2m).
26
Adjacenttoanarrowparkinglane(7feet[2.1m])withhighturnover(suchasthose
servicingrestaurants,shops,orentertainmentvenues),awiderbicyclelane(67feetor1.8
2.1m)providesmoreoperatingspaceforbicycliststorideoutoftheareaofopeningvehicle
doors.
Inareaswithhighbicycleuse,abikelanewidthof6to8feet(1.82.4m)makesitpossible
forbicycliststoridesidebysideorpasseachotherwithoutleavingthelane.
Onhighspeed(greaterthan45mph[70km/h])andhighvolumeroadways,orwherethere
isasubstantialnumberofheavyvehicles,awidebicyclelaneprovidesadditionallateral
separationbetweenmotorvehiclesandbicyclestominimizewindblastandothereffects.
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2
Exhibit4.12.TypicalBikeLaneCrossSections
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2
3
4
Forroadwayswherethebikelaneisimmediatelyadjacenttoacurb,guardrails,orotherverticalsurface,
theminimumbikelanewidthis5feet(1.5m),measuredfromthefaceofacurborverticalsurfaceto
thecenterofthebikelaneline.Therearetwoexceptionstothis:
5
6
7
8
9
10
Inlocationswithhighermotorvehiclespeedswherea2foot(0.6m)widegutterisused,the
preferredbikelanewidthis6feet(1.8m),inclusiveofthegutter.
Onextremelyconstrained,lowspeedroadwayswithcurbsbutnogutter(e.g.inlocations
withstonecurbs),wherethepreferredbikelanewidthcannotbeachieveddespite
narrowingallothertravellanestotheirminimumwidths,a4foot(1.2m)widebikelanecan
beused.
11
12
13
14
15
Draininletsandutilitycoversaresometimesbuiltsotheyextendpastthelongitudinalgutterjoint.Drain
inletsandutilitycoversthatextendintothebikelanemaycausebicycliststoswerve,andhavethe
effectofreducingtheusablewidthofthelane.Thisisaparticularproblemiftheminimumoperating
widthofthelanefallsbelow3feet(0.9m).Thereforethewidthofthebikelaneshouldbeadjusted
accordingly,orelsethestructureshouldberemovedorrelocated(seeSection4.12.8).
16
4.6.5.BICYCLELANESANDONSTREETPARKING
17
18
19
20
21
Whenonstreetparkingispermitted,thebicyclelaneshouldbeplacedbetweentheparkinglaneand
thetravellane(seeExhibit4.13).Therecommendedbicyclelanewidthintheselocationsis6feet(1.8
m)andtheminimumbicyclelanewidthis5feet(1.5m).Careshouldbetakenwhenprovidingwider
bikelanesinareaswhereparkingisscarceorotherwiseindemand,aswiderbicyclelanesmayresultin
moredoubleparking.
22
23
24
25
Bikelanesatthesamelevelasthestreetandwithoutphysicalseparationshouldgenerallynotbeplaced
betweentheparkinglaneandthecurb.Suchplacementreducesvisibilityatdrivewaysand
intersections,increasesconflictswithopeningcardoors,complicatesmaintenance,andpreventsbicycle
laneusersfrommakingvehicularleftturns.
26
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Exhibit4.13.ExampleofBikeLaneAdjacenttoParallelParking(photobyTooleDesignGroup)
PARALLELPARKING
4
5
6
7
8
Wherebicyclelanesareinstalledadjacenttoparallelparking,therecommendedwidthofamarked
parkinglaneis8feet(2.4m),andtheminimumwidthis7feet(2.1m).Whereparallelparkingis
permittedbutaparkinglanelineorstallmarkingsarenotutilized,therecommendedwidthofthe
sharedbicycleandparkinglaneis13feet(4m).Aminimumwidthof12feet(3.7m)maybesatisfactory
ifparkingusageislowandturnoverisinfrequent.
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10
11
12
13
14
15
16
17
18
Ingeneralitisthelegalresponsibilityofmotoriststocheckforoncomingtrafficbeforeopeningacar
doorintothetraveledway.Insomeurbanareas,bicyclistshavebeenseriouslyinjuredincrasheswith
cardoorsthataresuddenlyswungopenbyinattentivedriversandpassengers.Thistypeofcrashismore
prevalentinlocationswithhighparkingturnover,suchasmainstreets,commercialstreetswith
restaurantsandretailbusinesses,orsimilarareas.Bicyclistscanavoidthistypeofcrashbyridingonthe
leftsideofabicyclelane,outsidetherangeintowhichopeneddoorsofparkedvehiclescouldextend.
Severalcommunitiesemploymarkingstoencouragecycliststoridefurtherfromparkedcars,suchas
providingawiderparkinglane,awiderbikelane,orastripedbufferbetweentheparkinglaneandthe
bikelane.ParkingTsextendingintothebikelaneandslightlynarrowerbikelanesymbolsplacedon
theleftsideofthebikelanemayencouragebicycliststorideinasaferlocation.
19
DIAGONALPARKING
20
21
22
23
Inareaswithhighparkingdemandandsufficientstreetwidth,diagonalparkingissometimesusedto
increaseparkingcapacityandreducetravelspeedsonstreetsthatareexcessivelywide.Bicyclelanes
shouldnormallynotbeplacedadjacenttoconventionalfrontindiagonalparking,sincedriversbacking
outofparkingspaceshavepoorvisibilityofbicyclistsinthebicyclelane.
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2
3
Exhibit4.14.ExampleofBikeLaneAdjacenttoBackinDiagonalParking(photobyTooleDesign
Group)
4
5
6
7
8
9
10
11
12
13
14
15
Theuseofbackindiagonalparking(seeExhibit4.14)canhelpmitigatetheconflictsnormallyassociated
withbikelanesadjacenttoangledparking.Therecanbenumerousbenefitstobackindiagonalparking
forallroadwayusers:
Improvedsightdistancebetweenexitingmotoristsandothertrafficcomparedtoparallel
parkingorfrontinangledparking.
Noconflictbetweenbicyclistsandopencardoors.
Easierloading/unloadingofvehicles.
Passengers(includingchildren)arenaturallychanneledtowardthecurbwhenalighting.
Loadingandunloadingofthetrunkoccursatthecurb,notinthestreet.
Whenbikelanesareplacedadjacenttobackindiagonalparkingspaces,parkingbaysshouldbelong
enoughtoaccommodatemostexpectedvehicles.
16
4.7.BICYCLELANESIGNSANDMARKINGS
17
18
19
20
21
22
23
Bicyclelanesaredesignatedforpreferentialusebybicyclistswithanormalsolidwhiteline(4to6inch
or100150mmwide)andoneofthe(two)standardbikelanesymbolmarkings,whichmaybe
supplementedwiththedirectionalarrowmarking.Optionalbikelanesignsmaybeusedtosupplement
thepavementmarkings.
StandardsandguidanceforapplyingtheseelementscanbefoundintheMUTCD(1).Supplemental
guidanceisprovidedbelow.
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4.7.1.BICYCLELANELINES
2
3
4
5
6
Abikelaneshouldbedelineatedfromthemotorvehicletravellaneswithanormalsolidwhiteline.Bike
lanelinescanbedottedatlocationswheretherewillbefrequentmergingactivitybybicyclistsor
motoristsacrossthelaneline.DetailsaboutusingdottedlinesatintersectionsareprovidedinSection
4.8.Bikelanescanalsobedottedatbusstopsorbuspullouts.Bicyclelanelinesshouldremainsolidand
notdottedatunsignalizeddrivewaysandalleys(seeExhibit4.15).
7
8
9
10
11
Raisedpavementmarkers,curbs,posts,orbarriersshouldnotbeusedtoseparatebicyclelanesfrom
adjacenttravellanes.Raiseddevicesarehazardoustobicyclistsbecausetheyarefixedobjects
immediatelyadjacenttothetravelpathofthebicyclist.Inaddition,raiseddevicescandiscourageor
preventrightturningmotoristsfrommergingintothebicyclelanebeforeturning.Raiseddevicescan
alsomakeitmoredifficulttomaintainthebicyclelane.
12
13
Anormalsolidlinecanbeusedtoindicatetheoutsideedgeofthebikelaneinlocationswithnocurbsor
wheretheedgeoftheroadwayispoorlydefined.
14
15
16
17
Whereabicyclelaneisadjacenttoaparkinglane,theparkingareashouldbedefinedbyparkingspace
Tmarkingsoranormalsolidwhiteline.Suchmarkingsencourageparkingclosertothecurbandcan
helpmakeclear,duringtimesoflowparkingusage,thattheparkinglaneandbicyclelanearenota
travellane.MoreinformationonbikelanesadjacenttoonstreetparkingcanbefoundinSection4.6.5.
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Exhibit4.15.TypicalBikeLanePavementMarkings
3
4
5
Stripedbuffersmaybeusedtoprovideincreasedseparationbetweenabikelaneandanotheradjacent
lanethatmaypresentconflicts,suchasaparkinglanewithhighturnoverorahigherspeedtravellane.
Thebenefitsofadditionallateralseparationshouldbeweighedagainstthedisadvantages;abuffer
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2
3
4
betweenthebikelaneandtheadjacentmotorvehicletravellanesplacescyclistsfurtherfromthe
normalsightlinesofmotorists,whoareprimarilylookingforvehiclesinthenormaltravellanes,and
buffersbetweenthetravellaneandbikelanereducethenaturalsweepingeffectofpassingmotor
vehicles,potentiallyrequiringmorefrequentmaintenance.
4.7.2.BICYCLELANEMARKINGS
6
7
8
9
10
11
12
AsdetailedintheMUTCD(1),abikelaneshouldbemarkedwithstandardbikelanemarkingstoinform
bicyclistsandmotoristsoftherestrictednatureofthebikelane.Markingsshouldbeplacedaftereach
intersectionorsignalizeddriveway.Supplementarymarkingsmayalsobeplacedinavisiblelocationon
abikelanethatisenteringtheintersection(priortothecrosswalk),toremindbicyclistsnottoenterthe
bikelaneonthewrongsideoftheroad.However,inurbanareaswithshortblocklengths,thismay
resultinanoverabundanceofbicyclelanemarkings.Ingeneral,duetothecomplexityofurbanstreets,
flexibilityisnecessaryinplacingbicyclelanemarkings.
13
14
15
16
17
18
Additionalmarkingsmaybeplacedatperiodicintervalsonbicyclelanes,toremindmotoristsofthe
potentialpresenceofbicyclists,especiallyinareaswheremotoristsareexpectedtocrossbikelanes.In
suburbanareaswithlongdistancesbetweenintersectionsandlittleroadsideactivity,bikelanesymbols
canbeasfarapartas1000feet(305m)ormore.Inurbanareaswheremotoristsmakeparking
maneuversacrossbikelanesorwherethereissignificantdrivewaydensity,itmaybeappropriateto
spacethesymbolsasoftenasevery100feet(30m).
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Exhibit4.16.BikeLaneSymbolMarkings
3
4
5
TheMUTCD(1)allowsoneofthetwostandardbicyclelanesymbolmarkings(orthewordsBIKELANE)
andadirectionalarrowasshowninExhibit4.16.Allbicyclelanemarkingsshouldbewhiteand
retroreflective.
6
7
8
Careshouldbetakentoavoidplacingsymbolsinareaswhereturningmotorvehicleswoulddamageor
obliteratethemarkings,e.g.atdrivewaysandtheareaimmediatelyadjacenttoanintersection(Exhibit
4.17).
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Exhibit4.17.ExampleofSymbolPlacementtoAvoidPrematureWear
4.7.3.BICYCLELANESIGNS
4
5
6
7
Duetotheclutterednatureoftheroadsideinmosturbanareas,whichreducestheeffectivenessof
signs,bicyclelanemarkingsaretypicallytheprimaryindicationtomotoristsandbicyclistsofthe
restrictednatureofbikelanes.Signsmaybeusedtosupplementbicyclelanelinesandmarkings;
howevertheyarelesseffectiveonstreetswithonstreetparking.
8
9
10
11
12
ThestandardBIKELANE(R317)sign(seeExhibit4.18)withtheAHEAD(R317aP)plaquemaybeplaced
inadvanceofthestart(upstreamend)ofabicyclelane.TheBIKELANEsignwiththeENDS(R317bP)
plaqueshouldbeplacedatasufficientdistancetogivewarningtothebicyclistthatthelaneisending.
TheBIKELANEENDSsignshouldnotbeusedwhereabikelanechangestoanunmarkedshoulder,for
exampleattheurbanorsuburbanfringe,orattemporaryinterruptionsinabikelane.
13
14
15
16
17
BIKELANEsignsmayalsobeplacedasneededatperiodicintervalsalongabicyclelane.Spacingofthe
signshouldbedeterminedbyengineeringjudgmentbasedonprevailingspeedofbicycleandother
traffic,blocklength,distancesfromadjacentintersections,andotherconsiderations.Bikelanemarkings
aretypicallyusedmorefrequentlythanBIKELANEsigns.WheretheBIKELANEsignisused,however,it
shouldgenerallybeplacedadjacenttoabikelanepavementmarking.
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1
2
3
R3-17
Exhibit4.18.BikeLaneSign
7
8
9
Iftheinstallationofsignsisnecessarytoreducetheinstancesofparking,standing,orstoppingina
bicyclelane,theNOPARKINGBIKELANEsigns(R79orR79a)orothersignsrestrictingparkingor
stoppingshouldbeinstalled.
10
4.8BICYCLELANESATINTERSECTIONS
11
12
13
14
Mostconflictsbetweenbicyclistsandmotorvehiclesoccuratintersectionsanddriveways.Theriskof
crossingpathconflictsisincreasedbecausebicyclistsaregenerallylessconspicuousthanmotorvehicles
andtendtoridealongtheperipheryofthemaintrafficpathsonwhichmotoristsconcentratetheir
attentionwhilenavigatingintersections.
15
16
Goodintersectiondesignclearlyindicatestobicyclistsandmotoristshowtheyshouldtraversethe
intersectionandgenerallyadherestothefollowingprinciples:
17
18
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21
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23
24
25
Freeflowingandhighspeedturningmovementsbymotorvehiclesshouldbeavoided.
Adequatelightingshouldbeprovidedtoilluminateallusers.
Thedesignshouldenablethebicyclistsroutethroughtheintersectiontobedirect,logical,and
similartothepathofmotorvehicletraffic.
Actuatedsignalsshouldbedesignedtodetectthepresenceofbicycles.
Signalgreenintervalsandclearanceintervalsshouldbesufficienttoallowcycliststoreachthe
farsideoftheintersection.
Signalsshouldbetimedsotheydonotimpedebicyclistswithexcessivelylongwaits.
Accessmanagementpracticesshouldbeusedtoremoveexcessiveconflictpoints.
26
27
28
GuidanceonsignaltimingandbicycledetectionisprovidedinSections4.12.3and4.12.4.Bikelanesare
notnormallystripedthroughthemiddleofintersections;however,whereextraguidanceisneededit
maybeappropriatetouseadottedextensionlinetoguidebicycliststhroughanundefinedarea.
29
30
Compactintersectionswhereroadsmeetat(ornearlyat)rightanglesaremostfunctionalforcyclists.
Acuteangleintersectionswiththreeorfourlegsarelessdesirable,becausesometurningmovements
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2
3
4
5
canbemadeathigherspeeds,whichcreatesconflictswithbicycliststravelingstraight.Also,trucks
turningonobtuseangleshaveblindareasontheirrightsides.However,thepresenceofanacuteangle
intersectionalongacandidatebicyclerouteshouldnotdisqualifyitfromdesignationifnoconvenient
alternativerouteisavailable.Acuteangleintersectionsareoftenfoundinolderbuiltupareaswhere
diagonallyintersectingstreetsoftenprovidethemostdirectandpracticalbicycleaccesstodestinations.
6
7
8
9
10
11
12
Variouspracticesareusedtoimprovethefunctionalityofacuteangleintersections:
Approachescanberealigned,asdescribedintheAASHTOGreenBook.
Anintersectionwithmorethanfourlegscanbereconfiguredsothatonlytworoadscross,by
closingaminorapproachorbyoffsettingittoanewnearbyminorintersection.
Dottedbicyclelaneextensionlinescanbeusedtoguidebicycliststhroughlong,undefinedareas
atlarge,skewed,ormultilegintersections.
Acomplexintersectioncansometimesbeconvertedtoaroundabout.
13
4.8.1.RIGHTTURNCONSIDERATIONS
14
15
16
17
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19
20
21
Rightturnsarerelativelyeasyforbicyclists,sincetheytypicallyrideontherightsideoftheroadway.On
approachestointersectionsthatdonothaverightturnonlylanes,bikelanelinesareeithersolidor
dotted(seeExhibit4.15).Thechoicebetweensolidordottedlinesshouldbebasedonseveralfactors,
includingthevolumeofrightturningmotorvehicles,thespeedofmotorvehicletraffic,thetypesof
vehiclesthattypicallyusetheintersection,andthecontextofthesurroundingarea(e.g.urbanvs.
suburban,etc.).Forexample,dottedlinesaremoreimportantwheretherearemorerightturning
vehicles,orwhereheavyvehiclesfrequentlyturnright.Thedottedlineisintendedtoprovidea
reminderthatmergingmovementscanbeexpectedinthisarea.
22
23
24
Statevehiclecodesshouldbeconsultedaswell,asthepresenceofasolidbicyclelanelineatthe
approachtoanintersectionmaydiscouragemotoristsfrommergingbeforeturningright,asrequiredby
lawinsomestates.Thiscanresultinconflictswhenmotoriststurnacrossthepathofcyclists.
25
26
27
Ifadottedlineisused,itshouldbegin50to200feet(15to60m)priortothecrosswalk(oredgeofthe
intersectionifnocrosswalkexists).Thebikelanelineshouldresumewithasolidlineonthefarsideof
theintersection(outsidecrosswalkarea).
28
29
30
31
Anintersectiondesignedwithlargecornerradiiallowsmotoriststoturnathigherspeeds,thusmakingit
moredifficultforbicycliststosafelymergeleft.Cornerradiishouldbeassmallaspractical,butshould
belargeenoughtoaccommodatelargevehicles(busesorheavytrucks)thatfrequentlyturnrightatthe
intersection.
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Exhibit4.19.ExamplesofBikeLanesApproachingRightTurnOnlyLane(withandwithoutparking)
3
4
5
6
7
8
Rightturnonlylanesareoftenusedwherehighvolumesofrightturningmotorvehiclevolumeswarrant
anexclusiverightturnlanetoimprovetrafficflow.Thecorrectplacementofabikelaneisontheleftof
anexclusiverightturnlane,asshowninExhibit4.19.Thethroughbicyclelaneshouldbeaminimumof4
feet(1.2m)wide,however5feet(1.5m)ispreferabletoprovidecomfortableoperatingspace,andto
allowuseofafullsizebicyclesymbol.Bikelanelinesshouldbeusedonbothsidesofthelane,per
Section4.7.2.
9
10
11
12
13
Incorporatingthebikelanetotheleftoftherightturnonlylaneenablesbicyclistsandrightturning
motoriststosorttheirpathsbydestinationinadvanceoftheintersection,avoidinglastmoment
conflictsandprovidingthefollowingbenefits:
Bicyclistsareencouragedtofollowtherulesoftheroad:throughvehicles(includingbicyclists)
proceedtotheleftofrightturningvehicles.
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2
Mergingmovementsoccurawayfromtheintersection,andareofteneasiertomanagefor
bicyclistsandotherroadusersthanaturningconflict.
3
4
5
6
Motoristsarerequiredtoyieldtobicyclistsattheentrancetotherightturnonlylane.TheBEGINRIGHT
TURNLANEYIELDTOBIKES(R44)signmaybeusedtoremindmotoristsenteringtheturnlaneoftheir
obligationtoyieldtobicyclistswhoarecontinuingthroughtheintersectioninthebikelane(becauseof
theroadrulethatanoperatorleavinghislaneyieldstoanoperatoronapathbeingenteredorcrossed).
7
8
9
10
11
12
13
14
Insituationswhereathroughtravellanebecomesarightturnonlylane(seeExhibit4.2.),bicyclistsneed
tomovelaterallytoweaveacrossthetravellane.Therefore,thebikelanealongthecurbshouldbe
dropped,andabicyclelaneshouldbeintroducedontheleftsideoftherightturnlane.Thebikelane
lineshouldnotbestripeddiagonallyacrossthetravellane,asthisinappropriatelysuggeststobicyclists
thattheydonotneedtoyieldtomotoristswhenmovinglaterally.Thisscenarioistheleastpreferred
optionandshouldbeavoidedwherepracticable.Inthissituation,theBEGINRIGHTTURNLANEYIELDTO
BIKESsignshouldnotbeused,sincebicyclistsaretheuserswhoneedtoyieldastheyareweaving
acrossthepathofmotorvehicletraffic.
15
16
Exhibit4.20.ExampleofBikeLanewithThroughLaneTransitioningtoRightTurnOnlyLane
17
18
19
20
21
Theuseofdualrightturnonlylanesshouldbeavoidedonstreetswithbikelanesunlessabsolutely
necessarytoaccommodateheavyrightturnvolumes.Wheretherearedualrightturnonlylanes,the
bicyclelaneshouldbeplacedtotheleftofbothrightturnlanes,inthesamemanneraswherethereis
justonerightturnonlylane.Ononewaystreetswithdualrightturnlanes,abikelaneonthelefthand
sideoftheroadmayreduceconflictsandshouldthereforebeconsidered(seeSection4.6.3).
22
23
24
25
26
27
Anoptionalthroughrightturnlanenexttoarightturnonlylaneshouldnotbeusedwherethereisa
throughbicyclelane.Ifacapacityanalysisindicatestheneedforanoptionalthroughrightturnlane,
thebicyclelaneshouldbediscontinuedattheintersectionapproach.Itmaybepossibletoeliminatethe
throughrightoptionlanebyusingothermethodsofhandlingtherightturntrafficvolume(e.g.two
rightturnonlylanesasdescribedabove,orsignaltimingandphasingchangeslikeadditionalgreentime
orarightturnoverlap).Anengineeringanalysiswillbeneededinordertodeterminethefeasibilityof
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3
theseoptions.Ifthelaneassignmentcannotbechanged,sharedlanemarkingsmaybeplacedinthe
centerofthethroughrightoptionlanetoprovideadditionalguidancetocyclistswhowishtoproceed
straight.
4
5
6
7
8
9
Atlocationswithheavyrightturnbicyclevolumes,itmaybeappropriatetoincludeabicyclerightturn
laneontherightsideofthegeneralrightturnlane.Thisdesignshouldonlybeconsideredwhere
turningvehicleswillnotencroachintotheturningbicyclistspath.Wayfindingsignageshouldbe
providedinadvanceoftheturnlane,sobicyclistscanselecttheappropriatelane.Thereceivingstreet
shouldbecompatibleforbicycling.Athroughbikelaneorsharedlanemarkingshouldalsobeincluded
toguidebicyclistswhowanttocontinuestraight(assumingthisisalegalmovement).
10
4.8.2.LEFTTURNCONSIDERATIONS
11
12
13
14
15
16
17
AsdescribedinChapter3,therearetwomethodsforbicycliststomakeleftturns(seeExhibit3.5).In
thefirstmethod,thebicyclistmergesleftinadvanceoftheintersectiontoturnfromthesamelocation
asotherleftturningvehicles.Inthesecondmethod,thebicyclistproceedsstraightthroughthe
intersection,stopsonthefarsideoftheintersection(atthecorner)andturnsthebicycletotheleft,and
thenproceedsacrosstheintersectionagainonthecrossstreet,orasapedestrianinthecrosswalk.This
methodismorecommoninlocationswithhighvolumesofmotorvehicles,and/orwheretherearehigh
speeds,becauseitismoredifficultforbicycliststomergeleft.
18
19
20
Wherethereareconsiderablevolumesofleftturningbicyclists,orwhereadesignatedorpreferred
bicycleroutemakesaleftturn,itmaybeappropriatetoprovideaseparatebicycleleftturnlane(see
Exhibit4.21).
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Exhibit4.21.ExampleofBikeLeftTurnOnlyLane
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4
5
6
Separatebicycleleftturnlanesmayalsobeappropriateatintersectionsofsharedusepathswith
streets,oratotherlocationswhereleftturnsareallowedforbicyclistsbutnotmotorists(e.g.ontoa
bicycleboulevard).Attheselocations,bicyclistswantingtoturnleftfromthestreetsystemontothe
pathorbicycleboulevardwouldotherwiseberequiredtowaitforoncomingtraffictoclearinthe
leftmostthroughtravellane,whichisanexposedlocationthatisuncomfortableforbicyclistsonbusy
streets.
7
8
9
10
AsdescribedinSection4.6.3,itissometimesappropriatetoplaceabikelaneontheleftsideofaone
waystreet.Inthissituation,wherealeftturnonlylaneisprovidedonanapproach,thebikelaneshould
becontinuedalongtherightsideoftheleftturnlane,analogoustothetreatmentforbikelaneswith
rightturnonlylanesdescribedabove.
11
12
Asageneralrule,bikelanesshouldbeterminatedinadvanceofroundabouts.Designmeasuresfor
bicyclistsatroundaboutsaredescribedinSection4.12.10.
13
14
4.9RETROFITTINGBICYCLEFACILITIESONEXISTINGSTREETSAND
HIGHWAYS
15
16
17
18
19
Existingstreetsandhighwayscanberetrofittedtoimprovebicycleaccommodationsbyeitherwidening
theroadwayorbyreconfiguringtheexistingroadway.Onbusierorhigherspeedruralroads,paved
shoulderscanbeaddedtoimprovecomfortforbicyclists.Onurban(curbed)roadways,itmaybe
possibletoaccommodatebicyclelanesbyreconfiguringtravellanesor,wherethatisnotpractical,to
makeotheradjustmentsthatbetteraccommodatecyclists.
20
21
22
23
24
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Roadwayretrofitsforbicyclefacilitiesarebestaccomplishedaspartofarepavingorreconstruction
project.Thisprovidesacleanslateforthenewmarkingpattern,eliminatingtracesoftheoldlinesthat
remainvisiblewhenpavementmarkingsareeitherpaintedoverorgroundofftheroadwaysurface.
Wherearetrofitrequiresroadwidening,completingtheretrofitduringarepavingprojecteliminatesthe
potentialforroughjoints,andreducescostssincetheconstructioncrewisalreadymobilized,andlarger
materialquantitiestypicallyresultinbetterprices.Agenciesmayfinditbeneficialtosystematically
reviewupcomingresurfacingprojectstoidentifyopportunitiesforbikelaneand/orshoulderretrofits.
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Whenretrofittingroadsforbicyclefacilities,thewidthguidelinesforbikelanesandpavedshoulders
(seeSections4.5and4.6.4)shouldbeapplied.However,undesignatedpavedshoulderscanimprove
conditionsforbicyclistsonconstrainedroadwayswhereobtainingthepreferredshoulderwidthsisnot
possible.Inthesesituations,aminimumof3feet(0.9m)ofoperatingspaceshouldbeprovided
betweentheedgelineandtheedgeofpavement(wherethereisnocurb),thegutterjoint(wherecurb
andgutterisused),orthecurbface(wherecurbisusedwithoutagutter).
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Forexample,inaretrofitsituationwherethetotalwidthoftheoutsidelaneis14feet(4.3m),itwould
bepreferabletoinsteadprovidea1011foot(3.03.4m)travellaneanda34foot(0.91.2m)shoulder.
Restripinga14feet(4.3m)travellaneasa12foot(3.7m)laneanda2foot(0.6m)shoulderisnot
recommended.Sincethepavedshoulderwouldnotaccommodatebicycleoperatingwidth,andtryingto
avoidorrepeatedlycrossinganedgestripeisuncomfortable,bicyclistswouldneedtorideinthetravel
laneinstead.Evenifabicyclistmanagestoride(partlyormostly)onsuchanarrowpavedshoulder,this
designmayconveyamisleadingimpressionofadequatewidthtoamotoristovertakingthebicyclistin
theadjacenttravellane,wheninfactitwouldbenecessaryforthemotoristtobedrivenatleastpart
wayintothenextlaneinordertopassthebicyclistwithadequateclearance.
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4.9.1.RETROFITTINGBICYCLEFACILITIESBYWIDENINGTHEROADWAY
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Whererightofwayisadequate,orwhereadditionalrightofwaycanbeobtained,roadscanbe
widenedtoprovidepavedshouldersorbikelanes.Thedecisiontowidentheroadshouldbeweighed
againstthelikelihoodthatvehiclespeedswillincrease,whichwillhaveadverseimpactsonbicyclistsand
pedestrians.Inurbanandsuburbanareaswithsidewalksorforeseeablepedestrianuse,thegoalof
improvingbikeaccommodationshouldbebalancedwiththegoalofmaintainingahighquality
pedestrianenvironment,aswell.
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Wherethepavementisbeingwidenedtoprovidepavedshouldersorbikelanes,andnooverlayproject
isscheduled,thefollowingtechniquescanbeusedensurethataroughjointisnotplacedinthe
shoulderwherebicyclistsride:
Asawcutlocatedattheproposededgelineprovidestheopportunitytoconstructaneven
andtightjoint.Thiseliminatesaraggedjointattheedgeoftheexistingpavement.
Featheringthenewasphaltontoexistingpavementworksifafinemixisused,andthe
featherdoesnotextendacrosstheareatraveledbybicyclists.
Wherethereisalreadysomeshoulderwidthandthicknessavailable,apavementgrinder
canbeusedtomakeacleancutattheedgeoftravellane,withtheseadvantages:
o Lessoftheexistingpavementiswasted.
o Theexistingasphaltactsasabase.
o Therewillnotbeafulldepthjointbetweenthetravellaneandtheshoulder.
o Thegrindingscanberecycledasbaseforthewidenedportion.
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4.9.2.RETROFITTINGBICYCLEFACILITIESWITHOUTROADWAYWIDENING
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Inmanyareas,especiallybuiltouturbanandsuburbanareas,physicalwideningisimpractical,and
bicyclefacilityretrofitsmustbedonewithintheexistingpavedwidth.Therearethreemethodsof
modifyingtheallocationofroadwayspacetoimprovebicyclistaccommodation:
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Reduceorreallocatethewidthusedbytravellanes.
Reducethenumberoftravellanes.
Reconfigureorreduceonstreetparking.
Inmostcases,travellanewidthscanbereducedwithoutanysignificantchangesinlevelsofservicefor
motorists.Anoperationalstudymaybenecessarytoevaluatetheimpactofaspecificlane
reconfiguration.Onebenefitisthatbicyclelevelofservicewillbeimproved.Creatingshouldersorbike
lanesonroadwayscanimprovepedestrianconditionsaswellbyprovidingabufferbetweenthe
sidewalkandtheroadway.
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Otherimprovementsontheoutsideportionoftheroadwaymayalsobeneededduringretrofitprojects,
including:
Repairingroughorunevenpavementsurfaces.
Replacingunsafedrainagegrateswithadesignthatiscompatiblewithbicycleuse(see
Section4.12.8).
Raising(orlowering)existingdrainagegratesandmanholeorutilitycoverssotheyareflush
withthepavement.
Wideningtheroadwayatspotlocationstoobtainadequateroadwidth.
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Whereadditionofbikelanesisplannedasaretrofitproject,theremaybeaportionoftheroadway
wherethereisinsufficientwidth,resultinginagap.Sharedlanemarkingscanbeusedonshort
segmentsofnarrowerroadwaytoprovidebettercontinuity.Inthesesituations,effortstoreducetraffic
speedswillmakethesharedroadwayconditionmorecomfortableforbicyclists.Iftheconstrained
segmentismorethanafewblockslong,itmaybeadvisabletoimproveanalternaterouteforcycling;
thealternaterouteshouldprovideaccesstothesamedestinations.
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REDUCINGTRAVELLANEWIDTH
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Insomecases,thewidthneededforbicyclelanesorpavedshoulderscanbeobtainedbynarrowing
travellanes.LanewidthsonmanyroadsaregreaterthantheminimumvaluesdescribedbytheAASHTO
GreenBook(3)and,dependingonconditions,maybecandidatesfornarrowing.
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TheAASHTOGreenBook(3)containscriteriafordeterminingappropriatelanewidthsandprovides
significantflexibilitytousetravellanesasnarrowas10feet(3.0m)inavarietyofsituations.Evaluation
ofsafetyeffectsoftravellanewidthsof10to12feet(3.0to3.7m)onarterialroadwayshasfoundno
generalindicationthattheuseofnarrowerwidthswithinthisrangeincreasescrashrates.(4)However,
engineeringjudgmentshouldbeapplied.Factorstobeconsideredincludeoperatingspeeds,volumes,
trafficmix,horizontalcurvature,useofonstreetparking,andstreetcontext,amongothers.
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REDUCINGTHENUMBEROFTRAVELLANES
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Reducingthenumberofmotorvehicletravellanesisoftenreferredtoasaroaddietandisone
methodthatcanbeusedtointegratebikelanesonexistingroadways.Thisisastrategythatcanbeused
onstreetswithexcesscapacity(moretravellanesthannecessarytoaccommodatetheexistingor
projectedtrafficvolumes).Thismaybebecausethestreetswerebuilttoaccommodateaprojected
volumethatnevermaterialized,orbecausetrafficvolumeshavedecreasedduetopopulationchanges,
orduetochangesinthetransportationsystem.
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Beforeimplementingaroaddiet,atrafficstudyshouldbeconductedtoevaluatepotentialsafety
benefits,toevaluatemotorvehiclecapacityandlevelofservice,toevaluatebicyclelevelofservice,and
toidentifyappropriatesignalizationmodificationsandlaneassignmentatintersections.
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Roaddietshavemanybenefits,oftenimprovingsafety,operationsandlivabilityforpedestrians,
bicyclists,adjacentresidents,businesses,andmotorists.Acommonlanereductiontreatmentisto
convertanundividedfourlane(twoway)roadwaytoathreelaneroadway(centraltwowayleftturn
laneseeExhibit4.22).Benefitsofthistypeofroaddietinclude:
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Theadditionalspacegainedbyremovingonelanecanbeusedtoprovidebikelanesor
shouldersonbothsidesoftheroad.
Withonetravellaneineachdirection,topendtravelspeedsaremoderatedbythosewhoare
followingpostedspeedlimits,whichimprovessafetyforallusers.
Itmaybefeasibletoincludearaisedmedianorsmallrefugeislandsatsomepedestriancrossing
locations,makingiteasierandsaferforpedestrianstocrossthestreet.
Thereductionfromtwolanestooneineachdirectionvirtuallyeliminatestheriskof"multiple
threat"crashes(whereadriverinonelanestopstoyield,butthedriverintheadjacentlane
continuesatspeed)forpedestriansandleftturningmotoristsandbicyclists.
Leftturnlanesprovideaplaceformotoristsandbicycliststowaittomakealeftturn,reducing
theincidenceofleftturnrearendcrashes.
Sideswipecrashesarereducedsincemotoristsnolongerneedtochangelanestopassavehicle
waitingtoturnleftfromtheleftmostthroughlane.
Lesstrafficnoise(duetoreducedspeeds)andgreaterseparationfromtrafficforpedestrians,
residents,andbusinesses.
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Exhibit4.22ExampleofRoadDiet
Thesefourlanetothreelaneconversionscanhavepotentialoperationalbenefitsaswell,particularly
onstreetswithhighnumbersofleftturningvehicles,whichimpedetrafficintheleftmostthroughlane
ofafourlaneundividedstreet.Fourlaneundividedstreetswithtrafficvolumeslessthan15,000
vehiclesperdayarecandidatesforfourlanetothreelaneconversion;streetswithhighervolumes
usuallyrequireamoredetailedengineeringstudythatincludesrecommendationsforsignaltiming
changesandotherenhancementsatintersections.Therearemanyexamplesoffourlanetothreelane
conversionswith15,000to20,000vehiclesperdayandafewexampleswhereconvertedstreetsare
carryingover20,000vehiclesperday.(5)
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Exhibit4.23RoadDietBeforeandAfter(PhotobyJenniferSelby)
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Onewaystreetsmayofferopportunitiestoinstallbikelanesthroughlanereductions.Manyoneway
coupletswereoriginallytwowaystreets,andintheconversion,allavailablespacewasconvertedto
onewaytravellanes.Asaresult,manyonewaystreetsoperatewellbelowtheircapacity.Sinceonly
onebikelaneisneededonaonewaystreet,removingatravellanecanprovideadditionalspacefor
otherfeaturessuchasonstreetparkingorwidersidewalks.Asmentionedearlierinthischapter,both
legsofaonewaycoupletshouldincludebikelanes.
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REDUCINGONSTREETPARKING
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Onstreetparkinghasbothpositiveandnegativeeffectsonvariousroadusersandneighbors.Onstreet
parkingmayserveresidents,helpkeeptraditionalstreetorientedbusinessesviable,provideabufferfor
pedestrians,andhelpkeeptrafficspeedsdown.Butonstreetparkingcanalsocreateconflictsfor
bicyclistsandmotorists,andusesroadwidththatmightotherwisebeusedforbicyclelanes.Removing
orreducingonstreetparkingtoinstallbikelanesrequirescarefulnegotiationwiththeaffected
businessesandresidents.Itmaybepossibletoaccommodatemoreparkingonsidestreets,orto
consolidateitinnewlycreatedparkingbaysorinshared(offstreet)parking.Aparkingstudycanbe
conductedtodetermineifthese(andother)solutionsarefeasible.
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REMOVINGPARKINGONONESIDE
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6
7
Onmoststreetswithparkingonbothsides,removalofallonstreetparkingisnotnecessary.One
strategyistoremoveparkingfromonesideofastreet,combinedwithminoradditionallanenarrowing.
Typically,itisbesttoremoveparkingonthesideofthestreetwithfewerresidencesorbusinesses,or
thesidewithresidencesratherthanbusinesses.Itisnotnecessarytoretainparkingonthesamesideof
theroadthroughanentirecorridor.Alternatingparkingfromonesidetotheothercancreateatraffic
calmingeffectaswell.
CONVERTINGDIAGONALPARKINGTOPARALLELPARKING
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Anotherstrategytoaddbicyclelanesistoconvertdiagonalparkingtoparallelparking.Itisusually
sufficienttoconvertonlyonesideofastreettoparallelparking,therebyreducingparkingbylessthan
onefourth.Tobecompatiblewithbikelanes,anyremainingdiagonalparkingshouldbeconvertedto
backindiagonalparking(seeSection4.6.5).
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4.10.BICYCLEBOULEVARDS
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16
Abicycleboulevardisalocalstreetorseriesofcontiguousstreetsegmentsthathavebeenmodifiedto
functionasathroughstreetforbicyclistswhilediscouragingthroughautomobiletravel.Localaccessis
maintained.
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Bicycleboulevardscreatefavorableconditionsforbicyclingbytakingadvantageoflocalstreetsandtheir
inherentlybicyclefriendlycharacteristics:lowtrafficvolumesandoperatingspeeds.However,without
someimprovements,localstreetsareusuallynotcontinuousenoughtobeusedforlongtrips.For
example,wheretheyintersectabusythoroughfare,itcanbedifficultforbicycliststofindadequategaps
tocross.Therefore,aseriesofphysicalandoperationalchangesareneededtoensurebicyclistscan
travelalongabikeboulevardwithrelativeease.
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Bicyclistsridingonbikeboulevardstypicallysharetheroadwaywithothertraffic.Somesegmentsmay
beonbusierroadswithbikelanes.Inlocationswherestreetsegmentsdonotconnect,shortsectionsof
pathsmaybeusedtoconnectculdesacsanddeadendstreets.Bicycleboulevardsshouldbelong
enoughtoprovidecontinuityoveradistancetypicalofanaverageurbanbicycletrip(25miles),but
theycanalsobeusedforshorterdistanceswhenneededtoconnectpathsegmentsinconstrained
environments,orasashortsegmentonaroutebetweenaneighborhoodandaschool.
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30
Abicycleboulevardincorporatesseveraldesignelementstoaccommodatebicyclists.Thesemayinclude,
butarenotlimitedto:
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Trafficdivertersatkeyintersectionstoreducethroughmotorvehicletrafficwhilepermitting
passageforthroughbicyclists;
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4
Attwowaystopcontrolledintersections,priorityassignmentthatfavorsthebicycle
boulevard,sobicyclistscanridewithfewinterruptions;
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6
Neighborhoodtrafficcirclesandminiroundaboutsatminorintersectionsthatslowmotor
vehicletrafficbutallowbicycliststomaintainmomentum;
Othertrafficcalmingfeaturestolowermotorvehiclespeedswheredeemedappropriate;
Wayfindingsignstoguidebicyclistsalongthewayandtokeydestinations;
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Sharedlanemarkingswhereappropriatetoalertdriverstothepathbicyclistsneedtotake
onasharedroadway;
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Crossingimprovementswheretheboulevardcrossesmajorstreets.Techniquesforthis
purposeinclude,butarenotlimitedto:
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15
Atrafficsignal,wherewarranted,oracrossingbeacon.Toensurethatcyclistscan
activatethesignal,bicyclesensitiveloopdetectors(withdetectorpavementmarkings),
orpushbuttonsthatdonotrequiredismountingareneeded.
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Medianrefugeswideenoughtoprovidearefuge(8feet[2.4m]min)andwithan
openingwideenoughtoallowbicycliststopassthrough(6feet[1.8m]min).
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Curbextensionsonacrossedthoroughfarewithonstreetparking,soastoallow
approachingbicyclistsanopportunitytopullpastparkedcarstogetabetterviewof
approachingtraffic.
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23
Notallbicycleboulevardswillrequireallthetreatmentslistedabove.Alocalstreetmayalreadyhave
manyofthedesiredcharacteristicsandmayonlyneedwayfindingsignsforcontinuity;otherstreetswill
needvaryinglevelsoftreatment.
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4.11.BICYCLEGUIDESIGNS/WAYFINDING
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26
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28
Bicycleguidesignscanhelpbicyclistsnavigatewithinandbetweenavarietyofdestinationsinurban,
suburban,andruralareas.Considerationsforplanningbicyclewayfindingsystemsarediscussedin
detailinChapter2.TheMUTCD(1)providesstandardsandguidelinesforthedesignandplacementof
bicycleguidesigns.Thissectionprovidessupplementalinformationregardingthesesignsystems.
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AsdescribedinChapter2,thereareseveraltypesofbicycleguidesignsthatcanbeused.
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2
3
TheDseries(greenbikeroutesignandvariousdestinationplaques)includesthegreenBIKEROUTEsign
(D111),aswellasanalternativesignthatreplacesthewordsBIKEROUTEwithadestinationorroute
name(D111c)(seeExhibit4.24).
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Exhibit4.24.DSeriesSigns
AvarietyofwayfindingdestinationsignoptionscanbeusedeitherinconjunctionwiththeD11sign,or
independently.D1signs(seeExhibit4.25)provideacombinationofdestinationnames,arrows,and
mileageinformationthatcanbeveryhelpfultobicyclists.Thesesignscanbestackedforuptothree
destinationsindifferentdirectionsandincludeadirectionalarrowandabicyclesymbol,plusa
destinationname(D11b,D12b,D13b),oradestinationandamileage(D11c,D12c,D13c).D1signs
intendedforbicyclistguidanceshouldincludethebicyclesymbolasshownintheMUTCD,unlessthe
signassemblyalreadyincorporatesaD11signthatcontainsabicyclesymbol.
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Exhibit4.25.D1WayfindingSigns
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4
5
UseofD1signscaneliminatetheneedformultipleD11signsandsupplementaryplaquesatbikeway
intersectionsordirectionchangesandcangreatlysimplifythesigningattheselocations.TheD11signis
stillappropriateasaconfirmingroutedestinationsignbeyondtheintersectionordirectionalchange.
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8
TheM18/M18asignsareappropriateforlocalandregionalnetworksofnumberedorletteredroutes,
andtheM19signisreservedforU.S.BicycleRoutesthathavebeendesignatedbyAASHTO.Chapter2
containsadditionalinformationonthesesigntypes.
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Bicycleguidesignsmustbevisibletobicyclistsandorientedsobicyclistshavesufficienttimeto
comprehendthesignandchangetheircourseifnecessary.Whenappropriate,bicycleguidesignsmay
beplacedonexistingpostsandlightpolestoreducesignandpostclutter.However,theMUTCD
prohibitsdisplayingcertaintypesofsignsonthesamepostandshouldthereforebeconsulted.(1)
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Guidesignsshouldbeplacedatlocationswhereabikerouteturnsatanintersection,wherebikeroutes
crossoneanother,andwherebikeroutescrossmajorroadways(seeExhibit4.26).Directionalarrows
aretypicallyhorizontalorvertical,howeveraslopingarrowmaybeusedifitconveysaclearerindication
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ofthedirectionbicyclistsshouldtravel.Atlargeorcomplexintersections,itmaybeappropriatetoplace
signsatboththenearandfarsideoratmultiplelocations.Inruralareas,guidesignsshouldbeplaced
atintersectionswithmajorroadsandatamaximumspacingof3miles(5km)insectionswithno
intersections.
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6
Exhibit4.26.TypicalBicycleGuideSignageLayout
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4.12.OTHERROADWAYDESIGNCONSIDERATIONS
4.12.1.RAILROADCROSSINGS
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Railroadtracksthatcrossroadsorsharedusepathsonadiagonalcancausesteeringdifficultiesfor
bicyclists.Dependingontheangleofthecrossing,thewidthanddepthoftheflangewayopening,and
pavementunevenness,abicyclewheelmaybeturnedfromitscourse.Byimprovingsmoothnessand
flangeopening,theanglemaybelesscritical.Thefollowingisamoredetaileddiscussionoftheseissues.
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CrossingAngle
Theriskofafalliskepttoaminimumwheretheroadwayorsharedusepathcrossesthetracks
at90.Iftheskewangleislessthan45,specialattentionshouldbegiventothebikeway
alignmenttoimprovetheangleofapproach,preferablyto60orgreater,sobicyclistscanavoid
catchingtheirwheelsintheflangeandlosingtheirbalance(seeExhibits4.27and4.28).
Effortstocreatearightanglecrossingatasevereskewcanhaveunintendedconsequences,as
thereversingcurvesrequiredforarightangleapproachcancreateotherproblemsforbicyclists.
Itisoftenbesttowidentheroadway,shoulder,orbikelanetoallowbicycliststochoosethe
paththatsuitstheirneedsthebest.Onextremelyskewedcrossings(30orless),itmaybe
impracticabletowidentheshouldersenoughtoallowfor90crossing;wideningtoallow60
crossingorbetterisoftensufficient.Itmayalsobehelpfultopostawarningsignatthese
locations.
CrossingSurfaces
Thefourmostcommonmaterialsusedatrailroadcrossingsareconcrete,rubber,asphalt,and
timber.Concreteperformsbest,evenunderwetconditions,asitprovidesthesmoothestride.
Rubbercrossingsarequiterideablewhennew,buttheyareslipperywhenwetanddegrade
overtime.Asphaltissmoothwhenfirstlaid,butcanheaveovertimeandmustbemaintainedto
preventabuildupnexttothetracks.Timberwearsdownrapidlyandisslipperywhenwet.
FlangeOpening
Theopenflangeareabetweentherailandtheroadwaysurfacecancatchabicyclewheel,
causingtheridertofall.Flangewidthshouldbeminimizedwhenpractical.Lightrailandtrolley
linesrequireonlyanarrowflange,whereasheavyrailrequiresawiderflange.Thereare
flangewayfillerproductsthatcanbeusedonheavyraillineswithoccasionallowspeedrail
traffic,suchasonspurlines.Theserubberfillersaredepressedbytherailwheelsastheyride
overthefiller;thefillerrisesagainafterthetrainhaspassedbytokeeptheflangewayopening
limited.
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Exhibit4.27.CorrectionforSkewedRailroadCrossingSeparatePathway
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Exhibit4.28.CorrectionforSkewedRailroadCrossingWidenedShoulder
4.12.2.OBSTRUCTIONMARKINGS
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Barriersandobstructions,suchasabutments,piers,roughgrates,andotherfeaturesconstrictinga
bikewayshouldbeclearlymarkedtogaintheattentionofapproachingbicyclists.Thistreatmentshould
beusedonlywheretheobstructionisunavoidable,andshouldnotsubstituteforgoodbikewaydesign;
removingtheobstructionispreferred.AnexampleofanobstructionmarkingisshowninExhibit4.29.
Equation41providestheformulafordeterminingthetaperlength.
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10
Signs,reflectors,diagonalyellowmarkings,orothertreatmentsmayalsobeappropriatetoalert
bicycliststopotentialobstructions.
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Exhibit4.29.ObstructionMarking
USCustomary
Metric
L = 0.62WV
L = WV
where:
L
W
V
where:
=
=
=
taperlength(ft)
offsetwidth(ft)
bicycleapproachspeed(mph)
L
W
V
=
=
=
taperlength(m)
offsetwidth(m)
bicycleapproachspeed(km/h)
Equation41.FormulaforDeterminingTaperLengthforObstructionMarkings
4.12.3.TRAFFICSIGNALS
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(46)
Trafficsignalsassignrightofwaytovarioustrafficmovementsatintersections.Traditionally,signal
designhasbeendeterminedbytheoperatingcharacteristicsofmotorvehicles.Bicycliststypicallyuse
thesametravelledwayandsignaldisplaysasmotorists.Bicyclistshoweverhavesignificantlydifferent
operatingcharacteristics,anditisthereforeadvisabletoadjustsignaloperationsforbicyclists.Although
nonmotorizedusersofvarioustypesmaycrossatanintersection,thissectionaddressesonlythe
requirementsofbicyclists.
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SIGNALCONSIDERATIONSFORBICYCLISTS
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Thedifferencesinoperatingcharacteristicsofbicyclistshaveanimpactonsomesignaldesignelements.
Importantfactorstoconsiderarethespeedsandbehaviorsofbicyclists.Experiencedbicyclistsonhigher
classificationroadways(majorstreets)aretypicallycomfortableenteringintersectionsinthemidtolate
greenduetolongergreensavailableformajorthoroughfares.Howeverbicyclistsoncrossstreetstend
toslowdownapproachingtheintersectionevenwhenapproachingonagreen,inordertostartatthe
beginningofgreen.Mostbicycliststendtostopattheonsetofyellowinthetrafficsignal.Childrenand
seniorbicyclistsoftenusecrosswalksandpedestrianpushbuttonstocross,thereforethesefacilities
shouldbeaccessibletobicyclistswhomaywishtoproceedthroughtheintersectioninthismanner.
Thesebehaviorsandpreferenceshaveanimpactontheselectionofsignaltimingparameterssuitable
forbicyclists.Itisthereforeimportanttoevaluatebicycleneedsatatrafficsignalbyconsideringthe
scenariosofastoppedbicycleandarollingbicycle.
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Thesignalparametersthatshouldbemodifiedtoaccommodatebicyclists,whenappropriate,arethe
minimumgreeninterval,allredinterval,andextensiontime:
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Minimumgreenisintendedtosafelyclearavehiclethroughtheintersectionfromastopped
position.Bicyclesrequirealongerminimumgreenthanautomobiles.Somecontrollershavea
bicycleminimumgreenparameterwhichcanbeusedtoservicebicyclists.
Theallredintervalisusedtoprovidetimeforcrossingvehiclestoapproachorpassbeyondthe
farsideofanintersection.
Extensiontimeorpassagetimeisthetimeadetectedautomobileorbicyclistneedstoextend
thegreenindicationtoprovideenoughtimetocleartheintersectionbeforeagreenindicationis
displayedtoconflictingtraffic.
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25
Theyellowintervalisbasedontheapproachspeedoftheautomobilesandisusuallybetween3and6
secondsinduration.Generally,yellowchangeintervalscalculatedforautomobilesusingcommonly
acceptedformulasareadequateforbicycles.
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Insomeinstancesitmaybeappropriatetoindicatethatasignalheadisintendedfortheexclusiveuse
ofbicyclists.AsigncanbeaddednearthesignalheadthatstatesBICYCLESIGNAL.Thismaybe
appropriatewherebicyclistsshareasignalphasewithpedestriansorhavetheirownphase.Itmayalso
beappropriateatsomepathcrossingsofroadways.
30
STOPPEDBICYCLIST
31
32
33
Whenanapproachreceivesagreenindication,astoppedcyclistneedsenoughtimetoreact,accelerate
andcrosstheintersectionbeforetrafficonthecrossingroadwayenterstheintersectiononitsgreen.
Thisisreferredtoasstandingbicyclecrossingtime,andisusedtodeterminethebicycleminimumgreen
103
DRAFTFebruary2010
1
2
(BMG)time.IntersectioncrossingtimeforacyclistwhostartsfromastopandattainscrossingspeedV
withintheintersectionisgivenby:
BCT s tan ding = PRT +
V (W + L)
+
2a
V
where:
BCT s tan ding = PRT +
V (W + L )
+
2a
V
where:
BCTstanding =
W
L
=
=
BCTstanding
bicyclecrossingtime(s)
intersectionwidth(ft)
W
typicalbicyclelength=6ft(seechapter
L
3forotherdesignusers)
attainedbicyclecrossingspeed(ft/s)
V
PRT
a
=
=
perceptionreactiontime=1s
2
bicycleacceleration(1.5ft/s)
PRT
a
intersectionwidth(m)
typicalbicyclelength=1.8m(see
chapter3forotherdesignusers)
attainedbicyclecrossingspeed(m/s)
=
=
bicycleacceleration(m/s)2
=
=
=
Equation42.StandingBicycleCrossingTime
5
6
Mostcyclistscanaccelerateatarateofatleast1.5ft/s2(0.5m/s2)andcanobtainaspeedofatleast10
mph(14.7ft/s)[16km/h(4.5m/s)].
7
8
9
10
11
Bicyclistswhobegincrossinganintersectionfromastandingstartonanewgreentakemoretimeto
crossthanrollingcyclistswhoenterongreen,sincetheyhavetoaccelerate.Thistimeisusuallymore
criticalforcyclistsonminorroadapproaches,sinceminorroadcrossingdistanceisordinarilygreater
thanmajorroadcrossingdistance.Bicycleminimumgreenisdeterminedusingthebicyclecrossingtime
forstandingbicyclesandclearancetimeasfollows:
12
104
DRAFTFebruary2010
USCustomary
Metric
BMG = BCT s tan ding Y Rclear
BMG = BCT s tan ding Y Rclear
BMG = PRT +
V (W + L)
+
Y Rclear
2a
V
where:
BMG
BMG = PRT +
V (W + L)
Y Rclear
+
V
2a
where:
Y
R clear
W
L
=
=
=
=
=
=
PRT
a
=
=
bicycleminimumgreentime(s)
yellowchangeinterval(s)
allred(s)
bicyclespeedcrossinganintersection
(ft/s)
bicycleacceleration(ft/s)2
BMG
Y
R clear
W
L
=
=
=
=
=
=
PRT
a
=
=
bicycleminimumgreentime(s)
allred(s)
(m/s)
bicycleacceleration(m/s)2
Equation43.BicycleMinimumGreenTimeUsingStandingBicycleCrossingTime
3
4
5
6
7
8
Somecontrollershaveabuiltinfeaturetospecifyandprogramabicycleminimumgreen.Hence,if
appropriatebicycledetectionexists,andabicycleisdetectedstoppedattheintersection,thecontroller
willprovidethebicycleminimumgreeninsteadofthenormalminimumgreen.Ifthistypeofcontroller
isnotused,andiftheminimumgreenneededforlocalcyclistsisgreaterthanwhatwouldotherwisebe
used,minimumgreentimeshouldbeincreased.However,aswithallcalculatedsignaltiming,field
observationsshouldbeundertakenpriortomakinganyadjustments.
ROLLINGBICYCLIST
10
11
12
13
14
Rollingbicyclecrossingtimedeterminestheadequacyofanyredclearanceintervalandanyextension
time,ifprovided.Althoughasmallpercentageofadultcycliststravelatspeedsbelow10mph(14.7ft/s)
[16km/h(4.5m/s)],mostcyclistsmomentarilycananddoachievehigherspeeds.Undertypical
conditions,thespeed(V)canbeassumedtobeatleastthisgreat.Iftheapproachisonanappreciable
upgradeordowngrade,amodifiedvaluemaybeappropriate.
15
16
17
18
19
20
21
Whenestimatingwhetheradequatetimeisavailableforarollingbicycletosafelycrosstheintersection
attheendofagreenindication,itisalsonecessarytoconsiderthebrakingdistanceandthewidthofthe
intersection.Towardstheendofagreenindication,beyondacertainpointontheapproachtothe
intersection,thebicyclistcanneitherstopcomfortablypriortotheintersectionnorsafelyclearthe
intersectionifclearancetimeisinadequate.Abicyclistrequiressomedistancetobrakeandstop
comfortably.Thisdistancedependsonthebicyclistsspeed,perceptionreactiontimeanddeceleration
rates.Hencetheequationforrollingbicyclecrossingtimeconsideringbrakingdistanceis:
105
DRAFTFebruary2010
USCustomary
Metric
BD + W + L
V
V2
BD = PRT * V +
2a
BD + W + L
V
V2
BD = PRT * V +
2a
BCTrolling =
BCTrolling =
where:
where:
BCTrolling =
W
L
=
=
BD
PRT
a
=
=
=
(ft/s)
breakingdistance(ft)
decelerationrateforwetpavement
=5ft/s 2
1
2
3
4
5
6
7
8
9
10
BCTrolling =
W
L
=
=
BD
PRT
a
=
=
=
(m/s)
breakingdistance(m)
decelerationrateforwetpavement
=1.5m/s 2
Equation44.RollingBicycleCrossingTimeConsideringBrakingDistance
Asignalshouldprovidesufficienttimeforarollingcyclistwhoentersattheendofthegreenintervalto
cleartheintersectionbeforetrafficonacrossingapproachreceivesagreenindication.Thetime
availableforcycliststocrosstheintersectioniscomposedoftheyellowchangeinterval,allredinterval
andanyextensiontimeifprovided.Aspreviouslystated,theyellowintervalisbasedontheapproach
speedsofautomobilesandthereforeshouldnotbeadjustedinordertoaccommodatebicycles.
However,itmaybefeasibletoincreasetheallredinterval.Thetimeshouldbeincreased,ifnecessary,
uptothelongestintervalusedinlocalpractice.Thefollowingequationisusedtodeterminetheallred
intervalandextensiontimefortherequiredrollingbicyclecrossingtime:
USCustomary
Metric
BCTrolling Textension + Y + Rclear

where:
where:
BCTrolling =
T extension
11
Y
R clear
BCTrolling Textension + Y + Rclear
=
=
extensiontime(s)
allred(s)
BCTrolling =
=
extensiontime(s)
allred(s)
T extension =
Y
R clear
12
Equation45.AllRedandExtensionTimeUsingRollingBicycleCrossingTime
13
14
Iftimeforbicyclecrossingisinadequatewithmaximumredclearancetime,useofadaptivesignaltiming
forbicyclesmaybehelpful.Thistechniqueextendsgreentimewhenabicycleapproachinglateongreen
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DRAFTFebruary2010
1
2
3
4
5
6
7
isdetected.Trafficengineerstypicallyuseextensiontimeandcallfeatureswithintrafficsignal
controllers;howevertheextensionsettingcanalsobeappliedwithinaspecificdetector.Anextension
settingforaphasewithinatrafficsignalcontrollerwillextendthegreentimeforvehiclesthatactuate
anydetectorthatfeedstherespectivephase.However,anextensionsettingappliedwithinaspecific
detectorwillextendthegreentimeonlyforactuationsonthatdetector.Therefore,whenusingan
exclusivebicycledetector,itisrecommendedtousetheextendfeatureinthebicycledetectorsettings
insteadoftheextensionsettingsinthetrafficsignalcontroller.
8
9
10
11
12
13
14
Loopdetectorscannotdistinguishbetweenbicyclesandmotorvehicles.Therefore,abikelaneis
typicallyneededontheapproachinordertoprovidealocationwherebicycles(andnotautomobiles)
aredetected.Intheabsenceofbikelanes,itmaystillbefeasibletousevideodetectiontodistinguish
approachingcyclists.Thebrakingdistancementionedearliercanalsobeusedtohelpdeterminethe
locationofthebicycledetector.Thisistoensurethatadequatedistanceisprovidedforabicyclistto
stoppriortotheintersectioniftheydontreachthedetectorjustbeforetheendofthegreeninterval.
Detectionforbicyclesatsignalsisdiscussedinthefollowingsection.
15
4.12.4.DETECTIONFORBICYCLESATTRAFFICSIGNALS
16
17
18
19
20
Actuatedtrafficsignalsshoulddetectbicycles.Ifatrafficsignaldoesnotdetectabicycle,abicyclistwill
beunabletocallagreenlight.Ifamotorvehicledoesnotarrivetoactuatethesignal,thecyclistwho
choosestoproceedthroughtheintersectioncandosoonlybytreatingtheredlightasaSTOPsign.The
mostcommontypeofdetectoristheinductiveloop.Loopsarewiresinstalledinaspecificconfiguration
beneaththepavementsurfacethatcandetectthepresenceofaconductivemetalobject.
21
INDUCTIVELOOPCONFIGURATIONS
22
23
24
25
Significantresearchhasbeenconductedtodeterminethebestloopconfigurationstodetectbicycles.
Looplayoutshavebeendevelopedandtestedbothinbicyclelanesandsharedlanes.Thequadruple
loopdetectorillustratedinExhibit4.30candetectametalframeormetalrimbicycleatanylocation
abovetheloop.
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DRAFTFebruary2010
Exhibit4.30.QuadrupleLoopDetector
3
4
AquadrupleloopdetectorwithadiagonalconfigurationasillustratedinExhibit4.31canbeusedwhen
bicyclistssharethelanewithmotorvehicles.
5
6
7
8
9
10
Exhibit4.31.DiagonalQuadrupleLoop
Themostimportantaspectsofdetectionarethesensitivitysettingofthedetectoramplifierandthe
locationontheloopwherethecyclecrossestheloop.Theuseofsensitivitysettingsdependsonlocal
factorslikethedepthoftheinductiveloop,sizeoftheadjacentlanesandthepercentageoftrucktraffic
intheadjacentlanes.
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DRAFTFebruary2010
1
2
3
4
5
6
7
8
9
10
11
Atlocationswithbikelanes,itispossibletominimizedelaytobicyclistsandprovidegreenextension
timebyinstallingoneloopabout100ft(30m)fromthestopbar,withasecondlooplocatedatthestop
bar(6).Thelocationoftheupstreamdetectorshouldbefarenoughfromtheintersectiontoallowfor
thebicyclestoppingdistance.Anotherkeyconsiderationinthelocationoftheupstreamdetectoristo
avoidbeingtriggeredbyrightturnvehicles.Thedetectorlocatedupstreamofthestopbarcanhavea
standardloopconfiguration.Whenabicycleisdetectedattheupstreamloop,appropriateextension
timeisprovidedtoholdthegreentoallowthebicycletoreachtheloopatthestopbar.Whenthe
detectionismadeatthestopbar,extensiontimeisprovidedtoallowthebicycletomovefarenough
intotheintersectiontosafelyclearbeforetheendoftheyellowinterval.Ifthedetectionoccurswhen
thelightisred,theminimumtimingfeatureprogrammedinthesignalcontrollerprovidestherequired
minimumgreentimetocrosstheintersection.
12
13
14
Atlocationswithoutbikelanes,thebicycledetectorpavementmarkingshouldbeinstalledoverthespot
thatabicyclemuststandinordertoactivatethesignal(seeExhibit4.32).Thispavementmarkingcanbe
supplementedbyaR1022sign(seeExhibit4.33)toreinforcethemessagetothebicyclist.
6in.(150mm)
5in.(125mm)
24in.(500mm)
2in.(50mm)
6in.(150mm)
10in.(250mm)
15
16
Exhibit4.32.TypicalBicycleDetectorPavementMarking
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DRAFTFebruary2010
1
2
Exhibit4.33.BicycleDetectorPavementMarkingandSign
OTHERSIGNALDETECTIONTECHNOLOGIES
5
6
7
8
9
10
Inadditiontoloops,otherdetectiontechnologieslikevideo,microwave,andradararecurrentlybeing
usedbytrafficagencies.Videodetectionusesaprocessortoanalyzethevideoimagefromavideo
camerainstalledeitheronasignalmastarmoronapoleattheintersection.Thisprocessoranalyzesthe
imageinzonesdrawnbytheoperator.Whenavehicleentersthezone,thechangeintheimageis
detectedandacallisplacedtothetrafficsignalcontroller.Videodetectioncanbeusedtodetectboth
movingandstationaryobjects.
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DRAFTFebruary2010
1
2
3
4
Agencieshavehadmoresuccesswithvideothanmicrowaveorradartechnologiestodetectbicycles.
Eventhoughsomevideodetectorshavesomeproblemsdetectingvehicles,includingbicycles,during
poorlightingandweatherconditions,manyagenciescontinuetousevideodetectionforeaseof
installationandmaintenance,andflexibilityinconfiguration.
4.12.5.BRIDGES,VIADUCTSANDTUNNELS
6
7
8
9
Bridges,viaductsandtunnelsshouldaccommodatebicycles.Asageneralexception,thesestructures
arenotrequiredtoaccommodatebicyclesonroadwayswherebicycleaccessisprohibited.However
therearenumerousexamplesoflimitedaccesshighwaybridgesthatcrossmajorbarriers(suchaswide
waterways)thatincorporateaseparatedpathwayforbicycleandpedestrianuse.
10
11
12
13
14
15
Thetypeofbicycleaccommodationshouldbedeterminedinconsiderationoftheroadfunction,length
ofthebridgeortunnel(i.e.,potentialneedfordisabledvehiclestorage),andthedesignoftheapproach
roadway.Theabsenceofabicycleaccommodationontheapproachroadwayshouldnotpreventthe
accommodationofbicyclistsonthebridgeortunnel.Shoulderimprovementsassociatedwithbridge
projects(approachshoulders)shouldincludebicycleaccommodations,suchaspavedshouldersorbike
lanes.
16
17
18
Themostcommontypesofbicyclefacilitiesthatareprovidedonbridgesandintunnelsarebikelanesin
urbanandsuburbanareas,andshouldersinrurallocations.Inmostcases(exceptforthosecited
below),thebicyclefacilitywillbeseparatedfromthepedestrianfacility(sidewalk).
19
20
21
22
Incaseswhereabridgeonacontrolledaccessfreewayimpactsanoncontrolledaccessroadway(e.g.an
overpass/underpassthatimpactsanexistingsurfaceroadway),theprojectshouldincludethenecessary
accessforbicyclesonthenonlimitedaccessroadway,includingsuchelementsasbikelanes,paved
shoulders,widesidewalks,andbicyclecrossingsatassociatedramps.
23
24
25
26
27
28
Inlocationswherebicyclistswilloperateincloseproximitytobridgerailingsorbarriers,therailingor
barriershouldbeaminimumof42inches(1.05m)high.Onbridgeswherebicyclespeedsarelikelyto
behigh(suchasonadowngrade),andwhereabicyclistcouldimpactabarrierata25degreeangleor
greater(suchasonacurve),ahigher48inch(1.2m)railingshouldbeconsidered.Iftheshoulderis
sufficientlywidesothatabicyclistdoesnotoperateincloseproximitytotherail,lowerrailheightsare
acceptable.
29
LONGBRIDGES
30
31
32
Longbridgesoftenhavehighermotorvehiclespeedsthantheirapproachroadways.Onbridgeswitha
continuousspanover1/2mile(0.3km)inlengthandspeedsthatexceed45mph,considerationshould
begiventoprovidingasharedusepathseparatedfromtrafficwithaconcretebarrier,preferablyon
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DRAFTFebruary2010
1
2
3
4
5
6
bothsidesofthebridge.Theprovisionofapathwayononesidetendstoresultinwrongwaytravelon
thedepartureswhencyclistscontinueonthesamesideoftheroadforsomedistance.Ifapathwayis
onlyprovidedononeside,crossingprovisions(gradeseparated,ifnecessary)areneededoneachendof
thebridgetoallowbicycliststravelingagainsttheflowoftraffictocrossovertotheothersideofthe
roadwayandproceedinalegalmanner.SeeChapter5(Section5.2.10)forinformationonthe
appropriatewidthsofbridgesandunderpasses.
RETROFITSTOEXISTINGBRIDGESANDTUNNELS
8
9
10
Atexistingbridgesandviaducts,thereareoftensuddenchangesinroadwaygeometrythatcan
significantlyreducetravellanewidthsandnegativelyimpactbicyclistssafetyandcomfortforthelength
ofthebridgespan.
11
12
13
14
15
16
Thepreferredsolutionistocontinuetoenablebicyclistoperation(ridingwithtraffic)onthebridgeor
viaductwithshouldersorbikelanesbynarrowingtravellaneswherepractical.Wherethedeckofa
bridgeistoonarrowtoaccommodateshoulderwidthsusefulforbicyclists,itmaybefeasibletowidena
sidewalktoasharedpathwidth,e.g.,byreducingtravellanewidthsorinstallingacantileverstructure.
Inbothcasestheweightincreasemustbecompatiblewiththestructuralsufficiencyofthebridge.A
rampbetweentheroadwayandthesidewalkisneededateitherendofthebridge.
17
18
19
20
21
22
23
24
Retrofitoptionsfortunnelsincludewideninganexistingsidewalk,oreliminatinganarrowsidewalk.The
lattermaynotbepracticalwherethesidewalkfunctionsasabarriercurbtodeterlargevehiclesfrom
travelingtooclosetotheside,orwhereitisintendedforemergencyaccessoregress.Innarrowtunnels
wherebicyclistsmustsharetravellaneswithmotorvehicles,oneoptionistoprovideawarningbeacon
atthetunnelentrancethatcanbeactivatedbybicyclists.Thebeaconshouldbedesignedtoflashfor
thelengthoftimethatitwilltakeforatypicalbicyclisttotravelthroughthetunnel,tosignaltoa
motoristthatabicyclistispresent.Adequatelightingisparticularlyimportantintheselocationssothat
motoristscanseeandreacttobicyclistsusingthetunnel.
25
4.12.6.BICYCLESANDTRAFFICCALMING
26
27
28
29
Trafficcalmingmeasuresareintendedtolessenundesirabletrafficimpactsbyrestrainingtrafficspeeds.
Bicyclistsoperateatspeedsclosetowhattrafficcalmingaimsfor;therefore,effectivetrafficcalmingwill
enhancebicyclingonlocalstreets.Bicyclistscouldbeconsideredthedesignvehiclefortrafficcalming
programsandprojects;iftheyworkwellforbicyclists,theyshouldachieveotherstatedgoals.
30
31
32
Reducingtrafficspeedscanbeaccomplishedthroughphysicalconstraintsontheroadway,byadding
frictiononthesideoftheroad,orbycreatingasenseofenclosureonthestreetcorridor.Motorists
typicallydriveataspeedtheyperceiveassafe;thisisusuallyrelatedtotheroaddesign,especially
112
DRAFTFebruary2010
1
2
availablelaneandroadwaywidth.Thefollowingsectionsdiscussindividualtrafficcalmingtechniquesin
lightoftheirpotentialadvantagesordisadvantagesforbicycling.
NARROW(SLOWSPEED)STREETS
4
5
6
7
8
9
10
11
12
13
Narrowcrosssectionscaneffectivelyreducespeeds,asmostdriversadjusttheirspeedtotheavailable
lanewidth.Narrowstreetsalsoreduceconstructionandlongtermmaintenancecosts.Effectivewidths
fortwowaylocalstreetsare2628feet(7.98.5m)withparkingonbothsides,and20feet(6.0m)with
parkingononeside.Thesedimensionscreatequeuingstreets,whereoncomingdrivershavetowait
fortheothertopulloverintoanavailablespaceatadrivewayoremptyparkingspot.Thesedimensions
leaveenoughroomforemergencyvehicleaccess,aswellastheoccasionalmovingvanorlargedelivery
truck.
Effectonbicycling:positive,ifoperatingspeedsarereducedto2025mph.Bicyclistssimply
rideinthelane.Thisisastrategythatworksbestonlocalandresidentialstreets.Onbusier
roads,narrowlanesarelesscomfortableforbicyclists.
14
VERTICALDEFLECTIONS
15
16
17
18
19
20
21
22
23
24
25
Verticaldeflectionsincludespeedhumps,speedtables,andspeedcushions,aswellasraised
intersectionsandraisedcrosswalks.Welldesignedverticaldeflectionsallowvehiclestoproceedover
thedeviceattheintendedspeedwithminimaldiscomfort,butwilljoltthesuspensionsandoccupantsof
vehiclesdrivenathigherspeeds.Speedhumpsshouldbedesignedwithasinusoidalprofile,whichis
easierforbicycliststotraverseatnormalcyclingspeeds(seeExhibit4.34).Thefrontedgeorlipofthe
deviceshouldbeassmoothaspracticalandmeettheroadwithminimalverticaldisplacement.Exceptin
speedcushionapplications,atgradegapsshouldnotbeprovidedinverticaldeflectionsforcycliststo
passthrough,asmotoristswouldtakeadvantageofthem,reducingtheeffectivenessofthefeature.To
allowdrainageingutters,tapersmaybeneededtostreetgradeontheedges.Speedcushions,speed
tables,raisedintersections,andraisedcrosswalksusuallyuseaflatramponeachend,andalevelarea
inthemiddlelongenoughtoaccommodatemostwheelbases.
26
27
Effectonbicycling:positive,astheyreducemotorvehiclespeeds,assumingthata
sinusoidalprofileisused.
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DRAFTFebruary2010
Sinusoidal
Flat
*Nottoscale
Exhibit4.34.ExamplesofBicyclefriendlyApproachProfilesforSpeedHumpsandSpeedTables
3
4
5
6
Speedbumpsareverticaldeflectionswithheightscomparabletospeedhumpsbutmuchshorter
traversallengths(intherangeof1to3ft,typically,inparkingareaapplications).Theiruseonpublic
roadsisunexpectedandcanresultinaseriouscrashwhenbicyclistsapproachthematspeed,andfailto
noticethemintime.
CURBEXTENSIONS(ALSOKNOWNASCHOKERS,NECKDOWNSORBULBOUTS)
8
9
10
11
12
13
14
15
16
17
Chokersconstrictthestreetwidthtothetraveledwayminusthewidthofthenominalonstreetparking
lane[usually7feet(2.1m)].Theyareintendedtoreducethepedestriancrossingdistance,slowright
turningvehicles,andprovidemorespaceforlandscapingandotherfeatures.Chokersshouldbehighly
visibleandshouldnotextendbeyondthewidthoftheparkinglaneintothetravelpathofabicyclist.
Thevisibilityofcurbextensionscanbeincreasedwithbrightpaintonthecurbs,andverticalelements
suchaslandscaping,benches,trashcans,firehydrants,etc.Onbusythoroughfares,wherelanelinesare
striped,alineshouldbepaintedbetweenthebikelaneandtheparkinglanetoguidebicyclistspastthe
curbextensions(seeExhibit4.35).
Effectonbicycling:positive,aslongasthechoker/curbextensionishighlyvisibleto
bicyclists.
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DRAFTFebruary2010
Before
After
CurbExtension
CurbExtension
Exhibit4.35.CurbExtensions
CHICANES
4
5
6
Byalternatingplacementofcurbextensions(possiblyincludingonstreetparkingbaysorlowgrowingor
narrowlandscapefeatures)fromonesideoftheroadtotheothertoestablishaserpentinealignment,a
chicanereducesthespeedofadriverfollowingthecurves.
7
8
9
Effectonbicycling:generallyneutral.Careshouldbetakenthatbicyclistsarenotsurprised
byoncomingdrivers,orsqueezedbyovertakingdriverswherethewidthofthetraveledway
andsightlineshavebeenreduced.
10
TRAFFICCIRCLES
11
12
13
14
Trafficcirclesareaneighborhoodtrafficcalmingdeviceforintersections.Theyaretypically12to16
feet(3.7to4.9m)indiameter,andoftenincludelowlandscapingandmountablecurbssothatlarge
vehiclescanbypassthecircle.Theyareusedtoreducespeedsbydeflectingtrafficatintersections
(similartoachicane)andreducinglongvistassothatdriverstendtoslowdown.
15
16
17
Effectonbicycling:positive.Trafficcirclesallowbicycliststomaintainmomentumthrough
intersectionsandarepreferabletostopsigns,whichareoftenignoredbybicyclistsusing
neighborhoodstreets.
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DRAFTFebruary2010
1
CREATINGASENSEOFENCLOSURE
2
3
Establishingbuildingsatthebackofthesidewalk,addingdecorativepedestrianscalelampposts,and
plantingtalltreesatthestreetedgeallhelpmaketheroadwayappearnarrowerthanitis.
4
5
Effectonbicycling:positive,astrafficspeedsmaybereducedwithnoconstraintson
bicyclists.
4.12.7.BICYCLESANDTRAFFICMANAGEMENT
7
8
9
10
Trafficmanagementincludestheuseoftraditionaltrafficcontroldevicestomanagevolumesandroutes
oftraffic.Trafficmanagementisanareawidetreatment,ratherthanasolutionforaspecificstreet.
Trafficmanagementandtrafficcalmingareoftencomplementary,andaplantoretrofitanareaoften
includesavarietyoftoolsfromeach.
11
12
13
Thefollowingmeasuresrestricttrafficaccesstolocalstreets.Thismayrequiresomeoutofdirection
travelforcertaintrips;however,ifcombinedwithaplantodevelopabicycleboulevard,thesestrategies
canimprovebicycleaccessoverall.
14
MULTIWAYSTOPS
15
16
17
18
Stopsignsarenotarecommendedtrafficmanagementtechnique.Fourwaystopsslowcarsdown
excessively,encouragedriverstoacceleratetohigherspeedstomakeupforlosttime,increasenoise
andairpollution,andmayincreasecrashes.Allwaystopsignsareoftenignoredwherethereisno
perceiveddanger,breedingdisrespectfortheirlegitimateuse.
19
20
21
Effectonbicycling:negative,asbicyclistswanttomaintaintheirmomentum;theyareoften
reluctanttocometoacompletestopduetotheaddedenergyrequiredtoregain
momentum.
22
ONEWAYCHOKERS
23
24
25
26
27
28
Atcertainintersectionswiththoroughfares,motorvehiclesarerestrictedfromenteringalocaltwoway
street,butareallowedout;driversmustenterfromanothersidestreet.Bicyclescanbeexemptedfrom
thisrestriction.Thiscanbemadepossiblewitheitheraplaque(EXCEPTBICYCLES)mountedunderaDO
NOTENTERSIGN(seeExhibit4.36),orbyprovidingacutthroughslotinaphysicaldiverter.Twoway
operationresumesimmediatelypastthechoker.Thisisacommonstrategyusedonbicycleboulevards
(seeSection4.10),toreducetheamountofmotorvehicletrafficalongtheroute.
29
Effectonbicycling:positive,aslongasexemptionsareallowedforbicyclists.
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DRAFTFebruary2010
1
2
Exhibit4.36.ChokerwithBicycleAccess
DIVERTERSANDCULDESACS
4
5
6
7
Theseconfigurationsseparateotherwiseadjoiningstreetsections,preventingdirecttravelbetween
them.Cautionshouldbeusedwhenphysicallyrestrictingaccess,asthismaycontradictother
transportationgoals,suchasanopengridsystem.Culdesacsshouldprovidepathwaysforbicycleand
pedestrianaccessthatconnecttoadjacentstreetsand/orotherculdesacstoformacontinuousroute.
8
9
10
11
12
13
14
15
16
Effectonbicycling:positiveifaccesstoneighboringstreetsisprovided.Theeffecton
bicyclingisnegativeifthroughaccessisnotprovidedforbicyclists,asthislimitsbicyclists
abilitytouselowvolumelocalstreets,andforcesoutofdirectiontravelonbusier
thoroughfares.
Noteononewaychokersanddiverters:thebenefitstobicyclistsarerealizedonlyifthecutthroughs
arewelldesignedandwellmaintained.Thedesignshouldallowbicycliststoproceedwithminimal
changeofdirectionorslowing;theyshouldbeinlinewiththeirpathoftravel(ontherightsideofthe
roadway,withnosuddenturnsrequired)andwideenoughtoallowpassagefortwobicyclists,iftwo
waytrafficisaccommodatedinthecutthrough.Acutthroughataonewaychokeronlyneedsto
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accommodateonewaybicycletraffic.Maintenanceisequallyimportant;cutthroughstendto
accumulatedebris,whichshouldbesweptregularlytoensureusefulpassagebybicyclists.
4.12.8.DRAINAGEGRATESANDUTILITYCOVERS
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5
6
7
Drainagegrateswithopeningsrunningparalleltothecurbcancausenarrowbicyclewheelstodropinto
thegapsandcauseaseverecrash.Caremustbetakentoensuredrainagegratesarebicyclesafe,with
openingssmallenoughtopreventabicyclewheelfromfallingintotheslotsofthegrate.Bicycle
compatiblegrates(Exhibit4.37)shouldbeused.
8
9
10
11
Anotherwaytoavoiddrainagegrateproblemsistoeliminatethementirelywiththeuseofinletsinthe
curbface.Thismayrequiremoreinletspermiletohandlebypassflow.Anotherbicyclefriendlyoptionis
toensuretheinletgrateisentirelycontainedinthegutterofthestreet,ratherthanextendingitoutinto
thetraveledway.
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16
Wherebicycleincompatiblegratesremain,metalstrapscanbeweldedacrossslotsperpendiculartothe
directionoftravelatamaximumlongitudinalspacingof4inches(100mm),althoughcaremustbetaken
toensurethatthegratedoesnotbecomeadebriscollectionsite.Theseshouldbecheckedperiodically
toensurethatthestrapsremaininplace.Ingeneral,thisisonlyatemporarysolutionandthelocation
shouldultimatelyberetrofittedwithbicyclecompatibledrainagegrates.
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18
19
Exhibit4.37.BicycleCompatibleDrainageGrates
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23
Anotherproblemariseswhentheroadwaysurfacesinks,crumbles,orbecomesotherwiseunrideable
aroundthecatchbasinarea.Surfacegratesshouldbeflushwiththeroadsurface.Inletsshouldberaised
afterapavementoverlaytowithin1/4inch(6mm)ofthenewsurface.Ifthisisnotpossibleorpractical,
thepavementmusttaperintodrainageinletssoitdoesnothaveanabruptedgeattheinlet.
24
Utilitycoverspresentsimilarproblemsandshouldbeinstalledflushwiththeadjacentroadwaysurface.
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4.12.9.BICYCLESONFREEWAYSANDATINTERCHANGES
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8
Bicyclingonfreewaysisprohibitedinmanystates.Insomestates,however,bicycleoperationis
permittedonfreewayshoulderswhereauthorizedbymaintainingagencies.Thisistypicallydonewhere
alternativeroutesareunavailableorunsuitable,andafreewaysegmentisdeemedcompatiblewith
bicycletravel.Wherefreewaysareopentobicycletravel,bicyclistusageisusuallyinfrequent.Crash
studieshaverevealedrelativelyfewcrashesinvolvingbicyclistsonfreeways.(7)Wherefeasible,
alternativescanbedevelopedbyimprovingexistingroutesorprovidingasharedusepathwithinor
adjacenttothefreewayrightofway.
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10
Thefollowingfactorsshouldbeconsideredindeterminingtherelativesuitabilityofafreewaysegment
andanalternativeroute:
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Thewindblasteffectofhighspeedvehicletraffic,particularlylargetrucks,shouldbe
considered.Clearshoulderwidth(exclusiveofrumblestrips)shouldbesufficienttoprovide
adequateseparationbetweenbicyclistsandhighspeedtraffic.Bicyclelevelofservicecan
behelpfulindeterminingtheappropriateshoulderwidth.
Thefrequencyanddesignofentrance/exitrampsshouldbeconsidered.Forexample,two
lanerampsaredifficultforcycliststomaneuveracross.Flyoverandleftsiderampscan
createverydifficultconditionsforbicyclists,dependingupontheirconfiguration.Bicyclists
shouldnothavetomergeacrossthethroughlanesofahighwaytoreachanexit.
Heavyvolumesoftrafficonentrance/exitrampscanmakeitdifficultforbicycliststocross
rampsatcertaintimesofday.
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22
Atanexitbeyondwhichcyclistsarenotpermittedtocontinueonalimitedaccesshighway,asign
shouldbepostedtoinformcyclistsoftheexitrequirement.
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26
Likemotorists,bicyclistsoftenhavetopassthroughfreewayinterchangestoaccessroadsand
destinationsontheothersideofafreeway.Inurbanandsuburbanareas,bicyclistsofallskilllevels
travelonarterialandcollectorstreetsatfreewayinterchanges.Theseinterchangescanbesignificant
obstaclestobicyclingiftheyarepoorlydesigned.
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29
Inruralareas,trafficvolumesareusuallylow,andrecreationalandtouringbicyclistsareusually
experiencedenoughtomaketheirwaythroughaninterchange.Shoulderwidthsthroughinterchanges
shouldbewideenoughforbicycleuse.
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BASICDESIGNPRINCIPLESATFREEWAYINTERCHANGES
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33
Itisimportanttoconsiderbothconvenienceandsafetywhenaccommodatingbicycletravelnear
interchanges.Theissueofsafetybecomesmootiffacilitiesarenotusedbecauseofperceived
inconvenience.Thepathbicyclistsneedtofollowshouldbeobviousandlogical,minimizingoutof
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directiontravelandgradechanges.Theinterfacebetweentherampsandthelocalcrossstreetsshould
minimizeconflictsandensurethatbothmotoristsandbicyclistsareawareofmergingandcrossing
locations.Bikelanesorpavedshouldersshouldbeprovidedinbothdirections.
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9
Thecriticalareasforbicyclistsafetyandconvenienceareatthefreewayrampterminals,wherefreeway
trafficinteractswithlocaltrafficandthespeeddifferentialbetweenbicyclistsandmotorvehiclesis
oftengreat.Designsthatencouragehighspeedand/orfreeflowingtrafficmovementsarethemost
difficultforbicycliststonegotiatesafelyandcomfortably,andaregenerallynotappropriateinurban
andsuburbanareas.Designsthatarefunctionalforbicyclepassagetypicallyrequireslowingorstopping
motorvehicletraffic.
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11
12
13
Bicyclistsarebestaccommodatedatinterchangesbydesigningjunctionsasrightangleintersections
(Exhibit4.38)orsinglelaneroundabouts.Suchdesignsrestrainspeeds,minimizeconflictareas,and
promotevisibility.Inthisway,conflictsbetweenbicyclistsandmotoristsaredealtwithinamanner
familiarfrommosturbanintersections:
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15
Motoristsexitingthefreewayandmakingaleftturnontothearterialstreetarecontrolledbya
stopsignorsignal.
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17
Motoristsexitingthefreewayandmakingarightturnontothelandaccessroadarecontrolled
byastopsign,signal,oryieldsign,ratherthanallowingafreeflowingmovement.
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Exhibit4.38.ExampleofBikeLaneandFreewayInterchange
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5
Motoriststurningleftfromthelandaccessroadontoafreewayentranceramparecontrolledby
atrafficsignaloryieldtooncomingtraffic,includingbicyclists.
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Arightturnlaneshouldbeaddedwithataperformotoriststurningrightontothefreeway
entranceramp.Whereabicyclelaneispresentontheapproach,abicyclelanecontinuationslot
shouldbeprovidedalongtheleftsideoftherightturnlane.Sincemotoristsmustcrossthepath
ofcycliststoentertherightturnlane,theyarerequiredtoyield.Theslottreatmentcanalsobe
helpfulwhereanapproachhasapavedshoulder,providingforthecorrectpositioningofthe
bicyclistatinterchanges.
SINGLEPOINTURBANINTERCHANGE(SPUI)
TheSinglePointUrbanInterchange(Exhibit4.39)isgainingfavorforurbanlocationsbecauseofthe
reducedneedforrightofway,itsabilitytohandlehighvolumesofleftturningtraffic,andthepotential
forimprovedcrossstreetthroughput.SPUIscanbemadeaccessibletobicyclistsbyfollowingthese
principles:
12
Eachvehicularmovementshouldbeclearlydefinedandcontrolled.
13
Exitandentryrampsshouldbedesignedatclosetorightangles.
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15
16
Therightturningmovementoffthelocalarterialontothefreewayshouldbe
accommodatedbyusingastandardrightturnlanewithabikelanetotheleft,encouraging
motoriststoyieldtocyclistswhenmergingintotherightturnlane.
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18
Bicyclistsshouldbeabletoproceedthroughtheintersectioninastraightline.Dottedlane
linesmaybeneededtoguidebicycliststhroughwideintersections(seeExhibit4.34).
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22
Carefulconsiderationshouldbegiventothetrafficsignaltiming.Thefactthatallramp
terminalscometoasingle,signalizedintersectioncreatesaverylargeintersection,which
canmakeitdifficulttoprovideadequatesignalclearancetimeforbicyclists.Tosolvethis
problem,thesignalphasingordershouldbeasfollows:
23
1. Throughvehiclesonthearterial.
24
2. Leftturnmovementsfromthearterialtothefreeway.
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3. Leftturnmovementsfromthefreewaytothearterial.
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Exhibit4.39.SinglePointUrbanInterchange(SPUI)
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7
Ifthesecondphaseisskipped(e.g.,becausenovehicleentersoneoftheleftturnlanesontheland
accessroadway),athroughbicyclistmightstillbepassingthroughtheintersectionwhenagreen
indicationisdisplayedfortheleftturnmovementsfromthefreewayexitramps.Toallowbicycliststime
tocleartheconflictareawhenthishappens,useofalongerallredintervalmaybenecessary(seethe
sectionontrafficsignalsearlierinthischapter).
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12
TheSPUIcanbedesignedtoworkreasonablywellforbicyclistsifitistheintersectionofalocal
thoroughfareandafreeway;bicyclistsneedtobeaccommodatedonlyonthecrossstreet,notthe
freeway.IfaSPUIisusedforthegradeseparatedintersectionoftwosurfacestreets,bothofwhich
accommodatecyclists,thentheSPUIdesignisnoteffective,asbicyclistsononeofthestreetswillbeina
freewaylikeenvironment,withfreeflowingexitingandmergingramps.
13
HIGHSPEEDMERGEANDFREEFLOWTURNLANES
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17
Asdescribedabove,configurationsonlocalarterialswithhighspeedmergesand/orfreeflowturnlanes
aredifficultforbicycliststonegotiatesafelyandshouldbediscouraged.However,therearemany
existinginterchangeswherehighspeedmergesandfreeflowexitlanesarealreadyinuse,andthereare
somesituationswherethesehighspeedmovementsareusedtoavoidunacceptablelevelsofdelay
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withintheinterchange.Inaddition,bikelanesaresometimesusedonurbanparkways,whichoftenhave
freewaystylemerginglanesandturnrampsratherthansimpleintersections.Thedifficultiesforcyclists
createdbytrafficenteringorexitingaroadwayathighspeedscanbeminimizedusingthedesigns
below.
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7
8
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10
Atsomeinterchanges,itmaybeappropriatetoallowbicycliststheoptionofusingsidewalks,
particularlyifthiswillprovideaccesstoasignalizedcrosswalkorothercrossingsituationthatmaybe
morecomfortableforsomebicyclists.Adisadvantageofthisapproachisthatbicyclistsridingon
sidewalksconflictwithpedestriansandmayexperienceotheroperationaldifficulties(seediscussionin
Section5.2.2).Ifthisoptionisprovided,thereshouldbesidewalksonbothsides,andtheyshouldbe
wideenoughforsharedusebybicyclistsandpedestrians.
11
BICYCLELANETREATMENTATMERGINGRAMPLANES
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14
15
Itisdifficultforbicycliststotraversetheundefinedareacreatedbyrightlanemergemovements,
becausetheacuteangleofapproachreducesvisibility,andthespeeddifferentialbetweencyclistsand
motoristsishighbecausemotorvehiclesareacceleratingtomergeintotraffic.Therearetwo
approachestothetreatmentofbicyclelanesatsuchlocations:
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24
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27
1. Thefirstoptionistosimplyallowbicycliststochoosetheirownmerge,weave,orcrossing
maneuvers,asdepictedinExhibit4.40.Wherethemergeareaisfairlyshort(i.e.bicyclistsare
exposedforlessdistance),itmaybeappropriatetocontinuebikelaneorshouldermarkingsas
dottedlinesthroughthemergearea,iftherampconfigurationissuchthatmergingtrafficisat
fairlylowspeeds.
2. Wherethemergedistanceislongandthereareexceptionallyhighvolumesoframptraffic,it
maybeappropriatetoprovideadesignthatguidesbicyclistsinamannerthatprovidesashort
distanceacrosstherampatclosetoarightangle,andacrossinginanareawheresightlinesare
goodanddrivers'attentionisnotentirelyfocusedonmergingwithtraffic(Exhibit4.41).
However,thisconfigurationreversestheyieldingrelationshipsthatwouldotherwiseapply(ifa
bicyclistcontinuedonadirectpath),andcaninvolvedelaytobicyclists.Crosswalksshouldnot
beusedattheselocations,becausevehiclesmergingshouldnotbeexpectedtostophere.
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Exhibit4.40.Option1BikeLaneandFreewayOnramp
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5
Exhibit4.41.Option2BikeLaneandOnramp
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BICYCLELANETREATMENTATDIVERGINGRAMPLANES
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12
Divergingramplanespresentdifficultiesforbicyclistsbecausemotoristsexpecttoexittheroadwaywith
littlereductioninspeed,andbicyclistsmaymisjudgetheintentofovertakingdriverswhofailtouse
theirturnsignals.Thebestwaytoaccommodatebicyclistsatanexitrampistodeveloparightturnlane
priortothepointwheretherampdivergesfromtheroadway,andplacethebikelanetotheleftofthe
rightturnlane,similartoarightturnlaneconfigurationatarightangleintersection(seeExhibit4.42).
Alternatively,wherearampdivergesfromtheroadwayatafairlysteepangle,abicyclelanecanbe
dottedacrossthedivergeareaandtheR44BEGINRIGHTTURNLANEYIELDTOBIKESsignplacedatthe
beginningofthedivergearea.Incaseswheremotorvehiclespeedsarehighandsidewalksarepresent,
bicyclistsshouldbegiventheoptiontoexitontothesidewalkandtoproceedthroughtheinterchange
alongthepedestrianroute.Howevertheonroadbikelaneshouldstillbeprovidedforbicyclistswho
prefertoremainontheroad.
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14
Exhibit4.42.ExampleofBikeLaneandExitRamp
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GRADESEPARATEDCROSSINGSATRAMPS
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20
Atespeciallycomplexinterchangeswhereconflictsbetweenbicyclesandhighspeedandfreeflow
motorvehiclemovementsareunavoidable,gradeseparationmaybeconsidered.Gradeseparated
facilitiesaddoutofdirectiontravel,andwillnotbeusediftheaddeddistanceistoogreat.Thiscan
createapotentiallyhazardoussituationifbicyclistsignorethefacilityandtrytonegotiatethe
interchangeatgradewithnoaccommodationstofacilitatethismovement.
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22
23
24
Ideally,gradeseparationisachievedbyprovidingseparatedpathsonbothsidesofthearterialstreet
thatcrossoverorunderthefreewayrampsandthefreewayitself,soapproachingbicyclistsfromeither
directiondonothavetocrossthearterialtocontinuethroughtheinterchange.Ifaseparatedpathfor
gradeseparationisprovidedononlyonesideoftheinterchange,somebicyclistswillneedtocrossthe
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arterialstreetinordertousethegradeseparation,andthentheymustcrossbacktocontinueonthe
correctsideaftergoingthroughtheinterchange.
3
4
5
6
7
8
Regardlessofwhethertwopathsoronepathisused,cleardirectionsmustbegiventoguidebicyclists'
movementsatinterchanges,particularlythosethatdifferfromstandardbicycleoperation.Toensure
properusebybicyclists,structuresmustbeconvenientandhavegoodvisibilityespecially
undercrossings.Personalsecurityisanimportantconsiderationaswell,asthegradeseparationmay
resultinlongsectionsofpathwaythatcannotbeeasilyaccessedinanemergency.Adequatelightingis
particularlyimportantattheselocations.
9
10
11
Sharedusepathsatinterchangesshouldbedesignedtoavoidsignificantgradechanges.Opportunities
toprovidedirectlinkstodestinationsshouldbesoughtiftheyreducetraveldistancecomparedtothe
roadwayalignment.
12
13
Gradeseparatedcrossingswillalsobeusedbypedestrians,thereforetheymustmeetaccessibility
standards;seeChapter5:SharedUsePathsformoreinformation.
14
4.12.10.BICYCLESATROUNDABOUTS
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16
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18
Roundaboutsareanincreasinglypopulardesignsolutionforintersections.Singlelaneroundaboutscan
providesignificantsafetybenefitsforbicyclistswhentheyaredesignedwiththeirneedsinmind.At
roundabouts,somebicyclistswillchoosetotravelontheroadway,whileotherswillchoosetotravelon
thesidewalk.Roundaboutscanbedesignedtosimplifythischoiceforcyclists.
19
GENERALROUNDABOUTDESIGNISSUES
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21
22
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26
Sincetypicalonroadbicycletravelspeedsarebetween10and20mph(15and30km/hr),roundabouts
thataredesignedtoconstrainmotorvehiclespeedstosimilarvalueswillimprovesafetyandusability
forbicyclists.Urbanroundaboutsshouldhaveamaximumentryspeedof20mphto30mph(30km/hr
to50km/hr);singlelaneroundaboutsaretypicallyatthelowerendofthisrange.Assuch,itiscriticalto
ensurethatthegeometricfeaturesofaroundabout(e.g.entryandexitradius,entryandexitwidth,
splitterislands,circulatoryroadwaywidth,andinscribedcirclediameter)combinetoconstrainmotor
vehiclespeeds.(8)
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28
29
30
31
32
Singlelaneroundaboutsaremuchsimplerforbicycliststhanmultilaneroundabouts,sincetheydonot
requirebicycliststochangelanes,andmotoristsarelesslikelytocutoffbicyclistswhentheyexitthe
roundabout.Therefore,whendesigningandimplementingroundabouts,authoritiesshouldavoid
implementingmultilaneroundaboutsbeforetheircapacityisneeded.Ifdesignyeartrafficvolumes
indicatetheneedforamultilaneroundabout,butthisneedisntlikelyforseveralyears,theroundabout
canbebuiltasasinglelaneroundabout,anddesignedtobeeasilyreconstructedwithadditionallanes
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4
5
inthefuturewhenandiftrafficvolumesincrease.Inaddition,wherearoundaboutisproposedatan
intersectionofamajormultilanestreetandaminorstreet,considerationshouldbegiventobuildinga
roundaboutwithtwolaneapproachesonthemajorstreetandonelaneapproachesonminorstreets.
Whencomparedtoroundaboutswithtwolanesatallfourlegs,thisdesigncansignificantlyreduce
complexityforallusers,includingbicyclists.
DESIGNINGFORBICYCLETRAVELWITHINTHEROUNDABOUT
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8
9
10
Ingeneral,bicyclistswhohavetheskillstorideinurbantrafficcanmanagesinglelaneroundaboutswith
littledifficulty.Whereappropriatedesignspeedsareused,bicyclistscancomfortablymergeintothe
laneoftraffic.Evenatmultilaneroundabouts,manybicyclistswillbeabletotravelthroughroundabouts
inthesamemannerasothervehicles.
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12
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15
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Bikelanesshouldbeterminatedinadvanceofroundabouts.Thefullwidthbikelaneshouldnormally
endatleast100feet(30m)beforetheedgeofthecirculatoryroadway(seeExhibit4.43).Terminating
thebikelanecuesbicycliststomergeintothelaneoftraffic.Anappropriatetapershouldbeprovided
tonarrowthesumofthetravellaneandbikelanewidthsdowntoanappropriateentrywidthforthe
roundabout.Thetapershouldendpriortothecrosswalkattheroundabout,toachievetheshortest
feasiblepedestriancrossingdistance.Ataperrateof7:1isrecommendedtoaccommodateadesign
speedof20mph(25km/hr).Totapera5to6foot(1.5to1.8m)widebicyclelane,a40foot(12m)
taperisrecommended.Thebicyclelanelineshouldbedottedfor50to200feet(15to60m)inadvance
ofthetaper.Alongerdottedlineencouragescycliststoavailthemselvesoftimelygapstomergeinto
traffic,ratherthandelayuntilapointwhere,ifnogapisavailableatthemoment,theonlysafe
alternativeistopauseandwaitforone.Thebikelanelineshouldbeterminatedatthestartofthetaper
orwherenormalbikelanewidthisnolongeravailable.
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100ft.Min.(30.5m)
50ft.Min.(15.25m)
2
3
Exhibit4.43.TypicalLayoutofRoundaboutwithBikeLanes(note:tobereplacedwithfinalgraphicin
nexteditionofFHWARoundaboutGuide)
4
5
6
Bikelanesshouldnotbelocatedwithinthecirculatoryroadwayofroundabouts.Thisdesignwould
suggestthatbicyclistsshouldrideattheouteredgeofthecirculatoryroadway,whichcreatesturning
conflictsatexitsandentrances.
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Atroundaboutexits,anappropriatetapershouldbeginafterthecrosswalk,withadottedlineforthe
bikelanethroughthetaper.Thesolidbikelanelineshouldresumeassoonasthenormalbicyclelane
widthisavailable.
DESIGNINGFORBICYCLISTSTOTRAVERSEROUNDABOUTSONTHESIDEWALK
5
6
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12
13
Someonroadbicyclistsmaynotfeelcomfortablenavigatingroundaboutsontheroadway.Bicycle
rampscanbeprovidedtoallowaccesstothesidewalkorasharedusepathattheroundabout.Bicycle
rampsatroundaboutshavethepotentialtobeconfusedaspedestrianramps,particularlyfor
pedestrianswhohavevisualimpairments.Therefore,bicyclerampsshouldonlybeusedwherethe
roundaboutcomplexityordesignspeedmayresultinlesscomfortforsomebicyclists.Asdescribed
above,multilaneroundaboutsaremorechallengingforbicyclists,thereforebicyclerampscanbeuseful
intheselocations.Bicyclerampsmayalsobeappropriateatsinglelaneroundabouts,iftrafficspeedsor
otherconditions(e.g.arightturnbypasslane)makecirculatinglikeothervehiclesmorechallengingfor
bicyclists.Otherwise,rampsarenotnormallyneededaturban,singlelaneroundabouts.
14
15
16
17
18
Wherebicyclerampsareprovidedataroundabout,considerationshouldbegiventoprovidinga
widenedsidewalkattheroundabout.Inareaswithrelativelylowpedestrianusageandwherebicycle
usageofthesidewalksisexpectedtobelow,thenormalsidewalkwidthmaybesufficient.Insome
jurisdictions,stateorlocallawsmayprohibitcyclistsfromridingonsidewalks.Intheseareas,bicycle
rampsmaynotbeappropriate.
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20
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27
28
29
30
31
32
Thedesigndetailsofbicyclerampsarecriticaltoensureusabilityandprovidechoicetobicyclists,andto
reducethepotentialforconfusionofpedestrians,particularlythosewhoareblindorwhohavelow
vision.Bicyclerampsshouldbeplacedattheendofthefullwidthbicyclelane,justbeforethebeginning
ofthetaperforthebikelane.Bicyclistsapproachingthetaperandbikerampwillthusbeprovidedthe
choiceofmergingleftintothetravellane,ormovingtotherightontothesidewalk.Wherenobikelane
ispresentontheapproachtoaroundabout,abicycleramp,ifused,shouldbeplacedatleast50feet(15
m)priortothecrosswalkattheroundabout.Bicyclerampsshouldbeplacedata35to45angletothe
roadwaytoenablecycliststousetherampevenifpullingatrailer,buttodiscouragethemfromentering
thesidewalkathighspeed.Ideally,thesidewalkapproachingtheroundaboutisseparatedfromthe
roadwaywithaplanterstrip,allowingtheramptobeplacedoutsideofthenormalsidewalkarea.Inthis
case,thebikerampcanbefairlysteep,asitisnotintendedforpedestrianuse(upto20%slope).If
placedwithinthesidewalkareaitself,therampslopemustbebuiltinamannersothatitisnota
trippinghazard.Abicyclerampshouldnotbeplaceddirectlyinlinewiththebicyclelaneorotherwise
placedinamannerthatappearstoencourageorrequireitsuse.
33
34
35
36
Sincebikerampscanbeconfusingforpedestrianswithvisualimpairments,detectablewarningsshould
beincludedontheramp.Wheretherampisplacedinaplanterstrip,thedetectablewarningsshouldbe
placedatthetopoftheramp,astherampitselfispartofthehazardousvehiculararea.Iftherampisin
thesidewalkitself,thedetectablewarningshouldbeplacedatthebottomoftheramp.Otheraspectsof
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thebikerampdesignandplacementcanhelpkeeppedestriansfrommisconstruingthebikerampasa
pedestriancrossinglocation.Theseaspectsincludetheangleoftheramp,thepossiblesteeperslopeof
theramp,andlocationoftheramprelativelyfarfromtheroundaboutandmarkedcrosswalklocation.
4
5
6
Bicyclerampsatroundaboutexitsshouldbebuiltwithsimilargeometryandplacementastherampsat
roundaboutentries.Bikerampsshouldbeplacedatleast50feet(15m)beyondthecrosswalkatthe
roundaboutexit.
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WORKSCITED
2
3
4
5
2.Torbic,D.J.etal.GuidancefortheDesignandApplicationofShoulderandCenterlineRumbleStrips.
Washington,DC:NationalCooperativeHighwayResearchProgram,2009.Report641.
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7
8
9
4.RelationshipofLaneWidthtoSafetyforUrbanandSuburbanArterials.Potts,HarwoodandRichards.
s.l.:TRB2007AnnualMeeting,2007.
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11
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5.IowaDepartmentofTransportation.GuidelinesfortheConversionofUrbanFourLaneUndivided
RoadwaystoThreeLaneTwoWayLeftTurnLaneFacilities.:CenterforTransportationResearchand
EducationIowaStateUniversity,2001.
13
14
6.Kein,L.L,Mills,M.KandGibson,D.R.P.TrafficDetectorHandbook.Washington,DC:FederalHighway
Administration,2006.
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16
7.Moeur,RichardC.andBina,MichelleN.BicycleMotorVehicleCollisionsonControlledAccess
HighwaysinArizona.s.l.:ArizonaDepartmentofTransportation,2002.
17
8.FederalHighwayAdministration.Roundabouts:AnInformationalGuide.2000.
18
9.InstituteofTransportationEngineers.UrbanStreetGeometricDesignHandbook.2008.
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20
10.FederalHighwayAdministration.TechnicalAdvisoryT5040.35:RoadwayShoulderRumbleStrips.
2001.
21
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Chapter5:DesignofSharedUsePaths
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CHAPTER5:DESIGNOFSHAREDUSEPATHS
5.1.INTRODUCTION
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Sharedusepathsarebikewaysthatarephysicallyseparatedfrommotorizedvehiculartrafficbyanopen
spaceorbarrierandeitherwithinthehighwayrightofwayorwithinanindependentrightofway.
Sharedusepathsaresometimesreferredtoastrails.However,inmanystatesthetermtrailmeans
anunimprovedrecreationalfacility.Careshouldbetakenwhenusingthesetermsinterchangeably.
Wheresharedusepathsarecalledtrails,theyshouldbedesignedbasedontheguidanceinthismanual.
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Pathusersaregenerallynonmotorizedandmayincludebutarenotlimitedto:typicalbicyclists,
recumbentbicyclists,bicyclistspullingtrailers,tandembicyclists,inlineskaters,rollerskaters,
skateboarders,kickscooterusers,andpedestrians,includingwalkers,runners,peopleusingwheelchairs
(bothnonmotorizedandmotorized),peoplewithbabystrollers,peoplewalkingdogs,andothers.Paths
aremostcommonlydesignedfortwowaytravel,andtheguidancehereinassumesatwowayfacilityis
plannedunlessotherwisestated.
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Sharedusepathscanserveavarietyofpurposes.Theycanprovideuserswithashortcutthrougha
residentialneighborhood(e.g.,aconnectionbetweentwoculdesacstreets).Theycanprovidea
commutingroutebetweenresidentialareasandjobcenters.Locatedinaparkoragreenway,theycan
provideanenjoyablerecreationalopportunity.Sharedusepathscanbelocatedalongrivers,ocean
fronts,canals,abandonedoractiverailroadandutilityrightsofway,roadwaycorridors,limitedaccess
freeways,withincollegecampuses,orwithinparksandopenspaceareas.Sharedusepathscanalso
providebicycleaccesstoareasthatareotherwiseservedonlybylimitedaccesshighways.
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Sharedusepathsshouldbethoughtofasasystemofoffroadtransportationroutesforbicyclistsand
otherusersthatextendsandcomplementstheroadwaynetwork.Sharedusepathsshouldnotbeused
toprecludeonroadbicyclefacilities,butrathertosupplementanetworkofonroadbikelanes,shared
roadways,bikeboulevards,andpavedshoulders.Sharedusepathdesignissimilartoroadwaydesign,
butonasmallerscaleandwithtypicallylowerdesignspeeds.
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5.1.1.ACCESSIBILITYREQUIREMENTSFORSHAREDUSEPATHS
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Duetothefactthatnearlyallsharedusepathsareusedbypedestrians,theyfallundertheaccessibility
requirementsoftheAmericanswithDisabilitiesAct(ADA).Thetechnicalprovisionshereineithermeet
orexceedthoserecommendedincurrentaccessibilityguidelines.Pathsinapublicrightofwaythat
functionassidewalksshouldbedesignedinaccordancewiththedraftPublicRightsOfWayAccessibility
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Guidelines(PROWAG)(1),orsubsequentguidancethatmaysupersedePROWAGinthefuture.These
guidelinesalsoapplytostreetcrossingsforalltypesofsharedusepaths.
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Sharedusepathsbuiltinindependentcorridorsshouldmeettheproposedaccessibilitystandards
describedintheArchitecturalBarriersActAccessibilityGuidelinesforOutdoorDevelopedAreas(AGODA)
(2),oranysubsequentguidancethatsupersedesAGODA.Again,thetechnicalprovisionsinthismanual
eithermeetorexceedthoserecommendedinAGODA.
5.2.ELEMENTSOFDESIGN
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Sharedusepathdesigncriteriaarebasedonthephysicalandoperatingcharacteristicsofbicyclesand
otherpathusers,whicharesubstantiallydifferentthanmotorvehicles.Duetoalargepercentageof
pathusersbeingadultbicyclists,theyaretheprimarydesignuserforsharedusepathsandarethebasis
formostofthedesignrecommendationsinthischapter.Thischapteralsoprovidesinformationon
criticaldesignissuesandvaluesforotherpotentialdesignusers,whichshouldbeusedintheeventthat
largevolumesoftheseotherusertypesareanticipated.
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Somepathsarefrequentlyusedbychildren.Theoperatingcharacteristicsofchildrenarehighly
variable,andtheirspecificcharacteristicshavenotyetbeenfullydefinedthroughresearchstudies.
However,itisgenerallyassumedthatthespeedofchildcyclistsislowerthanadultcyclists.Duetothe
factthatmuchofthedesigncriteriainthisGuideisbasedondesignspeed,childrenwillbe
accommodatedtoalargeextent.Whenconsideringcriteriaunrelatedtodesignspeed,engineering
judgmentshouldbeusedwhenmodifyingthesevaluesforchildren.
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5.2.1.WIDTHANDCLEARANCE
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Theusablewidthandthehorizontalclearancerequiredforasharedusepathareprimarydesign
considerations.Exhibit5.1depictsthetypicalcrosssectionofasharedusepath.Theappropriatepaved
widthforasharedusepathisdependentonthecontext,volume,andmixofusers.Theminimumpaved
widthforatwodirectionalsharedusepathis10feet(3.0m).Typically,widthsrangefrom1014feet
(3.04.3m),withthewidervaluesapplicabletoareaswithhighuseand/orawidervarietyofuser
groups.
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Inveryrarecircumstances,areducedwidthof8feet(2.4m)maybeusedwherethefollowing
conditionsprevail:
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Bicycletrafficisexpectedtobelow,evenonpeakdaysorduringpeakhours.
Pedestrianuseofthefacilityisnotexpectedtobemorethanoccasional.
Horizontalandverticalalignmentsprovidesafeandfrequentpassingopportunities.
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Thepathwillnotberegularlysubjectedtomaintenancevehicleloadingconditionsthatwould
causepavementedgedamage.
Inaddition,apathwidthof8feet(2.4m)maybeusedforashortdistanceduetoaphysicalconstraint
suchasanenvironmentalfeature,bridgeabutment,utilitystructure,fence,etc.Warningsignsthat
indicatethepathwaynarrows,pertheManualonUniformTrafficControlDevices(MUTCD)(3)shouldbe
consideredattheselocations.
Exhibit5.1.TypicalCrossSectionofTwoWaySharedUsePathonIndependentAlignment
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Awiderpathisneededtoprovideanacceptablelevelofserviceonpathwaysthatarefrequentlyused
bypedestriansandwheeledusers.TheSharedUsePathLevelofServiceCalculatorishelpfulin
determiningtheappropriatewidthofapathwaygivenexistingoranticipateduservolumesandmixes.
(4)Widerpathways,typically1114feet(3.44.2m)arerecommendedinlocationsthatareanticipated
toserveahighpercentageofpedestrians(upto30%ofthetotalpathwayvolume)andhighuser
volumes(morethan300totalusersinthepeakhour).Elevenfoot(3.4m)widepathwaysarenecessary
toenableabicyclisttopassanotherpathusergoingthesamedirection,atthesametimeapathuseris
approachingfromtheoppositedirection(seeExhibit5.2).(5)Widerpathsarealsoadvisableinthe
followingsituations:
Wherethereissignificantusebyinlineskaters,adulttricycles,orotherusersthatneedmore
operatingwidth(seeChapter3);
Wherethepathisusedbylargermaintenancevehicles;
Onsteepgradestoprovideadditionalpassingarea;or
Throughcurvestoprovidemoreoperatingspace.
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Exhibit5.2.MinimumWidthNeededtoFacilitatePassingonaSharedUsePath
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Undermostconditions,itisnotnecessarytosegregatepedestriansandbicyclistsonasharedusepath,
eveninareaswithhighuservolumestheycantypicallycoexist.Pathuserscustomarilykeepright
excepttopass.Signsmaybeusedtoremindbicycliststopassontheleftandtogiveanaudiblewarning
priortopassingotherslowerusers.Part9oftheMUTCDprovidesavarietyofregulatorysignsthatcan
beusedforthispurpose.
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Onpathwayswithheavypeakhourand/orseasonalvolumes,orotheroperationalchallengessuchas
sightdistanceconstraints,theuseofacenterlinestripeonthepathcanhelpclarifythedirectionof
travelandorganizepathwaytraffic.Asolidyellowcenterlinestripemaybeusedtoseparatetwo
directionsoftravelwherepassingisnotpermitted,andabrokenyellowlinemaybeusedwherepassing
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ispermitted.Thecenterlinecaneitherbecontinuousalongtheentirelengthofthepath,ormaybe
usedonlyinlocationswhereoperationalchallengesexist.PertheMUTCD,allmarkingsusedon
bikewaysshouldberetroreflectorized.
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Inareaswithextremelyheavypathwayvolumes,segregationofpedestriansfromwheeledusersmaybe
appropriate;howevercaremustbetakentoensurethemethodofsegregationissimpleand
straightforward.Pedestriansaretypicallyprovidedwithabidirectionalwalkinglaneononesideofthe
pathway,whilebicyclistsareprovidedwithdirectionallanesoftravel.Thissolutionshouldonlybeused
whenaminimumpathwidthof15feet(4.6m)isprovided,withatleast10feet(3m)fortwoway
wheeledtraffic,andatleast5feet(1.5m)forpedestrians.
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Wherethistypeofsegregationisusedonapathwithaview(e.g.adjacenttoalakeorriver),the
pedestrianlaneshouldbeplacedonthesideofthepathwiththeview.Again,thissolutionshouldonly
beusedforpathwayswithheavyvolumes,aspedestrianswilloftenwalkinthebicycleonlyportionof
apathwayunlessitisheavilytraveledbybicycles.
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Anothersolutionistoprovidephysicallyseparatedpathwaysforpedestriansandwheeledusers.A
numberoffactorsshouldbeconsideredwhendeterminingwhethertoprovideseparatepaths,suchas
generalsiteconditions(i.e.,thewidthofseparationandsetting),originsanddestinationsofdifferent
typesofpathusers,andtheanticipatedlevelofcomplianceofuserschoosingtheappropriatepath.In
someinstancesthedualpathsmayhavetocomeincloseproximityorbejoinedforadistancedueto
siteconstraints.AsallowedbytheMUTCD(3)anddescribedinmoredetailinSection5.4.2.,mode
specificsignsmaybeusedtoguideuserstotheirappropriatepaths.
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Ideally,agradedarea(shoulder)atleast35feet(0.91.5m)widewithamaximumcrossslopeof6:1
shouldbemaintainedoneachsideofthepathway.Ataminimum,a2foot(0.6m)gradedareawitha
maximum6:1slopeshouldbeprovidedforclearancefromlateralobstructionssuchasbushes,large
rocks,bridgepiers,abutments,andpoles.Where"smooth"featuressuchasbicyclerailingsorfencesare
introducedwithappropriateflaringendtreatments(asdescribedbelow),alesserclearance(notless
than1ft)isacceptable.Ifadequateclearancecannotbeprovidedbetweenthepathandlateral
obstructions,thenwarningsigns,objectmarkers,orenhancedconspicuityandreflectorizationofthe
obstructionshouldbeused.
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Whereapathisadjacenttoparallelwaterhazardsordownwardslopesequaltoorsteeperthan3:1,a
widerseparationshouldbeconsidered.A5foot(1.5m)separationfromtheedgeofthepathpavement
tothetopoftheslopeisdesirable.Dependingontheheightoftheembankmentandconditionatthe
bottom,aphysicalbarrier,suchasdenseshrubbery,railing,orfencingmaybeneeded.Thisisanarea
whereengineeringjudgmentmustbeapplied,asitisnecessarytocomparetheriskforanerrant
bicyclistthatswervesoffthepathtotheriskoftherailitself.Wherearecoveryarea(i.e.,distance
betweentheedgeofthepathpavementandthetopoftheslope)islessthan5feet(1.5m),physical
barriersorrailsarerecommendedinthefollowingsituations(seeExhibit5.3).
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Slopes1:1orsteeper,withadropof1foot(0.3m)orgreater
Slopes2:1orsteeper,withadropof4feet(1.2m)orgreater
Slopes3:1orsteeper,withadropof6feet(1.8m)orgreater
Slopes3:1orsteeper,adjacenttoaparallelwaterhazardorotherobvioushazard
Exhibit5.3.SafetyRailbetweenPathandAdjacentSlope
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Thebarrierorrailshouldbeginpriorto,andextendbeyondtheareaofneed.Thelateraloffsetofthe
barriershouldbeatleast1foot(0.3m)fromtheedgeofthepath.Theendsofthebarriershouldbe
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flaredawayfromthepathedge.Barrierorrailendsthatremainwithinthe2foot(0.6m)cleararea
shouldbemarkedwithobjectmarkers.
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Railingsthatareusedtoprotectusersfromslopesortodiscouragepathusersfromventuringontoa
roadwayorneighboringpropertycantypicallyhaverelativelylargeopenings.Atypicaldesignincludes
twotofourhorizontalelementswithverticalelementsspacedfairlywidely,butfrequentlyenoughto
providethenecessarystructuralsupport.Wherethepathsidehazardisahighverticaldroporabodyof
water,engineeringjudgmentshouldbeusedtodeterminewhetherarailingsuitableforbridges(as
describedinSection5.2.10.)shouldbeused.
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Othermaterialsinadditiontorailingscanbeusedtoseparatepathsfromadjacentareas,eitherdueto
hazardousconditionsortodiscouragepathwayusersfromventuringontoadjacentproperties.Berms
and/orvegetationcanservethisfunction.
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Itisnotdesirabletoplacethepathwayinanarrowcorridorbetweentwofencesforlongdistances,as
thiscreatesanuncomfortableexperiencefortheuserandpreventspathusersfromleavingthepathin
theeventofanemergency.
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Thedesirableverticalclearancetoobstructionsis10feet(3.0m).Fixedobjectsshouldnotbepermitted
toprotrudewithintheverticalorhorizontalclearanceofasharedusepath.8feet(2.4m)isthe
recommendedminimumverticalclearancethatcanbeusedinconstrainedareas.Insomesituations,
verticalclearancegreaterthan10feet(3.0m)maybenecessarytopermitpassageofmaintenanceand
emergencyvehicles.
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5.2.2.SHAREDUSEPATHSADJACENTTOROADWAYS(SIDEPATHS)
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Whileitisgenerallypreferabletoselectpathalignmentsinindependentrightsofway,thereare
situationswhereexistingroadsprovidetheonlycorridorsavailable.Considerationissometimesgivento
placingpathsadjacenttotheroadway(alsocalledsidepaths),whererightofwayandotherphysical
constraintsdictate.However,asstatedinChapter2,provisionofapathwayadjacenttotheroadis
generallynotasubstitutefortheprovisionofonroadaccommodationsuchaspavedshouldersorbike
lanes,butmaybeconsideredinsomelocationsinadditiontoonroadbicyclefacilities,orasaninterim
accommodationuntilroadwayconditionscanbeimproved.Asidepathshouldsatisfythesamedesign
criteriaassharedusepathsinindependentcorridors.
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30
Thediscussioninthissectionreferstotwowaysidepaths.Additionaldesignconsiderationsfor
sidepathsareprovidedinSection5.3.4.ofthischapter.
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Pathscanfunctionalonghighwaysforshortsections,orforlongersectionswheretherearefewstreet
and/ordrivewaycrossings,givenappropriateseparationbetweenfacilitiesandattentiontousersafety
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atjunctions.Howeverbeforecommittingtothisoptionforlongerdistancesonurbanandsuburban
streetswithmanydrivewaysandstreetcrossings,practitionersshouldbeawarethattwowaysidepaths
cancreateoperationalandsafetyproblems;primarilyarisingfromthefactthatbicycletrafficinone
directionridesagainsttheflowofadjacentroadwaytraffic,contrarytonormalrulesoftheroadand
driverexpectations.SeeExhibit5.4forexamplesofsafetyissuesassociatedwithsidepaths.Theseissues
include:
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1. Atintersectionsanddriveways,motoristsenteringorcrossingtheroadwayoftenwillnotnotice
bicyclistsapproachingfromtheirright,astheydonotexpectwheeledtrafficfromthisdirection.
Motoriststurningfromtheroadwayontothecrossstreetmaylikewisefailtonoticebicyclists
travelingtheoppositedirectionfromthenorm.
2. Bicycliststravelingagainsttheflowoftrafficonsidepathsareapttocrossintersectionsand
drivewaysatunexpectedspeeds(i.e.,atspeedsthataresignificantlyfasterthanpedestrian
speeds).Thisexacerbatescrashrisk,especiallywheresightdistanceislimited.
3. Motorvehicleswaitingtoentertheroadwayfromadrivewayorsidestreetmayblockthe
sidepathcrossing,asdriverspullforwardtogetanunobstructedviewoftraffic(thisisthecase
atmanysidewalkcrossings,aswell).
4. Althoughthesharedusepathshouldbegiventhesameprioritythroughintersectionsasthe
parallelhighway,somemotoristsmistakenlyexpectbicycliststoyieldatallcrossstreetsand
driveways.Attemptstorequirebicycliststoyieldorstopateachcrossstreetordrivewayare
inappropriateandaretypicallynoteffective.
5. Wherethesidepathends,bicycliststravelinginthedirectionopposedtoroadwaytrafficmaybe
encouragedtocontinueonthewrongsideoftheroadway.Similarly,bicyclistsapproachinga
pathmaytravelonthewrongsideoftheroadwaytoaccessthepath.Wrongwaytravelby
bicyclistsisacommonfactorinbicycleautomobilecrashes.
6. Dependinguponthebicyclistsspecificoriginanddestination,atwowaysidepathononesideof
theroadmayrequireadditionalroadcrossings(andthereforeincreasedexposure),howeverthe
sidepathmayalsoreducethenumberofroadcrossingsforsomebicyclists.
7. Signspostedforroadwayusersarebackwardsforcontraflowriders,whoareaptnottonotice
suchinformation.Thesameappliestotrafficsignalfacesthatarenotorientedtocontraflow
riders.
8. Becauseofproximityofroadwaytraffictoopposingpathtraffic,barriersorrailingsare
sometimesnecessarytokeeptrafficfromtheroadwayorpathfrominappropriatelyentering
theotherway.Thesebarrierscanrepresentanobstructiontobicyclistsandmotoristsandcan
complicatepathmaintenance.
9. Bicyclistsusingasidepathmayconflictwithpedestriansandotherslowerpathusers.
10. Sidepathwidthissometimesconstrainedbyfixedobjecthazards(suchasutilitypoles,trash
cans,mailboxes,etc).
11. Somebicyclistswillusetheroadwayinsteadofthesidepathbecauseoftheoperationalissues
describedabove.Bicyclistsusingtheroadwaymaybeharassedbymotoristswhobelieve
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bicyclistsshouldusethesidepath.Inaddition,therearesomestatesthatprohibitbicyclistsfrom
usingtheadjacentroadwaywhenasidepathispresent.
Exhibit5.4.SidepathConflicts
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Forthesereasons,othertypesofbikewaysmaybebettersuitedtoaccommodatebicycletrafficalong
someroadways.Sharedusepathsinroadmediansaregenerallynotrecommended.Thesefacilities
resultinmultipleconflictingturningmovementsbymotoristsandbicyclistsatintersections.Therefore,
sharedusepathsinmediansshouldbeconsideredonlywheretheseturningconflictscanbeavoidedor
mitigatedthroughsignalizationorothertechniques.
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GUIDELINESFORSIDEPATHS
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Althoughpathsinindependentrightsofwayarepreferred,sidepathsmaybeconsideredwhereoneor
moreofthefollowingconditionsexist:
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Insomesituations,itmaybepossibletoplaceonewaysidepathsonbothsidesofthestreetorhighway,
directingwheeleduserstotravelinthesamedirectionasadjacentmotorvehicletraffic.Clear
directionalinformationisneededifthistypeofdesignisused,aswellasappropriateintersectiondesign
toenablebicycliststosafelycrosstotheothersideoftheroadway.Thiscanreducesomeofthe
problemsassociatedwithtwowaysidepathsatdrivewaysandintersections;however,itshouldbedone
withtheunderstandingthatmanybicyclistswillignorethedirectionalindicationsiftheyinvolve
additionalcrossingsorotherwiseinconvenienttravelpatterns.
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Separationisdesirablebetweenatwowaysidepathandtheadjacentroadwaytodemonstratetoboth
thebicyclistandthemotoristthatthepathfunctionsasanindependentfacilityforbicyclistsandother
users.Theminimumrecommendeddistancebetweenapathandtheroadwaycurboredgeof
pavement(wherethereisnocurb)is5feet(1.5m).Wheretheseparationislessthan5feet(1.5m),a
physicalbarrierorrailingshouldbeprovidedbetweenthepathandtheroadway.Suchbarriersor
railingsservebothtopreventpathusersfrommakingundesirableorunintendedmovementsfromthe
pathtotheroadwayandtoreinforcetheconceptthatthepathisanindependentfacility.Whereused,
thebarrierorrailingshouldbeaminimumof42inches(1m)high.Abarrierorrailingbetweenashared
usepathandadjacenthighwayshouldnotimpairsightdistanceatintersections,andshouldbedesigned
nottoposeahazardtoerrantmotorists.Thebarrierorrailingneednotbeofsizeandstrengthto
redirecterrantmotoriststowardtheroadway,unlessotherconditionsrequireacrashworthybarrier.
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Whereasidepathisplacedalongahighspeedhighway,aseparationgreaterthan5feet(1.5m)is
desirableforsafetyandpathusercomfort.Ifgreaterseparationcannotbeprovided,useofa
crashworthybarriershouldbeconsidered.SeeSection5.3.4.forguidanceonthedesignofsidepath
intersections.
Theadjacentroadwayhasrelativelyhighvolumeandhighspeedmotorvehicletrafficthat
mightdiscouragemanybicyclistsfromridingontheroadway,potentiallyincreasingsidewalk
riding,andtherearenopracticalalternativesforeitherimprovingtheroadwayor
accommodatingbicyclistsonnearbyparallelstreets.
Thesidepathisusedforashortdistancetoprovidecontinuitybetweensectionsofpathin
independentrightsofway,ortoconnectlocalstreetsthatareusedasbicycleroutes.
Thesidepathcanbebuiltwithfewroadwayanddrivewaycrossings.
Thesidepathcanbeterminatedateachendontostreetsthataccommodatebicyclists,onto
anotherpath,orinalocationthatisotherwisebicyclecompatible.
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5.2.3.SHAREDUSEWITHMOPEDS,MOTORCYCLES,SNOWMOBILES,AND
HORSES
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Althoughinsomejurisdictionsitmaybepermitted,itisundesirabletomixmopeds,motorcycles,orall
terrainvehicleswithbicyclistsandpedestriansonsharedusepaths.Ingeneral,thesetypesof
motorizedvehiclesshouldnotbeallowedonsharedusepathsbecauseofconflictswithslowermoving
bicyclistsandpedestrians.Motorizedvehiclesalsodiminishthequiet,relaxingexperiencemostusers
seekonpaths.Motorizedwheelchairsareanexceptiontothisrule,andshouldbepermittedtoaccess
sharedusepaths.
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Incaseswheremopedsorothersimilarmotorizedusersarepermittedandareexpectedtousethe
pathway,itisnecessarytoreduceconflictsbyprovidingadditionalwidth,signing,andstriping.Signs
thatemphasizeappropriateuseretiquettemaybeaparticularneedforthesepaths.
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BicyclingandequestrianusehavesuccessfullybeenintegratedonmanypathwaysintheU.S.However,
caremustbetakenindesigningthesefacilitiestoreducepotentialconflictsbetweenusers.Bicyclists
areoftenunawareoftheneedforslowerspeedsandadditionalclearancearoundhorses.Horsescanbe
startledeasilyandmayactunpredictablyiftheyperceiveapproachingbicyclistsasadanger.Measures
tomitigatebicyclistequestrianconflictsincludeprovisionofseparatebridlepaths,maintenanceof
adequatesightlinessothatbicyclistsandequestriansareabletoseeeachotherwellinadvance,and
signingthatclarifiesappropriatepassingtechniquesandyieldingresponsibilities.Whereused,a
separate,unpavedbridlepathcanoftenserveadualpurpose,asmanyjoggersalsopreferunpaved
surfaces(seeExhibit5.5).
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Exhibit5.5.SharedUsePathwithSeparateUnpavedEquestrian/JoggerPath
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5.2.4.DESIGNSPEED
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Thespeedapathusertravelsisdependentonseveralfactors,includingthephysicalconditionofthe
user;thetypeandconditionoftheusersequipment;thepurposeofthetrip;thecondition,location
andgradeofthepath;theprevailingwindspeedanddirection;andthenumberandtypesofotherusers
onthepath.Inmostsituationssharedusepathsshouldbedesignedforaspeedthatisatleastashigh
asthepreferredspeedofthefastestcommonuser.
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Thereisnosingledesignspeedthatisrecommendedforallpaths.Whenselectinganappropriatedesign
speedforaspecificpath,plannersanddesignersshouldconsiderseveralfactorsincludingthecontextof
thepath,thetypesofusersexpected,theterrainthepathrunsthrough,prevailingwinds,thepath
surface,andotherpathcharacteristics.Thefollowingexampleshelptoillustratethesefactors:
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Typesofusersandcontext.Anurbanpathwithavarietyofusersandfrequentconflictsand
constraintsmaybedesignedforlowerspeedsthanaruralpathwithfewconflictsthatis
primarilyusedbyrecreationalcyclists(potentiallyincludingrecumbentbicyclists,whose85th
percentilespeedis18mph).
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Terrain.Apathinfairlyhillyterrainshouldbedesignedforahigherspeed.
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Pathsurface.Bicycliststendtoridesloweronunpavedpaths,soalowerdesignspeedmaybe
used.
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Instreetandhighwaydesign,designspeedsaregenerallyselectedin5mphor10km/hincrements,
whichisappropriatebasedontheapproximate85thpercentilespeedrangeonvarioustypesof
roadwaysof20mph(30km/h)to75mph(120km/h)orhigher.Onpaths,therangeofspeedsismuch
smaller,rangingaslowas12mph(19km/h)to30mph(50km/h).Therefore,designspeedsforpaths
canbeselectedin2mph(3km/h)increments.Designcriteriaforgeometricfeaturesinthisdocument
areprovidedin2mph(3km/h)incrementsfortheslowerendofthescale[designspeedsbetween12
mph(19km/h)and20mph(32km/h)].Fordesignspeedsabove20mph(32km/h),5mphincrements
areused.
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Thefollowingguidanceandtheaforementionedconsiderationofvariousfactorsshoulddrivethe
selectionofanappropriatedesignspeed:
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Formostpathsinrelativelyflatareas(gradeslessthan2%),adesignspeedof18mph(30km/h)
isgenerallysufficient,exceptoninclineswherehigherspeedscanoccur.Thedesignspeed
shouldnotbelowerthan14mph(23km/h),exceptinrarecircumstanceswherethecontext
andusertypessupportalowerspeed.
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Inareaswithhillyterrainandsustainedsteepergrades,theappropriatedesignspeedshouldbe
selectedbasedontheanticipatedtravelspeedsofcycliststravelingdownhill.Inallbutthemost
extremecases,30mph(48km/h)isthemaximumdesignspeedthatshouldbeused.
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5
Lowerspeedscanimprovepathsafetywhenapproachingcrossingsorpotentialhazardsbyallowingthe
pathusertobetterperceivethecrossingsituationorhazard.Itisimportanttogivethebicyclist
adequatewarning(eitherthroughsignsorbyensuringadequatesightlines)priortoareasofthe
pathwaywherelowerdesignspeedsareemployed.SeeSection5.4.2.forguidanceonwarningsigns.
6
7
8
Geometricdesignandtrafficcontroldevicescanbeusedtoreducepathusersspeedandtoencourage
fasterbicycliststousetheroadwaysystemwhereappropriate.Speedscanbereducedbygeometric
featuressuchashorizontalcurvature.
9
10
11
12
Effectivenessofspeedcontrolthroughdesignislimitedifbicyclistscanveeroffapathto"straighten
out"curves,andspeedlimitsignsonpathsmaynotbeeffective,asmostbicyclistsdonotuse
speedometers.Trafficmanagementthroughuseofacenterlinestripecanbeaseffectiveasgeometric
designinreducingspeedsandaddressingconflictsinsomelocations.
13
5.2.5.HORIZONTALALIGNMENT
14
15
16
17
18
Thetypicaladultbicyclististhedesignuserforhorizontalalignment.Theminimumradiusofhorizontal
curvatureforbicyclistscanbecalculatedusingtwodifferentmethods.Onemethodusesleanangle,
andtheothermethodusessuperelevationandcoefficientoffriction.Asdetailedbelow,ingeneral,the
leananglemethodshouldbeusedindesign,althoughtherearesituationswherethesuperelevation
methodishelpful.
19
CALCULATINGMINIMUMRADIUSUSINGLEANANGLE
20
21
22
23
24
Unlikeanautomobile,abicyclistmustleanwhilecorneringtopreventfallingoutwardduetoforces
associatedwithturningmovements.Mostbicyclistsusuallydonotleandrastically;20degreesis
consideredthetypicalmaximumleanangleformostusers.(6)Assuminganoperatorwhositsstraight
intheseat,asimpleequationcandeterminetheminimumradiusofcurvatureforanygivenleanangle
anddesignspeed:
25
145
DRAFTFebruary2010
USCustomary
R=
Metric
0.067V 2
tan
R=
where:
R
V
1
2
3
4
5
6
7
8
9
10
11
12
0.0079V 2
tan
where:
=
=
=
minimumradiusofcurvature(ft)
designspeed(mph)
leananglefromthevertical(degrees)
R
V
=
=
=
minimumradiusofcurvature(m)
designspeed(km/h)
leananglefromthevertical(degrees)
Equation51.MinimumRadiusofCurvatureBasedonLeanAngle
AsdescribedinSection5.1.1.,sharedusepathsmustmeetaccessibilityguidelines,whichrestrictthe
steepnessofcrossslopes.Onepercentslopesarerecommendedonsharedusepathswherefeasible,
becausetheyareeasiertonavigateforpeopleusingwheelchairs.Inmostcasestheleanangleformula
shouldbeusedwhendeterminingtheminimumradiusofahorizontalcurve,duetotheneedfor
relativelyflatcrossslopesandthefactthatbicyclistsleanwhenturning(regardlessoftheirspeedorthe
radiusoftheirturn).Thecurveradiusshouldbebaseduponvariousdesignspeedsof12to30mph(19
48km/h)andadesirablemaximumleanangleof20degrees.Minimumradiiofcurvatureforapaved
pathcanbeselectedfromExhibit5.6.
USCustomary
DesignSpeed(mph)
MinimumRadius(ft)
12
27
14
36
16
47
18
60
20
74
25
115
30
166
Metric
DesignSpeed(km/h)
MinimumRadius(m)
19
8
23
11
26
15
29
18
32
22
40
35
48
50
13
14
Exhibit5.6.DesirableMinimumRadiiforHorizontalCurvesonPavedSharedUsePathsat20Degree
LeanAngle
15
CALCULATINGMINIMUMRADIUSUSINGSUPERELEVATION
16
17
18
Thesecondmethodofcalculatingminimumradiusofcurvaturenegotiablebyabicycleusesthedesign
speed,thesuperelevationrateofthepathwaysurface,andthecoefficientoffrictionbetweenthe
bicycletiresandthesurface,asshowninthefollowingformula:
146
DRAFTFebruary2010
USCustomary
R=
V2
e
15
+f
100
where:
Metric
R=
V2
e
127
+
100
where:
R
V
e
=
=
=
minimumradiusofcurvature(ft)
designspeed(mph)
rateofbikewaysuperelevation(percent)
R
V
e
=
=
=
minimumradiusofcurvature(m)
designspeed(km/h)
rateofbikewaysuperelevation(percent)
coefficientoffriction
coefficientoffriction
Equation52.MinimumRadiusofCurvatureBasedonSuperelevation
3
4
5
6
7
8
9
Thecoefficientoffrictiondependsuponspeed,surfacetypeandcondition,tiretypeandcondition,and
whetherthesurfaceiswetordry.Frictionfactorsusedfordesignshouldbeselectedbaseduponthe
pointatwhichturningforcesorperceivedlackofsurfacetractioncausesthebicyclisttorecognizea
feelingofdiscomfortandinstinctivelyacttoavoidhigherspeed.Extrapolatingfromvaluesusedin
highwaydesign,designfrictionfactorsforpavedsharedusepathscanbeassumedtovaryfrom0.34at
6mph(10km/h)to0.21at30mph(48km/h).Onunpavedsurfacesfrictionfactorsshouldbereduced
by50percenttoallowasufficientmarginofsafety.
10
11
12
13
14
15
Calculatingminimumradiusbasedonsuperelevationmaybeusefulonunpavedpaths,wherebicyclists
maybehesitanttoleanasmuchwhilecorneringduetotheperceivedlackoftraction.Inthese
situations,thesuperelevationformulashouldbeusedwithappropriatefrictionfactorsforunpaved
surfaces.Calculatingminimumradiusbasedonsuperelevationmayalsobeusefulonpavedpaths
intendedforbicycleuseonly,allowinghigherdesignspeedstobeaccommodatedonrelativelysharp
curveswithcrossslopes(superelevation)upto8percent.
16
17
18
19
20
Whenaradiusissmallerthanthatneededforan18mph(29km/h)designspeed,standardturnorcurve
warningsigns(W1series)shouldbeinstalledinaccordancewiththeMUTCD.(3)Smallerradiuscurves
aretypicallyusedwhenthereareconstrainedsiteconditions,topographicchallenges,oradesireto
reducepathuserspeeds.Thenegativeeffectsofsharpercurvescanalsobepartiallyoffsetbywidening
thepavementthroughthecurves.
21
5.2.6.CROSSSLOPE
22
23
24
Aspreviouslydescribed,sharedusepathsmustbeaccessibletopeoplewithdisabilities.Shareduse
pathslocatedadjacenttoroadwaysessentiallyfunctionassidewalks,andthereforeshouldfollow
PROWAG(1),whichrequiresthatcrossslopesnotexceed2percent.Pathsinindependentrightsofway
147
DRAFTFebruary2010
1
2
3
4
shouldbedesignedaccordingtoAGODA(7),whichrequiresthatcrossslopesnotexceed5percent.As
describedintheprevioussection,1percentcrossslopesarerecommendedonsharedusepaths,to
betteraccommodatepeoplewithdisabilitiesandtoprovideenoughslopetoconveysurfacedrainagein
mostsituations.
5
6
7
8
9
Becausethisguiderecommendsarelativelyflatcrossslopeof1percent,andbecausehorizontal
curvaturecanbebasedona20degreeleanangle,superelevationforhorizontalcurvatureisnot
required.Becausesuperelevationisnotneededforhorizontalcurvature,crossslopescanfollowthe
directionoftheexistingterrain.Thispracticeenablesthedesignertobetteraccommodatesurface
drainageandlessenconstructionimpacts.
10
11
12
13
14
15
16
17
Ifcrossslopessteeperthan2percentarenecessary,theyshouldbeslopedtotheinsideofhorizontal
curvesregardlessofdrainageconditions.Steepercrossslopes(upto5%)mayoccasionallybedesirable
onunpavedsharedusepathstoreducethelikelihoodofpuddlescausedbysurfaceirregularitiesandto
allowincreasedsuperelevationtoachievesmallerradiiofcurvature,aspreviouslydescribedinthe
subsectiononhorizontalalignment.Intheraresituationwhereapathisintendedforbicycleuseonly
(e.g.pedestriansareaccommodatedonaseparatepathway)anddoesnotneedtomeetaccessibility
guidelines,crossslopesbetween5and8percentcanbeusedtoallowforsmallerminimumhorizontal
curveradii,asdiscussedabove.
18
19
20
21
Crossslopesmustbetransitionedtoconnecttoexistingslopes,ortoadjusttoareversalofpredominant
terrainslopeordrainage,ortoahorizontalcurveinsomesituations.Crossslopetransitionsshouldbe
comfortableforthepathuser.Aminimumtransitionlengthof5feet(1.5m)foreach1percentchange
incrossslopeshouldbeused.
22
5.2.7.GRADE
23
24
25
26
27
28
Forpathwaysadjacenttoroads(sidepaths),pathwaygradeshouldgenerallymatchthegradeofthe
adjacentroadway.Gradesonsharedusepathsinindependentcorridorsshouldbekepttoaminimum,
especiallyonlonginclines.Gradesgreaterthan5percentareundesirablebecausetheascentsare
difficultformanypathusers,andthedescentscausesomeuserstoexceedthespeedsatwhichtheyare
competentorcomfortable.Inaddition,becausesharedusepathsaregenerallyopentopedestrians,the
allowablegradesonpathsaresubjecttotheaccessibilityguidelinesdescribedinSection5.1.1.
29
Gradesonpathsinindependentrightsofwayshouldbelimitedasfollows(2):
30
31
32
33
5%maximumforanydistance
8.3%maximumforupto200feet(61m)
10%maximumforupto30feet(9m)
12.5%forupto10feet(3m)
148
DRAFTFebruary2010
1
2
3
4
5
Additionally,nomorethan30percentofthetotalpathlengthshouldhaveagradeexceeding8.3
percent.Wheregradesexceed5percent,arestingintervalisrequiredattheendofanysegmentof
maximumlengthasdescribedabove.Arestingintervalmustbeatleast5feet(1.5m)long,beaswide
asthepath,andhaveamaximumslopenotexceeding5percentinanydirection.Smooth,gradual
transitionsmustbeprovidedbetweentheslopedsegmentsandtherestingintervals.
Optionstomitigateexcessivegradesonsharedusepathwaysincludethefollowing:
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Usehigherdesignspeedsforhorizontalandverticalcurvature,stoppingsightdistance,and
othergeometricfeatures.
Whenusingalongergrade,consideranadditional46feet(1.21.8m)ofwidthtopermitslower
bicycliststodismountandwalkuphill,andtoprovidemoremaneuveringspaceforfastdownhill
bicyclists.
InstalltheHillwarningsignforbicyclists(W75)andadvisoryspeedplaque,ifappropriate,per
theMUTCD(3).
ProvidesigningthatalertspathuserstothemaximumpercentofgradeasshownintheMUTCD
(3).
Exceedminimumhorizontalclearances,recoveryarea,and/orprotectiverailings.
Ifotherdesignsarenotpracticable,useaseriesofshortswitchbackstotraversethegrade.If
thisisdone,anextra4to6feet(1.2to1.8m)ofpathwidthisrecommendedtoprovide
maneuveringspace.
Providerestingintervalswithflattergrades,topermituserstostopperiodicallyandrest.
21
22
23
24
25
Gradessteeperthan3percentmaynotbepracticalforsharedusepathswithcrushedstoneorother
unpavedsurfacesforbothbicyclehandlinganddrainageerosionreasons.Typically,gradeslessthan0.5
percentshouldbeavoided,becausetheyarenotefficientinconveyingsurfacedrainage.Wherepaths
arebuiltinveryflatterrain,proposedpathgradescanbeincreasedtoprovideagraduallyrollingvertical
profilethathelpsconveysurfacedrainagetooutletlocations.
26
5.2.8.STOPPINGSIGHTDISTANCE
27
28
29
30
31
32
33
34
Toprovidepathuserswithopportunitiestoseeandreacttounexpectedconditions,sharedusepaths
shouldbedesignedwithadequatestoppingsightdistances.Thedistancerequiredtobringapathuser
toafullycontrolledstopisafunctionoftheusersperceptionandbrakingreactiontimes,theinitial
speed,thecoefficientoffrictionbetweenthewheelsandthepavement,thebrakingabilityoftheusers
equipment,andthegrade.Thecoefficientoffrictionforthetypicalbicyclistis0.32.Exhibit5.7indicates
theminimumstoppingsightdistanceforvariousdesignspeedsandgradesbasedonatotalperception
andbrakereactiontimeof2.5secondsandacoefficientoffrictionof0.16(Exhibit3.4),appropriatefor
wetconditions.Minimumstoppingsightdistancecanalsobecalculatedusingthefollowingequation:
149
DRAFTFebruary2010
USCustomary
S=
V2
+ 3.67V
30( f G )
where:
1
2
Metric
S=
V2
V
+
254( f G ) 1.4
where:
S
V
f
=
=
=
stoppingsightdistance(ft)
velocity(mph)
coefficientoffriction(use0.16fora
typicalbike)
grade(ft/ft)(rise/run)
S
V
f
=
=
=
stoppingsightdistance(m)
velocity(km/h)
coefficientoffriction(use0.16fora
typicalbike)
grade(m/m)(rise/run)
Equation53.MinimumStoppingSightDistance
150
DRAFTFebruary2010
1
2
3
Exhibit5.7.USCustomaryUnits.MinimumStoppingSightDistancevs.GradesforVariousDesign
Speeds
151
DRAFTFebruary2010
2
3
Exhibit5.7.MetricUnits.MinimumStoppingSightDistancevs.GradesforVariousDesignSpeeds
(Continued)
5
6
Researchindicatesthatthecoefficientoffrictionofvariousotherpathusersrangefrom0.20forinline
skatersto0.30forrecumbentbicyclists.Ifuserswithlowercoefficientsoffrictionsuchasinlineskaters
152
DRAFTFebruary2010
1
2
3
orrecumbentbicyclistsareexpectedtomakeuparelativelylargepercentageofpathusers,stopping
sightdistancesshouldbeincreased.Fortwowaysharedusepaths,thesightdistanceinthedescending
direction,thatis,whereGisdefinedasnegative,willcontrolthedesign.
4
5
6
7
8
Exhibit5.8isusedtoselecttheminimumlengthofverticalcurvenecessarytoprovideminimum
stoppingsightdistanceatvariousspeedsoncrestverticalcurves.Theeyeheightofthetypicaladult
bicyclistisassumedtobe4.5feet(1.4m),andtheobjectheightisassumedtobe0inches(0mm)to
recognizethatimpedimentstobicycletravelexistatpavementlevel.Theminimumlengthofvertical
curvecanalsobecalculatedusingthefollowingequation:
USCustomary
S>L
S<L
L = 2S
L=
Metric
200 h1 + h2
A
AS 2
100 2h1 + 2h2
9
10
S<L
where:
L
A
S
h1
h2
S>L
L = 2S
L=
200 h1 + h2
AS 2
100 2h1 + 2h2
where:
=
=
=
=
=
minimumlengthofverticalcurve(ft)
algebraicgradedifference(percent)
eyeheight(4.5ftforatypicalbicyclist)
objectheight(0ft)
L
A
S
h1
h2
=
=
=
=
=
minimumlengthofverticalcurve(m)
algebraicgradedifference(percent)
eyeheight(1.4mforatypicalbicyclist)
objectheight(0m)
Equation54.LengthofCrestVerticalCurvetoProvideSightDistance
153
DRAFTFebruary2010
A
(%)
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
20
3
4
40
5
11
16
20
24
27
30
33
35
37
39
41
43
44
60
8
20
30
38
45
51
56
60
64
67
70
73
75
77
79
81
83
84
80
10
31
48
60
70
78
85
91
96
100
104
107
110
113
115
117
119
121
123
124
100
USCustomary
S=StoppingSightDistance(ft)
120 140 160 180 200
220
20
50
71
88
100
110
118
125
131
136
140
144
147
150
153
155
157
159
161
163
164
15
60
90
111
128
140
150
158
165
171
176
180
184
187
190
193
195
197
199
201
203
204
20
95
140
170
191
208
220
230
238
245
251
256
260
264
267
270
273
275
277
279
281
283
284
140
215
269
323
376
430
484
538
592
645
699
753
807
860
914
968
1022
1076
1129
1183
1237
1291
1344
55
100
130
151
168
180
190
198
205
211
216
220
224
227
230
233
235
237
239
241
243
244
60
135
180
210
231
248
260
270
278
285
291
296
300
304
307
310
313
315
317
319
321
323
324
100
175
222
267
311
356
400
444
489
533
578
622
667
711
756
800
844
889
933
978
1022
1067
1111
240
30
180
256
320
384
448
512
576
640
704
768
832
896
960
1024
1088
1152
1216
1280
1344
1408
1472
1536
1600
260
70
220
300
376
451
526
601
676
751
826
901
976
1052
1127
1202
1277
1352
1427
1502
1577
1652
1728
1803
1878
RepresentsS=L
MinimumLengthofVerticalCurve=3ft
1
2
Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance
154
280
110
260
348
436
523
610
697
784
871
958
1045
1132
1220
1307
1394
1481
1568
1655
1742
1829
1916
2004
2091
2178
300
150
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
2500
DRAFTFebruary2010
A
(%)
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
10
1
3
4
4
5
6
7
7
8
8
9
15
2
5
7
8
10
11
13
14
14
15
16
17
18
18
19
20
20
5
9
12
15
17
18
20
21
23
24
26
27
29
30
31
33
34
36
25
3
10
15
19
22
25
27
29
31
33
36
38
40
42
45
47
49
51
54
56
30
4
13
20
25
29
32
35
39
42
45
48
51
55
58
61
64
68
71
74
77
80
35
0
14
23
30
35
39
44
48
53
57
61
66
70
74
79
83
88
92
96
101
105
109
Metric
S=StoppingSightDistance(m)
40 45 50 55 60 65 70
10
24
33
40
46
51
57
63
69
74
80
86
91
97
103
109
114
120
126
131
137
143
20
34
43
51
58
65
72
80
87
94
101
108
116
123
130
137
145
152
159
166
174
181
7
30
44
54
63
71
80
89
98
107
116
125
134
143
152
161
170
179
188
196
205
214
223
17
40
54
65
76
86
97
108
119
130
140
151
162
173
184
194
205
216
227
238
248
259
270
27
50
64
77
90
103
116
129
141
154
167
180
193
206
219
231
244
257
270
283
296
309
321
37
60
75
91
106
121
136
151
166
181
196
211
226
241
257
272
287
302
317
332
347
362
377
47
70
88
105
123
140
158
175
193
210
228
245
263
280
298
315
333
350
368
385
403
420
438
75
10
57
80
100
121
141
161
181
201
221
241
261
281
301
321
342
362
382
402
422
442
462
482
502
80
20
67
91
114
137
160
183
206
229
251
274
297
320
343
366
389
411
434
457
480
503
526
549
571
85
30
77
103
129
155
181
206
232
258
284
310
335
361
387
413
439
464
490
516
542
568
593
619
645
90
40
87
116
145
174
203
231
260
289
318
347
376
405
434
463
492
521
550
579
608
636
665
694
723
95
50
97
129
161
193
226
258
290
322
355
387
419
451
483
516
548
580
612
645
677
709
741
774
806
100
60
107
143
179
214
250
286
321
357
393
429
464
500
536
571
607
643
679
714
750
786
821
857
893
RepresentsS=L
MinimumLengthofVerticalCurve=1m
1
2
Exhibit5.8.MinimumLengthofCrestVerticalCurveBasedonStoppingSightDistance(Continued)
4
5
6
7
8
9
10
11
Otherpathuserssuchaschildbicyclists,handbicyclists,recumbentbicyclists,andothershavelowereye
heightsthanatypicaladultbicyclist.Eyeheightsareapproximately2.6feet(0.85m)forhandcyclists
and3.9feet(1.2m)forrecumbentbicyclists.Whencomparedtotheeyeheightsoftypicalbicyclists,
theselowereyeheightslimitsightdistanceovercrestverticalcurves.However,sincemosthand
bicyclistsandchildbicycliststravelslowerthantypicaladultbicyclists,theirneedsaremetbyusingthe
valuesinExhibit5.8.Recumbentbicyclistsgenerallytravelfasterthantypicaluprightbicyclists,soifthey
areexpectedtomakeuparelativelylargepercentageofpathusers,crestverticalcurvelengthsshould
beincreasedaccordingly(operatingcharacteristicsofrecumbentbicyclistsarefoundinChapter3).
12
13
Exhibit5.9and5.10,andEquation55belowindicatetheminimumclearancethatshouldbeusedfor
lineofsightobstructionsforhorizontalcurves.Thelateralclearance(horizontalsightlineoffsetorHSO)
155
DRAFTFebruary2010
1
2
isobtainedbyusingthetableinExhibit5.10withthestoppingsightdistance(Exhibit5.7)andthe
proposedhorizontalradiusofcurvature.
3
4
5
6
7
8
9
10
Pathuserstypicallytravelsidebysideonsharedusepaths.Onnarrowpaths,bicyclistshaveatendency
toridenearthemiddleofthepath.Forthesereasons,andbecauseofthehigherpotentialforcrashes
oncurves,lateralclearancesonhorizontalcurvesshouldbecalculatedbasedonthesumofthestopping
sightdistancesforpathuserstravelinginoppositedirectionsaroundthecurve.Wherethisisnot
possibleorfeasible,considerationshouldbegiventowideningthepaththroughthecurve,installinga
yellowcenterlinestripe,installingturnorcurvewarningsigns(W1series)inaccordancewiththe
MUTCD(3),oracombinationofthesealternatives.SeeSection5.4.1.and5.4.2.ofthischapterformore
informationaboutcenterlinepavementmarkingsandsigns.
11
12
Exhibit5.9.DiagramIllustratingComponentsforDeterminingHorizontalSightDistance
13
156
DRAFTFebruary2010
USCustomary
Metric
28.65S
HSO = R 1 cos
S=
R 1 R HSO
cos
28.65
R
where:
S
R
HSO
Note:
28.65S
HSO = R 1 cos
S=
R 1 R HSO
cos
28.65
R
where:
=
=
=
radiusofcenterlineoflane(ft)
horizontalsightlineoffset,distancefrom
centerlineoflanetoobstruction(ft)
S
R
HSO
angleisexpressedindegrees
lineofsightis2.3ftabovecenterline
ofinsidelaneatpointofobstruction
Note:
Equation55.HorizontalSightDistance
=
=
=
radiusofcenterlineoflane(m)
horizontalsightlineoffeset,distancefrom
centerlineoflanetoobstruction(m)
angleisexpressedindegrees
lineofsightis0.7mabovecenterline
ofinsidelaneatpointofobstruction
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1
2
3
4
5
R
(ft)
25
50
75
95
125
155
175
200
225
250
275
300
350
390
500
565
600
700
800
900
1000
20
2.0
1.0
0.7
0.5
0.4
0.3
0.3
0.3
0.2
0.2
0.2
0.2
0.1
0.1
0.1
40
7.6
3.9
2.7
2.1
1.6
1.3
1.1
1.0
0.9
0.8
0.7
0.7
0.6
0.5
0.4
0.4
0.3
0.3
0.3
0.2
0.2
60
15.9
8.7
5.9
4.7
3.6
2.9
2.6
2.2
2.0
1.8
1.6
1.5
1.3
1.2
0.9
0.8
0.8
0.6
0.6
0.5
0.5
80
15.2
10.4
8.3
6.3
5.1
4.6
4.0
3.5
3.2
2.9
2.7
2.3
2.1
1.6
1.4
1.3
1.1
1.0
0.9
0.8
100
USCustomary
S=StoppingSightDistance(ft)
120
140
160
180
200
220
240
260
280
300
23.0
16.1
12.9
9.9
8.0
7.1
6.2
5.5
5.0
4.5
4.2
3.6
3.2
2.5
2.2
2.1
1.8
1.6
1.4
1.3
31.9
22.8
18.3
14.1
11.5
10.2
8.9
8.0
7.2
6.5
6.0
5.1
4.6
3.6
3.2
3.0
2.6
2.2
2.0
1.8
67.2
56.9
45.4
37.4
33.5
29.5
26.4
23.8
21.7
19.9
17.1
15.4
12.1
10.7
10.1
8.6
7.6
6.7
6.0
66.3
53.3
44.2
39.6
34.9
31.3
28.3
25.8
23.7
20.4
18.3
14.3
12.7
12.0
10.3
9.0
8.0
7.2
75.9
61.7
51.4
46.1
40.8
36.5
33.1
30.2
27.7
23.9
21.5
16.8
14.9
14.0
12.0
10.5
9.4
8.4
85.8
70.6
59.1
53.1
47.0
42.2
38.2
34.9
32.1
27.6
24.9
19.5
17.3
16.3
14.0
12.2
10.9
9.8
79.7
67.1
60.5
53.7
48.2
43.7
39.9
36.7
31.7
28.5
22.3
19.8
18.7
16.0
14.0
12.5
11.2
41.5
30.4
24.7
19.1
15.5
13.8
12.1
10.8
9.7
8.9
8.1
7.0
6.3
4.9
4.3
4.1
3.5
3.1
2.7
2.4
38.8
31.8
24.7
20.2
18.0
15.8
14.1
12.7
11.6
10.6
9.1
8.2
6.4
5.7
5.3
4.6
4.0
3.6
3.2
47.8
39.5
31.0
25.4
22.6
19.9
17.8
16.0
14.6
13.4
11.5
10.3
8.1
7.2
6.7
5.8
5.1
4.5
4.0
57.4
48.0
37.9
31.2
27.8
24.5
21.9
19.7
18.0
16.5
14.2
12.8
10.0
8.8
8.3
7.1
6.2
5.6
5.0
R
(m)
10
15
20
25
50
75
100
125
150
175
200
225
250
275
300
10
1.2
0.8
0.6
0.5
0.3
0.2
0.1
0.1
15
2.7
1.8
1.4
1.1
0.6
0.4
0.3
0.2
0.2
0.2
0.1
0.1
0.1
0.1
20
4.6
3.2
2.4
2.0
1.0
0.7
0.5
0.4
0.3
0.3
0.3
0.2
0.2
0.2
0.2
25
6.8
4.9
3.8
3.1
1.6
1.0
0.8
0.6
0.5
0.4
0.4
0.3
0.3
0.3
0.3
30
9.3
6.9
5.4
4.4
2.2
1.5
1.1
0.9
0.7
0.6
0.6
0.5
0.5
0.4
0.4
35
9.1
7.2
5.9
3.0
2.0
1.5
1.2
1.0
0.9
0.8
0.7
0.6
0.6
0.5
40
Metric
S=StoppingSightDistance(m)
45 50 55 60 65
70
75
80
85
90
95
100
11.0 14.0
9.2 11.0 14.0 16.0 19.0
7.6 9.5 11.0 14.0 16.0 18.0 21.0 23.0
3.9 5.0 6.1 7.4 8.7 10.0 12.0 13.0 15.0 17.0 19.0 21.0 23.0
2.7 3.4 4.1 5.0 5.9 6.9 8.0 9.2 10.0 12.0 13.0 15.0 16.0
2.0 2.5 3.1 3.8 4.5 5.2 6.1 7.0 7.9 8.9 10.0 11.0 12.0
1.6 2.0 2.5 3.0 3.6 4.2 4.9 5.6 6.3 7.2 8.0 8.9 9.9
1.3 1.7 2.1 2.5 3.0 3.5 4.1 4.7 5.3 6.0 6.7 7.5 8.3
1.1 1.4 1.8 2.2 2.6 3.0 3.5 4.0 4.6 5.1 5.8 6.4 7.1
1.0 1.3 1.6 1.9 2.2 2.6 3.1 3.5 4.0 4.5 5.0 5.6 6.2
0.9 1.1 1.4 1.7 2.0 2.3 2.7 3.1 3.5 4.0 4.5 5.0 5.5
0.8 1.0 1.2 1.5 1.8 2.1 2.4 2.8 3.2 3.6 4.0 4.5 5.0
0.7 0.9 1.1 1.4 1.6 1.9 2.2 2.6 2.9 3.3 3.7 4.1 4.5
0.7 0.8 1.0 1.3 1.5 1.8 2.0 2.3 2.7 3.0 3.4 3.8 4.2
Exhibit5.10.MinimumLateralClearance(HorizontalSightlineOffsetorHSO)forHorizontalCurves
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1
5.2.9.SURFACESTRUCTURE
2
3
4
5
6
7
8
Hard,allweatherpavementsurfacesaregenerallypreferredoverthoseofcrushedaggregate,sand,
clay,orstabilizedearth,sinceunpavedsurfacesprovidealowerlevelofserviceandrequiremore
maintenance.Onunpavedsurfaces,bicyclistsandotherwheeledusersmustuseagreatereffortto
travelatagivenspeedwhencomparedtoapavedsurface.Someusers,suchasrollerbladers,areunable
touseunpavedpaths.Inareasthatexperiencefrequentorevenoccasionalfloodingordrainage
problems,orinareasofmoderateorsteepterrain,unpavedsurfaceswilloftenerodeandarenot
recommended.Additionally,unpavedpathsaredifficulttoplowforuseduringthewinter.
9
10
11
12
13
Unpavedsurfacesmaybeappropriateonruralpaths,wheretheintendeduseofthepathisprimarily
recreational,orasatemporarymeasuretoopenapathbeforefundingisavailableforpaving.Unpaved
pathwaysshouldbeconstructedofmaterialsthatarefirmandstable.Possiblesurfacesforunpaved
pathsincludecrushedstone,stabilizedearth,andlimestonescreenings,dependinguponlocal
availability.
14
15
16
17
18
19
AsphaltorPortlandcementconcreteprovidegoodquality,allweatherpavementstructures.
AdvantagesofPortlandcementconcreteincludelongerservicelife,reducedsusceptibilitytocracking
anddeformationfromrootsandweeds,andamoreconsistentridingsurfaceafteryearsofuseand
exposuretotheelements.AdisadvantageofPortlandcementconcreteisthattheseamscandegrade
theexperienceofusingthepathforsomewheeledusers.Inaddition,pavementmarkings(suchas
centerlines)arenotasvisibleonconcrete;theyaremorevisibleonasphalt,particularlyatnight.
20
21
22
23
Advantagesofasphaltincludeasmoothrolledsurfacewhennew,andlowerconstructioncoststhan
withconcrete.Asphaltsurfacesaresofterandarethereforepreferredbyjoggersoverconcrete.
However,asphaltpavementislessdurable(typicallifeexpectancyis1520years)andrequiresmore
interimmaintenance.
24
25
26
27
28
Becauseofwidevariationsinsoils,loads,materials,andconstructionpractices,andvaryingcostsof
pavementmaterials,itisnotpracticaltorecommendtypicalstructuralsectionsthatwillbeapplicable
nationwide.However,thetotalpavementdepthshouldtypicallybeaminimumof6inches,inclusiveof
thesurfacecourse(asphaltorPortlandcementconcrete)andthebasecourse(typicallyanaggregate
rockbase).Anypavementsectionshouldbeplacedoveracompactedsubgrade.
29
30
31
32
33
34
35
Designingandselectingpavementsectionsforsharedusepathsissimilartodesigningandselecting
highwaypavementsections.Asoilsinvestigationshouldbeconductedtodeterminetheloadcarrying
capabilitiesofthenativesoil,orformerrailroadbed(ifballasthasbeenremoved),andtheneedforany
specialtreatments.Asoilsinvestigationshouldalsobeconductedtodeterminewhethersubsurface
drainagemaybeapplicable.Incolderclimates,theeffectsoffreezethawcyclesshouldbeanticipated.
Geotextilesandothersimilarmaterialsshouldbeconsideredwheresubsurfaceconditionswarrant,such
asinlocationswithswellingclaysubgrade.
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1
2
3
Experienceinroadwaypavementdesign,togetherwithsoundengineeringjudgment,canassistinthe
selectionanddesignofaproperpathpavementstructureandmayidentifyenergyconservingpractices,
suchastheuseofsulfurextendedasphalt,asphaltemulsions,porouspavement,andrecycledasphalt.
4
5
6
7
8
9
10
11
12
13
14
Whileloadsonsharedusepathswillbesubstantiallylessthanroadways,pathsshouldbedesignedto
sustainwheelloadsofoccasionalemergency,patrol,maintenanceandothermotorvehiclesthatare
expectedtouseorcrossthepath.Whenmotorvehiclesaredrivenonsharedusepaths,theirwheels
oftenwillbeat,orverynear,theedgesofthepath.Thiscancauseedgedamagethat,inturn,will
reducetheeffectiveoperatingwidthofthepath.Thepathshouldthereforebeconstructedofsufficient
widthtoaccommodatethevehicles,andadequateedgesupportshouldbeprovided.Edgesupportcan
beprovidedbymeansofstabilizedshoulders,flushorraisedconcretecurbing,oradditionalpavement
widthorthickness.Theuseofflushconcretecurbinghasotherlongtermmaintenancebenefits,suchas
reducingthepotentialforencroachmentofvegetationontothepathsurface.Ifraisedcurbsareused,
additionalpathwidthshouldbeprovided,asuserswillshyawayfromthecurb,resultinginanarrower
effectivepathwidth.
15
16
17
18
19
20
Itisimportanttoconstructandmaintainasmoothridingsurfaceonsharedusepaths.Pavements
shouldbemachinelaid;soilsterilizersshouldbeusedwherenecessarytopreventvegetationfrom
eruptingthroughthepavement.OnPortlandcementconcretepavements,thetransversejoints,
necessarytocontrolcracking,shouldbesawcut,ratherthantooled,toprovideasmootherride.Onthe
otherhand,skidresistancequalitiesshouldnotbesacrificedforthesakeofsmoothness.Broomfinishor
burlapdragconcretesurfacesarepreferred.
21
22
23
24
Utilitycoversandbicyclesafedrainagegratesshouldbeflushwiththesurfaceofthepavementonall
sides.Railroadcrossingsshouldbesmoothandbedesignedatananglebetween60and90degreesto
thedirectionoftravelinordertominimizethedangeroffalls.RefertoChapter4fordesigntreatments
thatcanbeusedtoimproverailroadcrossings.
25
26
27
28
Whereasharedusepathcrossesanunpavedroadordriveway,theroadordrivewayshouldbepaveda
minimumof20feet(6m)oneachsideofthecrossingtoreducetheamountofgravelscatteredontoor
alongthepathbymotorvehicles.Thepavementstructureatthecrossingshouldbeadequatetosustain
theexpectedloadingatthatlocation.
29
5.2.10.BRIDGESANDUNDERPASSES
30
31
32
33
Abridgeorunderpassmaybenecessarytoprovidecontinuitytoasharedusepath.The"receiving"
clearwidthontheendofabridge(frominsideofrailorbarriertoinsideofoppositerailorbarrier)
shouldallow2feet(0.6m)ofclearanceoneachsideofthepathway,asrecommendedinSection5.2.1.,
butunderconstrainedconditionsmaytapertothepathwaywidth.
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DRAFTFebruary2010
1
2
3
4
Carryingtheclearareasacrossthestructureshastwoadvantages.First,theclearwidthprovidesa
minimumhorizontalshydistancefromtherailingorbarrier,andsecond,itprovidesneeded
maneuveringspacetoavoidconflictswithpedestriansorbicyclistswhohavestoppedonthebridge
(e.g.,toadmiretheview).
5
6
7
8
Accessbyemergency,patrol,andmaintenancevehiclesshouldbeconsideredinestablishingdesign
clearancesofstructuresonsharedusepaths.Similarly,verticalclearancemaybedictatedbyoccasional
authorizedmotorvehiclesusingthepath.Wherepractical,aminimumverticalclearanceof10feet(3.0
m)isdesirableforadequateverticalshydistance.
9
10
11
12
13
Wheregradeseparationisdesiredbetweenapathandaroadwayorrailroad,designerssometimeshave
thechoicebetweenconstructingabridgeovertheroadwayorrailroad,andconstructingatunnelor
underpassundertheroadwayorrailroad.Theadjacenttopographytypicallyisthegreatestfactorin
determiningwhichoptionisbest,howeverallelsebeingequal,bridgesarepreferredtounderpasses
becausetheyhavesecurityadvantagesandarelesslikelytohavedrainageproblems.
14
15
16
17
Whenabridgeorunderpassisbuiltoverapublicrightofway(suchasaroad),aconnectionisoften
neededbetweenthepathandroadway,asthisrepresentsapotentialaccesspointforpedestriansand
bicyclists.Thisoftenrequiressignificantrampingorothermeanstoensureanaccessibleconnection
betweenthetwo.
18
19
20
21
22
23
24
Protectiverailings,fences,orbarriersoneithersideofasharedusepathonastandalonestructure
shouldbeaminimumof42inches(1m)high.Therearesomelocationswherea48inch(1.2m)high
railingshouldbeconsideredinordertopreventbicyclistsfromfallingovertherailingduringacrash.
Thisincludesbridgesorbridgeapproacheswherehighspeed,steepangle(25degreesorgreater)
impactsbetweenabicyclistandtherailingmayoccur,suchasatacurveatthefootofalong,
descendinggradewherethecurveradiusislessthanthatappropriateforthedesignspeedor
anticipatedspeed.
25
26
27
28
29
30
31
Openingsbetweenhorizontalorverticalmembersonrailingsshouldbesmallenoughthata6inch(150
mm)spherecannotpassthroughtheminthelower27inches(0.7m).Fortheportionofrailingthatis
higherthan27inches(0.7m),openingsmaybespacedsuchthatan8inch(200mm)spherecannotpass
throughthem.Thisisdonetopreventchildrenfromfallingthroughtheopenings.Whereabicyclists
handlebarmaycomeintocontactwitharailingorbarrier,asmooth,widerubrailmaybeinstalledata
heightofabout36inches(0.9m)to44inches(1.1m),toreducethelikelihoodthatabicyclists
handlebarwillbecaughtbytherailing(seeExhibit5.11).
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DRAFTFebruary2010
Exhibit5.11.ExampleBridgeRailing
3
4
5
6
Bridgesshouldbedesignedforpedestrianliveloadings.Wheremaintenanceandemergencyvehicles
maybeexpectedtocrossthebridge,thedesignshouldaccommodatethem.Onallbridgedecks,special
careshouldbetakentoensurethatbicyclesafeexpansionjointsareused,andthatdeckingmaterials
arenotslipperywhenwet.
7
8
9
10
11
Thereareoftenopportunitiestoretrofitpathstructurestoexistinghighwayorrailroadbridges.Usingan
existingbridgecanresultinsignificantcostsavingsandprovidepathcontinuityoverlargeriversand
otherobstacles.Theseretrofitscanbeaccomplishedinseveralways,includingcantileveringthepath
ontoanexistingbridge,orbyplacingthepathwithinthesubstructureoftheexistingbridgeasshownin
Exhibit5.12.
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DRAFTFebruary2010
Exhibit5.12.ExampleofBridgeStructures(photobyTooleDesignGroup)
3
4
5
6
7
Inmanysituations,thereisadesiretoretrofitapathunderabridgealongariverorwaterwayto
provideagradeseparatedcrossingofamajorroadorrailroad.Specialtreatmentsmaybenecessaryin
thesecircumstances.Thesepathsareoftenlocatedwithinafloodplain,sopathpavementandsubgrade
treatmentsmayneedtobeenhanced.Inextremecases,pathscanbebuiltbelowthenormalwater
level,requiringthatthewaterberetainedandapumpingsystembeprovidedforthepath.
5.2.11.DRAINAGE
9
10
11
12
Theminimumrecommendedpavementcrossslopeof1percentusuallyprovidesadequatedrainage.
Slopinginonedirectioninsteadofcrowningispreferredandusuallysimplifiesdrainageandsurface
construction.Anevensurfaceisessentialtopreventwaterpondingandiceformation.Onunpaved
sharedusepaths,particularattentionshouldbepaidtodrainagetoavoiderosion.
13
14
15
16
17
18
19
20
Dependingonsiteconditions,typicallypathswithcrossslopeinthedirectionoftheexistingterrainwill
providesheetflowofsurfacerunoffandavoidtheneedforchannelizingflowinditches,crossculverts,
andclosedpipesystems.However,whereasharedusepathisconstructedonthesideofaslopethat
hasconsiderablerunoff,orotherconditionsthatresultinrelativelyhighrunoff,aditchofsuitable
dimensionsshouldbeplacedontheuphillsidetointercepttheslopesdrainage.Suchditchesshouldbe
designedsothatnoundueobstacleorhazardispresentedtoerrantbicyclists.Wherenecessary,catch
basinswithdrainsshouldbeprovidedtocarrytheinterceptedwaterunderthepath.Bicyclesafe
drainagegratesandmanholecoversshouldbelocatedoutsidetheclearanceareaofthepathway.
21
22
23
Pathsthatarelocatedinlowlyingareasmayrequireattentiontootherdrainageissuesinthevicinity
thathavenotbeenpreviouslyaddressedtoensurethatthepathdrainsproperly,andthatretention
areaslocatedawayfromthepathwayareprovided.
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DRAFTFebruary2010
1
2
3
4
5
6
Topreventerosionintheareaadjacenttothesharedusepath,considerationshouldbegivento
preservingahardy,naturalgroundcover.Inaddition,pathwaydesignshouldmeetapplicablestorm
watermanagementregulations.Inanefforttoimprovewaterqualityandmanagethequantityof
runoff,lowimpactdevelopmenttechniquessuchasbioretentionswalesshouldbeconsidered.Other
erosionandsedimentcontrolmeasuresshouldbeemployedasnecessary,includingseeding,mulching,
andsoddingofadjacentslopes,swales,andothererodibleareas.
5.2.12.LIGHTING
8
9
10
11
12
Fixedsourcelightingcanimprovevisibilityalongpathsandatintersectionsatnightorunderotherdark
conditions.Lightingcanalsogreatlyimproveriders'abilitytodetectsurfacehazardsundersuch
conditions,evenwhentheirbicyclesareproperlyequippedwithheadlamps.Provisionoflightingshould
beconsideredwherenighttimeusageisanticipated,suchasonpathsthatprovideconvenient
connectionstotransitstopsandstations,schools,universities,shopping,andemploymentareas.
13
14
15
16
Wherenighttimeuseispermitted,pathwaylightingisnecessaryatpathroadwayintersections.If
nighttimeuseisprohibited,lightingatcrosswalksmaystillbenecessaryifthepathwayconnectsto
existingsidewalks,becausethecrossingisinthepublicrightofwayandmaybeusedatnightevenifthe
pathwayisnot.Lightingshouldalsobeconsideredinlocationswherepersonalsecurityisanissue.
17
18
19
20
21
22
23
24
Pedestrianscalelightingispreferredtotall,highwaystylelamps.Pedestrianscalelightingis
characterizedbyshorterlightpoles(standardsabout15ft[4.6m]high),lowerlevelsofillumination
(exceptatcrossings),closerspacingofstandards(toavoiddarkzonesbetweenluminaires),andhigh
pressuresodiumvaporormetalhalidelamps.Metalhalidelampsproducebettercolorrendition(white
light)thansodiumvaporlampsandcanfacilitateuserrecognitioninareaswithhighvolumesofnight
use.Dependingonthelocation,averagemaintainedhorizontalilluminationlevelsof0.5to2foot
candles(5to22lux)shouldbeconsidered.Forpersonalsafety,higherlevelsmaybeneededinsome
locations.
25
26
27
28
29
30
Placementoflightpolesshouldprovidetherecommendedhorizontalandverticalclearancesfromthe
pathway.Lightfixturesshouldbechosentoreducethelossoflightandmayneedtocomplywithlocal
"darksky"guidelinesandregulations.Theuseofsolarpoweredlightingcanbeconsidered;however
careshouldbetakentoensureitprovidesadequatelight.Solarpoweredlightingisofteninadequatein
locationswithsignificanttreecanopy,orinnorthernclimateswhereitsometimesfailstoprovide
enoughilluminationduringwintermonths.
31
32
33
Ifapathwayisusedinfrequentlyatnight,lightingcanbeprovidedatcertainhoursonly,basedonan
engineeringstudyofpathwayusage,forexampleupto11pm,andstartingat6am.Theseconditions
shouldbemadeknowntopathuserswithasignatpathentrances.Wherelightingisnotprovided,or
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DRAFTFebruary2010
1
2
onlyprovidedduringcertainhours,reflectiveedgelinesshouldbeprovidedasdescribedinSection
5.4.1.ofthischapter.
3
4
5
6
7
8
9
10
Lightingshouldbeprovidedinpathwaytunnelsandunderpasses.Atnight,lightingintunnelsis
importanttoprovidesecurity.Daytimelightingoftunnelsandunderpassesisoftennecessary,and
shouldbedesignedinamannersimilartothedesignoflightinginroadwaytunnels.Thisincludes
brighterlightingduringthedaythanatnight,duetothefactthatuserseyescannotmakefast
adjustmentstochanginglightconditions.Onlongtunnelsitisappropriatetousevaryinglightintensities
throughthetunnel,withhigherlevelsofilluminationneartheentrancesandlowerlevelsinthemiddle.
RefertotheRoadwayLightingDesignGuide(8)formoreinformationaboutdesigningappropriate
lightingintunnelsandunderpasses.
11
5.3.SHAREDUSEPATHROADWAYINTERSECTIONDESIGN
12
13
14
15
16
Thedesignofintersectionsbetweensharedusepathsandroadwayshasasignificantimpactonusers
comfortandsafety.Intersectiondesignshouldnotonlyaddresscrosstrafficmovements,butshould
alsoaddressturningmovementsofridersenteringandexitingthepath.Duetopotentialconflictsat
thesejunctions,carefuldesignshouldbeusedforpredictableandorderlyoperationbetweenshareduse
pathtrafficandothertraffic.
17
18
19
20
21
22
Regardlessofwhetherapathwaycrossesaroadwayatanexistingintersectionbetweentworoadways,
oratanewmidblocklocation,theprinciplesthatapplytogeneralpedestriansafetyatcrossings
(controlledanduncontrolled)aretransferabletopathwayintersectiondesign.Thereareawiderange
ofdesignfeaturesthatimprovepedestrianandbicyclistsafetyatsuchintersections.Thisguideprovides
ageneraloverviewofcrossingmeasures;othersources,suchastheAASHTOGuideforthePlanning,
DesignandOperationofPedestrianFacilities(9),shouldbeconsultedformoredetail.
23
24
25
26
27
Sharedusepathcrossingscomeinmanyconfigurationswithmanyvariables:thenumberofroadway
lanestobecrossed,dividedorundividedroadways,numberofapproachlegs,thespeedsandvolumes
oftraffic,andtrafficcontrolsthatrangefromuncontrolledtoyield,stop,orsignalcontrolled.Each
intersectionisuniqueandrequiresengineeringjudgmenttodetermineanappropriateintersection
treatment.
28
29
30
31
32
33
34
Duetothemixednatureofsharedusepathtraffic,thepractitionermustkeepinmindthespeed
variabilityofeachtravelmodeanditsresultingeffectondesignvalueswhenconsideringdesign
treatmentsforpathroadwayintersections.Thefastestvehicleshouldbeconsideredforapproach
speeds(typicallythebicyclistandmotorvehicle)asthesemodesarethemostlikelytosurprisecross
trafficattheintersection.Bycontrast,fordeparturesfromastoppedcondition,thecharacteristicsof
slowerpathusers(typicallypedestrians)mustbetakenintoaccountduetotheirgreaterexposureto
crosstraffic.
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1
2
Intersectionsbetweenpathwaysandroadwaysshouldbedesignedtobeaccessibletoallusers,as
statedinSection5.1.1.ofthischapter.
5.3.1.SHAREDUSEPATHCROSSINGTYPES
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7
Sharedusepathcrossingscanbebroadlycategorizedasmidblock,sidepath,orgradeseparated
crossings.Acrossingisconsideredmidblockifitislocatedoutsideofthefunctionalareaofanyadjacent
intersection.Insomerespects,amidblocksharedusepathcrossingcanbeconsideredasafourleg
intersection.
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9
10
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12
Asidepathcrossingoccurswithinthefunctionalareaofanintersectionoftwoormoreroadways(see
Exhibit5.13).Sidepathcrossingsaretypicallyparalleltoatleastoneroadway.Sidepathintersections
haveuniqueoperationalchallengesthataresimilartothoseofparallelfrontageroadways.Section5.2.2
coverstheseoperationalissuesindetail,andprovidesguidelinesforlocationswheresidepathsmaynot
beappropriate.
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17
Insomelocations,roadwayorpathtrafficconditionsmaywarrantconsiderationofagradeseparated
crossingconsistingofeitherabridgeovertheroadwayoranunderpassbeneaththeroadway.An
analysisshouldbemadetoassessthedemandforandviabilityofagradeseparatedcrossing.See
Section5.2.10.andthediscussionofgradeseparatedcrossingsintheAASHTOGuideforthe
DevelopmentofPedestrianFacilities.(9)
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Exhibit5.13.MidblockandSidepathCrossingsRelativetoIntersectionFunctionalArea
5.3.2.DESIGNOFMIDBLOCKCROSSINGS
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5
6
7
8
Thetaskofdesigningamidblockcrossingbetweenapathwayandaroadwayinvolvesanumberof
variables,includinganticipatedmixandvolumeofpathusers,thespeedandvolumeofmotorvehicle
trafficontheroadwaybeingcrossed,theconfigurationoftheroad,theamountofsightdistancethat
canbeachievedatthecrossinglocation,andotherfactors.Geometricdesignfeaturesandtraffic
controlsmustbeusedincombinationtoachievesafeandefficientaccommodationsforallusers.
GEOMETRICDESIGNISSUESATCROSSINGS
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11
12
13
14
15
Thedesignapproachfortheintersectionofasharedusepathwitharoadwayissimilartothedesign
approachusedfortheintersectionoftworoadwaysinthefollowingways:
Theintersectionshouldbeconspicuoustobothroadusersandpathusers.
Sightlinesshouldbemaintainedtomeettherequirementsofthetrafficcontrolprovided.
Intersectionsandapproachesshouldbeonrelativelyflatgrades.
Intersectionsshouldbeasclosetoarightangleaspossible,giventheexistingconditions.
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2
3
4
5
6
7
8
Theleasttrafficcontrolthatiseffectiveshouldbeselected.
Itispreferableformidblockpathcrossingstointersecttheroadwayatanangleascloseto
perpendicularaspractical,soastominimizetheexposureofcrossingpathusersandmaximizesight
lines.Acrossingskewedat30degreesistwiceaslongasaperpendicularcrossing,doublingthe
exposureofpathuserstoapproachingmotorvehicles,andincreasingdelaysformotoristswhomust
waitforpathuserstocross.Retrofittingskewedpathcrossingscanreducetheroadwayexposurefor
pathusers.Exhibit5.14depictsapathrealignmenttoachievea90degreecrossing.Aminimum60
degreecrossinganglemaybeacceptabletominimizerightofwayrequirements.(2)
10
Exhibit5.14.CrossingAngleforMidblockPath
11
SPECIALISSUESWITHASSIGNMENTOFRIGHTOFWAY
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13
14
15
16
17
18
19
Sharedusepathsareuniqueintermsoftheassignmentoftherightofway,duetothelegal
responsibilityofdriverstoyieldto(orstopfor)pedestriansincrosswalks.Moststatecodesalso
stipulatethatapedestrian(andbypresumedextensioninmanystates,acyclistenteringapath
crosswalk)maynotsuddenlyleaveanycurb(orplaceofsafety)andwalkorrunintothepathofa
vehiclethatissoclosethatitisimpossibleforthedrivertoyield.Theresultisamutualyielding
responsibilityamongmotorvehicledriversandpathusers,dependinguponthetimingoftheirarrivalat
anintersection.Thespeeddifferentialbetweenbicyclistsandpedestriansonthepathwaymustalsobe
takenintoaccount.Bicyclistsapproachtheintersectionatafargreaterspeedthanpedestrians,andthey
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2
3
desiretomaintaintheirspeedasmuchaspossible.Theresultisaneedtoremindbicyclistsoftheir
responsibilitytoyieldorstop,whilenotconfusingtheissueofwhohasthelegalrightofwayatmidblock
crossings.
4
5
6
7
8
9
Giventhesecomplexities,themostprudentapproachwhendeterminingtheappropriatesafetyand
controlmeasuresatmidblockpathwayintersectionsistofirstdeterminewhatmeasuresareneededfor
pedestriansafetyandaccess(asdescribedbelow),asitmaybedeterminedthroughthisprocessthata
pedestriansignalorbeaconisneeded.Ifasignalorabeaconisnotneeded,thenextstepisto
determineclearsighttrianglesonthemajorandminorapproaches,soastoevaluateapplicabilityof
yieldcontrolontheminorapproach.Engineeringjudgmentshouldbeapplied.
10
DETERMININGAPPROPRIATECROSSINGMEASURES
11
12
13
Pedestriansamounttoasubstantialshareofusersonmostpathsandexperiencethegreatestamount
ofexposureatintersections.Uncontrolledpathwaycrossingsdesignedforpedestriansafetywillresult
inbettersafetyforallusers.
14
15
16
17
18
19
Highvisibilitymarkedcrosswalksarerecommendedatalluncontrolledpathroadwayintersections.On
roadwayswithlowtrafficvolumesandspeedswheresightdistancesareadequate,themarked
crosswalkshouldbesufficienttoaddresspedestriansafety.However,additionalcrossingmeasures
(suchasreducingtrafficspeeds,shorteningcrossingdistance,enhancingdriverawarenessofthe
crossing,and/orprovidingactivewarningofcrosswalkuserpresence)areneededatuncontrolled
locationswherethespeedlimitexceeds40milesperhourandeither:
20
21
22
23
TheroadwayhasfourormorelanesoftravelwithoutaraisedcrossingislandandanADTof
12,000vehiclesperdayorgreater;or
Theroadwayhasfourormorelanesoftravelwitharaisedcrossingisland(eitherexistingor
planned)andanADTof15,000vehiclesperdayorgreater.(10)
24
DETERMININGPRIORITYASSIGNMENT
25
26
27
28
29
30
31
32
Inconventionalroadwayintersectiondesign,rightofwayisassignedtothehighervolumeand/orhigher
speedapproach.Inthecaseofapathroadwayintersection,uservolumesonthepathshouldbe
considered.Whileinmanycasesroadwayswillhavegreatervolumes,uservolumesonpopularpaths
sometimesexceedtrafficvolumesonminorcrossedstreets.Insuchsituations,totaluserdelaymaybe
minimizedifroadwaytrafficyieldstopathtraffic,andgivencyclists'reluctancetolosemomentum,such
anoperatingpatternoftendevelopsspontaneously.Insuchsituations,YIELDorSTOPcontrolismore
appropriatelyappliedontheroadwayapproaches(givenananalysisofspeeds,sightdistances,etc.as
describedbelow).
33
34
Changesinuservolumesovertimeshouldalsobeconsidered.Newsharedusepathsareoftenbuiltin
segments,resultinginlowinitialvolumes.Inthatcase,assignmentofprioritytoroadwaytrafficis
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3
usuallyappropriate.However,pathvolumesmayincreaseovertime,raisingtheneedtoreexamine
priorityassignment.Trafficflowsatpathroadwayintersectionsshouldbereviewedoccasionallyto
assurethatthepriorityassignmentremainsappropriate.
ROUTINEUSEOFSTOPSIGNS
5
6
7
8
9
10
Applicationofintersectioncontrols(YIELDsigns,STOPsigns,ortrafficsignals)shouldfollowtheprinciple
ofprovidingtheleastcontrolthatiseffective.Installingunwarrantedorunrealisticallyrestrictive
controlsonpathapproachesinanattempttoprotectpathuserscanleadtodisregardofcontrolsand
intersectionoperatingpatternsthatareroutinelydifferentthanindicatedbythecontrols.Thiscan
increaseanunfamiliaruser'sordriver'sriskofcollision,andpotentiallyleadtoalossofrespectforthe
controlatwarrantedlocations.
11
12
13
14
15
16
17
Acommonmisconceptionisthattheroutineinstallationofstopcontrolforthepathwayisaneffective
treatmentforpreventingcrashesatpathroadwayintersections.PoorbicyclistcompliancewithSTOP
signsatpathroadwayintersectionsiswelldocumented.Bicycliststendtooperateasthoughthereare
YIELDsignsattheselocations:theyslowdownastheyapproachtheintersection,lookforoncoming
traffic,andproceedwiththecrossingifitissafetodoso.Yieldcontrol(eitherforvehiculartrafficon
theroadwayorforusersonthepathway)canthereforebeaneffectivesolutionatsomemidblock
crossings,asitencouragescautionwithoutbeingoverlyrestrictive.
18
EVALUATINGSIGHTDISTANCETOSELECTTYPEOFCONTROL
19
20
21
22
Intersectionsightdistance(sighttriangles)isafundamentalcomponentinselectingtheappropriate
controlatamidblockpathroadwayintersection.Asdescribedabove,theleastrestrictivecontrolthatis
effectiveshouldbeused.Asnotedinhorizontalsightdistanceequation(Equation55),thelineofsight
isconsideredtobe2.3feet(0.7m)abovetheroadwayorpathsurface.
23
24
25
Roadwayapproachsightdistanceanddeparturesighttrianglesshouldbecalculatedinaccordancewith
proceduresdetailedintheAASHTOPolicyonGeometricDesignofHighwaysandStreets(11),asmotor
vehicleswillcontrolthedesigncriteria.
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30
31
32
33
Generally,pathwayapproachsightdistanceshouldbecalculatedutilizingthefastesttypicalpathuser,
whichinmostcasesistheadulttwowheeledbicyclist.Undercertainconditionsitmaybenecessaryor
desirabletouseadifferentdesignuser(thereforedifferentapproachspeed)iftheyaremoreprevalent
andrepresentafastervalue.Ideally,approachsighttrianglesprovideanunobstructedviewofthe
entireintersectionandasufficientamountoftheintersectingfacilitytoanticipateandavoidapotential
collisionwithcrossingtraffic,regardlessofthetrafficcontrol.Approachestouncontrolledandyield
controlledintersectionsshouldprovidetherecommendedapproachsighttriangle,orelseamore
restrictivecontrolshouldbeconsidered.
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2
3
4
5
6
7
8
9
10
11
12
Approachsighttrianglesneededforyieldcontroldependonthedesignspeedsofboththepathandthe
roadway.Ifyieldcontrolistobeusedforeithertheroadwayapproachorthepathapproach,available
sightdistanceshouldbeadequateforatraveleroneitherapproachtoslow,stop,andavoidatraveler
ontheotherapproach.Theroadwaylegofthesighttriangleisbasedonbicyclistsabilitytoreachand
crosstheroadwayiftheydontseeapotentiallyconflictingvehicleapproachingontheroadway,and
havejustpassedthepointwheretheycanexecuteastopwithoutenteringtheintersection(seeExhibit
5.15andEquation56).SeeEquation53andExhibit5.7forbicycliststoppingsightdistance.Similarto
theroadwayapproach,thepathlegofthesighttriangleisbasedonmotoristsabilitytoreachandcross
thejunctioniftheydontseeapotentiallyconflictingpathuserapproaching,andhavepassedthepoint
wheretheycanexecuteastopwithoutenteringtheintersection.Thelengthalongthepathlegofeach
approachisgivenbyEquation571.Ifthisyieldsighttrianglecannotbeprovided,amorerestrictive
controlisrequired.
13
14
15
16
17
Exhibit5.15.YieldSightTriangles
Equation57accountsforreducedmotorvehiclespeedsperstandardpracticeintheAASHTOPolicyon
GeometricDesignofHighwaysandStreets.(10)
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USCustomary
ta =
Metric
S
1.47V path
t g = ta +
ta =
w + La
1.47V path
S
0.278V path
t g = ta +
a = 1.47Vroad t g
w + La
0.278V path
a = 0.278Vroad t g
where:
where:
tg
ta
La
V path
traveltimetoreachandcleartheroad
(s)
lengthoflegofsighttrianglealongthe
roadwayapproach(ft)
traveltimetoreachtheroadfromthe
decisionpointforapathuserthat
doesntstop(s)
widthoftheintersectiontobecrossed
(ft)
designspeedofthepath(mph)
tg
ta
La
V path
traveltimetoreachandcleartheroad
(s)
roadwayapproach(m)
traveltimetoreachtheroadfromthe
decisionpointforapathuserthat
doesntstop(s)
(m)
designspeedofthepath(km/h)
Vroad
designspeedoftheroad(mph)
Vroad
designspeedoftheroad(km/h)
stoppingsightdistanceforthepathuser
travelingatdesignspeed(ft)
stoppingsightdistanceforthepathuser
travelingatdesignspeed(m)
Equation56.LengthofRoadwayLegofSightTriangle
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USCustomary
ta =
Metric
1 . 47 V e 1 . 47 V b
ai
t g = ta +
ta =
w + La
0.88Vroad
0.278Ve 0.278Vb
ai
t g = ta +
b = 1.47V patht g
w + La
0.167Vroad
b = 0.278V patht g
where:
where:
tg
ta
Ve
Vb
ai
La
V path
Vroad
=
=
=
traveltimetoreachandclearthepath
(s)
pathapproach(ft)
traveltimetoreachthepathfromthe
decisionpointforamotoristthat
doesntstop(s).Forroadapproach
gradesthatexceed3percent,value
shouldbeadjustedinaccordancewith
theAASHTOGreenBook(10)
speedatwhichthemotoristwould
entertheintersectionafterdecelerating
(mph)(assumed0.60xroaddesign
speed)
speedatwhichbrakingbythemotorist
begins(mph)(sameasroaddesign
speed)
2
motoristdecelerationrate(ft/s)on
intersectionapproachwhenbrakingtoa
stopisnotinitiated
2
(assume5.0ft/s)
(ft)
lengthofthedesignvehicle(ft)
designspeedofthepath(mph)
designspeedoftheroad(mph)
tg
ta
Ve
Vb
ai
La
V path
Vroad
=
=
=
traveltimetoreachandclearthepath
(s)
pathapproach(m)
traveltimetoreachthepathfromthe
decisionpointforamotoristthat
doesntstop(s).Forroadapproach
gradesthatexceed3percent,value
shouldbeadjustedinaccordancewith
theAASHTOGreenBook(10)
speedatwhichthemotoristwould
entertheintersectionafterdecelerating
(km/h)(assumed0.60xroaddesign
speed)
speedatwhichbrakingbythemotorist
begins(km/h)(sameasroaddesign
speed)
2
motoristdecelerationrate(m/s)on
intersectionapproachwhenbrakingtoa
stopisnotinitiated
2
(assume1.5ft/s)
(m)
lengthofthedesignvehicle(m)
designspeedofthepath(km/h)
designspeedoftheroad(km/h)
Equation57.LengthofPathLegofSightTriangle
4
5
6
7
Determiningsufficientstopandsignalcontrolledapproachsightdistanceissimplerthanyield
controlled.Regardlessofwhichapproachhasstopcontrolorwhethertheintersectionissignal
controlled,theroadwayandpathapproachestoanintersectionshouldalwaysprovideenoughstopping
sightdistancetoobeythecontrol,andexecuteastopbeforeenteringtheintersection.
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10
Departuresightdistanceforthepathshouldbebasedontheslowestuserwhowillhavethemost
exposuretocrossingtraffic.Thisistypicallythepedestrian.However,becausepathcrossingsalso
functionaslegalcrosswalks,akeysightdistanceconsiderationisstoppingsightdistancefortheroadway
approachtoprovideadequatedistanceforthemotorvehicletostopifthepathuseriseitheralreadyin
thecrosswalk,orisjustbeginningtoenterit.Ideally,departuresightdistanceprovidesstopped
pathwayuserswithenoughsightdistanceoftheintersectingroadwaytojudgeadequategapsin
oncomingtraffictocrosstheroadsafely.Thistypeofdeparturesightdistanceisdesirableforyieldand
stopcontrolledpathapproaches.Undercertainconditionsitmaybenecessaryordesirabletousea
differentdesignuser(andthereforedifferentdeparturespeed)iftheyaremoreprevalentandrepresent
aslowervalue.
11
12
13
Regardlessofintersectionsighttrianglelengths,roadwayandpathapproachestoanintersectionshould
alwaysprovideenoughstoppingsightdistancetoavoidhazardsorpotentialconflictswithinthe
intersection.
14
Multiway(i.e.,allway)stopsatpathroadwayintersectionsarenotrecommended.
15
16
17
18
19
20
21
Atanintersectionofasharedusepathwithawalkway,aclearsighttriangleextendingatleast15ft(4.6
m)alongthewalkwayshouldbeprovided(seeExhibit5.16).Theclearsightlinewillenablepedestrians
approachingthepathwaytoseeandreacttooncomingpathtraffictoavoidpotentialconflictsatthe
pathwalkwayintersection.Ifasharedusepathintersectsanothersharedusepath,sighttriangles
shouldbeprovidedsimilartoayieldconditionatapathroadwayintersection.However,bothlegsof
thesighttriangleshouldbebasedonthestoppingsightdistanceofthepaths.UseEquation56forboth
legsofthesighttriangle.
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Exhibit5.16.MinimumPathWalkwaySightTriangle
MIDBLOCKSIGNALIZEDINTERSECTIONS
4
5
6
7
8
9
10
Iftrafficandroadwaycharacteristicsmakecrossingdifficultforthepathuser,theneedforasignalor
activewarningdevice(suchasabeacon)shouldbeconsideredbasedontrafficvolumes,speed,number
oflanes,andavailabilityofarefuge.Guidanceontheneedforadditionalcrossingmeasuresisprovided
inFHWAsSafetyEffectsofMarkedversusUnmarkedCrosswalksatUncontrolledLocations:FinalReport
andRecommendedGuidelines(10).Theuseofpathuservolumetodeterminetheneedforasignalized
crossingmaynotbeappropriate.Insomesituationsthepathusermaynothaveaccesstoanother
appropriatecrossinglocation.
11
MoreinformationonsignalsatpathroadwayintersectionsisprovidedinSection5.4.3.
12
5.3.3.EXAMPLESOFMIDBLOCKINTERSECTIONCONTROLS
13
14
15
16
17
Exhibits5.17,5.18,5.19and5.20illustratevariousexamplesofmidblockcontroltreatments.Theyshow
typicalpavementmarkingandsigncrossingtreatments.Thesediagramsareillustrativeandarenot
intendedtoshowallsignsandmarkingsthatmaybenecessaryoradvisable,oralltypesofdesign
treatmentsthatarepossibleattheselocations.Eachgraphicassumestheappropriateminimumsight
distancesareprovidedfortheroadwayandthepath.
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Exhibit5.17.ExampleofMidblockPathRoadwayIntersectionPathisYIELDControlled
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2
Exhibit5.18.ExampleMidblockPathRoadwayIntersectionRoadwayisYIELDControlled
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Exhibit5.19.ExampleofMidblockPathRoadwayIntersectionPathisSTOPControlled
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Exhibit5.20.ExampleMidblockPathRoadwayIntersectionRoadwayisSTOPControlled
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5.3.4.SIDEPATHINTERSECTIONDESIGNCONSIDERATIONS
3
4
5
6
7
AsdescribedinSection5.2.2.,thereareavarietyofoperationalchallengeswhenpathwaysareprovided
adjacenttoroadways(sidepaths).Dependinguponmotorvehicleandpathwayuserspeeds,thewidth
andcharacteroftheadjacentroadway,theamountofseparationbetweenthepathwayandthe
roadway,andthecharacteristicsofconflictpoints,sidepathtravelmayinvolvelesserorgreaterriskof
motorvehiclecollisionforcycliststhanroadwaytravel.
8
9
Thefirstandmostimportantstepistoobjectivelyassesswhetherthelocationisacandidateforatwo
waysidepath.GuidanceonthisissueisgiveninSection5.2.2.
10
11
12
13
14
15
16
17
Assumingthatthelocationhasbeendeterminedtobeacandidateforatwowaysidepath,pathway
widthandseparationfromroadwayatintersectionsanddrivewaysshouldbedeterminedwithrespect
toroadwayspeedsandnumberoflanes.Motoristsonmultilaneroadwayswithhigherspeedsaremore
distractedbydrivingconditions,andarelesslikelytonoticethepresenceofbicyclistsonthesidepath
duringturningmovements.Onroadswithspeedlimitsof50mphorgreater,increasingtheseparation
fromroadwayisrecommendedtoimprovepathusersafety.Atlowerspeeds,greaterseparationdoes
notimprovesafety;thereforethesidepathshouldbelocatedincloseproximitytotheparallelroadway
atintersections,somotoriststurningofftheroadwaycanbetterdetectsidepathriders.(12)
18
19
20
21
Inallcases,thekeytooptimizingusersafetyatdrivewaysandintersectionsistoreducespeedsofboth
pathusersandmotoristsatconflictpoints,increasethepredictabilityoftrailandroaduserbehavior,
andlimittheamountofexposureattheseconflictpointsasmuchaspossible.Designmeasuresto
accomplishthisarediscussedbelow:
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23
24
25
26
27
28
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30
31
32
33
Reducethefrequencyofdriveways,theirwidths,and(wherepractical)thevolumeofmotor
vehiclecrossingsthroughaccessmanagement.Forexample,combinedrivewaysofadjacent
properties,reducedrivewaywidthtotheminimumneededtoaccommodateingressandegress
volumes,limitaccessbyinstallingchannelizationdevicesthatonlyallowrightin/rightout
movements,andprovidemedianrefugeislandsforwidedriveways.
Designintersectionstoreducedriverspeedsandheightenawarenessofpathusers.Strategies
includetightercornerradii,avoidanceofhighspeedfreeflowingmovements(suchasramp
styleturns),providingmedianrefugeislands,ensuringadequatesightdistancesbetween
intersectingusers,andothermeasurestoreducemotorvehiclespeedsatintersections.
Designdrivewaystoreducedriverspeedsandheightenawarenessofpathusers.Strategiescan
includetightercornerradii,maintainingadequatesightdistances,andkeepingthepathsurface
continuousacrossthedrivewayentrance,sothatitisclearthatmotoristsarecrossinganarea
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7
8
9
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34
wherethepathuserhastherightofway,amongothermeasures.ATURNINGVEHICLESYIELD
TOPEDESTRIANS(R1015)signmaybeusedtoincreasedriverawarenessattheseandother
appropriatelocations.
Considerdesignmeasuresonapproachestointersectionsanddrivewaysthatencouragelower
speedsforpathwayapproaches.Thereareavarietyofmeasuresthatjurisdictionshaveusedto
encouragelowerspeeds,howeveritisimportantthatthesemeasuresnotpresentahazardto
pathwayusers,orcausethepathwaytobecomeinaccessible.Thisisanotherreasonwhyin
manycasesitisimportanttoaccommodatebicyclesontheroadwayaswellasthesidepath,so
thatbicyclistswhoprefertotravelatfasterspeedsmaydosoontheroadway.
Employmeasuresontheparallelroadway(appropriatetotheroadwayfunction)toreduce
speeds.Thesemayinclude,amongothers,installationofraisedmedians,reductionofthe
numberoftravellanes,andprovisionofonstreetparking(configuredsoastoavoidrestriction
ofsightlinesatdriveways).
Designintersectioncrossingstofacilitatebicycleaccesstoandfromtheroadordrivewaythatis
beingcrossed,asthislocationrepresentsanentryandexitpointtothepathway.
Keepapproachestointersectionsandmajordrivewaysclearofobstructionsduetoparked
vehicles,shrubs,andsignsonpublicorprivateproperty.Consideraddingstopbarsoryield
markingsforvehiclespullinguptothesidepathintersection.
Designsidepathterminisoastofacilitatepropervehicularoperationofcyclistsenteringfromor
continuingontheroadway.
Atsignalizedintersections,thepathwayshouldbeintegratedintothecontrolsoftheintersection
followingthesameprinciplesasapedestriancrossing.Careshouldbetakentoavoidturning
movementsthatwillconflictwiththegreensignalforthepathway.Solutionsincludeprohibitingright
turnsonred,eliminatingaphasewhichallowsleftturnsonagreenballwhereitconflictswiththe
pedestriansignal,providingaleadingpedestrianinterval,andprovidinganexclusivepedestrianphase
wheretherearehighvolumesofpathusers.Pedestriancountdownsignalheadsandaccessiblepush
buttonsshouldbeprovidedalongwithhighvisibilitycrosswalks,crossingislandsatwideintersections,
andsufficientspaceforqueuingcyclistsifhighvolumesofpathwayusersareexpected.
Asdescribedabove,inlocationswherethetrailparallelsahighspeedroadwayandcrossesaminor
road,itisadvisabletomovethecrossingawayfromtheintersectiontoamidblocklocation.Bymoving
thecrossingawayfromtheintersection,motoristsareabletoexitthehighspeedroadwayfirst,and
thenturntheirattentiontothepathwaycrossing.
35
36
Pathusersshouldneverbegivenconflictingtrafficcontrolmessages(e.g.,withuseofaSTOPsignata
signalizedintersection),leavingitunclearastowhichdeviceshouldbeobeyed.
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5.3.5.OTHERINTERSECTIONTREATMENTS
CURBRAMPSANDAPRONS
3
4
5
6
7
8
Theopeningofasharedusepathattheroadwayshouldbeatleastthesamewidthastheshareduse
pathitself.Ifacurbrampisprovided,therampshouldbethefullwidthofthepath,notincludingany
sideflaresifutilized.Theapproachshouldprovideasmoothandaccessibletransitionbetweenthepath
andtheroadway.TherampshouldbedesignedinaccordancewiththedraftPROWAG.(1)Detectable
warningsshouldbeplacedacrossthefullwidthoftheramp.A5foot(1.5m)radiusorflaremaybe
consideredtofacilitateturnsforbicyclists.
9
10
Unpavedsharedusepathsshouldbeprovidedwithpavedapronsextendingaminimumof20feet(6m)
frompavedroadsurfaces.
11
PATHWIDENINGATINTERSECTIONS
12
13
14
Forlocationswherequeuingatanintersectionresultsincrowdingattheroadwayedge,consideration
canbegiventowideningthepathapproach.Thiscanincreasethecrossingcapacityandhelpreduce
conflictsatpathentrances.
15
SHAREDUSEPATHCHICANES
16
17
18
19
20
21
Chicanes(i.e.,horizontalcurvature)canbedesignedtoreducepathusersapproachspeedsat
intersectionswhereusersmuststoporyield,orwheresightdistanceislimited.Careshouldbetakento
endchicanesfarenoughinadvanceoftheintersectiontoallowtheusertofocusonthecurvesinthe
pathwayfirst,thentheapproachingintersection(ratherthanbothatthesametime).Asolidcenterline
stripeisrecommendedatchicanestoreducetheinstancesofbicyclistscuttingthecornersofthe
curves.Chicanesshouldnotbedesignedforspeedslessthan8mph(13km/h).
22
RESTRICTINGMOTORVEHICLETRAFFIC
23
24
25
26
Unauthorizedaccessbymotorvehiclesisaproblemonsomepathways.Ingeneral,thisisagreater
issueonpathwaysthatextendthroughindependentcorridorsthatarenotvisiblefromadjacentroads
andproperties.PertheMUTCD(3),theR53NOMOTORVEHICLESsigncanbeusedtoreinforcethe
rules.
27
28
29
30
Theroutineuseofbollardsandothersimilarbarrierstorestrictmotorvehicletrafficisdiscouraged,
unlessthereisaknownhistoryofusebyunauthorizedmotorvehicles.Barrierssuchasbollards,fences,
orothersimilardevicescreatepermanentfixedobjecthazardstopathusers.Bollardsonpathwaysare
oftenstruckbycyclistsandotherpathusersandcancauseseriousinjury.Approachingridersmayshield
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2
evenaconspicuousbollardfromafollowingrider'sviewuntilapointwherehelackssufficienttimeto
react.
3
4
5
6
Furthermore,physicalbarriersareoftenineffectiveatthejobtheywereintendedforkeepingout
motorizedtraffic.Peoplewhoaredeterminedtousethepathillegallywilloftenfindawayaroundthe
physicalbarrier,damagingpathstructuresandadjacentvegetation.Barrierfeaturescanalsoslow
accessforemergencyresponders.
7
8
9
10
11
12
Apreferredmethodofrestrictingentryofmotorvehiclesistosplittheentrywayintotwosections
separatedbylowlandscaping.Eachsectionshouldbehalfthenominalpathwidth;forexamplea10
foot(3m)pathshouldbesplitintotwo5foot(1.5m)sections.Emergencyvehiclescanstillenterif
necessarybystraddlingthelandscaping.Alternatively,itmaybemoreappropriatetodesignate
emergencyvehicleaccessviaprotectedaccessdrivesthatcanbesecured.Theapproachtothesplit
shouldbedelineatedwithsolidlinepavementmarkingstoguidethepathuseraroundthesplit.
13
14
Wheretheneedforbollardsorotherverticalbarriersinthepathwaycanbejustifieddespitethehazard
posedtocyclists,measuresshouldbetakentoensuretheyareassafeaspossible(13):
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
Bollardsshouldbemarkedwitharetroreflectorizedmaterialonbothsidesorappropriate
objectmarkers,perSection9B.26oftheMUTCD.
Bollardsshouldpermitpassage,withoutdismounting,foradulttricycles,bicyclestowing
trailers,andtandembicycles.Bollardsshouldnotrestrictaccessforpeoplewithdisabilities.
Alluserslegallypermittedtousethefacilityshouldbeaccommodated;failuretodoso
increasesthelikelihoodthatthebollardswillbehazardous.
Bollardplacementshouldprovideadequatesightdistancetoallowuserstoadjusttheir
speedtoavoidhittingthem.
Bollardsshouldbeaminimumheightof40inches(1.0m)andminimumdiameterof4
inches(100mm).Somejurisdictionshaveusedtallerbollardsthatcanbeseenaboveusers
inordertoreinforcetheirvisibility.
StripinganenvelopearoundtheapproachtothepostisrecommendedasshowninExhibit
5.21toguidepathusersaroundtheobject.
Onestrategyistouseflexibledelineators,whichmayreduceunauthorizedvehicleaccess
withoutcausingtheinjuriesthatarecommonwithrigidbollards.
Bollardsshouldonlybeinstalledinlocationswherevehiclescannoteasilybypassthe
bollard.Useofonebollardinthecenterofthepathispreferred.Whenmorethanonepost
isused,anoddnumberofpostsat6foot(1.8m)spacingisdesirable.Twopostsarenot
recommended,astheydirectopposingpathuserstowardsthemiddle,creatingconflictand
thepossibilityofaheadoncollision.Widerspacingcanallowentrytomotorvehicles,while
narrowerspacingmightprevententrybyadulttricycles,wheelchairusers,andbicycleswith
trailers.
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2
3
4
5
6
Bollardsshouldbesetbackfromtheroadwayedgeaminimumof30feet(10m).Bollards
setbackfromtheintersectionallowpathuserstocompletetheirnavigationofthepotential
hazardbeforeapproachingtheroadway.
Hardwareinstalledinthegroundtoholdabollardorpostshouldbeflushwiththesurface
toavoidcreatinganadditionalsafetyhazard.
Lockable,removable(orreclining)bollardsallowentrancebyauthorizedvehicles.
Exhibit5.21.BollardApproachMarkings
CROSSINGISLANDS
10
11
12
13
14
15
16
Raisedmediansareassociatedwithsignificantlylowerpedestriancrashratesatmultilanecrossings.
Althoughcrossingislands(ormedians)canbehelpfulonmostroadtypes,theyareofparticularbenefit
atpathroadwayintersectionsinwhichoneormoreofthefollowingapply:(1)highvolumesofroadway
trafficand/orspeedscreatedifficultcrossingconditionsforpathusers;(2)roadwaywidthisexcessive
giventheavailablecrossingtime;or(3)theroadwayisthreeormorelanesinwidth.Inadditionto
improvingbicyclesafety,crossingislandsbenefitchildren,theelderly,peoplewithdisabilities,and
otherswhotravelslowly.
17
18
19
20
21
22
23
24
Crossingislandsshouldbelargeenoughtoaccommodateplatoonsofusers,includinggroupsof
pedestriansand/orbicyclists,tandembicycles(whichareconsiderablylongerthanstandardbicycles),
wheelchairs,peoplewithbabystrollersandequestrians(ifthisisapermittedpathuse).Theareamaybe
designedwiththestoragealignedperpendicularlyacrosstheislandorviaadiagonaloroffsetstorage
bay(seeexampleinExhibit5.22).Thediagonalstorageareahastheaddedbenefitofdirecting
attentiontowardsoncomingtraffic,andshouldthereforebeangledtowardsthedirectionfromwhich
trafficisapproaching.CrossingislandsshouldbedesignedinaccordancewiththedraftPublicRightsof
WayAccessibilityGuidelines(PROWAG).(1)
25
26
Theminimumwidthofthestoragearea(shownasdimensionYinExhibit5.22)shouldbe6feet(1.8
m),however10feet(3m)ispreferredinordertoaccommodateabicyclewithatrailer.
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Exhibit5.22.CrossingIsland(seeEquation58tocomputetaperlength)
USCustomary
,where
,where
where:
L=taperlength(ft)
W=offsetwidth(ft)
V=approachspeed(mph)
Metric
V
45mph
45mph
,whereV
,where
70 km/h
V
where:
L=taperlength(m)
W=offsetwidth(m)
V=approachspeed(km/h)
Equation58.TaperLength
185
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1
5.3.6.ADDITIONALBICYCLECROSSINGCONSIDERATIONS
TRANSITIONZONES
3
4
5
6
Whereasharedusepathcrossesorterminatesatanexistingroad,itisimportanttointegratethepath
intotheexistingsystemofonroadbicyclefacilitiesandsidewalks.Careshouldbetakentoproperly
designtheterminustotransitionthetrafficintoasafemergingordivergingsituation.Appropriate
signingisnecessarytowarnanddirectbothbicyclistsandmotoristsregardingthesetransitionareas.
7
8
Eachroadwaycrossingisalsoanaccesspoint,andshouldthereforebedesignedtofacilitatemovements
ofpathuserswhoeitherenterthepathfromtheroad,orplantoexitthepathandusetheroadway.
TRAFFICCALMINGFORINTERSECTIONS
10
11
12
13
14
Atcrossinglocationswherethespeedofapproachingroadwaytrafficisaconcern,trafficcalming
measuresmaybehelpful.Thesecanincludelocationswhereroadwayusersareexpectedtoyieldto
pathusersandsidepathcrossingswheremotoriststurnacrossthepath.Slowermotoristapproach
speedscanimprovetheabilityofpathuserstojudgegaps,improvemotoristspreparednesstoyieldto
pathusersatthecrossing,andreducetheseverityofinjuriesintheeventofacollision.
15
16
Trafficcalmingmeasuresthatmaybeappropriateincludearaisedintersectionorraisedcrosswalk,
chicanes,curbextensions,speedcushions,crossingislands,andcurbradiusreductionatcorners.
17
18
19
Trafficcalmingmeasuresatpathroadwayintersectionsshouldnotbedesignedinawaythatmakes
pathaccessinconvenientorunsafeforbicyclistsontheroadwaywhomaywishtoenterthepath,or
viceversa..
20
SHAREDUSEPATHSTHROUGHINTERCHANGES
21
22
23
Whereasharedusepathisparalleltoaroadwaythatintersectswithafreeway,separationand
continuityofthepathshouldbeprovided.Usersshouldnotberequiredtoexitthepath,rideon
roadwaysand/orsidewalksthroughtheinterchange,andthenresumeridingonapath.
24
25
26
27
28
Athighervolumeinterchanges,apathmayneedgradeseparatedcrossingstoenableuserstocross
freeflowexitandentrancerampswithreasonableconvenienceandsafety.Anengineeringanalysis
shouldbedonetodetermineifgradeseparationisnecessary.Awayfromramps,pathscanoftenbe
carried(withappropriateroadwayseparationorbarrier)onthesamestructurethatcarriestheparallel
roadwaythroughtheinterchange.SeeSection5.2.10.forguidanceonthedesignofstructures.
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1
5.4.PAVEMENTMARKINGS,SIGNS,ANDSIGNALS
2
3
4
5
TheMUTCD(3)regulatesthedesignanduseofalltrafficcontroldevices.Part9oftheMUTCDpresents
standardsandguidanceforthedesignanduseofsigns,pavementmarkings,andsignalsthatmaybe
usedtoregulate,warn,andguidecyclistsonroadwaysandpathways.OtherpartsoftheMUTCDalso
includeinformationrelevanttosharedusepathoperationandshouldbeconsultedasnecessary.
5.4.1.PAVEMENTMARKINGS
7
8
9
Pavementmarkingscanprovideimportantguidanceandinformationforpathandroadwayusers.
Pavementmarkingsshouldberetroreflective.Theyshouldnotbeslipperyorrisemorethan0.16in(4
mm)abovethepavement.
10
MARKEDCROSSWALKS
11
12
13
Markedcrosswalksarerecommendedatintersectionsbetweensharedusepathsandroadways.They
delineatethecrossinglocationandcanhelpalertroadwayuserstothepotentialconflictahead.Ata
midblocklocation,nolegallyrecognizedcrosswalkforpedestriansispresentifnocrosswalkismarked.
14
15
16
Theuseofhighvisibility(i.e.ladderorzebra)markingsisrecommendedatsharedusepathcrossingsas
thesearemorevisibletoapproachingroadwayusers.Moreinformationontheinstallationof
crosswalksatpathroadwayintersectionsisprovidedinSection5.3.2ofthischapter.
17
CENTERLINESTRIPING
18
19
20
21
22
23
24
25
26
Anormal(46inchor100150mmwide)yellowcenterlinestripemaybeusedtoseparateopposite
directionsoftravelwherepassingisinadvisable.Thisstripeshouldbebrokenwherethereisadequate
passingsightdistance,andsolidinlocationswherepassingbypathusersshouldbediscouraged.This
maybeparticularlybeneficialinthefollowingcircumstances:(1)forpathwayswithheavyuservolumes;
(2)oncurveswithrestrictedsightdistance,ordesignspeedslessthan14mph(24km/h);and(3)on
unlitpathswherenighttimeridingisexpected.Theuseofthebrokencenterlinestripemaynotbe
appropriateinparksornaturalsettings.Howeveronpathswhereacenterlineisnotprovidedalongthe
entirelengthofthepath,appropriatelocationsforasolidcenterlinestripeshouldstillbeconsidered
wheredescribedabove.
27
28
29
30
Asolidyellowcenterlinestripemaybeusedontheapproachtointersectionstodiscouragepassingon
theapproachanddepartureofanintersection.Ifused,thecenterlineshouldbestripedsoliduptothe
stoppingsightdistancefromedgeofsidewalk(orroadway,ifnosidewalkispresent).Aconsistent
approachtointersectionstripingcanhelptoincreaseawarenessofintersections.
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1
EDGELINESTRIPING
2
3
Theuseofnormal(46inchor100150mmwide)whiteedgelinesmaybebeneficialonsharedusepaths
wherebicycletrafficisexpectedduringperiodsofdarkness.
4
5
6
Theuseofwhiteedgelinesmaybeconsideredatapproachestointersectionstoalertpathusersof
changingconditions.Whereitisdesirabletoreducepathusersspeedapproachinganintersection,
edgelinestripesmaybeusefultocreateaperceivednarrowingofthepath.
7
8
9
Ifthepathwaydesignincludesaseparateareaforpedestriantravel,itshouldbeseparatedfromthe
bicycletravelwaybyanormalwhiteline.RefertoSection5.2.1formoreinformationonsegregationof
traffic.
10
APPROACHMARKINGSFOROBSTRUCTIONS
11
12
13
14
Obstructionsshouldnotbelocatedintheclearwidthofapath.Whereanobstructiononthetraveled
portionmustremain(forexampleinsituationswherebollardsmustbeused),channelizinglinesof
appropriatecolor(yellowforcenterline,otherwisewhite)shouldbeusedtoguidepathusersaroundit.
AnexampleofacenterlinetreatmentisgiveninExhibit5.21.
15
16
17
18
19
Forobstructionslocatedontheedgeofthepath,asolidwhiteedgelineshouldbeused.Approach
markingsshouldbetaperedfromtheapproachendoftheobstructiontoapointatleastonefoot(0.3
m)fromtheobstructiononeachside,oronlytheinsidesideiftheobstructionisatedgeofpathway.
Thetaperlengthshouldbeaminimumlengthof25feet(7.6m),andmaybecontinuousforthelength
ofthepathwheretheobstructionexists.
20
PAVEMENTMARKINGSTOSUPPLEMENTINTERSECTIONCONTROL
21
22
23
Stopandyieldlinesmaybeusedtoindicatethepointatwhichapathusershouldstoporyieldata
trafficcontroldevice.DesignofstopandyieldlinesisdescribedinChapter3BoftheMUTCD.Stopor
yieldlinesmaybeplacedacrosstheentirewidthofthepath.
24
25
Ifusedthestoporyieldlineshouldbeplacedaminimumof2feet(0.6m)behindthenearestsidewalk
oredgeofroadwayifasidewalkisnotpresent.
26
SUPPLEMENTALPAVEMENTMARKINGSONAPPROACHES
27
28
29
30
31
Advancedpavementmarkingsmaybeusedonroadwayorpathapproachesatcrossingswherethe
crossingisunexpectedorwherethereisahistoryofcrashes,conflicts,orcomplaints.Ifasupplemental
wordmarking(suchasHWYXING)isused,itsleadingedgeshouldbelocatedatornearthepointwhere
theapproachinguserpassestheintersectionwarningsignoradvancetrafficcontrolwarningsignthat
themarkingsupplements.Additionalmarkingsmaybeplacedclosertothecrossingifneeded,but
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2
3
shouldbeatleast50feet(15m)fromthecrossing.Advancedpavementmarkingsmaybeplacedacross
theentirewidthofthepathorwithintheapproachlane.Pavementmarkingsshouldnotreplacethe
appropriatesigns.
PavementmarkingsmaybewordorsymbolsasdescribedinChapter2oftheMUTCD(3).
ADVANCEDSTOPORYIELDLINES
6
7
8
9
10
11
Advancedstoplinesoryieldlinesshouldbeusedatmultilaneuncontrolled(oryieldcontrolled)
roadwayapproachestoapathcrossing.Theapplicabilityofeitherastoplineorayieldlineisgoverned
bystatelaw.Exhibit5.23showsanapplicationofadvancedyieldlines.Advancedstopandyieldlines
reducethepotentialforamultiplethreatcrashbetweenthepathuserandavehicle.Theadvancestop
oryieldlineprovidesaclearerfieldofvisionbetweenpathuserswhoarecrossingtheroadand
approachingvehiclesinbothlanes.
12
13
Exhibit5.23.AdvancedYieldSignsandMarkings
14
5.4.2.SIGNS
15
16
17
18
Allsignsshouldberetroreflectiveandconformtothecolor,legend,andshaperequirementsdescribed
intheMUTCD.(3)SignsusedalongapathmaybereducedinsizeperTable9B1oftheMUTCD.Signs
utilizedalongaroadwaywhicharevisibletomotoristsshouldnotbereducedinsizeandshould
conformtothesizesestablishedintheMUTCD.
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1
2
3
Regulatorysignsnotifypathway(androadway)usersoflocationspecificregulations.Suchasignis
installedatornearthelocationwheretheregulationapplies.Regulatorysignsaregenerallyrectangular
withwhitebackgroundsandblacktextandsymbols.
4
5
6
7
8
Warningsignsareutilizedtonotifyroadandpathwayusersofunexpectedconditionsthatmightrequire
areductionofspeedorotheractionnecessaryforsafety.Awarningsignshouldbeused,forexample,
wherepathwaywidthmustbereducedinashortsectionbecauseofaconstraint.Howeverwarning
signsshouldbeusedsparingly;useperceivedasexcessiveorunnecessarycanresultindisrespectfor
otherimportantsigns.
9
10
11
Warningsignsarediamondshapedwithblacksymbolsandtext.Permanentwarningsignsforbicycle
facilitiesshouldbestandardyelloworfluorescentyellowgreen(temporarywarningsignsshouldbe
orange).Ingeneral,auniformapplicationofwarningsignsofthesamecolorshouldbeused.
12
13
14
15
16
17
Foradvancewarningsignplacementsonsharedusepaths,thesignshouldbeplacedtoallowadequate
perceptionresponsetime.Thelocationofthesignshouldbebasedonthestoppingsightdistance
neededbythefastestexpectedpathuser;however,innoinstanceshouldthesignbelocatedcloser
than100feet(30m)fromthelocationwarrantingtheadvancewarning.Warningsignsshouldnotbe
placedtoofarinadvanceofthecondition,suchthatpathuserstendtoforgetthewarningbecauseof
otherdistractions.
18
19
20
21
Thepurposeofguideandwayfindingsignsistoinformpathusersofintersectingroutes,directthemto
importantdestinations,andgenerallytogiveinformationthatwillhelpthemalongtheirwayinthe
mostsimple,directmannerpossible.Guidesignsarerectangularwithgreenbackgroundsandwhite
text.
22
SHAREDUSEPATHCROSSINGWARNINGSIGNASSEMBLY
23
24
25
26
27
Roadwayusersmaybewarnedofasharedusepathcrossingbyutilizingacombinedbicyclepedestrian
warningsign(W1115),perExhibit5.24,orabicyclewarningsign(W111).Onaroadwayapproachtoa
pathcrossing,placementofanintersectionoradvancetrafficcontrolwarningsignshouldbeat(orclose
to)thedistancerecommendedfortheapproachspeedinTable2C4oftheMUTCD.(3)SeeExhibits
5.17through5.20.
28
29
30
TheassemblyconsistsofaW1115oraW111accompaniedbyaW167p(downwardarrow)plaque
mountedbelowthewarningsign.Thissignshouldnotbeinstalledatthecrossingiftheroadwaytraffic
isyield,stop,orsignalcontrolled.
31
32
TheW168P(pathname)plaquemaybemountedonthesignassembly(belowtheW1115orW111
sign)tonotifyapproachingroadwayusersofthenameofthesharedusepathbeingcrossed.
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Exhibit5.24.AdvanceWarningAssemblyExample
3
4
5
6
Atpathcrossingsthatexperiencefrequentconflictsbetweenmotoristsandpathusers,oronmultilane
roadwayswhereasignontherighthandsideoftheroadwaymaynotbevisibletoalltravellanes,an
additionalpathcrossingwarningsignassemblyshouldbeinstalledontheoppositesideoftheroad,or
ontherefugeislandifthereisone.
7
8
9
10
11
Thecombinedbicyclepedestrianwarningsign(W1115)orbicyclewarningsign(W111)maybeusedin
advanceofsharedusepathcrossingsofroadways.Again,thiswarningsignshouldnotbeusedin
advanceoflocationswheretheroadwayisstop,yield,orsignalcontrolled.Advancewarningsign
assembliesmaybesupplementedwithaW169p(AHEAD)plaqueorW162P(XXFEET)plaquelocated
belowtheW1115Psign.
12
TRAFFICCONTROLREGULATORYSIGNS
13
14
15
16
YIELDandSTOPsignsareusedtoassignpriorityatcontrolledbutunsignalizedpathroadway
intersections.Thechoiceoftrafficcontrol(ifany)shouldbemadewithreferencetothepriority
assignmentguidanceprovidedinSection5.3.2andintheMUTCD.Thedesignanduseofthesignsis
describedinsections2Band9BoftheMUTCD.(3)
17
INTERSECTIONANDADVANCETRAFFICCONTROLWARNINGSIGNS
18
19
20
21
Advancetrafficcontrolwarningsignsannouncethepresenceofatrafficcontroloftheindicatedtype
(YIELD,STOP,orsignal)wherethecontrolitselfisnotvisibleforasufficientdistanceonanapproachfor
userstorespondtothedevice.Anintersectionwarningsignmaybeusedinadvanceofanintersection
toindicatethepresenceoftheintersectionandthepossibilityofturningorenteringtraffic.
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1
2
3
4
Onasharedusepathapproach,placementofanadvancewarningsignshouldbeatadistanceatleast
asgreatasthestoppingsightdistanceofthefastestexpectedpathuserinadvanceofthelocationto
whichthesignapplies.Innocaseshouldtheadvanceplacementdistancebelessthan50feet(15m).
SeeExhibits5.17through5.20.
5
6
AnintersectionoradvancetrafficcontrolwarningsignmaycarryaW168P(roadorpathname)plaque
toidentifytheintersectingroadorpath,asappropriatefortheapproach.
7
8
Anadvisoryspeed(W131)plaquemaybeaddedtothebottomofthesignassemblytoadvisethe
approachingusertothepropertravelingspeedfortheavailablesightlinesorgeometricconditions.
GUIDESIGNS
10
11
12
Roadname/pathnamesigns(D31andW168P)shouldbeplacedatallpathroadwaycrossings.This
helpspathuserstracktheirlocations.AtmidblockcrossingstheD31signmaybeinstalledonthesame
postwitharegulatorysign,abovetheSTOPorYIELDsign.
13
14
Guidesignstoindicatedirections,destinations,distances,routenumbers,andnamesofcrossingstreets
shouldbeusedinthesamemannerasonroadwaysandasdescribedinChapter4.
15
16
17
Referencelocationsigns(alsocalledmilemarkers)assistpathusersinestimatingtheirprogress,provide
ameansforidentifyingthelocationofemergencyincidents,andarebeneficialduringmaintenance
activities.Section9B24oftheMUTCDprovidesguidancefortheuseofreferencelocationsigns.
18
19
20
21
22
Whereused,wayfindingsignsforsharedusepathsshouldbeimplementedaccordingtotheprinciples
discussedinSection4.11.Modespecificguidesigns(D111a,D112,D113,andD114)maybeusedto
guidedifferenttypesofuserstothetraveled waythatisintendedfortheirrespectivemodes(see
Exhibit5.25).Ifused,thesignsshouldbeinstalledatthepointwheretheseparatepathwaysdiverge.
(3)
29
23
24
25
26
27
28
Exhibit5.25.ModeSpecificGuideSigns
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5.4.3.SIGNALIZEDANDACTIVEWARNINGCROSSINGS
2
3
4
5
6
7
Asdiscussedearlierinthischapter,itmaybenecessarytoprovideactivewarningoratrafficsignalat
somesharedusepathcrossingsofroadways.GuidanceonthistopicisprovidedinFHWAsSafety
EffectsofMarkedversusUnmarkedCrosswalksatUncontrolledLocations:FinalReportand
RecommendedGuidelines(10).Theuseofpathuservolumetodeterminetheneedforasignalized
crossingmaynotbeappropriate.Insomesituationsthepathusermaynothaveaccesstoanother
appropriatecrossinglocation.
8
9
Signalizedsharedusepathcrossingsshouldbeoperatedtoensuretheslowestusertypelikelytousethe
pathwillbeaccommodated.Thiswilltypicallybethepedestrian.
10
11
12
13
Formanuallyoperatedsignalactuation,thepushbuttonshouldbelocatedinapositionthatis
accessiblefromthepathandinaccordancewiththedraftPROWAG.(1)Bicyclistsshouldnothaveto
dismounttoactivatethesignal.Part9oftheMUTCDprovidesavarietyofsignsthatareappropriatefor
theselocations.
14
15
16
17
18
Anothermethodofsignalactuationistoprovideautomateddetection(suchasaninductiveloopinthe
pavement);however,ifthedetectiondeviceissuchthatitdoesnotdetectpedestriansandotherpath
users,itmustbesupplementedwithamanuallyactivatedsignal.Atsignalizedintersectionsondivided
roadways,apushbuttonshouldalsobelocatedinthemedianforthosepathuserswhomaybetrapped
intherefugearea.FurtherdiscussionofsignaldesignconsiderationsisinChapter4.
19
20
Pathcrossingwarningsignassemblies(W1115)shouldnotbeusedatasignalcontrolledshareduse
pathroadwayintersection.
21
22
23
24
Inlocationswheremotorvehicletrafficdelayisaconcern,apedestrianhybridbeacon(popularlyknown
asaHAWKHighintensityActivatedCrossWalK)maybeconsidered,inaccordancewithMUTCD.(3)
Thissignalisactivatedwithapushbutton.Itcontrolstrafficontheroadwaybyusingacombinationof
redandyellowsignallenses,whilethepathapproachiscontrolledbypedestriansignals.
25
26
27
28
29
30
Awarningbeaconisanothertypeofcrossingdevicethatcanbeconsidered.Aflashingwarningbeacon
isasignalthatdisplaysflashingyellowindicationstoanapproach.Itistypicallyasinglelight,butcanbe
installedinothercombinations.Acommonapplicationistoaddaflashingambersignaltothetopofa
standardwarningsigntobringattentiontoasharedusepathcrossing.Theflashingsignalmayalsobe
usedonoverheadsignsatcrosswalks.Flashingbeaconsaremoreeffectiveiftheyonlyflashwhenpath
usersarepresent,ratherthanflashingcontinuously,andthereforeshouldbeactuatedbypathusers.
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DRAFTFebruary2010
WORKSCITED
2
3
1.UnitedStatesAccessBoard.DraftPublicRightsOfWayAccessibilityGuidelines.Washington,D.C.:
UnitedStatesAccessBoard,2005.
4
5
2..ArchitecturalBarriersActAccessibilityGuidelinesforOutdoorDevelopedAreas.Washington,D.C.:
UnitedStatesAccessBoard,2007.
6
7
8
9
4..SharedUsePathLevelofServiceCalculator.[Online]2006.
http://www.tfhrc.gov/safety/pedbike/pubs/05138/.FHWAHRT05138.
10
5..SharedUsePathLevelofServiceAUser'sGuide.2006.FHWAHRT05138.
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12
6.Landis,B.W,Petrisch,T.AandHuang,H.F.CharacteristicsofEmergingRoadandTrailUsersandtheir
Safety.McLean,VA:FederalHighwayAdministration,2004.
13
14
7.UnitedStatesAccessBoard.RegulatoryNegotiationCommitteeRecommendationsforAccessibility
Guidelines:OutdoorDevelopedAreasFinalReport.Washington,D.C.:UnitedStatesAccessBoard,1999.
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8.AASHTO.RoadwayLightingDesignGuide.Washington,D.C.:AmericanAssociationofStateHighway
andTransportationOfficials,2005.
17
18
9..GuideforthePlanning,Design,andOperationofPedestrianFacilities.Washington,D.C.:American
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10.Zegeer,C.V.,J.R.Stewart,H.H.Huang,P.A.Lagerwey,J.FeaganesandB.J.Campbell.SafetyEffects
ofMarkedVersusUnmarkedCrosswalksatUncontrolledLocations:FinalReportandRecommended
Guidelines.s.l.:FederalHighwayAdministration,2005.FHWAHRT04100.
22
23
24
25
12.SidepathSafetyModelBicycleSidepathDesignFactorsAffectingCrashRates.Petritsch,T,etal.
s.l.:TRRRecord,2006,Vol.1982/2006.
26
27
28
13.FederalHighwayAdministration.DRAFTAccessibilityGuidanceforBicycleandPedestrianFacilities,
RecreationalTrails,andTransportationEnhancementActivities.Washington,DC:FederalHighway
Administration[Online],2008.
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2
14.NorthCarolinaDepartmentofTransportation.NorthCarolinaBicycleFacilitesPlanningandDesign
Guidelines.Raleigh:NorthCarolinaDepartmentofTransportation,1994.
3
4
15.UnitedStatesAccessBoard.PublicRightsOfWayAccessibilityGuidelines.Washington,D.C.:United
StatesAccessBoard,2005.
5
6
16.Green,J.S,etal.EvaluationofSafety,Design,andOperationofSharedUsePaths.McLean,VA:
FHWA,2006.
195
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196
Chapter6:BicycleParkingFacilities
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1
CHAPTER6:BICYCLEPARKINGFACILITIES
6.1.INTRODUCTION
2
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Providingbicycleparkingfacilitiesisanessentialelementinamultimodaltransportationsystem.Unlike
motorvehicles,mostbicyclesarenotequippedwithlocksorantitheftdevicesanddonotrequireakey
tooperate.Inaddition,whiletheycanbetemporarilyimmobilizedbylockingawheeltotheframe,this
doesnotpreventtheftduetothebicyclesrelativelylightweightandsmallsize.
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Inadditiontohelpingpreventtheft,installingwelldesignedparkinginappropriatelocationscan
contributetoamoreorderlyandaestheticappearanceofsidewalksandbuildingsites.Intheabsenceof
bicycleparkingorwhereparkingfacilitiesareinconvenientlylocated,peoplemaylocktheirbicyclesto
anystationaryobjectsuchasasignpost,parkingmeter,fence,ortree.Theserandomlylocatedbicycles
mayinterferewithpedestrianmovementsorvehiculartrafficflow,andmakeasidewalkinaccessibleto
personswithdisabilities.Providingbikeparkingcanalsobeaninexpensivestrategytoincreaseoverall
parkingsupply.
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Thischapteroutlinesrecommendationsfortheplanninganddesignofbicycleparkingfacilitiesthat
meettheneedsofdifferenttypesofbicyclesandbicycletrips.Bicycleparkingfacilitiesshouldbe
providedatboththetriporiginandtripdestination.Thewidevarietyofbicycleparkingdevicesavailable
isgenerallygroupedintotwoclasses,longtermandshortterm.Theneedsforeachdifferintermsof
theirdesignandlevelofprotection.Inmanylocations,acombinationofshortandlongtermoptions
maybeappropriate.
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6.2.PLANNINGFORBICYCLEPARKING
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Bikeparkingfacilitiescanbeplannedforandinstalledinanumberofways.Bicycleparkingshouldbe
providedatallpublicfacilities,shouldbeincorporatedintoroadwayandstreetscapeprojects,and
shouldbeanintegralaspectoflanddevelopmentandredevelopmentprocesses.Manycommunities
providebikeparkinginthepublicrightofwayinresponsetorequestsfrombusinessownersorproperty
managers.Consultingwithlocalbicyclistscanbeanexcellentwaytodeterminewherebikeparkingis
needed.
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Requiringbicycleparkinginnewdevelopmentandredevelopmentisacosteffectivewaytoprovidebike
parking.Manycommunitieshavesoughttoincreasetheavailabilityofbicycleparkingthroughthelocal
zoningandpermittingprocess.Oneapproachistoestablishbicycleparkingrequirementsrelativeto
expecteddemandbasedonlanduse.Anotherapproachistorequirethatbicycleparkingspacesbe
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providedinproportion(often1:10)tothetotalnumberofautomobileparkingspaces.However,this
approachcanbeproblematicwherethereisasimultaneousefforttoreducemotorvehicleparkingand
increasepedestrianandbicyclemodeshares.Theneedforbicycleparkingmayincreaseovertimeso
plansshouldanticipatethisneedforincreasedcapacity.
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Bicyclistswillseektoparkascloseaspossibletotheirfinaldestination.Bicycleparkingshouldtherefore
beconvenientlyplacedinalocationthatishighlyvisibleandasclosetothebuildingentranceas
possible.Intheeventthatdirectionalsignageisneededtoindicatethelocationofbikeparking,the
MUTCDprovidesasignthatcanbeusedforthispurpose(seeExhibit6.1).(1)
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Exhibit6.1.DirectionalSignageforBicycleParking
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Bicycleracksshouldbelocatedsothatthey:
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Areeasilyaccessedfromthestreetandprotectedfrommotorvehicles.
Arevisibletopassersbytopromoteusageandenhancesecurity.
Donotimpedeorinterferewithpedestriantrafficorroutinemaintenanceactivities.
Donotblockaccesstobuildings,busboardingorfreightloading.
Allowreasonableclearanceforopeningofpassengersidedoorsofparkedcars.
Arecovered,ifpossible,whereuserswillleavetheirbikesforalongeramountoftime(see
Section6.4).
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Bicycleparkingrequirementsshouldbesufficientlydetailedtoaddressthedesignelementsdiscussedin
thischapter.
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6.3.SHORTTERMBICYCLEPARKINGFACILITIES
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Shorttermparkingfacilitiesshouldbeinstalledwhereverpeoplewillneedtoleavetheirbicycle
unattendedforashortperiodoftime.Ingeneral,bicycleparkingshouldbeconsideredwherevermotor
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vehicleparkingisprovidedandinareaswheremotorvehicleparkingisnotprovidedatindividual
properties,suchasdowntownareasorotherhighdensitylocations.
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Bicycleparkingshouldbeeasytolocateandsimpletouse.Prioritylocationsincludestores,restaurants,
apartmentandcondominiumcomplexes,officesandpublicfacilitiessuchastransitstops,schools,parks
andlibraries.Twokeycomponentsofsuccessfulshorttermparkingarelocationandfacilitydesign.
6.3.1.SITEDESIGN
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Whendesigningbikeparkingsites,itisimportanttoconsidertheamountofspaceusedbyafully
occupiedrackandthespacenecessaryforbicycliststoaccesstheparkingareaandusebothsidesofthe
rack.Belowisalistofrecommendeddimensionsforbikeparkingsites.Measurementsshouldbemade
fromanobjecttothenearestverticalcomponentofrack.
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DISTANCETOOTHERRACKS
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Rackunitsalignedendtoendshouldbeplacedaminimumof96inches(2.4m)apart.
Rackunitsalignedsidebysideshouldbeplacedaminimumof36inches(0.9m)apart.
DISTANCEFROMACURB
Rackslocatedperpendiculartoacurbshouldbeaminimumof36inches(0.9m)fromthe
backofcurb.
Rackslocatedparalleltoacurbshouldbeaminimumof24inches(0.6m)fromthebackof
curb.
DISTANCEFROMAWALL
Assumingaccessisneededfrombothsides,Urackslocatedperpendiculartoawallshould
beaminimumof48inches(1.2m)fromthewall.
Rackslocatedparalleltoawallshouldbeaminimumof36inches(0.9m)fromthewall.
Welldesignedbikeparkingrequiresminimalmaintenance.Damagedracksshouldbefixedorremoved
andreplaced.Periodicremovalofabandonedbikesandlocks,especiallyattransitstationsand
universities,maybenecessary.Abandonedbikesorbikewheelslockedtoracksreducecapacityand
maydiscourageothersfrombicyclingduetoperceivedriskoftheft.Educationmayhelpreduce
incorrectlockingtechniquesandinstructionforproperusemaybeplacedonorneartherack.(2)
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6.3.2.RACKDESIGN
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Oneofthesimplest,mosteffectivetypeofshorttermbikeparkingistheinvertedUbikerack(see
Exhibit6.2).Thisracksupportstheparkingoftwobikessimultaneously,oneoneachsideoftherack,
andcanbegroupedtoprovideadditionalspacesasneeded.Someracksaccommodatemorethantwo
bikes,althoughthesefacilitiesshouldbedesignedbasedontheprincipleslistedbelow,toensure
capacityisnotlimitedbyincorrectuse.
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Racksshouldbeconstructedoutofstrongmetaltubingandsecurelyanchoredtothegroundunlessthe
rackisofsufficientsizeandweighttopreventeasyremoval.Iftherackissecuredtoadurablebase,
vandalandtheftresistanthardwareshouldbeused.Acrossbar(asshowninFigure6.2)is
recommendedtopreventabikefrombeingstolenbyknockingovertheUrackandslippingthelock
overtheendofthenewlyexposedpost.
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Inallcasestheparkingareabeneaththerackshouldbeaconcreteorasphaltsurfaceandlargeenough
tosupportbicycleslockedtotherack.
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Exhibit6.2.ExampleofInvertedUBicycleRack(photobyTooleDesignGroup)
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Bicycleracksshouldbedesignedsothatthey:
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Supportthebicycleattwopointsaboveitscenterofgravity.
AccommodatehighsecurityUshapedbikelocks.
Accommodatelockssecuringtheframeandoneorbothwheels(preferablywithoutremoving
thefrontwheelfromthebicycle.)
Provideadequatedistance[minimum36inches(0.9m)]betweenspacessothatbicyclesdonot
interferewitheachother
Donotcontainprotrudingelementsorsharpedges.
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Donotbendwheelsordamageotherbicycleparts.
Donotrequiretheusertoliftthebicycleofftheground.(2)
6.3.3.CONSIDERATIONSFORSPECIALTYPESOFRACKS
ARTRACKS
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Artisticallyinspiredbikeparkingfacilitiescanaddadesirableelementtoastreetscape.Ifpoorly
designed,however,thefacilitymaynotprovidethesamedegreeofsecurityoreaseofuseasother
simplerdesignsandcancontainprotrudingelementsthatmayendangerpedestriansandother
bicyclists.Ifused,artisticallyinspiredracksshouldbedesignedinaccordancewithallofthedesignand
locationguidelinesdescribedabove.
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WAVERACKS
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Waveracksorribbonracksarenotrecommended.Whiletheyoffersomeperceivedeconomicand
aestheticbenefits,theyarecommonlyusedincorrectlyandwhenusedasintendeddonotprovide
adequatesupportorspacing.
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SCHOOLYARDRACKS
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Alsoreferredtoasdishrackorcombstyle,theseracksarenotrecommendedandthosestillinuse
shouldbereplaced.Theseracksarepoorlydesignedastheysupportthebikeonlybythefrontwheel,
whichcanbendtherim,andtheydonotsupportproperlockingandthusprovideinadequatetheft
preventiontotheuser.
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6.4.LONGTERMBICYCLEPARKINGFACILITIES
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Longtermbicycleparkingfacilitiesshouldprovideahighdegreeofsecurityandprotectionfromthe
weather.Theyareintendedforsituationswherethebicycleisleftunattendedforlongperiodsoftime,
suchasapartmentsandcondominiumcomplexes,schools,placesofemploymentandtransitstops.The
simplesttypeoflongtermparkingisastructurethatcoversabikeparkingareaandofferssufficient
protectionfromtheelements.Longtermbicycleparkingfacilitiescanalsoincludelockers,monitored
bikeparkingareas,cages,oradedicatedspaceorroomwithinabuildingoraparkinggarage.Longterm
parkingfacilitiesshouldbewelllitandaccessibletoprovideahighdegreeofpersonalsecurity.Signs
maybenecessarytodirectbicycliststolongtermparking.
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Bicyclelockersarelockable,selfcontainedunitsthatcanstoreanindividualbicycleandrelated
accessoriesandprovideahighlevelofsecurity.Theyshouldbeconstructedfromastrong,weather
resistantandmaintenancefreematerial.Mostbicyclelockersystemsrequireuserregistrationand
publicagencyadministrationandmaintenance.Theeffectivecapacityoflockersmaybesomewhat
limitedasparkingisonlyavailabletotheregisteredindividual.Sometransitagenciesareexploringthe
useofsmartcardstoreducemanagementcostsandincreasesecurityandavailability.Homeland
securityconcernsshouldbealsotakenintoaccountandracksmayberequiredtoincludeatransparent
elementtodetectinappropriateuse.Thesitingoflockersinpublicspacesshouldalsobecarefully
consideredtominimizenegativeimpacts.
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Anotherstrategyforlongtermparkingistocreateanaccesscontrolledspacethatcontainsracksfor
supportandlockingofindividualbikes.Iflocatedoutdoors,thespaceshouldbecoveredandwelllight.
Creatinganindoorbikeroomisanoptionforresidentialandemploymentcenters.Bikeroomsshouldbe
easytoaccessandifnotlocatedonthegroundfloorshouldbeaccessiblebyelevator.Roomsandcages
shouldincluderacksthataredesignedandsitedaccordingtherecommendationsforshorttermparking.
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Theuseoftwotieredrackscanprovideincreasedparkingcapacityinareaswithlimitedspace
availability.Considerprovidingamechanismtoassisttheuserinliftingtheirbicycleontothesecond
tier.
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Itisimportantthatpeoplebeabletosecurelylocktheirbicyclesastheftcanbeaprobleminshared
spaces.Roomsshouldbedesignedsothatwhenracksareoccupiedsufficientspaceisavailablein
betweenrackstoaccessparkedbicycles.Ifnospaceisavailable,buildingsmaystillprovidealongterm
parkingoptionbypermittingemployeestobringtheirbicyclesintotheirpersonalworkspace.
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Sometransitagenciesprovidestaffedbicycleparkingareaswhichoffervaletparkingtocustomers.
Somecommunitieshavecreateddedicatedbicycleparkingstructuresofferingarangeofamenities
includingshowersandlockersandbicyclerepairservice.Thesecanprovideexcellentsupportfor
bicyclingwithinacommunityandhavebeenverysuccessfulinareaswithhighlevelsofbicycleuse.(2)
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WORKSCITED
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3
4
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2.AssociationofPedestrianandBicycleProfessionals.BicycleParkingGuidelines.Washington,DC:s.n.,
2002.
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Chapter7:MaintenanceandOperations
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CHAPTER7:MAINTENANCEANDOPERATIONS
7.1.INTRODUCTION
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Bikewaysaresubjecttosurfacedeteriorationanddebrisaccumulation,andrequiremaintenanceto
functionwell.Poorlymaintainedfacilitiesbecomeunusableandarehazardous;theycancause
equipmentdamageandphysicalinjurytobicyclists.
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Whatmaybeanadequateroadwaysurfaceforautomobilescancausedifficultiesforcyclistswhoride
onnarrow,highpressuretires.Unevenlongitudinalcracksandjointscandivertabicyclewheel.Gravel
blownoffthetravellanebytrafficoftenaccumulatesintheareawherebicyclistsride.Smallrocks,
branchesandotherdebriscandeflectawheel,andpotholescancausewheelrimstobend,leadingto
spills.Anaccumulationofleavescanhideapothole.Brokenglasscanpuncturebicycletires.Agood
maintenanceprogramprotectspublicfundsinvestedinbikeways,sotheycancontinuetobeused
safely.
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7.2.RECOMMENDEDMAINTENANCEPROGRAMSANDACTIVITIES
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Abikewaymaintenanceprogramisnecessarytoensureadequatemaintenanceoffacilities.Sufficient
fundsshouldbebudgetedtoaccomplishthenecessarytasks.Neighboringjurisdictionscanconsider
jointprogramsforgreaterefficiencyandreducedcost.Theprogramshouldestablishmaintenance
standardsandascheduleforinspectionsandmaintenanceactivitiesrecommendedbelow.
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Roadusersareusuallythefirsttoexperiencedeficiencies.Spotimprovementprogramsenablebicyclists
tobringproblemstotheattentionofauthoritiesinaquickandefficientmanner.Anonline
complaint/commentsubmissionformfacilitatespublicinputaboutbikewaymaintenanceproblems.
Manyjurisdictionshavemaintenancereportingsystemsthatcanbeexpandedtoincluderequestsfrom
bicyclists.Quickresponsefromtheresponsibleagencyimprovescommunicationsbetweenthepublic
andstaff.
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7.2.1.SWEEPING
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Bicyclistsoftenavoidshouldersandbikelanesfilledwithgravel,brokenglassandotherdebris.Regularly
scheduledmaintenancehelpstoensurethatlitteronthetraveledwayisregularlyswept.Debrisfrom
theroadwayshouldnotbesweptontosidewalks;norshoulddebrisfromsidewalksbesweptontothe
roadway.
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Sharedusepathscanalsoaccumulatedebristhatcancausedifficultiesforbicyclists.Thisisespecially
trueforpathsthatarelocatedincoastalareas,pathsthatextendthroughwoodedareas,andpaths
alongwaterwaysthatoverflowduringstormevents.
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Somejurisdictionsusesandorgraveltotreatroadwaysduringsnoweventsoricyconditions.These
treatmentsdegradeconditionsforbicyclinginadditiontocausingproblemssuchascloggedstorm
drainsandotherlongterminfrastructuremaintenanceissues.Saltproductsthataremore
environmentallyfriendlyshouldbeexplored,ratherthanusingsandorgravel.Jurisdictionsthatuse
sandorgravelshouldsweepbikewaysassoonaspractical,particularlyaftermajorstormevents.
Thefollowingrecommendationscanhelptoalleviatebicyclehazardscausedbydebris:
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Establisharegularsweepingscheduleforroadwaysandpathwaysthatanticipatesboth
routineandspecialsweepingneeds.Thismayinvolvemorefrequentsweepingseasonally,
andalsoshouldincludeperiodicinspection,particularlyinareasthatexperiencefrequent
flooding,orinareasthathavefrequentvandalism.Thesweepingprogramshouldbe
designedtorespondtouserrequestsforsweepingactivities.
Removedebrisincurbedsectionswithmaintenancevehiclesthatpickupthedebris;on
roadswithflushshoulders,debriscanbesweptoffthepavement.
Preventproblemsbypavinggraveldrivewayapproachestoreduceloosegravelonpaved
roadwayshoulders.Alsorequirepartiesresponsiblefordebristocontainit;forexample,
requiretarpsontrucksloadedwithgravel.Localordinancesoftenrequiretowvehicle
operatorstoremoveglassaftercrashes,andcontractorsareusuallyrequiredtocleanup
dailyafterconstructionoperationsthatleavegravelanddirtontheroadway.
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7.2.2.SURFACEREPAIRS
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Cracks,potholes,bumps,andothersurfacedefectscandegradebicyclingconditions.Thefollowing
recommendationsapply:
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Inspectbikewaysregularlyforsurfaceirregularities;afternoticingorreceivingnoticeofa
surfaceirregularity,repairpotentiallyhazardousconditionspromptly.
Establishaprocessthatenablestheresponsibleagencytorespondtousercomplaintsina
timelymanner.
Preventtheedgeofasurfacerepairfromrunninglongitudinallythroughabikelaneor
shoulder.
Performpreventativemaintenanceperiodically,suchaskeepingdrainsinoperating
conditionandeliminatingintrusivetreeroots.
Sweepaprojectareaafterrepairs.
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Developapavementpreservationprogramforbikewaystominimizedeteriorationand
cracking.
Preventlongtermproblemsbybuildingbikeways,especiallypaths,toahighpavement
standardsotheylastalongtimewithoutrequiringsignificantmaintenanceorexpensive
repair.Thiscouldincludeselectingapavementmaterialthatisresistanttorootdamage,or
selectivelyplacingrootbarriersinlocationswhererootdamageisexpectedtobeaproblem.
7.2.3.PAVEMENTOVERLAYS
Pavementoverlaysaregoodopportunitiestoimproveconditionsforcyclistsifdonecarefully:aridge
shouldnotbeleftintheareawherebicyclistsride(thisoccurswhenanoverlayextendspartwayintoa
shoulderbikewayorbikelane).Overlayprojectsofferopportunitiestowidentheroadway,ortorestripe
theroadwaywithbikelanes(seeChapter4).Thefollowingrecommendationscanhelptoensurethat
pavementoverlaysarecompatiblewithbicycletravel:
Extendtheoverlayovertheentireroadwaysurface,includingshoulderbikewaysandbike
lanes,toavoidleavinganabruptedgewithintheridingarea.Ifthesurfaceconditionsare
acceptableontheshoulderorbikelane,thepavementoverlaycanstopattheshoulderor
bikelanestripe,providednoabruptridgeremainsatthestripe.
Ensurethereisnosuddendropoffattheedgeofpavement.
Duringoverlayprojects,ensurethatthesurfaceofinletgratesandutilitycoversare
maintainedtowithininch(6mm)ofthepavementsurface(raiseifnecessary),andreplace
anythatarenotbicyclefriendlywiththosethatare(seeSection4.12.8).
Paveatleast10feet(3m)backon(lowvolume)drivewayconnections,and30feet(9.1m)
ortotherightofwayline,whicheverisless,onunpavedpublicroadconnections,can
preventgravelfromspillingontoshouldersorbikelanes.
Sweeptheprojectareaafteroverlaytopreventloosegravelfromadheringtothefreshly
pavedshoulderorbikelane.
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7.2.4.VEGETATION
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Vegetationencroachingintobikewayscanbeaserioushazard.Rootsshouldbecontrolledtoprevent
surfacebreakupastheycanundermineapathsurfaceandcreatehazardsforallusers.Adequate
clearancesandsightdistancesshouldbemaintainedatdrivewaysandintersections.Bicyclistsshouldbe
visibletoapproachingmotorists,nothiddenbyovergrownshrubsorlowhangingbranches,whichcan
alsoobscuresigns.Thefollowingrecommendationsapplytovegetationcontrolandremoval:
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Cutbackvegetationtopreventencroachment.
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Cutbackintrusivetreerootsandinstallrootbarrierswhereappropriate.
Adoptlocalordinancestorequireadjacentlandownerstocontrolvegetationand/orallow
roadauthoritiestocontrolvegetationthatoriginatesfromprivateproperty.
7.2.5.TRAFFICSIGNALDETECTORS
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Repairsandmodificationstotrafficsignalsofferopportunitiestoimprovetheirfunctionalityfor
bicyclists.Attrafficsignalswithdetectors,checkthatatypicalbicyclecantriggeraresponsewhenno
othervehiclesarewaitingatthelight.Thefollowingrecommendationscanhelptoensuretrafficsignals
arebicyclecompatible:
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Adjustdetectorsensitivitysothesignalcanbeactuatedbyatypicalbicycle.
Placeastenciloverthemostsensitivepartofthedetectortonotifycyclistswheretowaitto
triggeragreenlight.(1)
Adjustthesignalphasestoaccountforthespeedofatypicalbicyclist.SeeChapter4for
additionalguidanceonotherdetectiontechnologiesandevaluationandimprovementof
signaltimingforbicycles.
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7.2.6.SIGNSANDMARKINGS
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Newbikewaysignsandmarkingsarehighlyvisible,butovertimesignsmayfallintodisrepairand
markingsmaybecomehardtosee,especiallyatnight.Signsandmarkingsshouldbekeptinareadable
condition,includingthosedirectedatmotorists.Bicyclistsdependonmotoristsobservingthesignsand
markingsthatregulatetheirmovements(e.g.stopsignsandstoplines).Thefollowing
recommendationsapplytosignsandmarkings:
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Inspectsignsandmarkingsregularly,includingretroreflectivityatnight.
Replacedefectiveordamagedsignsassoonaspractical.
Replacesymbolmarkingsasneeded;inhighuseareasthismayrequirereplacementmore
thanonceayear.
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7.2.7.DRAINAGEIMPROVEMENTS
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Drainagefacilitiesoftendeteriorateovertime.Catchbasinsmayneedtobeadjustedinheightor
replacedtoimprovedrainage.Abicyclesafedrainagegrateflushwiththepavementreducesjarring
bumpsthatcancauselossofcontrol.Curbsusedtodivertstormwaterintocatchbasinsshouldbe
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designedsotheydonotcreateahazardforcyclists.Thefollowingrecommendationsapplytodrainage
improvementsforbicycles:
Resetcatchbasingratesflushwithpavement.
Modifyorreplacedeficientdrainagegrateswithbicyclesafegrates.Apolicyforreplacing
unsafedrainagegratesduringresurfacingandreconstructionisonewaytoaccomplishthis
taskovertime.
Repairorrelocatefaultydrainageatintersectionswherewaterbacksupinthegutter.
Adjustorrelocateexistingdrainagecurbsthatencroachintoshouldersorbikelanes.
7.2.8.CHIPSEALING
Chipsealsleavearoughsurfaceforbicyclingandarestronglydiscouraged.Chipsealsthatcoverthe
travelwayandpartoftheshoulderarealeavearaggededgeorridgeintheshoulder,degrading
conditionsforbicyclists.Thefollowingrecommendationsapply:
Whereachipsealmustbeusedonaroadwaysharedwithbicyclists,useafinemixchipseal
[3/8inch(10mm)orfiner].
Whereshouldersorbikelanesarewideenoughandingoodrepair,applythechipsealonly
tothemaintraveledway.
Iftheshouldersorbikelanesmustbechipsealed,covertheshoulderareawithawellrolled,
finetexturedmaterial:3/8inch(10mm)orfinerforsinglepass,inch(6mm)forsecond
pass.
Sweeptheshoulderareafollowingchipsealoperations.
Chipsealshouldnotbeusedonsharedusepaths.
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7.2.9.PATCHINGACTIVITIES
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Roadgraderscanprovideasmoothpavementpatch;however,thelastpassofthegradersometimes
leavesaroughtiretrackinthemiddleoftheshoulderorareawherebicyclistsride.Looseasphaltmayat
timescollectontheshoulder,adheringtothefreshlypavedsurface.Thefollowingrecommendations
apply:
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Equiproadgraderswithsmoothtireswherepracticable.
Donotplacepatchpartwayintoshoulder:stopthepatchattheedgeofroadway,orcover
theentireshoulderwidth.
Rolltheshoulderareaafterthelastpassofthegrader.
Sweeploosematerialsofftheroadwaybeforetheyadheretothefreshpavement.
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7.2.10.UTILITYCUTS
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Utilitycutscanleavearoughsurfaceforcyclistsifnotbackfilledcarefullyandfullycompacted.Utility
cutsshouldbefinishedassmoothasnewpavement.Thefollowingrecommendationsapply:
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Whereverfeasible,placecutlineinanareathatwillnotinterferewithbicycletravel,and
ensurethatcutsparalleltobicycletrafficdontleavearidgeorgrooveinthebicyclewheel
trackarea.
Backfillcutsinbikewaysflushwiththesurface(humpswillnotgetpackeddownbybicycle
traffic).
Ensurepropercompactiontoreduceoreliminatelatersettlement.
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7.2.11.SNOWCLEARANCE
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Manybicyclistsrideyearround,especiallyforutilitarianorcommutetrips.Snowstoredinbikelanes
impedesbicyclinginwinter.Thefollowingrecommendationsapply:
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Onstreetswithbikelanesandpavedshouldersthatareusedbybicyclists,removesnow
fromalltravellanes(includingbikelanes)andtheshoulder,wherefeasible.
Donotstoresnowonsidewalkswhereitwillimpedepedestriantraffic.
Snowmaybestoredonsidewalkstreetfurniturezonesorlandscapestripswherethereis
sufficientwidth.
Removesnowfromsharedusepathsthatareregularlyusedbycommuters,unlessthereisa
desiretousethefacilityforcrosscountryskiing.
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7.3.OPERATINGBIKEWAYSINWORKZONES
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Transportationconstructionprojectsoftendisruptthepublicsmobilityandaccess.Properplanningfor
bicycliststhroughandalongconstructionareasisasimportantasplanningformotorvehicletraffic,
especiallyinurbanandsuburbanareas.TheMUTCDstatesthattheneedsandcontrolofallroadusers
(motorists,bicyclists,andpedestrians)throughatemporarytrafficcontrolzoneshallbeanessentialpart
ofhighwayconstruction,utilitywork,maintenanceoperations,andthemanagementoftraffic
incidents.(1)Temporarylanerestrictions,detoursandothertrafficcontrolmeasuresshouldtherefore
bedesignedtoaccommodatebicyclists.Therecommendationsbelowshouldbeincorporatedinto
projectconstructionplans.Workerswhoroutinelyperformmaintenanceandconstructionoperations
shouldbeawareoftheseconsiderations.
30
31
Plansforthemaintenanceofbicycletravelshouldbeinitiatedwhenevertheneedfortemporarytraffic
controlsisbeingconsidered.Attheonsetofplanningfortemporarytrafficcontrols,itshouldbe
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DRAFTFebruary2010
1
2
determinedhowexistingbicyclefacilitieswillbemaintainedduringconstruction.Optionsinclude
accommodatingbicyclesthroughtheworkzoneorprovidingadetourroute.
3
4
5
6
7
8
9
Similartoothervehiculartraffic,bicyclistsshouldbeprotectedfromworkzonehazards.Hazardsmay
includeroadorpathclosures,suddenchangesinelevation,constructionequipmentormaterials,and
otherunexpectedconditions.Accommodationintheworkzonemayresultintheneedforthe
constructionoftemporaryfacilitiesincludingpavedsurfaces,structures,signsandsignals.TheMUTCD
includesappropriatemodespecificdetourguidelinesinthesectionontemporarytrafficcontrols(1).
Whereguidelinesdonotadequatelycoverasituationspecifictobicycleuse,generalvehicular
guidelinesshouldbeapplied.
10
7.3.1.RURALHIGHWAYCONSTRUCTION
11
12
13
14
15
Constructionoperationsonruralhighwayscanaffectlongdistancecommuter,touringandrecreational
cyclists.Onlowvolumeroads,orthroughshortconstructionzones,standardtrafficcontrolpracticesare
usuallyadequate.Bicyclistsareprovidedwithaccessaslongasasmooth,pavedsurfaceismaintained,
andtemporarysigns,debrisandotherobstructionsareremovedfromtheedgeoftheroadwayafter
eachdayswork.
16
17
18
19
20
21
22
Onhighvolumeroadsorthroughlongconstructionzones,adequatepavedroadwaywidthshouldbe
providedformotorvehiclestosafelypassbicyclists.Flaggersandpilotcarsshouldtakeintoaccountthe
bicyclistslowerspeed.Radiomessagescanberelayedtootherflaggersifbicyclistsarecomingthrough
attheendofaplatoon.Onhighwayswithveryhightrafficvolumesandspeeds,andwhereconstruction
willrestrictavailablewidthforalongtime,adetourrouteshouldbeprovidedforbicyclistswhere
possible.Thedetourshouldnotbeoverlycircuitous,andM49detoursignsshouldguidecyclistsalong
therouteandbacktothehighway.(1)
23
7.3.2.URBANROADWAYCONSTRUCTION
24
25
26
27
28
29
30
Inurbanareas,safeandconvenientpassageisneededduringconstructionforbicyclists.Ifadetour
requiressignificantoutofdirectiontravel,thebicyclistwillprefertoridethroughtheconstructionzone.
Itispreferabletocreateapassagethatallowsbicycliststoproceedasclosetotheirnormalrouteas
possible.Accommodationwithintheconstructionzoneispreferred.Closingabikewayorinstalling
signsaskingcycliststotakeadetourisusuallyineffective,asbicyclistscansharealaneoverashort
distance.Detourroutesthatrequirebicycliststomaketwoleftturnsacrossheavytrafficarealso
discouragedandsuchsituationsmayrequireprovidingtwodetours,oneforeachdirectionoftravel.
31
32
Onlongerprojects,andonbusyroadways,atemporarybikelaneorwideoutsidelanemaybeprovided.
Bicyclistsshouldnotberoutedontosidewalksorontounpavedshoulders.Debrisshouldbesweptto
211
DRAFTFebruary2010
1
2
3
4
5
6
maintainareasonablysmoothandcleanridingsurfaceintheouterfewfeetofroadway.Advance
constructionsignsshouldnotobstructthebicyclistspath.Signsshouldbeplacedinabuffer/planter
strip,ratherthaninabikelaneoronasidewalk.Wherethisisnotpossible,eitherraisingthesign,or
placingsignshalfonthesidewalkandhalfontheroadwaymaybethebestsolution.Bikelanesand
sidewalksshouldnotbeusedforstorageofconstructionsignsormaterialswhenworkishaltedforthe
day.
212
DRAFTFebruary2010
1
WORKSCITED
2
3
2.ProtectionofNonmotorizedTransportationTraffic.23U.S.C.109(m),
213

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DRAFT

Looptripsmaybepreferredtobacktracking;startandend Trips generally travel from residential to schools, shopping or

Varied topography may be desired, depending on the Flattopographyisdesired

Use bicycle as primary transportation mode for the trip; may

Casual/Less Confident Riders

May use less direct route to avoid arterials with heavy

Avoid riding on sidewalks. Ride with the flow of traffic on Ifnoonstreetfacilityisavailable,mayrideonsidewalks.

May ride at speeds up to 20 mph on flat ground, up to 45 Mayrideatspeedsaround8to12mph.

D S ERIES R OUTE S IGNS

M18 S ERIES R OUTE S IGNS

M19 R OUTE S IGNS

W HENTO U SEBICYCLE R OUTEAND G UIDE S IGNS

M ARKET A NALYSIS / LANDUSETOOLS

BCT s tan ding = PRT +

BCT s tan ding = PRT +

BMG = BCT s tan ding Y Rclear

BMG = BCT s tan ding Y Rclear

BCTrolling Textension + Y + Rclear

BCTrolling Textension + Y + Rclear

100 2h1 + 2h2

100 2h1 + 2h2

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