HomeMy WebLinkAbout8.1 Attch 2 Bicycle & Pedestrian Design GuidelinesPre
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The Pedestrian Realm ................................................................................................................................................................................................................... 4
Complete Streets ........................................................................................................................................................................................................................... 5
Streets and Sidewalks ................................................................................................................................................................................................................... 5
Sidewalk Zones ........................................................................................................................................................................................................................................................................ 5
Crosswalk Design ........................................................................................................................................................................................................................36
Crosswalk Fundamentals .................................................................................................................................................................................................................................................... 36
Uncontrolled Crossing Enhancements.......................................................................................................................................................................................................................... 39
Controlled Crosswalk Treatments ................................................................................................................................................................................................................................... 41
Resource Documents ..................................................................................................................................................................................................................43
Class I Shared Use Path ..............................................................................................................................................................................................................49
Shared Use Path Features .................................................................................................................................................................................................................................................. 50
Bollards ...................................................................................................................................................................................................................................................................................... 50
Split Trailway ........................................................................................................................................................................................................................................................................... 50
Grade Separation .................................................................................................................................................................................................................................................................. 50
Fencing ...................................................................................................................................................................................................................................................................................... 51
Curb ramps .............................................................................................................................................................................................................................................................................. 51
Crossing Treatments ............................................................................................................................................................................................................................................................ 51
Bicycle Signal Heads ............................................................................................................................................................................................................................................................ 53
Unsignalized Intersections................................................................................................................................................................................................................................................. 54
Shared-Use Path Amenities .............................................................................................................................................................................................................................................. 54
Staging Areas .......................................................................................................................................................................................................................................................................... 54
Pedestrian-Scale Lighting .................................................................................................................................................................................................................................................. 54
Rest Areas................................................................................................................................................................................................................................................................................. 54
Seating ....................................................................................................................................................................................................................................................................................... 54
Waste ......................................................................................................................................................................................................................................................................................... 55
Class IIA Bicycle Lanes ................................................................................................................................................................................................................56
Bicycle Lane Markings ......................................................................................................................................................................................................................................................... 57
Bicycle Lanes Adjacent to Parallel Parking .................................................................................................................................................................................................................. 58
Bicycle Lanes without Parking .......................................................................................................................................................................................................................................... 59
Climbing Lanes ....................................................................................................................................................................................................................................................................... 60
Class IIB Buffered Bicycle Lanes ....................................................................................................................................................................................................................................... 61
Bicycle Lanes at Intersections ........................................................................................................................................................................................................................................... 63
Colored Bicycle Lanes .......................................................................................................................................................................................................................................................... 66
Skip-Striping through Intersections and Conflict Zones ....................................................................................................................................................................................... 68
Treatments at Highway Interchanges ........................................................................................................................................................................................................................... 69
Bicycle Detection ................................................................................................................................................................................................................................................................... 71
Class IIIA Bicycle Routes with Sharrows ..................................................................................................................................................................................74
Shared Lane Markings ......................................................................................................................................................................................................................................................... 74
BMUFL Signage ...................................................................................................................................................................................................................................................................... 75
Share the Road Signage ..................................................................................................................................................................................................................................................... 75
Class IIIA Bicycle Routes with Sharrows ....................................................................................................................................................................................................................... 77
Wayfinding and Destination Signage ......................................................................................................................................................................................79
Bicycle Parking ............................................................................................................................................................................................................................82
In-Street/Sidewalk Parking ................................................................................................................................................................................................................................................ 84
Bicycle Lockers ....................................................................................................................................................................................................................................................................... 88
Enclosed Facilities ................................................................................................................................................................................................................................................................. 90
Bicycle Facility Maintenance Standards ..................................................................................................................................................................................92
LIST OF TABLES
Table 1: Sidewalk Zones and Corners ............................................................................................................................................................................................................................. 6
Table 2: Pedestrian Wayfinding ......................................................................................................................................................................................................................................... 9
Table 3: Pedestrian-Scale Lighting ................................................................................................................................................................................................................................. 11
Table 4: High-Quality Street Furniture .......................................................................................................................................................................................................................... 12
Table 5: Standard Crosswalk Striping ............................................................................................................................................................................................................................ 13
Table 6: High Visibility Crosswalk Striping .................................................................................................................................................................................................................. 14
Table 7: Special Paving Treatments ............................................................................................................................................................................................................................... 15
Table 8: Median Island / Pedestrian Refuge ............................................................................................................................................................................................................... 16
Table 9: In-Street Pedestrian Crossing Signs ............................................................................................................................................................................................................. 18
Table 10: Reduced Radii ..................................................................................................................................................................................................................................................... 19
Table 11: Curb Extensions .................................................................................................................................................................................................................................................. 20
Table 12: Curb Ramps ......................................................................................................................................................................................................................................................... 21
Table 13: Right-Turn Slip Lane Design ......................................................................................................................................................................................................................... 23
Table 14: Advanced Yield Markings ............................................................................................................................................................................................................................... 24
Table 15: Advanced Warning Signs ............................................................................................................................................................................................................................... 25
Table 16: Rectangular Rapid Flashing Beacon ........................................................................................................................................................................................................... 26
Table 17: Pedestrian Hybrid Beacon .............................................................................................................................................................................................................................. 27
Table 18: Grade Separated Crossing ............................................................................................................................................................................................................................. 28
Table 19: Leading Pedestrian Interval ........................................................................................................................................................................................................................... 29
Table 20: Pedestrian Friendly Signal Timing and Countdown............................................................................................................................................................................. 30
Table 21: Pedestrian Friendly Signal Phasing ............................................................................................................................................................................................................. 32
Table 22: Bus Stop Accessibility ...................................................................................................................................................................................................................................... 34
Table 23: Dublin Bikeways Classifications .................................................................................................................................................................................................................. 46
Table 24: Standards for CLass I Facilities .................................................................................................................................................................................................................... 49
Table 25: Recommended GuideLines for Class IIIA Facilities ............................................................................................................................................................................. 74
Table 26: Bicycle Parking Facilities ................................................................................................................................................................................................................................ 83
LIST OF FIGURES
Figure 1a. Types of Bicycle Facilities ............................................................................................................................................................................................................................. 47
Figure 1b. Types of Bicycle Facilities ............................................................................................................................................................................................................................ 48
Figure 2. Typical Class I Shared Use Path ................................................................................................................................................................................................................... 50
Figure 3. Placement of In-Pavement Bicycle Detectors at Intersections........................................................................................................................................................ 73
This Bicycle and Pedestrian Design Guidelines document will guide the design and installation of bicycle and pedestrian facilities Citywide and should be
used along with the guidelines specified in the Downtown Dublin Specific Plan and City of Dublin Streetscape Master Plan. This document is intended to
be a living document that will be updated regularly by the City of Dublin’s Public Works Department to make it consistent wit h best practices in bicycle and
pedestrian planning and design.
This document is divided into two basic chapters:
Pedestrian Design Guidelines
Bicycle Design Guidelines
The Pedestrian Design Guidelines chapter also includes a detailed section on the design and installation of crosswalks. The Crosswalk Design section
includes key considerations for the installation, enhancement, and/or removal of marked crosswalks in Dublin. The Crosswalk Design Guidelines are
intended to apply Citywide.
The Bicycle and Pedestrian Design Guidelines should be consulted by City staff, developers, and transportation engineers working in Dublin. For example,
new development site designs should refer to this document to inform project development and recommendations. This Policy should also be consulted
anytime new public infrastructure development, redevelopment, or upgrades occur. Final application of the Guidelines will require engineering judgment
at all times.
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Ped Design Guidelines
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This section outlines guidelines for the design of walking facilities in the City of Dublin. Safe, walkable streets are a vital aspect of City life and enhance the
health of our communities. Well-designed walking spaces should be comfortable for all residents – young and old – to enjoy.
The pedestrian realm consists of walkways, pedestrian crossings, and open spaces. Walkways are “prepared exterior routes, des igned to provide walking
accessibility. Walkways are general walking routes, including plazas and courts, and sidewalks are walkways that parallel a vehi cular roadway.”1 Additionally,
pedestrian crossings, where pedestrians traverse a roadway, are considered part of the pedestrian realm. Plazas and courts are locations, either publicly or
privately-owned, accessible to pedestrians. The quality of the pedestrian realm has two components: accessibility and comfort. The City of Dublin seeks to
maximize both elements for all users.
A well-connected pedestrian network is a vital component of livable communities, which thrive on multimodal travel for all roadway users, regardless of
age or ability. Multimodal travel incorporates the needs of not just motor vehicles in roadway design, but the needs of pedestrians, bicyclists, and transit
users as well. The primary goal of the Pedestrian Design Guidelines is to assist the City of Dublin in creating streets that accommodate pedestrians through
a set of recommended practices that enhance the walkability of all streets within the City. These guidelines will help the City make decisions about the
preferred application of pedestrian treatments in the following areas:
Streets and Sidewalks
Uncontrolled Intersections / Mid-block Crossing Treatments
Controlled Intersections and Crossings
The pedestrian enhancements described throughout these guidelines provide street design best practice guidance, which can enhance the safety,
convenience, and mobility for pedestrians. In particular, they provide guidance on appropriate treatments for the various “areas of focus” throughout
Dublin, including downtown districts, access to transit stations, school zones, and barrier crossings. Potential treatment types for each of these areas
include different design options for streets/sidewalks, pedestrian crossings, multimodal connections and community vitality.
1 U.S. Department of Transportation
Complete streets practices improve the pedestrian realm when properly integrated with the adjacent land use context , because they encourage the design
of streets with well-connected and comfortable sidewalks, traffic calming measures to manage vehicle speeds and enhanced pedestrian crossings. Though
the level of accommodation of all modes will vary in different land use contexts, incomplete streets—those designed primarily for automobile access—can
be a barrier in any neighborhood, particularly for people with disabilities, older adults, and children.
Streets and sidewalks should support the activities and pedestrian levels along the street. Streets should be well-connected to ensure that destinations are
within walking distance. Sidewalks should be wide enough to support the expected pedestrian volumes. This Plan recommends a minimum width of six feet
for the pedestrian pathway section of a sidewalk, which is wide enough for two people to walk side by side, can be navigated by persons with mobility
impairments, and meets current ADA requirements.
Sidewalks in existing residential developments may remain at current widths (City approved minimum of 48 inches, or four feet) unless a substantial new
development of multi-family dwelling units is planned. ADA sidewalk regulations specify that routes with less than 60 inches, or five feet of clear width
must provide passing spaces at least 60 inches wide at reasonable intervals not exceeding 200 feet, and a five feet by five feet turning space should be
provided where turning or maneuvering is necessary. This section provides guidelines on the design of sidewalk widths that meet walking demand, and
provide buffer space between motor vehicle lanes and sidewalks and space for walking, sitting, and lingering.
Table 1: Sidewalk Zones and Corners
Discussion
The sidewalk zone is the portion of the street right-of-way between the curb and building front. Within this zone, four distinct areas serve different
organizational purposes (see below for more detail about how these apply to different settings).
Design Example
Edge Furnishings Throughway Frontage
Design Summary
These designs are recommended minimums, and ideally sidewalks with high pedestrian volumes should be 16 to 18 feet wide, and could include wider
landscaped buffers, a seven and a half to 11 foot wide pedestrian pathway, and/or vegeta tive strips along the building face.
On commercial streets, especially in Downtown Dublin, eight feet is the minimum desired
sidewalk width. This includes a two to three foot comfort zone on either side of the pedestrian
walkway, as pedestrians generally keep about 1.5 feet clear of planters, street furniture and other
obstructions near the curb. This should not prevent the City from installing wider sidewalks in
commercial districts and other locations with outdoor seating and amenities. Sidewalks on local
streets should be a minimum of five feet wide.
Landscaping separating the street from the sidewalk should be five feet wide. In addit ion to
separating pedestrians from vehicle traffic, landscape buffers provide space for driveway curb
cuts and reduce cross-slopes on sidewalks.
Elements such as street furniture, newspaper racks, bicycle parking racks, and trash bins should be kept in the furniture zone and should not impede a
straight travel path along the sidewalk. Additionally, “meandering” sidewalks are discouraged. They may prove challenging for visually-impaired
pedestrians and lengthen travel distance.
Edge/ Curb Zone - At a minimum, such as in areas with lower pedestrian activity, there should be a 6 -inch wide curb. Other areas, such as downtowns,
should have at least an extra foot to accommodate car doors to not conflict with the sidewalk.
Furnishing/Landscape Zone - This area acts as a buffer between the curb and throughway zone. This is the areas where trees should be planted and
benches should be located. Any sidewalk amenities should be located within this area and should not interfere with the throug hway zone. Streets with
higher speeds should have larger furnishing zones.
Throughway zone - The minimum width of this zone is typically six feet. See sidewalk width discussion above for exceptions and details about AD A
compliance.
Frontage Zone - This area borders the building façade or fence. The primary purpose of this zone is to create a buffer between pedestrians walking in
the throughway zone from people entering and exiting buildings. It provides opportunities for shops to place signs, planters, or chairs that do not
encroach into the throughway zone.
Some zones are more important in specific settings; for example, most residential streets will not include a frontage zone an d will only include a
furnishing/landscape zone on streets with higher speeds. Only the curb and throug hway zone have minimum widths specified.
Land Use Context Minimum Recommended
Sidewalk Width
Residential 5’
Commercial 8’
School Areas 8’
Industrial 6’
Pedestrian Area at Corners
Corners must be functional and must accommodate those waiting to cross the street, those traveling along the sidewalk, and th ose who stop to
congregate on the corner. The greater the number of expected pedestrians, the larger the pedestrian area should be. Other considerations sometimes
erode the amount of usable space and hence the functionality of corners. Several strategies exist for expanding the pedestri an area at corners. Small
corner radii generally provide the most usable space and the shortest crossing distances for pedestrians. Designers may also co nsider curb extensions,
right-of-way acquisition, public easements across private property to expand the pedestrian area.
The pedestrian area should be clear of obstructions, especially in the triangle created by extending the property lines to the face of curb. Where existing
obstructions such as utility poles or newspaper racks are removed, they should not be relocated such that they obstruct a pedestrian’s line of travel.
The general rule for choosing a corner radius should be to choose the smallest possible, acknowledging that each location has a unique set of factors that
determines the appropriate radius. Small corner radii improve comfort, and create a more enjoyable walking environment because they create more
usable space for pedestrians at the corner. They improve safety because they slow vehicle speeds and shorten the crossing di stance for pedestrians and
improve sightlines. Smaller corner radii are also beneficial for street sweeping operations.
While corner radii may be as small as 1’6”, locations with any amount of turning traffic cannot
accommodate a radius this tight. At locations with curbside parking, a 10’ radius is
recommended. At locations with no parking lane, a typical 20’ radius is recommended. Locations
with heavy truck or transit traffic may require a wider turning radius.
Street Type Recommended Curb Radius
Residential 15 ft
Local/Collector 20-30 ft
Arterial 30 ft
Industrial Up to 50 ft
Table 2: Pedestrian Wayfinding
Discussion
A pedestrian wayfinding system provides consistent and user-friendly information about distances and routes to and from major transit centers and
popular destinations, making these places easier to connect to, and encouraging people to make short trips on foot. Signs tha t explain pedestrian
directions and summarize route distances make for a more enjoyable and comfortable walking experience. Wayfinding is an essen tial aspect of street
infrastructure which makes pedestrians a priority within the streetscape and enhances the character of the street.
Design Example
Transit Wayfinding (WCCTAC examples)
Design Summary
Wayfinding signage should cater to both vehicles and pedestrians, particularly in districts with high levels of walking activ ity. Signs and routes that direct
pedestrians to specific destinations are key to providing adequate wayfinding for pedestrians.
Table 3: Pedestrian-Scale Lighting
Discussion
Pedestrian-scale lighting improves pedestrian visibility and the perception of safety and comfort while walking. Well -lit pedestrian facilities are more
inviting, and function well for pedestrians after sunset.
Design Example
Pedestrian-scale Lighting (South San Francisco and Seattle)
Design Summary
Pedestrian-scale lighting provides a better-lit environment for pedestrians while improving visibility for motorists. Sidewalks with frequent nighttime
pedestrian activity particularly in the Downtown area should have pedestrian lighting. All crosswalks should have pedestrian -scale lighting. Pedestrians
tend to observe more details of the street environment since they travel at a slower pace than vehicles, and thus pedestrian -scale lighting should have
shorter light poles and shorter spacing between posts. A height of 12- 20 feet is common for pedestrian lighting. The level of lighting should reflect the
location and level of pedestrian activity.
Table 4: High-Quality Street Furniture
Discussion
High-quality street furniture provides pedestrians with inviting places to rest, and clearly defines the furnishings zone of a sid ewalk. Street furniture
enhances the streetscape with consistent design character, can protect landscape features, and formalizes waiting areas such as bus stops and street
corners.
Design Example
Design Summary
Street furniture is normally placed on a sidewalk in the Frontage Zone, as described in Table 1, to provide additional comfort for pedestrians and
enhance place making within the pedestrian realm. Street furniture makes pedestrians feel welcome, but should not conflict wi th the pedestrian travel
path. Street furniture can include benches, specially designed newspaper racks, fountains, special garbage/recycling containers, etc. and shall be
consistent with the City’s Streetscape Master Plan. Costs for street furniture vary widely depending on what is included and how it is integrated with
other landscaping elements.
Table 5: Standard Crosswalk Striping
Discussion
Crosswalks should be marked on all approaches of an intersection where feasible to delineate space for pedestrians to cross. While heavy vehicle volumes
may present an exception, this should only be considered when all other options to accommodate motor vehicle demand have been dismissed.
At intersections, crosswalks are essentially an extension of the sidewalk; if the sidewalk extends to the intersection, cross walk striping directs the pedestrian
to the other side of the intersection in a direct path.
Design Example
Standard Crosswalk at Signalized Intersection
Design Summary
Standard dual white lane stripes are recommended for pedestrian crossings at signalized or stop-controlled intersections. These bars should be one
foot wide and extend from curb ramp to curb ramp.
Particularly in the Downtown area, an advance stop bar is recommended five to seven feet in advance of the crosswalk.
Table 6: High Visibility Crosswalk Striping
Discussion
High visibility striping is a tool that brings attention to pedestrians. This striping should be reserved for uncontrolled or mid-block locations and helps to
direct pedestrian traffic to specific locations. As detailed in the crosswalk policy included in this Plan, high visibility markings should be used in combination
with other design treatments, like refuge islands, bulb-outs, and other active device enhancements for roadways with more than four lanes or speeds over
40 mph.
Design Example
Example Crosswalk Types Approved by FHWA Continental Crosswalk High Visibility Ladder Crosswalk (school zone)
Design Summary
The use of high visibility striping is recommended at uncontrolled crossing locations.
Communities should choose a preferred style of high visibility striping so it is consistently applied. Costs to install cross walks vary depending on the
width and number of high visibility stripes used.
Table 7: Special Paving Treatments
Discussion
Special paving treatments include adding texture to surfaces or coloring pavement to distinguish the sidewalk or crosswalk. T his treatment enhances the
character of the overall pedestrian environment. The rougher roadway surface may also slow vehicles and draw more attention to the pedestrian realm.
Design Example
Brick Pattern Streetprint Design Brick, Pavers and Concrete Decorative Streetprint
Design Summary
Types of special paving treatments typically include:
Colored concrete
Stamped asphalt or concrete painted to resemble bricks.
Pavement stencils
Designers must be careful to not confuse the visually impaired and cause problems for people with disabilities. Surfac es should be adapted to
accommodate people using wheelchairs. A standard white stripe must be provided on either side of the crosswalk even when spec ial paving treatments are
used to enhance the contrast between the crossing and the roadway (and legally es tablish the crosswalk at midblock locations).
Table 8: Median Island / Pedestrian Refuge
Discussion
Refuge islands are raised islands in the center of a roadway that separate opposing lanes of traffic with a cutout or ramp for an accessible pedestrian path.
They reduce pedestrian exposure to motor vehicles, and allow a pedestrian to cross a roadway in two stages. Their application is most pertinent in higher
traffic volume areas that have four-lane or wider streets or when crossing distances exceed 60 feet.
Design Example
Pedestrian Refuge Island Split Pedestrian Cross-Over Staggered Crosswalk
Pedestrian refuge islands should extend through the crosswalk, with a curb cut for
wheelchair accessibility. Refuge islands should be clear of obstructions and have
adequate drainage. They should be at least 12 feet long or the width of the
crosswalk (whichever is greater) and 60 feet square. At actuated pedestrian signals,
an accessible pedestrian push button should also be located in the median.
Refuges can be a low cost way to reduce the crossing distance at wide intersections
because often no curb (drainage) modifications are required.
Recommended Refuge Island Widths
Speed Minimum Width*
25-30 mph 5 feet
30-35 mph 6 feet
35-45 mph 8 feet
*Where bikes are expected to use the crosswalk, medians
should be at least six feet wide, the length of an average bike.
Table 9: In-Street Pedestrian Crossing Signs
Discussion
This tool involves placing regulatory pedestrian signage in th e middle of the roadway centerline, either in front or behind the crosswalk. It is MUTCD-
approved and assists to remind road users of laws regarding to the right of way at unsignalized pedestrian crossings.
Design Example
Design Summary
Signs may be placed on the roadway centerline directly, as in the picture above. Careful placement is necessary to avoid maintenance iss ues with vehicles
knocking down the sign. One option is to temporarily place the sign during specific time periods, such as when sc hool is in session. Another option is to
put the sign within a raised median or place in -pavement raised markers around the sign. They can be placed either at mid-block crosswalk locations or
intersections with significant pedestrian activity, such as near transit stations or schools.
Table 10: Reduced Radii
Discussion
Reduced turning radii can create a more compact intersection design and improve sight distance. Dimensions of the curb at the intersection directly affect
the speed of the approaching vehicle, especially for turning vehicles. Compact intersection design with low corner radii can also improve pedestrian
visibility by removing barriers to sight distance. Improving sight distances gives motorists a clear vie w of pedestrians, while allowing the pedestrian to
observe and react to any hazards. Ensuring proper sight distances between pedestrians and vehicles can decrease the rate and severity of turning related
pedestrian-vehicle collisions.
Design Example
Design Summary
Compact intersections are more comfortable for pedestrians and improve visibility between motorists and pedestrians. A large turning radius (generally 30
feet or greater) allows vehicles to turn at high speeds. Reducing the radius forces ap proaching vehicles to slow down while still accommodating larger
vehicles, thus reducing the frequency and severity of pedestrian collisions at intersections. On -street parking and bicycle lanes can also allow for smaller
curb radii while maintaining the same effective curb radius. Note that on-street parking should be restricted in advance of crosswalks, to improve visibility
for pedestrians. Cost of curb radius adjustments will depend on the site -specific drainage conditions and existing and desired dimensions, and may include
costs associated with concrete sidewalk removal and new curb and gutter.
Table 11: Curb Extensions
Discussion
Also known as pedestrian bulb-outs, curb extensions increase driver awareness of pedestrians and help slow traffic. They provide a larger space for pedestrians to wait
before crossing and prevent cars from parking near the crosswalk. Curb extensions are highly beneficial in downtown or transi t station areas, which generate significant
pedestrian activity. They may also be beneficial in school zones or neighborhood districts, which have vulnerable pedestrians, such as children or older adults that would
benefit from an enhanced treatment that reduces crossing distances.
Generally, curb extensions should extend a minimum of six feet into the street adjacent to parallel parking, or 12 feet adjacent to diagonal parking, and no farther than the
edge of the travel lane or bicycle lane. The leading edge of all curb extensions should be treated with reflective material for higher visibility, unless otherwise determined by
the City Engineer. Designers should exercise special care not to create conflicts between bicyclists and pedestrians and not to design the curb extension such that cyclists
are forced to “take the lane” at intersections where it is not appropriate. Curb extensions can also improve the visibility of stop signs at stop-controlled locations.
Design Example
Design Summary
Curb extensions involve extending the curb space into the street to create a shorter pedestrian crossing. They should not extend into the bicyclist line of travel to avoid
impeding bicyclists and motorists. This can be achieved by designing the bulb-out width to be the same as the adjacent on-street parking (7-8’ for parallel parking, or wider
as necessary at locations with angled parking). They may also require removal of on street parking.
Low-height landscaping within bulb-outs can further enhance the character and comfort of the pedestrian realm. Bulb-outs may also create space for pedestrian amenities
or bicycle parking.
Table 12: Curb Ramps
Discussion
Pedestrians with mobility impairments, such as people using wheelchairs or canes, need curb ramps to safely access a sidewalk and crosswalk.
Design Example
Design Summary
The Architectural and Transportation Barriers Compliance Board and the U.S. Access Board have developed Proposed Accessibilit y Guidelines for Pedestrian
Facilities in the Public Right-of-Way to ensure that sidewalks, pedestrian street crossings, pedestrian signals, and other facilities for pedestrian circulatio n
and use constructed or altered in the public right-of-way by state and local governments are readily accessible to and usable by pedestrians with
disabilities. Public Rights-of Way (PROWAG) Notice of Proposed Rule Making was last updated in 2011, and is subject to updates. The most recent version
can be found online:
http://www.access-board.gov/prowac/nprm.htm
Directional (dual) ramps should be standard; these ramps point the pedestrian toward the crosswalk. In some cases this design may be cost prohibitive due
to utility relocation or curb reconstruction. Dual curb ramps are especially desirable at locations with narrow sidewalks and a wide corner radius. At
locations with narrow sidewalks and a tight corner radius, a single curb ramp may be appropriate. Ramps and dropped landings that end directly in the
roadway should have a truncated dome tactile surface.
All new curb ramps in Dublin must comply with the Americans with Disabilities Act Accessibility Guidelines (ADAAG) and the St ate of California Code of
Regulations Title 24. The California Disabled Accessibility Guidebook (CalDAG) synthesizes the recommendations from both sources. As depicted in the
illustration, directional ramps are preferred over diagonal ramps as they provide direct access to each crosswalk. Curb ramps should be ADA compliant to
accommodate mobility and visually impaired pedestrians. Detectable warnings are required by the ADA Accessibility Guidelines with any new curb ramp or
reconstruction. These guidelines call for raised truncated domes of 23 mm diameter and 5mm height. Curb ramps should align in the direction of the
crosswalk and have enough clear space beyond the curb line so the pedestrian is not drawn right into the line of traffic.
Table 13: Right-Turn Slip Lane Design
Discussion
Free right turns often create conflicts with crossing pedestrians and should be restricted whenever possible as they encourag e fast turning. When they are
necessary, design strategies can enhance the pedestrian crossing and improve visibility of bicyclists on intersecting streets (illustrated below).
Design Example
Design Summary
A slip lane with a high entry angle provides improved sight distance in an area where traffic speeds are slower t han farther downstream. In an urban
interchange that has a right-turn merge onto the arterial, the acute angle of the merging approach can create visibility problems, especially as motor
vehicles are hyper-focused on merging into traffic. The configuration may also discourage drivers from reducing their speeds to the level safe enough for
merging as well as pedestrians and bicyclists crossing the ramp lane. Research findings call for designing a right merge lane at an interchange using a
right turn slip lane with an entry angle greater than 70 degrees.
Where the angle cannot be reduced, the slip lane can be improved for pedestrians by adding a raised crosswalk or signalizing the pedestrian crossing.
Table 14: Advanced Yield Markings
Discussion
Advanced yield markings designate the yielding location for vehicles yielding the right-of-way to pedestrians at an uncontrolled location. They should be
installed with every uncontrolled crosswalk on multi-lane roads, and are an option for single lane crossings where enhanced visibility of the crosswalk is
desired.
Design Example
Advanced Stop Bars Advanced Yield Markings
Design Summary
Advance yield markings are a row of white triangles, with the points facing drivers and the flat edges facing the crosswalk. They should be placed seven
feet in advance of a single lane crosswalk and 20-50 feet (ideally 30 feet) in advance of a multi-lane crosswalk. The “yield here to pedestrians” sign (FHWA
MUTCD sign R1-5a, or CA MUTCD R1-2) should accompany the striping installation.
Table 15: Advanced Warning Signs
Discussion
Advanced warning signs alert drivers to upcoming stops and pedestrian crossings. Warning signs inform unfamiliar drivers of unexpected crossings and
possible pedestrian conflicts at midblock or poor visibility locations. They may also be used at high -volume pedestrian crossing locations to add emphasis
to the crosswalk, school crossings, and school bus stop locations.
Design Example
Design Summary
Advanced warning signs for pedestrian crossings should not be mounted with other warning signs, except for supplemental dista nce signs indicating the
proximity of the crossing, to avoid visual clutter and information overload. The CA MUTCD specifies a 36in x 36in x 36in sign size. The CA MUTCD specifies
a number of examples that may be used for advanced warning (including FHWA MUTCD sign R1-5a, or CA MUTCD R1-2).
Table 16: Rectangular Rapid Flashing Beacon
Discussion
The Rectangular Rapid Flashing Beacon (RRFB) is considered an important new device for improving pedestrian safety at uncontr olled, multi-lane
crosswalks. The RRFB device is a pedestrian-activated beacon system located at the roadside below side-mounted pedestrian crosswalk signs.
Design Example
Design Summary
The RRFB enhances the flashing beacon by replacing the slow flashing incandescent lamps with rap id flashing LED lamps. The lights can be activated either
by a push-button or with remote pedestrian detection. They can be solar-powered. This treatment has received interim, blanket approval for use in
California (Caltrans must be notified of any installation).
Table 17: Pedestrian Hybrid Beacon
Discussion
The Pedestrian Hybrid Beacon, also known as the High -intensity Activated Crosswalks (HAWK), provide protected pedestrian crossing at locations via a red
signal indication. This treatment is not widely used, but is included in the Federal and CA MUTCD, with a warrant for use.
Design Example
Design Summary
HAWKs are used in circumstances with high vehicle speeds as well as a high demand for pedestrian crossings . The device combines the beacon flasher with
a traffic signal to generate a higher driver yield rate. They are pedestrian activated and will display a yellow indication t o warn vehicles, then a solid red
light. While pedestrians are crossing, the driver s ees a flashing red light in a “wig wag” pattern until the pedestrian clearance phase has ended, then returns
to a dark signal.
Table 18: Grade Separated Crossing
Discussion
A grade-separated pedestrian crossing provides a complete separation of pedestrians from vehicles through a pedestrian -only overpass or underpass
(generally bicycles are permitted as well). Grade separations are a tool to help overcome barriers and help pedestrians conne ct to sidewalks, off-road trails
and paths. They should be used where topography is supportive and no other pedestrian facility is available.
Design Example
Design Summary
Grade separated crossings should be constructed within the most direct path of a pedestrian. They should ha ve visual appeal and entrances that are visible
so pedestrians feel safe and not isolated from others.
Because they can be costly, grade separated crossings should only be used in instances with unsafe vehicle speeds and volumes or no convenient
substitute for the pedestrian.
Table 19: Leading Pedestrian Interval
Discussion
Leading pedestrian interval (LPI) treatments enhance the visibility and convenience of pedestrian crossings at traffic signals by beginning the pedestrian phase before the
vehicle green phase in the same direction. This allows the pedestrian to enter the crosswalk before vehicles advance, and to be in a highly visible position before vehicles
begin right or permissive left turns.
Design Example
Design Summary
Leading pedestrian intervals are an enhanced pedestrian treatment that gives pedestrians a walk indication while other approa ches are red to prevent
advancing. Crossing with this “head start” allows pedestrians to be more visible to motorists appro aching an intersection. The following best practices
should be used:
Install at locations with heavy right turn vehicle volumes as well as frequent pedestrian crossings.
Ensure vehicles are stopped for two to four seconds while pedestrians are allowed to b egin crossing.
Table 20: Pedestrian Friendly Signal Timing and Countdown
Discussion
Signal timing typically favors vehicle travel. However, in areas with high pedestrian activity, signal timing ca n be enhanced to meet the needs of
pedestrians. The walk interval of a pedestrian phase is, at a minimum, four to seven seconds, followed by a pedestrian cleara nce interval, called the “flash
don’t walk” (FDW) phase. The FDW phase uses a standard rate to d etermine the amount of time provided for the pedestrian to clear an intersection. It is
determined by dividing the width of an intersection by the pedestrian walking speed. The solid “Don’t Walk” sign typically co incides with the yellow vehicle
signal. The pedestrian timing is an important element to traffic signals since the green time for cars might not be sufficient for pedest rians to cross an
intersection.
Pedestrian heads include "Walk" and "Don't Walk" displays, which are figures of a walking person and a hand. When the "Don't Walk" display (hand) is
flashing pedestrians should not start to cross, and those who are already crossing should continue. A steady "Don't Walk" dis play indicates that just a few
seconds remain before opposing vehicles are given a green signal. The 'count down' pedestrian head supplements the typical display with a countdown
timer that shows the number of seconds left before the steady hand is displayed, giving both pedestrians and drivers notice a bout how much time remains.
These are considered a best practice for pedestrian safety.
Pedestrian push buttons are used to activate pedestrian recall at actuated signals. When the pedestrian recall is enabled, bo th the vehicular and pedestrian
timing for phase are active. At busy pedestrian intersections, the signal timing may be set to always include the pedestrian timing for the active phase.
Design Example
Design Summary
The standard for walking speeds at signalized intersections has changed from 4 feet per second to 3.5 feet per second to more accurately reflect the
average pedestrian walking speed and aging population.
A slower walking rate of 2.8 feet per second (MUTCD 4E.10(CA)) is recommended in areas with a high number of children, older adults, or disabled
pedestrians crossing. Pre-timed signals may warrant a longer walk phase in order to accommodate pedestrians. This should ultimately be at the discretio n
of the City’s traffic engineer.
Table 21: Pedestrian Friendly Signal Phasing
Discussion
Left- and right-turning vehicles are required to yield to pedestrians in the crosswalk on permissive phases. The following signal phasing sequences can enhance pedestrian
accommodation and safety:
Protected left turns allow vehicles turning l eft an exclusive phase, ultimately eliminating conflicts between pedestrians in the crosswalk.
Split phasing allows opposing intersection approaches to receive a dedicated phase. Pedestrian phases for parallel crosswalks will be activated with
each adjacent vehicle phase. This phasing plan can reduce intersection capacity, since cycle lengths are typically long, but eliminates conflicts with
pedestrians and opposing left-turns.
Design Example
Example of a Pedestrian Signal Head Mounted on a Signal Pole
Design Summary
At intersections with heavy vehicle traffic volumes, providing convenient and comfortable pedestrian crossings must be balanc ed with the need to maintain
intersection capacity and operations for automobiles. In these instances, it is imp ortant to incorporate additional treatments to enhance pedestrian
visibility, such as special striping or signage. If a permitted left turn phase is used, the traffic and pedestrian signal should be located next to each other on
the corner pole (as depicted in the picture) to attract driver’s attention. A flashing yellow arrow may be considered. Where possible, protected left t urns
are always preferable for pedestrian safety.
Table 22: Bus Stop Accessibility
Discussion
The specific location and design of a bus stop within the right-of-way and pedestrian facilities are important for bus operations and accessibility. The best
bus stops are operationally safe and efficient for both buses and passengers. The stop should be locate d to cause the minimum interference with
pedestrian, bicycle and other vehicle movements. Bus stops should be located adjacent to the street curb in most cases, or at a bus bulb along busy transit
routes or at transit centers and hubs. Minimum sidewalk and clearance is required for ADA accessibility. Ideally, bus stops also include a bus shelter for
protection from sun or rain, and other amenities; at minimum they should include a bus stop pole and ADA compliant bench.
Design Example
Design Summary
Avoid bus turnouts/pullouts where possible because this slows operations w hen buses must pull out of and back into traffic.
Bus stops must be long enough for the buses that use them so the buses do not hang into the travel lane when pulling in to th e bus stop. Buses must stop
flush with the curb to provide ADA compliant access to passengers with disabilities. Bus stop dimensions should be coordinated with Wheels or
appropriate transit agencies. For a far side stop, this length addresses:
Bus clearance from the crosswalk: Minimum 5 feet for pedestrian safety
Stopping space for bus: 60 feet (length of articulated bus)
"Take off" space for bus to leave stop: 15 feet
Total Length- Far Side Stop for one bus: 80 feet
Near side stops require slightly more space. The recommended length is 90 feet, divided up as follows:
Approach space for the bus: 15 feet
Stopping space for the bus: 65 feet
Bus clearance from crosswalk 10 feet
Total length- Near Side Stop for one bus: 90 feet
Sidewalks at bus stops must be free of clutter, and curbs must be painted red.
ADA Accessibility Guidelines (ADAAG) specifies that the paved boarding/alighting area must be at least eight feet deep from the curb and five feet along
the curb. ADAAG also requires a minimum path of travel (sidewalk) clear of obstructions to and from this boarding area at lea st three feet wide. Many cities
use four feet or even six feet as their standard.
In most cases bus shelters should be placed at the back of the sidewalk in order to maintain pedestrian travel and meet ADA p ath of travel requirements.
Exceptions are made and placement must consider security and line of sight at intersections and driveways.
Concrete bus pads are recommended at bus stop locations, to prevent and minimize pavement wear and maintain level grade at lo cations with heavy bus
traffic.
The elements of this section are based on research from the National
Cooperative Highway Research Program (NCHRP) and the Federal
Highway Administration (FHWA), in addition to other best practice
guidance. This includes three topic areas:
Crosswalk Fundamentals, which provides an overview of
statewide policy and guidance on marked and unmarked
crosswalks
Uncontrolled Crosswalks, which provides considerations for
siting, enhancing, and removing unsignalized crosswalks, and
Controlled Crosswalks, which provides information on
crosswalks at signalized intersections.
Pedestrian crossing and right-of-way laws vary state to state, and are
often a source of driver or pedestrian uncertainty and confusion. This
section outlines the types of crosswalks, California laws related to
crosswalks, and the steps the City may take in identifying appropriate
locations to mark (and potentially enhance) a crosswalk.
Crosswalks are primarily classified by three characteristics:
1) Whether they are marked (demarcated with striping on the
street) or unmarked (no striping)
2) Whether they are controlled (by a traffic signal or stop-sign) or
uncontrolled (with no intersection control)
3) Whether they are located at an intersection (where two streets
meet) or mid-block (between intersections)
The following section outlines California’s laws related to crosswalks.
Additionally, based on pedestrian safety and crosswalk marking research,
some types of crosswalks are safer than others in certain contexts. This
follow sections provide guidance on why, where, and how to treat
crosswalks at controlled and uncontrolled locations, respectively, based
on this recent state of the practice research.
In California, a legal crosswalk exists where a sidewalk meets a street,
regardless of the presence of markings (i.e., with or without striping to
denote the crosswalk). Pedestrians may legally cross any street at any
location, except at unmarked locations between immediately adjacent
signalized crossings, or where crossing is expressly prohibited. Marked
crosswalks reinforce the location and legitimacy of a pedestrian crossing.
Vehicles must yield the right-of-way to pedestrians in marked or
unmarked crosswalks. At other legal crossing locations, the pedestrian
must yield the right-of-way to motorists.
These legal statues are contained in the California Vehicle Code (CVC) as
follows:
Section 275 defines a legal crosswalk as:
That portion of a roadway included within the prolongation
or connection of the boundary lines of sidewalks at
intersections where the intersecting roadways meet at
approximately right angles, except the prolongation of such
lines from an alley across a street.
Any portion of a roadway distinctly indicated for pedestrian
crossing by lines or other markings on the surface.
Section 21950 describes right-of-way at a crosswalk:
The driver of a vehicle shall yield the right-of-way to a
pedestrian crossing the roadway within any marked
crosswalk or within any unmarked crosswalk at an
intersection.
Section 21955 describes where pedestrians may not cross a
street:
Between adjacent intersections controlled by traffic control
signal devices or by police officers, pedestrians shall not
cross the roadway at any place except in a crosswalk.
Sidewalks and crosswalks are essential links within a pedestrian network.
Whether commuting, running an errand, exercising, or wandering,
pedestrians need safe and convenient crossing opportunities to reach
their destinations. A marked crosswalk has four (4) primary functions:
1. To create reasonable expectations where pedestrians may cross a
roadway
2. To improve predictability of pedestrian actions and movement
3. To channel pedestrians to designated crossing locations (often
selected for their optimal sight distance)
4. To establish a legal midblock crossing location between adjacent
signalized intersections.
Marked crosswalks offer the following advantages:
They help pedestrians find their way across complex intersections
They can designate the shortest path
They can direct pedestrians to locations of best sight distance
They can re-assure pedestrians of their legal right to cross a
roadway at an intersection or mid-block crossing
This last point is important. The California Vehicle Code gives the right of
way to pedestrians at any marked or unmarked crosswalk (as noted
above), but the law is not always obeyed by road users, including both
drivers and pedestrians. Drivers fail to yield the right of way without the
visual cue of a marked crosswalk. Pedestrians also do not always know
the right-of-way law, and will either wait for a gap in traffic, or assert
their right-of-way by stepping into the roadway. Strategies for this
challenge are discussed in the Education and Enforcement section of this
document.
The identification of candidate locations for marked crosswalks involves
two steps.
The first step is to locate the places people would like to cross the street.
These locations are called pedestrian desire lines, which represent the
most desirable, and typically most direct, crossings. Pedestrian desire
lines are influenced by elements of the roadway network, such as transit
stops, and nearby land uses (homes, schools, parks, trails, commercial
centers, etc.).
The second step in identifying candidate locations for marked crosswalks
is to identify where people can cross safely. Of all road users, pedestrians
have the highest risk of injury in a collision because they are the least
protected.
This section presents best practices for the installation of marked
crosswalks at uncontrolled intersections and mid-block locations.
Uncontrolled crossings require additional consideration during planning
and design since traffic signals and stop-signs are not provided to
require motorists to stop – they must recognize the pedestrian and yield
accordingly. Thus, providing appropriate enhancements to improve the
visibility and safety of pedestrians crossing the street at an uncontrolled
location is critical.
Several studies of pedestrian safety at uncontrolled crossings have been
completed, from which conflicting research had emerged. Studies
conducted in San Diego in the 1970s showed that pedestrian collision
risk at marked, uncontrolled crosswalks was greater than at unmarked
crossings. This led many cities to remove marked crosswalks, as they
were suspected of providing a false sense of security that drivers would
yield to pedestrians in the crosswalk. However, as a more recent and
comprehensive 2002 study by the Federal Highway Administration
(FHWA) found that marked crosswalks, when appropriately designed with
visibility enhancements, were not inherently less safe than unmarked
locations. The research found that context matters and that appropriate
selection of visibility enhancements is tantamount.
As summarized in above, two key steps are involved in identifying
candidate locations for marked crosswalks:
1. Identify pedestrian desire lines
2. Identify places where people can cross safely
Once candidate locations are identified, an engineering evaluation is
typically conducted to determine if a marked crosswalk should be
installed at an uncontrolled or mid-block location, and if so, what
enhancements beyond striping should be included in the design. Marked
crossings may be considered where all of the following occur:
Sufficient demand exists to justify the installation of a crosswalk
(see Demand Considerations below)
Sufficient sight distance as measured by stopping sight distance
calculations exists and/or sight distance will be improved prior to
crosswalk marking
No other safety considerations preclude a marked crosswalk
Uncontrolled and mid-block crossings should be identified as a
candidate for marking with a demonstrated need for a crosswalk.
Engineering judgment will ultimately be used to select locations
appropriate for a marked, uncontrolled crossing.
At uncontrolled locations, enhanced treatments beyond striping and
signing may be needed for marked crosswalks under the following
conditions:
Multi-lane streets (three or more lanes); or
Two-lane streets with daily traffic volumes (ADT) greater than
12,000; or
Streets with posted speed limit exceeding 30 miles per hour 2
Additional funding sources should be identified as needed for these
enhancements. Failing to provide an enhanced crosswalk and/or
removing a crosswalk should be an option of last resort.
2 Zegeer, et al. “Safety Effects of Marked Versus Unmarked Crosswalks at
Uncontrolled Locations.” Federal Highway Administration, 2005.
Crosswalks can be marked at intersections and mid-block
points. Mid-block crossings play an important role for
pedestrian access; without mid-block crossing locations,
pedestrians may face the undesirable choice to detour to a
controlled crossing location, detour to an intersection where
it is legal to cross even if not controlled, or cross illegally (if
the midblock crossing is between two signalized
intersections). Where signals are spaced far apart (generally
more than 600-800 feet), pedestrians may have to detour
several minutes to a controlled crossing location. Pedestrians
are more likely to wait for a gap in traffic and cross at an
unmarked location, rather than travel a distance out of their
way to find a marked crosswalk. Midblock locations may also
offer and important safety benefit, as they have fewer
potential vehicle-pedestrian conflict points than crosswalks at
intersections.
Controlled crosswalks are those that are provided at stop-controlled or
signalized intersections. Generally, these crossings do not need
enhancements beyond standard crosswalk markings (two parallel lines),
as the traffic signal or stop-sign controls allocation of right-of-way.
However, in some cases, such as in the Downtown, the City may consider
providing enhanced crossings to create a sense of place or improved
aesthetics. This chapter presents preferred and enhanced measures for
pedestrian treatments at controlled locations to:
Improve the visibility of pedestrians to motorists and vice-versa
Communicate to motorists and pedestrians who has the right-of-
way
Accommodate vulnerable populations such as the disabled,
children, and the elderly
Reduce conflicts between pedestrians and vehicles
Reduce vehicular speeds at locations with potential pedestrian
conflicts
All treatments identified in this chapter are required or allowed by the
standards and specifications in the California Manual on Uniform Traffic
Control Devices (CA MUTCD).
Preferred crossing treatments are identified as the basic pedestrian
crossing improvements to be provided at stop-controlled and signalized
intersections. It is recommended that new controlled intersections be
designed with these treatments included; existing controlled
intersections that require retrofits may be prioritized and upgraded as
City funds become available. These treatments are based on
recommended best practices in pedestrian safety:3
Mark crosswalks on all legs of the intersection unless it is not
feasible due to safety reasons determined by engineering
judgment
Provide advanced stop bars in advance of each crosswalk
Minimize the number of vehicle traffic lanes pedestrians must
cross
Provide median refuge islands and thumbnails, as width and path
of turn maneuvers allow
Remove sight-distance obstructions
Provide directional curb ramps for each crosswalk (e.g., two per
corner)
Eliminate free right-turn slip lanes, where feasible
3 See America Walks Signalized Intersection Enhancements that Benefit Pedestrians
http://americawalks.org/wp-content/upload/America-Walks-Signalized-
Intersection-Enhancement-Report-Updated-8.16.2012.pdf (2012).
Locate bus stops on the far-side of the intersection
Minimize cycle lengths
Provide pedestrian signals on all legs at signalized intersections if
feasible as per safety analysis and engineering judgment
Provide adequate pedestrian clearance intervals (crossing time)
at signalized intersections
At high volume pedestrian crossing locations or areas designated by the
City as pedestrian zones, the City may desire to provide additional
crosswalk enhancements at controlled intersections. These treatments
provide additional enhancements to improve visibility between drivers
and pedestrians by slowing traffic through geometric changes, providing
signal timing or phasing modifications, or enhancing striping or signing
to improve visibility.
Tables 5 – 18 describe recommended crossing treatments and
enhancements.
Federal Standards and Resource Documents:
Guide to the Development of Pedestrian Facilities, American Association of State Highway and Transportation Officials, 2000
Manual on Uniform Traffic Control Devices, Federal Highways Administration, December 2009.
Geometric Design of Highways and Streets, American Association of State Highway and Transportation Officials, 2004.
Americans with Disabilities Act Accessibility Guidelines (ADAAG). United States Access Board.
California Standards and Resource Documents:
California Manual on Uniform Traffic Control Devices, Caltrans, January 2010.
Highway Design Manual, California Department of Transportation.
Other Guidelines and Resource Documents:
TCRP Report 112/NCHRP Report 562: Improving Pedestrian Safety at Unsignalized Crossings. Washington D.C.: TCRP and NCHRP, 2006.
Pedestrian Technical Guideilnes: A Guide to Planning and Design for Local Agencies in Santa Clara City, Santa Clara Valley Transportation Authority,
October 2003.
Routine Accommodations of Pedestrians and Bicyclists in the Bay Area, Metropolitan Transportation Commission, Available:
, 2006.
Pedestrian Safety Resource Guide, Metropolitan Transportation Commission Regional Pedestrian Committee, Available:
, 2004.
Bicycle Design Guidelines
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This section provides guidance and standards for the design of bikeways
and bicycle parking facilities in the City of Dublin. The appropriate design
of bicycle facilities is an integral component of encouraging the use of
bicycles for commuting and recreational purposes. Good design affects
the experience, enjoyment and comfort for bicyclists, and should
ultimately provide the highest level of safety possible for all road and
path users. The Dublin Bicycle and Pedestrian Master Plan envisions a
convenient, comfortable, and safe comprehensive bicycle network that
attracts bicyclists of all users for utilitarian and recreational trips.
Bikeway planning and design in California typically relies on the
guidelines and design standards established by Caltrans and
documented the 2012 Highway Design Manual (HDM). The HDM bicycle
design guidelines follow standards developed by the American
Association of State Highway and Transportation Officials (AASHTO) and
the Federal Highway Administration (FHWA) and identify specific design
standards for various conditions and bikeway-to-roadway relationships.
These standards provide a good framework for future implementation,
but depending on the circumstances may not always be feasible given
specific constraints and can often be expanded. Whatever the case may
be, local jurisdictions must be protected from liability concerns so most
agencies adopt the Caltrans or AASHTO standards as a minimum.
This chapter presents design guidelines for the following topics:
Class I Shared-Use Paths
Minimum and Preferred Widths
Shared-Use Path Features
Crossing Treatments
Path Amenities
Class II A Bicycle Lanes
Next to Parallel Parking
Next to Angled Parking
Without Parking
On Hills
Class II B Buffered Bicycle Lanes
Striping Treatments
Bicycle Markings and Intersections
Treatments at Interchanges, Bridges and Tunnels
Bicycle Loops and Detectors
Class III A Bicycle Routes with Sharrows
Bicycle Routes
Sharrow Markings
Bicycling Signage
Wayfinding/Destination Signage
Signs for Shared Roadways
Bicycle Parking
Maintenance Standards
Utility Covers and Construction Plates
Caltrans standards provide for three distinct types of bikeway facilities:
Class I bicycle paths, Class II bicycle lanes, and Class III bicycle routes, as
described in Table 23. In addition to those three classifications, the
proposed Dublin network includes the Buffered Bicycle Lane classification
(Class IIB). Each bikeway classification proposed in this plan is presented
on Figures 1a and 1b.
Bicycle design guidance is also provided in a variety of best practice
documents, including the National Association of City and Transportation
Official’s (NATCO) Urban Bikeway Design Guide, 2nd edition, and the
AASHTO Guide for the Development of Bicycle Facilities (2012). Each
document provide guidance on innovative facilities that are not directly
addressed in the HDM, such as buffered bicycle lanes, conflict zone
treatment, and physically separated bikeways.
TABLE 23: DUBLIN BIKEWAYS CLASSIFICATIONS
Class I: Shared Use Path
These facilities provide a completely separate right-of-way and are
designated for the exclusive use of bicycles and pedestrians with vehicle
cross-flow minimized.
Class II A: Bicycle Lane
Bicycle lanes provide a restricted right-of-way and are designated for the use
of bicycles for one-way travel with a striped lane on a street or highway.
Bicycle lanes are generally a minimum of five feet wide. Vehicle parking and
vehicle/pedestrian cross-flow are permitted.
Class II B: Buffered Bicycle Lane
Buffered bicycle lanes are conventional bicycle lanes that provide a restricted
right-of-way with an added buffer space separating the bike lane from the
adjacent vehicle lane and/or parking lane. The buffered area provides greater
distance between bicyclists and parked cars and moving traffic and allows for
bicyclists to pass one another within the bicycle lane without entering the
vehicle lane. Buffered bicycle lanes are generally made up of a six foot wide
bicycle lane and a two-foot wide buffer. The buffer is striped with two solid
white lines with diagonal hatching or chevron markings within the buffer
zone.
Class III A: Bicycle Route with Sharrows
These bikeways provide a right-of-way designated by signs or pavement
markings for shared use with motor vehicles. These include sharrows or
“shared-lane markings” to highlight the presence of bicyclists.
2
Figure 1a.
April 2013
Bikeway Classfications
CLASS I BIKEWAY
(Bike Path)
Provides a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flow minimized.
8’-12’
Typical Total Width
AASHTO recommended minimum width is 10’
with 2’ graded shoulders recommended
CLASS IIIA BIKEWAY
(Signed Bike Route)
Provides for shared use with motor vehicle traffic.
Bike Route Sign
Not to scale
SidewalkSidewalkNot to scale
CLASS IIA BIKEWAY
(Bike Lane)
Provides a striped lane for one-way bike travel on a street or highway.
Parking4’-6’ Bike
Lane
Bike Lane Sign Optional
4’-6’ Bike
Lane
Travel
Lane
Travel
Lane
Sidewalk SidewalkNot to scale
CLASS IIB BIKEWAY
(Buffered Bike Lane)
Modified on-street bike lane with vehicle and/or parking-side buffer for addional comfort and safety on higher speed or volume roadways
Note: Additional traffic devices such as speed tables, chicanes,
medians, wayfinding signs, and pavement markings are also included.
Note: Chevrons should be used instead of diagonal hatching
where striped buffers are over 3 feet in width. Buffers can either be located
on either both sides of the bicycle lane or only one side.
Parking
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Travel
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Figure 1b.
April 2013
Bikeway Classfications
Travel
Lane
Sidewalk Travel
Lane
CLASS IIIA BIKEWAY
(Signed Bike Route)
Provides for shared use with motor vehicle traffic.
Center of optional sharrow pavement marking
should be 11’ minimum from curb where parallel
parking is present; center of travel lane is preferred
Center of optional sharrow pavement
marking should be 4’ minimum from curb
where no parking is present
Bike Route Sign
SidewalkNot to scale
Note: Additional traffic devices such as speed tables, chicanes,
medians, wayfinding signs, and pavement markings are also included.
Class I bikeways are typically called bicycling paths, multi-use or shared
use paths and are typically located along separate right-of-way such as
creeks, canals, or rail lines and are completely separated from vehicle
traffic. Cross traffic by motor vehicles should be minimized along bicycle
paths to avoid conflicts. Bicycle paths can offer opportunities not
provided by the road system by serving as both recreational areas and/or
desirable commuter routes.
According to the Caltrans and AASHTO standards, two-way bicycle paths
should be ten feet wide under most conditions, with a minimum two-foot
wide graded area on both sides. In constrained areas, an eight-foot wide
path may be adequate. Bicycle paths are usually shared with pedestrians
and if pedestrian use is expected to be significant, the path should be
greater than ten feet, preferably twelve feet wide. Table 28 presents
recommended Class I path widths.
Where possible, bicycle paths should have an adjacent four-foot wide
unpaved area to accommodate joggers. This jogging path should be
placed on the side with the best view, such as adjacent to the waterfront
or other vista, as shown on Figure 2.
Decomposed granite, which is a better running surface for preventing
injuries, is the preferred surface type for side areas and jogging path,
while asphaltic concrete or Portland cement concrete should be used for
the bicycle path. A yellow centerline stripe may be used to separate
opposite directions of travel. A centerline strip is particularly beneficial to
bicycle commuters who may use unlighted bicycle paths after dark.
Sidewalks and meandering paths are usually not appropriate to serve as
bicycle paths because they are primarily intended to serve pedestrians,
generally do not meet Caltrans’ design standards, and do not minimize
motor vehicle cross flows. Where a shared use path is parallel and
adjacent to a roadway, there should be a five-foot or greater width
separating the path from the edge of roadway, or a physical barrier of
sufficient height should be installed. Side paths require appropriate
intersection controls or additional conflict treatments at intersections and
driveways. This may include the use of bicycle signals and protected
turns for autos, for example.
TABLE 24: STANDARDS FOR CLASS I FACILITIES
Design Element AASHTO
Standards
Preferred
Standards1
Minimum Width 8.0’ 10.0’
Vertical Clearance 8.0’ 8.0’
Horizontal Clearance 2.0’ 3.0’
Maximum Cross Slope 2.0% 2.0%
Notes:
1. Where feasible, use of preferred standards is desirable.
Source: Caltrans HDM, 2012; AASHTO Guide for the Development Bicycle
Facilities, 2012, 4th Edition.
Figure 2. Typical Class I Shared Use Path
The following sections present typical design features found on Class I
facilities.
Bollards are not recommended. Where there is a demonstrated need for
a physical barrier due to concerns regarding motorized vehicles
accessing the pathway, for example split design treatment should be
used.
The California MUTCD discourages the use of bollards if other options
are practical, and bollards are general not a preferred treatment for path
design. The preferred option would be to split the path by direction to
go around a small center landscape feature. Rather than one 8’ or 10’
trail, the trail would be split into two 4’ or 5’ paths. This feature not only
narrows the trail and prevents vehicles from entering, but also introduces
a lateral shift for cyclists, encouraging slower speeds in conflict zones.
Bridges or undercrossings will be required wherever shared use paths
cross creeks, waterways, major streets and limited access freeways.
Crossings can utilize pre-fabricated bridges made from self-weathering
steel with wood decks. Bridges should be a minimum of 8’ wide (between
handrails) and preferably as wide as the
approaching trails. Openings between
railings should be 4” maximum. Railing
height should be a minimum of 42” high.
Fencing may be necessary on some
shared use paths to prevent path users
from trespassing on adjacent lands, or to
protect the user from dangerous
areasFences should maintain safety
without compromising security. They should be tall enough to prevent
trespassing, but they should maintain clear sight lights from the trail to
the adjacent land uses. In areas where private residences are passed,
privacy may be a concern. Screen fences should be used to maintain
privacy of residents. Screen fences can be made of wood, concrete block
or chain link if combined with vine planting. However, if fencing is used,
there must be at least 2’ of lateral clearance from the edge of the bicycle
path.
Where curbs are present, curb ramps should be provided and be as wide
as the entire path. Designs should also follow the most recent Public
Right-of-Way Accessibility Guidelines (PROWAG) to provide universal
accessibility.
Shared-use path crossings come in many configurations, with many
variables: the number of roadway lanes to be crossed, divided or
undivided roadways, number of approach legs, the speeds and volumes
of traffic, and traffic controls that range from uncontrolled to yield, stop
or signal controlled. Each intersection is unique and requires engineering
judgment to determine the appropriate intersection treatment. The safe
and convenient passage of all modes through the intersection is the
primary design objective. Regardless of whether a pathway crosses a
roadway at an existing roadway intersection, or at a new midblock
location, the principles that apply to general pedestrian safety at
crossings (controlled and uncontrolled) are transferable to pathway
intersection design.
When shared use paths parallel roadways at intersections, the path
should generally be assigned the same traffic control as the parallel
roadway (i.e., if the adjacent roadway has a green signal, the path should
also have a green/walk signal; if the parallel roadway is assigned the
right-of-way with a stop or yield sign for the intersecting street, the path
should also be given priority). Where right-turn conflicts are expected,
protecting the right-turn phase, separating out the pedestrian phase,
and/or adding a separate bicycle signal phase may be appropriate. At
signalized intersections, if the parallel roadway has signals that are set to
recall to green every cycle, the pedestrian signal heads for the path
should generally be set to recall to walk. Where the signals for the
parallel roadway are actuated, the path crossing will also need actuated
bike detection and is required under CA MUTCD (Section 4D.105). The
minimum required clearance interval for bicycles in the CA MUTCD is six
seconds of initial start-up time plus 14.7 feet/second to finish the
crossing (Section 4D.105 The USE PED SIGNAL sign should be used at
shared use path crossings at signalized intersections. Pedestrian
pushbuttons should be located within easy reach of both pedestrians and
bicyclists, who should not have to dismount to reach the pushbutton.4
4 Per California Vehicle Code Sections 21200-21212 and Streets and Highway Code
885-886, 887-888.8, and 890-894.2, bicycles are generally prohibited from riding on
sidewalks or in crosswalks. An exception to this is on marked crosswalks of multi-
use paths. On-multi-use paths, bicyclists function as pedestrians at intersections by
activating the pedestrian signal and waiting for the light to change in their favor.
Signs on Paths
Some jurisdictions have used STOP
signs and BICYCLISTS MUST DISMOUNT
signs to regulate bicycle traffic on
shared-use paths. These signs are
generally ineffective and result in
frequent violations and disregard for
other types of path signage.
Countdown pedestrian signals should be installed at all new signalized
path crossings and retrofitted as signal heads are replaced. As required
by the MUTCD, the walk signal for any path shall not conflict with a
protected left- or right-turn interval. While bicyclists can benefit from the
safe passage that pedestrian signals provide, bicycle signals are the
preferred practice for a path crossing to address right-of-way issues.
Consideration should be given to providing a leading pedestrian interval
at path crossings (i.e., three seconds of green/walk signal time are given
to path users before any potentially-conflicting motor vehicle
movements are given a green signal). This allows pedestrians and
bicyclists to have a head start into the roadway to become more visible
to turning traffic.
The figure on the previous page illustrates the preferred approach for a
shared use path at a controlled intersection. Paths should cross at the
intersection to encourage use of the intersection crossing and have path
users in the location where they are most anticipated. In many cases, a
path will be separated from a roadway by between 20 and 50 feet.
Locating path crossings along these alignments (that is 20 to 50 feet
away from the intersection) creates a condition where vehicles do not
expect to encounter a path crossing and vehicles leaving the intersection
are accelerating away from it when they cross the path crossing. For
signalized pathway crossings, an advance loop detector within 100 feet
of the intersection should be considered, so bicyclists can approach the
intersection slowly but without having to stop.
Bicycle signal heads permit an
exclusive bicycle-only signal
phase and movement at
signalized intersections. This
takes the form of a new signal
head installed with red, amber
and green indications for bicycle
traffic only. Bicycle signals are an
approved traffic control device in
California, described in Part 4 and
9 of the CAMUTCD. Bicycle signal
faces (at right) also have interim
approval under the Federal
MUTCD. Bicycle signals can be
actuated with bicycle sensitive loop detectors, video detection or push
buttons. The City of Dublin may install bicycle signals at intersections
with heavy bicycle volumes, on bicycle paths adjacent to intersections
where heavy bicycle traffic in the crosswalk may conflict with turning
vehicles, or at three-legged intersections where bikes may enter or exit a
bicycle path at the intersection. Bicycle signal warrants defined in Section
4.C of the CA MUTCD should be considered before installing a bicycle
signal. The thresholds require bicycle volumes to exceed 50 per hour and
vehicle volumes are greater than 1,000 vehicles per hour, or in locations
that have a history of bicyclist-involved collisions (>2 in one calendar
year), or in locations where a multi-use path intersects a roadway.
At unsignalized or stop controlled locations, crossing design and
placement should adhere to the Crosswalk Design Guidelines section of
this document.
Furnishings along a shared-use path should be concentrated at specific
points to form gathering nodes. These nodes occur at intersections
between different path types, special viewpoints, or at distinctive
landscape features. Shared-use path support facilities consist of staging
areas, seating and tables, weather-protection structures, drinking
fountains, waste receptacles, fencing, bicycle racks, interpretive and
directional signage and restrooms.
Staging areas should be provided at path entrances. These areas should
include basic information such as directional information and signage,
bicycle parking, seating and waste receptacles. Restrooms, water
fountains, and weather structures should be provided where practical and
feasible. At path entrances where a substantial number of users are likely
to drive, a parking lot should be provided; however, vehicle parking
should be minimized to encourage non-motorized access to recreational
facilities.
Motor-vehicle scale street lights on travel lanes and intersections, often
keeping the edge of the roadway and sidewalk areas in the dark.
Pedestrian-scale lighting is street lighting at a lower height and placed to
provide direct illumination of the path area. Lamp posts are spaced more
frequently and at lower heights, approximately 10 to 16 feet in height.
Pedestrian-scale lighting can improve safety at night time, allowing trails
and paths to be illuminated. Such lighting is particularly important on
paths and trails that connect to transit stations, for example, where
bicyclists and pedestrians may be using the path after dark.
Rest areas are portions of paths that are wide enough to provide
wheelchair users and others a place to rest while on trails without
blocking continuing traffic. Rest areas are more effective when placed at
intermediate points, scenic lookouts, or near other trail amenities. Most
rest areas will have seating, shade, a place to rest bicycles, and waste
receptacles. On longer paths, restrooms and/or water fountains may be
desirable where feasible.
Benches provide people of all ages and abilities a place to sit and rest
along trails. Seating should be placed away from the path, at least 3 feet
from the trail edge, to allow room for people to sit with outstretched
legs. An area adjacent to the bench should be able to accommodate a
wheelchair.
Trash receptacles should be installed along bicycle paths at regular
intervals, as well as at rest areas, path entrances, and seating areas, to
encourage proper waste disposal.
This section includes guidelines for Class II A bicycle lanes along
roadways and at intersections. Class II A bicycle lanes provide a
designated space within the roadway for bicyclists to ride. Most bicyclists
benefit by having a lane that is separate from motor vehicle traffic.
Conventional bicycle lanes are described in this section; the following
section on Class II B addresses buffered bicycle lanes.
In a mostly built-out location such as Dublin, adding to the bicycle
network is mostly accomplished through retrofitting existing roadways.
Adding bicycle facilities to existing streets may be done through right-of-
way reallocation (narrowing or removal of vehicle travel lanes) or
widening the right-of-way to accommodate additional space needed. To
accommodate bicycle lanes, vehicle lanes may be narrowed to a
minimum of 10 feet of most City roadways; however, transit agencies
prefer that any roadway with bus routes have 11-foot travel lanes. The
following pages illustrate minimum and preferred dimensions for on-
street bicycle lanes under the following conditions:
Adjacent to Parallel Parking
Adjacent to Angled Parking
Without Parking
On a Hill
The figures on the following pages illustrate the preferred widths for
bicycle lanes in the following situations:
Conventional Bicycle Lane Standards: Bicycle lanes should be designed
to meet Caltrans standards, which require a minimum width of 4 feet with
no gutter pan; otherwise a minimum of 5 feet should be provided. The
preferred bicycle lane width is 6 feet. Where drainage or other
obstructions constrict clearance between the vehicle travel lane and
storm drains, designers should take care to maintain a 2.5-foot clear
longitudinal surface, free from drainage grates and other obstructions in
order to give the cyclist adequate width to ride. Where present, the
direction of the drain gate should be perpendicular to the bicyclist’s path
of travel. Signs that say BICYCLISTS WRONG WAY may be used on the
back of bicycle lane signs or on separate posts to discourage wrong way
riding.
Pavement stencils should be reflectorized and be capable of maintaining
an appropriate skid resistance under rainy or wet conditions to maximize
safety for bicyclists. The minimum coefficient of friction should be 0.30.
Thermoplastic can meet all of these requirements. It is optimized when
the composition has been modified with crushed glass to increase the
coefficient of friction and the maximum thickness is no larger than 100
mils (2.5 mm).
The Caltrans standard for placement of bicycle lane stencils states that
markings should be on the far side of each intersection and at other
locations as desired. Generally, bicycle lane markings should be provided
at transition points, particularly where the bicycle lane disappears and
reappears, as it transitions from curb side to the left side of the right-turn
lane. Otherwise, place them at least every 500 feet or once per block.
Symbols shown in the figures are for illustration purposes and should not
be used as spacing or placement guidelines
Bicycle lane markings should continue at least up to the intersection
approach, and continued skip-stripe markings through the intersection
are preferred. Details about innovative intersection treatments are
included in this section.
Key Considerations:
Bicycle lanes adjacent to parallel parking need to provide
adequate space for bicyclists to ride out of the “door-zone”.
Riding in the door-zone presents a risk to cyclists, as the area is
adjacent to the parking lane where, if a car door was opened, it
may hit the cyclist.
Bicycle lane stencils and arrows should be marked at the start of
every block, then as needed but not less than every 500 feet.
Additional stencils and arrows may be placed for wayfinding.
Parking “T’s” may be used in lieu of the 4-inch parking stripe, if
preferred.
Bicycle lane signs (R81 CA) may be provided along the edge of
the travel way to reinforce presence of the bicycle lane.
BICYCLISTS WRONG WAY (R-51b) signs may be used on the back
of bicycle lane signs or on separate posts to discourage wrong
way riding.
Treatment may be combined with other supplemental
treatments such as colorized pavement, conflict zone and/or
intersection enhancements described in Bicycle Lanes at
Intersections.
See Bicycle Lanes at Intersections Section for guidance on
striping bicycle lanes at intersections and turn lane treatment
options.
Resources:
California Highway Design Manual
AASHTO Guide for the Design of Bicycle Facilities
Cost:
Key Considerations:
If no gutterpan is present, bicycle lanes should be a minimum of
4 feet wide.
With a gutterpan, bicycle lanes should be a minimum of 5 feet,
preferred 6 feet.
Bicycle lanes adjacent to the curb should provide adequate width
for bicyclists to avoid obstructions (i.e., drainage grates, sewer
covers, etc.). A continuous clear riding zone of 2.5’ (minimum) is
recommended.
Consider providing “No Parking: Bike Lane” signs (R7-9) and
painting curb red to reduce likelihood of parking in the bicycle
lane.
Bicycle lane stencils and arrows should be marked at the start of
every block, then as needed but not less than every 500 feet.
Additional stencils and arrows may be placed for wayfinding.
Bicycle lane signs (R81 CA) may be provided along the edge of
the travel way to reinforce presence of the bicycle lane.
BICYCLISTS WRONG WAY (R-51b) signs may be used on the back
of bicycle lane signs or on separate posts to discourage wrong
way riding.
Treatment may be combined with other supplemental
treatments such as colorized pavement, conflict zone and/or
intersection enhancements described in Bicycle Lanes at
Intersections.
See Bicycle Lanes at Intersections Section for guidance on
striping bicycle lanes at intersections and turn lane treatment
options.
Resources:
California Highway Design Manual
AASHTO Guide for the Design of Bicycle Facilities
In most cases, bicycle lanes should be provided on both sides of a two-
way street; however, in cases where roadways have steep grades and
limited right-of-way, a bicycle lane in the uphill direction and shared lane
markings (sharrows) in the downhill direction would be considered
acceptable (AASHTO, 2012). This facilitates slower bicycle travel speeds in
the uphill direction.
Key Considerations:
On narrower roadways, shared lane markings may be placed in
the center of the lane to discourage vehicles from passing
cyclists
BIKES ALLOWED FULL USE OF LANE (MUTCD R4-11) signage may
be appropriate on downhill segments to supplement shared lane
markings.
Treatment is most appropriate on streets with posted speed
limits of 25 mph or lower.
Bicycle lane stencils and arrows should be marked at the start of
every block, then as needed but not less than every 500 feet.
Additional stencils and arrows may be placed for wayfinding or
where motorist compliance is expected to be low
Bicycle lane signs (R81 CA) may be provided along the edge of
the travelway to reinforce presence of the bicycle lane.
BICYCLISTS WRONG WAY (R-51b) signs may be used on the back
of bicycle lane signs or on separate posts to discourage wrong
way riding.
Resources:
California Highway Design Manual
AASHTO Guide for the Design of Bicycle Facilities
Some cyclists are comfortable riding next to vehicle traffic; however, the
close proximity to automobiles may discourage new riders from
bicycling, especially on high volume or high speed roadways. Thus, many
cities have addressed this barrier by using a painted buffer zone that
provides additional separation between automobiles and bicyclists in
order to increase cyclists comfort levels. Buffers may be provided on
either/both the travel lane and on-street parking side of the bike lane.
Where space constraints do not allow for buffers on both sides, care
should be taken to assess the risk of speed differentials between vehicles
and bicyclists and parking turnover and door-zone risks to determine
which side of the bike lane receives the buffer treatment.
Buffered bike lanes are considered ”allowable” treatments within current
bike design standards outlined in the California Manual on Uniform
Traffic Control Devices. The guidance for appropriate striping of these
facilities, however, has been limited and is somewhat implicit within
transportation design standards. Recommended practices for striping
buffered bike lanes are provided in some guidance documents, including
the NACTO Urban Bikeway Design Guide, as well as several other
international bike design guides. Potential conflicts between vehicle
codes and striping standards has led some agencies to hesitate in
applying buffered bike lane treatments. The California MUTCD describes
the appropriate striping for buffer treatments in Chapter 3D on
preferential lane markings. This section outlines what striping patterns
should be used to allow and prohibit vehicles from crossing a buffer. The
California MUTCD differs from the federal MUTCD in its interpretation of
this section (Figure 3A-113(CA), Detail 44 and Figure 3D-2), where in
California:
A single dotted white lane line = Permitted crossing
Solid parallel white lane lines = Prohibited crossing
Solid double parallel white lane lines = Prohibited crossing
Buffer zones are typically striped with solid parallel white lane lines, with
an option to add diagonal or chevron markings within the buffer area.
The following page depicts recommended striping and dimensions for
buffered bike lanes. Since crossing the buffer zone with such striping is
technically prohibited in California, one of two striping patterns may be
used to allow vehicles to cross the buffer zone to turn or to access on-
street parking:
One of the two buffer lane lines may be dotted
The buffer may be consolidated to a single lane line
Buffered Lanes and Turn Lanes: The California Vehicle Code (CVC)
addresses requirements for turning across double parallel white lane lines
(section 21460). This has been a point of confusion for bicyclists and
drivers who interpret this provision as a restriction of their ability to cross
the buffer zone to make a turn or park. However, buffer treatments are
generally striped with parallel white lines (two lines), as opposed to
double parallel white lines (four lines). More details about conventional
and buffered bike lanes and turn lanes are included in the Intersection
section below, which includes an illustration of buffered bike lanes at
right turn lanes.
Example buffered bike lane with chevron-style buffer zone, which breaks at
intersections to denote vehicle crossing locations. Image source: NACTO. Austin, TX.
Example striping that complies with California guidance to dash buffer to indicate
crossing the buffer is allowed for turning or parking maneuvers. Image source: Fehr &
Peers. San Jose, California (2012).
Key Considerations:
Buffer should be a minimum of 18 inches; preferred width of 3 to
4 feet.
Buffer placement may be on either or both vehicle travel lane or
on-street parking side. Where space constraints do not allow for
buffers on both sides, care should be taken to assess the risk of
speed differentials between vehicles and bicyclists and parking
turnover and door-zone risks to determine which side of the bike
lane receives the buffer treatment.
Inside buffer lane line should be dashed where vehicle cross-
traffic (turn maneuvers or on-street parking) is expected.
Diagonal cross-hatching or chevron markings should be used
where the buffer zone is 2 feet or wider.
Where the buffer space is wider than 4 feet and through traffic is
allowed on both sides of the buffer, it is recommended that
chevron markings (with the point of the “v” facing oncoming
traffic) be used to discourage drivers from traveling in the buffer
space and remind them that travel is permitted on both sides of
the buffer space.
Bicycle lane stencils and arrows should be marked at the start of
every block, then as needed but not less than every 500 feet.
Additional stencils and arrows may be placed for wayfinding.
Bicycle lane signs (R81 CA) may be provided along the edge of
the travelway to reinforce presence of the bicycle lane.
BICYCLISTS WRONG WAY (R-51b) signs may be used on the back
of bicycle lane signs or on separate posts to discourage wrong
way riding.
Resources:
California Highway Design Manual
AASHTO Guide for the Design of Bicycle Facilities
Nationally, the majority of collisions between motorists and bicyclists
occur at intersections. While design guidance for bicycle lanes
acknowledges that intersections are often constrained by the desire for
additional turn lanes for autos and allows engineers to drop bicycle lanes
at intersections, this practice is not recommended. There are several
engineering treatments to significantly reduce conflicts at intersections,
as summarized on the following pages.
Bicycle lane pockets between right-turn lanes and through lanes should
be provided where available lane width allows.
Key Considerations:
Bicycle lane pockets should be provided to the left of right-turn
only lanes.
If a shared through/right-turn vehicle lane is provided, no bicycle
lane pocket should be marked. If vehicle volumes require striping
of a through/right-turn lane, consider use of shared lane
markings to denote preferred path of bicycle travel.
The maximum recommended turn pocket length for right-turn
lanes adjacent to bicycle lanes is 150’ to avoid excessively long
turn pockets, which leave bicyclists exposed, riding between two
lanes of traffic.
Treatment may be combined with other supplemental
treatments such as colorized pavement, conflict zone and/or
intersection enhancements described in Bicycle Lanes at
Intersections.
Bicycle detection should be provided per CA MUTCD.
Resources:
California Highway Design Manual
AASHTO Guide for the Design of Bicycle Facilities
NACTO Urban Bikeway Guide
NACTO Design Urban Bikeway Design Guide:
Bicycle lane pockets between right-turn lanes and through lanes should
be provided where available lane width allows.
Key Considerations:
Bicycle lane pockets should be provided to the left of right-turn
only lanes.
If a shared through/right-turn vehicle lane is provided, no bicycle
lane pocket should be marked. If vehicle volumes require striping
of a through/right-turn lane, consider use of shared lane
markings to denote preferred path of bicycle travel.
Generally, the maximum recommended bicycle lane length
adjacent to auto turn lanes is 150’ to avoid excessively long
distances in which bicyclists are exposed and riding between two
lanes of traffic.
Treatment may be combined with other supplemental
treatments such as colorized pavement, conflict zone and/or
intersection enhancements described in Bicycle Lanes at
Intersections.
Bicycle detection should be provided per the CA MUTCD.
Resources:
California Highway Design Manual
AASHTO Guide for the Design of Bicycle Facilities
Colored bicycle lanes can be used in high-conflict areas to alert motorists
to the presence of bicyclists and bicycle lanes. Dublin has installed
continuous green bicycle lanes on Golden Gate Drive in Downtown
Dublin. Other cities including San Francisco, Portland, and New York City
have successfully experimented with colored bicycle lanes at highway
interchanges and locations where drivers have otherwise encroached on
bicycle lanes.
Key Considerations
Green can consist of colored paint or thermoplastic
FHWA Interim Approval outlines specifications for green
pigment
Use of continuous green colored bicycle lanes, conflict zones,
and striping through intersections has interim approval under at
the federal and state levels, with green as the preferred color.
More information is available on the federal MUTCD website:
http://mutcd.fhwa.dot.gov/resources/interim_approval/ia14/inde
x.htm
Use of green colored pavement outside of bicycle lanes and
conflict zones is not currently allowed under the interim approval
and is considered experimental; though some cities, such as San
Francisco, have used green pavement to provide wayfinding at
intersections and to indicate the preferred path of travel, often
with shared lane markings, as shown at bottom right.
Resources:
FHWA Interim Approval for Green Pavement:
http://mutcd.fhwa.dot.gov/resources/interim_approval/ia14/inde
x.htm
FHWA Bicycle Facilities Currently Approved and Under
Experiment:
http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guida
nce/design_guidance/mutcd_bike.cfm
This “skip-striping” directs cyclists to the bicycle lane and increases the
visibility of cyclists to motorists traveling through the intersection. To
identify that the markings are for bicyclists, the City of Dublin may
consider striping chevrons or sharrows through the intersection as well.
Key Considerations
Use at intersections with moderate to high bicycle volumes or
where bicyclists may need to reposition themselves to continue
in the bicycle lane
Use across right-turn pockets, where on-street parking is
provided prior to the intersection or where the intersection
widens to accommodate a right-turn pocket
Use to delineate bicycle-bus conflict zone through bus stop areas
Recommend use of green pavement with skip-striping in Dublin
Generally do not use across right-turn only lanes, as indicate at
right
Use 4 foot skip-strip with 8 foot space for green skip-striping
Include BEGIN RIGHT-TURN LANE YIELD TO BIKES sign (R4-4)
and RIGHT LANE MUST TURN RIGHT (R3-7R) with skip-striping at
right-turn pockets
Skip-striping should begin a minimum of 50 feet before the
intersection. On high volume roadways, dotted lines are
recommended 100 feet before the intersection
Resources:
FHWA Interim Approval for Green Pavement:
http://mutcd.fhwa.dot.gov/resources/interim_approval/ia14/inde
x.htm
FHWA Bicycle Facilities Currently Approved and Under
Experiment:
http://www.fhwa.dot.gov/environment/bicycle_pedestrian/guida
nce/design_guidance/mutcd_bike.cfm
Bicycling and walking routes at highway interchanges require special
treatment to ensure the safety and comfort for all road users. Fast
moving traffic, highway on and off-ramps and wide travel lanes make
interchanges difficult areas for bicyclists and pedestrians to navigate.
Key Considerations
Travel lanes should be reduced from 12 feet or more to 10 or 11
feet to slow motor vehicle speeds and provide additional space
for bicycle lanes and sidewalks.
Class II A or B bicycle lanes should be striped continuously across
overpasses and underpasses wherever feasible
Minimize distances in which bicyclists are required to travel
between two moving traffic lanes
Use skip stripes to delineate bicycle path travel through conflict
zones
Consider colored bicycle lanes in conflict areas
Avoid high-speed, uncontrolled movements. A tight diamond
configuration with square off and on-ramps to encourage slower
motor vehicle speeds and is recommended
Avoid multiple right-turn lanes on cross-street. Dedicated right
turn lanes create a conflict for cyclists traveling through an
intersection that must cross the right turn lane to continue to
ride straight. Where possible, retain single right-turn lanes, even
if greater than 200 feet. Where possible, avoid right-turn lanes
greater than 200 feet.
Resources:
ITE has developed best practices guidelines for bicycle treatments at
interchanges, as outlined in the draft publication A Recommended
Practice for Accommodating Bicycles and Pedestrians at Interchanges. Each
type of interchange design calls for unique design details. Two examples
are illustrated here:
Bike lane at a long dual right lane on-ramp
Bike lane at a short single right lane on-ramp.
As new signals are installed or major updates occur to existing signalized
locations, bicycle detection is required to be installed on the bikeway
system for all actuated movements of the signal. Bicycle detection may
be provided by the following methods:
Loop detectors
Bicycle push buttons
Video
Infrared
Key Considerations
Decisions regarding type of passive detection to use should be
coordinated with upgrading of auto detection on a citywide basis. If the
City installs newer technologies such as video and infrared detection for
automobiles, these should be calibrated to detect bicyclists as well.
These technologies may have higher startup costs but may be more cost
effective over time with reduced maintenance costs.
Where loop detectors are installed, they should be located in the
approach bicycle lane 100 feet in advance of the intersection as well as at
the intersection itself. The upstream loop should not be used when it
would be triggered by right-turning vehicles. When the upstream loop is
triggered, the green time should be extended for the cyclist to reach the
loop at the stop bar, at which point the signal should allow the cyclist to
clear the intersection. The time that a bicyclist needs to cross an
intersection is longer than the time needed for a motorist, but shorter
than the time needed for pedestrians. In general, while the normal
yellow interval is usually adequate for bikes, an adjustment to the
minimum green should be considered, particularly for bicyclists entering
from side streets. Sections 4.12.4 and 4.12.5 of the AASHTO Guide for the
Development of Bicycle Facilities and Section 4D.105 (CA) of the California
MUTCD include detailed equations for bicycle signal timing and
clearance intervals.
Pushbuttons are
appropriate when other
methods of detection
are not feasible,
particularly at narrow
tunnels or where multi-
use paths cross
signalized intersections.
A bicycle
pushbutton/pad/bar is
similar to those used
for pedestrians, but installed in a location most convenient for bicycles
and actuates a signal timing most appropriate for bicyclists. The sign
plate located above the pushbutton/pad/bar indicates that it is for use by
bicyclists. The larger the surface of the button, the easier it is for cyclists
to use, thus a push pad is preferential to a pushbutton, and a push bar is
preferential to a push pad, as it can be actuated without removing one’s
hands from the handlebars. Advantages of the pushbutton are that it is
typically less expensive than other means of detection, and it allows for
different signal timing for different user needs. The disadvantages of the
pushbutton are that the location of the pushbutton usually does not
allow the cyclist to prepare for through or left-turning movements at the
intersection, and that it forces the bicyclist to stop completely in order to
actuate the signal.
Figure 3. Placement of In-Pavement Bicycle Detectors at
Intersections
Class III bicycle routes are intended to provide continuity throughout a
bikeway network and are primarily identified with signage. Bicycle routes are
shared facilities with motorists on roadways. Bicycle routes can be used to
connect discontinuous segments of a Class I or Class II bikeway, typically on
low volume roadways or where right-of-way constraints do not allow for
dedicated bikeways and speed differentials between bicycle and motor vehicle
traffic are low. Minimum widths for bicycle routes are not presented in the
Highway Design Manual, as the acceptable width is dependent on many
factors. Table 29 presents recommended average daily traffic (ADT) and
speed thresholds for bicycle routes.
In the Dublin Bicycle and Pedestrian Plan, California HDM Class III Bicycle
Routes are designated Class IIIA Bicycle Routes with Shared Lane
Markings (sharrows), as the minimum standard for bicycle routes in
Dublin includes the use of sharrow markings and “BIKES MAY USE FULL
LANE” signage, which are described below.
TABLE 25: RECOMMENDED GUIDELINES FOR
CLASS IIIA FACILITIES
Curb Lane Width
(in feet)
Average Daily
Traffic (ADT) Travel Speed
12’ arterial;
11’ collector, no minimum
on local streets
Under 5,000
vehicles Under 25 mph
14’ 5,000 – 20,000 23-35 mph
15’ Over 20,000
Over 35 mph (Class III
facilities are permitted but
not recommended on
streets with travel speeds
over 35 mph)
Source: Fehr & Peers, 2013.
Shared lane markings (sharrows) are pavement markings that indicate a
shared lane for bicycles and vehicles, and recommend appropriate
positioning for bicyclists away from the “door zone” of parked cars.
Sharrows reinforce the potential presence of bicycles within the travel
lane, and indicate to all users that bicyclists are allowed to ride in the
center of the lane where there is not adequate space to allow for safe
side-by-side travel of both vehicles and bicycles. Sharrows are typically
used to enhance Class III bicycle routes.
Sharrows are especially useful on traffic calmed streets where the bicycle-
vehicle speed differential is low, on streets with insufficient space to
accommodate a separate bike lane, where a gap may be filled in an
existing network, and to designate safe positioning through an
intersection. Sharrows may be used to direct through-traveling bicyclists
to the outside of turning lanes, and to appropriately position bicyclists in
the middle of a travel lane adjacent to front-in angled parking, where a
traditional bike lane does not allow for safe visibility. Another potential
application for sharrows is in high-conflict zones.
Sharrows are approved by the Federal and California State guidance and
are widely used. As they are still a relatively new bicycle treatment type,
applications will likely change over time. Sharrows should not be used as
a substitute for other separated bicycle facilities when warranted by on-
road conditions and lane width. Sharrow pavement markings provide a
reduced level of comfort compared to separated bicycle facilities, and are
usually not appropriate on roads with speeds above 35 mph, though it is
allowed under the CA MUTCD.
“BICYCLES MAY USE FULL LANE” sign (R4-11) may
be used in addition to the Share the Road Markings
to inform road users that bicyclists might occupy
the travel lane. These signs are included in the
MUTCD, and they should be used included on Class
IIIA facilities.
Typical Sharrow placement
Source: Ohio State University
A “Share the Road” sign assembly (W11‐1 + W16‐
1P) is intended to alert motorists that bicyclists
may be encountered and that they should be
mindful and respectful of them. However, the sign
is not a substitute for appropriate geometric
design measures that are needed to accommodate
bicyclists. The sign should not be used to address
reported operational issues, as the addition of this
warning sign will not significantly improve bicycling conditions. The sign
may be useful under certain limited conditions, such as at the end of a
bicycle lane, or where a shared use path ends and bicyclists must share a
lane with traffic. The sign may also be useful during construction
operations, when bicyclists may need to share a narrower space than
usual on a travel way. This sign should not be used to indicate a bicycle
route. A fluorescent yellow‐green background can be used for this sign.
Class IIIA Bicycle Routes with Sharrows are signed bicycle routes with
sharrow markings centered on the travel lane.
Key Considerations
Stripe sharrows on the center of the travel lane to promote
single-file travel and reduce wear of the marking under vehicles’
tires
MUTCD guidance requires sharrow placement at a minimum
distance of 11 feet from the curb in lanes adjacent to parallel
parking, and four feet from the curb in lanes on streets with no
on-street parking.
Place sharrows immediately after the intersection and not greater
than every 250 feet, with spacing of 150 feet recommended
BICYCLES MAY USE FULL LANE sign (R4-11) should be used on
all Class IIIA Bicycle Routes, with a minimum of 2 signs per block,
including one sign located immediately after the intersection
Resources:
NACTO Urban Bikeway Guide: http://nacto.org/cities-for-
cycling/design-guide/bikeway-signing-marking/shared-lane-
markings/
The 20102 CA MUTCD includes guidelines for wayfinding signage. These
signs provide flexibility and may reduce costs for signing bicycle routes in
urban areas where multiple routes intersect or overlap. The City of
Oakland and West Contra Costa Transportation Advisory Committee
(WCCTAC) wayfinding program provide examples of wayfinding signage
that can be deployed at citywide scale or for particular kinds of uses,
such as in downtown districts or adjacent to transit.
Key Considerations:
Identify key destinations that require wayfinding, including
regional trails, Downtown Dublin, and Dublin/Pleasanton BART
Stations, and community destinations
Conduct a study to determine the location of key “decision-
points”, where signs would need to be placed to give bicyclists
and pedestrian advance warning of the route
Include time estimates for walking and biking, respectively, to
each destination
Follow best practice guidance, such as the WCCTAC Transit
Wayfinding Plan, to determine the type of sign to use for land
use context and mode (bicyclist or pedestrian)
Resources:
City of Oakland In July 2009, the City of Oakland adopted a new system
for bicycle wayfinding signage based on these new MUTCD sign
standards, with the addition of the City of Oakland logo (see image,
right).
The green sign system includes three sign types:
Confirmation Signs: Confirm that a cyclist is on a designated
bikeway. Confirmation signs are located mid-block or on the far
side of intersections, and include destinations and distances
Turn Signs: Indicate where a bikeway turns from one street on
to another street. Turn signs are located on the near side of
intersections, and include directional arrows.
Decision Signs: Mark the junction of two or more bikeways.
Decision signs are located on the near-side of intersections, and
include destinations and directional arrows.
Destination symbols, such as to Dublin/Pleasanton BART Stations,
regional trail access, Downtown Dublin, and community destinations may
be used.
More information available at:
http://www.oaklandpw.com/AssetFactory.aspx?did=3528
Source: City of Oakland
Design Guidelines for
Bicycle Wayfinding
Signage, July, 2009
Source: City of Oakland Design Guidelines for
Bicycling Wayfinding Signage, July, 2009
WCCTAC: The WCCTAC Transit Wayfinding Plan provides consistent
route and distance information for transit users, pedestrians and
bicyclists. This plan identifies preferred routes, locations and content for
signage, and provides preferred sign design options. Signs are available
for different land uses contexts and differentiate between the needs of
bicyclist and pedestrians.
More information is available at:
http://www.wcaccesstransit.com/wayfinding/
Secure and convenient bicycle parking is an essential element of a bicycle
trip, and critical in the effort to increase bicycle activity. Bicycle parking
can be categorized as either short- or long-term, and the different
purpose and design of short- and long-term bicycle parking must be
considered:
Short-Term Parking is intended for less than two hours and
should be conveniently located at destinations. They are
typically bike racks, and should allow the bike frame and one
wheel to be securely locked to the rack in a stable position
without damage to the bicycle. Short-term parking should be
free, as security is minimal, and use of proper bicycle parking
facilities should be encouraged. Inverted U-racks meet these
criteria and are recommended.
Long-Term Parking is meant to accommodate users expected
to park bikes for several hours, and should therefore be secure
and weather protected. Long-term bicycle parking facilities
should protect the entire bicycle and components from theft and
exposure to weather. Lockers, check-in facilities, monitored
parking, restricted access parking, and personal storage are
appropriate for long-term parking. Long-term parking is
considerably more secure than short-term parking, and many
users may be willing to pay a nominal fee to guarantee the safe
storage of their bicycles. However, long-term parking should be
free in places where vehicle parking is free.
Parking should be highly visible, accessible and easy to use. Facilities
should be located in well-lit areas and covered where possible.
Installation is equally important; for example a rack that is too close to a
wall or other obstruction will not be effectively utilized. See the figures
on the following pages for design specifications.
The existing bicycle parking ordinance is discussed in Chapter 5
Recommended Networks. The purpose of this section is to provide
corresponding design guidance on the selection and siting of bicycle
parking. Three categories of bicycle parking are discussed in this section:
In-street/Sidewalk Parking
Lockers
Enclosed Facilities
Table 26 provides a summary of these categories including typical types
of bicycle parking and how they should be used.
For more information about the design and siting of bicycle parking,
consult the Association of Pedestrian and Bicycle Professionals (APBP’s)
Bicycle Parking Guidelines, 2nd edition for national best practices for
bicycle parking guidance. See their website,
http://www.apbp.org/?page=Publications for additional information.
TABLE 26: BICYCLE PARKING FACILITIES
Type Where Why
In-street/Sidewalk Parking (Short-Term)
Inverted U-Rack
In-Street Bicycle
Corral
Covered Bicycle
Parking Facilities
Surface Parking Lot
Conversion
Appropriate in areas
with pedestrian activity
and commercial areas.
In-street facilities are
ideal for areas with
constrained sidewalk
space.
Ideal for short-term
parking needs (2-3
hours)
Lockers (Long-Term)
Key Lockers
Electronic Lockers
Appropriate for areas
with low street activity
or isolated areas.
Provides a high level of
security, useful for
long-term parking
needs (>3 hours)
Enclosed Facilities (Long-Term)
Bicycle Cage
Bicycle Room
Bicycle Station
Ideal for major transit
hubs and areas with
high bike volumes.
Enclosed facilities can
also be located in
residential, commercial
or employment centers
with indoor space.
Provides the highest
level of security,
particularly when
parking is attended.
Ideal for long-term and
over-night parking
needs.
Inverted U-Racks are the most typical form of short-term bicycle parking.
Photo: Dan Burden
This section describes several types of typical short-term, in-street and
sidewalk parking techniques.
Key Considerations:
Bicyclists need to be able to lock both their frame and wheels to
the rack
Racks should be in a highly visible location secured to the
ground, preferably within 50 feet of a main entrance to a
building or facility
Whenever possible, the racks should be visible from the
doorways and/or windows of buildings, and not in an out of the
way location, such as an alley
Care should be taken to not site the rack too close to a wall or
fence, orient the rack the wrong way, or impede pedestrians
To accommodate a range of bicycle styles and sizes, racks must
be installed to allow sufficient space between bicycles and
between racks, as indicated at right
Where multiple racks are installed adjacent to each other, racks
must be spaced to allow sufficient space for bicyclists and their
bicycles to move about between racks, typically four-feet apart
where aisles are provided
Install racks with surface mount (rather than cast-in place) in
concrete (rather than asphalt) wherever possible. Anti-tampering
bolts and other hardware should be used. If an asphalt substrate
is all that is available, concrete footings should be poured.
Multiple loop racks on flanges may in installed in asphalt, which
can be useful for in-street bike corrals. For a more secure rack
installation, perpendicular bars could be installed under the
surface to prevent the rack from being pulled directly from the
concrete.
Consult the diagrams that follow for guidance on siting and
spacing of short-term racks
Bike racks must be placed so that both sides are accessible for
use; this photo illustrates poor rack placement.
Source: APBP Bicycle Parking Guide, 2nd Edition
Additional Considerations:
Consider consolidating bicycle racks and providing a sheltered
structure, also referred to as a “bicycle oasis” (shown at right).
The cover should be at least seven feet above the ground.
Existing covers such as overhangs or awnings are a low cost way
of incorporating covered parking.
At bus stops, bike racks should be placed outside of the bus pad
area, adjacent to the front and back door of the bus to allow for
increased pedestrian circulation at the bus stop and ADA access
Surface Parking Space Conversion
Look for opportunities to convert auto parking spaces near key
destinations to short term or long-term bicycle parking. Six racks
can fit into the space occupied by one car. Bike cages can also
be used in parking lots and provide security access through
electric pass key systems.
A Bicycle Oasis (left) provides multiple bicycle racks underneath a sheltered
awning. This protects bikes from the elements.
Bicycle rack siting recommendations (below) from APBP Bicycle Parking
Guide, 2nd Edition
Bicycle Lockers are long-term covered storage units that can be locked
individually, providing secure parking for one bicycle. Bicycle cages are
secure areas with limited-access doors. Occasionally, they are attended.
Each of these means is designed to provide bicyclists with a high level of
security so that they feel comfortable leaving their bicycles for long
periods of time. They are appropriate for employees of large buildings
and at transit stations. Lockers provide a secure place for bicyclists to
store their helmets or other riding gear.
Key Considerations:
Electronic bike lockers provide secure individualized parking that
can be accessed with an electronic card. Unlike standard key
lockers, which provide one key for one renter, a single e-locker
can be rented by multiple cyclists each week by using smart card
technology. The improved efficiency translates into greater
availability, and is a popular option at transit stations throughout
the Bay Area.
Bicycle lockers come in a variety of shapes and sizes depending
on the need and the amount of space available, and the most
common bicycle locker size is approximately 40” wide by 48”
high by 72” long, which typically includes a diagonal divider
inside the locker so that they will accommodate two bikes.
Most lockers with diagonal dividers are designed to open from
two sides, so there should be adequate room on both sides of
the locker to comfortably open the door and slide the bicycle in
and out, which equates to six feet of clearance from both doors.
Wedge-shaped locker units can also be used—these
accommodate one bicycle, and are a useful design for corner
areas. They can also be placed against walls in areas with a
constrained public right-of-way.
19th Street & Broadway Downtown Oakland BART electronic lockers.
Source: Jason Patton, City of Oakland
Bike Locker Placement Guidance
This section describes several types of typical off-street and enclosed
parking facilities, which are typically used for long-term parking. There
are two basic types of enclosed long-term parking facilities:
Bicycle Cages are shared access storage areas in which cyclists
lock their own bikes
Bicycle Rooms provide indoor enclosed and sheltered parking
and protection from theft.
Key Considerations for Bicycle Cages:
Often uses at transit centers and large employers or universities
to provide an extra layer of security for long-term bike parking
Typically a popular option for bike commuters because they
provide a high degree of security and they protect bikes
Can be accessed by registered users at any time, and with
unlimited ins and outs.
Provide additional security over U-racks or other on-street
parking facilities though many people may have access to the
facility
Small cages are preferred to limit the number of people with
access to any single cage.
Security may be bolstered by surveillance cameras and
monitoring.
A single cage of 18’ by 20’ occupies the same footprint as two
standard parking stalls (or 9’ by 20’ each.)
Cyclists gain access to the bike cage by signing up in advance for
a key or a key code. Magnetic pass keys also allow parking
managers to monitor who goes in and out of the bike cages.
Local jurisdictions or local non-profit organizations are typically
responsible for implementing and maintaining this type of
facility.
Key Considerations for Bicycle Rooms:
May have wall racks or floor racks, and should allow easy access
by elevator or ramp to the ground level
Bike rooms provide enclosed and sheltered parking and
protection from theft
Typically found at transit terminal, but any available building
floor space can be converted into a bike room
Adding self-serve features such as bike pumps, bike stand and
basic tools creates extra amenities to cyclists.
Require little maintenance and an attendant is not needed
because users are provided with an access code to enter facility.
Bike rooms are ideal in business parks or apartment or
condominium complexes. Individual businesses or apartment
complexes would be responsible for providing bike room
facilities.
High Security Bicycle Cages. Source: J. Luton and J. Stanley
Since most cycling occurs on public roads, roadway maintenance is an
important part of accommodating cycling. Below are some types of
targeted maintenance.5
Surface Repairs: Inspect bikeways and road shoulders regularly for
surface irregularities, such as potholes, pavement gaps or ridges. Such
hazards should be repaired quickly.
Sweeping: Prioritize bicycle routes when establishing a street sweeping
schedule. Sweep road shoulders of accumulated sand and gravel in the
springtime and fallen leaves in the autumn where they accumulate.
Sweepings should be picked up rather than just pushed aside in areas
with curbs. Driveway approaches may be paved to reduce loose gravel on
paved roadway shoulders. Off-street bicycle facilities should have an
established maintenance schedule that includes routine sweeping.
Pavement Overlays: Where new pavement is installed, extend the
overlay to the edge of the roadway. If this is not possible, ensure that no
ridge remains at the edge of the road shoulder or bicycle lane. Do not
5 Todd Litman, Robin Blair, Bill Demopoulos, Nils Eddy, Anne Fritzel, Danelle Laidlaw, Heath
Maddox, and Katherine Forster. Pedestrian and Bicycle Planning: A Guide to Best Practices. Victoria
Transport Policy Institute (2010)
leave a ridge within the bicycle travel area. Drain grates should be within
6 millimeters of the pavement height to create a smooth travel surface.
Special attention should be given to ensure that utility covers and other
road hardware are flush with new pavement.
Rail Crossings: Rail crossings can be hazardous to cyclists, particularly if
they are at an oblique angle. Warning signs and extra space at the road
shoulder can allow cyclists to cross at a 90º angle. A special smooth
concrete apron or rubber flange may be justified at some crossings.
Vegetation: Vegetation may impede sight lines, or roots may break up
the travel surface. Vegetation should be cut back to ensure adequate
sight lines, and invasive tree roots may be cut back to preserve the travel
surface.
Street Markings: Bicycle lane markings and signal loop indicators may
become hard to see over time. These should be inspected regularly and
retraced when necessary.
Markings: Whenever roadway markings are used, traction or non-skid
paint should be used to avoid the markings becoming slippery in wet
weather.