Urban Bikeway Design Guide April 2011 Edition URBAN BIKEWAY DESIGN GUIDE Contents INTRODUCTION 1 BICYCLE SIGNALS 203 BIKE LANES 4 Bicycle Signal Heads Signal Detection and Actuation Conventional Bike Lanes Active Warning Beacon for Bike Buffered Bike Lanes Route at Unsignalized Intersection Contra-Flow Bike Lanes Hybrid Signal for Bike Route Crossing Left-Side Bike Lanes of Major Street CYCLE TRACKS 58 BIKEWAY SIGNING & MARKING 238 One-Way Protected Cycle Tracks Colored Bike Facilities Raised Cycle Tracks Shared Lane Markings Two-Way Cycle Tracks Bike Route Wayfinding Signage and Markings System INTERSECTIONS 105 Bike Boxes MASTER REFERENCE MATRIX 288 Intersection Crossing Markings DESIGN GUIDE PROJECT TEAMS 298 Two-Stage Turn Queue Boxes Median Refuge Island SPONSORS 300 Through Bike Lanes APPENDIX 301 Combined Bike Lane/Turn Lane Project Plan Drawings Cycle Track Intersection Approach URBAN BIKEWAY DESIGN GUIDE INTRODUCTION 1 Introduction The purpose of the NACTO Urban Bikeway Design Guide (part of the Cities for Cycling initia- tive) is to provide cities with state-of-the-practice National Association of City solutions that can help create complete streets Transportation Officials that are safe and enjoyable for bicyclists. 1301 Pennsylvania Ave. NW #350 The NACTO Urban Bikeway Design Guide is Washington, DC 20004 nacto.org based on the experience of the best cycling cit- ies in the world. The designs in this document were developed by cities for cities, since unique NACTO encourages the exchange of urban streets require innovative solutions. Most transportation ideas, insights, and practic- of these treatments are not directly referenced es among large central cities while foster- in the current versions of the AASHTO Guide to ing a cooperative approach to key national Bikeway Facilities or the Manual on Uniform Traf- transportation issues. We do this by: fic Control Devices (MUTCD), although many of § Sharing data and best practices, the elements are found within these documents. through research projects and The Federal Highway Administration has recently peer-to-peer sessions posted information regarding approval status of various bicycle related treatments not covered § Communicating regularly, through in the MUTCD, including many of the treatments conference calls with the Cities provided in the NACTO Urban Bikeway Design and via an annual meeting with Guide. All of the NACTO Urban Bikeway Design the USDOT Secretary and other Guide treatments are in use internationally and in federal agencies many cities around the US. § Advocating change in transporta- To create the Guide, the authors have conducted tion laws, regulations, and financ- an extensive worldwide literature search from ing to enable large cities to better design guidelines and real-life experience. They provide the integrated transpor- have worked closely with a panel of urban bike- tation services envisioned by way planning professionals from NACTO mem- Federal transportation law. ber cities, as well as traffic engineers, planners, and academics with deep experience in urban bikeway applications. A complete list of partici- pating professionals is included here. Additional information has been gathered from numerous other cities worldwide. URBAN BIKEWAY DESIGN GUIDE INTRODUCTION 2 The intent of the Guide is to offer substantive How to Use the Guide guidance for cities seeking to improve bicycle transportation in places where competing de- First and foremost, the NACTO Urban Bikeway mands for the use of the right of way present Design Guide is intended to help practitioners unique challenges. Each of the treatments ad- make good decisions about urban bikeway dressed in the Guide offers three levels of guid- design. The treatments outlined in the Guide are ance: based on real-life experience in the world’s most bicycle friendly cities and have been selected § Required: elements for which there is because of their utility in helping cities meet their a strong consensus that the treatment goals related to bicycle transportation. Step one cannot be implemented without. for most cities will be to start using the Guide in their daily transportation design work. § Recommended: elements for which there is a strong consensus of added It is important to note that many urban situations value. are complex; treatments must be tailored to the § Optional: elements that vary across individual situation. Good engineering judgment cities and may add value depending on based on deep knowledge of bicycle transporta- the situation. tion should be a part of bikeway design. Deci- sions should be thoroughly documented. To as- § In all cases, we encourage engineering sist with this, the NACTO Urban Bikeway Design judgment to ensure that the application Guide links to companion reference material and makes sense for the context of each studies. treatment, given the many complexities of urban streets. Guide Status This Guide has been created by a panel of professionals from NACTO member cities and a consulting team consisting of international experts in bikeway design along with the sup- port of the NACTO Board of Directors. The View more online: NACTO Guide can be adopted by individual 8 cities, counties, or states as either a stand-alone For more details, information, resources, case studies, and photographs, please document or as a supplement to other guidance visit www.c4cguide.org. The online documents. The NACTO Guide will be updated platform of the NACTO Urban Bikeway regularly and have an extensive website that will Design Guide reflects the most current, include engineering drawings, three dimensional up-to-date, available design guidance. renderings and images of the various design It will be frequently revised, updated, treatments, as well as a discussion area where and expanded to reflect the state of the professionals can exchange information and practice in bicycle facility design. ideas on bikeway design. IN THIS SECTION: Conventional Bike Lanes Buffered Bike Lanes Contra-Flow Bike Lanes Left-Side Bike Lanes BIKE LANES A Bike Lane is defined as a portion of the roadway that has been designated by striping, signage, and pavement markings for the preferential or exclusive use of bicyclists. Bike lanes enable bicyclists to ride at their preferred speed without interference from prevailing traffic conditions and facili- tate predictable behavior and movements between bicyclists and motorists. A bike lane is distinguished from a cycle track in that it has no physical barrier (bollards, medians, raised curbs, etc.) that restricts the encroachment of motorized traffic. Con- ventional bike lanes run curbside when no parking is present, adjacent to parked cars on the right-hand side of the street or on the left-hand side of the street in specific situations. Bike lanes typically run in the same direction of traffic, though they may be configured in the contra-flow direction on low-traffic corridors necessary for the connectivity of a particular bicycle route. The configuration of a bike lane requires a thorough consider- ation of existing traffic levels and behaviors, adequate safety buffers to protect bicyclists from parked and moving vehicles, and enforcement to prohibit motorized vehicle encroachment and double-parking. Bike Lanes may be distinguished using color, lane markings, signage, and intersection treatments. URBAN BIKEWAY DESIGN GUIDE BIKE LANES: Conventional Bike Lanes 4 Conventional Bike Lanes Description Bike lanes designate an exclusive space for bicyclists through the use of pavement markings and signage. The bike lane is located adjacent to motor vehicle travel lanes and flows in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the ad- jacent travel lane and curb, road edge, or parking lane. This facility type may be located on the left side when installed on one-way streets, or may be buffered if space permits. See contra- flow bike lanes for a discussion of alternate direction flow. Bike lanes enable bicyclists to ride at their preferred speed without interference from prevail- ing traffic conditions. Bike lanes also facilitate predictable behavior and movements between bicyclists and motorists. Bicyclists may leave the bike lane to pass other bicyclists, make left turns, avoid obstacles or debris, and avoid other conflicts with other users of the street. URBAN BIKEWAY DESIGN GUIDE BIKE LANES: Conventional Bike Lanes 5 Conventional Bike Lane Typical Applications Benefits § Bike lanes are most helpful on streets with ≥ 3,000 motor vehicle average § Increases bicyclist comfort and confi- daily traffic. dence on busy streets. § Bike lanes are most helpful on streets § Creates separation between bicyclists with a posted speed ≥ 25 mph. and automobiles. § On streets with high transit vehicle § Increases predictability of bicyclist and volume. motorist positioning and interaction. § On streets with high traffic volume, § Increases total capacities of streets car- regular truck traffic, high parking turn- rying mixed bicycle and motor vehicle over, or speed limit > 35 mph, consider traffic. treatments that provide greater separa- § Visually reminds motorists of bicyclists’ tion between bicycles and motor traffic right to the street. such as: Left-sided bike lanes Buffered bike lanes Cycle tracks URBAN BIKEWAY DESIGN GUIDE BIKE LANES: Conventional Bike Lanes 6 Design Guidance View a high resolution image here: http://nacto.org/wp-content/uploads/2010/08/Conventional-Bike-Lanes_Annotation.jpg