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Massdot Separated Bike Lane Planning & Design Guide 4 INTERSECTION DESIGN This chapter provides key principles that should be used to develop and evaluate design approaches and treatments that will result in intersections that support all ages and abilities of bicyclists. This chapter illustrates the application of these principles for common intersection configurations which include protected intersections, roundabouts, mixing zones and driveway crossings. Intersection design also requires consideration of parking, loading and bus stops (see Chapter 5), and signal operations (see Chapter 6). 4.1 CONTEXT Safe and comfortable intersections a bicyclist’s path significantly affects availability of right-of-way and stopping minimize delays, reduce conflicts and bicyclists’ safety and comfort. Intersection location of the bus (in-lane versus bus bay; reduce the risk of injury for all users in the geometry and corner radius design affects as well as near-side, far-side and mid- event of a crash. Intersections include not the merging or turning speed of the block stop location) are factors that impact only bicycle crossings of streets, but also motorist. the design of separated bike lanes (see crossings with driveways, alleys, sidewalks, Chapter 5). shared use paths and other separated Bicyclists have operating characteristics bike lanes. Intersections are likely to be that are quite different from pedestrians. locations where bicyclists transition into The approach speed of a bicyclist TERRAIN operating in a separated bike lane is and out of separated bike lanes to other The existing terrain and sight conditions will typically between 10 and 15 mph on flat types of bikeway accommodations. These affect available sight lines and approach ground. This speed can be three to eight transitions should be intuitive to all users of speeds of bicyclists and motorists. the intersection. times higher than the typical walking speed of a pedestrian entering an intersection, The following variables have an impact thus additional measures are needed to ON-STREET PARKING on intersection design: reduce conflicts between bicyclists and motorists at street crossings. The presence of on-street parking increases the degree of separation VOLUMES between bicyclists and motor vehicle traffic. This generally improves the comfort of User volumes affect the widths of BIKE LANE OPERATION both bicyclist and motorist. However, this separated bike lanes and sidewalks, as The operation of one-way separated bike will also increase the frequency at which 4 INTERSECTIONS well as the required number of lanes for lanes is similar to normal motor vehicle pedestrians have to cross the separated motorized traffic. operations on the street, which can simplify bike lane to access cars in the parking signalized intersection operations. Where lane. This is a particular concern in areas a two-way separated bike lane is installed with high parking turnover. The presence USER DELAY on one side of a street, the contra-flow of on-street parking can also reduce sight direction of bicycle travel introduces an A careful balance is needed to minimize distances at intersections and driveways; unexpected movement at the intersection. delay for all users without favoring one this may require parking restrictions or the The contra-flow movement requires special travel mode at the expense of all others. removal of parking spaces on the approach consideration at intersections and at to intersections. terminus points. DESIGN SPEED Key elements such as sight distance and LAND USE BUS STOPS geometric design at intersections are Adjacent land uses impact the volume of The location of bus stops adjacent to dependent on the approach speed of the bicyclists and pedestrians in the corridor. a separated bike lane can potentially motorist and bicyclist and the crossing Higher density land uses are likely to introduce conflicts between bus patrons speed of a pedestrian. The speed at which have higher volumes of pedestrians and and through-moving bicyclists. The motorists merge, weave or turn across bicyclists with closely spaced intersections 52 MassDOT Separated Bike Lane Planning & Design Guide and less frequent driveways. Lower- Copenhagen, Denmark density land uses may have low volumes of pedestrian and bicycle activity but frequent driveway access points for each property and increased distances between street intersections. Separated bike lanes are easier to implement in locations with fewer driveway crossings. STREET BUFFER The space available between the motor vehicle travel lane and the separated bike lane affects bicyclist comfort and has a significant impact on geometric design options at intersections. AVAILABLE RIGHT-OF-WAY The availability of right-of-way and the placement of utilities may create significant constraints on geometric design options, 4 INTERSECTIONS bike lane widths, buffer widths and sidewalk widths. Where right-of-way is being acquired for roadway projects, sufficient right-of-way should be secured for separated bike lanes. TYPE OF PROJECT Reconstruction projects provide the greatest opportunity to achieve preferred design dimensions and intersection treatments. Retrofit projects, which frequently are limited to repaving and restriping, are often constrained by existing street widths. MassDOT Separated Bike Lane Planning & Design Guide 53 4.2 DESIGN PRINCIPLES As separated bike lanes approach an 4.2.1 MINIMIZE EXPOSURE TO The majority of conflicts and intersection, the designer must determine CONFLICTS crashes in urban areas between whether to maintain separation through the bicyclists and motorists are In urban areas, the majority of crashes intersection or to reintegrate the bicyclist related to motor vehicle turning between bicyclists and motorists occur at into the street. movements at intersections. While intersections and driveways and are often they do occasionally occur, crashes Bicycles, pedestrians and motor vehicles related to turning or merging movements. between bicyclists and pedestrians inevitably cross paths at intersections EXHIBIT 4A provides a comparison of are comparatively rare. (unless their movements are grade bicyclist exposure at various types of separated). Intersections with separated intersections. bike lanes should be designed to minimize bicyclist exposure to motorized traffic and While they do occasionally occur, crashes To improve bicyclist comfort and safety, should minimize the speed differential between bicyclists and pedestrians are it is preferable to maintain separation at the points where travel movements comparatively rare. It is important to enable within intersections to reduce exposure to intersect. The goal is to provide clear pedestrians to see approaching bicyclists merging motor vehicles. Where merging messages regarding right of way to all at locations where they cross a separated areas, crossings and locations with shared users moving through the intersection in bike lane. Care should be taken to avoid operating spaces are required, they should conjunction with geometric features that the placement of infrastructure that may be designed to minimize exposure. This result in higher compliance where users are block a pedestrian’s view of approaching can be accomplished by: expected to yield. bicyclists. • Shortening crossing distance with curb The following principles should be It is also important to provide clear and extensions. 4 INTERSECTIONS direct paths for pedestrians to reduce the applied to the design of intersections with • Providing two-stage turn queuing areas separated bike lanes to maximize safety likelihood that they use the bike lane as which allow bicyclists to avoid merging and comfort for all users: a walkway. For this reason, strategies for across multiple lanes of traffic during accommodating pedestrians on streets turning movements. with separated bike lanes are provided 1. MINIMIZE EXPOSURE TO CONFLICTS throughout this guide. • Providing median refuge areas for two- stage crossings. 2. REDUCE SPEEDS AT CONFLICT POINTS • Providing wider street buffers for bicycle queuing and pedestrian storage to shorten crossing distances. 3. COMMUNICATE RIGHT-OF-WAY PRIORITY 4. PROVIDE ADEQUATE SIGHT DISTANCE 54 MassDOT Separated Bike Lane Planning & Design Guide EXHIBIT 4A: COMPARISON OF BICYCLIST EXPOSURE AT INTERSECTIONS The diagrams on this page provide a comparison of the levels of exposure associated with various types of intersection designs. Exposure Level: Exposure Level: Exposure Level: Exposure Level: High High to Medium Medium to Low Low CONVENTIONAL BIKE LANES SEPARATED BIKE LANES WITH SEPARATED BIKE LANES PROTECTED INTERSECTIONS AND SHARED LANES MIXING ZONES THROUGH ROUNDABOUTS A protected intersection Bike lanes and shared lanes One strategy that has been Separated bike lanes can be maintains the physical require bicyclists to share and used in the U.S. at constrained continued through roundabouts, separation through the negotiate space with motor intersections on streets with with crossings that are similar intersection, thereby eliminating 4 INTERSECTIONS vehicles as they move through separated bike lanes is to to, and typically adjacent the merging and weaving intersections. Motorists have reintroduce the bicyclist into to, pedestrian crosswalks. movements inherent in a large advantage in this motor vehicle travel lanes (and Motorists approach the bicycle conventional bike lane and negotiation as they are driving turn lanes) at intersections, crossings at a perpendicular shared lane designs. This a vehicle with significantly removing the separation
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