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Bikeway Classification

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Bikeway Classification PRESENTED BY CALTRANS IN CONJUNCTION WITH THE DISTRICT 4 BICYCLE PLAN Bicyclists at Intersections Several techniques can improve the safety and operations of bicyclists at intersections. Traffic control devices such as signage, roadway markings and signals, or geometric design A GUIDE TO features can reduce ambiguity for all roadway users and draw attention to the presence of bicyclists. Many of these BROADWAY, OAKLAND RENDERING OF CONFLICT AREA WITH GREEN PAVEMENT strategies are found in the Caltrans Bike Signals Green-Colored Pavement Bikeway Complete Intersections Guide. Some A bicycle signal is a traffic signal that Through Conflict Areas techniques are relatively new or newly uses bicycle signal faces and directs Green-colored pavement can be used approved in California. A few examples bicyclists to take specific actions when on Class II or Class IV bikeways. When are provided here. there are no conflicting movements. Use of bikeways cross intersections or motorists Classification bicycle signal faces is analogous to using need to merge across a bikeway, green- pedestrian signal heads. Implementation is colored markings become dashed. This JULY 2017 based on engineering judgment. can be useful at ramp intersections to REFERENCE: CAMUTCD SECTION 4D.104(CA); increase visibility and draw attention to the FHWA INTERIM APPROVAL IA-16; NACTO URBAN BIKEWAY DESIGN GUIDE/ SIGNALS presence of bicyclists. REFERENCE: FHWA INTERIM APPROVAL IA-14; CAMUTCD FIGURE 9C-103(CA) RENDERING OF PROTECTED INTERSECTION TIBURON BLVD, STATE ROUTE 131, TIBURON RENDERING OF ROUNDABOUT Protected Intersections Intersection Bike Boxes Bicyclists at Roundabouts Separated bikeways at intersections can The intersection bike box, a designated Roundabouts are circulatory intersections be designed as a protected intersection— area on the approach to a signalized where motorists and bicyclists yield to providing greater separation and intersection, provides bicyclists a space enter. While roundabouts have been shown protection for bicyclists and minimizing to wait in front of stopped motor vehicles to reduce the number and severity of the number of conflict points with motor during the red signal phase so that they crashes overall, it is important to design traffic. Corner islands keep bicyclists are more visible to motorists at the start of them for all users by minimizing the to the right, placing them downstream the green signal phase. design speed and the number of lanes of the cross street and allowing right- REFERENCE: FHWA INTERIM APPROVAL IA-18; NACTO URBAN and conflict points to reduce exposure turning motorists to complete a turn BIKEWAY DESIGN GUIDE/ INTERSECTIONS/ BIKE BOXES. for all users. Bicyclists are allowed to before interacting with bicyclists. Bicycle take the lane with vehicle traffic, but can crossings are placed next to, but separated Two-Stage Turn Queue Boxes also be provided a separated bikeway or from, pedestrian crossings. Protected a shared use path that circulates around intersections can facilitate left turns for Two-stage turn queue boxes offer bicyclists the roundabout to reduce the level of bicyclists by providing a waiting area to a way to make left turns at multi-lane stress. While single-lane roundabouts complete the crossing in two stages. intersections by separating the turn into are easier for bicyclists to navigate, PREPARED BY two moves, which is helpful for bicyclists REFERENCE: CALTRANS DESIGN INFORMATION BULLETIN multilane roundabouts require additional 89 – CLASS IV BIKEWAY GUIDANCE, SECTION 2.2; FHWA who are uncomfortable merging across SEPARATED BIKE LANE PLANNING AND DESIGN GUIDE, considerations at conflict points and CHAPTER 5, STEP 4 multiple lanes of traffic to make a left. bikeway crossings. REFERENCE: FHWA INTERIM APPROVAL IA-20; NACTO URBAN REFERENCE: NCHRP REPORT 672: ROUNDABOUTS, AN BIKEWAY DESIGN GUIDE/ INTERSECTIONS/ TWO-STAGE TURN INFORMATIONAL GUIDE; MASSDOT SEPARATED BIKE LANE QUEUE BOXES PLANNING AND DESIGN GUIDE CLASS I BIKEWAY CLASS III BIKEWAY Path Bike Route Class I bikeways, also known as bike Class III bikeways, or bike routes, designate paths or shared-use paths, are facilities a preferred route for bicyclists on streets with exclusive right of way for bicyclists shared with motor traffic not served by and pedestrians, away from the roadway dedicated bikeways to provide continuity and with cross flows by motor traffic to the bikeway network. Bike routes are minimized. Some systems provide generally not appropriate for roadways with separate pedestrian facilities. higher motor traffic speeds or volumes. Bike routes are established by placing bike Class I facilities support both recreational route signs and optional shared roadway and commuting opportunities. Common markings (sharrow) along roadways. applications include along rivers, Vine Trail, Napa Valley 2nd St, Oakland REFERENCE: HDM INDEX 1003.3; shorelines, canals, utility rights-of-way, CAMUTCD SECTION 9C.07 railroad rights-of-way, within school campuses, or within and between parks. REFERENCE: HDM INDEX 1003.1; Bicycle Boulevard CAMUTCD SECTION 9C.03 A Bicycle Boulevard is a shared roadway intended to prioritize bicycle travel for people of all ages and abilities. Bicycle Boulevards are typically sited on streets without large truck or transit vehicles, and where traffic volumes and speeds are already low, or can be further reduced through traffic calming. Bay Bridge Trail, Oakland Milvia St, Berkeley REFERENCE: NACTO URBAN BIKEWAY DESIGN GUIDE/ BICYCLE BOULEVARDS; CAMUTCD SECTION 9C.07 CLASS II BIKEWAY CLASS IV BIKEWAY Bike Lane Separated Class II bikeways are bike lanes established Bikeway/ along streets and are defined by pavement striping and signage to delineate a portion Cycle Track of a roadway for bicycle travel. Bike lanes A Class IV separated bikeway, often are one-way facilities, typically striped referred to as a cycle track or protected bike adjacent to motor traffic travelling in the lane, is for the exclusive use of bicycles, same direction. Contraflow bike lanes physically separated from motor traffic can be provided on one-way streets with a vertical feature. The separation for bicyclists travelling in the opposite may include, but is not limited to, grade direction. State Route 12, the Springs Region of Sonoma Fulton St, Berkeley separation, flexible posts, inflexible barriers, REFERENCE: HDM INDEX 301.2; or on-street parking. Separated bikeways CAMUTCD SECTION 9C.04 can provide for one-way or two-way travel. Buffered Bike Lane By providing physical separation from motor traffic, Class IV bikeways can reduce A buffered bike lane provides greater the level of stress, improve comfort for separation from an adjacent traffic lane more types of bicyclists, and contribute to and/or between the bike lane and on-street an increase in bicycle volumes and mode parking by using chevron or diagonal share. markings. Greater separation can be REFERENCE: CALTRANS DESIGN INFORMATION especially useful on streets with higher BULLETIN 89 – CLASS IV BIKEWAY GUIDANCE; FHWA SEPARATED BIKE LANE PLANNING AND DESIGN GUIDE; motor traffic speeds or volumes. NACTO URBAN BIKEWAY DESIGN GUIDE/ CYCLE TRACKS REFERENCE: CAMUTCD SECTION 9C.04, FIGURE 9C-104(CA); NACTO URBAN BIKEWAY DESIGN GUIDE/ BIKE LANES/ BUFFERED BIKE LANES Sloat Blvd, State Route 35, San Francisco Division St, San Francisco.
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