CYMPO Bicycle Design Guidelines by CYMPO

CYMPO Bicycle Facility Design Toolkit

Introduction

Purpose of This Document

This document is intended to be a resource for Central Yavapai Metropolitan Planning Organization’s (CYMPO) member agencies to plan for and implement bicycle facilities improvements. The CYMPO Bicycle Facility Design Toolkit provides an overview of the types of bicycle facilities recommended in the CYMPO Active Transportation Plan (ATP).

The toolkit’s purpose is to provide guidance to designers and planners and is not intended to take the place of design standards prepared by the local jurisdictions or Arizona Department of Transportation. The planning, designing, and implementation of bicycle facilities should still follow the region’s rigorous process for selecting, engineering assessment, and public engagement.

Guiding Principles

• Provide comfortable and connected multimodal facilities for users of all ages and abilities;

• Bicycle travel on all streets should be safe, continuous, direct, and convenient;

• Ensure the mobility needs of all users are balanced;

• Integrate all modes of transportation;

• Improve safety for all users, regardless of mode; and

• Improve connectivity and circulation.

Relationship to Other Standards and Guidance

This Bicycle Facilities Design Toolkit document builds off local, state, and national design standards and guidance. The documents listed below provide a start to but not a comprehensive list of the guidance which led to the development of this guide and should be referenced as they evolve to keep up with the newest guidance. Resources include the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), and the National Association of City Transportation Officials (NACTO).

• Roadway Design Standards (Yavapai County)

• Complete Transportation Guidebook (ADOT)

• Roadway Design Guidelines (ADOT)

• Manual of Approved Signs (ADOT)

• Bikeway Selection Guide (FHWA)

• Small Town and Rural Multimodal Networks (FHWA)

• Evaluation of Safety, Design, and Operation of Shared-Use Paths (FHWA)

• Separated Bike Lane Planning and Design Guide (FHWA)

• Manual on Uniform Traffic Control Devices (FHWA)

• Guide for the Development of Bicycle Facilities (AASHTO)

• Urban Street Design Guide (NACTO)

• Urban Bikeway Design Guide (NACTO)

• Transit Street Design Guide (NACTO)

Building Off the Active Community TransportationUnified Plan

A high-quality bicycle facility may go unused if people cannot reach it safely and comfortably. Only a connected, complete bicycle network can truly enable people to get where they want and need to go via riding a bicycle. By building out bicycle facilities that are efficient, seamless, and easy to use, the agencies that serve residents of the region can encourage more people to bicycle.

The Central Yavapai Active Community Transportation–Unified Plan (ACT-UP) developed a vision for a comprehensive nonmotorized transportation network that links communities, offers travel alternatives, and supports broader goals for regional health, mobility, and equity. The plan’s bicycle network informs facility selection by showing where high quality bicycle facilities are needed the most. Ultimately, ACT-UP creates a blueprint for investing and implementing comfortable bicycle facilities.

How Do I Use the ACT-UP Bicycle Network?

If a bicycle project is planned on a roadway identified in ACT-UP, integrating recommended bicycle infrastructure should be prioritized during the design phase. It is important to remember that the quality of the bicycle infrastructure matters. Simply adding a bicycle lane on any corridor can be a missed opportunity to build out a low-stress/high comfort bicycle network that serves all users and all abilities. Since projects are limited, there may not be another chance to build a high-quality bicycle connection for decades.

Designing for All Ages and Abilities

According to national guidance, the appropriate bicycle facility for a corridor is ideally matched to the prevailing traffic volumes and speeds. The charts below provide general guidance from the Federal Highway Administration’s 2019 Bikeway Selection Guide on the appropriate facility to keep people riding bicycles comfortably in urban, suburban, and rural environments.

Designing for Bicyclists in Urban and Suburban Environments

The bikeway facility selection chart below identifies appropriate bikeway facilities for urban and suburban settings to improve the bicycling experience for all riders. By using this chart, communities can prioritize facilities that cater to the widest range of riders, promoting greater bicycling participation and improving overall accessibility.

Designing for people of all ages and abilities requires physical separation at certain vehicle volumes (y-axis) and speeds (x-axis). The FHWA Bikeway Selection Guide provides general guidance for providing the appropriate facility based on the volume and speed of a road.

Notes:

1. Chart assumes operating speeds are similar to posted speeds. If they differ, use operating speed rather than posted speed.

2. Advisory bike lanes may be an option when traffic volume is <3K ADT.

Credit: Bikeway Selection Guide, FHWA, 2019

Designing for Bicyclists in Rural Environments

The bikeway facility selection chart below identifies appropriate shoulder widths for rural roads, designed to enhance safety and comfort for bicyclists across varying speeds and traffic volumes.

Notes:

1. This chart assumes the project involves reconstruction or retrofit in constrained conditions. For new construction, follow recommended shoulder widths in the AASHTO Green Book.

2. A separated shared use pathway is a suitable alternative to providing paved shoulders.

3. Chart assumes operating speeds are similar to posted speeds. If they differ, use operating speed rather than posted speed.

4. If the percentage of heavy vehicles is greater than 5%, consider providing a wider shoulder or separated pathway.

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Bicycle Facility Design Guidelines

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Bicycle Facility Types

Bike facilities should provide a safe and comfortable experience that supports and encourages diverse users. This section provides guidance on the design of bike facilities for different contexts and roadway characteristics.

Shared Use Path / Sidepath

Treatment Summary

Shared use paths and sidepaths promote safe, accessible movement for nonmotorized users, including walkers, bikers, and sometimes equestrians. Both are bi-directional pathways designed to enhance connectivity and safety, but they differ in placement and context. They are particularly suited for roads with high traffic volumes and moderate to high vehicle speeds, offering physical separation from fast-moving vehicles to promote walking and biking.

Shared use paths are routes that may run entirely separate from roadways or adjacent to streets. Found in parks, greenbelts, or utility corridors, these paths provide network connections away from vehicular traffic. They can feature separated lanes for walking and biking or combine all modes into one space, with optional unpaved sections for equestrians. Sidepaths are a specific type of shared use path that runs parallel to and directly adjacent to roadways. Sidepaths often include vegetation to enhance aesthetics and safety, especially in rural settings, and require sufficient roadside space to ensure the path is safely outside the traveled roadway.

The following section summarizes general design guidance for shared use paths / sidepaths. Refer to the most recent MUTCD, AASHTO Guide for the Development of Bicycle Facilities, NACTO Urban Bikeway Design Guide, and FHWA Small Town and Rural Multimodal Networks for additional information as needed.

Recommended Elements

Preferred width should be determined based on context

Shared use paths should include a 2’ shoulder on either side and the edge of the path should be at least 5’ from the roadway.

On 10- to 14- foot shared use paths, a centerline stripe may help clarify the direction of travel and organize traffic. On paths 15-foot or wider, separate walking and biking space may be designated.

Optional Enhancements

Shared use paths may use materials such as asphalt or colored concrete to visually differentiate the space from a conventional sidewalk.

Shared use paths may be placed on both sides of the road where there are destinations on both sides of the road to increase access.

Short segments of sidepaths or shared use paths may be used to connect other bike facilities.

At intersections and crossings, detectable warning surfaces and curb ramps shall be installed.

At intersections and driveways, conflict striping should be considered to improve visibility for all users.

Shared use paths are best suited in areas where roadway crossings and driveways can be minimized or where overpasses and underpasses are feasible. Raised side street crossings should be installed at side streets and driveways, especially if the bikeway is at sidewalk level.

If drivers are anticipated to encroach on the shared use path, bollards or other preventative features may be placed at the entrance to the path. These should be highly visible, well lit, and designed for someone on using a wheelchair or riding a bike to pass through easily and, for people on bikes, without having to dismount.

If there is space to do so, it is ideal to include a detectable surface such as grass or a small curb where fully separated space is delineated for people walking and biking.

A2 A3

Preferred Dimensions

In general, where volumes of people walking and biking are anticipated to be higher, shared use paths should be designed to be wider. Constrained minimums should only be used for short stretches where every consideration has been taken to narrow other zones. The guidance below provides more information regarding preferred lane widths based on the speed and volume of expected user types:

Urban and Suburban Context

(Standard) Shared Use Path

Rural Context

Shared Use Path

Volume Shared Use Path

Low Volumes, Heavy User Mix Shared Use Path

High Volume Shared Use Path

Source: FHWA Small Town and Rural Multimodal Networks

Roadway Separation

(plus an additional 2' for vertical elements)

(with a 3' clearance between trees and the pathway)

Source: FHWA Small Town and Rural Multimodal Networks

(plus an additional 2' for vertical elements)

(or vertical separator, or rumble strips)

For high-speed roads, a separation width of 16.5' to 20' is recommended to ensure safe positioning at crossings and intersections

Equestrian Use

In rural areas, the dimensions given for the urban and suburban context can be used. Additional rural guidance includes paths for equestrians. In areas where equestrian use is anticipated, provide a shared use path in addition to a natural surface path for equestrian use.

Equestrian Path

SHARED

E-Bike Speeds and Conflicts

E-Bike users might ride at higher speeds on lower-volume paths and trails, which may result in conflicts with non-motorized bikes, pedestrians, or individuals in wheelchairs. Potential approaches to addressing this can include signs that implement e-bike speed limits or emphasize path etiquette such as safe speeds and non-motorized right of way.

Crossings

Crossings are particularly important to consider for shared use paths as they are often the only location on the path where path users interact with vehicle drivers. The following crossing types should be considered when designing shared use paths:

Intersections

At intersections, every effort should be made to maintain separation between people biking, walking, and driving. Potential intersection treatments which should regularly be considered include protected intersections, protected roundabouts, dedicated intersections, and two-stage left-turn queue boxes, among others.

Side Streets and Driveways

When crossing side streets and higher volume driveways, raised side street crossings, slow turn wedges, and tight turn radii may be considered in addition to conflict markings to highlight the path crossing.

Mid-Block

Shared use paths often cross mid block. In this case, Rectangular Rapid Flashing Beacons, Pedestrian Signals, or other signal treatments may be used in addition to advanced warning signs to prioritize path crossings.

Over- and Underpasses

Where geographically and financially feasible, shared use paths may cross over or under roads, freeways, railroad tracks, and other barriers. These crossing provide the highest level of comfort for users because they physically separate path users from other modes of traffic.

Encouragement of Low Speeds on Pathway Approaches

Employ small roadway corner radii to enforce turning speeds of 20 miles per hour or less. On highspeed roads, a deceleration lane may be necessary to achieve slower turning speeds.

Clear Right-of-Way Assignments

For minor street crossings, sidepaths should have the same priority as the parallel roadway. To ensure clear sightlines for crossings, keep visual obstructions such as landscaping low. When connecting with on-street bikeways, it is essential to facilitate smooth transitions for path users when a sidepath ends. Use median islands and horizontal deflection of roadway travel lanes to slow vehicle traffic, improving crossing conditions for path users.

Markings

Center Line MarkingPassing Prohibited

The following standard markings may be utilized for lanes on shared use paths / sidepaths: Width to Match

Facility

Center Line MarkingPassing Permitted

shall be in center of opposing travel lanes and near crosswalks.

Center Line Markings

Where the path is 10-14’wide center line may be used to indicate directionality. A solid line indicates passing is not permitted and a dashed line indicates passing is permitted. Where paths are 15’ or wider and there is a desire to fully separate people walking and biking, a solid yellow line may be used to provide a 5’ minimum path for bidirectional travel and a 10’ minimum path for bidirectional path for bicyclist travel. Signage and bicycle and pedestrian markings may be painted on the path to intended users. When used in this way, it is optimal to provide a grass strip or other detectable surface to separate the paths of travel, resulting in a total width of more than 15 feet. For more information, see MUTCD Section 9E-13.

Conflict / Crossbike Markings

Dashed markings, also called “conflict markings” or “crossbikes”, may be used alone or in combination with green colored pavement to mark extensions of bike lanes through intersections, driveways, and other locations. These markings serve to increase awareness of where people biking may be positioned in the roadway and can help identify the path for people biking and guide them in movements which may be difficult to discern. For more information, see MUTCD Section 9E.03.

Green Colored Pavement

Green colored pavement may be used to enhance visibility of locations where people biking are expected to operate. Specifically, it may be used to enhance conflict markings, bike boxes, and other pavement markings. Green pavement shall not be used in place of dotted lines. For more information, see MUTCD Section 3H.06.

Signage

The following types of signage are commonly utilized in the design of shared use paths / sidepaths:

Where Paths Narrow

Consider using “Path Narrows” (MUTCD W5-4a) to indicate to people on the path where the path narrows, especially when the path is being narrowed to a constrained minimum.

Indicating User Priority

“Bicycles Yield to Pedestrians” (MUTCD R9-6) may be used to indicate pedestrian priority.

Indicating Directionality

“Keep Left | Right” (MUTCD R9-7) may be used to indicate which side of the path people walking and biking should stay on.

Indicating Directionality

“Trail X-Ing” (MUTCD W11-15 and W11-15P) may be used to alert drivers to a shared use path crossing, especially when the path crossing is located midblock.

Accessibility Considerations

Shared use paths are considered pedestrian routes of travel and should be designed to meet all ADA requirements. Some of these include:

Cross Slopes and Grade

ADA requires cross slows for share use paths to be designed at 1.5 percent or less, and transitions should be a minimum of 5 feet for each one percentage change. Grade should not exceed five percent; if it must exceed five percent, handrails must be provided.

Crossings

Detectable warning surfaces and, where the path crosses at street grade, curb ramps should be provided at all crossings. Additionally, accessible pedestrian signals should be present.

Detectable Edges

Most shared use paths allow for mixed pedestrian and bicycle travel. Where the paths of travel are separated, a 2’ landscape or hardscape strip is preferred, but in more constrained areas a vertical element, grooved strip, pavement change, or other detectable edge.

Drainage

Drainage should be considered in the design of shared use paths. Cross slopes and grades should facilitate drainage of water off of the path, and stormwater management treatments should be installed in the buffer between a path and the road where feasible.