BICYCLE LANE

Conventional bicycle lanes are on-street dedicated lanes for bicycle travel adjacent to vehicle travel lanes.

Bicycle lanes are one-way facilities that parallel the direction of travel and are located on each side of a two-way roadway or one side of a one-way roadway. These facilities are typically on the right side of the street, between the vehicle travel lane and the curb, road edge, or parking lane. Bicycle lanes should be provided in combination with sidewalks.

Benefits

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Bicycle lanes create separation between bicyclists and automobiles and visually remind motorists of bicyclist rights to use the street.

Challenges

Conventional bicycle lanes are not appropriate facilities for the “Interested but Concerned” bicycle user group. Instead, this facility serves more confident and experienced bicyclists.

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Bicycle lanes are typically low-cost improvements that could require only re-striping and new signage.

. Bicycle lanes provide dedicated space for bicyclists, except near intersections where motorists and bicyclists may mix depending upon intersection design.

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Conventional bicycle lanes are an established facility type that is understood by most motorists and other road users.

Bicycle lanes can lower motor vehicle speeds in some settings. .

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. There is a potential risk of “dooring” when a bicycle lane is placed adjacent to on-street parking.

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Motor vehicles sometimes drive and/or park in the bicycle lane.

Additional roadway width is needed to install a conventional bicycle lane, which might preclude other possible uses for that space, such as parking or an additional vehicle travel lane.

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. Unlike a cycle track, there is no physical barrier (bollard, raised curb, etc.) that restricts the encroachment of motor vehicles.

Considerations

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Bicycle lane word and/or symbol and arrow markings must be used to define the bicycle lane and designate that portion of the street for use by bicyclists.

A solid white lane line marking must be used to separate motor vehicle travel lanes from the bicycle lane. Most communities use a 6-8 inch line.

Bicycle lanes are most helpful on streets with posted speed limits of 25mph or greater and on streets with high transit vehicle volume. .

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. Gutters should not be included in the rideable surface width, unless that width is incorporated into the full width of the bicycle lane to provide a smooth rideable surface with no longitudinal joints or seams parallel to the line of travel.

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When a bicycle lane is placed directly adjacent to a guardrail or other physical barrier, an additional 2 feet of width is needed to provide minimum shy distance from the barrier.

When placed adjacent to a parking lane, the desirable reach from the curb face to the edge of the bicycle lane (including the parking lane, bicycle lane, and optional buffer between them) is 14.5 feet. Wherever possible, minimize parking lane width in favor of increased bicycle lane width. Also, when space allows, separation should be provided between the bicycle lane striping and the parking boundary to reduce the potential for dooring.

For high speed or high volume roads, alternative routes suitable for users of all abilities should be considered. .

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Bicycle lanes can be retrofitted onto existing streets that have excess pavement. In some cases, on-street parking or driving lanes may need to be eliminated to accomodate the bicycle lane.

Bicycle lanes may sometimes be painted green, particularly where they cross intersections. This feature alerts motorists to the potential presence of bicycles and reduces the potential for collision.

Bicycle lanes should be made wider than minimum widths wherever possible to provide space for bicyclists to ride side-byside and in comfort. If sufficient space exists, buffered bicycle lanes should be considered.

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. Intersection design should include a bicycle lane design or visual cues to guide bicyclists on mixing with automobile traffic. Intersection design for through and turning bicycle traffic should be carefully considered. Detailed intersection information can be found on pages 105 - 113.

Dotted markings can be used to indicate the continuation of a bicycle lane through an intersection. .

Bicycle lanes should not be placed adjacent to conventional front-in diagonal parking because drivers backing out of parking spaces have poor visibilty of bicyclists. .

Design Guidelines

Bicycle lanes should be designed, constructed, and maintained to meet the standards as published by the American Association of State Highway and Transportation Officials (AASHTO) current edition, the Manual on Uniform Traffic Control Devices (MUTCD), and the design guidelines below.

WIDTH: 6 feet preferred, 5 feet minimum.

SURFACE: Consistent with street pavement

VERTICAL CLEARANCE: 10 feet preferred, 8 feet minimum

HORIZONTAL CLEARANCE: 2 feet

DESIGN SPEED: 18mph .

Conventional Bicycle Lane Cross Section