TRANSITIONS BETWEEN BICYCLE FACILITY TYPES

Columbus’ bicycle network is comprised of a variety of bicycle facility types, including both on- and off-street facilities. As bicyclists make their way from origin to destination or as they ride recreationally around the city, they will likely experience situations where one facility type ends and another begins. Bicycle facility transitions should be designed so bicyclists do not face uncertainty where the facility begins, ends, or intersects with another bicycle facility. These transitions should be designed to minimize conflicts with motor vehicle traffic and/or pedestrians and to allow bicyclists to intuitively and safely switch from one facility to the next. If the transition involves downgrading to a less protected bicycle facility, wayfinding signage should be installed at the transition to alert bicyclists of when and where they will transition back to a protected facility.

Design recommendations for various types of transitions are described below. The American Association of State Highway and Transportation Officials (AASHTO) guide current edition and the Manual on Uniform Traffic Control Devices (MUTCD) should be referenced for specific design and signage recommendations.

Several of the following transition recommendations utilize bicycle exit and entrance ramps. The Indiana Design Manual (2013) offers the following geometry guidelines for the bicycle ramp transition.

TRANSITION FROM: ONE-WAY CYCLE TRACK TO: BICYCLE LANE

A roadway with a cycle track may narrow to the point where it is no longer feasible to provide space for separation. In locations where a one-way cycle track must continue as a conventional bicycle lane, signage and pavement markings should be used to clearly communicate the transition to both bicyclists and motorists.

The diagrams on the adjacent page illustrate how this transition could occur before and after an intersection.

Transition After the Intersection

This transition maintains bicyclist separation from motor vehicle traffic through the intersection, reducing conflicts with turning vehicles within the intersection. It offsets the bicycle crossing to promote visibility of bicyclists and utilizes two stage turn queue boxes to facilitate left turns. A similar design could be used for a transition from a one-way cycle track to a buffered bicycle lane.

One-Way Cycle Track

Transition Prior to the Intersection

Where one-way cycle tracks must terminate prior to an intersection, the cycle track may transition to a shared lane prior to the intersection. This transition occurs by terminating the vertical barrier of the cycle track, such as parking or curbing, in advance of the intersection to develop a separate bicycle lane and turn lane. In this scenario, the cycle track should terminate as close to the intersection as possible and provide as small of a merging area as feasible. Include a “Begin Right Turn Lane Yield to Bikes,” MUTCD R4-4, prior to the merge area.

TRANSITION FROM: ONE-WAY CYCLE TRACK TO: SHARED LANE (NEIGHBORHOOD BICYCLE ROUTE, RURAL BICYCLE ROUTE, OR NO DEDICATED BICYCLE FACILITY)

Where a one-way cycle track transitions to a shared lane (neighborhood bicycle route or rural bicycle route) or ends with no bicycle facility beyond, signage and pavement markings should alert both bicyclists and motorists of the upcoming transition.

For bicyclists approaching the end of the cycle track where no bicycle facility continues, alerts should be provided with enough advance warning to allow for a change in route, especially if the cycle track terminates in an area with high vehicular traffic volumes. For transitions that occur in high-volume locations, a safe landing point for bicyclists should be created on the street or adjacent sidewalk.

The transition from a one-way cycle track to a shared lane or no bicycle facility can occur before or after an intersection. The graphics below and on the following page illustrate these two design options.

Transition After the Intersection

The graphic below illustrates the transition from a cycle track to a shared lane (a neighborhood bicycle route or a rural bicycle route) occurring after the intersection crossing. This transition could also be utilized for a transition to a corridor with no dedicated bicycle facility. This design maintains bicyclist separation from motor vehicle traffic through the intersection, reducing conflicts with turning vehicles within the intersection. It offsets the bicycle crossing to promote visibility of bicyclists, incorporating the “bend out” intersection treatment, and utilizes two stage turn queue boxes to facilitate left turns.

Transition Prior to the Intersection

Where one-way cycle tracks must terminate prior to an intersection, the cycle track may transition to a shared lane prior to the intersection. The graphic below illustrates how a mixing zone at the intersection can facilitate this transition. The transition occurs by terminating the vertical protection of the cycle track in advance of the intersection to develop a shared turn lane. In this configuration, shared lane markings help guide bicyclists to the turning lane, which tends to have lower speed traffic than the adjacent through lane. When the cycle track ends, signage should be installed that communicates the termination of the bicycle facility, such as ‘Bikes Should Merge with Traffic’ and ‘Bike Lane Ends.’

TRANSITION FROM: BUFFERED AND CONVENTIONAL BICYCLE LANES TO: SHARED LANE (NEIGHBORHOOD BICYCLE ROUTE, RURAL BICYCLE ROUTE, OR NO DEDICATED BICYCLE FACILITY)

Where buffered or conventional bicycle lanes terminate and continue as a shared lane (neighborhood bicycle route, rural bicycle route, or a roadway with no dedicated bicycle facility), a mixing zone at the intersection can facilitate the transition. In this configuration, shared lane markings help guide bicyclists to the turning lane, which tends to have lower speed traffic than the adjacent through lane. When a buffered or conventional bicycle lane ends, whether at an intersection with a mixing zone or at a mid-block location, signage should be installed that communicates the termination of the bicycle facility, such as ‘Bikes Should Merge with Traffic’ and ‘Bike Lane Ends.’

TRANSITION FROM: SHARED USE PATHS AND TWO-WAY CYCLE TRACKS TO: BICYCLE LANES, BUFFERED BICYCLE LANES, AND ON-STREET ONE-WAY CYCLE TRACKS

Transitions at the beginning and end of shared use paths and two-way cycle tracks require special consideration because these facilities are typically located on only one side of the street, requiring bicyclists to make their way across vehicle travel lanes to the opposite side of the street. This transition can occur mid-block or at an intersection, each situation requiring a different treatment. The examples below depict both a mid-block and intersection transition. In both cases, the bicyclist is protected throughout the transition and does not mix with vehicular traffic except at the crosswalk. In each scenario, signage and pavement markings emphasizing the transition should be installed at and leading up to the transition. Green paint can be used at the junction of these facilities to further alert path users of the safest way to transition to the next facility type.

Mid-block Transition

The graphic below depicts a mid-block transition from a shared use path on one side of the street to one-way buffered bicycle lanes on each side of the street, paired with sidewalks. This design concept could also apply to transitions from shared use paths to conventional bicycle lanes and to on-street one-way cycle tracks. This design makes use of a median island and horizontal deflection of the roadway travel lanes to slow motor vehicle traffic and to offer safe crossing conditions for path users.

Intersection Transition

The graphic below illustrates how a two-way cycle track on one side of the street transitions to one-way cycle tracks while keeping bicyclists protected through an intersection. This design can be used at intersections with all types of traffic control and provides opportunities on both sides of the intersection to transition from the one-way to the two-way cycle track. Bicyclists in the one-way cycle track approaching the intersection at a red light can use the near-side crossing while bicyclists approaching the intersection at a green light can continue through the intersection and use the far side crossing. This treatment utilizes the “bend out” design, which creates space between the bicycle crossing and turning vehicles. While the graphic illustrates a cycle track transition, a similar design could be utilized for a transition from a shared use path to conventional bicycle lanes, buffered bicycle lanes, and a one-way cycle track with a bicycle ramp entrance and exit.

TRANSITION FROM: SHARED USE PATHS AND TWO-WAY CYCLE TRACKS TO: SHARED LANE (NEIGHBORHOOD BICYCLE ROUTE, BICYCLE ROUTE, OR NO DEDICATED BICYCLE FACILITY)

A roadway with a shared use path or two-way cycle track may narrow to a point where it is only feasible to continue with a shared lane facility, such as a neighborhood bicycle route, a rural bicycle route, or a roadway with no dedicated bicycle facility. In this situation, a design similar to the graphics on pages 128 and 129 could be utilitized. These designs safely transition bicyclists to the appropriate side of the street so they are prepared to mix with motor vehicle traffic. This design would utilize Bicycle Entrance and Exit Ramps to facilitate a smooth transition, and pavement markings and signage would be required at the Bicycle Entrance Ramp to require bicyclists to yield prior to merging onto the street in shared lanes with motor vehicle traffic.

TRANSITION FROM: BICYCLE LANE, BUFFERED BICYCLE LANE, AND ONSTREET ONE-WAY CYCLE TRACK TO: ROUNDABOUTS

Bicycle lanes, buffered bicycle lanes, and one-way, on-street cycle tracks are not recommended within roundabouts. The additional width of these bicycle facilities, particularly the buffered and conventional bicycle lanes, can increase vehicular speed and increase the possibility of vehicle-bicycle collisions. Therefore, these bicycle facilities should terminate prior to the start of the roundabout and bicyclists should either proceed through the roundabout mixed with motor vehicle traffic or exit the roadway, via a bicycle exit ramp, and navigate the roundabout on a shared use path with pedestrians. This transition design, which provides both an on- and off-street option, allows bicyclists of all ages and abilities to comfortably navigate the roundabout. Experienced bicyclists can continue on-street, mixed with motor vehicle traffic, and less experienced bicyclists can reach an off-street shared use path and utilize crosswalks at the intersection.

The following considerations apply to this roundabout design:

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To facilitate these options, bicycle exit ramps should be provided on all approaches to the roundabout, and bicycle entrance ramps should be provided at each outlet where on-street bicycle facilities return.

To accommodate both bicyclists and pedestrians on the shared use path, a minimum width of 10 feet should be provided. . Appropriate pavement markings and signage should communicate these options to bicyclists and guide them to the shared use path if they desire to exit the street.

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Shared use paths should be connected by ramps to the roadway 50 to 150 feet upstream of the yield point on each approach and outlet of the roundabout.

The bicycle exit and entrance ramps should have a 25- to 35-degree angle toward the roadway. .

Bicycle entrance ramps should be signed as bicycle-only to discourage pedestrians from entering the roadway.

To improve the safety of bicyclists in the roundabout, entry curvature and entry widths that slow motor vehicle traffic entering the roadabout should be used.

Transition Signage

Where one facility transitions to another or a facility ends, signs or other forms of wayfinding should communicate to users how and where to continue their journey. The sign to the right, for example, was placed where a shared use path transitions to a sidewalk and a bicycle lane. It directs users to where they can make the appropriate connections.

07 Recommendations

This chapter provides a comprehensive set of recommendations for bicycle and pedestrian infrastructure and policies. These recommendations, collectively, will help Columbus achieve a bicycle and pedestrian network that is connected, safe, convenient, and equitable.

Infrastructure recommendations in this chapter are considered planning-level and should be used as a guide during implementation of future bicycle and pedestrian facilities.

This chapter includes the following sub-chapters:

Bicycle Facilities, Pedestrian Facilities, and Intersections Policy and Program Recommendations . . Lighting .