1. Bicycle Lanes Lesson 15 Publication No. FHWA-HRT-05-114 Lesson #: 15
Lesson Title: Bicycle Lanes
Learning Objectives:
Upon completion of this lesson, students will be able to:
Explain the design elements used for bicycle lanes.
Describe where and when it might be appropriate to restripe existing roadways.
Explain techniques for restriping existing roadways.
Preinstruction:
Have the students describe the problems they encountered when they took their bicycle trip on a roadway with bicycle lanes.
Student Participation:
Ask students whether they think bike lanes make the majority of bicyclists more comfortable and why.
Ask students whether they think bike lanes improve safety for bicyclists and why.
Ask students if there are certain situations (aside from width constraints) where bike lanes would be less desirable and why.
Followup:
Assign reading for lesson 16.
Session Time: 35–60 minutes
Lesson 15

2. Lesson Outline Width standards.
Retrofitting lanes on existing streets.
Design at intersections and interchanges.
Pavement marking and signing.
Other design considerations.
Practices to avoid.
Key Message: Provide the students with an overview of the lesson.
Est. Presentation Time: 1 minute
Suggested Comments:
This slide is optional.

3. Width Standards No curb and gutter: 1.2 meters (m) (4 feet (ft)) min.
If parking, then 1.5 m (5 ft) min.
With curb and gutter: 1.5 m (5 ft) min.
0.9 m (3 ft) min. ridable surface, not including gutter pan.
Parking permitted but not striped:
3.3 m (11 ft) total with no curb.
3.5 m (12 ft) total with curb.
Key Message: Different bicycle lane width standards apply for various roadway and parking conditions.
Est. Presentation Time: 5–8 minutes
Suggested Comments:
The 1999 American Association of State Highway and Transportation Officials (AASHTO) Guide defines a bicycle or bike lane as “a portion of a roadway which has been designated by striping, signing, and pavement markings for the preferential or exclusive use of bicyclists.” Bicycle lanes serve the needs of all types of cyclists in urban and suburban areas, providing them with a dedicated travel lane within the street space. The bike lane width standards vary based on the presence of curb and gutter, and parking .
Bicycle lanes are always located on both sides of the road on two-way streets. Since bicyclists must periodically merge with motor vehicle traffic, bike lanes should not be separated from other motor vehicle lanes by curbs, parking lanes, or other obstructions. Two-way bike lanes on one side of two-way streets create hazardous conditions for bicyclists and are not recommended. On one-way streets, bicycle lanes should be installed on the right-hand side, unless conflicts can be greatly reduced by installing the lane on the left-hand side. Left-side bicycle lanes on one-way streets may also be considered where there are frequent bus or trolley stops or unusually high numbers of right-turning motor vehicles, or if there is a significant number of left-turning bicyclists.

4. Retrofitting Bike Lanes
Typical “Road Diet”
Reduce travel lane widths.
Reduce number of travel lanes.
Remove, narrow, or reconfigure parking.
Other design options.
Key Message: Although retrofitting bicycle lanes onto existing streets is challenging, there are several ways it can be accomplished.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
While bike lanes may be desirable in many urban locations, designers face the reality that space is limited on most urban streets. Unless plans call for a roadway widening project, the extra width for bike lanes is often very difficult to find in retrofit situations. In central business districts, roadway widening for bike lanes is usually not a desired option, since it could cause problems for pedestrians by further reducing sidewalk space. As shown on the slide, there are several possible options to consider when retrofitting bicycle lanes into limited space on existing streets. A road diet has become a popular treatment that enables bike lanes to be striped, and in most cases, improves or at least does not degrade vehicle level of service.

5. Road Diet
Key Message: These two pictures show how the street space can be reallocated in what is known as a road diet.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
A road diet is a street reconfiguration where four travel lanes (two in each direction) are reduced to two through lanes and a center turn lane, and bike lanes are added in each direction. Road diets are considered effective at calming traffic and providing space for bicyclists while still providing a reasonable vehicle level of service. Dan Burden and Peter Lagerwey summarize the street and location criteria that can be used to identify potential candidates for road diets as follows:
• Moderate volumes (8,000–15,000 average daily traffic (ADT)).
• Roads with safety issues.
• Transit corridors.
• Popular or essential bicycle routes/links.
• Commercial reinvestment areas.
• Economic enterprise zones.
• Historic streets.
• Scenic roads.
• Entertainment districts.
• Main streets.
Before
After

6. Bike Lanes at Intersections
Encourage crossing/merging in advance of intersection.
Use of broken lane stripe at bus stops and intersections.
Many possible configurations.
Avoid dual right-turn lanes if possible.
Key Message: Bike lane design at intersections should encourage crossing and merging in advance of the intersection.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
At intersections and interchanges, bicyclists proceeding straight through must cross paths with turning motorists. Lane striping and signing configurations that encourage crossings and merging in advance of the intersection are preferable to those that force the crossing or merging in the immediate vicinity of the intersection.
There are several possible approaches for bike lane design where right-turn lanes are present. The most desirable configuration will be dependent upon the local road cross section and turning vehicle traffic patterns.
Dual right-turn lanes are particularly difficult for bicyclists. Warrants for dual turn lanes should be used to ensure that they are provided only if absolutely necessary. The design for single right-turn lanes allows bicyclists and motorists to cross paths in a predictable manner, but the addition of a through lane from which cars may also turn adds complexity.

7. Bike Lanes at Interchanges
Cross high-speed ramps in areas of good visibility.
Cross ramps at right angle.
Consider grade separation.
Key Message: Bike lanes should cross interchange ramps at close to right angles and at locations with good visibility.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
Expressway interchanges often present barriers to bicycle travel. Designs that encourage freeflowing motor vehicle traffic movements are the most difficult for pedestrians and bicyclists to negotiate.
Interchanges with access ramps connected to local streets at a right angle are easiest for bicyclists to negotiate. The intersection of the ramp and the street should follow established urban intersection designs. Special designs should be considered that allow pedestrians and bicyclists to cross ramps in locations with good visibility and where speeds are low. Where it is not possible to accommodate pedestrians and bicyclists with at-grade crossings, grade separation should be considered. Grade-separated facilities are expensive; they add out-of-direction travel and will not be used if the added distance is too great.

8. Pavement Markings Bike lane symbols Edgeline lane markings.
Traffic signal detector placement.
Obstructions.
Key Message: The Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) is the authoritative source for bike lane pavement markings. It addresses several different types of pavement markings.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
Section 9C of MUTCD addresses numerous aspects of pavement markings for bicycle facilities. Pavement markings typically consist of:
• Solid or broken edge line lane markings that delineate the vehicle travel lane and the bike lane.
• Lane symbols that indicate the preferential nature of the bike lane and its direction.
• Traffic signal detector symbol to indicate preferred bicyclist stopping location at actuated signals.
• Pavement markings to warn of road hazards or obstructions.
Care should be taken to use pavement striping that is durable, yet skid-resistant. Reflectors and raised markings in bike lanes can deflect a bicycle wheel, causing a bicyclist to lose control. If reflective pavement markers are needed for motorists, they should be installed on the motorist’s side of the stripe, and have a beveled front edge.

9. Signing Regulatory signs Use of MUTCD.
Consistency in shape, legend, color.
Regulatory signs.
Warning signs.
Route guide signs.
Key Message: The MUTCD is the authoritative source for bike lane signing and promotes uniformity and consistency among signing practices.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
Section 9B of MUTCD addresses standard bike lane signing. This slide shows examples of regulatory signs for bicycle facilities (including bike lanes). The MUTCD also provides recommendations for warning signs and bicycle route guide signs. Key MUTCD signing principles for bicycle facilities are as follows:
• Bicycle signs shall follow standard MUTCD conventions for shape, legend, and color.
• All signs shall be retroreflectorized.
• Where signs serve bicyclists and other road users, the size, vertical mounting height, and lateral placement shall be as specified for vehicle traffic applications.
• Except for size, the design of signs specifically for bicycle facilities should be identical to that specified in MUTCD for vehicular travel.

10. Colored Bike Lanes Common in Europe.
Delineate the preferred paths through complex intersections or across high-speed ramps.
Tested in Portland, OR, with mixed results.
Key Message: Colored bike lanes are used to delineate preferred bicyclist paths through complex intersections or across high-speed ramps. Tests in Portland, Oregon, had mixed results.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
Colored bike lanes have been tested in two U.S. cities (Portland, Oregon, and Cambridge, Massachusetts) as a way to guide bicyclists through complex intersections as well as to make motorists aware that they are crossing a bike lane. The concept of colored bike lanes has been applied and is standard practice in several European countries such as The Netherlands, Germany, Denmark, Sweden, Switzerland, Belgium, and France (to be discussed in lesson 23). A study of blue bike lanes in Portland, Oregon (example shown here in the slide), had the following conclusions:
• Significantly more motorists yielded to bicyclists and slowed or stopped before entering the blue pavement area.
• More bicyclists followed the colored bike lane path.
• Fewer bicyclists turned their heads to scan for traffic or used hand signals, perhaps signifying an increased comfort level or lower level of caution.
Colored bike lanes have issues of maintenance (the paint wears quickly with vehicle traffic). As of 2004, the use of colored bike lanes has not been endorsed by any national design manuals or standards (such as the 1999 AASHTO Guide or MUTCD).

11. Contraflow Bike Lanes Prevent circuitous travel on one-way streets.
High bike demand.
Warning signs at intersecting alleys and streets.
Key Message: Contraflow bike lanes can be used in certain situations to prevent circuitous travel on one-way streets.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
The use of contraflow bicycle lanes on a one-way street is not usually recommended. They may encourage cyclists to ride against traffic, which is contrary to the rules of the road and a leading cause of bicycle/motor vehicle crashes. There are, however, special circumstances when this design may be advantageous, particularly when there may be circuitous travel on one-way streets and there is high bike demand.
For a contraflow bike lane to function well, special features should be incorporated into the design:
• The contraflow bike lane must be placed on the correct side of the street (to the motorists’ left) and must be separated from oncoming traffic by a double yellow line. This indicates that the bicyclists are riding on the street legally, in a dedicated travel lane.
• Any intersecting alleys, major driveways, and streets must have signs indicating to motorists that they should expect two-way bicycle traffic.
• Existing traffic signals should be fitted with special signals for bicyclists; this can be achieved with either loop detectors or pushbuttons (these should be easily reached by bicyclists without having to dismount).
Under no circumstances should a contraflow bike lane be installed on a two-way street, even where the travel lanes are separated by a raised median.
(This picture shows a bicyclist not wearing a helmet.
FHWA strongly recommends that all bicyclists wear helmets.)

12. Practices to Avoid Two-way bike lanes. Continuous right-turn lanes.
Key Message: Two-way bike lanes and continuous right-turn lanes are practices that should be avoided for a number of reasons.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
Two-way bike lanes create a dangerous condition for bicyclists (point to figure in slide). They encourages illegal riding against traffic, causing several problems:
• At intersections and driveways, wrong-way riders approach from a direction where they are not visible to motorists.
• Bicyclists closest to the motor vehicle lane have opposing motor vehicle traffic on one side and opposing bicycle traffic on the other.
• Bicyclists are put into awkward positions when transitioning back to standard bikeways.
A continuous right-turn lane configuration is difficult for bicyclists. Riding on the right puts them in conflict with right-turning cars, but riding on the left puts them in conflict with cars merging into and out of the right-turn lane. The best solution is to eliminate the continuous right-turn lane, consolidate accesses, and create well-defined intersections.

13. Lesson Summary
There are many ways to design for bicycle lanes on vehicular roadways.
Use of specific design elements create safe and efficient bicycle lanes.
Key Message: Summarize the lesson and discuss any questions or issues with students.
Est. Presentation Time: 3–5 minutes
Suggested Comments:
Summarize the lesson and discuss any questions or issues with students.