HomeMy WebLinkAbout06-11-2020 ATC Agenda PacketCity of San Luis Obispo, Agenda, Planning Commission
Agenda
ACTIVE TRANSPORTATION COMMITTEE
Thursday, June 11, 2020
6:00 p.m. SPECIAL MEETING Teleconference
Based on the threat of COVID-19 as reflected in the Proclamations of Emergency issued by both the Governor
of the State of California, the San Luis Obispo County Emergency Services Director and the City Council of the
City of San Luis Obispo as well as the Governor’s Executive Order N-29-20 issued on March 17, 2020, relating
to the convening of public meetings in response to the COVID-19 pandemic, the City of San Luis Obispo will
be holding all public meetings via teleconference. There will be no physical location for the Public to view
the meeting. Below are instructions on how to view the meeting remotely and how to leave public comment.
Additionally, members of the Active Transportation Committee are allowed to attend the meeting via
teleconference and to participate in the meeting to the same extent as if they were present.
Using the most rapid means of communication available at this time, members of the public are
encouraged to participate in Council meetings in the following ways:
1. Remote Viewing - Members of the public who wish to watch the meeting can view:
➢ View the Webinar:
➢ Registration URL: https://attendee.gotowebinar.com/register/361757325032251404
➢ Webinar ID: 949-907-243
2. Public Comment - The Active Transportation Committee will still be accepting public comment. Public
comment can be submitted in the following ways:
• Mail or Email Public Comment
➢ Received by 3:00 PM on the day of meeting - Can be submitted via email to emailcouncil@slocity.org or
U.S. Mail to City Clerk at 990 Palm St. San Luis Obispo, CA 93401
➢ Emails sent after 3:00 PM and up until public comment is opened on the item – Limited to one page
emailed to cityclerk@slocity.org, which will then be read aloud during the public comment period on the
item specified.
• Verbal Public Comment
➢ Received by 3:00 PM on the day of the meeting - Call (805) 781-7164; state and spell your name, the
agenda item number you are calling about and leave your comment. The verbal comments must be limited
to 3 minutes. All voicemails will be forwarded to the Committee Members and saved as Agenda
Correspondence.
➢ During the meeting – Comments can be submitted up until the Public Comment period is opened for the
item when joining via the webinar (instructions above). Please contact the City Clerk’s office at
cityclerk@slocity.org to more information.
Active Transportation Committee Agenda June 11, 2020 Page 2
All comments submitted will be placed into the administrative record of the meeting.
MISSION: The purpose of the Active Transportation Committee (ATC) is to provide oversight
and policy direction on matters related to bicycle and pedestrian transportation in San Luis Obispo
and its relationship to bicycling and walking outside the City.
CALL TO ORDER: Chair Jonathan Roberts
ROLL CALL : Committee Members Thomas Arndt, Lea Brooks (vice chair), Donette
Dunaway, Timothy Jouet, Briana Martenies, Russell Mills, Jonathan Roberts
(chair)
PUBLIC COMMENT: At this time, people may address the Committee about items not on the
agenda. Persons wishing to speak should come forward and state their name and address.
Comments are limited to three minutes per person. Items raised at this time are generally referred
to staff and, if action by the Committee is necessary, may be scheduled for a future meeting.
CONSIDERATION OF MINUTES
1. Minutes of the October 24, 2019 Open House Workshop
2. Minutes of the January 16, 2020 Regular Meeting
3. Minutes of the March 10, 2020 Special Meeting
4. Minutes of the May 4, 2020 Special Meeting
ACTION ITEM
5. OFFICER ELECTIONS
(FUKUSHIMA – 15 MINUTES)
Article 3 of the Active Transportation Committee Bylaws (updated February 6, 2018), states that,
“The officers will consist of a Chairperson and Vice-Chairperson who will be elected annually at
a regular Committee meeting in each calendar year. The Chairperson will preside over all
meetings of the Committee and perform such duties as directed by the Committee. The Vice-
Chairperson will serve in the absence or incapacity of the Chairperson.” Additional officer duties
include writing quarterly progress reports, representing the Committee at the Mayor’s quarterly
luncheon, and representing the Committee at relevant Advisory Body and City Council meetings.
The term of office is for one year. No person shall serve in the office of chairperson or vice
chairperson for more than two consecutive terms. CM Brooks has completed two terms as Chair
and therefore cannot be reappointed to that office again. No other committee members have any
restrictions on possible appointments.
Active Transportation Committee Agenda June 11, 2020 Page 3
Staff Recommendation: The Committee should select a Chairperson and a Vice-Chairperson
to preside for the next year.
ACTION ITEM
6. ACTIVE TRANSPORTATION PLAN DESIGN GUIDANCE AND POLICIES
(FUKUSHIMA – 90 MINUTES)
This agenda item will update the Committee on the development of the design guidance and
policies section of the forthcoming Active Transportation Plan (ATP), which will be presented as
a Design Appendix and will provide design guidance and policy information on bicycling and
walking facilities to city staff as well as to private developers. Policies that have been carried over
from the 2013 Bicycle Transportation Plan (BTP) have been highlighted in green and have been
updated (in some cases substantially) to reflect new nomenclature or other changes. It should be
mentioned that as with the 2013 BTP, not all bicycle design policies or standards are included in
the ATP. Some are state and federal standards or guidance that are in other publications while
other City specific policies reside in the Engineering Standards, Zoning Regulations, or other
documents.
While the committee will review it again when the full draft is released in July, the committee
should provide input on the general structure and content of the Design Appendix.
Staff Recommendation: Receive input on the DRAFT Design Appendix and recommend
continued development of the Design Appendix in anticipation of the full ATP draft release.
Attachment 1: DRAFT Design Appendix
ADJOURNMENT
The next Regular Meeting of the Active Transportation Commi ttee is scheduled for
Thursday , July 16 , 20 20, at 6:00 p.m., by teleconference.
ATTACHMENTS
1. Minutes of the October 24, 2019 Open House Workshop
2. Minutes of the January 16, 2020 Regular Meeting
3. Minutes of the March 10, 2020 Special Meeting
4. Minutes of the May 4, 2020 Special Meeting
5. Draft Design Appendix
The City of San Luis Obispo wishes to make all of its public meetings accessible to the
public. Upon request, this agenda will be made available in appropriate alternative formats to
persons with disabilities. Any person with a disability who requires a modification or
accommodation in order to participate in a meeting should direct such request to the City Clerk’s
Office at (805) 781-7100 at least 48 hours before the meeting, if possible. Telecommunications
Active Transportation Committee Agenda June 11, 2020 Page 4
Device for the Deaf (805) 781-7107.
Agenda related writings and documents are available online or for public inspection at the Public
Works Department, 919 Palm Street, SLO. Meeting audio recordings can be found at the following
web address:
http://opengov.slocity.org/WebLink/1/fol/60965/Row1.aspx
DRAFT Minutes – Active Transportation Committee Meeting of October 24, 2019 Page 1
Minutes - DRAFT
ACTIVE TRANSPORTATION COMMITTEE
Thursday, October 24, 2019 1
Open House Workshop of the Active Transportation Committee 2
3
4
OPEN HOUSE WORKSHOP 5
6
A Special Open House Workshop of the San Luis Obispo Active Transportation Committee was 7
held on Thursday, October 24, 2019 from 4:00 p.m. to 6:00 p.m. in the Community Room of the 8
San Luis Obispo Library, located at 995 Palm Street, San Luis Obispo, California. 9
10
Participants were shared information about the progress of the Active Transportation Plan and 11
invited to provide input including information on barriers to walking and bicycling and 12
improvements that would help increase those modes. 13
14
NEXT MEETING 15
16
The next Regular Meeting of the Active Transportation Committee was scheduled for Thursday, 17
November 21, 2019, at 6:00 p.m., in the Council Hearing Room, 990 Palm Street, San Luis 18
Obispo, California. 19
20
21
22
23
24
25
26
27
28
29
30
31
APPROVED BY THE ACTIVE TRANSPORTATION COMMITTEE: XX/XX/2020 32
33
34
Attachment 1, Page 1 of 1
DRAFT Minutes – Active Transportation Committee Meeting of January 16, 2020 Page 1
Minutes - DRAFT
ACTIVE TRANSPORTATION COMMITTEE
Thursday, January 16, 2020 1
Regular Meeting of the Active Transportation Committee 2
3
CALL TO ORDER 4
5
A Regular Meeting of the San Luis Obispo Active Transportation Committee was called to order 6
on Thursday, January 16, 2020 at 6:00 p.m. in the Council Hearing Room, located at 990 Palm 7
Street, San Luis Obispo, California, by Chair Roberts. 8
9
ROLL CALL 10
11
Present: Committee Members Thomas Arndt, Lea Brooks (vice chair), Donette Dunaway, 12
Timothy Jouet, Briana Martenies, and Jonathan Roberts (chair) 13
14
Absent: Jenna Espinosa 15
16
Staff: Active Transportation Manager Adam Fukushima, and Recording Secretary Lareina 17
Gamboa 18
19
PUBLIC COMMENT ITEMS NOT ON THE AGENDA 20
Garrett Otto 21
22
--End of Public Comment-- 23
24
APPROVAL OF MINUTES 25
26
1.Review Minutes of the Active Transportation Committee Meeting of November 21, 2019:27
28
ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 29
COMMITTEE MEMBER JOUET, CARRIED 6-0-1 (COMMITTEE MEMBER ESPINOSA 30
ABSENT), to approve the Minutes of the Active Transportation Committee Meeting of 31
November 21, 2019, as presented. 32
33
34
2.Review Minutes of the Active Transportation Committee Meeting of December 10, 2019:35
36
ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 37
COMMITTEE MEMBER DUNAWAY, CARRIED 6-0-1 (COMMITTEE MEMBER 38
ESPINOSA ABSENT), to approve the Minutes of the Active Transportation Committee 39
Meeting of December 10, 2019, with the correction to Public Commenter name Jamie 40
“Woolf”. 41
42
Public Comment 43
Attachment 2, Page 1 of 3
DRAFT Minutes – Active Transportation Committee Meeting of January 16, 2020 Page 2
None. 44
45
--End of Public Comment-- 46
47
DISCUSSION ITEM 48
49
3. Committee Bylaws 50
Active Transportation Manager Fukushima and the Committee discussed and reviewed the 51
advisory body bylaws. 52
53
Public Comment 54
Myron Amerine 55
David Figueroa 56
Rob Moore 57
Kylie Clark 58
Mark Borges 59
Garrett Otto 60
61
--End of Public Comment-- 62
63
No action was taken on this item. 64
65
PRESENTATION ITEM 66
67
4. Quick-Build Strategies 68
Bike SLO County Board Member, Garrett Otto, gave a PowerPoint presentation and responded to 69
committee inquiries in regards to considering the possibility of quick-build strategies within the 70
city. 71
72
Public Comment 73
Karen Aydelott 74
75
--End of Public Comment-- 76
77
No action was taken on this item. 78
79
DISCUSSION ITEM 80
81
5. Active Transportation Plan Bicycle Policies 82
Active Transportation Manager Adam Fukushima provided a PowerPoint Presentation and 83
responded to committee inquiries in regards to bicycle policies for the Active Transportation 84
Committee. 85
86
Public Comment 87
Myron Amerine 88
Garrett Otto 89
Attachment 2, Page 2 of 3
DRAFT Minutes – Active Transportation Committee Meeting of January 16, 2020 Page 3
Jesse Englert 90
David Figueroa 91
92
--End of Public Comment-- 93
94
No action was taken on this item. 95
96
COMMENT AND DISCUSSION 97
98
6. Committee Member Updates 99
None. 100
101
7. Staff Updates 102
a. Railroad Safety Trail 103
b. Ferrini/Foothill Crossing 104
c. Agenda Forecast 105
106
ADJOURNMENT 107
108
The meeting was adjourned at 8:10 p.m. The next Regular Active Transportation Committee 109
meeting is scheduled for Thursday, March 19, 2020 at 6:00 p.m., in the Council Hearing Room, 110
990 Palm Street, San Luis Obispo, California. 111
112
113
APPROVED BY THE ACTIVE TRANSPORTATION COMMITTEE: XX/XX/2020 114
115
116
Attachment 2, Page 3 of 3
DRAFT Minutes – Active Transportation Committee Meeting of March 10, 2020 Page 1
Minutes - DRAFT
ACTIVE TRANSPORTATION COMMITTEE
Tuesday, March 10, 2020 1
Special Meeting of the Active Transportation Committee 2
3
CALL TO ORDER 4
5
A Special Meeting of the San Luis Obispo Active Transportation Committee was called to order 6
on Tuesday, March 10, 2020 at 6:00 p.m. in the Council Hearing Room, located at 990 Palm Street, 7
San Luis Obispo, California, by Chair Roberts. 8
9
ROLL CALL 10
11
Present: Committee Members Thomas Arndt (arrived at 6:04 p.m.), Lea Brooks (vice chair), 12
Donette Dunaway, Timothy Jouet, Briana Martenies, and Jonathan Roberts (chair) 13
14
Absent: None 15
16
Staff: Active Transportation Manager Adam Fukushima, and Recording Secretary Lareina 17
Gamboa 18
19
PUBLIC COMMENT ITEMS NOT ON THE AGENDA 20
Myron Amerine 21
22
--End of Public Comment-- 23
24
ACTION ITEMS 25
26
1.Active Transportation Plan Schedule27
Active Transportation Manager Fukushima provided a PowerPoint presentation and28
responded to Committee inquiries in regards to the Active Transportation Plan Schedule.29
30
Public Comment 31
None. 32
33
--End of Public Comment-- 34
35
ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 36
COMMITTEE MEMBER DUNAWAY, CARRIED 6-0-0, to recommend the extension of 37
the Active Transportation Plan schedule to allow more time for committee and public input 38
on the draft plan. 39
40
2.Project Prioritization in the Active Transportation Plan41
Active Transportation Manager Fukushima provided a PowerPoint presentation and42
responded to Committee inquiries in regards to prioritizing projects within the Active43
Attachment 3, Page 1 of 2
DRAFT Minutes – Active Transportation Committee Meeting of March 10, 2020 Page 2
Transportation Plan. 44
45
Public Comment 46
Jesse Englert 47
Myron Amerine 48
49
--End of Public Comment-- 50
51
ACTION: UPON MOTION BY COMMITTEE MEMBER ROBERTS, SECONDED BY 52
COMMITTEE MEMBER JOUET, CARRIED 6-0-0, to recommend the project list as 53
presented and the continued development of the project prioritization in anticipation of the 54
ATP draft release. 55
56
INFORMATION ITEM 57
58
3. Mid-Year Budget Review 59
Active Transportation Manager Fukushima provided a PowerPoint presentation and 60
responded to Committee inquiries in regards to the mid-year budget review. 61
62
Public Comment 63
None. 64
65
--End of Public Comment-- 66
67
No action was taken on this item. 68
69
ADJOURNMENT 70
71
The meeting was adjourned at 7:33 p.m. The next Regular Active Transportation Committee 72
meeting is scheduled for Thursday, March 19, 2019 at 6:00 p.m., in the Council Hearing Room, 73
990 Palm Street, San Luis Obispo, California. 74
75
76
APPROVED BY THE ACTIVE TRANSPORTATION COMMITTEE: XX/XX/2020 77
78
79
Attachment 3, Page 2 of 2
DRAFT Minutes – Active Transportation Committee Meeting of May 4, 2020 Page 1
Minutes - DRAFT
ACTIVE TRANSPORTATION COMMITTEE
Monday, May 4, 2020 1
SPECIAL Meeting of the Active Transportation Committee 2
3
CALL TO ORDER 4
5
A Special Meeting of the San Luis Obispo Active Transportation Committee was called to order 6
on Monday, May 4, 2020 at 6:00 p.m. via teleconference by Chair Roberts. 7
8
ROLL CALL 9
10
Present: Committee Members Thomas Arndt, Lea Brooks (vice chair) (joined 6:05 p.m.), 11
Donette Dunaway, Timothy Jouet, Briana Martenies, Russell Mills, and Jonathan 12
Roberts (chair) 13
14
Absent: None 15
16
Staff: Active Transportation Manager Adam Fukushima, City Clerk Theresa Purrington, 17
and Recording Secretary Lareina Gamboa 18
19
PUBLIC COMMENT ITEMS NOT ON THE AGENDA 20
None. 21
22
--End of Public Comment-- 23
24
ACTION ITEM 25
26
1.Active Transportation Plan Vision and Goals27
28
Active Transportation Manager Fukushima provided a PowerPoint presentation and 29
responded to Committee inquiries in regards to the Active Transportation Plan of visions and 30
goals. 31
32
Public Comment 33
None. 34
35
--End of Public Comment-- 36
37
ACTION: UPON MOTION BY COMMITTEE MEMBER ROBERTS, SECONDED BY 38
COMMITTEE MEMBER ARNDT, CARRIED 7-0-0, to move recommending further 39
development of the Vision and Goals Chapter in anticipation of the full draft release Active 40
Transportation Plan and consider the input provided by the committee. 41
42
43
Attachment 4, Page 1 of 2
DRAFT Minutes – Active Transportation Committee Meeting of May 4, 2020 Page 2
ADJOURNMENT 44
45
The meeting was adjourned at 7:16 p.m. The next Regular Active Transportation Committee 46
meeting is scheduled for Thursday, May 21, 2020 at 6:00 p.m., via teleconference. 47
48
49
APPROVED BY THE ACTIVE TRANSPORTATION COMMITTEE: XX/XX/2020 50
51
52
Attachment 4, Page 2 of 2
Context
Guidance Basis
The sections that follow serve as an inventory
of pedestrian and bicycle design treatments
and provide guidelines for their development.
These treatments and design guidelines are
important because they represent the tools for
creating a pedestrian- and bicycle-friendly,
accessible community. The guidelines are not,
however, a
comprehensive list nor a substitute for a more
thorough evaluation by a professional engineer prior
to implementation of facility improvements or a
replacement for the City’s Engineering Standards,
Zoning Regulations or other standards. The following
guidelines are referred to in this Facilities Design
Guide.
NATIONAL GUIDANCE
The National Association of City
Transportation Officials’ (NACTO)
Urban Bikeway Design Guide
(2012) ,Urban Street Design
Guide (2013), Transit Street
Design Guide (2016), White
Paper on are collections of
nationally recognized street
design standards, and offers
guidance on the current state of
the practice designs.
NACTO All Ages and Abilities
Guide
Don’t Stop at the Intersection
Guide
The Federal Highway
Administration’s Small Town
and Rural Multimodal
Networks Report (2016) offers
resources and ideas to help
small towns and rural
communities support safe,
accessible, comfortable, and
active travel for people of all
ages and abilities. It connects
existing guidance to rural practice
and includes examples of peer
communities.
Separated Bike Lane Planning
and Design Guide (2015) is the
latest national guidance on the
planning and design of separated
bike lane facilities released by the
Federal Highway Administration
(FHWA). The resource documents
best practices as demonstrated
around the U.S., and offers ideas
on future areas of research,
evaluation and design flexibility.
PLACEHOLDER
AASHTO Guide for the Development of Bicycle Facilities (FORTHCOMING 2020)
AASHTO. Guide for the Planning, Design, and Operation of
Pedestrian Facilities (2004)
Alta White Paper on Advisory Bike Lanes and Protected Intersections
MASSDOT Guide on Protected Intersections
Attachment 5, Page 1 of 74
Context
CALIFORNIA GUIDANCE
The California Manual on
Uniform Traffic Control Devices
(CAMUTCD) (2014) is an amended
version of the FHWA MUTCD 2009
edition modified for use in
California. While standards
presented in the CA MUTCD
substantially conform
to the FHWA MUTCD, the state of
California follows local practices,
laws and requirements with
regards to signing, striping and
other traffic control devices.
The California Highway Design
Manual (HDM) (Updated 2015)
establishes uniform policies and
procedures to carry out highway
design functions for the California
Department of Transportation.
Complete Intersections: A Guide
to Reconstructing Intersections
and Interchanges for Bicyclists
and Pedestrians (2010) is a
reference guide presents
information and concepts related to
improving conditions for bicyclists
and pedestrians at major
intersections and interchanges. The
guide can be used to inform minor
signage and striping changes to
intersections, as well as major
changes and designs for new
intersections.
Main Street, California: A Guide
for Improving Community and
Transportation Vitality (2013)
reflects California’s current
manuals
and policies that improve multimodal
access, livability and sustainability
within the transportation
system. The guide recognizes
the overlapping and
sometimes
competing needs of main streets.
The Caltrans Memo: Design
Flexibility in Multimodal
Design (2014) encourages
flexibility
in highway design. The memo
stated that “Publications such as
the National Association of City
Transportation Officials (NACTO)
“Urban Street Design Guide” and
“Urban Bikeway Design Guide,” ...
are resources that Caltrans and
local entities can reference when
ma king planning and design
decisions on the State highway
system and local streets and
roads.”
PLACEHOLDER
City Engineering Standards
Zoning Regulations
Downtown Concept Plan
Specific Plans
Attachment 5, Page 2 of 74
Context
Design Needs of Pedestrians
The CA MUTCD recommends a normal walking
speed of 3.5 ft per second when calculating the
pedestrian clearance interval at traffic signals. The
walking speed can drop to 3 ft per second for areas
with older populations and persons with mobility
impairments. While the type and degree of mobility
impairment varies greatly across the population, the
transportation system should accommodate these
users to the greatest reasonable extent.
TYPES OF PEDESTRIANS
Pedestrians have a variety of characteristics and
the transportation network should accommodate a
variety of needs, abilities, and possible
impairments. Age is one major factor that affects
pedestrians’ physical characteristics, walking
speed, and environmental perception. Children
have low eye
height and walk at slower speeds than adults. They
also perceive the environment differently at various
stages of their cognitive development. Older adults
walk more slowly and may require assistive devices
for walking stability, sight, and hearing.
DISABLED PEDESTRIAN DESIGN
CONSIDERATIONS
The table below summarizes common physical and
cognitive impairments, how they affect personal
mobility, and recommendations for improved
pedestrian-friendly design.
Disabled Pedestrian Design Considerations
Impairment Effect on Mobility Design Solution
Physical Impairment
Necessitating
Wheelchair and
Scooter Use
Difficulty propelling over uneven or soft
surfaces.
Firm, stable surfaces and structures, including
ramps or beveled edges.
Cross-slopes cause wheelchairs to veer
downhill or tip sideways.
Cross-slopes of less than two percent.
Require wider path of travel. Sufficient width and maneuvering space.
Physical
Impairment
Necessitating
Walking Aid Use
Difficulty negotiating steep grades and
cross slopes; decreased stability and
tripping hazard.
Cross-slopes of less than two percent.
Smooth, non-slippery travel surface.
Slower walking speed and reduced
endurance; reduced ability to react.
Longer pedestrian signal cycles, shorter
crossing distances, median refuges, and street
furniture.
Hearing
Impairment
Less able to detect oncoming hazards
at locations with limited sight lines (e.g.
driveways, angled intersections,
channelized right turn lanes) and
complex intersections.
Longer pedestrian signal cycles, clear sight
distances, highly visible pedestrian signals and
markings.
Vision
Impairment
Limited perception of path ahead and
obstacles; reliance on memory; reliance
on non-visual indicators (e.g. sound and
texture).
Accessible text (larger print and raised text),
accessible pedestrian signals (APS), guide
strips and detectable warning surfaces, safety
barriers, and lighting.
Cognitive
Impairment
Varies greatly. Can affect ability to
perceive, recognize, understand,
interpret, and respond to information.
Signs with pictures, universal symbols, and
colors, rather than text.
Attachment 5, Page 3 of 74
Context
Pedestrian Characteristics by Age
Eye Level
4’ 6” - 5’
10”
(1.3 m - 1.7
m)
Shoulders
1’ 10” (0.5 m)
Walking
2’ 6” (0.75 m)
Minimum Accessible Width*
3’ (0.9 m)
Preferred Operating Space
5’ (1.5 m)
Source: AASHTO. Guide for the Planning, Design, and Operation of
Pedestrian Facilities, Exhibit 2-1. 2004.
*At point of contact
Age Characteristics
0-4 Learning to walk
Requires constant adult supervision
Developing peripheral vision and depth
perception
5-8 Increasing independence, but still requires
supervision
Poor depth perception
9-13 Susceptible to “darting out” in roadways
Insufficient judgment
Sense of invulnerability
14-18 Improved awareness of traffic environment
Insufficient judgment
19-40 Active, aware of traffic environment
41-65 Slowing of reflexes
65+ Difficulty crossing street
Vision loss
Difficulty hearing vehicles approaching from
behind
Attachment 5, Page 4 of 74
Context
DESIGN NEEDS OF RUNNERS
Running is an important recreation and fitness
activity commonly performed on shared use paths.
Many runners prefer softer surfaces (such as
rubber, bare earth or crushed rock) to reduce
impact.
Runners can change their speed and direction
frequently. If high volumes are expected, controlled
interaction or separation of different types of users
should be considered.
Runner Dimensions
DESIGN NEEDS OF STROLLERS
Strollers are wheeled devices pushed by
pedestrians to transport babies or small children.
Stroller models vary greatly in their design and
capacity. Some strollers are designed to
accommodate a single child, others can carry 3 or
more. Design needs of strollers depend on the
wheel size, geometry and ability of the adult who is
pushing the stroller.
Strollers commonly have small pivoting front wheels
for easy maneuverability, but these wheels may limit
their use on unpaved surfaces or rough pavement.
Curb ramps are valuable to these users. Lateral
overturning is one main safety concern for stroller
users.
Stroller Dimensions
Sweep Width
4.3’ (1.3 m)
Sweep
Width 3’ 6”
(1.5 m)
Physical Length
5’ (1.5 m)
Preferred Operating
Space 5’ (1.5 m)
Shoulders
1’ 10” (0.5 m) Attachment 5, Page 5 of 74
Context
DESIGN NEEDS OF WHEELCHAIR USERS
As the American population ages, the age
demographics in communities may also shift, and
the number of people using mobility assistive
devices (such as manual wheelchairs, powered
wheelchairs) will increase.
Manual wheelchairs are self-propelled devices.
Users propel themselves using push rims attached to
the rear wheels. Braking is done through resisting
wheel movement with the hands or arm.
Alternatively, a second individual can control the
wheelchair using handles attached to the back of the
chair.
Power wheelchairs use battery power to move
the wheelchair. The size and weight of power
wheelchairs limit their ability to negotiate obstacles
without a ramp. Various control units are available
that enable users to control the wheelchair
movement, based on their ability (e.g., joystick
control, breath controlled, etc).
Maneuvering around a turn requires additional
space for wheelchair devices. Providing adequate
space
for 180 degree turns at appropriate locations is an
important element of accessible design.
Wheelchair User Design Considerations
Effect on Mobility Design Solution
Difficulty propelling over uneven or
soft surfaces.
Firm, stable surfaces and structures,
including ramps or beveled edges.
Cross-slopes cause wheelchairs to
veer downhill.
Cross-slopes of less than two percent.
Require wider path of travel. Sufficient width and maneuvering space.
Wheelchair User Dimensions
Eye Height 3’8”
(1.1 m)
Handle 2’9”
(0.9 m)
Armrest
2’5” (0.75 m)
Physical Width
2’6” (0.75 m)
Minimum Operating Width
3’ (0.9 m)
Minimum Width of Accessway*
4’ (1.2 m)
Physical Width
2’2” (0.7 m)
Minimum Operating Width
3’ (0.9 m)
Minimum to Make a 180 Degree Turn
5’ (1.5 m)
Minimum to Make a 180 Degree Turn
5’ (1.5 m)
*Provide 5’ x 5’ passing zone every 200’ if travel way is at minimum width Attachment 5, Page 6 of 74
Context
Design Needs of Bicyclists
The facility designer must have an understanding of how bicyclists operate and how their bicycle influences
that operation. Bicyclists, by nature, are much more affected by poor facility design, construction and
maintenance practices than motor vehicle drivers.
By understanding the unique characteristics and needs of bicyclists, a facility designer can provide quality
facilities and minimize user risk
BICYCLE AS A DESIGN VEHICLE
Similar to motor vehicles, bicyclists and their
bicycles exist in a variety of sizes and
configurations.
These variations occur in the types of vehicle
(such as a conventional bicycle, a recumbent
bicycle or a tricycle), and behavioral
characteristics (such as the comfort level of the
bicyclist). The design of a bikeway should
consider reasonably
expected bicycle types on the facility and utilize the
appropriate dimensions.
The Bicycle Rider figure illustrates the operating
space and physical dimensions of a typical adult
bicyclist, which are the basis for typical facility
design. Bicyclists require clear space to operate
within a facility. This is why the minimum operating
width is greater than the physical dimensions of
the bicyclist. Bicyclists prefer five feet or more
operating width, although four feet may be minimally
acceptable.
In addition to the design dimensions of a typical
bicycle, there are many other commonly used pedal-
driven cycles and accessories to consider when
planning and designing bicycle facilities. The most
common types include tandem bicycles, recumbent
bicycles, and trailer accessories.
Bicycle Rider - Typical
Dimensions
Preferred Operating Width 5’
Operating
Envelope
8’ 4”
Eye Level
5’
Handleba
r Height
3’8”
Physical
Operatin
g Width
2’6”
Minimum
Operating
Width
4’
Bicycle as Design Vehicle - Design Speed Expectations
BICYCLE TYPE FEATURE TYPICAL SPEED
Upright Adult Bicyclist Paved level surfacing 8-12 mph*
Crossing Intersections 10 mph
Downhill 30 mph
Uphill 5 -12 mph
Recumbent Bicyclist Paved level surfacing 18 mph Attachment 5, Page 7 of 74
Context
Add example Cargo Bike and include typical dimensions, design/weight
The Overall Network
1.1 All bikeways and pedestrian facilities shall meet or exceed minimum standards set forth in the current version of the
California Highway Design Manual
1.2 Traffic Calming: On streets where vehicle volume, speed, or collisions are impacting bicycle and pedestrian travel, the City
shall consider possible remedies such as signage, striping, or other traffic calming devices.
1.3. In accordance with the Circulation Element of the General Plan, the City shall design and operate city streets to enable
safe, comfortable, and convenient access and travel for all users of all abilities including pedestrians and bicyclists.
1.4 All developments/subdivisions shall be designed with bicycle and pedestrian use as an equal and viable option for
transportation to, from, and within a development.
Attachment 5, Page 8 of 74
Context
1.5 Developments shall adhere to all policies in this Plan, include all bicycle and pedestrian improvements described in this
Plan, and include approved bicycle parking as referenced in the Plan’s bicycle parking policies.
1.6 Development shall provide bicycle and pedestrian facilities, in accordance with City plans and standards pursuant to State
and local legal requirements.
1.6.1 Where a bicycle or pedestrian improvement is located within an adopted City planning area (Specific Plan, Park Plan, Area
Plan, etc.), its location shall be as established by that plan.
1.6.2 After receiving input from the Active Transportation Committee, the Public Works Director may approve adjustments in
the location and/or designation of bikeways bicycle or pedestrian improvements to reduce environmental impacts, better
serve the needs of bicycling or walking, or provide a bikeway bike or pedestrian connection through a new development
consistent with the intent of the Plan.
1.7 Signs and pavement markings shall be installed along City bikeways, consistent with Caltrans and City standards and those
contained in adopted Specific Plans.
1.8 Class III Bike Routes and neighborhood greenways shall not be implemented along streets with posted or prevailing speeds
that exceed 25mph. Along collector or arterial streets where there are gaps in the bike lane network, share the road signs
should be installed using existing sign or streetlight poles wherever possible.
1.9 Where cul-de-sacs are used in subdivisions, pedestrian/bikeway connections shall be provided to through streets. Where
perimeter walls are employed, breaks shall be provided and maintained at safe locations to enable pedestrian and bicycle
circulation to adjoining areas or public streets.
1.10 All bicycle and pedestrian facilities shall be designed for users of all ages and abilities.
1.11 Protected bike lanes are the preferred bikeway facility and should be installed as part of the overall bikeway
network.
1.12 When constructing protected bike lanes, elevated or sidewalk level bikeways should be the preferred facility,
where feasible.
1.13 A quick-build strategy shall be considered when constructing bikeways, allowing for rapid implementation of
priority active transportation projects using lower-cost, interim materials to provide immediate benefits for safety and
mobility while exploring funding for permanent improvements
1.14 Bicycle Level of Traffic Stress (LTS) should be utilized for any analysis of roadway traffic impacts in lieu of Level of Service
(LOS).
1.15 For neighborhood greenways and other designated bike routes where there are shared facilities, traffic calming measures
should be incorporated to achieve prevailing speeds under 20 mph.
1.16 Advisory bike lanes may be considered where street widths allow as an alternative to neighborhood greenways, where
appropriate.
1.17 New Class III bikeways should not be considered on roadways with prevailing speeds over 25 mph
1.18 Neighborhood Greenways should not be considered on roadways with traffic volumes over 3,000 vehicles/day or
prevailing
1.19 Bike ramps should have a minimum width of 6 feet with flared transitions instead of vertical curbsspeeds above 25 mph.
When speeds exceed these thresholds, traffic calming measures should be utilized
Attachment 5, Page 9 of 74
Context
1.20 Bike ramps should not include truncated domes that can be confused with pedestrian ramps
1.21 Separated bike ways should be designed to avoid incompatibility with other micromobility devices
1.22 Unpaved trails and paved walkways identified in this Plan provide bikeway and walkway connections and therefore shall
be retained and remain open for use by the general public
1.23 Bikeway Surface Tolerances
1.24 Bikeway Width Design Standards
Attachment 5, Page 10 of 74
Context
Protected Bike Lane (Class IV) widths: 7 feet recommended, 6 feet minimum on street, and 5 feet when elevated or on
sidewalk
(width of protected bike lane does not include width of physically separated area from motor vehicle traffic).
Addressing Bicycling and Walking at Intersections
2.1 At signalized intersections, bicycle and pedestrian traffic shall be considered during the development of the traffic signal
timing. The total intersection clearance interval (yellow change interval plus red clearance interval) should prioritize time to
traverse the intersection in compliance with AASHTO guidelines.
2.2 New or modified traffic signals along designated bikeways shall include detection for bicycles. Video detection is the
preferred system. If in-pavement loop detection is used, pavement legends shall be applied to the road surface and maintained
to identify the optimum location for bicyclists to position their bikes to trigger a signal change. Push button actuation may be
used, when appropriate, to avoid accidental detection by motor vehicles.
2.3 Roundabouts shall be the preferred intersection control device.
2.3.1 For signalized intersections, protected intersections should be the preferred bikeway facility.
2.3.2 Where protected intersections are infeasible, other bikeway intersection tools must be considered
including bike boxes, colored pavement
Attachment 5, Page 11 of 74
Context
2.4. At intersections with high speed streets, bike channelization should be avoided in favor of alternative strategies including
protected intersections or dedicated bike signal phases to facilitate more comfortable intersection crossing. The City shall
encourage Caltrans and the County to do the same.
2.5 Where roundabouts are installed, A) curb ramps should be designed using best practices for bike and pedestrian safety and
convenience and B) separated facilities for bicycle and pedestrian travel should be provided in the roundabout design
2.6 On multilane roundabouts, additional crossing enhancements should be considered such as Rapid Reflective Flashing
Beacons (RRFB).
Attachment 5, Page 12 of 74
P ed
es
t r i a n T oo
lb
o x
13
SCAG DISADVANTAGED COMMUNITIES PLANNING INITIATIVE Section 2 Pedestrian Toolbox
Attachment 5, Page 13 of 74
Pedestrian Toolbox
Marked Crosswalks
A marked crosswalk signals to motorists that they must yield to pedestrians and encourages pedestrians to
cross at designated locations. Installing crosswalks alone will not necessarily enhance the comfort level of
crossings. At mid-block locations, crosswalks can be marked where there is a demand for crossing and
there are no nearby marked crosswalks.
TYPICAL USE
Marked crosswalks at unsignalized intersections
are only installed according to the City Engineering
Standards and based engineering guidance At
unsignalized intersections, crosswalks may be
marked under the following conditions:
• At a complex intersection, to orient pedestrians in
finding their way across.
• At an offset intersection, to show pedestrians
the shortest route across traffic with the least
exposure to vehicular traffic and traffic conflicts.
• At an intersection with visibility constraints, to
position pedestrians where they can best be
seen by oncoming traffic.
• At an intersection within a school zone on
a walking route.
DESIGN FEATURES
• The crosswalk should be located to align as
closely as possible with the through pedestrian
zone of the sidewalk corridor.
• Users should not have to leave the crosswalk
or reorient themselves from the crosswalk
when accessing the curb ramp onto the
sidewalk.
• See page xx for design guidelines for curb ramps.
• High-visibility ladder, zebra, and continental crosswalk
markings are preferable to standard parallel or dashed
pavement markings.
• To reinforce yielding to pedestrians and reduce vehicle
incursion into the crosswalk, include an advanced stop
bar in advance of the crosswalk and advance yield
markings ahead of uncontrolled crosswalks. Attachment 5, Page 14 of 74
Pedestrian Toolbox
Marked crosswalks include standard parallel pavement markings as well as high-
visibility ladder markings. Source: Google Streetview
FURTHER CONSIDERATIONS
Pedestrians are sensitive to out-of-direction travel,
and reasonable accommodations should be made
to make crossings both convenient at locations with
adequate visibility.
Hi-vis continental crosswalk markings should be
used at crossings with high pedestrian use or
where vulnerable pedestrians are expected,
including: school crossings, across arterial
streets for pedestrian-only signals, at mid-block
crosswalks, and at intersections where there is
expected high pedestrian use and the crossing is
not controlled by signals or stop signs. High-
visibility crosswalks
are not appropriate for all locations. Other crosswalk
marking patterns are provided for in the CA
MUTCD.
MATERIALS AND MAINTENANCE
Because the effectiveness of marked crossings
depends entirely on their visibility, maintaining
marked crossings should be a high priority.
Thermoplastic markings offer increased durability
than conventional paint.
Attachment 5, Page 15 of 74
Pedestrian Toolbox
Raised Pedestrian Crossings
A raised crosswalk or intersection can eliminate grade changes from the pedestrian path and give
pedestrians greater prominence as they cross the street. Raised crosswalks also functions as speed tables,
and encourage motorists to slow down. As such, they should be used only in cases where a special
emphasis on pedestrians is desired.
Raised crosswalks are typically implemented on low-speed streets, neighborhood greenways and other
areas of very high pedestrian activity. They are often paired with other treatments such as curb extensions
for greater traffic calming effect.
TYPICAL USE
Like a speed hump/table, raised crosswalks have
a traffic slowing effect which may be unsuitable
on high-speed streets, roadways with sharp
curves, designated transit or freight routes, and in
locations that would reduce access for emergency
responders. Use detectable warnings at the curb
edges to alert vision-impaired pedestrians that they
are entering the roadway.
Approaches to the raised crosswalk may be
designed to be similar to speed humps/tables.
DESIGN FEATURES
• Use detectable warnings at the curb edges to
alert vision-impaired pedestrians that they are
entering the roadway.
• Approaches to the raised crosswalk may
be designed to be similar to speed humps.
• Drainage improvements may be
required depending on the grade of the
roadway.
• Special paving materials can be used to increase
conspicuity of the crossing, and alert drivers to
the presence of pedestrians. Attachment 5, Page 16 of 74
Pedestrian Toolbox
Raised pedestrian crossings help reduce vehicle speeds and give pedestrians
greater prominence as they cross the street.
FURTHER CONSIDERATIONS
• The noise of vehicles traveling over raised
crosswalks may be of concern to nearby
residents and businesses.
• Refer to Americans with Disabilities Act (ADA)
and California Building Code (CBC) for
additional requirements.
MATERIALS AND MAINTENANCE
Because the effectiveness of marked crossings
depends entirely on their visibility, maintaining
marked crossings should be a high priority. Ensure
drainage used to channel stormwater past the
raised intersection is kept free of debris, to prevent
stormwater from backing up and pooling.
Attachment 5, Page 17 of 74
Pedestrian Toolbox
Sidewalk In residential areas
Suburban Sidewalk
Sidewalk Zones & Widths
Sidewalks are the most fundamental element of the walking network, as they provide an area for pedestrian
travel separated from vehicle traffic. Providing adequate and accessible facilities can lead to increased
numbers of people walking, improved accessibility, and the creation of social space.
Curbside Lane Buffer Zone Pedestrian Through Zone Frontage Zone
The curbside
lane can act as
a flexible space
to further buffer
the sidewalk from
moving traffic.,
and may be used
for a bike lane.
Curb extensions
and bike corrals
may occupy this
space where
appropriate.
The buffer zone, also
called the furnishing
or landscaping zone,
buffers pedestrians
from the adjacent
roadway, and is also the
area where elements
such as street trees,
signal poles, signs, and
other street furniture are
properly located.
The through zone is the
area intended for pedestrian
travel. This zone should be
entirely free of permanent and
temporary objects.
Wide through zones are
needed in downtown areas or
where pedestrian flows are
high.
The frontage zone
allows pedestrians
a comfortable “shy”
distance from the
building fronts. It
provides opportunities
for window shopping, to
place signs, planters, or
chairs.
In the edge zone
there should be a 6
inch wide curb. Attachment 5, Page 18 of 74
Pedestrian Toolbox
Street Classification
Curbside Lane
Buffer Zone
Pedestrian
Through Zone
Frontag
ge Zone
Local Streets Varies varies 5-6 ft Varies by zone
Downtown Commercial Core
Varies
varies
8 ft
None
Arterials and Collectors Varies varies 5-6 ft Varies by zone
TYPICAL USES
• Wider sidewalks should be installed near
schools, at transit stops, in downtown areas, or
anywhere high concentrations of pedestrians
exist.
• At transit stops, an 8 ft by 5 ft clear space is
required for accessible passenger boarding/
alighting at the front door location per ADA
requirements.
• Sidewalks should be continuous on both sides of
urban commercial streets, and should be
required in areas of moderate residential density
(1-4 dwelling units per acre).
• When retrofitting gaps in the sidewalk
network, locations near transit stops, schools,
parks, public buildings, and other areas with
high concentrations of pedestrians should be
the highest priority.
• Sidewalk widths above minimums may be
required based on pedestrian Level of Service
thresholds.
MATERIALS AND MAINTENANCE
Sidewalks are typically constructed out of concrete
and are separated from the roadway by a curb or
gutter and sometimes a landscaped boulevard.
Less expensive walkways constructed of
asphalt, crushed stone, or other stabilized
surfaces may be appropriate. Ensure
accessibility and properly maintain all surfaces
regularly. Surfaces must be
firm, stable, and slip resistant. Colored, patterned, or
stamped concrete can add distinctive visual appeal.
. Attachment 5, Page 19 of 74
Pedestrian Toolbox
Curb Ramps
Curb ramps are the design elements that allow all users to make the transition from the street to the
sidewalk. A sidewalk without a curb ramp can be useless to someone in a wheelchair, forcing them back to a
driveway and out into the street for access. There are a number of factors to be considered in the design and
placement of curb ramps.
Diagonal ramps shall include a clear
space of at least 48” within the crosswalk
for user maneuverability
Curb ramps shall be located so that they do not project into vehicular traffic lanes,
parking spaces, or parking access aisles. Three configurations are illustrated below.
TYPICAL USE
• Curb ramps must be installed at all intersections
and midblock locations where pedestrian
crossings exist, as mandated by federal
legislation (1973 Rehabilitation Act and ADA
1990). All newly constructed and altered roadway
projects must include curb ramps. In addition,
existing facilities must be upgraded to current
standards when appropriate.
• The edge of an ADA compliant curb ramp shall
be marked with a tactile warning device (also
known as truncated domes) to alert people with
visual impairments to changes in the pedestrian
environment. Contrast between the raised tactile
device and the surrounding infrastructure is
important so that the change is readily evident to
partially sighted pedestrians. These devices are
most effective when adjacent to smooth pavement
so the difference is easily detected.
DESIGN FEATURES
• Caltrans standards typically govern City design
standards for curb ramp design with some
specific exceptions based on city engineering
standards.
• The level landing at the top of a ramp shall be
at least 4 feet long and at least the same width
as the ramp itself. The slope of the ramp shall
be compliant to current standards.
• If the ramp runs directly into a crosswalk,
the landing at the bottom will be in the
roadway.
• If the top landing is within the sidewalk or corner
area where someone in a wheelchair may have
to change direction, the landing must be a
minimum of 4’-0” long (in the direction of the
ramp run) and at least as wide as the ramp,
although a width of 5’-0” is preferred.
(Crosswalk spacing not to scale. For illustration purposes only)
Diagonal Curb Ramp Perpendicular
Curb Ramps
(Recommended
)
Parallel Curb Ramp Attachment 5, Page 20 of 74
Pedestrian Toolbox
Radial curb ramps only recommended when right-of-way does not
allow directional ramps. Source: Google
Streetview
FURTHER CONSIDERATIONS
Where feasible, separate directional curb ramps
for each crosswalk at an intersection should be
provided rather than having a single ramp at a
corner for both crosswalks. Although diagonal curb
ramps might save money, they orient pedestrians
directly into the traffic zone, which can be
challenging for wheelchair users and pedestrians
with visual impairment. Diagonal curb ramp
configurations are not recommended.
Curb return radii need to be considered when
designing directional ramps. While curb ramps are
needed for use on all types of streets, the highest
priority locations are in downtown areas and on
streets near transit stops, schools, parks, medical
facilities, shopping areas.
Recommended: Bulb-Out with bidirectional curb ramps for crossing
in both directions. Source: Google Streetview
MATERIALS AND MAINTENANCE
It is critical that the interface between a curb ramp
and the street be maintained adequately. Asphalt
street sections can develop potholes at the foot
of the ramp, which can catch the front wheels of a
wheelchair.
Attachment 5, Page 21 of 74
Pedestrian Toolbox
Curb Extensions (Bulbouts)
Curb extensions, also known as bulbouts, minimize pedestrian exposure during crossing by shortening
crossing distance and giving pedestrians a better chance to see and be seen before committing to crossing.
TYPICAL USE
• Within parking lanes appropriate for any
crosswalk where it is desirable to shorten the
crossing distance and there is a parking lane
adjacent to the curb.
• May be possible within non-travel areas
on roadways with excess space.
• Particularly helpful at midblock crossing locations.
• Curb extensions should not impede bicycle
travel in the absence of a bike lane.
• Curb extensions are often utilized as in-lane
transit stops, allowing passengers to board and
alight outside of the pedestrian through zone.
MATERIALS AND MAINTENANCE
Planted curb extensions may be designed as a
bioswale, a vegetated system for stormwater
management. To maintain proper stormwater
drainage, curb extensions can be constructed
as refuge islands offset by a drainage channel or
feature a covered trench drain.
DESIGN FEATURES
For purposes of efficient street sweeping, the
minimum radius is 10 ft or per applicable city
standards.
When a bike lane is present, the curb extensions
should terminate one foot short of the parking
lane to enhance bicyclist access.
Reduces pedestrian crossing distance by 6-8 ft.
Planted curb extensions may be designed as a
bioswale for stormwater management.
• Potential for quickbuild bulbouts using
paint, flex posts, or other materials.
A•
B•
C•
D• Attachment 5, Page 22 of 74
Pedestrian Toolbox
Median Refuge Islands
Median refuge islands are located at the mid-point of a marked crossing and help improve pedestrian
access by increasing pedestrian visibility and allowing pedestrians to cross one direction of traffic at a time.
Refuge islands minimize pedestrian exposure at mid-block crossings by shortening the crossing distance
and increasing the number of available gaps for crossing.
TYPICAL USE
• Refuge islands can be applied on any roadway
with a left turn center lane or median that is at
least 6’ wide. Islands are appropriate at
signalized or
unsignalized crosswalks.
• The refuge island must be accessible, preferably
with an at-grade passage through the island
rather than ramps and landings.
• The island should be at least 6’ wide between
travel lanes (to accommodate wheelchair users)
and at least 20’ long (40’ minimum preferred).
• Provide double centerline marking, reflectors,
and “KEEP RIGHT” signage (CA MUTCD R4-7a)
in the island on streets with posted speeds
above 25 mph.
MATERIALS AND MAINTENANCE
Refuge islands may require frequent maintenance
of road debris. Trees and plantings in a
landscaped median must be maintained so as not
to impair visibility, with nothing higher than 36 in
where sight lines need to be maintained
DESIGN FEATURES
• Median refuge islands can be installed on
roadways with existing medians or on multi-lane
roadways where adequate space exists
• Median Refuge Islands should always be
paired with crosswalks and should include
advance pedestrian warning signage when
installed at uncontrolled crossings.
• On multi-lane roadways, consider configuration
with active warning beacons for improved yielding
compliance.
.
Cut-through median refuge islands
are preferred over curb ramps to
better accommodate wheel chairs
users.
W11-2,
W16-
7P Attachment 5, Page 23 of 74
Pedestrian Toolbox
Pedestrian Signalization Improvements
Pedestrian signal heads indicate to pedestrians when to cross at a signalized crosswalk. All traffic signals
should be equipped with pedestrian signal indications except where pedestrian crossing is prohibited by
signage. Pedestrian signals should be used at traffic signals wherever warranted, according to the CA
MUTCD.
TYPICAL USE
• Countdown pedestrian signals are particularly
valuable for pedestrians, as they indicate whether
a pedestrian has time to cross the street before
the signal phase ends. Countdown signals should
be used at all new and rehabilitated signalized
intersections. Countdown timers may also be
standard at signalized crossings, depending on
the community.
• Adequate pedestrian crossing time is a critical
element of the walking environment at signalized
intersections. The length of a signal phase with
parallel pedestrian movements should provide
sufficient time for a pedestrian to safely cross the
adjacent street.
• There are several types of signal timing for
pedestrian signals, including concurrent,
exclusive, “Leading pedestrian interval” (LPI), and
all-red interval. In general, shorter cycle lengths
and
extended walk intervals provide better service to
pedestrians and encourage better signal
compliance. For optimal pedestrian service, fixed-
time signal operation usually works best.
• Leading Pedestrian Intervals (LPI) are used
to reduce right turn and permissive left turn
vehicle and pedestrian conflicts. The
through
pedestrian interval is initiated first, in advance of
the concurrent through/right/permissive left turn
interval. The LPI minimizes vehicle-pedestrian
conflicts because it gives pedestrians a 3-10
second headstart into the intersection, thereby
making them more visible, and reducing crossing
exposure time. Accessible Pedestrian Signals
(APS) are recommended with an LPI.
• Automated pedestrian phases are preferred to
passive or active detection, particularly in areas
of high pedestrian activity. Attachment 5, Page 24 of 74
Pedestrian Toolbox
A Pedestrian Island in large intersections helps shorten crossing distances. Source: Google StreetView
DESIGN FEATURES
• The CA MUTCD recommends that traffic signal
timing assumes a pedestrian walking speed of
3.5 ft per second.
• At crossings where older pedestrians or
pedestrians with disabilities are expected,
crossing speeds as low as 3 ft per second should
be assumed. Special pedestrian phases can be
used to provide greater visibility or more crossing
time for pedestrians at certain intersections.
• Pedestrian pushbuttons may be installed at
locations where pedestrians are expected
intermittently. Otherwise, pedestrian signals
should be automated with traffic signals. When
used, pushbuttons should be well signed and
within reach and operable from a flat surface
for pedestrians in wheelchairs and with visual
disabilities. They should be conveniently placed in
the area where pedestrians wait to cross. Section
4E.09 within the CA MUTCD provides detailed
guidance for the placement of push buttons to
ensure accessibility.
FURTHER CONSIDERATIONS
• When push buttons are used, they should be
located so that someone in a wheelchair can
reach the button from a level area of the sidewalk
without deviating significantly from the natural line
of travel into the crosswalk. Push button should
be marked (for example, with arrows) so that it is
clear which signal is affected.
• In areas with very heavy pedestrian traffic,
consider an all-pedestrian signal phase to give
pedestrians free passage in the intersection
when all motor vehicle traffic movements are
stopped.
• An exclusive pedestrian signal phase is also
called a “Pedestrian Scramble,” and can be
provided to reduce vehicle turning conflicts.
MATERIALS AND MAINTENANCE
It is important to perform ongoing maintenance of
traffic control equipment. Consider semi-annual
inspections of controller and signal equipment,
intersection hardware, and detectors.
Attachment 5, Page 25 of 74
Pedestrian Toolbox
Rectangular Rapid Flashing Beacons (RRFB)
Rectangular Rapid Flash Beacons (RRFB) are a type of active warning beacon used at unsignalized crossings.
They are designed to increase motor vehicle yielding compliance on multi-lane or high-volume roadways.
Guidance for marked/unsignalized crossings applies.
TYPICAL USE
RRFBs are typically activated by pedestrians
manually with a push button, or can be actuated
automatically with passive detection systems.
RRFBs shall not be used at crosswalks controlled by
YIELD signs, STOP signs, or traffic control signals.
RRFBs shall initiate operation based on user
actuation and shall cease operation at a
predetermined time after the user actuation or,
with passive detection, after the user clears the
crosswalk.
MATERIALS AND MAINTENANCE
RRFBs should be regularly maintained to ensure
that all lights and detection hardware are functional.
DESIGN FEATURES
Guidance for marked/unsignalized crossings applies.
• A study of the effectiveness of going from a
no-beacon arrangement to a two-beacon RRFB
installation increased yielding from 18 percent to
81 percent. A four-beacon arrangement raised
compliance to 88%. Additional studies of long
term installations show little to no decrease in
yielding behavior over time.
• See FHWA Interim Approval 21 (IA-21) for
more information on device application
standards.
W16-7P
W11-2,
Providing secondary installations of
RRFBs on median islands improves
driver yielding behavior
Rectangular Rapid Flash Beacons
(RRFB) dramatically increase compli-
ance over conventional warning
beacons Attachment 5, Page 26 of 74
Pedestrian Toolbox
Pedestrian Hybrid Beacon (PHB)
Hybrid beacons or High-Intensity Activated Crosswalk (HAWK) beacons are used to improve unsignalized
intersections or midblock crossings of major streets. It consists of a signal head with two red lenses over
a single yellow lens on the major street, and a pedestrian signal head for the crosswalk. The signal is only
activated when a pedestrian and/or bicyclist is present, resulting in minimal delay for motor ve hicle traffic.
TYPICAL USE
PHBs are only used at marked mid-block crossings or unsignalized intersections. They are typically activated
with a pedestrian pushbutton at each end. If a median refuge island is used at the crossing, another
pedestrian pushbutton can be located on the island to create a two-stage crossing.
DESIGN FEATURES
• PHBs must be installed by meeting traffic signal control warrants if roadway speed and volumes are
excessive for comfortable pedestrian crossings.
• If installed within a signal system, signal engineers should evaluate the need for the PHB to be coordinated
with other signals and coordination should be avoided when long cycle lengths are in place to avoid potential
users to cross illegally due to long wait times.
• PHBs should be designed to avoid side street turning movement conflicts
• Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20
feet beyond the marked crosswalk to provide adequate sight distance. (CA MUTCD 4F) Attachment 5, Page 27 of 74
Pedestrian Toolbox
FURTHER CONSIDERATIONS
• PHBs may also be actuated by infrared, microwave, or video detectors.
• Each crossing, regardless of traffic speed or volume, requires additional review by a registered engineer
to identify sight lines, potential impacts on traffic progression, timing with adjacent signals, capacity, and
safety.
• The installation of PHBs should also include public education and enforcement campaigns to ensure
proper use and compliance.
MATERIALS AND MAINTENANCE
PHBs are subject to the same maintenance needs and requirements as standard traffic signals. Signing and
striping need to be maintained to help users understand any unfamiliar traffic control.
Attachment 5, Page 28 of 74
Pedestrian Toolbox
All Way Crossing
PLACEHOLDER
Alta to complete this section
TYPICAL USE
DESIGN FEATURES
FURTHER CONSIDERATIONS
• .
MATERIALS AND MAINTENANCE Attachment 5, Page 29 of 74
Pedestrian Toolbox
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BLANK Attachment 5, Page 30 of 74
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SCAG DISADVANTAGED COMMUNITIES PLANNING INITIATIVE Section 3 Bicycle Toolbox
Attachment 5, Page 31 of 74
Bicycle Toolbox
11-12’ Travel 11’ Travel
Lane Reconfigurations
Streets with excess roadway capacity or wider lanes often make excellent candidates for lane
reconfigurations. The removal of a single travel lane will generally provide sufficient space for bike lanes on
both sides of a street. Even if the width of the sidewalk does not increase, pedestrians benefit from the
buffer that the new bike lanes create between the sidewalk and travel lanes. Although the actual roadway
crossing distance has not been reduced, the addition of bike lanes reduces the number of vehicle travel
lanes pedestrians must cross.
AFTE
R
6’ Bike 10-12’ Travel 10-12’ Turn
10-12’ Travel
6’ Bike
TYPICAL USE
• Depending on a street’s existing configuration,
traffic operations, user needs, and comfort level,
various lane reconfigurations may be
appropriate.
• For instance, a four-lane street (with two travel
lanes in each direction) could be modified to
provide one travel lane in each direction, a
center turn lane, and bike lanes.
• Prior to implementing this measure, a traffic
analysis should identify potential impacts,
including diversion to other parallel
neighborhood streets. Lane configurations
should also consider school, city bus, emergency
service access, and other truck volumes.
DESIGN FEATURES
• Narrower lanes generally encourage slower
vehicle speeds, higher comfort for people walking
and biking.
• Vehicle lane width: Width depends on project.
No narrowing may be needed if a lane is
removed. Lanes along transit and freight routes
may need a minimum of 10 feet to
accommodate larger vehicles with 11 ft desired
• Bicycle lane width: Standard bicycle lane width is
5-8 feet. A buffered bike lane requires an
additional 2-3 feet.
• Number of Lanes: Generally, 3 lanes with a center
turn lane can provide a capacity of 20,000
vehicles per day, with some examples carrying
over 24,000 vehicles per day.
BEFOR
E 11’ Travel Attachment 5, Page 32 of 74
Bicycle Toolbox
Before-and-after road reconfiguration on Duquesne Avenue in Culver City, CA. General Flow lanes were narrowed to make way for a Class II bike
lane while retaining parking.
MATERIALS AND MAINTENANCE
Road configurations are often paired with the
road repaving schedule to reduce costs. Use
bicycle compatible drainage grates, and ensure
they are flush with the pavement.
For drainage, the City standard is for side-
opening inlets with bicycle-friendly grates allowed
when necessary.
Attachment 5, Page 33 of 74
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Shared Lane Markings
Shared Lane Marking (SLM) or “Sharrow” stencils are lane positioning stencils that can enhance shared
roadways. The CA MUTCD approved pavement marking can serve a number of purposes, such as making
motorists aware of the need to share the road with bicyclists, showing bicyclists the direction of travel, and,
with proper placement, reminding bicyclists to bike further from parked cars to prevent collisions with drivers
opening car doors.
TYPICAL USE
• Shared Lane Markings are not appropriate on
paved shoulders or in bike lanes, and should
not be used on roadways that have a posted
speed greater than 25 mph.
• Shared Lane Markings should be implemented
in conjunction with BIKES MAY USE FULL
LANE signs.
DESIGN FEATURES
Placement in the center of the travel lane is
preferred in constrained conditions.
• Markings should be placed immediately after
intersections and spaced at 250 foot intervals
thereafter.
• When placed adjacent to parking, markings
should be outside of the “door zone”. Minimum
placement is 11 feet from the curb face with on-
street parking and 4 feet from the curb with now
parking. Large offsets are frequently desirable.
CA MUTCD D11-
1
(optional)
CA MUTCD R4-11
(optional)
CA MUTCD R117
(optional)
A • Attachment 5, Page 34 of 74
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Sharrows also serve as positional guidance and raise bicycle awareness where there isn’t space to accommodate a full-width bike lane. Center
lane markings may or may not be necessary depending on travel lane widths. Narrower two way residential streets (less than 22 ft between
parked cars) have a natural traffic calming effect without center turn lanes.
FURTHER CONSIDERATIONS
• Consider modifications to signal timing to induce a
bicycle-friendly travel speed for all users.
• Though not always possible, placing the
markings outside of vehicle tire tracks will
increase the life of the markings and the long-
term cost of the treatment.
• A green thermoplastic background can be applied
to further increase the visibility of the shared lane
marking.
• A “Pass Bicycle 3 FT MIN” sign (R117(CA)) can
be installed to indicate to drivers the required
passing distance per California Vehicle Code
section 21760.
MATERIALS AND MAINTENANCE
• Shared lane markings should be inspected
annually and maintained accordingly, especially
if located on roadways that feature high vehicle
turning movements, or bus, or truck traffic. They
can be placed in the center of the lane of travel
to reduce wear from vehicles.
Attachment 5, Page 35 of 74
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Bicycle Lanes
On-street bike lanes (Class II Bikeways) designate an exclusive space for bicyclists through the use of
pavement markings and signs. The bike lane is located directly adjacent to motor vehicle travel lanes
and is used in the same direction as motor vehicle traffic. Bike lanes are typically on the right s ide of the
street, between the adjacent travel lane and curb, road edge or parking lane.
TYPICAL USE
• Bike lanes may be used on any street with
adequate space, but are most effective on
streets with moderate traffic volumes ≤ 6,000
ADT (≤ 3,000 preferred).
• Bike lanes are most appropriate on streets with
lower to moderate speeds ≤ 25 mph.
• Appropriate for skilled adult riders on most
streets.
• May be appropriate for children when configured
as 6+ ft wide lanes on lower-speed, lower-
volume streets with one lane in each direction.
DESIGN FEATURES
Mark inside line with 6” stripe. (CA MUTCD 9C.04)
Mark 4“ parking lane line or “Ts”.1
Include a bicycle lane marking (CA MUTCD
Figure 9C-3) at the beginning of blocks and at
regular intervals along the route. (CA MUTCD
9C.04)
8 foot width preferred adjacent to on-street parking,
(6.5 foot min.)
5–6 foot preferred adjacent to curb and gutter (4
foot min.) or 4 feet more than the gutter pan width.
• Include the "Bike Lane" (R81(CA)) sign the
beginning and along each bicycle lane at all major
changes in direction..
1 Studies have shown that marking the parking lane encourages people
to park closer to the curb. FHWA. Bicycle Countermeasure Selection
System. 2006.
A •
B •
C •
D • Attachment 5, Page 36 of 74
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FURTHER CONSIDERATIONS
• It may be desirable to reduce the width of
general purpose travel lanes in order to add or
widen bicycle lanes. (HDM 301.2 3)
• On multi-lane streets, the most appropriate bicycle
facility to provide for user comfort may be buffered
bicycle lanes or physically separated bicycle lanes.
• 1.40 The preferred location of bike lanes is at the
edge of the road, adjacent to a curb. Bike lanes
shall run parallel to the motor vehicle lane, not the
curb. Where on-street motor vehicle parking is
allowed, bike lanes shall be located along the
outside of parking bays next to the travel way.
• 1.41 When a street with bike lanes is repaved,
smooth surfaced material shall be used. The
pavement within a bike lane shall be installed
without seams or creases.
• 1.42 Before a street with bike lanes is slurry sealed,
pavement deficiencies such as severe cracking and
potholes shall be repaired. Existing surface
elevation differences between the edge of asphalt
and the concrete gutter shall be made flush. Streets
with bikeways shall only receive a Type I or Type II
slurry seal. Chip seals are not to be used on streets
with bikeways.
• Bike lanes shall be kept clear of all vegetation,
including overhead (a minimum of 8 feet of vertical
clearance)
• 1.44 When installing new drainage inlets along bike
lanes,undercurb inlets shall be used to eliminate
grates from the bikeway. When resurfacing roadways
or performing other construction maintenance,
inspection and assessment for replacement or repair
of drain grates shall be performed and corrective
measures pursued.
MANHOLE COVERS AND GRATES:
• Manhole surfaces should be manufactured with
a shallow surface texture in the form of a tight,
nonlinear pattern
• If manholes or other utility access boxes are to
be located in bike lanes within 50 ft. of
intersections or within 20 ft. of driveways or other
bicycle access points, special manufactured
permanent nonstick surfaces are required to
ensure a controlled travel surface for cyclists
breaking or turning.
• Manholes, drainage grates, or other obstacles
should be set flush with the paved roadway.
Roadway surface inconsistencies pose a threat to
safe riding conditions for bicyclists. Construction of
manholes, access panels or other drainage elements
should be constructed with no variation in the
surface. The maximum allowable tolerance in vertical
roadway surface will be 1/4 of an inch.
MATERIALS AND MAINTENANCE
Bike lane striping and markings will require higher
maintenance where vehicles frequently traverse over
them at intersections, driveways, parking lanes, and
along curved or constrained segments of roadway.
Bike lanes should also be maintained so that there are
no potholes, cracks, uneven surfaces or debris.
Standard Class II Bike Lane
Place Bike Lane Symbols to Reduce Wear
Bike lane word, symbol, and/or arrow markings (MUTCD Figure 9C-
3) shall be placed outside of the motor vehicle tread path in order
to minimize wear from the motor vehicle path. (NACTO 2012) Attachment 5, Page 37 of 74
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Buffered Bicycle Lanes
Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space, separating the
bicycle lane from the adjacent motor vehicle travel lane and/or parking lane.
TYPICAL USE
• Anywhere a conventional bike lane is
being considered.
• While conventional bike lanes are most
appropriate on streets with lower to moderate
speeds (≤ 25 mph), buffered bike lanes are
appropriate on streets with higher speeds
(+25mph) and high volumes or high truck volumes
(up to 6,000 ADT).
• On streets with extra lanes or lane width.
• Appropriate for skilled adult riders on most streets.
DESIGN FEATURES
Buffer may be included within the bike lane
paved width for widths greater than 6.5 feet.
Buffers should be at least 2 feet wide. If buffer
area is 4 feet or wider, white chevron or diagonal
markings should be used. (CA MUTCD 9C-104)
• For clarity at driveways or minor street
crossings, consider a dotted line.
• There is no standard for whether the buffer is
configured on the parking side, the travel side, or
a combination of both.
A•
B• Attachment 5, Page 38 of 74
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Buffered bike lanes transition into conflict markings. The use of additional pavement markings delineates space between
vehicles and cyclists.
FURTHER CONSIDERATIONS
• Color may be used within the lane to
discourage motorists from entering the buffered
lane.
• A study of buffered bicycle lanes found that, in
order to make the facilities successful, there
needs to also be driver education, improved
signage and proper pavement markings.11
• On multi-lane streets with high vehicles speeds,
the most appropriate bicycle facility to provide for
user comfort may be physically separated bike
lanes.
• NCHRP Report #766 recommends, when
space is limited, installing a buffer space
between the parking lane and bicycle lane
where on-street parking is permitted rather than
between the bicycle lane and vehicle travel
lane.12
MATERIALS AND MAINTENANCE
Bike lane striping and markings will require higher
maintenance where vehicles frequently traverse over
them at intersections, driveways, parking lanes, and
along curved or constrained segments of roadway.
Bike lanes should be maintained so that there are no
pot holes, cracks, uneven surfaces or debris.
11 Monsere, C.; McNeil, N.; and Dill, J., “Evaluation of
Innovative Bicycle Facilities: SW Broadway Cycle Track and SW
Stark/Oak Street Buffered Bike Lanes. Final Report”
(2011).Urban Studies and Planning Faculty Publications and
Presentations.
12 National Cooperative Highway Research Program.
Report #766: Recommended Bicycle Lane Widths for
Various Roadway
Characteristics. 39 Attachment 5, Page 39 of 74
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41
Protected Bike Lanes
Protected bike lanes, also known as separated bikeways or cycle tracks, are on-street bikeway facilities
that are separated from vehicle traffic. Physical separation is provided by a barrier between the bikeway
and the vehicular travel lane. These barriers can include flexible posts, bollards, parking, planter strips,
extruded curbs, or on-street parking. Separated bikeways using these barrier elements typically share the
same elevation as adjacent travel lanes, but the bikeway could also be raised above street level, either
below or equivalent to sidewalk level.
TYPICAL USE
• Along streets on which conventional bicycle
lanes would cause many bicyclists to feel
stress because of factors such as multiple
lanes, high bicycle volumes, high motor traffic
volumes (9,000-30,000 ADT), higher traffic
speeds (25+ mph), high incidence of double
parking, higher truck traffic (10% of total ADT)
and high parking turnover.
• Along streets for which conflicts at intersections
can be effectively mitigated using parking
lane setbacks, bicycle markings through the
intersection, and other signalized intersection
treatments.
DESIGN FEATURES
Pavement markings, symbols and/or arrow
markings must be placed at the beginning of
the separated bikeway and at intervals along
the facility based on engineering judgment to
define the bike direction. (CA MUTCD 9C.04)
8 foot width preferred in areas with high bicycle
volumes or uphill sections to facilitate safe
passing behavior
3 foot minimum buffer width adjacent to
parking lines (2 foot minimum when adjacent
to travel lanes), marked with 2 solid white
(DIB 89, 2015).
A •
B •
C • Attachment 5, Page 40 of 74
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41
Parked cars serve as a barrier between bicyclists and the vehicle lane. Barriers could also include flexible posts, bollards, planters, or other
design elements Source: Bike East Bay.
FURTHER CONSIDERATIONS
• Protected bikelane buffers and barriers are
covered in the CAMUTCD as preferential lane
markings (section 3D.01) and channelizing
devices (section 3H.01). If the buffer area is 4
feet or wider, white chevron or diagonal markings
should be used (section 9C.04). Curbs may be
used as a channeling device, see the section on
islands (section 3I.01). Grade-separation
provides an enhanced level of separation in
addition to buffers and other barrier types.
• Where possible, physical barriers such as
removable curbs should be oriented towards the
inside edge of the buffer to provide as much
extra width as possible for bicycle use.
• A retrofit separated bikeway has a relatively
low implementation cost compared to road
reconstruction by making use of existing
pavement and drainage and using a parking lane
as a barrier.
• Gutters, drainage outlets and utility covers
should be designed and configured as not to
impact bicycle travel.
• For clarity at major or minor street crossings,
consider a dotted line (CA MUTCD Detail
39A
- Bike Lane Intersection Line) for the buffer
boundary where cars are expected to cross.
• Special consideration should be given at
transit stops to manage bicycle and pedestrian
interactions.
• In the long-term, all arterial streets and State
Highways (except Route 101) should include
protected bikeways
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MATERIALS AND MAINTENANCE
Bikeway striping and markings will require
higher maintenance where vehicles frequently
traverse over them at intersections, driveways,
parking lanes, and along curved or constrained
segments of roadway. Green conflict striping (if
used) will also generally require higher
maintenance due to vehicle wear.
Bikeways should be maintained so that there
are no potholes, cracks, uneven surfaces or
debris.
Access points along the facility should be
provided for street sweeper vehicles to
enter/exit the protected bikelane.
Attachment 5, Page 42 of 74
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Protected Bike Lane (Two-Way)
Two-way protected bike lanes are bicycle facilities that allow bicycle movement in both directions on one
side of the road. Two-way protected bike lanes share some of the same design characteristics as one -way
protected bike lanes, but often require additional considerations at driveway and side-street crossings, and
intersections with other bikeways.
TYPICAL USE
• Works best on the left side of one-way streets.
• Streets with high motor vehicle volumes and/or
speeds
• Streets with high bicycle volumes.
• Streets with a high incidence of wrong-way
bicycle riding.
• Streets with few conflicts such as driveways or
cross-streets on one side of the street.
• Streets that connect to shared use paths.
SIGN FEATURES
12 foot operating width preferred (10 ft
minimum) width for two-way facility.
• In constrained locations an 8 foot minimum
operating width may be considered (HDM
1003.1(1)).
Adjacent to on-street parking a 3 foot minimum
width channelized buffer or island shall be
provided to accommodate opening doors
(NACTO, 2012) (CA MUTCD 3H.01, 3I.01).
• Additional signalization and signs may
be necessary to manage conflicts.
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Two-Way Separated Bikeway
A two-way facility can accommodate cyclists in two directions of travel.
FURTHER CONSIDERATIONS
• On-street bikelane buffers and barriers are covered in the CA MUTCD as preferential lane markings
(section 3D.01) and channelizing devices, including flexible delineators (section 3H.01). Curbs may
be used as a channeling device, see the section on islands (section 3I.01).
• A two-way protected bikelane on one way street should be located on the left side.
• A two-way protected bikelane may be configured at street level or as a raised separated bikeway
with vertical separation from the adjacent travel lane.
• Two-way protected bikelanes should ideally be placed along streets with long blocks and few
driveways or mid-block access points for motor vehicles.
• See Caltrans Design Information Bulletin No. 89 for more details.
Attachment 5, Page 44 of 74
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MATERIALS AND MAINTENANCE
Bikeway striping and markings will require higher maintenance where vehicles frequently traverse
over them at intersections, driveways, parking lanes, and along curved or constrained segments of
roadway. Green conflict striping (if used) will also generally require higher maintenance due to
vehicle wear.
Protected bikelanes should be maintained so that there are no pot holes, cracks, uneven surfaces
or debris.
Access points along the facility should be provided for street sweeper vehicles to enter/exit the
separated bikeway.
Attachment 5, Page 45 of 74
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Advisory Bike Lanes
Roads with advisory bike lanes accommodate low to moderate volumes of two -way motor vehicle traffic
and provide a prioritized space for bicyclists with little or no widening of the paved roadway surface. An
approved Request to Experiment is required for implementation, called “dashed bicycle lanes” in the FHWA
experimentation process.
TYPICAL USE
• Most appropriate on streets with low to moderate volumes
and moderate speed motor vehicles.
• Roadways in built-up areas with constrained connections,
bicycle and pedestrian demand, and limited available
paved roadway space.
• Advisory bike lane designs work best on road
segments without frequent stop or signal controlled
intersections.
DESIGN FEATURES
• The preferred width of the advisory bike lane space is 6 ft.
Absolute minimum width is 4 ft when no curb and gutter is
present.
• Consider using contrasting paving materials between the
advisory bike lane and center travel lane to differentiate the
advisory bike lane from the center two-way travel lane in
order to minimize unnecessary encroachment and reduce
regular straddling of the advisory bike lane striping.
• Preferred two-way center travel lane width is 13.5–16 ft
although may function with widths of 10–18 ft. (Small and
Rural Multimodal Networks Report, Table 2-2)
• A broken lane line used to delineate the advisory bike lane
should consist of 3 ft line segments and 6 ft gaps.
\
Attachment 5, Page 46 of 74
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46
• Use signs to warn road users of the
special characteristics of the street.
Attachment 5, Page 47 of 74
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Bend-In
To increase the visibility of bicyclists for turning motorists, a “bend-in” intersection approach laterally shifts
the separated bikeway immediately adjacent to the turning lane.
TYPICAL USE
• Bikeways separated by a visually intensive
buffer or on-street parking.
• Where it is desirable to create a curb
extension at intersections to reduce
pedestrian crossing distance.
• Where space is not available to bend-out
the bikeway prior to the intersection.
DESIGN FEATURES
At least 20 ft prior to an intersection, provide
between 20 – 40 ft of length to shift the
bikeway closer to motor vehicle traffic.
Where the separated bikeway uses parked
cars within the buffer zone, parking must be
prohibited at the start of the transition.
• Place a “Turning Vehicles Yield to Bikes” sign
(modified MUTCD R10-15) prior to the
intersection.
• Optional - Provide a narrow buffer with vertical
delineators between the travel and lane and
bikeway to increase comfort for bicycle riders and
slow driver turning speed.
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48
Clear sight lines at intersections and driveways for people on
bikes and people driving are an important aspect of this design.
The approach to an adjacent crossing intersection in Vancouver, BC.
FURTHER CONSIDERATIONS
• The design creates an opportunity for a curb
extension, to reduce pedestrian crossing
distance. This curb extension can also create
public space which can be used bike parking
corrals, bikeshare stations, parklets, public art
exhibits, and/or stormwater features such as
bioswales.
• Can be paired with intersection crossing markings
such as green colored pavement to raise
awareness of conflict points.
MATERIALS AND MAINTENANCE
Bikeway striping and markings will require higher
maintenance where vehicles frequently traverse
over them at intersections, driveways, parking lanes,
and along curved or constrained segments of
roadway. Green conflict striping (if used) will also
generally require higher maintenance due to vehicle
wear.
Bikeway should be maintained so that there are no
pot holes, cracks, uneven surfaces or debris.
Attachment 5, Page 49 of 74
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Separated Bicycle Signal Phase
Separated bicycle lane crossings of signalized intersections can be accomplished through the use of a
bicycle signal phase which reduces conflicts with motor vehicles by separating bicycle movements from any
conflicting motor vehicle movements. Bicycle signals are traditional three lens signal heads with green,
yellow and red bicycle stenciled lenses.
TYPICAL USE
• Two-way protected bikeways where
contraflow bicycle movement or increased
conflict points warrant protected operation.
• Bicyclists moving on a green or yellow signal
indication in a bicycle signal shall not be in conflict
with any simultaneous motor vehicle movement at
the signalized location
• Right (or left) turns on red should be prohibited in
locations where such operation would conflict with
a green bicycle signal indication.
DESIGN FEATURES
An additional “Bicycle Signal” sign should be
installed below the bicycle signal head.
Designs for bicycles at signalized crossings
should allow bicyclists to trigger signals via
pushbutton, loop detectors, or other passive
detection, to navigate the crossing.
• On bikeways, signal timing and actuation shall
be reviewed and adjusted to consider the needs
of bicyclists. (CA MUTCD 9D.02)
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A bicycle signal head at a signalized crossing creates a protected
phase for cyclists to safely navigate an intersection.
A bicycle detection system triggers a change in the traffic signal
when a bicycle is detected.
FURTHER CONSIDERATIONS
• A bicycle signal should be considered for use
only when the volume/collision or
volume/geometric warrants have been met or
based on engineering judgement. (CA MUTCD
4C.102)
• Bicycle scramble phases and bicycle signals are
identified in NACTO guidance and used
successfully in many cities in the USA.
• Bicyclists typically need more time to travel
through an intersection than motor vehicles.
Green light times should be determined using the
bicycle crossing time for standing bicycles.
• Bicycle detection and actuation systems include
user-activated buttons mounted on a pole, loop
detectors that trigger a change in the traffic signal
when a bicycle is detected and video detection
cameras, that use digital image processing to
detect a change in the image at
a location.
MATERIALS AND MAINTENANCE
Bicycle signal detection equipment should be
inspected and maintained regularly, especially
if detection relies on manual actuation.
Pushbuttons and loop detectors will tend to have
higher maintenance needs than other passive
detection equipment.
Attachment 5, Page 51 of 74
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Separated Bikeway Barriers
Separated bikeways may use a variety of vertical elements to physically separate the bikeway from
adjacent travel lanes. Barriers may be robust constructed elements such as curbs, or may be more interim
in nature, such as flexible delineator posts.
Barrier Separation Media Separation
3’ Buffer and Spatial
Envelope for
Barriers
Flexible
Delineators (10’-40’
spacing)
Wheel Stops
(6’ spacing,
1’ from travel lane)
Planter Boxes
(Consistent spacing)
Raised Curb
(2’ min. width, 4' if
plantings present)
Optional
Planting
Grade Separation
Raised
Bike Facility
Parking Separation
Jersey Barriers
(consistent spacing)
Buffered
Door Zone
(2’ min. and
optional
Flexible
Delineators)
TYPICAL USE
Appropriate barriers for retrofit projects:
• Parked Cars
• Flexible delineators
• Bollards
• Planters
• Parking stops
Appropriate barriers for reconstruction
projects:
• Curb separation
• Medians
• Landscaped Medians
• Raised protected bike lane with vertical
or mountable curb
Attachment 5, Page 52 of 74
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51
• Pedestrian Refuge Islands
Attachment 5, Page 53 of 74
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51
Raised separated bikeways are bicycle facilities that are vertically separated from motor vehicle traffic.
DESIGN FEATURES
• Maximize effective operating space by placing
curbs or delineator posts as far from the through
bikeway space as practicable.
• Allow for adequate shy distance of 1 to
2 feet from vertical elements to
maximize useful space.
• When next to parking allow for 3 feet of space
in the buffer space to allow for opening doors
and passenger unloading.
• The presences of landscaping in medians,
planters and safety islands increases
comfort for users and enhances the
streetscape environment.
FURTHER CONSIDERATIONS
• Separated bikeway buffers and barriers are
covered in the CA MUTCD as preferential lane
markings (section 3D.01) and channelizing
devices (section 3H.01). Curbs may be used
as a channeling device, see the section on
islands (section 3I.01).
• With new roadway construction a raised
separated bikeway can be less expensive
to construct than a wide or buffered bicycle lane
because of shallower trenching and sub base
requirements.
• Parking should be prohibited within 30 feet of
the intersection to improve visibility.
MATERIALS AND MAINTENANCE
Separated bikeways protected by concrete islands
or other permanent physical separation, can be
swept by smaller street sweeper vehicles.
Access points along the facility should be provided
for street sweeper vehicles to enter/exit the
separated bikeway.
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Protected Bike Lanes at Driveways
(and Minor Streets)
The added separation provided by protected bike lanes creates additional considerations at intersections and
driveways when compared to conventional bicycle lanes. Special design guidelines are necessary to preserve
sightlines and denote potential conflict areas between modes, especially when motorists turning into or out of
driveways may not be expecting bicycle travel opposite to the main flow of traffic.
At driveways and crossings of minor streets, bicyclists should not be expected to stop if the major street
traffic does not stop.
TYPICAL USE
• Along streets with protected bike lanes where
there are intersections and driveways.
• Higher frequency driveways or crossings
may require additional treatment such as
conflict markings and signs.
DESIGN FEATURES
• Remove parking to allow for the appropriate clear
sight distance before driveways or intersections to
improve visibility. The desirable no-parking area
is at least 30 feet from each side of the crossing.
• Use colored pavement markings and/or
shared line markings through conflict areas
at intersections.
• If a raised protected bike lane is used, the
height of the lane should be maintained
through the crossing, requiring automobiles to
cross over.
• Motor vehicle traffic crossing the bike lane
should be constrained or channelized to make
turns at sharp angles to reduce travel speed
prior to the crossing.
• Driveway crossings may be configured as raised
crossings to slow turning cars and assert physical
priority of travelling bicyclists.
• Motor vehicle stop bar on cross-streets and
driveways is setback from the intersection to
ensure that drivers slow down and scan for
pedestrians and bicyclists before turning. Attachment 5, Page 55 of 74
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53
Intersection crossing markings can be used at high volume driveway and minor street crossings, as
illustrated above.
FURTHER CONSIDERATIONS
• Removing obstructions and providing clear
sight distance at crossings increases visibility
of bicyclists.
• Treatments designed to constrain and slow
turning motor vehicle traffic will slow drivers to
bicycle- compatible travel speeds prior to crossing
the protected bike lane.
MATERIALS AND MAINTENANCE
Green conflict striping and markings, will require
higher maintenance where vehicles frequently
traverse over them at driveways and minor
intersection. Green conflict striping (if used) will
also generally require higher maintenance due to
vehicle wear.
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Protected Bike Lanes at Transit
Stops
A transit side boarding island is a channelized lane for bicyclists designed to provide a path for bicyclists
to pass stopped transit vehicles, and clarify interactions between pedestrians, bicyclists, and
passengers, boarding and alighting.
This is particularly helpful on corridors with high volumes of transit vehicles and bicyclists, where
“leapfrogging” may occur, and on protected bike lane corridors where maintaining physical separation is
important to maintain user comfort.
TYPICAL USE
• Routes where bike lanes or protected bike
lanes and transit operations overlap.
• Provides an in-lane stop for buses, reducing
delay at stops.
• Median refuge also provides a shorter crossing
for pedestrians at intersections
DESIGN FEATURES
Pedestrian median refuge island (optional)
shortens the crossing distance at intersections.
Pedestrian ramp into crosswalks should
be ADA compliant with detectable
warning surfaces.
Direct pedestrians to crossing locations to
minimize conflicts between modes.
High volume stops should have room
for appropriately sized shelters and
transit amenities.
Pavement markings and signage should clarify
expectations among users. The bikeway could
also ramp up to sidewalk level at this crossing
to reduce bicycle speeds and enhance ADA
access to the stop.
Pavement markings on the bikeway
should define the bicycle path of travel to
minimize intrusion by pedestrians, except at
designated crossings.
A•
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C •
D •
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A transit side boarding island clarifies user spaces and minimizes conflict between bicyclists. pedestrians, transit passengers, buses,
and vehicles.
FURTHER CONSIDERATIONS
• Transit island should be wide enough to
accommodate mobility devices. An 8’x5’
accessible clear space is required at the front
door per ADA requirements.
• Transit platforms should feature pedestrian scale
lighting.
• Side boarding island will require detectable
warning surfaces along full length of platform if
greater than 6” high.
MATERIALS AND MAINTENANCE
Similar to median refuge islands, side boarding
islands may require frequent maintenance of road
debris. If at street grade, the bikeway can be swept
by street sweeper vehicles with narrow widths.
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Bicycle Box
A bicycle box is designed to provide bicyclists with a safe and visible space to get in front of queuing traffic
during the red signal phase. Motor vehicles must queue behind the white stop line at the rear of the bike
box. On a green signal, all bicyclists can quickly clear the intersection.
TYPICAL USE
• At potential areas of conflict between
bicyclists and turning vehicles, such as a right or
left turn locations.
• At signalized intersections with high
bicycle volumes.
• At signalized intersections with high
vehicle volumes.
• Not to be used on downhill approaches to
minimize the right hook threat potential during the
extended green signal phase.
DESIGN FEATURES
14 foot minimum depth from back of crosswalk
to motor vehicle stop bar. (NACTO, 2012)
A “No Turn on Red” (CA MUTCD R10-11) or
“No Right Turn on Red” (CA MUTCD R13A)
sign shall be installed overhead to prevent
vehicles from entering the Bike Box. (Refer to
CVC 22101 for the signage) A “Stop Here on
Red” (CA MUTCD R10-6) sign should be post
mounted
at the stop line to reinforce observance of the
stop line.
A 50 foot ingress lane should be used to
provide access to the box.
• Use of green colored pavement is recommended.
A•
B•
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A bike box allows for cyclists to wait in front of queuing traffic, providing high visibility and a head start over motor
vehicle traffic.
FURTHER CONSIDERATIONS
• This treatment positions bicycles together and
on a green signal, all bicyclists can quickly clear
the intersection, minimizing conflict and delay to
transit or other traffic.
• Pedestrian also benefit from bike boxes, as they
experience reduced vehicle encroachment into
the crosswalk.
• Bike boxes should not be used to accommodate
bicyclist turns at intersections that have
substantial parallel green time as bicyclists cannot
safely occupy the box when arriving on green.
MATERIALS AND MAINTENANCE
Bike boxes are subject to high vehicle wear,
especially turning passenger vehicles, buses, and
heavy trucks. As a result, bike boxes with green
coloring will require more frequent replacement
over time. The life of the green coloring will
depend on vehicle volumes and turning
movements, but thermoplastic is generally a more
durable material than paint.
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Colored Pavement Treatment
Colored pavement within a bicycle lane may be used to increase the visibility of the bicycle facility, raise
awareness of the potential to encounter bicyclists, and reinforce priority of bicyclists in conflict areas.
TYPICAL USE
• Within a weaving or conflict area to identify the
potential for bicyclist and motorist interactions and
assert bicyclist priority.
• Across intersections, driveways and Stop or
Yield- controlled cross-streets.
• At bike boxes and two-stage turn boxes
DESIGN FEATURES
Typical white bike lane striping (solid or dotted
6” stripe) is used to outline the green colored
pavement.
In weaving or turning conflict areas, preferred
striping is dashed, to match the bicycle lane
line extensions.
• The colored surface should be skid resistant
and retro-reflective (MUTCD 9C.02.02).
• In exclusive use areas, such as bike boxes,
color application should be solid green.
A •
B • Attachment 5, Page 61 of 74
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Green colored conflict striping indicates the path of travel of people on bicycles, and alerts people intending to turn across the bike lane to
yield when bicyclists are present.
FURTHER CONSIDERATIONS
• Green colored pavement shall be used in
compliance with FHWA Interim Approval
(FHWA IA-14.10).13
• While other colors have been used (red,
blue, yellow), green is the recommended
color in the US.
• The application of green colored pavement
within bicycle lanes is an emerging practice.
The guidance recommended here is based on
best practices in cities around the county.
MATERIALS AND MAINTENANCE
As intended, paint or thermoplastic are placed in
locations that are trafficked by vehicles, and are
subject to high vehicle wear. Colored pavement
treatments will experience higher rates of wear at
locations with higher turning vehicles, buses, and
heavy trucks. At these locations, green coloring will
require more frequent replacement over time.
The life of the green coloring will depend on vehicle
volumes and turning movements, but thermoplastic
is a more durable material than paint.
13 FHWA. Interim Approval for Optional Use of Green Colored
Pavement for Bike Lanes (IA-14). 2011. 59
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SCAG DISADVANTAGED COMMUNITIES PLANNING INITIATIVE Section 4 Mixed Use Toolbox
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Shared Use Path
Shared use paths are off-street facilities that can provide a desirable transportation and recreation
connection for users of all skill levels who prefer separation from traffic. They often provide low-stress
connections to local and regional attractions that may be difficult, or not be possible on the street network.
TYPICAL USE
• In abandoned rail corridors (commonly referred to
as Rails-to-Trails or Rail-Trails.
• In active rail corridors, trails can be built
adjacent to active railroads (referred to as
Rails-with-Trails.
• In utility corridors, such as powerline and
sewer corridors.
• In waterway corridors, such as along
canals, drainage ditches, rivers, and
creeks.
• Along roadways.
DESIGN FEATURES
12 ft is the minimum width (with 2’ ft shoulders)
allowed for two-way bicycle and pedestrian
use.
• 1.15 Intersections of shared use paths and
roadways should align at 90 degrees, either at
crossings where motorists can be expected to
stop, or a location completely out of the influence
of any other intersection. Design of intersections
not able to align at 90 degrees should consider
assignment of right of way via traffic control
devices
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Lateral Clearance
• A 2 ft or greater shoulder on both sides of
the path should be provided. An additional
ft
of lateral clearance (total of 3’) is required by the
MUTCD for the installation of signage or other
furnishings.
Overhead Clearance
Clearance to overhead obstructions should be
8 ft minimum, with 10 ft recommended.
Striping
• When striping is required, use a 4 inch dashed
yellow centerline stripe with 4 inch solid white
edge lines.
• Solid centerlines can be provided on tight or
blind corners, and on the approaches to
roadway crossings.
Adjoining Creeks
• Shared Use Paths shall be located outside of
creek setbacks except where otherwise allowed
or as provided for in the City’s Conservation &
Open Space Element.
• Where setback encroachments cannot be
avoided, their extent shall be minimized and
existing riparian vegetation shall be reinforced
with native plants to create landscaped buffers
between the bikeway and the riparian canopy.
• Bikeway encroachments into the creek setback
shall be subject to the exception process of the
Creek Setback Regulations contained in the
Municipal Code
• The number of bicycle-pedestrian bridges over
creeks shall be minimized. Bridges shall:
• a. Be of a “clear span” design.
• b. To the greatest extent possible, be
located to avoid removal of native trees
and streamside habitat or impacts to
important aquatic habitat areas .
• c. Minimize grading of creek banks or
changes to the channel alignment.
• d. Include a smooth riding surface to
minimize noise
On Agricultural Land
• Shared Use Paths that cross or border
agricultural land shall: a. Use existing service
roads where shared use is compatible with
agricultural and bicycling operations. b. Be
fenced and signed to discourage trespassing
onto adjoining areas. c. Avoid dividing properties
in a way that unduly complicates agricultural
operations..
Near Laguna Lake
• Shared Use Paths located near Laguna Lake,
should:
• a. Be located beyond and adequately
buffered from wetland habitat.
• b. Not alter the hydrological dynamics of
the wetland.
• c. Be closed when flood hazards exist.
• d. Ensure construction is preceded by a
census of bird life in adjoining areas. Bird
populations should be periodically
monitored, and remedial action taken,
as needed.
On Flood Control Channels
• . Where an existing creek channel is widened to
establish a new top of bank, Class I bikeways
shall be located outside of creek setbacks except
where otherwise allowed or as provided for in
the City’s Conservation & Open Space Element.
• Where parallel flood control channels are
constructed, shared use paths may be located
within the riparian canopy established by the
new flood control channel, parallel to the
channel side that is farthest from the parent
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creek.
• When existing creeks are widened or when new
flood control channels are constructed, shared
use paths should be installed at the same time
or, at a minimum, their rights-of-way shall be
reserved and maintained as clear space to
enable their eventual installation.
• Along parallel flood control channels, shared
use paths and service roads may share the
same alignment. The structural design of these
facilities shall be sufficient to support
maintenance vehicles
Near Railroad
• Reconstruction of “at-grade” railroad crossings
by the Union Pacific Railroad or others should
be at right angles and shall include the
installation of bicycle friendly panels on the
approaches and between the tracks
• New bicycle and pedestrian bridges along the
Railroad Safety Trail should generally be
separate from existing railroad bridges.
• Shared Use Paths along the railroad should
include appropriate setbacks and fencing to
ensure safe and compatible operations with
active rail lines.
Lighting
• Vandal resistant lighting shall be provided for
all Class I bikeways and shall be consistent with
City plans, located overhead (including in under
crossings), generally not more than 16 ft. (5 m)
high, direct light downward, have bulbs well
recessed to avoid direct glare, and comply with
City regulations. approaches and between the
tracks
FURTHER CONSIDERATIONS
• The provision of a shared use path adjacent to a
road is not a substitute for the provision of on-road
accommodation such as paved shoulders or bike
lanes, but may be considered in some locations in
addition to on-road bicycle facilities.
• To reduce potential conflicts in some situations, it
may be better to place one-way sidepaths on both
sides of the street.
• The design of the trail should conform to
Crime Prevention Through Environmental Design
(CPTED) principles. CPTED is a framework that
encourages intuitive visual cues to guide path
users, increase the visibility of the corridor and
adjacent landmarks and properties, careful
design that indicates active use and upkeep,
and manages conflicting uses, and regular
maintenance to prevent improper or illegal uses.
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Shared Use Paths offer pedestrians and bicyclists space to be
active away from vehicle traffic. Source: Peter Stetson.
MATERIALS AND MAINTENANCE
Shared use paths must be regularly maintained so
that they are free of potholes, cracks, root lift, and
debris. Signage and lighting should also be
regularly maintained to ensure shared use path
users feel comfortable, especially where visibility is
limited.
Adjacent landscaping should be regularly pruned, to
allow adequate sightlines, daylight, and pedestrian-
scale lighting, and so as not to obstruct the path of
travel of trail users.
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Shared Street
A shared street is a street with no designated space for bicyclists, pedestrians or vehicles. Pedestri an and
bicycle travel is prioritized, speeds are limited by the speed of pedestrians and bicyclists, and pavement
materials, landscaping and amenities communicate that this is not a standard road. Vehicle volumes should
be very low with only local vehicles (no through travel) using the street.
TYPICAL USE
• Utilized in areas with high pedestrian activity that
need to maintain limited access for vehicles and
loading / unloading delivery trucks at designated
hours.
• In commercial areas, a shared street
environment should be considered in places
where pedestrian activity is high and vehicle
volumes are either low or discouraged.
• In residential areas, a shared street should be
considered in places where sidewalks are
limited, pedestrian activity and use of streets as
public space is high, and vehicle volumes are
low.
DESIGN FEATURES
• Vehicle use should be limited to destinations
along the shared street (residences, parking
garages, maintenance and emergency access
vehicles).
• Vehicle speeds should be no more than 15 mph.
• The entrance to the shared street should be
designed so that the shared street is clearly
recognizable (through signage, surface
material, amenities and landscaping).
• Amenities such as benches, cafe seating, and
moveable landscaping elements should be
included to communicate the prioritization of
pedestrians and bicyclists, but should not restrict
visibility
• A clear width (void of vertical objects) should
be provided to ensure emergency vehicle
access.
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Shared streets in active commercial areas become destinations
themselves.
In residential areas, shared streets expand public space and create
new places for people to play.
ADDITIONAL REFERENCES AND
GUIDELINES
FHWA, Achieving Multimodal Networks:
Applying Design Flexibility & Reducing
Conflicts, “Shared Streets”. 2016.
EXAMPLES
• Jack London Square, Oakland, CA
• Wall Street, Asheville, NC
• Bell Street Park, Seattle, WA
• Old Firehouse Alley, Fort Collins, CO
• Calle Guanajuato, Ashland, OR
• Winthrop Street, Cambridge, MA
• First Street North, Jacksonville Beach, FL
MATERIALS AND MAINTENANCE
Pavement materials should be similar to that of
a pedestrian pathway or plaza using concrete,
colored concrete, paving stones or similar materials.
Pavement materials and depths should be designed
to accommodate vehicular travel, but should clearly
signal to all roadway users that pedestrians have
priority.
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Neighborhood Greenways
A Neighborhood Greenway is a low-speed, low-volume roadway that is designed to enhance comfort and
convenience for people bicycling. It provides better conditions for bicycling and walking while improving the
neighborhood character and maintaining emergency vehicle access. Neighborhood greenways are
intended to serve as a low-stress bikeway network, providing direct, and conv enient routes across
communities. Key elements of neighborhood greenways are unique signage and pavement markings,
traffic calming and diversion features to maintain low vehicle
volumes, and convenient major street crossings.
TYPICAL USE
• Parallel with, and in close proximity to major
thoroughfares (1/4 mile or less) on low-volume,
low-speed streets.
• Follow a desire line for bicycle travel that is
ideally long and relatively continuous (2-5 miles).
• Avoid alignments with excessive zigzag or
circuitous routing. The bikeway should have
less than 10% out of direction travel compared
to shortest path of primary corridor.
• Local streets with traffic volumes of fewer than
3,000 vehicles per day and posted speed limits
of 25 miles per hour. Utilize traffic calming to
maintain or establish low volumes and discourage
vehicle cut through / speeding.
DESIGN FEATURES
• Signs and pavement markings are the minimum
treatments necessary to designate a street as a
neighborhood greenway.
• Implement volume control treatments based
on the context of the neighborhood
greenway, using engineering judgment.
While motor vehicle volumes should not
exceed 3,000 vehicles per day, ideal
conditions are 1,500 vehicles per day or
less.
• Intersection crossings should be designed to
enhance comfort and minimize delay for bicyclists
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Mixed Use Toolbox
A Painted Intersection, planters, and curb extensions to reinforce
that the street is intended for local, slow-speed use instead of
cut- through vehicle traffic.
An example of an large pavement marking to reinforce that the street
is a neighborhood greenway.
FURTHER CONSIDERATIONS
• Neighborhood greenways are established on streets that improve connectivity to key destinations and provide a
direct, low-stress route for bicyclists and pedestrians, with low motorized traffic volumes and speeds, designated
and designed to give bicycle and pedestrian travel priority.
• Neighborhood greenway retrofits to local streets are typically located on streets without existing signalized
accommodation at crossings of collector and arterial roadways. Without treatments for bicyclists and pedestrians,
these intersections can become major barriers along the neighborhood greenway.
• Traffic calming can deter motorists from driving on a street. Anticipate and monitor vehicle volume s on adjacent
streets to determine whether traffic calming results in inappropriate volumes. Traffic calming can be implemented on
a trial basis.
• MATERIALS AND MAINTENANCE
Neighborhood greenway require few additional maintenance requirements to local roadways. Signage,
signals, and other traffic calming elements should be inspected and maintained according to local
standards.
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Protected Intersection
A protected intersection, or “Bend Out” uses a collection of intersection design elements to m aximize user
comfort within the intersection and promote a high rate of motorists yielding to people bicycling as well as
reduce the crossing distance for pedestrians. The design maintains a physical separation within the
intersection to define the turning paths of motor vehicles, slow vehicle turning speed, and offer a
comfortable place for people bicycling to wait at a red signal.
TYPICAL USE
• Streets with separated bikeways protected by
wide buffer or on-street parking.
• Where two separated bikeways intersect and
two- stage left-turn movements can be provided
for bicycle riders.
• Helps reduce conflicts between right-turning
motorists and bicycle riders by reducing turning
speeds and providing a forward stop bar for
bicycles.
• Where it is desirable to create a curb
extension at intersections to reduce
pedestrian crossing distance.
DESIGN FEATURES
Setback bicycle crossing of 19.5 feet allows
for one passenger car to queue while
yielding. Smaller setback distance is possible
in slow- speed, space constrained
conditions.
Corner island with a 15-20 foot corner radius
slows motor vehicle speeds. Larger radius
designs may be possible when paired with a
deeper setback or a protected signal phase, or
small mountable aprons. Two-stage turning
boxes are provided for queuing bicyclists
adjacent to corner islands.
Use intersection crossing markings.
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B • Attachment 5, Page 72 of 74
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Protected intersections feature a corner safety island and
intersection crossing markings.
Protected intersections incorporate queuing areas for two-stage left
turns.
FURTHER CONSIDERATIONS
• Pedestrian crosswalks may need to be further set back from intersections in order to make room for two-stage turning
queue boxes.
• Wayfinding and directional signage should be provided to help bicycle riders navigate through the intersection.
• Colored pavement may be used within the corner refuge area to clarify use by people bicycling and discourage use
by people walking or driving.
• Intersection approaches with high volumes of right turning vehicles should provide a dedicated right turn only lane
paired with a protected signal phase. Protected signal phasing may allow different design dimensions than are
described here.
MATERIALS AND MAINTENANCE
• Green conflict striping (if used) will also generally require higher maintenance due to vehicle wear.
• Bikeways should be maintained so that there are no pot holes, cracks, uneven surfaces or debris.
• Bikeways protected by concrete islands or other permanent physical separation, can be swept by street sweeper
vehicles with narrow widths.
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Roundabout
Placeholder
Alta to complete this section
TYPICAL USE
.
DESIGN FEATURES
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