HomeMy WebLinkAboutRES 2022-075RESOLUTION NO. 2022-75
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM
DESERT, CALIFORNIA, ADOPTING COACHELLA VALLEY
ASSOCIATION OF GOVERNMENTS ACTIVE TRANSPORTATION
DESIGN GUIDELINES FOR THE CITY OF PALM DESERT AND FINDING
THE SAME NOT A PROJECT SUBJECT TO THE CALIFORNIA
ENVIRONMENTAL QUALITY ACT
WHEREAS, in recent years, CVAG, the City of Palm Desert, and other member
jurisdictions have sought to improve pedestrian and bicyclist safety when traveling
through the Coachella Valley; and
WHEREAS, CVAG’s Transportation Committee conducted outreach to the City of
Palm Desert and other member jurisdictions to inventory active transportation standards
and practices used throughout the Coachella Valley; and
WHEREAS, in 2021, CVAG developed and adopted Active Transportation Design
Guidelines (“Design Guidelines”) to provide consistency for active transportation
improvements, including bike lane design, appropriate signage, and on-street markings;
and
WHEREAS, the City of Palm Desert wishes to adopt the Design Guidelines for
implementation within the City.
NOW, THEREFORE, BE IT RESOLVED by the City of Palm Desert City Council
as follows:
SECTION 1. The City Council the City of Palm Desert hereby finds that the
foregoing recitals are true and correct and are incorporated herein as substantive findings
of this Resolution.
SECTION 2. The City Council of the City of Palm Desert hereby adopts the CVAG
Active Transportation Design Guidelines for implementation with the City, as attached
hereto as Exhibit “A.” The City recognizes that the Design Guidelines may need to be
amended over time and therefore hereby adopts future amendments to the County
Guidelines to stay current on screening tools, analysis methods, and mitigation strategies.
Resolution No. 2022-75 Page 2
SECTION 3. This Resolution shall take effect immediately upon its adoption by
the City Council, and the Clerk of the Council shall attest to and certify the vote adopting
this Resolution.
ADOPTED ON August 25, 2022.
JAN C. HARNIK
MAYOR
ATTEST:
ANTHONY J. MEJIA
CITY CLERK
I, Anthony J. Mejia, City Clerk of the City of Palm Desert, hereby certify that
Resolution No. 2022-75 is a full, true, and correct copy, and was duly adopted at a regular
meeting of the City Council of the City of Palm Desert on August 25, 2022, by the following
vote:
AYES: JONATHAN, KELLY, NESTANDE, QUINTANILLA, AND HARNIK
NOES: NONE
ABSENT: NONE
ABSTAIN: NONE
RECUSED: NONE
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of
the City of Palm Desert, California, on September 2, 2022.
ANTHONY J. MEJIA
CITY CLERK
Anthony Mejia (Sep 2, 2022 13:00 CDT)
Anthony Mejia (Sep 2, 2022 13:00 CDT)
Resolution No. 2022-75 Page 3
EXHIBIT “A”
CVAG ACTIVE TRANSPORTATION DESIGN GUIDELINES
[inserted behind this page]
ACTIVETRANSPORTATION
DESIGN GUIDELINES
A Guide for Local Agencies in the Planning, Design, and
Maintenance of Bicycle and Pedestrian Facilities
2021
www.cvag.org
Resolution N0. 2022-75
Exhibit "A"
Coachella Valley Association of Governments
73-710 Fred Waring Drive, Suite 200
Palm Desert, CA 92260
(760) 346-1127
www.cvag.org
References and Resources
Federal Highway Administration Bikeway Selection Guide
Federal Highway Administration Separated Bikeway Planning and Design Guide
Minnesota Bicycle Design Guide
NACTO Design Guide
Federal Highway Administration Guide to Incorporating On-Road Bicycle Networks into
Resurfacing Projects
Identifying Factors that Determine Bicycle and Pedestrian-Involved Collision Rates that Affect
Bicycle and Pedestrian Demand at Multi-Lane Roundabouts
California PATH Research Report
Lindsay S. Arnold, et al.
UCB-ITS-PRR-2010-34
Complete Intersections: A guide to Reconstructing Intersections and Interchanges for Bicyclists
and Pedestrians, Caltrans, 2010
Dill, J., McNeil, N. Four Types of Cyclists? Testing a Typology to Better Understand Bicycling
Behavior and Potential. 2012
Bicycle Boulevard Planning and Design Handbook
Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations
Report No. FHWA-SA-17-072, 2017
Public Rights of Way Accessibility Guidelines (PROWAG), U.S. Access Board
California Manual on Uniform Traffic Control Devices, 2014, Revision 5
Caltrans Highway Design Manual, Chapter 1000
FHWA Road Diet Informational Guide, Report No. FHWA-SA-14-028, 2014
AASHTO Guide for the Development of Bicycle Facilities, 4th edition
ii
Resolution N0. 2022-75
Exhibit "A"
Table of Contents
Chapter 1 – Purpose of Guidelines 1
1.1 Introduction/Context 1
1.2 Survey of Active Transportation Standards & Best Practices Used by Member Agencies 2
1.3 State of the Practice/Facility Inventory 2
Chapter 2 – Design Context 11
2.1 Facility Selection for Urban Roadways 11
2.2 Shoulder Width on Rural Roadways 13
2.3 Reallocating Roadway Space 14
2.4 Types of Bicyclists 16
2.5 Bicyclist Operating Space 18
2.6 Bicycle Design Vehicle 19
2.7 Traffic Control Treatment at Marked Crosswalk Locations 20
2.8 Electric Mobility 21
2.9 Americans with Disabilities Act (ADA) 22
Chapter 3 – Roadway Design Elements 23
3.1 Bicycle Specific Pavement Markings 23
3.2 Green Colored Pavement Markings 23
3.3 Bicycle Specific Signage 24
3.4 Bicycle Friendly Drainage Facilities 24
Chapter 4 – Bicycle Facility Type 25
4.1 Bicycle Boulevards 25
4.2 Class III Marked Shared Roadways 26
4.3 Class II Bike Lanes 27
4.4 Class II Buffered Bike Lanes 29
4.5 Separated Bikeways (Cycle Tracks) 30
4.6 Class I Shared-Use Path 33
Chapter 5 – Intersection Treatments 35
5.1 Bend Out 35
5.2 Protected Intersection 36
5.3 Right Turn Only Lanes/Mixing Areas 37
5.4 Two-Stage Left Turn Queue Box 40
5.5 Striping/Markings Through Intersections 41
5.6 Bicycle Bypass Lanes at “T” intersections 42
5.7 Bike Boxes 43
Chapter 6 – Driveways 45
6.1 Driveway Crossings 45
Chapter 7 – Pedestrian Treatments 47
7.1 Marked Crosswalks 47
7.2 Sidewalk Zones and Widths 48
Active Transportation Design Guidelines iiiiii
Resolution N0. 2022-75
Exhibit "A"
7.3 Median Refuge Island 50
7.4 Curb Extensions (Bulb Outs) 51
7.5 Offset Crosswalks (Z Crossings) 53
7.6 Raised Crosswalks 54
7.7 Rapid Rectangular Flashing Beacons (RRFB) 55
7.8 High Intensity Activated Crosswalk (HAWK)/ Pedestrian Hybrid Beacons (PHB) 56
Chapter 8 – Signalized Intersections 57
8.1 Bicycle Specific Equipment at Traffic Signals 57
8.2 Traffic Signal Timing for Bicyclists 59
8.3 Traffic Signal Timing for Pedestrians 59
8.4 Pedestrian Signal Operations 60
Chapter 9 – Roundabouts 61
9.1 Designing for Bicycles in Roundabouts 61
Chapter 10 – Construction Zones 63
10.1 Bicycles in Work Zones 63
10.2 Pedestrians in Work Zones 64
Chapter 11 – Maintenance Best Practices 65
11.1 Pavement Surfaces 65
11.2 Street Sweeping 66
11.3 Landscaping/Weed Abatement 67
11.4 Recommended Frequency of Maintenance Activities 68
Chapter 12 – Railroad Considerations 69
12.1 Bicycle Crossings at Railroad Tracks 69
Chapter 13 – Transit Considerations 71
13.1 Bus Stops 71
Chapter 14 – Bicycle Amenities 73
14.1 Short Term Bicycle Parking 74
14.2 Long Term Bicycle Parking 75
14.3 Bike Corrals 76
14.4 Water Bottle Filling Stations 77
14.5 Wayfinding Signs 78
14.6 Stairway Bicycle Ramps 79
14.7 Bicycle Repair Stations 79
Chapter 15 – Bicycle Friendly Communities 81
15.1 Bicycle Friendly Communities 81
Chapter 16 – Example Projects 83
16.1 Crossley Road – Road Diet 83
16.2 La Quinta Village – Calle Tampico Roundabouts/Buffered Bike Lanes 84
16.3 Downtown Palm Springs - Bulb Outs/High Visibility Crosswalks 85
iv
Resolution N0. 2022-75
Exhibit "A"
Chapter 1Purpose of Guidelines
1.1 Introduction/Context
It is the intent of Coachella Valley Association
of Governments (CVAG) to develop Active
Transportation projects to the highest level of
safety and efficiency for the region.
Active Transportation projects are intended to
serve users of all ages and abilities. Agencies
that utilize CVAG funding for their Active
Transportation projects should use this design
guidance to develop a project scope and
informal corridor analysis that provides a context
sensitive solution for the given opportunities
and constraints.
The analysis should include all involved agencies
to ensure design and facility consistency
across multiple jurisdictions. These guidelines
incorporate best practices that are being used
around the world with a major emphasis on
providing greater separation from vehicles,
reducing intersection conflicts, and increasing
overall safety for vulnerable roadway users.
The design guidance is largely adapted from
current national bicycle design guidance
and accepted industry practices, including
the American Association of Highway
Active Transportation Design Guidelines 1
Resolution N0. 2022-75
Exhibit "A"
Transportation Officials Guide for the
Development of Bicycle Facilities, Federal
Highway Administration (FHWA) Separated
Bikeway Planning and Design Guide, FHWA
Bikeway Selection Guide, The National
Association of City Transportation Officials
(NACTO) manual, and the current version of the
California Manual on Uniform Traffic Control
Devices (CAMUTCD). These Design Guidelines
are intended to be a living document, with
periodic reviews and updates, ensuring
representation of best practices and emerging
technologies.
1.2 Survey of Active Transportation Standards & Best
Practices Used by Member Agencies
Public Works Directors and other staff of
member agencies were surveyed by phone
interview to determine which references
are utilized in the development of Active
Transportation projects.
The majority of responses indicated that
agencies primarily use the following to
make decisions for the placement and
implementation of Active Transportation
infrastructure:
1. California Manual on Uniform Traffic Control
Devices (CAMUTCD).
2. Agency adopted Circulation/Mobility
Element.
3. Agency adopted standards for striping
details.
1.3 State of the Practice/Facility Inventory
To demonstrate the current State of the Practice
for existing bicycle infrastructure within the
CVAG region, data for key regional bicycle
corridors is provided.
Highway 111, Fred Waring Drive, and
Palm Drive were selected as representative
corridors as these roadways pass through the
majority of CVAG jurisdictions. Community input
indicates a high desirability to have bicycle route
continuity and inter-jurisdictional connectivity
as part of the Active Transportation strategies.
Highway 111 is the primary commercial
corridor through the Coachella Valley. Within
Riverside County it spans approximately
65 miles, generally from north to south,
extending from Interstate 10 to the Salton Sea.
Fred Waring Drive is an east-west primary
arterial roadway that provides access to
numerous residential communities. The corridor
extends from Highway 111 to Indio Boulevard
and is approximately 10 miles in length.
Palm Drive, spanning nearly seven miles,
serves as the primary access route for the
City of Desert Hot Springs, extending from
Interstate 10 to 16th Street.
The most recent available traffic counts (as
provided by the Interactive Map on the CVAG
website) at locations within the corridors,
along with existing speed limits and striping
configurations were researched and field
reviewed. Current General Plan roadway
classifications for each segment are also
included in the analysis.
2
Resolution N0. 2022-75
Exhibit "A"
§¨¦10
§¨¦10
§¨¦10
}þ86
}þ195}þ371
}þ111
}þ62
}þ74
1
3
2
4
5
6
7
9
8
12
11
10
161413 1715
Sources: Riverside Co. 2021; ESRI 2021
H:\2020\20-0003\GIS\CVAG Photos\CVAG Photos.aprx Map created 06 Apr 2021
CVAG ACTIVE TRANSPORTATION DESIGN STANDARDS
FIGURE 1-A DESIGN GUIDELINE PHOTOS
0 3.51.75 Mi
LEGEND
CATHEDRAL CITY
COACHELLA
DESERT HOT SPRINGS
INDIAN WELLS
INDIO
LA QUINTA
PALM DESERT
PALM SPRINGS
RANCHO MIRAGE
CAPTURED PHOTOS
Palm Drive
Fred Waring Drive
Active Transportation Design Guidelines 3
Resolution N0. 2022-75
Exhibit "A"
Palm Drive – South of Two Bunch Palms Trail
Jurisdiction:
City of Desert Hot Springs
Existing Average Daily Traffic:
14,800 (2017)
Existing Speed Limit:
35 mph
General Plan Designation:
4-Lane Divided Arterial
Existing Striping Configuration:
4-Travel Lanes Sharrow Markings with Bike
Route Signs
Palm Drive – South of Hacienda Avenue
Jurisdiction:
City of Desert Hot Springs
Existing Average Daily Traffic:
28,200 (2017)
Existing Speed Limit:
35 mph
General Plan Designation:
4-Lane Divided Arterial
Existing Striping Configuration:
4-Travel Lanes, Buffered CL 11 Bike Lanes with
Green Markings at Conflict Points
Palm Drive – North of 6th Street
Jurisdiction:
City of Desert Hot Springs
Existing Average Daily Traffic:
14,800 (2017)
Existing Speed Limit:
35 mph
General Plan Designation:
4-Lane Divided Arterial
Existing Striping Configuration:
4-Travel Lanes, Sharrow Markings with Bike
Route Signs (All)
Palm Drive Looking North
4
1
2
3
Resolution N0. 2022-75
Exhibit "A"
Highway 111 – South of Overture Drive
Jurisdiction:
County of Riverside
Existing Average Daily Traffic:
24,000 (Estimated)
Existing Speed Limit:
65 mph
General Plan Designation:
6-Lane Expressway
Existing Striping Configuration:
4-Travel Lanes, No Bikeway Striping/Wide Paved
Shoulder with Rumble Stripe
North Palm Canyon Drive – South of
West Racquet Club Drive
Jurisdiction:
City of Palm Springs
Existing Average Daily Traffic:
15,800 (2017)
Existing Speed Limit:
45 mph
General Plan Designation:
4-Lane Divided Arterial
Existing Striping Configuration:
4-Travel Lanes, No Bikeway Striping/Markings
East Palm Canyon Drive – West of
Cathedral Canyon Drive
Jurisdiction:
City of Cathedral City
Existing Average Daily Traffic:
36,800 (2017)
Existing Speed Limit:
45 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes, No Bikeway Striping/Markings
(Top)
Highway 111 Looking East
(Middle)
North Palm Canyon Drive Looking Southeasterly
(Bottom)
East Palm Canyon Drive Looking Northwest
Active Transportation Design Guidelines 5
6
5
4
Resolution N0. 2022-75
Exhibit "A"
Highway 111 – South of Frank Sinatra Drive
Jurisdiction:
City of Rancho Mirage
Existing Average Daily Traffic:
39,100 (2017)
Existing Speed Limit:
50 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes, No Bikeway Striping or Markings,
Sidewalk Path
Highway 111 – North of Fred Waring Drive
Jurisdiction:
City of Palm Desert
Existing Average Daily Traffic:
46,300 (2017)
Existing Speed Limit:
45 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes, No Bikeway Striping or Markings
Highway 111 – East of El Dorado Drive
Jurisdiction:
City of Indian Wells
Existing Average Daily Traffic:
43,800 (2017)
Existing Speed Limit:
45 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
4-Travel Lanes with Buffered Shoulder Striping,
No Bikeway Striping or Markings/Share the
Road Signs
(Top)
Highway 111 Looking South
(Middle)
Highway 111 Looking Northwest
(Bottom)
Highway 111 Looking East
6
7
8
9
Resolution N0. 2022-75
Exhibit "A"
Highway 111 – West of Jefferson Street
Jurisdiction:
City of La Quinta
Existing Average Daily Traffic:
42,200 (2017)
Existing Speed Limit:
45 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes, No Bikeway Striping or Markings
Highway 111 – East of Monroe Street
Jurisdiction:
City of Indio
Existing Average Daily Traffic:
26,800 (2017)
Existing Speed Limit:
35 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes, No Bikeway Striping or Markings
Highway 111 – South of Avenue 49
Jurisdiction:
City of Coachella
Existing Average Daily Traffic:
27,900 (2017)
Existing Speed Limit:
50 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
4-Travel Lanes with Striped Paved Shoulders, No
Bikeway Striping or Markings (Top)
Highway 111 Looking East
(Middle)
Highway 111 Looking West
(Bottom)
Highway 111 Looking Northwest
Active Transportation Design Guidelines 7
10
11
12
Resolution N0. 2022-75
Exhibit "A"
Fred Waring Drive – West of
Deep Canyon Road
Jurisdiction:
City of Palm Desert
Existing Average Daily Traffic:
35,400 (2017)
Existing Speed Limit:
45 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes with Class II Bike Lanes
Fred Waring Drive – West of El Dorado Drive
Jurisdiction:
City of Indian Wells
Existing Average Daily Traffic:
37,100 (2017)
Existing Speed Limit:
50 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes, No Bikeway Striping or Markings
Fred Waring Drive – East of Dune Palms Road
Jurisdiction:
City of La Quinta/Bermuda Dunes
Existing Average Daily Traffic:
25,300 (2017)
Existing Speed Limit:
50 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes with Class II Bike Lanes on South
Side Only
(Top)
Fred Waring Drive Looking East
(Middle & Bottom)
Fred Waring Drive Looking West
8
13
14
15
Resolution N0. 2022-75
Exhibit "A"
Fred Waring Drive – West of
Washington Street
Jurisdiction:
City of La Quinta
Existing Average Daily Traffic:
26,800 (2017)
Existing Speed Limit:
50 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes with Class II Bike Lanes
Fred Waring Drive – East of Madison Street
Jurisdiction:
City of Indio
Existing Average Daily Traffic:
21,100 (2017)
Existing Speed Limit:
50 mph
General Plan Designation:
6-Lane Divided Arterial
Existing Striping Configuration:
6-Travel Lanes with Class II Bike Lanes
(Top)
Fred Waring Drive Looking East
(Bottom)
Fred Waring Drive Looking West
Active Transportation Design Guidelines 9
17
16
Resolution N0. 2022-75
Exhibit "A"
This
Page
Intentionally
Left Blank
10
Resolution N0. 2022-75
Exhibit "A"
2.1 Facility Selection for Urban Roadways
When selecting a bikeway facility, there are
a number of factors that influence bicycle
users’ comfort and safety. The most significant
negative influence on cycling occurs when the
speed differential between bicyclists and motor
vehicles is high and the roadway carries high
traffic volumes. The chart shown below can be
used as a starting point to identify a preferred
facility. When considering facility type, the
designer should review the roadway for the
minimum width needed to accommodate
motor vehicles considering speed, traffic
volumes, number of lanes, and vehicle mix.
As a Best Practice, width in excess of this
minimum should be allocated to the Active
Transportation component of the facility to
maximize the separation of motor vehicles and
non-motorized vehicles. Increasing separation
through buffering and other means enhances
comfort and safety for all users.
Chapter 2Design Context
Active Transportation Design Guidelines 11
Resolution N0. 2022-75
Exhibit "A"
# Of Lanes
Volume
Speed
CLASS III SHARED ROADWAYS
Class III shared roadways are
shared space roadways where
insufcient width is available to
install standard bike lanes.
BICYCLE BOULEVARD
A Bicycle Boulevard is a shared
space roadway with trafc calming
features to limit speed and volume
of motor vehicles.
BIKE LANE
A Bike Lane is a separate striped
roadway space for the exclusive
use of bicycles.
BUFFERED BIKE LANE
A Buffered Bike Lane is a standard
Class II bike lanes with buffered
width to increase separation from
motor vehicle or parking lanes.
SEPARATED BIKEWAY
(CYCLE TRACKS)
Separated Bikeway (Cycle Tracks)
are bikeways with a physical
barrier separating bicyclists from
adjacent motor vehicle trafc.
SHARED-USE PATH
Shared-use paths are bike facilities
completed separated from motor
vehicle trafc. Path is typically
shared with other non-motorized
users including pedestrians.
0 2 3 4 5 6 7 8 9 10# OF LANES
# Of Lanes
Volume
Speed
# Of Lanes
Volume
Speed
# Of Lanes
Volume
Speed
# Of Lanes
Volume
Speed
# Of Lanes
Volume
Speed
0 2 4 6 8 10 15 +20 +25 +30 +FACILITY TYPE
AVERAGE ANNUAL DAILY TRAFFIC (1,000 veh/peak hr)
5 10 15 20 25 30 35 40 45 50
POSTED TRAVEL SPEED (mph)
LANES
VOLUME
SPEED
Max
Max
Max
SEPARATION
Minimal Separation
Moderate Separation
Good Separation
High Separation
LEGEND
ACCEPTABLE
Min
Min
Min
DESIRED ACCEPTABLE
BICYCLE FACILITY SELECTION CONTEXTUAL GUIDANCE
12
Resolution N0. 2022-75
Exhibit "A"
2.2 Shoulder Width on Rural Roadways
Paved Shoulders on the edge of roadways can be enhanced to serve as a functional space for
bicyclists and pedestrians to travel in the absence of other facilities with more separation.
Shoulder Rumble Strip
1. On high-speed rural roadways (45 mph or
greater), or with Average Daily Volumes
more than 6,000 ADT, it is preferable to
construct shared use paths for enhanced
comfort and safety.
2. On rural roadways, it may not always be
feasible to install separated bicycle facilities.
With high speeds and increased motor
vehicle volumes increase, it can be very
uncomfortable for cyclists to share lanes
or ride within a narrow-paved shoulder.
Comfort level is further decreased with a
large percentage of trucks.
3. As rural roadways are often used by long
distance recreational and commuter cyclists
traveling between populated areas or to
work destinations, paved shoulder width
is an important element to accommodate
these bicyclists.
4. Paved shoulders can be augmented with
warning signs indicating the presence of
bicyclists to further enhance the bicycle route
or upgraded to traditional Class II Bicycle
Lanes with appropriate signs / markings..
5. For rural roadways, the minimum paved
shoulder width should be 4-FT. As speeds
and volumes increase it is preferrable to
provide should widths of 6-FT to 8-FT to
increase safety and comfort of bicyclists.
6. Shoulders should include bicycle friendly
drainage structures, and regularly be
reviewed for removal of large debris items.
Some agencies use rumble strips to further
define the traveled way.
7. Rumble strips should be installed on the
edge of the travel way (preferably to the left
or under the shoulder stripe) to maximize the
available clear pavement width (minimum
of 6-FT) for cyclists to ride within and include
gaps for riders to cross through.
Design Standard
Active Transportation Design Guidelines 13
Resolution N0. 2022-75
Exhibit "A"
2.3 Reallocating Roadway Space
With new roadways, preferred bike facility
widths are usually achieved. However,
constrained conditions when reconstructing
existing roadways often prevent the opportunity
to install a desired bike facility or achieve
optimum bikeway width. Roadways are often
overbuilt for existing and/or future capacity
needs and designers should repurpose or
reallocate available roadway width when traffic
conditions allow.
Narrowing Travel Lanes
On certain roadways, additional width for
bicycle facilities may be achieved by narrowing
lane widths across the roadway. Studies have
demonstrated that lanes as narrow as 10-FT
wide do not reduce roadway capacity or
increase crash rates. Narrower lanes often lead
to reduced vehicle speeds which can improve
the overall safety of the corridor. Lanes next to
medians or other raised features, or that serve
large vehicles and buses should be no less than
11-FT. Travel lane widths do not have to be equal.
Outer lanes, typically used by buses and other
large vehicles may be 11-FT, and the remaining
lanes can be 10-FT wide.
Road Diets
Road diets, also referred to as lane reductions,
is a strategy to repurpose the width of an
automobile travel lane for use of an active
transportation facility. The most common road
diet is the conversion of a five lane to three lane
roadway. Roadway candidates for this type of
conversion usually have less than 15,000 vehicles
per day, but with traffic signal modifications
and other intersection enhancements, agencies
have reported successful projects with roadway
volumes up to 20,000 ADT. There are numerous
benefits that may be achieved with road diets
including reduced roadway speeds, shorter
crossing distances for pedestrians, reduced
crash rates, opportunity to provide dedicated
space for pedestrians and cyclists, additional
parking for businesses, parks, and schools, and
improved intersection sight distance. If the road
diet provides for a dedicated left turn, traffic
flow will be enhanced with less weaving and
reduction of vehicles stopped in the travel lane
to turn. The exhibit below demonstrates typical
before and after cross sections for a road diet.
14
Resolution N0. 2022-75
Exhibit "A"
REALLOCATIING ROADWAY SPACE (ADDITIONAL ROAD DIET FIGURE ADDED)VEHICLEPARKINGWITHOUT ROAD DIET (4 LANES)WITH ROAD DIET (REDUCED TO 3 LANES)
11’12’12’20’
TRAVEL
LANE
TRAVEL
LANE
TRAVEL
LANE
12’
TRAVEL
LANE
20’
TRAVEL
LANE
12’
LEFT
TURN
LANE
12’
TRAVEL
LANE BUFFER3’BIKE LANE8’
12’
TRAVEL
LANE
14’
MEDIAN
BUFFER6’BIKE LANE8’12’
TRAVEL
LANE
12’
TRAVEL
LANE
12’
TRAVEL
LANE
BUFFER6’BIKE LANE8’12’
TRAVEL
LANE
12’
TRAVEL
LANE
12’
TRAVEL
LANE
12’
TRAVEL
LANE
14’
TRAVEL
LANE
14’
TRAVEL
LANE
WITHOUT ROAD DIET (7 LANES)WITH ROAD DIET (REDUCED TO 5 LANES)BIKE LANE6’
14’
MEDIAN
Reallocating Roadway Space
Active Transportation Design Guidelines 15
Resolution N0. 2022-75
Exhibit "A"
2.4 Types of Bicyclists
Research has shown there are a variety of
categories when describing cyclists that use the
bicycle network. Designers should consider all
ages and abilities in developing bicycle facilities
but maintain design flexibility to accommodate
all users. Many agencies focus their efforts on
the largest user groups to achieve a higher
mode to shift to Active Transportation.
One well-known study conducted in
Portland, OR categorized cyclists in four main
groups that are described further.
Strong & Fearless
This group of bicyclists, representing
approximately 1 percent of the population, will
normally ride anywhere regardless of roadway
conditions or weather. They ride faster than
other user types over varied terrain and prefer
direct roadway connections. Motivated by
speed and flexibility they will often choose to
share the road with vehicles over separated
bicycle facilities.
Enthused & Confident
This group of bicyclists, representing
approximately 5-10 percent of the population,
are generally comfortable riding on all types
of bike facilities, but often choose low traffic
volume and slower streets or multi-use paths
when available. This group, typically commuters
and recreational riders, will choose their route,
even if it is longer, to take advantage of a
preferred facility type.
Interested but, Concerned
This group of bicyclists, representing
approximately 60 percent of the population,
makes up the majority of people on bikes. They
will only ride a bicycle on low traffic streets or
separated facilities under the most favorable
weather conditions. They want to feel safe,
especially when riding with family members.
These bicyclists see considerable barriers to the
increased use of cycling, primarily because of
traffic conditions and other safety issues. There
is opportunity for agencies to see a greater
modal shift if the bicycle facility design is
focused on this group.
No Way, No How
This group, representing the remaining
population, do not ride bicycles and consider
it unsafe to ride in traffic. People in this group
may take up cycling with encouragement and
education and some will not ride a bicycle
under any circumstances.
16
Resolution N0. 2022-75
Exhibit "A"
Level of Stress
Active Transportation Design Guidelines 17
Resolution N0. 2022-75
Exhibit "A"
2.5 Bicycle Operating Space
Operating space is an important factor in the design of a bicycle facility. The minimum operating
width for a bicyclist designated in the AASHTO design manual and FHWA guidelines is 4-FT.
An additional 1-FT on either side is added for minor path deviation while riding (see figure to the
right). It is important to note, however, that these values should be considered the minimum and
the designer should strive to providing as much room as the roadway conditions allow.
Extra width is desirable to allow cyclists to operate at higher speeds (especially on downhill grades),
a higher degree of debris and roadway defect avoidance, and the opportunity to pass slower cyclists.
Additionally, extra width allows pairs of cyclists in large groups or parents with children to ride side
by side.
18
Resolution N0. 2022-75
Exhibit "A"
2.6 Bicycle Design Vehicle
In addition to standard bicycles, there are many pedal-driven cycles for the designer to consider in
the planning of bicycle facilities.
The most common types include adult trikes, tandem and recumbent bicycles, “tagalongs,” and
bicycles pulling trailers. Additional operating space may be necessary around turns, near bicycle
amenities, and at intersections. The figures shown provide the basic design dimensions for each
vehicle type.
Active Transportation Design Guidelines 19
Resolution N0. 2022-75
Exhibit "A"
2.7 Traffic Control Treatments at Marked
Crosswalk Locations
Careful consider should be given in the
installation of marked crosswalks at
non-signalized locations either at intersections
or mid-block. The decision to mark a crosswalk
should be accompanied with an engineering
study to determine the appropriate crossing
treatment. Marking crosswalks alone does not
necessarily contribute to enhanced roadway
safety especially on multi-lane roadways.
The decision to mark a crosswalk should be
based on several factors including adjacent land
uses, pedestrian demand, roadway speed and
volumes, presence of bus stops, available traffic
control (including adult school crossing guards),
available street lighting, and collision history.
When factors such as pedestrian demand and
collision history are not known or the location
is a new crossing, developing countermeasures
to address certain risk factors for unsignalized
crossings may be more appropriate. This
systemic approach helps to address pedestrian
crashes before they occur.
The following matrix, based on safety
research, best practices, and established
national guidelines, can assist the designer in
determining the appropriate traffic control
treatment based upon traffic speeds, volumes,
number of lanes, and roadway classification:
Reference: FHWA Report SA-17-072
20
Resolution N0. 2022-75
Exhibit "A"
2.8 Electric Mobility
Many cyclists are embracing the idea of electric
mobility, as it is climate-friendly and efficient.
Electric bicycles, or simply E-bikes, enhance
mobility for riders of all ages and abilities. E-bikes
are very popular and are available in all kinds
and sizes. E-bikes are especially useful in areas
of hilly terrain, or to substitute for a car when
commute distances are further than normal.
E-bikes can provide a riding range between
20 and 100 miles depending on battery size,
average speed, terrain, and rider weight. There
are three different classes of E-bikes. E-bike
classes were created to determine how they are
used according to local E-bike laws.
Class 1 - Class 1 E-bikes provide assistance only
when you pedal and the level of assistance is
adjustable based upon individual preference.
The Class 1 is distinguished by the assistance
being limited up to 20 mph. This bike class can
be used in traditional bike lanes, bike paths,
roads, and anywhere else you would ride a
non-electric bike, in accordance with local
ordinances.
Class 2 - Class 2 E-bikes, similar to Class 1, stop
assisting at 20 mph. However, Class 2 E-bikes are
normally equipped with a throttle that provides
the assistance without pedaling.
Class 3 - Class 3 E-bikes are equipped with
a speedometer and provide assistance up to
28 mph. They can provide assistance through
either a throttle (up to 20 mph) or by pedaling.
With Class 3 speed capability of 28 mph or more,
they are not allowed on traditional multi-use
paths.
As E-bikes are commonplace and their use
continues to grow, bicycle facilities should
be designed to account for higher speeds as
allowed in the various classes.
Other forms of electric mobility include the use
of golf carts and electric scooters, in accordance
with locally adopted plans and ordinances.
It is important to consider not only designing
the network for these users, but providing
amenities including exclusive parking and
public charging stations. The ability to recharge
will not only increase the acceptance and
success of electric mobility, but can boost
patronage of restaurants and shopping in areas
where this service is provided.
Popular in areas of high tourism are public
electric scooter programs. As agencies embrace
this mobility option, designated parking spaces
are key to encourage the scooters users after
completing their trip to park the vehicles so
as to maintain clear pedestrian paths and not
generate public nuisances. Parking spaces
are typically 5-FT wide and 20-FT or longer
depending upon expected usage.
SCOOTER PARKING BIKE SHARE PARKING
20’
5’
20’
8’
SCOOTER
PARKING
BIKE SHARE
PARKING
Active Transportation Design Guidelines 21
Resolution N0. 2022-75
Exhibit "A"
2.9 Americans with Disabilities Act (ADA)
The Americans with Disabilities Act (ADA), signed into law on July 26, 1990, requires that individuals
with disabilities are entitled to the same access to transportation as everyone else.
This civil rights law assures that a disabled person will have full access to all public facilities -
primarily to public transit, public buildings and facilities and along public rights-of-way. Although
typically associated with removing barriers to wheelchairs and installing curb access ramps, it is
important that the design of all Active Transportation facilities as depicted in these guidelines, take
into account the abilities and disabilities of all potential users.
Examples of accessible transportation elements include paths of travel, grades / cross slopes of the
facilities, height of buttons, water fountains and other features, and clearances to objects.
For specific compliance details, see www.access-board.gov.
22
Resolution N0. 2022-75
Exhibit "A"
Bicycle Specific
Pavement Markings
3.1 Bicycle Specific Pavement Markings
Guidance for bicycle specific pavement
markings for both on and off-street bike
facilities is found in Chapter 9 of the California
Manual on Uniform Traffic Control Devices.
Designers should consult this publication for the
applicability of available pavement markings,
specific sizes, and their installed location within
the roadway.
(Left) Supplemental
Markings In Conflict
Area
(Right) Green Backed
Sharrow Marking
3.2 Green Colored Pavement Markings
Green colored markings are an optional
traffic control device used to designate areas
where bicyclists are expected to operate, and
locations where bicyclists and motor vehicles
have potentially conflicting weaving or crossing
movements. The green markings add additional
comfort to bicycle facilities and bring greater
awareness of the presence of bicycles and where
they are likely to be positioned in the traveled
way. Green pavement markings, to not reduce
their effectiveness, should be used primarily
in conflict areas including the beginning of a
bike lane, intersection extensions, crossings at
driveways, or in two-stage turn queue boxes. To
improve the comfort level of cyclists traveling
over the markings, the thickness should be no
more than 95 mils. The colored surface should
be skid resistant and retro reflective. Pre-cut
melt in-place markings are recommended as
they maintain shape and last 5-7 times longer
than traditional painted markings. The green
colored surface should meet the daytime and
nighttime chromaticity coordinates as specified
in the FHWA Interim Approval for Optional Use
of Green Colored Pavement for Bike Lanes.
Chapter 3Roadway Design Elements
Active Transportation Design Guidelines 23
Resolution N0. 2022-75
Exhibit "A"
3.4 Bicycle Friendly Drainage Facilities
When roadway drainage is being designed or modified, the safety of cyclists must be considered.
Care must be taken to ensure drainage features installed within, or adjacent to bike facilities, are
properly designed to enhance bicycle safety.
3.3 Bicycle Specific Signage
Guidance for bicycle specific signage for
on-street bike facilities is found in Chapter 9
of the California Manual on Uniform Traffic
Control Devices. Designers should consult this
publication for the available signing options
and their applicability. Agencies should use
signs that utilize symbols rather than words
whenever possible. Use of symbol signs
enhances the processing of the message and
improves interpretation by people that speak
other languages.
Catch Basin Without Extended Local Depression
Design Guidance
Bicycle-Friendly Drainage Grate
1. Drainage grates should be bike-friendly.
Grates should fit snugly in the outer frame
and the inlets of the grates should be small
shaped, so that a cyclist’s wheel will not
be trapped.
2. Consideration should be given to developing
a modified standard that keeps the local
depression from extending into the bike lane.
3. Nuisance water in cross-gutters pose a
significant risk to cyclists as they turn
through them. Cross-gutters should be
eliminated with new construction and
underground piping installed whenever
possible. If crossgutters are utilized, the
outer edge should align with the upstream
gutter pan and not extend into the bike
lane. Older style cross-gutters with water
channels should be retrofitted. Channels
should be filled in as a temporary measure
until the new crossgutter is built.
4. Manhole rings, water cans, and utility vaults
should be adjusted so they are flush with the
surrounding asphalt and constructed of slip
resistant materials.
24
Resolution N0. 2022-75
Exhibit "A"
4.1 Bicycle Boulevards
Many local streets, characterized by low existing speeds and volumes, offer the basic elements of a
safe bicycling environment. The bicycle network can be further enhanced through bicycle boulevards.
Sometimes referred to as Neighborhood Greenways, bicycle boulevards are residential low speed
streets that have been enhanced with traffic calming to further improve the safety, comfort, and
connectivity for cyclists. Traffic calming elements may include signage, pavement markings, speed
and volume reduction strategies, and intersection modifications. Bicycle boulevards are designed
to discourage cut-through traffic but give priority to cyclists as through traffic.
Bicycle boulevards achieve community benefit by maintaining low speed limits, reducing motor-
vehicle volumes, promoting bicycle free-flow travel by assigning right of way to the bicycle
boulevard at intersections, and provide improved traffic control at major arterial intersections.
Bicycle boulevards should have distinct markings and signage that promote the facility as a priority
route for cycling and to bring further awareness to motorists of bicycle usage.
Bicycle boulevards, used to complement traditional bike lanes, usually are parallel with commercial
arterial roadways and provide connectivity to key destinations along the route including schools,
parks, transit stops, and neighborhood commercial centers.
Chapter 4Bicycle Facility Type
Design Guidance
1. Bicycle boulevards should be limited to
roadways with speed limits of 25 mph or
less (15 – 20 mph preferred), average daily
traffic volumes of less than 3,000 vehicles
per day (<1,500 preferred), and a generally
continuous route for cyclists.
2. Agencies often brand their bicycle boulevards
with unique logos and add them to a series
of wayfinding signs throughout the route or
include them as a part of the street name
signs.
3. Sharrow markings complement the signs
and provide further emphasis of increased
bicycle usage. Typical sign placement is
every 500-FT to 1000-FT with additional
locations at key decision points. Sharrows
are placed at intervals of 250-FT.
4. Volume reduction strategies may include
vehicle diverters, intersection medians, and
full road closures.
5. Speed reduction strategies include raised
crosswalks/intersections, roundabouts,
speed humps/speed tables, and roadway
and/or intersection narrowing.
6. Signing includes typical regulatory/warning
signs, and optional specialty wayfinding and
street name signs.
7. Bicycle boulevards are developed as parallel
routes to busy arterials to provide low stress
network connections.
Active Transportation Design Guidelines 25
Resolution N0. 2022-75
Exhibit "A"
4.2 Class III Marked Shared Roadways
Class III bicycle routes can be enhanced with the use of shared lane markings, also known as
Sharrows. Sharrows provide positional guidance to bicyclists on roadways that are too narrow to be
striped with bicycle lanes and to alert motorists of the location a cyclist may occupy on the roadway.
Shared lane markings are also intended to reduce the chance of a cyclist colliding with an open car
door of a vehicle parked on-street, parallel to the roadway.
1. Sharrows can be augmented with “Bicycles
May Use Full Lane” signs (CAMUTCD R4-11)
to further enhance the awareness of bicycles
operating within the lane.
2. Sharrow placement is typically 13-FT
minimum from the curb face with vehicle
parking. Consideration should be given to
Sharrow placement in the center of the lane
to minimalize wear and encourage full lane
passing by motor vehicles.
3. Sharrows are normally installed on roadways
with speed limits of 35 mph or less.
4. Sharrows may be placed on roadways with
speed limits above 35 mph where there is
expected bicycle travel and the right-hand
lane is too narrow for motor vehicles to pass
cyclists, or on downhill roadway sections of
sustained grades greater than 5 percent.
5. Sharrows can be enhanced with the use
of green background for added visual
conspicuity for the markings.
VEHICLE
PARKINGSHARED
LANE
12’-14’10’-12’
13’ MIN - CENTER OF LANE PREFFERED
SHARED
LANE
11’ MIN
Marked Sharrow Typical Sharrow Placement
Design Guidance
26
Resolution N0. 2022-75
Exhibit "A"
STRIPED UNUSED ROADWAY AREA
4.3 Class II Bike Lanes
Class II bike lanes provide an exclusive dedicated roadway space for cyclists using striping, pavement
markings, and signage.
Bike lanes are typically located adjacent to motor vehicle lanes and bicyclists travel in the same
direction. Bike lanes, on a two-way roadway without parking, are located on the right side of the
street next to the curb or pavement edge.
Bike lanes, on roadways with parking, are striped between the vehicle lane and the parked vehicle.
VEHICLE
PARKING
BIKE
LANE
BIKE
LANE
5’- 8’5’- 6’11’ MIN
Design Guidance
Unused Roadway Width Buffered and/or Striped Out
Typical Dimensions of Bike Lanes
1. Class II bike lanes are used typically with
streets with average daily traffic (ADT) of less
than 6,000 vehicles and speed limits of less
than 40 mph.
2. Minimum width is 5-FT (6-FT to 8-FT
preferred for roads with higher speed limits)
or extra roadway width available.
3. Consider wider bike lanes where roadway
width allows, to afford cyclists side by side
riding and increased opportunity to avoid
debris without moving out of the lane.
4. Vehicles should not be allowed to park in the
bike lanes.
Active Transportation Design Guidelines 27
Resolution N0. 2022-75
Exhibit "A"
5. If parking is allowed, a minimum of 3-FT of
buffering or additional parking lane width
should be used to keep cyclists out of the
“door zone.”
6. Often roadways are overbuilt for existing
and/or future capacity needs and a Road Diet
may be implemented to reallocate space for
bicycle facilities. The FHWA has published a
Road Diet Informational Guide to aid in the
decision making for implementing Road
Diets. Also, additional width may be obtained
from narrowing lane widths 10-FT to 11-FT.
Research has shown that lanes widths of less
than 12-FT do not have a negative impact to
roadway safety. The additional width gained
can improve safety and comfort for bicycle
facilities.
7. On roadways with sustained grades
(typically greater than 5 percent), cyclists
can often reach speeds of motor vehicles.
Consideration may be given to a hybrid
combination of bike lane (uphill) and shared
roadway (downhill) to provide the cyclist with
additional space to maneuver and enhance
their visibility within the roadway.
8. Prior to installation, the pavement surface
within the bike lane should be reviewed for
potholes, cracks, seams, and raised bumps
to ensure a smooth riding surface.
9. Existing drainage grates should be replaced
with bike friendly versions prior to striping
the lanes.
10. Bike lane pavement surface, excluding the
gutter pan, should be 4-FT minimum. Using
modified local depressions to maintain
consistent lane width and remove bumps
where asphalt routinely gets pushed up
improves the safety and comfort of the
bike lane.
11. Include a bicycle lane marking at the
beginning of blocks and at regular intervals
along the route. For durability, bicycle lane
markings should be installed out of the
wheel path of turning vehicles. Symbols
are preferred over word messages for
bike markings.
12. Typical bike lane striping is a 6-inch solid
white stripe.
13. As traffic speed and volume increases,
consideration should be given to installing
buffered or separated bike lanes.
14. Bike lanes should maintain a straight
alignment whenever possible. If street width
varies along the bicycle corridor, the designer
should consider striping out the additional
unused roadway area to the right of the bike
lane, rather than have the bike lane follow
the curb alignment. If the number of lanes is
modified, bike lane tapers should be smooth
at transitions to reduce abrupt movements
by cyclists.
15. If roadway is retrofitted with new bike lanes
outside of the regular paving schedule, the
old markings/striping should be removed
entirely, and the roadway slurry sealed so
that the old striping cannot be recognized.
“Blacking out” old striping/markings should
not be used, as it poses a slippery surface
when wet, wears down quickly, and can lead
to lane alignment confusion by roadway
users when the sun is low in the horizon.
16. Bike lanes should be built for both directions
of travel.
17. Refer to the CAMUTCD Chapter 9 for specific
details on bicycle signing and markings.
28
Resolution N0. 2022-75
Exhibit "A"
4.4 Class II Buffered Bike Lanes
Buffered bike lanes allow for increased space between the bike lane and the adjacent travel lane
and/or parked cars.
The increased horizontal separation between bicycles and motor vehicles helps to maintain
a minimum of 3-FT of passing clearance as required by State Law. Buffered bike lanes increase
comfort for both bicyclists and motorists, allow the cyclist to avoid debris without weaving into the
adjacent travel lane, and provide opportunity to reduce speeds where excessive pavement exists.
BUFFERED BIKE LANE ON PARKING SIDE BUFFERED BIKE LANE ON BOTH SIDES
BUFFER BUFFER BUFFER
(Left)
Buffered Bike Lane on the Parking Side - Moreno Valley, CA
(Right)
Buffered Bike Lane Between Parked and Moving Vehicles - Moreno Valley, CA
1. Buffering can be placed between driving
lanes and the bike lane, between the bike
lane and parked motor vehicles, or both.
2. Buffering is striped with 6-inch white stripes
placed a minimum of 2-FT apart.
3. Diagonal cross hatching should be 6-inch
white at 45-degree angles, with 30-FT
spacing oriented away from the bike lane.
4. 6-inch white Chevrons can be used for cross
hatching, with 30-FT spacing.
Design Guidance
Active Transportation Design Guidelines 29
Resolution N0. 2022-75
Exhibit "A"
SEPARATED BICYCLE LANE
THAT ALLOW GOLF CARTS
ONE WAYBUFFER3’ MIN 10’ MIN
SEPARATED BICYCLE LANE
THAT ALLOW GOLF CARTS
TWO WAYBUFFER3’ MIN 14’ MIN
DUAL BIKE &
GOLF CART
LANES
DUAL
BIKE &
GOLF
CART
LANE
BIKE LANES THAT ALLOW GOLF CARTS
SEPARATED BICYCLE LANE
THAT ALLOW GOLF CARTS
TWO WAY
BIKE LANES THAT ALLOW GOLF CARTS
4.5 Separated Bikeways (Cycle Tracks)
A Class IV separated bikeway, also referred to as a Cycle Track, is an exclusive bikeway facility,
physically separated from motor vehicle traffic using barriers such as flexible channelizers/buffer
striping, raised landscaped medians, or on-street parked vehicles.
Cycle Tracks may also be raised to the sidewalk level. Cycle Tracks may also be raised to an
intermediate level between the roadway and the sidewalk or to the sidewalk level.
Separated bikeways offer more protection from motor vehicle traffic than a standard bike lane and
generally provide higher comfort levels for riders of different ages and abilities.
Additionally, pedestrians benefit from this facility type with increased separation from motor
vehicles and reduction of bicycles riding on the sidewalk.
Various Cycle Tracks
30
Resolution N0. 2022-75
Exhibit "A"
SEPARATED BICYCLE LANE
THAT ALLOW GOLF CARTS
TWO WAY
Active Transportation Design Guidelines 31
Resolution N0. 2022-75
Exhibit "A"
Design Guidance
1. Cycle tracks are most effective along
streets with minimal intersection and/or
driveway crossings.
2. Intersections and driveways should be
designed to include signage that alerts
motorists of bicyclists crossing from the Cycle
Track, and proper sight distance should be
provided so that bicyclists and motorists can
see each other. The design should include
measures to reduce motor vehicle turning
speeds across the Cycle Track.
3. For two-way Cycle-tracks, additional
signing/markings should be used at conflict
points to warn motorists that bicyclists will be
approaching from both directions. Two-way
Cycle Tracks may be used when most of the
destinations are on one side of the street.
4. One-way Cycle Tracks should be built on
both sides of the roadway.
5. Intersection treatments are needed to
mitigate turning movement conflicts. These
include modifying signalized intersections
to provide a separate bicycle phase with
turning movement restrictions when active,
protective islands (protected intersection),
Bend-outs, green pavement markings, raised
crosswalks, and additional warning signs
at unsignalized intersections/driveways.
Driveway consolidation is another opportunity
to reduce turning movement conflicts.
6. The width of the Cycle Track should consider
the opportunity for cyclists to pass or avoid
debris, availability of equipment to maintain
the facility (primarily special street sweeper),
available roadway/buffer width, and
expected bicycle volumes. Recommended
minimum width is 7-FT for one-way and
12-FT for two-way facilities. If Golf Carts are
allowed in the Cycle Track, the width should
be increased to 10-FT for one-way and 14-FT
for two-way facilities.
7. Cycle Tracks should be designed to the
right of transit stops to reduce interactions
between bicycles and buses. Crosswalk
markings/signing should be added
to increase awareness of potential pedestrian
crossings.
Two-way Cycle Track - San Clemente, CA One-way Parking Protected Cycle Track - San Diego, CA
The recently published FHWA Separated Bikeway Planning and Design Guide is a good resource for
feasibility consideration and in-depth design considerations.
32
Resolution N0. 2022-75
Exhibit "A"
4.6 Class I Shared-Use Path
A shared-use path supports both recreational and transportation uses, such as walking, bicycling,
and inline skating.
Shared-use paths are one of the most desirable types of bicycle facilities as they accommodate
users of all ages and abilities and are separate from motor vehicle traffic.
Shared-use paths are sought out by large groups of cyclists as they provide a non-stop continuous
link to recreational destinations.
Design Guidance
Public Art Display - Coronado, CA Santa Ana Regional Trail - Yorba Linda, CA
1. The paved width of the path should be
10-FT minimum. A width of 12-FT to 14-FT
is preferred for paths that serve as regional
commuter routes or where higher pedestrian
and bicycle volumes are expected.
2. Minimum design speed for the facility should
be 25 mph as multi-use paths users include
experienced/commuter cyclists and Class 2
E-bike users, who regularly travel at higher
speeds.
3. An additional 2-FT clear zone and/or shoulder
should be provided on each side of the paved
pathway.
4. As path use grows it may be necessary to
separate users to enhance safety and flow.
Runners and walkers should be given a
separate pathway, usually comprised of
different materials. If a separate pathway
is used, it should have a minimum width
of 6-FT and be constructed adjacent to the
paved pathway. A concrete ribbon should
be used to define the pathways and to keep
loose materials off the paved pathway.
5. Facility design should include paved
pull-out areas at regular intervals to
perform bicycle maintenance or to provide
Active Transportation Design Guidelines 33
Resolution N0. 2022-75
Exhibit "A"
space to rest or relax. Pull-out areas should
include shade trees and benches/natural
seating opportunities.
6. Paved feeder routes should be provided
to parks, schools, community centers, bus
stops, train stations, community entrances,
and major commercial destinations along
the pathway.
7. The design should include access to clean
drinking water using water bottle filling
stations. Drinking water sites are normally
included near restroom facilities to improve
access to potable water.
8. Trail head development should include
parking, trail identification signage, drinking
fountains including a water bottle filling
option, restrooms, and informational kiosks.
Trail head lighting should be considered to
enhance comfort and safety for trail users.
9. Multi-use trails can include interpretive
signing at historical or cultural points
of interest.
10. Public art displays can add visual interest to
the facility.
11. Trail lighting should be considered as
many users recreate and/or commute in
nighttime conditions.
12. Access points should be wide enough to
accommodate the largest expected design
vehicle including bikes pulling trailers,
recumbent trikes, and other adaptive
bicycles. The clear paved path width should
be a minimum of 36-inches.
13. Controlling motor vehicle access should
be accomplished using regulatory signing,
gates, or a center splitting median. Use of
bollards for this purpose should be avoided
as they pose a collision problem due to
limited visibility and profile. If a median
island is used, the path width on each side
should be ½ the total width of the facility.
14. Overhead clearance should be 8-FT minimum
under landscape canopies, underpasses, and
tunnels. Where feasible, a vertical clearance
of 10-FT is preferred. A minimum of 2-FT of
shoulder distance adjacent to each side
of the path should be maintained. Paths
under structures should be designed to
minimize areas available for material storage
frequently used by people camping under
the structures. Proper drainage under the
structures is essential, as these areas will
encounter higher cyclist speed and reduced
sight distances. Water ponding and debris
buildup can pose an unexpected obstruction
causing a rider to lose control and crash.
15. As multi-use trails often follow open water
courses, fencing should be considered to
reduce the possibility of users leaving the
path and descending steep embankments
or crashing into rocks, trees, or other dense
natural landscape features.
16. Lighting for bike paths should be considered,
as users often commute during nighttime
conditions. Daytime lighting should be
provided in underpasses and tunnels.
Path lighting levels should be increased
at intersections, sag curves, obstacles, and
major path direction changes.
34
Resolution N0. 2022-75
Exhibit "A"
5.1 Bend Out
To set back the bikeway further, the bikeway can be ‘bent-out’ away from the motor vehicle lanes.
This design enhances visibility by raising the angle at which cars cross the bikeway. Increasing
the bikeway setback can also provide room for turning cars to wait before making the turn. As
it approaches the intersection, the bikeway can be bent away from the motor vehicle lanes and
toward the sidewalk.
Chapter 5Intersection Treatments
1. Bend-out may be used at driveways and
minor street crossings.
2. Design may include a raised crosswalk
and reduced turning radii to reduce motor
vehicle speeds crossing the bikeway.
3. Path should include additional crosswalk
markings/signing to reduce conflicts
between cyclists and pedestrians.
4. Offset distances of 6-FT to 8-FT can be used
with constrained conditions. However, a car
length of 20-FT is preferred to allow vehicles
to yield to path users and not block through
vehicle traffic on the main roadway.
5. Additional markings/signing is installed
before the vehicle crosses the path from the
minor roadway to increase motor vehicle
yielding for bicycles.
6. Sufficient sight distance should be provided
so motorists and bicycles can see each other.
7. Pathway may be raised to sidewalk level
prior to crossing the roadway or driveway.
Design Guidance
Active Transportation Design Guidelines 35
Resolution N0. 2022-75
Exhibit "A"
5.2 Protected Intersection
A protected intersection is a design treatment
intended to reduce conflicts between cyclists,
pedestrians, and motor vehicles. This treatment
can be used with Class II Bike Lanes and Cycle
Tracks and provides enhanced connectivity at
intersections where bicycle facilities cross.
Also known as a setback or offset intersection,
the design provides bicycles physical separation
from motor vehicles up until the intersection.
The key element to the separation is the use
of a raised physical barrier at the corner that
improves sight distance for all users, slows the
turning speed of motor vehicles, and reduces
the intersection crossing distance for cyclists
and pedestrians.
Protected intersection
Design Guidance
1. The bikeway setback distance typically
ranges from 6-FT to 20-FT. If adequate
right -of-way is available a setback of 14-FT
to 20-FT is preferred. The setback distance
improves the sight distance for turning
vehicles to see crossing cyclists/pedestrians.
2. The corner island radius should be small
enough to encourage slower turning
speeds of around 10 mph. This is usually
accomplished with a turning radius of 20-FT
or less. Corner islands may have a mountable
area to accommodate larger design vehicles.
Corner islands can be implemented using a
raised curb, raised posts, or a combination
of channelizing markings/different
mountable materials.
3. The bicyclist should have a minimum of 6-FT
to 8-FT of waiting area outside the path of
the cycle track. Additional width may be
added to accommodate bicycles pulling
trailers, cargo bikes, or at high bicycle volume
intersections.
4. To reduce conflicts between users, bicycles
should have intersection crossing markings
adjacent and outside of the standard
pedestrian crosswalk.
5. Pedestrians should have a minimum
separated area of 6-FT to 8-FT in width and
include detectable warning surfaces in
accordance with ADA requirements. Yield
and additional crosswalk markings should
be placed where pedestrians cross the cycle
track.
6. Curb faces adjacent to the bicycle path
should have shallower slopes to reduce
pedal strikes and improve maneuverability.
7. If the protected intersection is signalized,
then a separate bicycle phase that runs
concurrent with non-conflicting motor
vehicle movements should be provided.
36
Resolution N0. 2022-75
Exhibit "A"
1. The preferred configuration, as shown in
the figure above, is for the cyclist’s path to
remain straight and motor vehicles to cross
their path to access an available right turn
lane. This reduces right of way determination
between bicycles and motorists.
2. Dashed lines, supplemented with green
pavement markings, are used to enhance
the visibility of cyclists and indicate to the
area of conflict.
3. A “Begin Right Turn Lane Yield to Bikes” sign
should be placed at the beginning of the
merge area for additional guidance.
4. If the bike lane installed to the left of the right
turn lane is longer than 200-FT, consideration
should be given to adding extra buffering to
increase the separation from adjacent motor
vehicle lanes.
5.3 Right Turn Only Lanes/Mixing Areas
As cyclists approach intersections, bicycle lanes must transition from a dedicated space to an area
that mixes with motor vehicles.
These areas are points of conflict and increase weaving by both vehicle types.
There are several options for the designer to consider, based on geometry, turning movements,
available roadway width, and vehicle queuing.
100’ MINIMUM
THRU
TRAFFIC
MERGE
LEFT
RIGHT LANE
TURNS RIGHT
AHEAD
100’ MINIMUM
Design Guidance
Active Transportation Design Guidelines 37
Resolution N0. 2022-75
Exhibit "A"
100’ MINIMUM
100’ MINIMUM
1. In this configuration, the path of the cyclist
and the motor vehicle crosses as each gains
access to their intended path. Continuing
bike lanes should be placed to the left of the
right turn only lane.
2. This weaving area is normally a minimum of
100-FT in length.
3. A Sharrow marking may be installed in
the middle of the weaving area to further
emphasize the shared condition.
4. Standard warning and regulatory signs are
used in accordance with the CAMUTCD.
1. The bike lane terminates prior to the
intersection and becomes a shared condition
with the travel lanes.
2. The bicyclist may use the through lane, or
based on recently enacted law, proceed
through the intersection from the right turn
only lane.
3. A “Bicycles Exempt” sign can be installed
under the “Right Lane Must Turn Right” sign
to indicate this lawful movement.
4. Consider additional markings/signing as
length of turn lanes increase.
Design Guidance
Design Guidance
38
Resolution N0. 2022-75
Exhibit "A"
100’ MINIMUM
THRU
TRAFFIC
MERGE
LEFT
RIGHT LANE
TURNS RIGHT
AHEAD
100’ MINIMUM
Design Guidance
1. The intersection is without the presence of a
dedicated right turn only lane. The bike lane
transitions from a separated space to shared
condition and motor vehicles are required by
law to make their turn close to the curb.
2. The length of this shared space is typically
100-FT to 200-FT based upon approach
motor vehicle approach speed.
3. Wider merge areas used in conjunction with
buffered bike lanes will encourage motor
vehicles to turn closer to the curb, increase
single file movements in the merge area,
and improve vehicle right-of-way decisions.
4. A Sharrow marking may be used in the
merge area to further emphasize the shared
condition and assist in positioning the cyclist
for maximum visibility.
Additional Signage as Length of Turn Lane Increase
Buffered Bike Lane Merge Area
Active Transportation Design Guidelines 39
Resolution N0. 2022-75
Exhibit "A"
5.4 Two-Stage Left Turn Queue Box
With bicycle facilities on multi-lane high speed corridors, it can be challenging for cyclists to make
left turns at intersections due to physical separation, rider ability, or limited gaps in traffic.
Two-stage left turn queue boxes afford the opportunity for bicyclists to make left-turns with
increased comfort level at multi-lane signalized intersections through two separate green signal
indications.
The cyclist proceeds through the intersection to the far side and then waits for the green light of
the next through movement. These two distinct movements can, in certain circumstances, reduce
overall delay for the cyclist.
The treatment can also be used at unsignalized intersections to assist in bicycle alignment while
crossing an intersection, but it may increase bicycle delay as the cyclist waits for an appropriate gap
in traffic.
Typical Placement of Two-Stage Queue Box Two-Stage Left Turn Queue Box
40
Resolution N0. 2022-75
Exhibit "A"
5.5 Striping/Markings Through Intersections
Bicycle pavement markings through intersections provide positive guidance for bicyclists to
maintain a direct path and assist in maintaining separation from adjacent motor vehicles.
Bicycle Pavement Markings Through Intersections
1. Two-stage turn box dimensions are normally
6-FT x 8-FT for proper maneuverability and to
allow the use of the box by multiple cyclists.
2. The box should be aligned out of the path
of the cyclists and other traffic traveling
straight through.
3. The queue box should be outlined with a
4-inch white stripe.
4. The box should be placed to not interfere
with pedestrian traffic.
5. Two-stage bicycle turn boxes shall include an
appropriately sized bicycle symbol and turn
arrow oriented in the direction of entering
bicycle traffic.
6. Where the paths of other vehicles turning
right on a red signal would cross through
the two-stage bicycle turn box, these turns
shall be prohibited with the use of a No
Turn on Red (R10-11 CAMUTCD) sign. To
reduce vehicle delay when no cyclists are
present, consideration should be given to
the use of specific bicycle detection for the
two-stage turn box and LED blank out turn
restriction signs.
Design Guidance
Design Guidance
2’
6’
1. Intersection crossing markings may be used
where upstream and downstream bicycle
facilities are present for continuity through
the intersection. They are particularly useful
where bicycle positioning is not clear across
large and complex intersections.
2. Dashed lines may be installed through
intersections and major driveways and
should be the same width and aligned
with the bike facility. Lines should be white
in color, 6-inches wide, 2-FT long, and
spaced at 6-FT intervals. Green pavement
markings or Chevrons may also be used to
add conspicuity. Sharrows should not be
used as extension markings through the
intersection.
3. Striping and markings should be skid
resistant and retro reflectorized.
Active Transportation Design Guidelines 41
Resolution N0. 2022-75
Exhibit "A"
5.6 Bicycle Bypass Lanes at “T” intersections
People on bicycles benefit from continued momentum when riding. Safety and bicycle flow can be
enhanced if cyclists stopping can be reduced.
At “T” intersections with either stop signs or traffic signals, bypass lanes can allow bicycles to move
through the intersection, independent of motor vehicles.
1. Additional separation may be provided,
allowing bicyclists to proceed through the
intersection without stopping. Separation
should include a physical barrier, so that left-
turning vehicles do not conflict with through
bicycles
2. Signing should be posting indicating cyclists
must yield to pedestrians.
3. Provisions for a separate left-turn area
should be provided allowing left turns from
the bypass lane.
4. Width of the bypass lane should match
the width of the up and downstream
bicycle facility.
5. Curvature of the bypass lane should be
designed at a design speed of 20-25 miles
per hour.
6. This treatment is best suited in areas of light
pedestrian traffic.
Design Guidance
42
Resolution N0. 2022-75
Exhibit "A"
5.7 Bike Boxes
Bike boxes are used at signalized intersections and provide a designated area located in front of the
vehicular stop line. Bike boxes allow cyclists to get in front of queuing traffic during the red phase
of the signal, enhancing their visibility and giving them priority in moving through the intersection.
Motor vehicles are required to stop at the white stop line at the rear of the box.
Bike boxes are particularly helpful at signalized intersections with high vehicle and/or high bicycle
volumes.
Design Guidance
1. The bike box should have a 14-FT minimum
depth from the back of the crosswalk to the
white vehicle stop bar.
2. A post mounted “Stop Here on Red” sign,
coupled with a “Bicycles Exempt” placard
mounted below should be installed at the
stop line to improve compliance.
3. A “No Right Turn on Red” sign shall be
installed overhead to prevent vehicles from
entering the Bike Box.
4. Although optional, green colored pavement
is recommended within the box and the
approach lane to increase conspicuity of the
Bike Box.
5. Access to the box should be provided using
an ingress lane (50-FT minimum length).
6. The Bike Box shall contain at least one bicycle
symbol per CAMUTCD standard marking
requirements.
7. If the Bike Box is provided across multiple
lanes of an approach, countdown pedestrian
indications shall be provided for the
crosswalk across the approach.
BIKE BOX TREATMENTS
BIKE BOX TREATMENTS
14’ MIN. DEPTH
FROM BACK OF
CROSSWALK TO
STOP BAR
A 50’ INGRESS
LANE SHOULD
BE USED TO
PROVIDE
ACCESS TO
THE BOX
BIKE BOX TREATMENTS
BIKE BOX TREATMENTS
14’ MIN. DEPTH
FROM BACK OF
CROSSWALK TO
STOP BAR
A 50’ INGRESS
LANE SHOULD
BE USED TO
PROVIDE
ACCESS TO
THE BOX
Bike Box Treatment
Active Transportation Design Guidelines 43
Resolution N0. 2022-75
Exhibit "A"
This
Page
Intentionally
Left Blank
44
Resolution N0. 2022-75
Exhibit "A"
6.1 Driveway Crossings
Driveways provide access to numerous destinations along a corridor and are a source of conflict
between bicycles and motor vehicles.
Motorists often misjudge the speed of bicycles or are focused primarily on other conflicting motor
vehicles when executing turning movements.
Cyclists are commonly subject to motor vehicle turning conflicts from multiple directions including
turning right (right-hook), turning left (left-cross), and pulling out or exiting the driveway. As
driveway volume increases, extra steps should be taken to reduce these common conflicts.
Design Guidance
1. For minor driveways, bike striping may be
solid, or dashed across the driveway.
2. At major driveways, bike lane striping may be
configured like an intersection with dashed
mixing areas 100-FT to 200-FT in length.
3. Green conflict and additional bike symbol
markings may be added at the driveway
to enhance the conspicuity of the bicycle
facility. Yield to bicycle signing should be
installed in advance of the driveway to
augment the green conflict markings.
4. Driveway radii should be constrained to
reduce vehicle speeds turning across the
facility.
5. Consider converting driveways to right in/out
to reduce turning conflicts.
6. Driveways should be consolidated whenever
possible, to reduce turning movement
conflicts.
7. For separated facilities, the path may be
raised to the height of the sidewalk to give
right-of-way priority to the cyclist and slow
vehicle entry speeds. Bend-outs may be
used to enhance the visibility of the cyclists
to turning motor vehicles.
8. Sufficient sight distance for exiting vehicles
should be provided to maximize visibility of
approaching cyclists. Street furniture and
landscaping above 30-inches should not be
placed within the sight distance triangle.
9. Driveways leading to dirt access roads should
be paved for a minimum of 25-FT to reduce
rocks and other debris from being thrown
into the bike lanes.
Chapter 6Driveways
Active Transportation Design Guidelines 45
Resolution N0. 2022-75
Exhibit "A"
This
Page
Intentionally
Left Blank
46
Resolution N0. 2022-75
Exhibit "A"
7.1 Marked Crosswalks
Marked crosswalks guide pedestrians and alert drivers to a roadway crossing location. Crosswalks
can be marked using painted lines or thermoplastic material embedded with reflective glass beads
to enhance nighttime visibility.
1. The crosswalk should be a minimum of
6-FT in width and align as closely with the
intended walking route. Preferred typical
crosswalk width is between 10-FT to 12-FT
and should be wider to accommodate large
crossing groups typically found near schools
and commercial and/or job centers. Wider
crosswalks allow opposing crossing groups
to comfortably pass each other during
the crossing movements. Crosswalks are
typically white in color unless near a school,
where they are marked in yellow.
2. The crosswalk should align with curb
access ramps. Curb access ramp should be
completely contained within the marked
crosswalk.
3. At both signalized and unsignalized
locations, crosswalks may be high visibility
Continental style. High visibility crosswalks
greatly enhance the visibility of the crossing
and improve driver yielding behavior.
Continental style crosswalks are comprised
of 24-inches solid bars marked parallel with
the traffic flow and spaced 4-FT on center.
Vehicle/pedestrian conflicts can be further
reduced with the addition of a 12-inches
white advanced stop bar, located 5-FT from
the marked crosswalk.
4. The marked crosswalk should have good
sight distance for approaching vehicles.
Parking, if present, should be restricted a
minimum of 25-FT in advance and beyond
the marked crosswalk.
Design Guidance
Marked Crosswalk
Chapter 7Pedestrian Infrastructure
Active Transportation Design Guidelines 47
Resolution N0. 2022-75
Exhibit "A"
7.2 Sidewalk Zones & Widths
Sidewalks provide accessible pedestrian travel
and active public space and should be provided
on both sides of the roadway. Good walking
infrastructure creates a lively and active
street. Active streets include amenities such
as landscaping, pedestrian scale lighting, wide
walking paths, seating, and an abundance of
commercial activity/displays. These amenities
should be organized and balanced to ensure
safe and accessible travel. Sidewalks are defined
in a set of five zones as follows:
Frontage Zone
The area adjacent to the property line providing
a transition between public sidewalk and the
adjacent building frontages. The Frontage Zone
affords opportunities for commercial seating,
window shopping, signs, and landscape
planters. Typical width varies between 2-FT
and 10-FT.
Through Zone
The portion of the sidewalk designated for
pedestrian travel along the street. The zone
should be completely clear of impediments.
Width should be 4-FT minimum per ADA
requirements. Preferred width is 6-FT for
passing and maneuverability and should be
increased to 10-FT or more to accommodate
large pedestrian volumes such as in a
downtown environment, near schools, or bus
stops. The surface should be smooth and free
of grates, underground utility boxes, sign posts
and other elements. Clearance to trees and
other overhead features should be maintained
at 84-inches or greater.
Furnishing Zone
The portion of the sidewalk used for street trees,
landscaping, transit stops, streetlights, signal
poles, public art, and other street furniture.
Typical widths vary between 2-FT and 6-FT to
accommodate trees and other landscaping.
When possible, additional width should be
provided to increase pedestrian comfort with
further separation from passing vehicles.
Street trees greatly enhance the walkability of
sidewalk space. As a best practice, agencies
should strive to provide 30 percent or greater
shaded sidewalk using water-wise native trees.
Edge Zone
The area used by people getting in and out
of vehicles parked at the curbside and is
the interface between the roadway and the
sidewalk. This is walkable space and should be a
minimum of 18-inches wide and should be free
of vertical elements such as utility poles, sign
posts, trash cans, bike racks, and streetlights.
Extension Zone
The area where pedestrian space may be
extended into the width of a parking lane
with the use of curb extensions. In downtown
of commercial shopping districts, this flexible
space can be used for additional seating/parklet
development and bicycle corrals.
48
Resolution N0. 2022-75
Exhibit "A"
Sidewalk Zones
Active Transportation Design Guidelines 49
Resolution N0. 2022-75
Exhibit "A"
7.3 Median Refuge Island
Median refuge Islands are generally located at the midpoint of the marked crossing and placed
between opposing lanes of traffic.
Median Refuge Islands serve to reduce crossing distances, provide space for signs and other traffic
control features, allow pedestrians and bicycles to navigate one direction of traffic at a time, and
provide a traffic calming element to the roadway.
Median Refuge IslandMedian Refuge Island and Marked Crosswalk
1. Width of median should be 6-FT minimum.
However, median width should be extended
to available width of the turn lane to the
greatest extent possible. Median width
should consider bicyclists with tagalongs
and/or trailers.
2. The refuge area should be outlined with
roadway striping and raised pavement
markers compatible with existing
roadway striping in compliance with
CAMUTCD requirements.
3. The median area should be supplemented
with regulatory and warning signs in
compliance with CAMUTCD requirements.
4. The median clear width should be a
minimum of 4-FT, but the preferred width is
the same as the marked crosswalk.
5. The length of the median refuge should be
20-FT minimum including the crossing area.
6. If used with a raised crosswalk, the median
refuge island should be the same height as
the crosswalk.
Design Guidance
50
Resolution N0. 2022-75
Exhibit "A"
7.4 Curb Extensions (Bulb Outs)
Curb extensions, also referred to as bulb outs, extend the sidewalk or curb line into the street or
parking lane, thereby reducing the street width and subsequent pedestrian crossing distance. Curb
extensions improve sight distance between the driver and pedestrian and are particularly effective
at mid-block crosswalks.
Other advantages include additional space for street furniture, landscaping, and other amenities,
reduced incidence of illegal parking across crosswalks, and increased pedestrian corner waiting
area. They also provide space to use dual curb access ramps.
1. Curb extensions should not extend into the
intended path of bicyclists.
2. The turning radius at the corner should be
designed to maintain a 10-15 mph vehicle
speed.
3. The transition from the curb to the bulb out
should include a reverse curve transition of
equal radii to facilitate street sweeping and
reducing vehicle curb strikes.
Example of a Curb Extension (Bulb Out)
Design Guidance
4. Curb extension should include curb access
ramps with ADA compliant detectable
warning surfaces.
5. Curb extensions should not be used
on streets without a parking lane. Curb
extensions should not decrease outside lane
width to less than 11-FT. A practical use for
curb extensions are Transit Bulbs. Transit
bulbs extend the sidewalk out at transit
Active Transportation Design Guidelines 51
Resolution N0. 2022-75
Exhibit "A"
Example of a Curb Extension (Bulb Out)Example of a Curb Extension (Transit Bulb Out)
stops to improve the overall experience for
people using transit. The bulbs provide more
space to wait and easier access to the vehicle
as it arrives.
6. Bike lanes should be painted continuously
as the bike lane passes the curb extension.
The gutter should not extend into the bike
lane.
7. Curb extension radii should be designed to
balance the needs of all users of the roadway
and consider the volume and frequency of
each of the users.
8. The design vehicle for the curb return can
make the turn within their respective lanes.
This design is used for frequent turning
movements at the intersection such as
buses and small delivery vehicles.
9. Curb return radii may be designed to
accommodate larger infrequent vehicles
to turn using opposing lanes based upon
engineering judgment.
52
Resolution N0. 2022-75
Exhibit "A"
7.5 Offset Crosswalks (Z Crossings)
An Offset Crosswalk provides all of the advantages of a median refuge island with the added benefit
of directing pedestrians/bicyclists to look toward oncoming traffic before committing to cross the
second half of the street.
Offset Crosswalk Example
1. The crosswalk offset can be at right angles or
skewed depending available median width
and existing site conditions.
2. The median width should be a minimum
of 10-FT.
3. Design should include a portion of parallel
curbing aligned with the crosswalk to
redirect pedestrians to cross perpendicular
to the roadway.
4. Crossing may include pedestrian scale
fencing to further emphasize the intended
crossing path.
5. The median clear width should be a
minimum of 4-FT, but the preferred width is
the same as the crosswalk.
6. Crossing orientation should direct
pedestrians to face oncoming traffic briefly
to aid in decision when to cross the roadway.
7. If landscaping is used near the crossing, it
should be low growth and the plantings
should not impede available sight distance.
8. Offset crosswalks can be combined with
bulb-outs to further reduce crossing
distances.
Design Guidance
Offset Crosswalk - Mecca, CA
Active Transportation Design Guidelines 53
Resolution N0. 2022-75
Exhibit "A"
7.6 Raised Crosswalks
A raised crosswalk or speed table is a higher section of pavement with a marked crosswalk usually
at sidewalk grade and spans the entire width of the roadway.
Raised intersections have sloped ramps for the vehicles leading and following the flat raised
crosswalk section.
Raised CrosswalkRaised Crosswalk Example
1. The raised portion of the crosswalk is
installed at the same level as the sidewalk
and is typically 10-FT to 15-FT wide allowing
both vehicle wheels to be on the table at the
same time.
2. Raised crosswalk approach grades are a
minimum of 6-FT in length. The raised
crosswalk may be constructed with
contrasting materials such as concrete
or pavers for enhanced visibility of the
crosswalk.
3. The crosswalk should be a high visibility
type and should be supplemented with
regulatory and warning signs in compliance
with CAMUTCD requirements.
4. Use of raised crosswalks should be limited
to non-emergency/transit routes and
low-speed streets.
5. Parking should be restricted (normally 25-FT)
on both sides of the crosswalk to maintain
sight distance for crossing pedestrians and
bicyclists.
6. Impacts to existing drainage patterns must
be considered in the design of the raised
crosswalk.
7. Truncated domes are installed at the edge
of the crosswalk allowing visually impaired
pedestrians to detect the crossing.
8. Raised crosswalks can be combined with
bulb-outs to further reduce crossing
distances.
Design Guidance
54
Resolution N0. 2022-75
Exhibit "A"
7.7 Rectangular Rapid Flash Beacons
Rectangular Rapid Flash Beacons (RRFB) can enhance safety by reducing crashes between vehicles
and pedestrians at unsignalized intersections and mid-block pedestrian crossings by increasing
driver awareness of potential pedestrian conflicts. With solar power and wireless communication,
RRFBs offer low-cost benefits to pedestrian crossings that can be rapidly deployed. Studies have
demonstrated that RRFBs substantially increase yielding rates at crosswalks, in many cases greater
than 90 percent.
1. The RRFB is dark and activates only upon
pedestrian actuation. Pedestrians can
manually activate RRFBs with a push-button
or passively with photo-sensor bollards.
2. Device is installed in conjunction with a
marked crosswalk. High visibility Continental
style is the recommended crosswalk type and
the color is either white or yellow depending
upon proximity to a school. White triangular
yield markings are installed in advance of
the crosswalk.
3. RRFBs should be installed on both sides of
the crosswalk facing each direction of traffic.
If a median is present, the RRFBs should also
be installed within the median on both sides
of the crosswalk.
4. RRFB operation is based upon recommended
crossing times for pedestrians and should
cease after the pedestrian(s) clear the
crosswalk.
5. Parking should be restricted in advance
and beyond the crosswalk based upon
vehicle approach speeds and sight distance
requirements.
6. Installation should include ADA compliant
curb access ramps.
Design Guidance
RECTANGULAR FLASHING BEACON (RRFB) WITH RAISED MEDIAN REFUGE
RECTANGULAR RAPID
FLASHING BEACON (RRFB)
Active Transportation Design Guidelines 55
Resolution N0. 2022-75
Exhibit "A"
7.8 High Intensity Activated Crosswalk/Pedestrian
Hybrid Beacons
A High Intensity Activated Crosswalk (HAWK) signal, also known as a Pedestrian Hybrid Beacon
(PHB), is a traffic control device designed to help pedestrians safely cross busy or higher-speed
roadways at midblock crossings and uncontrolled intersections. This traffic control device is often
used at locations that may not meet traditional pedestrian signal warrants. The PHB head consists
of two red lenses above a single yellow lens. These lenses remain “dark” until a pedestrian desiring
to cross the street pushes the call button to activate the beacon. The signal then initiates a yellow
to red interval consisting of steady and flashing lights that directs motorists to slow and come to a
stop. The pedestrian signal then displays a walk indication to the pedestrian. Once the pedestrian
has crossed the roadway, the hybrid beacon again goes dark.
1. Two overhead signal indications with three
sections (circular yellow centered below two
horizontally aligned circular red) are installed
facing both directions of the major street.
2. Overhead “Crosswalk Stop on Red” signs
(R10-23) are installed to indicate the device is
associated with a pedestrian crossing.
3. Device is installed in conjunction with a
marked crosswalk. High visibility Continental
style is the recommended crosswalk type and
the color is either white or yellow depending
upon proximity to a school. White stop bars
are installed in advance of the crosswalk.
4. The pedestrian signal heads should include
countdown timers.
5. The beacon is pedestrian activated.
Pedestrian push buttons should be
ADA compliant and include countdown
instructional signs.
6. Parking is restricted 100-FT in advance and
at least 20-FT beyond the marked crosswalk.
7. Chapter 4F of the CAMUTCD provides
additional installation details.
Design Guidance
PEDESTRIAN HYBRID BEACON (PHB) WITH RAISED MEDIAN REFUGE
PEDESTRIAN
HYBRID BEACON
(PHB)
56
Resolution N0. 2022-75
Exhibit "A"
8.1 Bicycle Specific Equipment at Traffic Signals
With all new or modified traffic signals, the CAMUTCD requires that bicyclists be detected, unless
the traffic signal is permanently placed in recall or a fixed time operation.
Traffic signal detection should be sensitive enough to detect a variety of bicycle types and include
all potential movements at the intersection.
Bicycle detection technology should provide enough green time so that bicyclists of all abilities can
reach the far side of the intersection past the last conflicting motor vehicle lane (see Chapter 8.2).
Where bicycle loop detectors are not present, cyclists are often forced to wait for a motor vehicle to
trigger the signal phase.
Where motor vehicle traffic is light, cyclists will be forced to wait for an acceptable gap and cross
against a red signal. Providing bicycle detection at intersections adds benefit to motorcycles and
other smaller motorized vehicles that also can go undetected.
In urban and suburban areas, bicycle facilities routinely go through signalized
intersections. It is important to consider the unique operating characteristics of
bicyclists in traffic signal timing and design.
Chapter 8Signalized Intersections
Bicycle Detection Marking Bicycle Push Button
Active Transportation Design Guidelines 57
Resolution N0. 2022-75
Exhibit "A"
Design Guidance
1. Bicycle detection includes the use of
in-ground loops, bicycle push buttons, radar,
video, and microwave technology.
2. When implementing new bicycle
detection technology, consider using
hardware/software that can discriminate
between bicycles and motor vehicles. This
allows special timing for bicycles when
they are present and can be used to adjust
the clearance intervals when bicyclists are
exposed to conflicting vehicular traffic.
3. If in-ground loops are used for bicycle
detection in bike lanes, they should be wired
separate from adjacent general-purpose
lane traffic loops so sensitivity can be
independently adjusted.
4. Consider adding supplemental bike loop
markings showing proper lane position for
bicyclists to be detected. Bicycle detection
may be paired with pole mounted indicators
that illuminate when cyclists waiting at an
intersection have been detected.
5. A standard bicycle should be used to test
and fine tune the bicycle detection after it
is installed.
6. For traffic movements without bicycle
detection, minimum green times should
be set to accommodate bicycle traffic in
accordance with the formula in Chapter 8.2.
7. To maximize separation from other
conflicting motor vehicles, bicycles may
have an independent signal phase and
indications per CAMUTCD requirements.
Typical installations include right turn on red
restrictions when the phase is activated.
8. It is inconvenient for bicyclists to push a
pedestrian button to cross a minor roadway.
Bicycle push buttons may be installed
adjacent to the bike lane, positioned close
to the curb. Buttons should be 2-inch
ADA compliant versions with bicycle specific
signing.
9. Visibility of bicycles is reduced on
multi-lane highways and cyclists are
especially vulnerable during the traffic
signal clearance interval. Consideration
should be given to adding protected
left-turn phasing on the major roadway to
reduce turning movement conflicts.
58
Resolution N0. 2022-75
Exhibit "A"
8.2 Traffic Signal Timing for Bicyclists
Typically, a vehicle-based minimum green time
for a signal phase is between 5 and 15 seconds.
However, bicyclists accelerate at a slower rate
than motor vehicles, and for larger intersections,
these minimums may not allow them to cross
the intersection prior to release of a conflicting
vehicular movement.
The CAMUTCD recommends the following
minimum timing guidance to allow bicyclists
to cross an intersection: “the sum of the
minimum green, plus the yellow change
interval, plus any red clearance interval should
be sufficient to allow a bicyclist riding a bicycle
6-FT long to clear the last conflicting lane at a
speed of 14.7 ft/sec plus an additional effective
start-up time of 6 seconds.”
The following is the general formula and
calculated values.
8.3 Traffic Signal Timing for Pedestrians
Sufficient pedestrian crossing time is crucial
for a well-functioning walking environment.
The CAMUTCD recommends using a walking
speed of 3.5 ft/sec and an initial walk interval of
7 seconds.
In areas where older or disabled pedestrians are
expected, it is recommended that the assumed
walking speed be reduced to 2.8 ft/sec.
The crossing intersection crossing distance is
typically measured from the curb face to the far
side of the traveled way.
This distance can be extended to measure from
curb-to-curb for enhanced benefit. The yellow
and all-red clearance interval can be subtracted
from the required total crossing time. The
following is the basic formula used:
Separate Bicycle Indications at Traffic Signal
Minimum Green +Y+R >= 6 seconds+(W+6) / 14.7 ft/sec
Y = Length of Yellow Interval (sec)
R = Red Clearance Interval (sec)
W = Distance from Limit Line to Far Side of Last Conflicting Lane (ft)
Pedestrian Clearance Interval (sec) = W / 3.5 ft/sec – Y+R
Y = Length of Yellow Interval (sec)
R = Red Clearance Interval (sec)
W = Measured Crossing Curb-to-curb Width (ft)
Active Transportation Design Guidelines 59
Resolution N0. 2022-75
Exhibit "A"
8.4 Pedestrian Signal Operations
Leading Pedestrian Intervals
Pedestrians face increased risk when vehicles
turn through crosswalks and fail to yield. One
opportunity to reduce this conflict is the use
of a Leading Pedestrian Interval (LPI). An LPI
gives pedestrians a head start when entering
the crosswalk by displaying a Walk Indication
ahead of the permissive green interval. The LPI
increases the visibility of crossing pedestrians
and gives them priority within the intersection.
LPIs are particularly effective where both
pedestrian volumes and turning volumes are
high. The duration of the LPI should be at least
3 seconds and may be increased to 7 seconds
allowing pedestrians to cross one full lane of
traffic.
All-way Walk/Pedestrian Scramble
In areas with very high pedestrian volumes,
a pedestrian scramble phase or exclusive
pedestrian phase, provides pedestrians with
exclusive access to a signalized intersection
while vehicular traffic is stopped in all
directions. Pedestrians cross in all directions
including diagonally. Since pedestrians can
cross diagonally, diagonal crosswalks are
painted in the roadway, and a sign is installed at
the crossing indicating that diagonal crossing
is allowed.
Pedestrian Recall
When a pedestrian movement is set in recall
operation, pedestrian crossings are assumed
to occur on every signal cycle, and the signal
should provide sufficient time for pedestrians
to complete the crossing. Pedestrian recall
enhances pedestrian comfort and convenience
over actuated operation. Pedestrian recall
operation is most commonly used in urban
areas that experience significant pedestrian
volumes where crossings occur on most signal
cycles. Pedestrian recall can be programmed
for certain times of the day if the crossing
volumes primarily occur during peak periods. A
best practice for the use of pedestrian recall is
when pedestrians cross on at least 75 percent
of signal cycles for three or more hours per day.
Diagonal Crosswalk
Diagonal Crosswalk
60
Resolution N0. 2022-75
Exhibit "A"
9.1 Designing for Bicycles in Roundabouts
Roundabouts are a safer alternative to traffic signals and all-way stop signs as they eliminate
the vehicle conflict points that lead to the most severe types of intersection crashes. However,
roundabouts can be intimidating and difficult for bicyclists to navigate.
It is important that roundabouts be designed to accommodate bicyclists of all ages and abilities
and provide continuity of the bicycle facility within the network.
1. Utilize single-lane roundabouts when
possible to reduce vehicle speeds,
multi-threat collision scenarios, the number
of conflict points faced by cyclists, and to
reduce crossing distances at crosswalks.
2. Provide an alternate bypass facility that
circulates around the roundabout allowing
bicyclists to exit the roundabout.
3. Reduce the speed of circulating motor
vehicles to less than 25 mph (15 mph is
preferred). Safety within roundabouts is
greatly enhanced when the speed differential
between bicycles and motor vehicles is low.
4. Provide Sharrow markings within the
roundabout to encourage experienced
cyclists to take the lane and encourage
single file circulating vehicle movements.
5. Bike lanes should terminate prior to entering
the roundabout.
6. Adequate sight distance should be provided
at all crossing points. High visibility signing
and markings should be used at crosswalks
to increase drivers yielding to cyclists.
7. When used with protected facilities, it is
preferred that the cyclist path be separate
and continuous around the roundabout
Roundabout with Bicycle Path
Chapter 9Roundabouts
Design Guidance
Active Transportation Design Guidelines 61
Resolution N0. 2022-75
Exhibit "A"
1 CA
R
LENG
TH MIN.
ROUNDABOUT WITH SEPARATE CYCLE TRACK
BIKE LANE ENDS HERE
BICYCLISTS HAVE TWO
OPTIONS:
1. MERGE WITH TRAFFIC
AND CIRCULATE AS VEHICLE
2. MOUNT THE SIDEWALK
AND USE CROSSWALKS
BICYCLE ESCAPE RAMP
ROUNDABOUT WITH BIKE BICYCLE MERGE
62
Resolution N0. 2022-75
Exhibit "A"
10.1 Bicycles in Work Zones
Construction zones pose problems for cyclists as the impacted roadway area is often narrowed, has
uneven pavement surfaces, loose construction material, and operating or stored equipment. These
conditions should be considered, and the contractor and inspector should take necessary steps to
increase the safety of cyclists during the construction.
Chapter 10Construction Zones
1. If the roadway is posted with a speed limit of
35 mph or less, and bicycle facilities cannot
be maintained, consider augmenting the
traffic control plan with “Bicycles May Use
Full Lane” signage.
2. If the same condition is on roadways with
posted speed limits greater than 35 mph, the
traffic control plan should include a signed
detour route of comparable quality specific
for bicycles.
3. If k-rail is used to define the work zone, the
plan should include a temporary bike path
through the work zone, separated from
adjacent motor vehicles as shown in the
images below.
4. If construction plating is used, it should be
recessed and flush with the surrounding
asphalt, slip resistant, and have no seams
between the plates that could trap a bicycle
wheel. The plating should be temporarily
secured and routinely monitored to ensure
no movement due to traffic loading.
5. Special warning signs for bicycles can be used
to advise of modified roadway conditions.
6. Maintain a minimum of 5-FT bicycle lane
width outside of sandbags, signing, and
material storage.
7. Provide transitions for uneven pavement
surfaces when possible, especially when
construction runs parallel or is angled along
the path of the cyclist. If temporary traffic
control will require bicyclists to travel over
rumble strips for an extended period of time,
the pavement indentations should be filled
in to provide a smooth riding surface.
8. Consult Part 6 of the CAMUTCD for traffic
control elements and bicycle specific signing.
Special Considerations
Bicycle Specific Warning Sign Construction Plating
Installed Within a Bike Lane
Temporary Separated Bicycle
Path Behind Barrier
Active Transportation Design Guidelines 63
Resolution N0. 2022-75
Exhibit "A"
10.2 Pedestrians in Work Zones
When contractors are working on or near a sidewalk or walking path as part of a temporary traffic
control (TTC) zone, pedestrians who use that sidewalk or path, including individuals with disabilities,
must be accommodated.
When existing pedestrian facilities are disrupted, closed, or relocated in a TTC zone, the temporary
facilities shall be consistent with the features present in the existing pedestrian facility.
1. Ensure that pedestrians Are protected
from trenches and holes adjacent to the
side-walk/path. Concrete barriers, plastic
channelizing devices, and temporary fencing
can be used to guide pedestrians through
the work area.
2. Sight distance should be maintained for
pedestrians at intersections and crossings.
Work vehicles, equipment, and materials
should be placed to maintain available sight
distance.
3. Access from the sidewalk to existing bus
stops should be maintained. If access to
the bus stop cannot be maintained, then
the stop should be temporarily closed, and
direction should be provided indicating
alternative bus stops.
4. The existing pedestrian walking path must
be clear of mud or dirt, temporary signs,
barriers, construction materials, vehicles,
and construction equipment. Overhead
clearance should be maintained to a
minimum of 7-FT. Available width of the path
should be a minimum of 4-FT.
5. Often a sidewalk or path cannot be
maintained during construction and a
pedestrian detour is required. The temporary
path should be designated with pedestrian
detour signing and channelization well in
advance of the work zone.
6. Part 6 of the CAMUTCD should be consulted
in the development of pedestrian specific
work zone accommodations.
Special Considerations
64
Resolution N0. 2022-75
Exhibit "A"
11.1 Pavement Surfaces
Surface condition and pavement smoothness
are important to bicyclist comfort and control.
Pavement cracks, bumps, and potholes within
the roadway create impediments for people on
bicycles and will often impact route selection.
Poor pavement quality will encourage cyclists
to move away from or completely off the
facility. This reduces bicyclist predictability by
motorists and encourages sharing the lane
with motor vehicles. Pavement defects often
lead to flat tires, expensive wheel damage, and
bicycle crashes.
Proper pavement maintenance is essential for
bicycle facilities to maximize their usage and
improve safety. Particular attention should
be given to areas where pavement meets
concrete. These seams are often raised due to
AC pushing or damaged due to water splashing
from crossgutters. Pavement surfaces that vary
more than 3/8-inches should be grinded down
or repaved to improve the surface ride-ability.
Edges around underground manholes and
utility boxes erode creating an uneven surface
that can cause a bicyclist to lose control and
crash. This becomes increasingly important on
downhill grades where speeds increase.
Typical best practices are to include bicycle
facilities, including off-street trails, in the
regular maintenance cycle and budget, make
pavement defect repairs a higher priority, and
achieve the same pavement quality standard
used for motor vehicles. In addition to routine
pavement maintenance, agencies should create
policies and standards for utility work and other
projects so that pavement cuts are backfilled
in a manner that returns the roadway to the
original pavement condition. Trench repairs
should include the entire bike facility width
to eliminate uneven surfaces and smooth ride
quality. Regular inspection of trench repairs
should be conducted to identify any settling of
modified asphalt.
Lastly, maintenance of the facility should
be considered through the design process.
Agencies should include their maintenance
staff in the planning and design process for the
facility. Often increased or difficult maintenance
can be avoided by addressing potential problem
areas during construction and consideration of
maintenance equipment type and availability.
Whenever possible, bicycle facilities should
be installed in conjunction with resurfacing
projects. This ensures the new bicycle facilities
will be built with a high-quality pavement
condition, reduces or eliminates pavement
scarring from striping modifications, and
achieves quantity of scale as part of the overall
striping cost for the roadway.
The Active Transportation staff should be given
an opportunity to review the paving locations for
potential striping modifications that can modify
or incorporate bike facilities into the project.
Lifted Asphalt in Bike Path Due to Invasive Tree Roots
Chapter 11Maintenance Best Practices
Active Transportation Design Guidelines 65
Resolution N0. 2022-75
Exhibit "A"
11.2 Street Sweeping
An integral part of a well-functioning bicycle
network is providing for regular maintenance
including sweeping of the facilities and
removing any debris. Rocks, sand, and other
debris are pushed into bike lanes by adjacent
vehicle traffic and deposited by adjacent eroding
slopes. Routinely, glass bottles are thrown from
passing motorists and broken within the bike
lanes. Like poor pavement quality, debris and
patches of sand can lead to increased flat tires,
wheel damage, and increased crashes.
Cyclists will often avoid key bike routes, or
simply ride adjacent to them, if they are not
regularly swept.
It is a best practice to sweep bike facilities
bi-monthly or more often in areas prone to
excessive debris or poor drainage.
One important aspect of street sweeping that
is often overlooked is continuity of the bicycle
path through an intersection. Street sweepers,
usually for efficiency, turn the corner when
they approach an intersection rather than go
straight through. This leads to un-swept areas in
the intersection, including bike lanes between
the regular vehicle lanes and large triangular
areas formed by all traffic movements near
the corner. These areas, impacted by motor
vehicles pushing debris outward, are usually full
of nails, glass, tire weights, and rocks. Cyclists
are forced to ride through these areas leading
to additional distraction and weaving as they
avoid the debris.
For protected facilities, constructed width may
not allow for traditional street sweepers to
maintain the facility. Agencies should consider
the purchase of smaller street sweepers to
ensure regular maintenance of the bike way.
These smaller sweepers are also practical for
sweeping sidewalks and other walkways.
Agencies should consider generating exclusive
street sweeping schedules for primary bicycle
routes to address this issue.
Another consideration of a successful
bicycle network is coordinated maintenance
responsibilities across multiple jurisdictions.
Agencies with small portions of the network
should consider contracting with larger
adjacent jurisdictions to ensure frequent and
complete maintenance of the bicycle facilities.
Triangular Shaped Debris Area with an Intersection Mini Street Sweeper
66
Resolution N0. 2022-75
Exhibit "A"
11.3 Landscaping/Weed Abatement
Landscaping can pose on-going maintenance
concerns for bike facilities. Bike lanes are often
partially or fully blocked by overgrown limbs and
bushes. This can generate additional weaving of
cyclists in and out of the bike lane, can strike a
cyclist as they pass, and catch a handlebar and
cause the cyclist to crash.
It is important that landscaping adjacent to bike
paths and lanes be trimmed on a regular basis
and routinely reviewed for overgrown conditions
outside the normal maintenance cycle.
Bike facilities should be field reviewed after
significant wind events to prioritize removal of
any fallen limbs.
Another concern is lifted asphalt due to invasive
tree roots. If not addressed early on, lifted
asphalt sections can pose a risk for cyclists as
they ride over them. This is another area that
can be addressed during the design phase of
the project through a review by the landscape
maintenance staff.
One major concern of cyclists is getting flat
tires while riding. This can pose a challenge for
a cyclist to repair the tire in areas of high traffic
and minimal lighting and can lead to loss of
control of the bicycle.
One of the biggest causes of flat tires is
Tribulus Terrestris, also known as goat’s head or
puncturevine. Puncturevine is a summer annual
weed and it’s commonly found throughout the
region. One of the most undesirable traits of
puncturevine is the dangerous, sharp seedpods
it produces. The small burrs routinely puncture
bicycle tires. Puncturevine located near bicycle
facilities should be eradicated. Puncturevine
plants should be disposed of with normal
rubbish and should not be comingled in green
waste as the plants will continue to replicate
when the seeds are included with mulching.
(Top)
Landscape Debris Blocking Trail
(Bottom)
Tribulus Terrestris - Image Source: UC Weed Science,
ANR Blogs
Active Transportation Design Guidelines 67
Resolution N0. 2022-75
Exhibit "A"
11.4 Recommended Frequency of Maintenance
Ac tivities
Maintenance Activity Frequency
Bikeway sweeping At least 2 times per month
Bikeway / crosswalk pavement inspection
Every 3-6 months; more frequently in areas with
construction activity, perpendicular asphalt /
concrete joints, and / or areas prone to frequent
water runoff / heavy vehicle usage
Overhead tree trimming
Every 1-3 years or as needed to maintain sign
visibility and 8 FT clearance over bike way /
sidewalk
Shoulder plant trimming / weeds / debris
removal
Every 6 months; after significant wind / storm
event
Striping of bike lanes Every 12 months
Sign replacement Every 5 years; more frequently with south facing
signs
Review bike detection operation Every 30-45 days included with routine traffic
signal maintenance
Bikeway pavement slurry seal / replacement Include with regular pavement maintenance
cycles
Temporary facilities / detours with construction Daily during construction
Pavement markings replacement (including
crosswalks)
1-3 years (paint) 3-5 years with thermoplastic;
more frequently in areas prone to frequent
water runoff
Sidewalk panel replacement due to lifting When lifted sidewalk is 3/4-inch or greater
68
Resolution N0. 2022-75
Exhibit "A"
12.1 Bicycle Crossings at Railroad Tracks
Railroad tracks can be a problem for cyclists as they travel over the crossing.
The tracks are often not oriented perpendicular to the roadway, the adjacent asphalt is often raised
due to pushing from heavy loads, and the tracks can be slippery in inclement weather.
Bike Lane Designed to Cross Perpendicular to Railroad Crossing
1. Bike facilities and sidewalks crossing
railroad tracks should be designed to cross
perpendicular to the tracks.
2. The crossing should be upgraded to include
flangeways and concrete/rubber panels, so
the crossing is level and flush with the top
of the rail.
3. Bike facilities that pass under rail crossings
should be protected from falling ballast by
fencing or protective netting.
4. Tracks that have been abandoned should be
removed or paved over to provide a smooth
continuous riding path.
5. Panels used at rail crossings should be flush
against each other so that bicycle wheels
will not be trapped in the seam.
Design Guidance
Bike Lane Designed to Cross Perpendicular to Railroad Crossing
Chapter 12Railroad Considerations
Active Transportation Design Guidelines 69
Resolution N0. 2022-75
Exhibit "A"
This
Page
Intentionally
Left Blank
70
Resolution N0. 2022-75
Exhibit "A"
1. Bus stops should be located near
intersections to reduce mid-block crossings.
Far side stops are preferred to improve
visibility and operations at the intersections.
2. Modern buses are usually equipped with
bicycle racks. Sidewalk should be wider
(8-inches minimum) to improve access
for pedestrians as bicycles are loaded and
unloaded at the front of the bus.
3. Bus stop amenities may include bicycle racks
for short-term parking.
4. Class II bike lanes are normally striped to the
left of the bus stop. They may be dashed and
include green conflict markings to enhance
the presence of bicycle traffic to transit
operators. An alternative design is a floating
bus stop. With this design, the bike facility
is routed to the right and separated from
the bus waiting area. Floating bus stops
reduce conflicts between buses and cyclists.
Additional markings and signs should be
provided at the pedestrian crossing path for
the stop.
5. Separated bikeways should be designed to
go to the right of bus stops with additional
signing and markings to reduce conflicts
between bicycles and entering/existing
bus riders.
6. Major bus stops should include turnouts
to allow transit vehicles to alight without
blocking the bike lane.
7. Asphalt at bus stops tend to degrade over
time due to increased loading from buses.
Damaged and sunken asphalt can generate
water ponding and create an impediment
to bicycle travel. PCC bus pads should be
considered to reduce asphalt buckling
and/or pushing at the bus stop location.
13.1 Bus Stops
Primary bicycle facilities typically align with major transit routes. Bus stops should be placed and
constructed to accommodate bicycles.
Bicycles are often used to make the “last mile” connections to both home and work and should be
included in the design of the transit network.
Conflict Markings at Bus Turnout
Design Guidance
Chapter 13Transit Considerations
Active Transportation Design Guidelines 71
Resolution N0. 2022-75
Exhibit "A"
BOARDING PLATFORM RAMPRAMP
1
MUST AT MINIMUM SPAN FROM
THE FRONT DOOR TO THE REAR
DOOR, AND MAY BE EXTENDED
TO MEET CAPACITY DEMANDS.
2
BOARDING PLATFORM1 BEHIND THE FLOATING BOARDING ISLAND CAN BE
AT STREET GRADE OR MAY BE RAISED. WHERE THE
BIKE LANE CHANGES GRADE, BICYCLE RAMPS
SHOULD NOT EXCEED A 1:8 SLOPE. IF RAISED,
DELINEATE BIKE AND PEDESTRIAN REALMS USING
COLORED PAINT OR PAVING MATERIALS.
2 3 THROUGH BIKE LANE. YIELD TEETH
AND OTHER MARKINGS AND SIGNS
SUCH AS YIELD STENCILS AND BIKES
YIELD TO PEDESTRIANS (MUTCD R9-6)
SIGNS INFORM BICYCLISTS OF THE
REQUIREMENT TO YIELD TO
PEDESTRIANS.
BICYCLE LANE MARK PEDESTRIAN CROSSINGS
3
3
72
Resolution N0. 2022-75
Exhibit "A"
Chapter 14Bicycle Amenities
Features of a Bicycle Friendly Community include amenities conveniently located along
key bicycle routes and at end of trip destinations. These amenities may include quality
bicycle parking, access to showers and lockers, either at worksites or local gyms, repair
stations, plentiful access to clean drinking water, and wayfinding signing.
Active Transportation Design Guidelines 73
Resolution N0. 2022-75
Exhibit "A"
14.1 Short-Term Bicycle Parking
As a bicycle network expands, the need for end of trip amenities increases including bicycle parking.
Bicycle parking is categorized as either short-term or long-term. Short-term parking is used at
shopping centers and similar land uses and can be installed in conjunction with long-term bicycle
parking at train and transit stations, work sites, and schools. Short-term bicycle parking racks provide
support for the bicycle and allow for two or more points of contact for typical U-lock security. Bicycle
parking facilities should be provided at other public destinations, including government buildings,
community centers, and parks. Bicycle parking should be in a safe, secure area and highly visible.
Bicycle parking on sidewalks in commercial areas should be provided and may include decorative
features to match the adjacent businesses. Temporary bike parking can include E-bike charging
stations. Businesses can benefit by offering this amenity to their customers.
1. Bicycle racks should support the frame in
two places which also allows one or both
wheels to be secured.
2. Racks should be installed with enough room
between adjacent parked bicycles.
3. Racks should be installed in areas of good
lighting, as close to the front entrance of
the building it is serving, and if possible, in a
covered area to provide weather protection.
4. Racks should not impede the path of
visually challenged pedestrians and meet
all Americans with Disabilities Act (ADA)
requirements.
5. Standalone staple or inverted U-shaped
racks are preferred.
6. Agencies may consider “decorative” bike
racks that highlight adjacent businesses or
promote overall bicycle program.
Bicycle Parking - Del Mar Community Center
Design Guidance
36” (24” MIN)
60” (48” MIN)
48”(36” MIN)
36”(24” MIN)
48”(36” MIN)
120”
RECOMMENDED
60”72”48”
96”
RECOMMENDED
24” (36” PREFERRED WHEN
ADJACENT TO AUTO PARKING)
WHEN INSTALLING SIDEWALK RACKS,
MAINTAIN THE PEDESTRIAN THROUGH
ZONE. RACKS SHOULD BE PLACED IN LINE
WITH EXISTING SIDEWALK OBSTRUCTIONS
TO MAINTAIN A CLEAR LINE OF TRAVEL FOR
ALL SIDEWALKS USERS.
NOTES
1
SIDEWALK RACKS ADJACENT TO ON-STREET
AUTO PARKING SHOULD BE PLACED
BETWEEN PARKING STALLS TO AVOID
CONFLICTS WITH OPENING CAR DOORS.
2
BUILDING
36” (24” MIN)
60” (48” MIN)
48”(36” MIN)
36”(24” MIN)
48”(36” MIN)
120”
RECOMMENDED
60”72”48”
96”
RECOMMENDED
24” (36” PREFERRED WHEN
ADJACENT TO AUTO PARKING)
WHEN INSTALLING SIDEWALK RACKS,
MAINTAIN THE PEDESTRIAN THROUGH
ZONE. RACKS SHOULD BE PLACED IN LINE
WITH EXISTING SIDEWALK OBSTRUCTIONS
TO MAINTAIN A CLEAR LINE OF TRAVEL FOR
ALL SIDEWALKS USERS.
NOTES
1
SIDEWALK RACKS ADJACENT TO ON-STREET
AUTO PARKING SHOULD BE PLACED
BETWEEN PARKING STALLS TO AVOID
CONFLICTS WITH OPENING CAR DOORS.
2
BUILDING
36” (24” MIN)
60” (48” MIN)
48”(36” MIN)
36”(24” MIN)
48”(36” MIN)
120”
RECOMMENDED
60”72”48”
96”
RECOMMENDED
24” (36” PREFERRED WHEN
ADJACENT TO AUTO PARKING)
WHEN INSTALLING SIDEWALK RACKS,
MAINTAIN THE PEDESTRIAN THROUGH
ZONE. RACKS SHOULD BE PLACED IN LINE
WITH EXISTING SIDEWALK OBSTRUCTIONS
TO MAINTAIN A CLEAR LINE OF TRAVEL FOR
ALL SIDEWALKS USERS.
NOTES
1
SIDEWALK RACKS ADJACENT TO ON-STREET
AUTO PARKING SHOULD BE PLACED
BETWEEN PARKING STALLS TO AVOID
CONFLICTS WITH OPENING CAR DOORS.
2
BUILDING
74
Resolution N0. 2022-75
Exhibit "A"
14.2 Long Term Bicycle Parking
Long-term parking is an end of trip amenity that
provides for the security of bicycles for extended
periods of time. Most long-term parking is
accomplished with bike lockers or designated
bike rooms located inside a building.
Bicyclists are usually more comfortable storing
their bicycles in lockers for long periods because
they offer increased security and protection
from the weather. Lockers can be accessed
with traditional key systems or through
subscription services.
Long-term bicycle parking facilities provide a
valuable incentive to encourage commuting
by bicycle for both students and employees.
Long term parking is also used at train and bus
stations for storing bicycles used for completing
the “last mile” to work or home. Long-term
parking is normally installed in well-lit and
well-traveled areas.
Long-term parking locations can also be
enhanced with bicycle fix it stations, an air
pump, and bicycle part vending machines.
BICYCLE LOCKER BICYCLE LOCKER PLACEMENT
MINIMUM DIMENSIONS: WIDTH (OPENING) 2.5 FEET; HEIGHT 4
FEET; DEPTH 6 FEET.
• 4 FOOT SIDE CLEARANCE AND 6 FOOT END CLEARANCE.
• 7 FOOT MINIMUM DISTANCE BETWEEN FACING LOCKERS.
A
A
Indoor Bicycle Parking Room
Active Transportation Design Guidelines 75
Resolution N0. 2022-75
Exhibit "A"
14.3 Bike Corrals
In commercial areas, demand for bicycle parking can often exceed available sidewalk space. To
accommodate the additional demand, one design solution is the Bicycle Corral.
Bicycle Corrals are a gathering of bike racks installed in a traditional vehicle parking space. The area
of one parking space can provide parking for up to 12 bicycles.
Bike Corrals
1. Bicycles should have a roadway entry width
of 6-FT.
2. Typical dimensions of a Bicycle Corral would
be 8-FT wide and 20-FT to 25-FT long.
3. Bicycle parking can be oriented either
perpendicular to the curb face or at an angle
of 45 or 60 degrees. Racks should be installed
3-FT apart and 30-inches from the curb face.
4. Location of a Bicycle Corral should be as
close to an entrance and near multiple
commercial destinations such as coffee
shops and outdoor cafes.
5. The boundary area for the Bicycle Corral
parking should be designated with markings
and delineators such as bollards, planters,
short metal fencing, or parking bumpers.
6. Bicycle Corrals can be installed in conjunction
with a curb extension to provide an enhanced
buffer from adjacent street traffic.
7. Bicycle Corrals must be cleaned by hand as
a street sweeper will not be able to access
the area.
8. A practical application of Bike Corrals is their
installation in conjunction with outdoor
dining decks/parklets. The Bike Corral
substantially expands the parking capability
for the restaurant using minimal space.
Design Guidance
76
Resolution N0. 2022-75
Exhibit "A"
14.4 Water Bottle Filling Stations
Access to free drinking water is an essential component of any bicycle network. Standard drinking
fountains found in public places often lack the flow to quickly fill a typical water bottle or hydration
pack bladder.
Agencies are augmenting their parks and other public places by adding water bottle filling stations
to work with all types of water bottles and hydration bladders.
These stations provide great community benefit by not only adding improved access to drinking
water but also help eliminate plastic bottle waste.
1. Water bottle filling stations should be added
to trailheads, parks, and other public places
along the route.
2. The stations can be stand alone for bottle
specific or be combined with regular
drinking fountains as a community amenity.
3. Area around the filling station should
be concrete and meet standard ADA
requirements.
Design Guidance
Water Bottle Filing Station Included with Standard
Drinking Fountain - CV Link
Active Transportation Design Guidelines 77
Resolution N0. 2022-75
Exhibit "A"
1. Wayfinding signing may include
mile-markers, route identification, key
destinations, and informational kiosks.
Destinations should be limited to three per
pole.
2. Signs should be placed conspicuously along
each route providing confirmation to the
cyclist that they remain on route.
3. The signage should include turn signs
indicating where a bike route turns from one
street to another. Sign text should be large
enough to be read by passing cyclists, usually
with a minimum text height of 2-inch, FHWA
2000 C Series font.
4. The CAMUTCD defines standards for these
route network signs.
5. Signs are placed at decision points along
bicycle routes typically at key locations
leading to and along bicycle routes and at
the intersection of two or more bikeways.
6. Typical sign placement is approximately
every 1/2 mile on off-street facilities and
every 500-FT to 1,000-FT along on-street
bicycle facilities.
7. Pavement markings can supplement the
signing to confirm a bicyclist is on a route.
14.5 Wayfinding Signs
Wayfinding signage is an important part of the bicycle network. Implementing a well-planned and
attractive system of signage can greatly enhance bikeway facilities.
The opportunity for people on bikes to navigate to key destinations is typically by street names,
monuments, and other cues.
Wayfinding signs along key routes typically indicate direction of travel and the distance/travel time
to destinations. The use of wayfinding signing helps people on bikes to become familiar with the
bicycle network, make decisions on travel time, and decrease anxiety about remaining on course.
Signage can also assist users to navigate toward major bikeways, transit hubs, or other recreational
trails. Wayfinding signing can help bicyclists avoid difficult and undesirable road scenarios, like
steep terrain, busy intersections, and major highway crossings.
Wayfinding Signage
Design Guidance
78
Resolution N0. 2022-75
Exhibit "A"
14.6 Stairway Bicycle Ramps
A bicycle stairway channel, also known as a “runnel,”
can often been seen at transit stations and other
public stairways adjacent to bicycle infrastructure.
The ramps are straight and usually adjacent to
a stairway on both sides so people can go up and
down without having to lift and carry their bikes.
These bicycle ramps are particular helpful for
E-Bikes which are heavier than traditional bicycles.
Independent metal ramps can be installed to provide
for additional separation of handlebars and stairway
handrails. Although bicycle ramps enhance access,
they should not be considered part of a major bike
route.
14.7 Bicycle Repair Stations
Bicycle Repair Stations provide an opportunity for
riders to make minor adjustments to their bicycle
including changing a tire, adjusting brakes and
derailleurs, and other repairs. The stations feature an
air pump, tools, and a mount so riders can securely
hang a bike.
The stations are typically installed in secure parking
areas, at trailheads, and other locations of high
bicycling activity. Stations should be located with
enough area to hang and work on the bike and not
impede surrounding pedestrian traffic. The location
should be highly visible and include adequate
lighting to reduce vandalism and allow repairs to be
made during night time conditions.
Stair way / Channel
Bicycle Repair Station
Active Transportation Design Guidelines 79
Resolution N0. 2022-75
Exhibit "A"
This
Page
Intentionally
Left Blank
80
Resolution N0. 2022-75
Exhibit "A"
Information graphic on building a Bicycle Friendly Community
More information is available at bikeleague.org/content/communities
15.1 Bicycle Friendly Communities
Bicycle Friendly Communities improve public
health and air quality, reduce traffic congestion,
and improve the quality of life for their
residents. The League of American Bicyclists
ranks Bicycle Friendly Communities through a
self-application process that occurs two times a
year. Agencies can use these rankings to judge
how they compare in terms of infrastructure
and applied best practices.
The rankings consider the 5 “E”‘s (Engineering,
Education, Encouragement, Enforcement, and
Evaluation/Planning).
Most notable qualities of Bicycle Friendly
Communities from an engineering
perspective are:
1. Using standards that meet or exceed
national guidance.
2. Creating a safe, well-maintained, and
connected network.
3. Developing bicycle facilities, including
intersections, that best fit the
context of the roadway corridor and
surrounding community.
The figure below shows the steps that agencies
can use to build a Bicycle Friendly Community.
Chapter 15Bicycle Friendly Communities
Active Transportation Design Guidelines 81
Resolution N0. 2022-75
Exhibit "A"
This
Page
Intentionally
Left Blank
82
Resolution N0. 2022-75
Exhibit "A"
Chapter 16Example Projects
Crossley Road - Road Diet
City of Palm Springs
Crossley Road is a designated Secondary
Highway per the City’s General Plan Circulation
Element. Typical right of way is 88-FT with a
curb-to-curb width of 64-FT. In 2016, as part
of the Palm Springs Bicycle Route Plan, the
City identified the roadway segment from
Ramon Road to 34th Avenue for a potential
“Road Diet.” The modification provides for
one through travel lane in each direction, a
two-way left turn lane, parking on both sides,
and Buffered Class II Bike Lanes.
Road Diets are usually successful on roads
carrying fewer than 15,000 vehicles per day.
Road Diets can be implemented successfully
on roadways that carry higher volumes.
However, further peak hour analysis and
impacts to existing intersection traffic control
should be reviewed. Existing volumes on
Crossley Road are approximately 8,400 ADT
and 2035 projected volumes are less than
11,000 ADT. Crossley Road is an ideal candidate
for a Road Diet, allowing space reallocation for
parking and active transportation uses.
Active Transportation Design Guidelines 83
Resolution N0. 2022-75
Exhibit "A"
La Quinta Village – Complete Streets Project
City of La Quinta
As part of an Active Transportation Program
grant, the City of La Quinta Complete Streets
project in the Village and Cove area constructed
five roundabouts, buffered bike lanes / golf
cart path, high visibility mid-block crossings,
and implemented road diets on Calle Tampico,
Calle Sinaloa, and Eisenhower Drive.
Per the City’s General Plan Circulation
Element, the three roadways are designated
as Primary Arterials with 108-FT of
right-of-way, curb-to-curb width of 78-FT,
and a raised center median. Traffic volumes
on the roadways averaged between 12,000 to
16,000 ADT. With the higher traffic volumes,
the roundabouts provided for continuous
traffic flows thereby avoiding traffic signal
modifications and intersection widening to
maintain Level of Service.
Project cost was approximately $13.5 million
and substantially improved safety and
mobility for pedestrians, bicyclists, and golf
carts traveling to Civic Center Park, Old
Town La Quinta, and Benjamin Franklin
Elementary School.
84
Resolution N0. 2022-75
Exhibit "A"
Downtown Palm Canyon Drive Corridor Project
City of Palm Springs
This project provided for pedestrian and
bicycle safety enhancements at eleven
signalized Intersections along the Downtown
Palm Canyon Drive Corridor. Palm Canyon Drive
is a main commercial corridor and is designated
as a Major Thoroughfare (4-Lane divided) with
88-FT of right of way and a curb-to-curb width
of 64-FT. Traffic volumes range from 8,000 to
13,000 ADT.
The project provided for curb extensions,
Leading Pedestrian Intervals (LPI), protected
left-turn signal phasing, green backed shared
lane markings (sharrows), countdown timers,
Accessible Pedestrian Signals (APS), high
visibility Continental style crosswalks, all-way
pedestrian scramble crosswalks, and reduced
travel lanes.
Th project, at a cost of approximately $2 million,
greatly enhanced active transportation safety
and mobility throughout the corridor with
increased pedestrian visibility at intersections,
less vehicle and pedestrian conflicts, shorter
pedestrian crossing distances, reduced
roadway speeds, enhanced visibility of
cyclists, and improved access for visually
challenged walkers.
Active Transportation Design Guidelines 85
Resolution N0. 2022-75
Exhibit "A"