(A) Bike lanes.
(1) General.
(a) Bike lanes are appropriate on busy thoroughfares, and are marked to call attention to the presence of bicyclists. They encourage more predictable cyclist behavior and differentiate an area on the street where bicycles have priority.
(b) Typical bike lanes range from five to seven feet wide. A bike lane’s usable width is normally measured from the curb face to the center of the lane stripe, although adjustments should be made for drainage grates and longitudinal joints between the street pavement and the curb gutter pan. ODOTs standard as defined by the Oregon Bicycle and Pedestrian Plan for a bike lane is six feet. Five feet is an appropriate width if the lane is against a curb or adjacent to a parking lane. A four-and-a-half foot lane can be acceptable in severely strained conditions. Four-foot bike lanes are acceptable only on uncurbed shoulders. If parking is permitted on a street, bike lanes should be placed between the parking lanes (as much as seven feet wide) may be desirable in areas with high vehicle parking turnover, considerable bicycle use or substantial automobile traffic.
(c) Joseph’s TSP recommends five- to six-foot wide bike lanes on arterial streets, while ODOT requires six-foot wide bike lanes on state highways. This plan recommends a six-foot bike lane width standard for Arterials in addition to five-foot wide bike lanes on collectors in the city.
(d) Oregon Administrative Rules require bike lanes to be striped with an eight-inch solid white line to increase the visual separation between the vehicle lane and bike lane, as shown herein. A four-inch solid white line may also be striped between the bike lane and adjacent on-street parking to encourage parking closer to the curb and to provide additional separation from motor vehicles. Bike lanes should also be marked with stencils and directional arrows. The Oregon Bicycle and Pedestrian Plan recommends placing stencils after most intersections to alert motorists and cyclists of the exclusive nature of bike lanes. For long street segments with few intersections, the appropriate frequency of stencils is calculated by multiplying the street’s design speed by 40. For instance, stencils should be placed every 1,400 feet on streets with a 35 mph design speed.
(2) Addressing drainage grates and other obstacles. Bike lanes should be provided with adequate drainage to prevent ponding, washouts, debris accumulation and other potentially hazardous situations for cyclists. Drainage grates should be bicycle-safe, as shown herein. When an immediate replacement of an incompatible grate is not possible, a temporary correction of welding thin metal straps across the grates perpendicular to the drainage slots (four to six inches apart, center-to-center spacing) should be considered. Bike lanes should also include a smooth riding surface, and utility covers should be adjusted flush with the street surface. Furthermore, raised pavement markings (e.g., reflectors and truncated domes) can cause steering difficulties for bicyclists, and should not be used to delineate bike lanes.
(B) Shoulder bikeways. Shoulder bikeways serve bicyclists and pedestrians in less-developed and rural areas, and typically consist of a wide paved shoulder separated from vehicle traffic through striping treatments. The Oregon Bicycle and Pedestrian Plan recommends a six-foot wide paved shoulder on each side of the roadway, allowing a cyclist to ride far enough from the pavement edge to avoid debris, yet far enough from passing motorists to avoid conflicts. The Oregon Bicycle and Pedestrian Plan also recommends that gravel driveways approaching the road be paved at least 15 feet from the roadway to prevent gravel from spilling onto roadway shoulders.
(C) Shared roadways. Typically the most common type of bikeway, shared roadways are streets with relatively low traffic volumes and posted speeds enabling cyclists and motorists to share the same travel lanes. These streets usually have two travel lanes with or without adjacent on-street parking. Additional treatments, described below, vary by street.
(1) General. Shared lane markings (also known as “sharrows”) are high-visibility pavement markings that help position bicyclists within the travel lane. These markings are often used on streets where dedicated bike lanes are desirable but are not possible due to physical or other constraints. Sharrows are placed strategically in the travel lane to alert motorists of bicycle traffic, while also encouraging cyclists to ride at an appropriate distance from the “door zone” of adjacent parked cars. On streets too narrow to accommodate a bicycle and car side-by-side, sharrows encourage cyclists to ride in a straight line so their movements are predictable to motorists who may want to pass them. They also reduce the incidence of wrong-way riding by indicating the appropriate direction of travel.
(2) MUTCD guidelines.
(a) The Draft 2009 MUTCD provides guidance on the use and placement of shared lane markings. Sharrows are not appropriate on streets with bike lanes, on shoulders, or on roadways with posted speed limits over 35 mph. Markings should be placed in a linear pattern along a corridor (typically every 100 to 200 feet, with a maximum of 250 feet) at a minimum of 11 feet from the face of curb. If the street does not have on-street parking, sharrows should be placed at least four feet from the face of the curb (or roadway edge if a curb does not exist).
(b) These pavement markings have been successfully used in many small and large communities throughout the U.S. Sharrow markings made of thermoplastic tend to last longer than traditional paint.
(3) Bicycle boulevards. Bicycle routes that incorporate treatments to accommodate cyclists are often called “bicycle boulevards”. Bicycle boulevards are developed through a combination of traffic calming measures and other streetscape treatments, and are intended to slow vehicle traffic while facilitating safe and convenient bicycle travel. Appropriate treatments depend on several factors including traffic volumes, vehicle and bicycle circulation patterns, street connectivity, street width, physical constraints and other parameters.
(4) Bicycle boulevard application levels.
(a) This section describes various treatments commonly used for developing bicycle boulevards. The treatments have been divided into five main “application levels” based on their level of physical intensity, with Level 1 representing the least physically-intensive treatments that could be implemented at relatively low cost. Identifying appropriate application levels for individual bicycle boulevard corridors provides a starting point for selecting appropriate site-specific improvements. The five bicycle boulevard application levels include the following:
1. Level 1: Signage;
2. Level 2: Pavement markings;
3. Level 3: Intersection treatments;
4. Level 4: Traffic calming; and
5. Level 5: Traffic diversion.
(b) It should be noted that some applications may be appropriate on some streets while inappropriate on others. In other words, it may not be appropriate or necessary to implement all “Level 2” applications on a Level 2 street. Furthermore, several treatments could fall within multiple categories as they achieve multiple goals. To identify and develop specific treatments for each bicycle boulevard, the city should involve the bicycling community, neighborhood groups and the Public Works Department. Further analysis and engineering work may also be necessary to determine the feasibility of some applications.
(c) The following sections describe the five bicycle boulevard application levels and associated treatments.
1. Level 1. Signage. Bikeway signage is a relatively cost-effective treatment that can improve the bicycling environment along the city’s bicycle boulevard system. Described below, signage can serve both wayfinding and safety purposes.
a. Wayfinding signs. Bicycle wayfinding signs should be installed along the city’s bicycle boulevards and other cycling routes.
b. MUTCD Guidelines. There are no standards prescribed for wayfinding or guide signs in the current MUTCD. However, there are several sections that do address wayfinding signage along bicycle routes.
i. Section 9B.20 Bicycle Route Guide Signs provides the following guidance: “Bicycle Route Guide (D11-1) signs may be provided along designated bicycle routes to inform bicyclists of bicycle route direction changes and to confirm route direction, distance, and destination. If used, Bicycle Route Guide signs may be repeated at regular intervals so that bicyclists entering from side streets will have an opportunity to know that they are on a bicycle route.”
ii. Section 9B.21 Bicycle Route Signs provides the option of establishing a unique identification (route designation) for a state or local bicycle route using the Bicycle Route (Ml-8) sign. The guidance is to establish continuous routing for bicycle routes.
iii. Section 9B.22 Bicycle Route Sign Auxiliary Plaques provides the option of mounting destination (D1-1b) signs or directional arrow signs (M7-1 through M7-7) below the Bicycle Route Guide sign to furnish additional information.
d. Optional signage design. The City of Portland has found great success in using a slightly different bicycle route sign than identified in the MUTCD, shown in Figure 5-16. The City of Portland sign differs in three primary ways:
i. It incorporates the Bicycle Route Guide Sign, the Destination Arrow and the Directional Arrow signs all on one sign;
ii. It provides for the inclusion of multiple destinations on one sign; and
iii. It includes riding time to destinations as well as distances.
e. Warning signs. On Bicycle Boulevards with higher vehicle and bicycle volumes, the city should also consider installing additional warning signs advising motorists to the presence of cyclists. This signage would also be effective in other areas with higher numbers of bicycle trips.
f. MUTCD Guidelines.
i. Section 9B. 17 Bicycle Surface Condition Warning Sign notes that a bicycle surface condition warning sign (W8-10) alerts the road user to unexpected entries into the roadway by bicyclists and other crossing activities that might cause conflicts, such as bumps, dips and pavement ending. As an option, a supplemental plaque with the legend AHEAD or XXX FEET may be used with the bicycle warning sign.
ii. Section 9B.18 Bicycle Warning and Combined Bicycle/Pedestrian Signs allows for signage that “alerts the road user to unexpected entries onto the roadway by bicyclists and other crossing activities that might cause conflicts”. This should be supplemented with a downward pointing arrow plaque indicating the location of the crossing.
iii. Section 9B.19 Other Bicycle Warning Signs provides the option to install warning signs such as PATH NARROWS Warning Sign (W11-1) with (W5-4a) and Hill (W7-5) on bicycle facilities to warn supplemental plaque (W16-1) bicyclists of conditions not readily apparent. In addition, in situations where there is a need to warn motorists to watch for bicyclists traveling along the highway, the SHARE THE ROAD (W16-1) plaque may be used in conjunction with the W11-1.
2. Level 2: Pavement Markings. A variety of pavement marking techniques can effectively improve bicycling conditions along bicycle boulevards.
a. On-street parking delineation. Delineating on-street parking through paint or other materials clearly indicates where a vehicle should be parked, and can discourage motorists from parking their vehicles too far into the adjacent travel lane. This helps cyclists by maintaining a wide enough space to safely share a travel lane with moving vehicles while minimizing the need to swerve farther into the travel lane to maneuver around parked cars. In addition to benefitting cyclists, delineated parking spaces also promote the efficient use of on-street parking by maximizing the number of spaces in high-demand areas.
b. Directional pavement markings MUTCD guidelines.
i. The MUTCD currently provides no guidance on the use of directional pavement markings for bicyclists, although Section 9C.01 Function of Markings provides this general support: “Markings indicate the separation of the lanes for road users, assist the bicyclist by indicating assigned travel paths, indicate correct position for traffic control signal actuation, and provide advance information for turning and crossing maneuvers.”
ii. Directional pavement markings effectively lead cyclists along a bicycle boulevard (and reinforce cyclists that they are on a designated route). The markings take the form of small bicycle symbols (about one foot in diameter) placed every 600 to 800 feet along a linear corridor, shown herein. When a bicycle boulevard travels along several streets (with multiple turns at intersections), additional markings accompanied by directional arrows are provided to guide cyclists through turns and other complex routing areas. Directional pavement markings also visually cue motorists that they are traveling along a bicycle route and should exercise caution.
3. Level 3. Intersection Treatments. Described below, a variety of intersection treatments can be used to safely and conveniently facilitate bicycle travel on bicycle boulevards.
a. Stop sign placement. Placing stop signs on cross-streets approaching a bicycle boulevard can facilitate convenient thru bicycle travel. A reduced number of stop signs on a designated bicycle route enables riders to maintain their momentum and exert less energy with fewer “stops and starts”. This treatment should be used judiciously to minimize the potential for increasing vehicle speeds on the bicycle boulevard. Additionally, appropriate traffic-control measures should be used where bicycle boulevards intersect major streets.
b. Half signals. Bicycle boulevards often follow lower-volume side streets that provide minimal or no bicycle/pedestrian treatments to cross major roadways. In situations where there are few “crossable” gaps and where vehicles on the major street do not stop for pedestrians and cyclists waiting to cross, “half signals” (described earlier) could be installed to improve the crossing environment. Half signals include pedestrian and bicycle activation buttons and may also include bicycle loop detectors on the bicycle boulevard approach. Many of these models have been used successfully for years overseas and their use in the United States has increased dramatically over the last decade.
c. Curb extensions. Curb extensions slow vehicle traffic by creating a visual “pinch point” for approaching motorists. Typically constructed within the on-street parking lane, these devices can calm vehicle traffic passing through or turning at an intersection. Curb extensions also benefit cyclists and pedestrians on cross-streets by reducing the crossing distance within the roadway. Curb extensions should be designed with sufficient radii to accommodate the turning movements of snowplows, school buses and emergency vehicles.
d. Medians/refuge islands. Medians are elevated or delineated islands that break up non-motorized street crossings into multiple segments. Where bicycle boulevards cross major streets at unsignalized intersections, medians can be used to simplify bicyclist and pedestrian crossings on the major street. Appropriate signage should be installed on the major street to warn motorists of bicyclist/pedestrian crossings. Additionally, vegetation within the median should be low to maintain adequate sight distances for both motorists and bicyclists/pedestrians. Medians can also be used along the bicycle boulevard to create a visual pinch point for motorists as well as to accommodate mid-block bicycle/pedestrian crossings.
4. Level 4: Traffic Calming. Traffic calming treatments on Bicycle Boulevards improve the bicycling environment by reducing vehicle speeds to the point where they generally match cyclists’ operating speeds, enabling motorists and cyclists to safely co-exist on the same facility. Specific traffic calming treatments are described below.
a. Chicanes. Chicanes are a series of raised or delineated curb extensions on alternating sides of a street forming an S-shaped curb, which reduce vehicle speeds through narrowed travel lanes. Chicanes can also be achieved by establishing on-street parking on alternate sides of the street. These treatments are most effective on streets with narrower cross-sections. Chicane installations should include a vertical element as a visibility aid for snowplows.
b. Mini traffic circles. Mini traffic circles are raised or delineated islands placed at intersections, reducing vehicle speeds through tighter turning radii and narrowed vehicle travel lanes. These devices can effectively slow vehicle traffic while facilitating all turning movements at an intersection. Mini traffic circles can also include a paved apron to accommodate the turning radii of larger vehicles like fire trucks or school buses.
c. Speed humps.
i. Speed humps are rounded raised areas of the pavement requiring approaching motor vehicles to reduce speed. These devices also discourage thru vehicle travel on a street when a parallel alternate route exists.
ii. Speed humps are generally 12 to 22 feet long and three to four inches high. There are four speed hump shapes - sinusoidal, circular, parabolic and flat-topped - which differ in the shape of their slope. The sinusoidal shaped are much smoother to drive over at the intended speed, and are also more friendly to bicyclists. (Many older speed humps are of the parabolic shape, which provides a more pronounced bump when driving over them.) Sinusoidal speed hump design should be used in snowy areas as they are compatible with snow removal operations.
5. Level 5: Traffic Diversion. Traffic diversion treatments maintain thru bicycle travel on a street while physically restricting thru vehicle traffic. These treatments direct thru vehicle traffic onto parallel higher-order streets while accommodating bicyclists and local vehicle traffic on the Bicycle Boulevard. Traffic diversion is most effective when the higher-order streets can sufficiently accommodate the diverted traffic associated with these treatments.
a. Choker entrances.
i. Choker entrances are intersection curb extensions or raised islands allowing full bicycle passage while restricting vehicle access to and from a bicycle boulevard.
ii. When they approach a choker entrance at a cross-street, motorists on the bicycle boulevard must turn onto the cross-street while cyclists may continue forward.
iii. These devices can be designed to permit some vehicle turning movements from a cross-street onto the bicycle boulevard while restricting other movements.
b. Traffic diverters.
i. Similar to choker entrances, traffic diverters are raised features directing vehicle traffic off the bicycle boulevard while permitting thru bicycle travel.
ii. Two examples of traffic diverters are shown herein.
(Ord. passed 6- -2009)