Design Guidelines

for Bikeways
Design Guidelines
for Bikeways
TRANSPORTATION, OPERATIONS &
ENVIRONMENT DIVISION December 1999
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1ab|o of 0onIonIc
Page No.
CHAPTER DHE
1.0 INTRODUCTION 1
CHAPTER TWD
2.0 CLASSIFICATION OF BIKEWAYS 2
2.1 Shared Roadway 2
2.1.1 Wide Outside Lane 2
2.1.2 Bicycle Boulevard 2
2.2 Shoulder Bikeway 2
2.3 Bicycle Lane 2
2.3.1 Bus/Bicycle Lane 5
2.3.2 Contra-flow Bicycle Lane 5
2.4 Multi-use Path 5
2.5 Bikeway Type Selection Criteria 5
CHAPTER THREE
3.0 ALIGNMENT ELEMENTS 6
3.1 Design Vehicle 6
3.2 Design Speed 7
3.3 Stopping Sight Distance 7
3.4 Horizontal Alignment 8
3.5 Vertical Alignment 8
CHAPTER FDUR
4.0 CROSS-SECTION ELEMENTS 10
4.1 Lane Widths 10
4.2 Horizontal/Vertical Clearances 12
4.3 Cross Slope 12
CHAPTER FlVE
5.0 INTERSECTION TREATMENTS 13
5.1 Intersection with Bicycle Lanes 13
5.2 Path Crossings 13
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CHAPTER SlX
6.0 DESIGN DETAILS 14
6.1 Pavement Surfaces 14
6.2 Drainage Grates/Manhole Covers 14
6.3 Railway/Streetcar Tracks 15
6.4 Delineators 15
6.5 Bikeway Ramps/Curb Cuts 15
6.6 Bollards and Gates 15
6.7 Fences 16
6.8 Staircases 16
6.9 Detours 17
6.10 Lighting 17
6.11 Landscaping 17
6.12 Rest Areas 17
6.13 Parking 17
CHAPTER SEVEH
7.0 TRAFFIC CONTROL DEVICES 18
7.1 Signing and Marking 18
7.2 Traffic Signals 22
REFEREHCES 23
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F|guroc & 1ab|oc
LlST DF FlGURES
1. Types of Bikeways 3
2. Typical Bicycle Boulevard 4
3. Design Vehicle 6
4. Bicycle Friendly Stairs 16
5. Standard Bike Route Symbol 18
6. Destination Information Signs 18
7. Special Information Signs 19
8. Share the Path Sign 19
9. Bike Lane (Combined Through/Right Turns) 20
10. Jug Handle Intersection 20
11. Contra-Flow Bicycle Lane 21
12. Bicycle Lane at Diverging Ramp Facility 21
13. Interchange with Jug Handle Path for Right Turns 22
14. Shared Lane Pavement Marking 22
LlST DF TABLES
1. Bikeway Type Criteria 5
2. Stopping Sight Distances for Down Grades 7
3. Minimum Radii for Paved Bikeways 8
4. Lateral Clearances for Stopping Sight Distance 9
5. Bikeway Widths 10
6. Horizontal & Vertical Clearances 12
7. Minimum Sight Distance for Path Crossings 13
8. Typical Pavement Designs 14
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4.D. 1A?ROOOC?1OA
In 1993, Regional Council adopted the Vision 2020 reports as a guide for future planning
in the Region. Since then, policy changes have been incorporated in the Regions Official
Plan and in the Regional Transportation Review report. The new policies aim at, among
others, a more balanced transportation system with greater emphasis on transit, cycling and
walking. Initiatives taken to encourage cycling include the construction of on-street and off-
street bikeways.
The purpose of this guide is to present recommended guidelines for the uniform design of
bikeways throughout the Region. The guide has adopted basic bikeway guidelines,
recommended by the Transportation Association of Canada, Ontario Ministry of
Transportation and other agencies, modified to suit local circumstances. These publications
contain bikeway design guidelines. The guide contains a list of references for more detailed
information.
The information contained in this guide is to be used carefully. As in engineering design for
motor vehicles, good engineering judgement will still be required in the design of specific
bikeway projects.
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2.0 CLASSlFlCATlDH DF BlKEWAYS
Bicycles are vehicles under the Ontario Highway Traffic Act; they can be ridden on all streets
and highways except for freeways. Therefore, on-street bikeways must be designed to allow
cyclists to ride in a manner consistent with motor vehicle operation. There are three basic
types of bikeways: shared roadways with or without wider curb lanes or shoulders, bicycle
lanes and multi-use paths (see Fig. 1).
2.4 Borod Roodwoy
Cyclists and motorists share the same travel lanes. Motorists usually cross over into the
adjacent lanes to pass. Some shared roadways are signed bicycle routes as they are
preferred routes and provide continuity with other bikeways. Treatments enhancing road
sharing are:
2.4.4 WIdo ou1sIdo Iono
A wide outside lane allows a motorist and cyclist to operate adjacent to one another.
2.4.2 Povod BouIdor
A smooth paved shoulder provide a suitable area for cycling, with few conflicts with faster
moving motor vehicle traffic.
2.4.S BIcycIo BouIovord
Modification of the operation of local streets to function as a through street for bicycles,
while maintaining local access for motor vehicles. Traffic calming devices control traffic
speeds and discourage through trips by motor vehicles. Traffic control devices reduce
potential conflicts and give priority to through bicycle traffic. Figure 2 illustrates a typical
bicycle boulevard.
2.2 BIcycIo Iono
A bicycle lane is a portion of the roadway or shoulder which is designated by signing,
pavement markings and/or physical barriers. Even though only bicycles are permitted within
these lanes, motor vehicles are allowed to cross into the lanes when performing turning
movements. Two special types of bicycle lanes are Bus/Bicycle lanes and Contra-Flow
bicycle lanes.
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Figure 1: Types of Bikeways
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M oto r Veh ic le Tr av el Lanes
M oto r Veh ic le Tr av el Lanes
Road way
Shoul der
Bi ke Lane Par ki ng Lane
Shoul der
Bi keway
Bi ke Lane
SHARED ROADWAY WITH SHO ULDERS
BI CYCLE LANE
SHARED ROADWAY WITH WI DE CURB LANES
Tr avel led Lan e Cu rb / Boul evar d Ar ea
MULTI-USE PATH
M oto r Veh ic le Tr av el Lanes Sep ar ati o n Shoul der or
Tr affi c Lane
Shoul der or
Tr affi c Lane
Bi ke Path Bi ke Path
SHA RED
USE
Tr avel led Lan e Par ki ng Lane Cu rb / Boul evar d Ar ea
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Figure 2: Typical Bicycle Boulevard
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Turni ng stop signs to
favour through movement
on bi ke boulevard.
One-way choker prohibits
motor vehicle traffi c from
enteri ng bike boul evard
Cycli st
activates
si gnal by
pushbutton
Traffic signal allows
bi kes to cross art erial
Traffic circl e acts as a
traffic calmi ng device
Median openi ng all ows
bi cycli sts to cross arterial
Raised median prevents
motor vehicle traffi c from
cutting through
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2.S.4 Bus/BIcycIo Iono
In recent years, the use of High Occupancy Vehicle (HOV) lanes has increased. These
lanes are also useful for bicycles in low traffic volume conditions. No HOV lanes currently
exist in the Region of Hamilton-Wentworth.
2.S.2 Con1ro-IIow BIcycIo Iono
To provide a critical connection in a cycling network, a contra-flow bicycle lane is
sometimes installed in the opposite direction of the motor vehicle flow on a one-way street.
The contra-flow bicycle lane should be clear of any stopped or parked vehicles.
2.# muI1I-Oso Po1
A multi-use path is physically separated from the travel portion of a roadway by an open
space, barrier or separate right-of-way. Paths can be designated for cyclists only, but most
paths are multi-use paths available to other users including pedestrians, in-line skaters and
joggers.
2.S BIRowoy ?ypo BoIoc1Ion CrI1orIo
The selection of the type of bikeway is related to four factors: motor vehicle traffic volume
(AADT per lane), average motor vehicle operating speed (km/hour), traffic mix (number of
heavy vehicles per hour) and the presence of on-street parking. Table 1 illustrates the type
of bikeway by traffic volume and speed. The affect of the presence of heavy vehicles and
on-street parking should be considered prior to the final selection of the bikeway. The
information was derived from Reference 7 and modified to account for local experience.
Table 1: Bikeway Type Oriteria
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<3, 000 3,000 - 5,000 >5, 000
<30 SL WCL N/A
30 - 50 WCL WCL or BL WCL or BL
50 - 70 WCL or BL BL BL
>70 N/A BL BL or MP
Notes
* for all rural secti ons, use paved shoulders
* wher e WCL or BL, sel ect BL if high truck % and/or parki ng
Average Motor
Vehicle Operating
Speed (km/h)
AADT (per lane)
SL = Shared Use Lane WCL = Wide Curb Lane BL = Bike Lane
MP = Multi -Use Path N/ A = Not Applicable AADT = Annual Average Daily Traffic
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3.0 ALlGHMEHT ELEMEHTS
S.4 OosIgn 1oIcIo
To ensure the safety and comfort of cyclists, it is important to take into account typical
bicycle dimensions. Figure 3 illustrates the design vehicle. The recommended dimensions
are as follows:
The widest part of a bicycle is its handlebars. The average width of a set of handle bars is
0.60 m with some of the newer mountain bikes being as wide as 0.80 m. Cyclists need at
least 0.20 m on either side for essential manoeuvring space but it is preferable to provide
0.40 m on either side. The extra manoeuvring space will also ensure that bicycles with
handlebars 0.80 m wide will have adequate clearance. Therefore, the total amount of space
required for a cyclist to ride comfortably is 1.5 m.
The height of a bicycle is taken as the height of the handlebars, which can vary from 0.75 m,
to 1.25 m. For safety reasons, the highest possible height of 1.25 m should be used for the
design vehicle. With bicycles being 1.25 m high, bicycle and person can reach 2.0 m. A
minimum vertical clearance of 2.5 m should be used to allow the cyclist to feel safe and
comfortable.
The average length of most bicycles is 1.75 m.
Figure 3: Design Vehicle (Ref. 1]
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0.40 m
2
.
0
0

m
1
.
2
5

m
0
.
5
0

m
Bicycle Operating Space
Manoeuvring
Allowance
0.40 m
0.70 m 0.40 m
1.75 m
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S.2 OosIgn Bpood
Most cyclists travel at 15 - 25 km/hr assuming normal conditions (no wind, flat terrain,
asphalt pavement). Cyclists can however reach higher speeds, and therefore, it is
recommended that a design speed of at least 30 km/h be used. The design speed should
be higher for routes exposed to prevailing winds or containing steep down grades.
S.S B1oppIng BIg1 OIs1onco
Stopping Sight Distance is the distance required by a cyclist to come to a complete stop
upon spotting an obstacle. It is a function of perception and reaction time, tire/surface
friction coefficient, grade, cyclist speed and the braking capabilities of the bicycle. Table 2
sets out stopping sight distance for down grades for various design speeds. Stopping sight
distances for other conditions can be calculated using the formula.
Table 2: Stopping Sight Distances for Downgrades (Ref. 6]
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Design Stopping plus reaction distance (m)
Speed
Percent Grade
km/hr
0 -5 -10
15 14 15 16
20 20 22 25
30 35 40 45
40 55 60 70
50 75 85 100
S = 0.694V + V
2
255 (f + G/100)
Where: S = stopping sight distance, m
V = speed, km/hr
f = coefficient of friction
G = grade, % (upgrade is positive
and downgrade is negative
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S.# MorIzon1oI AIIgnmon1
The minimum radius of a circular curve for a bikeway is a function of bicycle speed,
superelevation and coefficient of friction between the tires and the riding surface. Table 3
shows minimum radii for paved bikeways. Table 4 gives the lateral clearance to an
obstruction for a range of radii and stopping sight distances.
Table 3: Minimum Radii for Paved Bikeways (Ref. 6]
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This relationship is used to determine the minimum design radius for given design
speeds. For most applications and conditions, the superelevation rate will range from
0.02 to 0.05 m/m. The coefficient of lateral friction used for design of paved bikeways
varies from 0.30 at 25 km/hr to 0.22 at 50 km/hr.
S.S 1or1IcoI AIIgnmon1
Grades on multi-use paths should be kept to a minimum, especially on long inclines. Grades
greater than 5 percent for paved surfaces and 3 percent for unpaved surfaces (e.g. crushed
stone), are undesirable because the ascents are difficult for many cyclists to climb and the
descents cause some cyclists to exceed the speeds at which they are competent. However,
terrain dictates, grades over 5 percent and less than 150 m long are acceptable when a
higher design is used and additional width is provided. It is recommended that a minimum of
0.5 percent be used for proper drainage. Routes with steep grades should be assessed by
the designer to ensure that the prevailing conditions fit the type of cyclists expected.
Crest curves control the distance that a cyclist can see ahead. The longer the curve, the
farther a cyclist can see. The minimum length required is a function of the sight distance
and algebraic difference between grades on either side of the crest. For information on crest
and sag vertical curves, see references 4 or 6.
Design Speed Radius
10
15
20
25
30
35
40
45
50
4
8
10
15
25
35
45
65
80
* e = 2%
R = V
2
127 (e + f)
Where: R = radius, m
V = speed, km/hr
e = superelevation, m/m
f = coefficient of lateral
friction
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Table 4: Lateral Olearances for Stopping Sight Distance (Ref. 4]
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Clearance, c (m)
radius Stopping Sight Distance (m)
(m) 10 20 30 40 50 60 70 80 90 100
10 1.2 4.6 9.3 - - - - - - -
15 0.8 3.2 6.9 11.5 - - - - - -
20 0.6 2.4 5.4 9.2 13.7 18.6 - - - -
25 0.5 2.0 4.4 7.6 11.5 15.9 20.8 - - -
30 0.4 1.7 3.7 6.4 9.8 13.8 18.2 22.9 27.9 -
35 0.4 1.4 3.2 5.6 8.6 12.1 16.1 20.5 25.2 30.0
40 0.3 1.2 2.8 4.9 7.6 10.7 14.4 18.4 22.8 27.4
45 0.3 1.1 2.5 4.4 6.8 9.6 12.9 16.6 20.7 25.0
50 0.2 1.0 2.2 3.9 6.1 8.7 11.8 15.2 18.9 23.0
55 0.2 0.9 2.0 3.6 5.6 8.0 10.8 13.9 17.4 21.2
60 0.2 0.8 1.9 3.3 5.1 7.3 9.9 12.8 16.1 19.7
65 0.2 0.8 1.7 3.1 4.7 6.8 9.2 11.9 15.0 18.3
70 0.2 0.7 1.6 2.8 4.4 6.3 8.2 11.1 14.0 17.1
75 0.2 0.7 1.5 2.7 4.1 5.9 8.0 10.4 13.1 16.1
80 0.2 0.6 1.4 2.5 3.9 5.6 7.5 9.8 10.8 15.1
c = R ( 1 - COS 28.65 S )
s = stopping sight distance (m)
R = radius of inside lane (m)
c = clearance required from inside lane (m)
Note: Formula applies only when
S < length of circular curve
R
c
s
sigh t dist ance
measured al ong
in si de edge
li ne of sigh t
obst ruct ion
R
R
b
ik
e
la
n
e
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4.0 Cross Section Elements
#.4 Iono WId1s
For on-street bikeways, lane widths are measured from the edge of the gutter pan to the
edge of lane markings. Wheels of heavy vehicles tend to cause rutting along the outer road
edges lowering the actual travel space available. Extra width should be provided on roads
with heavy vehicle traffic to ensure proper travel space for cyclists. Widths of multi-use
paths are intended as the actual travelled portion of the path. Table 5 summarizes
suggested lane widths for Hamilton-Wentworth based on numbers found throughout the
literature review.
TabIe 5: B|keway W|dths
Lane Width (m)
Wide Bicycle Lane & Contra- HOV / Multi -
Curb Lane Parking Flow Bus Use
Lane Stalls Lane Path
Absolute
Minimum 4.0 1.2 4.0 1.5 4.3 2.5
Minimum 4.3 1.5 4.0 1.8 4.5 3.0
Desirable 4.5 1.8 4.5 2.0 4.8 4.0
a) Wide Curb Lane
Wide curb lanes can be achieved by widening the roadway or restriping the lane
markings outside the gutter pan. The minimum recommended curb lane is 4.0 m with
4.3 m being the most desirable. Lane widths greater than 4.5 m should be avoided as
this may result in two vehicles moving abreast in the lane. A lane width 5.5 m or greater
should include a bike lane (minimum width 1.5m).
b) Bicycle Lane
The recommended width for a cycle lane is 1.5 m (absolute minimum 1.2 m) as this is
the amount of space a cyclist needs to be comfortable outside the gutter pan. Due to
the aerodynamic impact of vehicles on cyclists, 1.8 m should be provided for bike lanes
on roads within the following conditions:
1. Adjacent vehicles travelling at speeds greater or equal to 70 km/h; and
2. High percentage of buses and/or trucks.
For more information on aerodynamic impact, see reference 1.
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c) Bicycle Lane adjacent to parking stalls
When a bike lane is located adjacent to parking stalls, a minimum width of 4.0 m is
recommended (assuming a 2.4 m parking bay). This is enough space to ensure that a
cyclist will not be hit by a motorist opening the car door. Providing a width of 4.5 m is
desirable as it will provide space for cyclists to move into when vehicles are entering/
exiting the parking spaces. A lane width greater than 4.5 m should be avoided as it may
result in vehicles travelling along side parked cars, causing a hazard to cyclists.
d) Bus / Bicycle Lane (HOV)
A minimum width of 4.3 m is recommended. However, it is desirable to provide a 4.5 m
width to accomodate buses and interaction with other vehicles. Problems arise when a
bus makes frequent stops, requiring the bus driver and cyclists to pass each other
several times. Certain rules should be set out to solve this problem. For example,
buses should not pass a cyclist unless there is sufficient time to merge safely. Cyclists
should only pass on the left and allow buses to merge. These lanes should not be
applied on narrow and/or high speed routes. In this situation, the cycle lane should be
located between the HOV lane and adjacent motorized vehicle lane.
e) Contra-flow Lane
Recommended width is 2.0m. For safety reasons, a contra-flow bicycle lane needs to
be marked with a solid NO PASSING line. Delineators and/or medians should
preferably be used to prevent vehicles from travelling into oncoming cyclists. Snow
should be removed and stored in such a way that it does not block the entrance/exit
points of bicycle lane.
f) Multi-Use Path
The width of a path depends on the expected number of users. A minimum width of
3.0 m is recommended with 4.0 m preferable. This width will allow for the presence of
pedestrians and in-line skaters. A minimum 0.5 m wide graded area should be
maintained adjacent to both sides of the path. One-way facilities are not recommended
due to the difficulty of obtaining compliance.
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#.2 MorIzon1oI/1or1IcoI CIooroncos
TabIe 6: Hor|zontaI and Vert|caI CIearances
a) Horizontal Clearance
A minimum horizontal clearance of 0.5 m is recommended with a preferable clearance of
1.0 m for obstructions such as poles, trees, fences etc. A curb with a height greater than
150 mm is considered a lateral obstruction as measured from the bikeway edge. Fences/
barriers should have a lateral clearance of 1.0 m from the edge of the path. It this is not
possible, the edges should curve back so that they are at least 1.0 m away. This distance
will prevent the cyclists handlebars from clipping the edge of the barrier and falling.
b) Vertical Clearance
A minimum vertical clearance of 2.5 m should be used with 3.5 m preferable. The 2.5 m
will allow just enough comfort space for a cyclist. A minimum of 3.5 m should be used for
tunnels and underpasses. Overhanging foliage should also be trimmed to this height.
Fence railings should be a minimum of 1.4 m high to prevent cyclists from falling over the
top. This height will allow cyclists to maintain proper visibility.
#.S Cross BIopo
Multi-use paths should have a crowned section for drainage. Cross slopes should not exceed
4% for cyclists to keep their balance at lower speeds.
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Clearances (m)
Type Minimum Desirable
Horizontal 0.5 1.0
Vertical 2.5 3.5
Railing or 1.4 1.8
Parapet Height
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5.0 lHTERSECTlDH TREATMEHTS
Most conflicts between road users occur at intersections. Good intersection design minimizes
confusion for motorists, cyclists and pedestrians, and, encourages all users to operate
according to the normal rules of the road. Cyclists movements should be predictable. Only in
rare cases, should cyclists be required to proceed through intersections as pedestrians.
S.4 1n1orsoc1Ion wI1 BIcycIo Ionos
Intersection with bicycle lanes should be marked according to the new TAC guidelines (see
Chapter 7). For more details, see Reference 5.
S.2 Po1 CrossIngs
Mid-block path crossings with busy streets are discouraged since motorists are often not
prepared for cyclists crossing the street at mid-block. Advanced alignment (horizontal and/or
vertical) changes should be applied to reduce cyclists speed for a stop or yield. Proper sight
distances to cross the roadway are required (see Table 7). For more information, see
references 4 and 6.
TabIe 7: M|n|mum S|ght D|stance for Path Cross|ngs
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Minimum Sight Distance (D)
to Approaching Vehicle, m
Width of Roadway Design Speed
Roadway (W), m km/hr
50 60 70 80
7.0 130 150 180 200
10.5 170 200 230 270
14.0 210 250 290 330
17.5 250 300 350 400
21.0 290 350 410 460
D = V (W + 4)
4.32
Where: D = sight distance, m
V = roadway design speed, km/hr
W= roadway width, m
L = (bike length + clearance)
taken to be 2m
W V
D
Bike Path
Stop Si gn
2 m
L, Bike Length + Clearance = 2 m
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S.0 DESlGH DETAlLS
B.4 Povomon1 BurIocos
Pavement surfaces should be uniform and free of potential hazards to provide a smooth and
safe ride. Required maintenance includes filling in potholes, adjusting utility covers/drainage
grates, and keeping the edges free of debris. Table 8 presents typical pavement designs.
Table 8: Typical Pavement Designs
B.2 OroInogo Gro1os/monoIo Covors
Drainage grates and manhole covers are potential hazards as they are:
slippery when wet
not always flush with roadway surface
a prime location for the formation of potholes
a trap for bicycle tires
Texturing can reduce the slippery quality of drainage grates and manhole covers. Potholes
can be prevented by offsetting the grates so that they are not directly on the travelled
roadway. Drainage grates should always be perpendicular to prevent bicycle tires from getting
caught. Collars can be placed on recessed drainage grates to bring them flush with the
roadway. For more information, see reference 4.
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ON-STREET BKEWAY
80 mm HL3 or thickness of driving lane
MULT-USE PATH
50 mm HL3
150 mm Granular A
150 to 300 mm Granular B as required
100 mm portland cement concrete
100 mm Granular A
75 mm limestone screening
100 mm Granular A
150 to 300 mm Granular B as required
2 aggregate lifts on surface treatment binder
100 mm Granular A
150 to 300 mm Granular B as required
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B.S RoIIwoy/B1roo1cor ?rocRs
Railway/streetcar tracks are potential hazards to cyclists, because they
are slippery when wet
may not always be flush with the roadway
may have gaps on either side of the rail that can trap wheels
Bikeways should cross railway tracks at a right angle. The greater the angle deviates from
this angle, the greater the potential for a bicycle front wheel to become trapped in the
tracks. This could cause a loss of steering control. Preferably bikeways should be widened
to allow more room for cyclists to cross at a right angle. Commercial fillers, such as rubber
track guards, should be used to enhance safety. For more information, see reference 6.
B.# OoIInoo1ors
Delineators can come in many forms including vertical tubular markers, bollards, and tubular/
concave posts. They are used to:
separate a bicycle lane from a motor vehicle lane
prevent motor vehicles from entering a bicycle path
indicate the presence of obstacles
provide additional protection for cyclists on traffic islands
protect bicycle parking areas
increase visibility of curbs
Delineators should be spring loaded and anchored by solid, high quality footings to ensure
safety. It is suggested that they be removable for snow maintenance requirements. For more
information, see references 1 and 4.
B.S BIRowoy Romps/Cur Cu1s
Bikeway ramps or curb cuts are typically installed to help the transition between paths and
roadways. The curb cut should always be the same width as the bike path to encourage
uniformity for cyclists. For information, see references 1 and 7.
B.B BoIIords ond Go1os
An odd number of bollards (preferably one only) should be installed to prevent motor vehicles
entering a path. Gates should be avoided as they impede cyclists and distract their attention
to cross-traffic. For more information, see reference 1.
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B.? Foncos
Fences should only be installed when there is a real danger to cyclists. Bikeway designers
should avoid installing fences in safe conditions as fences are considered to be a hazard to
cyclists. Fences are necessary in the following situations:
next to a waterway with steep banks
near a steep ravine or slope
on bridges and culverts
Fence design must take into consideration the characteristics of the bicycle, in particular, the
position of the rider, and the height of the handlebars. For more information on fences, see
reference 1 and 6.
B.B B1oIrcosos
Staircases pose a problem as cyclists must carry their bicycles up or down. A solution is to
build concave ramps along the staircases. The ramps need to be built on both sides of a
staircase to avoid conflicts between cyclists going up and down. The ramp width should be
minimum 150 mm, preferably 350 mm. Figure 4 illustrates a typical example of existing stairs
with ramps in Hamilton.
Figure 4: Bicycle Friendly Stairs
350 mm
900 mm
75 mm
Bicycl e
Trough
Bicycl e
Raili ng
Stairs
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B.B Oo1ours
When an existing bikeway is affected by construction a detour is required. A detour should
have:
- the same width as the bikeway
- smooth pavement and acceptable grades
- adequate signing
B.4D IIg1Ing
See references 2 and 6.
B.44 IondscopIng
See reference 1.
B.42 Ros1 Aroos
See references 1 and 6.
B.4S PorRIng
Bicycle racks must secure the bicycle in unprotected parking locations. Racks which support
the wheel and frame are preferred e.g. (lock and lean). Single racks are useful at
locations with low demand or limited space. Multiple racks include wheel racks, which
supports wheel only, and ribbon racks which allows frame locking. Racks should be firmly
attached to the ground to avoid theft. For more information, see references 6 and 8.
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7.0 Traffic Control Devices
?.4 BIgnIng ond morRIng
Signing and marking of bikeways must be uniform and consistent to direct motor vehicle and
bicycle traffic safely. Bicycle route signing and marking is currently up to the discretion of the
individual municipality. The Region follows the TAC Bikeway Traffic Control Guidelines
(1998). Figure 5 shows the standard bike route symbol.
Figure 5: Standard Bike Route Symbol
The purpose of designating bicycle routes on streets and trails is to help cyclists find their
way; on-street signs may also alert motorists of the presence of cyclists. Destination and
distance signs will benefit cyclists even more (see Figure 6).
Figure 6: Destination nformation Signs
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Special signs may be erected to inform cyclists where they can find the access to a trail or
stairs with bicycle ramps (see Figure 7). Trail etiquette signs may be installed to promote
sharing of multi-use paths by pedestrians and cyclists (see Figure 8).
Figure 7: Special nformation Signs
Figure 8: Share the Path Sign
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At intersection approaches, solid paint lines for bicycle lanes should either be discontinued or
dashed before each intersection (Figure 9). This will decrease the chances of collisions as it
allows motorists to merge when there is a gap in bicycle traffic up to the intersection.
Otherwise motorists are forced to cross the bike lane to make a right turn.
Figure 9: Bike Lane (Oombined Through/Right Turns]
Where traffic is heavy at a T intersection, a jug handle configuration may be considered.
Cyclists will follow a path to arrive at the intersection at a right angle (Figure 10).
Figure 10: Jug Handle ntersection
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Figure 11 illustrates signs and markings for a contra-flow bicycle lane.
Figure 11: Oontra-Flow Bicycle Lane
In the vicinity of interchanges, bike lanes should be marked to conform to the rules of the
road (Figure 12). Where traffic volumes entering the ramp are high, the extension of bike lane
into a jug handle may be considered (Figure 13).
Figure 12: Bicycle Lane at Diverging Ramp Facility
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Figure 13: nterchange with Jug Handle Path for Right-Turns
Where bicycle lanes cannot be installed due to restricted road width, shared lane symbols on
the pavement may be considered to alert motorists and cyclists to share the road space
(Figure 14).
Figure 14: Shared Lane Pavement Marking
?.2 ?roIIIc BIgnoIs
Bicycles can use the same signal timing as motor vehicles. Short green intervals are to be
avoided, since bicycles take longer to move from a stopped position and travel at slower
speeds than motorized vehicles. Clearance intervals are defined by the Ontario Traffic Manual
(Book 12). Special bicycle traffic signal heads may have merit in certain circumstances, but
are currently not legal in Ontario.
Induction loops that can detect bicycles along with cars are currently available for actuated
and semi-actuated signalized intersections. Alternately, infra-red, microwave or radar
detection can be used. Pedestrian push buttons may be, positioned to serve both cyclists and
pedestrians.
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4ppond|ooc
4-.-4-+-5
1. Ministere des Transports du Quebec/Canadian International Development Agency,
Technical Handbook of Bikeway Design. Velo Quebec, Montreal, Quebec, 1992
2. Oregon Department of Transportation, Bicycle and Pedestrian Plan, Second Part, The
Planning, Design, Maintenance & Safety of Bikeways & Walkways. Salem, Oregon,
1995
3. American Association of State Highway and Transportation Officials, Guide for the
Development of Bicycle Facilities. AASHTO, Washington, D.C., 1999
4. Transportation Association of Canada, Geometric Design Manual, Urban Supplement,
Chapter U.M. Bikeway Design. TAC, Ottawa, Ontario, 1995
5. Transportation Association of Canada, Bikeway Traffic Control Guidelines. TAC,
Ottawa, Ontario, 1998
6. Ministry of Transportation of Ontario, Ontario Bikeways Planning and Design
Guidelines. Surveys & Design Office, Downsview, Ontario, 1996
7. Federal Highway Administration, Selecting Roadway Design Treatments to
Accomodate Bicycles. Washington, D.C., 1994
8. Hope, Daphne and Dwight Yachuk, Community Cycling Manual - A Planning and
Design Guide. Canadian Institute of Planners, Ottawa, Ontario, 1990
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