FHWA COURSE ON BICYCLE

AND PEDESTRIAN TRANSPORTATION

L E S S O N 1 9

Bicycle Lanes

19.1 Purpose
The AASHTO Guide for the Development of Bicycle volumes. Designers throughout the country develop
Facilities defines a bike lane as “a portion of a new and better solutions each year. This section
roadway which has been designated by striping, includes excerpts from several sources, including
signing, and pavement markings for the preferential Oregon’s 1995 Bicycle and Pedestrian Plan and
or exclusive use of bicyclists.” As levels of bicycling Philadelphia’s Bicycle Network Plan.
have increased in the United States, there has been a
growing amount of support for bike lanes on urban Note: The Europeans have pioneered innovative
and suburban roadways. Bike lanes are a preferred bike lane design solutions. Lesson 22 includes a
facility type in European countries, and in North description of European approaches that have been
America, nearly every major city has made an effort in successful.
recent years to install bicycle lanes, either as “pilot
projects” (to test their success) or, in many cases, on As with the other bicycle facility design issues
larger networks of intercon- covered in this manual, bike lane design is covered in
necting roadways. Several
small towns have led the way
in establishing networks of
bicycle lanes, particularly
college towns where there are
high levels of student bicycle
commuters (e.g., University of
California at Davis and
University of Texas at Austin).

As a relatively new feature in

the roadway cross-section,
bike lane design has been the
topic of much study in recent
years. Bike lane design can be
quite challenging in situations
where the existing urban traffic
patterns are complex and cross-
sections are already
constrained by heavy traffic

BICYCLE LANES
19 - 1
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

some detail by the AASHTO Guide for the Develop- lane width should be adjusted accordingly. Regular
ment of Bicycle Facilities. This text should be maintenance is critical for bike lanes (see text in
referenced for additional information. this section).

Bike lanes should be constructed to normal full-depth

19.2 Bicycle Lane Widths pavement standards since motor vehicles will
occasionally cross them, or may use them as a
and Construction Standards breakdown area.
Bicycle lanes serve the needs of all types of cyclists
in urban and suburban areas, providing them with 19.3 Unmarked Lanes
their own travel lane on the street surface. The Where the minimum widths listed above cannot be
minimum width of a bike lane should be 1.5 meters (5 met, it may be possible to provide an unmarked lane.
feet) against a curb or adjacent to a parking lane. On Studies have shown that the bicyclist’s perceived
streets where the bike lane is adjacent to the curb level of comfort is higher when a striped area is
and the curb includes a 1-foot to 2-foot gutter pan, provided; therefore, this method can raise the bicycle
bike lanes should be a minimum of 4 feet wide (width level of service for the street. An unmarked lane is a
does not include the gutter pan, since bicyclists are striped area of 0.6 m (2 ft) wide or more that
typically unable to use this space). contains no markings or signing that would denote it
as a bike lane. “Share the Road” signs may be used
Wider bike lanes are recommended on streets with to caution motorists to be alert for bicyclists.
higher motor vehicle speeds and traffic volumes, or
where pedestrian traffic in the bike lane is antici- It is important to recognize that this is a temporary
pated. Width measurements are taken from the curb solution. Particularly on busy streets, narrow
face to the bicycle lane stripe. unmarked lanes will not adequately serve the needs
of the majority of bicyclists.
Since bicyclists usually tend to ride a distance of 0.8
meters to 1.1 meters (2.5 feet to 3.5 feet) from the curb 19.4 Location Within the
face, it is very important that the pavement surface in
this zone be smooth and free of structures. Drain
Street Cross-Section
inlets and manholes that extend into this area cause Bicycle lanes are always located on both sides of the
road on two-way streets. Since bicyclists must
bicyclists to swerve, having the effect of reducing
periodically merge with motor vehicle traffic, bike
the usable width of the lane. Where these structures
lanes should not be separated from other motor
exist and the surface cannot be made smooth, bike
vehicle lanes by curbs, parking lanes, or other
obstructions. Two-way bike lanes
on one side of two-way streets
create hazardous conditions for
bicyclists and are not recommended.

On one-way streets, bicycle lanes

should be installed on the right-hand
side, unless conflicts can be greatly
reduced by installing the lane on the
left-hand side. Left-side bicycle
lanes on one-way streets may also
be considered where there are
frequent bus or trolley stops,
unusually high numbers of right-
turning motor vehicles, or if there is
a significant number of left-turning
As a temporary solution, striping narrow lanes through intersections may be an option bicyclists.
where space is limited.

BICYCLE LANES
19 - 2
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

Bicycle lanes provided under different types of conditions. Source: AASHTO Guide for the Development of
Bicycle Facilities, 1991.

BICYCLE LANES
19 - 3
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

19.5 Practices To to ride against traffic, which is

contrary to the rules of the road
Be Avoided and a leading cause of bicycle/
Two-Way Bike Lane motor vehicle crashes.
This creates a dangerous
condition for bicyclists. It There are, however, special
encourages illegal riding circumstances when this design
against traffic, causing several may be advantageous:
problems:
• A contra-flow bike lane
• At intersections and provides a substantial
driveways, wrong-way savings in out-of-direc-
riders approach from a tion travel.
direction where they are
not visible to motorists. • The contra-flow bike
lane provides direct
• Bicyclists closest to the
access to high-
motor vehicle lane have
use destinations.
opposing motor vehicle
traffic on one side and
• Improved safety be
opposing bicycle traffic on In both cases above, a wrong-way bicyclist is not in cause of reduced con-
the other. the driver’s main field of vision.
flicts on the longer route.
• Bicyclists are put into
awkward positions when • There are few intersecting
transitioning back to driveways, alleys, or
standard bikeways. streets on the side of the
contra-flow lane.
If constraints allow widening on
only one side of the road, the • Bicyclists can safely and
centerline stripe may be shifted conveniently re-enter the
to allow for adequate travel traffic stream at either
lanes and bike lanes: end of the section.

Continuous Right-Turn Lanes • A substantial number of

This configuration is difficult cyclists are already using the
for cyclists: Riding on the street.
right puts them in conflict with
right-turning cars, but riding on Continuous right-turn lane reconfigured to standard • There is sufficient street
the left puts them in conflict approaches. width to accommodate a bike
with cars merging into and out lane.
of the right-turn lane. The best solution is to
eliminate the continuous right-turn lane, consolidate A contra-flow bike lane may also be appropriate on
accesses, and create well-defined intersections. a one-way residential street recently converted from
a two-way street (especially where this change was
19.6 Contra-Flow made to calm traffic).
Bike Lanes For a contra-flow bike lane to function well, these
Contra-flow bike lanes on a one-way street are not special features should be incorporated into the
usually recommended. They may encourage cyclists design:

BICYCLE LANES
19 - 4
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

Where parking is allowed next to a bike

lane, the parking area should be defined
by parking space markings or a solid
100 millimeter (4 inch) wide stripe.

Care should be taken to use pavement

striping that is durable, yet skid-
resistant. Reflectors and raised
markings in bike lanes can deflect a
bicycle wheel, causing a bicyclist to
lose control. If reflective pavement
markers are needed for motorists, they
should be installed on the motorist’s
side of the stripe, and have a beveled
front edge.

While the 1988 edition of the MUTCD

Contra-flow bike lanes can provide direct access to high-use destinations.
recommends the use of the diamond-
shaped preferential lane symbol in conjunction with
• The contra-flow bike lane must be placed on
bike lane signs, this symbol is often confusing for
the right side of the street (to motorists’ left)
both the bicyclist and motorist. For this reason,
and must be separated from oncoming traffic by
subsequent editions of the MUTCD will probably
a double yellow line. This indicates that the
eliminate the use of the diamond in bike lanes. The
bicyclists are riding on the street legally, in a
new standard pavement markings for bicycle lanes
dedicated travel lane.
are the bicycle symbol (or the words BIKE LANE)
and a directional arrow.
• Any intersecting alleys, major driveways, and
streets must have signs indicating to motorists
that they should expect two-way bicycle traffic. 19.8 Bike Lane Signing
The Manual on Uniform Traffic Control Devices
• Existing traffic signals should be fitted with (MUTCD) section 9B addresses standard bike lane
special signals for bicyclists; this can be signing. According to section 9B-8, the R3-16 sign
achieved with either loop detectors or push should be used in advance of the beginning of a
buttons (these should be easily reached by
bicyclists without having to dismount).

Note: Under no circumstances should a contra-flow

bike lane be installed on a two-way street, even
where the travel lanes are separated by a raised
median.

19.7 Bike Lane Pavement

Markings
The Manual on Uniform Traffic Control Devices
(MUTCD) section 9C addresses standard bike lane
markings. The stripe between the bicycle lane and
the adjacent motor vehicle lane should be a 100-
millimeter (4 inch) wide white line (minimum width).
Six- to eight-inch-wide lines provide an even clearer
division of space, and are highly recommended. Bike lane signs should be replaced with bike lane stencils, with
optional NO PARKING signs where needed.

BICYCLE LANES
19 - 5
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

designated bicycle lane to call 19.10 Bike Lane

attention to the lane and to the
possible presence of bicy- Design at
clists. In locations where Intersections
bicycle lanes are ending, the
Intersections With Bus
same R3-16 sign should be
Stops
used, with the word ENDS
If there is a bus stop at the
substituting for the word
near side of the intersection, a
AHEAD. The R7-9 or R7-9a broken line should extend the
signs should be used along length of the bus stop (no less
streets where motorists are than 15 meters [50 feet]), and
likely to park or frequently the solid white line should
pull into the bike lane. resume on the far side of the
intersection, immediately after
19.9 Diagonal Bike lane next to diagonal parking, 8-inch stripe
should separate the areas.
the crosswalk. If a bus stop is
located on the far side of the
Parking intersection, the solid white
Diagonal parking causes conflicts with bicycle travel: line on the far side of the intersection should be
Drivers backing out have poor visibility of oncoming replaced with a broken line for a distance of at least
cyclists and parked vehicles obscure other vehicles 24 meters (80 feet) from the crosswalk (at this
backing out. These factors require cyclists to ride intersection, a broken line would still be required
close to the center of a travel lane, which is intimidat- on the near side if there is right-turning traffic).
ing to inexperienced riders.
Intersections With Right-Turn Lanes
In general, right-turn lanes should be used only
Where possible on one-way streets, diagonal parking where warranted by a traffic study, as they present
should be limited to the left side, even if the street problems for both bicyclists and pedestrians:
has no bike lane; on one-way streets with bike lanes,
the bike lane should be placed adjacent to parallel • If right-turning cars and through bicyclists
parking (preferably on the right). must cross paths.

Bike lanes are not usually placed next to diagonal • If the additional lane width adds to the pedes-
parking. However, should diagonal parking be trian crossing distance.
required on a street planned for bike lanes, the • If right-turn moves are made easier for motor-
following recommendations can help decrease ists, which may cause inattentive drivers to not
potential conflicts: notice pedestrians on the right.

• The parking bays must be long enough to The through bike lane to the left of a right-turn lane
accommodate most vehicles. should be striped with two 100-millimeters- (4-in-)
wide stripes and connected to the preceding bike
• A 200-millimeter- (8-inch-) wide stripe should lane with 0.9-meter (3-foot) dashes and 2.7-meter
separate the parking area from the bike lane. (9-foot) spaces. This allows turning motorists to cross
the bike lane. A legend must be placed at the
beginning of the through bike lane. Sign R4-4,
• Enforcement may be needed to cite or remove
BEGIN RIGHT TURN LANE, YIELD TO BIKES,
vehicles encroaching on the bike lane.
may be placed at the beginning of the taper in areas
where a through bike lane may not be expected.

BICYCLE LANES
19 - 6
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

Not all intersections can Offset Intersections

be widened to provide a Care should be taken to
right-turn lane. A bike ensure that motorists are
lane to the left of right- not inadvertently encour-
turning cars should still be aged to ride in the bike
provided. One common lane because of offset
configuration occurs travel lanes. At intersec-
where a right-turn lane is tions with offset lanes,
developed by dropping dashed offset lane
parking (see figure at markings should continue
right). through the intersection to
direct traffic flow (MUTCD
Another configuration Section 3B-7).
occurs where a lane is
dropped and turns into a Traffic Signal Actuation
right-turn lane. It is highly recommended
that new on-road bicycle
Note: This is a difficult facilities include traffic
movement for bicyclists as signals that detect
they must merge left and bicycles for all actuated
find a gap in the traffic signal systems. The
Above left: Bike lane left of right-turn lane developed by dropping Traffic Detector Hand-
stream: a travel lane. Above right; Bike lane left of right-turn lane developed book (FHWA-IP-90-002)
by dropping parking.
recommends several
Exception #1: Heavy Right
bicycle-sensitive loop
Turns
configurations (loops are wires
If the major traffic movement at an
installed beneath the pavement
intersection is to the right, and the
surface that detect the presence of
straight through move leads to a
vehicles) that effectively detect
minor side street, then the bike lane
bicycles. The quadrupole loop is the
may be placed on the right and
preferred solution for bike lanes,
wrapped around the curve, assuming
and the diagonal quadrupole loop is
that the majority of cyclists will
preferred for use in shared lanes.
desire to turn right too. This often
occurs where a highway is routed
One solution for existing intersection
over local streets and the route is
signals that do not respond to
indirect.
bicycles is to install a special
pavement marking over the exact
Exception #2: Tee Intersections spot that a bicycle must stand in
At a Tee intersection, where the order to “trip” the signal.
traffic split is approximately 50
percent turning right and 50 percent Expressway Interchanges
turning left, the bike lane should be Expressway interchanges often
dropped prior to the lane split to present barriers to bicycle circula-
allow cyclists to position themselves tion. Designs that encourage
in the correct lane. Where traffic free-flowing motor vehicle traffic
volumes are very high, a left- and movements are the most difficult for
right-turning bike lane should be Different loop configurations: The
pedestrians and bicyclists to
considered. quadrupole loop is recommended for negotiate.
bike lanes.

BICYCLE LANES
19 - 7
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

At-Grade Crossings
Interchanges with access ramps connected to local
streets at a right angle are easiest for bicyclists to
negotiate. The intersection of the ramp and the
street should follow established urban intersection
designs. The main advantages are:

• The distance that pedestrians and bicyclists

must cross at the ramps is minimized.
• Signalized intersections stop traffic.
• Visibility is enhanced.

If these configurations are unavoidable, mitigation

measures should be sought. Special designs should
be considered that allow pedestrians and bicyclists
to cross ramps in locations with good visibility and
where speeds are low.

Grade-Separated Crossings
Where it is not possible to accommodate pedestrians
and bicyclists with at-grade crossings, grade
separation should be considered. Grade-separated Exit ramp configuration for bike lane and sidewalks (urban design
facilities are expensive; they add out-of-direction — not for use on limited-access freeways).
travel and will not be used if the added distance is
too great. This can create problems if pedestrians Traffic entering or exiting a roadway at high speeds
and bicyclists ignore the facility and try to negotiate creates difficulties for slower moving bicyclists. The
the interchange at grade with no sidewalks, bike following designs help alleviate these difficulties:
lanes, or crosswalks.
Right-Lane Merge
It is difficult for bicyclists to traverse the undefined
In some instances, a separate path can be provided
area created by right-lane merge movements,
on only one side of the interchange, which leads to
because:
awkward crossing movements. Some bicyclists will
be riding on a path facing traffic, creating difficulties • The acute angle of the approach creates visibility
when they must cross back to a bike lane or shoulder problems.
(clear and easy-to-follow direc-
tions must be given to guide
bicyclists’ movements that are
inconsistent with standard
bicycle operation).

To ensure proper use by bicy-

clists, structures must be open,
with good visibility (especially
underpasses).

Other Innovative Designs

These concepts are presented as
examples of innovative solutions
to bike lane design at freeway Right-lane merge — bike lane and sidewalk configuration (urban design — not for use on limited-
interchanges and intersections. access freeways).

BICYCLE LANES
19 - 8
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

• Motor vehicles are often accelerating to merge The design for single right-turn lanes allows
into traffic. bicyclists and motorists to cross paths in a predict-
able manner, but the addition of a lane from which
• The speed differential between cyclists and cars may also turn adds complexity: Some drivers
motorists is high. make a last minute decision to turn right from the
center lane without signaling, catching bicyclists
The following design guides bicyclists in a manner and pedestrians unaware.
that provides:
Bicyclists and motorists should be guided to areas
• A short distance across the ramp at close to a where movements are more predictable, so bicyclists
right angle. and motorists can handle one conflict at a time, in a
predictable manner. A curb cut provides bicyclists
• Improved sight distances in an area where traffic with access to the sidewalk, for those who prefer to
speeds are slower than farther downstream. proceed as pedestrians.

• A crossing in an area where drivers’ attention is • Design A (see Figure 19-13) encourages cyclists
not entirely focused on merging with traffic. to share the optional through-right-turn lane
with motorists.
Exit Ramps
Exit ramps present difficulties for bicyclists because: • Design B guides cyclists up to the intersection
in a dedicated bike lane.
• Motor vehicles exit at fairly high speeds.
• The acute angle creates visibility problems. • Design C allows cyclists to choose a path
• Exiting drivers often do not use their right-turn themselves (this design is the AASHTO
signal, confusing pedestrians and bicyclists recommendation–simply dropping the bike lane
seeking a gap in the traffic. prior to the intersection).

The exit ramp design on the A. B. C.

previous page guides bicy-
clists in a manner that
provides:

• A short distance across

the ramp, at close to a
right angle.

• Improved sight distances

in an area where traffic
speeds are slower than
farther upstream.

• A crossing in an area
where the driver’s
attention is not distracted
by other motor vehicles.

Dual Right-Turn Lanes

This situation is particularly
difficult for bicyclists.
Warrants for dual turn lanes
should be used to ensure that
they are provided only if
absolutely necessary. Bike lane through dual right-turn lanes.

BICYCLE LANES
19 - 9
FHWA
 FHWA COURSE ON BICYCLE
AND PEDESTRIAN TRANSPORTATION

A fourth design places an island between the right-

turn lane and the optional through-right turn lane.
This creates a more conventional intersection,
separating the conflicts. This design is also better
for pedestrians, as the island provides a refuge.

Engineering judgment should be used to determine

which design is most appropriate for
the situation.

Right-Turn Lane Without Room for a Bike Lane

On bike lane retrofit projects where there is insufficient
room to mark a minimum 1.2-meter (4-foot) bike lane
to the left of the right-turn lane, a right-turn lane
may be marked and signed as a shared-use lane to
encourage through-cyclists to occupy the left
portion of the turn lane. This is most successful on
slow-speed streets.

19.11 Exercise Joint use of a right-turn lane for through-bicyclist.

Redesign a local intersection to include bike lanes.
Choose an intersection with a moderate level of
complexity, and assume that curb lines can be moved
at will in order to achieve your design. Prepare a
report and graphics that show existing conditions
and recommended modifications. Signalization
changes (if necessary) should also be explained, as
well as any advance striping and signing needed on
the intersection approaches.

19.12 References
Text and graphics in this lesson were derived from
the following sources:

Oregon Department of Transportation, Oregon

Bicycle and Pedestrian Plan, 1995.

Philadelphia Department of Streets, Philadelphia

Bicycle Facility Design Guidelines, 1998.

For more information on this topic, refer to:

AASHTO, Guide for the Development of Bicycle

Facilities, latest edition.

ITE Technical Committee 6A-55, Review of Planning

and Design Standards for Bicycle Facilities, 1997.

USDOT, Manual on Uniform Traffic Control Devices,

Section 9, latest edition.

BICYCLE LANES
19 - 10
FHWA