Pedestrian and Bicycle Facility Design Guidance
P r e p a r e d b y :
Pedestrian and Bicycle Facility Design Guidance
Table of Contents
Message from Directors………………………………………………………………………………….5
Acknowledgements……………………………………………………………………………………….7
1.0 Introduction ..................................................................................................................... 9 2.0 Bicycle Facility Design ....................................................................................................13
2.1 Bikeway Network Planning ......................................................................................14 2.2 Bikeway Facility Types ............................................................................................17 2.3 Bikeway Facility Selection Guidelines .....................................................................18 2.4 Bikeway Facility Design Guidelines .........................................................................20
3.0 Pedestrian Facility Design ..............................................................................................31 3.1 Pedestrian Network Planning ..................................................................................323.2 Pedestrian Facility Types ........................................................................................34 3.3 Pedestrian Design Guidelines .................................................................................35
Appendices ..............................................................................................................................44
Appendix A: Glossary of Terms – Bikeways Appendix B: Glossary of Terms – Pedestrian Facilities Appendix C: Detailed Design Guidelines – Bikeways
Cycling Guidelines – Transportation Association of Canada Cycling Guidelines – Other North American Organizations Cycling Guidelines – North American City-Specific Cycling Guidelines – European Cycling Guidelines – Australia
Appendix D: Detailed Design Guidelines – Pedestrian Facilities Pedestrian Guidelines – Transportation Association of Canada and North American Manuals Pedestrian Guidelines – Other
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MESSAGE FROM DIRECTORS
Active transportation, such as walking and cycling, offers multiple benefits including decreased congestion and commute times as well as positive impacts on the publicʼs health and the environment. Given that this is an evolving area of work, it has been important for us to look to jurisdictions that have successfully developed cycling networks to assist us as we implement our planning and transportation plans in Peel. Having safe and well-designed bike lanes and paths will encourage more people to use their bikes for transportation and leisure.
This document is intended to provide planners and engineers who design bicycle and pedestrian facilities with practical design advice and examples of current treatments for use when planning pedestrian and cycling networks. It contains a review of guidelines from North America, selected European countries, and Australia as well as a comprehensive list of resources that can be used throughout the design process.
This document is an example of our commitment to integrated planning at the Region of Peel. We look forward to developing a community that supports active transportation for all citizens.
L- R: Damian Albanese, Director, Transportation; Arvin Prasad, Director, Integrated Planning; Gayle Bursey, Director, Peel Public Health; Tom Slomke, Director, Development Services, Public Works.
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ACKNOWLEDGMENTS
In the development of this report, we wish to acknowledge the following individuals for providing insight and report review:
Jerry Dobrovolny, Director, Transportation, City of Vancouver Aziz Merali, past Chair, Geometric Design Standing Committee, Transportation Association of Canada Dr. Brent Moloughney, Public Health Consultant Gary Kocialek, Strategist, Transportation, Public Works, Region of Peel Sabbir Saiyed, Manager, Transportation, Public Works, Region of Peel Wayne Chan, Manager, Transportation, Public Works, Region of Peel Margie Chung, Principal Planner, Transportation, Public Works, Region of Peel Cathy Granger, Acting Director, Peel Public Health Sharanjeet Kaur, Manager, Peel Public Health Lorenzo Mele, Advisor, Peel Public Health Andrea Warren, Manager, Development Services, Public Works, Region of Peel Bryan Hill, Manager, Integrated Planning, Corporate Services, Region of Peel
In addition, we recognize the hard work of many partners and community organizations across Peel region whose commitment to implement guidelines such as these ones in future development will ultimately create an active and healthy community for the residents of Peel.
We also want to thank Urban systems for their consultation services and initial design of the report. Finally, thanks to Communications, Region of Peel, for their work on finalizing the design of this document.
IntroductionCHAPTER 1
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Region of Peelʼs Active Transportation Plan
The Region of Peel is the second largest municipality in Ontario. It provides services to 1.4 million Peel residents and approximately 106,000 businesses in the City of Mississauga, the City of Brampton and the Town of Caledon.
The Region of Peel has various programs and strategies in place to encourage and support active transportation. The Regionʼs Walk and Roll Peel Program, for example, promotes bicycle and pedestrian initiatives and infrastructure as well as the benefits of active transportation.
In 2012, the Peel Regional Council approved the Region of Peelʼs first Active Transportation Plan. The Plan was completed in collaboration with area municipal staff and with input from internal and external stakeholders, including the general public. The Plan provides a framework for how the Region of Peel will increase the modal share of trips made by walking and cycling, linking with transit, and creating a pedestrian and cycling-friendly environment through:
• seting out policies that direct the practices of the Region to support more walking and cycling; • recommending active transportation improvements to the existing cycling and pedestrian networks;
and • recommending strategies and programs to shift travel behaviours.
Opportunities to improve walking and cycling environments in Peel
Promoting walking and cycling as attractive and convenient transportation choices can help: • reduce automobile dependence • increase physical activity levels • improve public health • reduce infrastructure demands, and • create more livable and vibrant communities.
Communities throughout the world have recognized that the increased use of walking and cycling will also result in a more balanced transportation system that is healthier, more livable, cost-effective and more efficient in terms of the communityʼs infrastructure investments. These communities have also recognized the significant quality-of-life benefits that are associated with walking and cycling as well as the positive economic development benefits that can be enjoyed in the environment that supports walking and cycling.
The Region of Peel already has an extensive network of multi-use trails that provide opportunities for residents and visitors to walk and bicycle for recreational purposes. In addition, the Region has an established network of sidewalks in urban areas, hiking trails, bicycle lanes, and signed bike routes. Looking forward, the intent is to support and encourage people of all ages and abilities to walk and cycle and ensure that the walking and cycling are safe, convenient and competitive travel options. Travel-to-work data provided through the 2011 National Household survey indicates that two per cent of Peel residents walk to work and less than one per cent bicycle to work.
There are a number of challenges that can make choosing active transportation modes over the motor vehicle less attractive within Peel region. For example:
• much of the land use within the region is categorized as low-density • important destinations are often far away • there are a number of high-volume arterial roads that carry a high proportion of large trucks, and • many of the local streets are curvilinear which can make accessing destinations directly difficult.
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Despite these challenges, the Region of Peel is looking for opportunities to improve physical activity and promote active forms of transportation and is looking for guidance on planning and designing bicycle and pedestrian facilities for people of all ages and abilities.
The purpose of this document
Transportation engineers are increasingly being called upon to balance the needs of pedestrians, cyclists, and motorists as communities seek strategies to reduce traffic congestion, increase the compactness of urban plans, achieve greater environmental sustainability, and promote the publicʼs health by supporting greater active transportation. The Transportation Association of Canada (TAC) provides guidance for the design of pedestrian and bicylce facilities. However, pedestrian and bicycle facility design is a rapidly-evolving field. As a result, the use of TAC documents is being supplemented by a number of domestic and international guides as well as city-specific urban-street design guides.
The purpose of this document is to provide a targeted comparison of the technical design guidance for pedestrians and bikeways documented in existing TAC publications, leading domestic and international guides, and selected city-specific guides. While pedestrian and bikeway designs overlap with that of complete streets, the specific focus of this report is on pedestrian and bikeway designs.
Bikeway Facility DesignCHAPTER 2
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2.1 Bikeway Network Planning
This section provides guidance regarding the planning of bicycle networks to ensure there is appropriate coverage that complements the road network, a variety of bikeway facility types that appeal to a wide range of users, and equitable and convenient access to the bicycle network for all residents, commuters and visitors.
2.1.1 Bicycle Planning Framework The degree to which a community is cycling-friendly is a function of the policies, programs, and facilities in place. Bicycle facility planners typically consider five elements (referred to as the “5Eʼs” of cycling) as part of a comprehensive bicycle plan:
Engineering addresses the design, implementation, and maintenance of bikeway facilities and how bikeway facilities fit into the broader transportation system.
Education includes teaching or training programs for cyclists and motorists, such as cycling skills courses or bicycle maintenance courses, which are often targeted to key populations such as children or new commuters.
Encouragement is the promotion of cycling through participatory events, such as Bike to Work Week, Bike Month, community bike rides, commuter incentive programs, or Safe Routes to School programs.
Enforcement refers to laws in regards to bicycle use and ensuring that bicyclists and motorists know the rules of the road and share the road safely.
Evaluation is used to confirm that policies, programs and facilities are meeting their intended outcomes.
Globally, experience indicates that a focus on all five of these “Eʼ”s is crucial to achieve major increases in the number of people using bicycles for transportation. However, surveys on bicycle use have consistently shown that safety is the most commonly expressed concern of cyclists. Given this, design professionals need to give careful consideration to properly engineering and designing bicycle facilities to create a safe and comfortable cycling environment. Engineering interventions may present challenges in terms of cost and available road space, but a network of safe, attractive, and connected facilities for cycling is a crucial first step to creating a bicycle friendly city.
2.1.2 Types of Cyclists In many communities across North America, only a very small proportion of the population uses bicycles as their main form of transportation. However, in most North American cities cyclists are often seen as a small, fringe group. Yet this is not the case everywhere. In the great cycling cities in Europe – such as Copenhagen, Amsterdam, and Paris – cycling is the travel mode of choice for men and women of all ages, from young to old. People cycle to work and school, for social reasons or for exercise.
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In these cities, as much as 40% of all trips are made by bicycle. These numbers and demographics clearly indicate that North America has an untapped market for cycling. The question facing bicycle professionals in North America is how to successfully tap into this market and see a significant increase in bicycle use.
One way to investigate the untapped market for cycling is to look at different types of cyclists, as well as those who currently do not cycle. These groups are likely to have diverse travel behaviours, motivations, and desires. There are a wide range of different types of people who cycle, ranging from those who currently cycle regularly for commuting purposes, to others who may not be comfortable cycling on bicycle routes on busier roadways. Several North American communities have categorized the cycling market based on research that was conducted initially by the City of Portland, Oregon, to characterize cyclists and potential cyclists, and the typical distribution of these cyclist types in a community as follows:
Strong and Fearless. Those that are highly committed to cycling, are already cycling regularly, and will likely cycle regardless of available infrastructure. (Typically less than 1% of residents).
Enthused and Confident. Those that have a high interest in cycling, are confident in their cycling abilities, and will make efforts to cycle as long as reasonable facilities are provided (Approximately 7%).
No way, No how. A wide cross-section of individuals who are unlikely to cycle and are not interested in cycling for a variety of reasons including age, health, disability, or other circumstances (approximately 33%).
Interested but Concerned. A wide cross-section of individuals who have an interest in cycling as part of their regular travel needs, but have significant concerns (typically related to safety or convenience) that limits their desire and commitment to cycling (up to 60%).
Figure 1: Types of Cyclists (Portland, OR)
It is also important to focus on vulnerable user groups such as children, youth, and seniors. These vulnerable groups have unique travel needs, as seniors require safe, accessible and well-connected active transportation infrastructure to move freely around their community without a vehicle.
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Youth typically do not often have access to automobiles and are reliant on walking, cycling, or carpooling or transit to get to their destination. Factors such as high traffic speeds, traffic volumes, and inadequate infrastructure can easily deter more vulnerable groups from cycling to their destination. If the design of bicycle network is considered with these groups in mind, then it is likely that a safe, comfortable, and accessible network will result that will attract not only the vulnerable groups, but many other individuals in the interested but concerned group. With this in mind, targeting the interested but concerned group will help to promote cycling for all ages and abilities.
Many cities have focused their planning efforts on providing facilities for cyclists of all ages and abilities. All Ages is often defined by many agencies and organizations worldwide as persons ranging from children to the elderly, with a common age range often cited as from 8 to 80 years old. It is recommended that the term All Abilities be viewed as those people in a healthy physical condition relative to their age, but not including, for example, the visibly impaired or people with physical impairments that limit their ability to cycle.
2.1.3 Network Planning Principles This section provides guidance regarding the planning of an overall bicycle network to ensure there is appropriate network coverage that complements the road network, a variety of facility options that appeal to different users, and equitable and convenient access to the bicycle network for all residents, commuters and visitors. Bikeway network planning principles include:
Comfortable – To develop comfortable bicycle facilities across a wide range of conditions that are found within cities and communities, a variety of design tools can be utilized. The different types of bicycle facilities and the level of comfort they are associated with will be discussed in greater detail below. However, it is important to note that different bicycle facilities have varying levels of appeal for different users.
Developing a network that feels comfortable for people of all ages and abilities will require providing those facilities that have the highest benefits for cycling safety and are the most successful at attracting more ridership.
Connected – Research conducted by the Cycling in Cities Program at the University of British Columbia found that while comfortable cycling facilities are important, cyclists need to be able to access these routes quickly and easily. The study found that cyclists are unlikely to detour more than approximately 400 metres to find a route with a bicycle facility. As a result, the study concluded that a bicycle route network with designated facilities spaced a minimum of every 500 metres apart should be the goal for urban areas where there is a desire to increase the modal share of cycling. It has also been recommended that a dense bicycle network should be located where the bicycle network density is highest in urban centres and areas of high cycling potential.
In addition, providing direct routes that connect to key destinations will ensure that bicycle travel times are competitive with automobiles. Cities and communities are encouraged to develop a network comprised of primary routes, supplemented with sub routes providing connections between bicycle routes.
Complete – It is important that when planning for bicycle facilties, gaps in the network are identified and prioritized. Gaps and incomplete cycling networks have similar impacts on cyclists as road closures have on motorists travelling along the road network.
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A traveller encountering an unexpected gap in the network is forced to either detour to a safer route which often requires local knowledge, or to continue through substandard or potentially hazardous conditions. To the extent that traffic hazards are a major deterrent for potential cyclists, examining gaps in the bikeway network is a logical first step in developing a plan for future bicycle upgrades.
2.2 Bikeway Facility Types
There is a range of different types of bicycle facilities that can be applied in various contexts. Six types of on-street and off-street bicycle facilities can be considered throughout a city or region, as summarized below and described in further detail in the following sections.
Figure 2: Bicycle Facilities by Level of Comfort
Off-Street Pathways are physically separated from motor vehicles and provide sufficient width and supporting facilities to be used by cyclists, pedestrians, and other non-motorized users. Off-street pathways can have paved (i.e. asphalt) or unpaved surfaces. Pathway surfacing plays a large role in accessibility, and paved/firm surfaces (i.e. asphalt, stone dust, fine limestone, or gravel screenings) are necessary for accessible pathways.
Cycle Tracks are physically separated from motor vehicle travel lanes but are located within the road right-of-way. Cycle tracks are a hybrid type bicycle facility combining the experience of an off-street path with the on-street infrastructure of a conventional bicycle lane. In many cases cycle tracks are separated by landscaping or curbs from the sidewalk, facilitating separation between cyclists and pedestrians as well.
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Local Street Bikeways are routes on streets with low vehicle speeds and volumes, which include a range of treatments ranging from relatively basic facilities consisting of signage and pavement markings to bikeways with varying degrees of traffic calming implemented to improve safety for cyclists and other road users.
Bicycle Lanes are separate lanes that are designated exclusively for bicycle travel and also include pavement markings.
Shared Use Lanes provide direct routes for experienced cyclists along the outer lane of a roadway.
Shoulder Bikeways are typically found on streets without curb and gutter with shoulders wide enough for bicycle travel. Shoulder bikeways often, but not always, include signage alerting motorists to expect bicycle travel along the roadway.
Most cities and regions focus on providing a bicycle network that is comfortable and attractive for the ʻinterested but concernedʼ segment of the population.
2.3 Bikeway Facility Selection Guidelines
As described in the previous section, there is a range of different types of bicycle facilities that can be applied in various contexts, including off-street pathways, cycle tracks, bicycle lanes, local street bikeways, shared use lanes, and shoulder bikeways. However, before any specific type of bicycle facilities can be designed and implemented, it is important to assess which type of facility is most desirable.
There are a range of documents that can be used to help inform bikeway facility selection. Some international examples include the Cycling Embassy of Denmarkʼs Collection of Cycle Concepts 2012, which is a document aimed at transportation planners, intended to provide guidance for generating more and safer bicycle activity. With cycling being a long-established form of transportation in many Danish cities, the Cycling Embassy provides comprehensive guidance on bicycle planning and infrastructure design, aimed often at a large cross section of the population. In the Netherlands, the CROW Design Manual for Bicycle Traffic also informs the facility selection guidelines presented in this chapter. The CROW Manual is a document that provides guidance on the key ingredients to incorporate bicycles safely into the traffic and transportation system.
Within Canada and within North America, the National Association of City Transportation Officialsʼ (NACTO) Urban Bikeway Design Guide, Transportation Association of Canadaʼs (TAC) Geometric Design Guide for Canadian Roads, and Ontario Traffic Counil (OTC) Ontario Traffic Manual (OTM) Book 18: Cycling Facilities were also part of determining the facility selection guidelines. The American Association of Transportation Highway Officials (AASHTO) Guide for the Development of Bicycle Facilities was also reviewed, although there was less focus within this manual on facilities that are optimal for attracting people of all ages and abilities. There are a number of things to take into consideration when choosing facility type and one of the most common questions is when and what conditions are apporiate for each type of facility.
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The most important consideration for bikeway facility selection is motor vehicle volumes and speeds. The figures below depict facility selection guidelines from Denmark (Collection of Cycling Concepts) and the Netherlands (CROW Manual) based on motor vehicle volumes and speeds. In Denmark, separation to a bicycle lane is suggested at greater than 4,000 vehicles per day and posted speeds of more than 35 km/hr. Cycle tracks are suggested at speeds greater than 40 km/hr and high vehicle volumes, and on lower-volume routes with speeds greater than 55 km/hr. In the Netherlands, separation is recommended via bicycle lanes beyond volumes of 5,000, where speeds are greater than 40km/hr. Bicycle lanes are also recommended on low-volume cycling routes with speeds less than 50 km/hr. For speeds greater than 50 km/hr, separation using cycle tracks is recommended in CROW. Bicycle facility selection should always be based on a combination of general guidelines and a corridor review that takes local context into account.
Research from the City of Portland, Oregon, supports the notion that once motor vehicle speeds on major roads exceed 30-40 km/h, then a cycle track or another bicycle facility with physical separation is needed to achieve a quality that supports cycling for all ages and abilities. For example, the City of Portland surveyed those in the ʻinterested but concernedʼ category with the following question:
Imagine a major urban or suburban street with four lanes, on-street parking, traffic speeds of 30-35 miles (i.e. 50-55 km/hr) per hour and no bike lane. What if:
Option 1: A painted bicycle lane was added?
Option 2: A wide bicycle lane, separated from traffic by a raised curb or parked cars was added?
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Two per cent of the ʻinterested but concernedʼ participants said they would feel very comfortable if a painted bicycle lane was added (Option 1). In contrast, 43% of the ʻinterested but concernedʼ participants stated they would feel very comfortable if a separated bicycle lane was added (Option 2). This indicates the ability of bicycle lanes as compared to cycle tracks to attract the ʻinterested but concernedʼ demographic.
Other factors that should be taken into consideration when considering facility selection in addition to traffic volumes and speeds include:
What is the cost of the project and how can costs be minimized? Consider the financial costs of the bicycle project, and how the project affects other transportation modes and the surrounding urban environment.
In general, traffic calming, even enhanced traffic calming, involves fewer costs than building a bicycle facility. In terms of traffic diversion, costs depend on the corridor as it may have broader impacts on other streets.
When comparing bicycle projects, the chance of an instant success or an easy win should be given priority especially when bicycle projects are seen as potentially controversial.
It is important to limit adverse impacts on other modes as much as possible. Sometime the impacts of creating bicycle facilities that are good for all ages and abilities will significantly affect other modes.
The costs and benefits of the project are also closely linked to the communication around the project and the story. If it is possible, engage with ambassadors for the project, as this can prove to be a very useful communication avenue (i.e., big workplaces, private business, schools etc.)
It is important to consider the impact of a bicycle facility on parking availability, particular in loading and drop-off areas that support local businesses.
2.4 Bikeway Facility Design Guidelines
2.4.1 Relevant Documents Once the preferred type of bicycle facility has been selected, the next step is to focus on the proper design and implementation of the facility. This section outlines some of the resources that can be used to design different types of bicycle facilities. While most of these guidelines focus on on-street bicycle facilities and considerations at intersections and conflict zones, many also address other factors that influence cyclist comfort and safety. Some of these factors include interactions with pedestrians andother modes, land use, and urban design. While intended to provide overall guidance on a range of facilities, many of the existing guidelines allow for the project team to exercise flexibility, creativity, and professional judgment in the design and implementation of different bicycle facilities.
This section provides a list of resources that were reviewed to produce a table that identifies which manuals contain specific information about different design characteristics. This table is intended to act as a resource to quickly identify the best sources of information for designing different components of the bicycle network.
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For the purpose of this report, the following is a list of bicycle facility design guidelines and manuals that can be used to provide guidance for designing a complete cycling network. While this is not necessarily the complete list of available resources, they are the most common and well used. Relevant bikeway design guidelines that can be considered by practitioners desiging bicycle facilities include:
Transportation Association of Canada (TAC) Documents
Traffic Signal Guidelines for Bicycles (2014) – Developed in 2014, this document outlines best practices in traffic signals for bicycles. The document includes examples and recommendations for installing traffic signals that accommodate cyclists at intersections.
Bikeway Traffic Control Guidelines for Canada (2012) – TAC updated its 1998 Bikeway Traffic Control Guidelines for Canada in 2012. The updated guidelines incorporate changes to recommended practices made in other recently completed TAC documents, such as studies regarding the use of coloured bicycle lanes, bicycle signage, and bicycle pavement markings in conflict zones. This document provides guidance regarding the use of signage and pavement markings for bicycle facilities, and should be used in conjunction with other relevant documents described below. The document also includes examples through figures and descriptions of a variety of typical applications of bicycle facilities.
Geometric Design Guide for Canadian Roads (1997) – Chapter 3.4 of the Geometric Design Guide for Canadian Roads provides guidelines for bicycle facilities. The purpose of this guide is to provide designers with a set of guidelines and examples of common practice for the geometric design of bicycle facilities that will be useful in producing sound designs that are sensitive to the needs of both cyclists and other users.
North America (National, Provincial and State Organizations)
NACTO - Urban Bikeway Design Guide (2011) – The National Association of City Transportation Officials (NACTO) was formed in the mid 1990ʼs to improve communication between American cities regarding urban transportation issues. Cities for Cycling is an on-going NACTO project to catalogue, promote and implement the worldʼs best bicycle transportation practices in American municipalities. NACTOʼs Cities for Cycling project was developed out of the need for improved information sharing concerning the design of bicycle facilities in the United States. Many cities currently experiment with innovative bicycle infrastructure designs from Europe, as well as pioneer some of their own; however, no comprehensive design guidelines exist on these more recent innovations.
The NACTO Cities for Cycling Project has developed a comprehensive, Urban Bikeway Design Guide, which seeks to fill this gap by informing and promoting bicycle facility best practices in the United States and demonstrating how to develop world-class cycling facilities. The guide includes both a print version and a dynamic, regularly-updated web-based version that includes a platform for discussion and information exchange, and a printed summary that will be updated regularly. The guide serves cities that are interested in improving the safety, convenience, and comfort of their cycling network. The guide covers a range of bikeway treatments, including bicycle lanes, cycle tracks, intersection treatments, signals, and signs and markings. More information on NACTOʼs Cities for Cycling project can be found at http://nacto.org/cities-for-cycling/design-guide/
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NACTO – Urban Street Design Guide (2013) – Also created by the National Assoication of Transportation Officials (NACTO), the Urban Street Design Guide focuses on the design of city streets and public spaces. The Urban Street Design Guide is unlike other national manuals because it emphasizes city street design as a unique practice with its own set of design goals, parameters, and tools. More information about the Urban Street Design Guide can be found at http://nacto.org/usdg/
AASHTO Guide for the Development of Bicycle Facilities (2012) – The American Association of State Highway and Transportation Officials (AASHTO) has prepared a comprehensive and widely-used guide to provide information on the development of facilities to enhance and encourage safe bicycle travel. The guide provides information to help accommodate bicycle traffic in most riding environments, including planning considerations, design and construction guidelines, and operation and maintenance recommendations. Instead of providing strict standards, the document provides sound guidelines that will be valuable in attaining good design sensitive to the needs of both bicyclists and other road users. The guide includes an overview of bicycle planning, guidelines for shared roadways, signed shared roadways, bicycle lanes, shared use paths, and other design considerations, such as railroad crossings, bicycles on freeways, bicycle facilities through interchange areas and roundabouts, and support facilities. The Guide for the Development of Bicycle Facilities is available for purchase at https://bookstore.transportation.org/item_details.aspx?ID=1943
Ontario Traffic Manual Book 18: Cycling Facilities (2014) – The purpose of the Ontario Traffic Manual (OTM) is to provide information and guidance for transportation practitioners and to promote uniformity of treatment in the design, application and operation of traffic control devices and systems across Ontario. Book 18 incorporates current best practices in Ontario, Canada, and internationally. The guidelines cover a broad range of traffic situations, and they are based on many factors which determine the specific design and operational effectiveness of bicycle facilities. This document can be downloaded from http://www.cwats.ca/en/about-CWATS/resources/Book_18_-_Bicycle_Facilities.pdf
VeloQuebec - Planning and Design for Pedestrians and Cyclists (2010) – VéloQuébec is a Quebec-based non-profit corporation that works to promote cycling for transportation, leisure and tourism purposes. The organization has developed this comprehensive technical handbook which provides essential information to successfully plan and create effective and efficient bicycle facilities. The handbook is intended primarily for engineers, planners and others and has been used extensively by municipalities throughout Canada to provide guidance for the design of bicycle infrastructure. The Technical Handbook of Bikeway Design is available for purchase at http://www.velo.qc.ca/english/index.php?page=publications.
North American City Specific Manuals
Portland State University - Fundamentals of Bicycle Boulevard Planning & Design (2010) – This guidebook can be downloaded at http://www.pdx.edu/ibpi/sites/www.pdx.edu.ibpi/files/BicycleBoulevardGuidebook%28optimized%29.pdf
NCHRP Report 766 - Recommended Bicycle Lane Widths for Various Roadway Characteristics (2014) – This report can be downloaded at http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_766.pdf
City of Edmonton - Complete Street Guidelines (2013) – This report can be downloaded at: http://www.edmonton.ca/city_government/city_vision_and_strategic_plan/complete-streets.aspx
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City of Calgary - Complete Streets Guide (2014) – This report can be downloaded at http://www.calgary.ca/Transportation/TP/Pages/Planning/Calgary-Transportation-Plan/Complete-Streets.aspx
European Resources
Cycling Embassy of Denmark - Collection of Cycle Concepts 2012 (2012) – This document is intended to provide examples of bicycle facilities that are currently in use in Denmark. The purpose of the document is to provide inspiration and motivation for creating more and safer bicycle traffic in Denmark as well as the rest of the world.This document can be downloaded at http://www.cycling-embassy.dk/wp-content/uploads/2013/12/Collection-of-Cycle-Concepts-2012.pdf
Netherlands CROW Design Manual for Bicycle Traffic (2007) – This manual from the Netherlands focuses on providing facilties that provide cyclists with bicycle friendly infrastructure based on examples from the Netherlands. The CROW manual can be purchased at http://www.crow.nl/publicaties/design-manual-for-bicycle-traffic
Australian Resources
VicRoads Supplement to the Austroads Guide to Road Design (2010) – Part 6A provides specific guidance regarding the design of pedestrian and cyclist paths. The document is available for download at https://www.vicroads.vic.gov.au/business-and-industry/technical-documents/vicroads-supplement-to-the-austroads-guide-to-road-design
NSW Bicycle Guidelines (2003) – The document is available for download athttp://www.jcu.edu.au/soc/bug/resources/Cycling%20specific%20resources/NSW%20Bicycle%20Guidelines%20ON-LINE%20v1-2.pdf
2.4.2 Summary of Applicable Bikeway Design Guidelines Each manual was reviewed to identify the guidance it provides for designing a variety of characteristics that are often incorporated into a cycling network. The design characteristics that were included in the review are summarized below:
Bicycle facilities o Off-street pathways
Multi-use pathways Separated pedestrian and bicycle facilities
o Cycle tracks One-way cycle tracks Two-way cycle tracks Curb/median protected cycle tracks Elevated cycle tracks Parking protected cycle tracks Bollard protected cycle tracks
o Bicycle lanes Painted bicycle lanes
• No on-street parking • On-street parking
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Buffered bicycle lanes Shoulder bikeways Contraflow bicycle lanes
o Shared Use Facilities Local street bikeways Shared use lanes
Intersection and Crossing Treatments o Intersection Approaches
Mixing zones Turning zones
At intersections o Advance stop lines o Bike boxes o Two-stage left turn boxes o Median refuges o Traffic circles o Roadabouts o Protected intersections o Intersection crossing markings o Coloured pavement markings
Signals o Bicycle activated signals o Signal Timing
Leading bicycle intervals Separate signal phase
o Bicycle specific signal heads o Intersection restrictions
Transit integration Other
o Retrofitting streets for bicycle lanes o Signage o Pavement markings o Maintenance o Wayfinding
A glossary of a number of these terms and facilities, including pictures and examples, can be found in Appendix A. In addition, there are a number of videos available on-line that help to provide visual examples of some of the treatments and designs that are discussed in this report.
Roundabouts: https://www.youtube.com/watch?v=q664_GjTyoE Protected Intersections: https://www.youtube.com/watch?v=igQf1l49ado
Each of the manuals identified above was reviewed to determine the type and level of guidance they provide for the list of design characteristics identified above. As seen in the summary table below, colour codes were assigned to allow for the quick identification of the level of information provided by eachmanual for each topic. Green indicates that the manual provides design guidance, including measurements, visual examples, and/or information about how the treatment can be designed.
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Yellow identifies that the guide or manual identifies this type of facility or treatment and discusses it in general terms but does not provide any specific guidance. Finally, red indicates that this design feature was not mentioned in the document.
The visual summary presented in Table 1 provides the user with a quick reference of which manuals provide guidance for which treatments. For example, it is easy to identify that if an individual requires guidance on designing a cycle track they should look at manuals such as the NACTOʼs Urban Bikeway Design Guide, OTMʼs Book 18: Cycling Facilities, and VeloQuebecʼs Planning and Design for Pedestrians and Cyclists. A more detailed summary of the results from the review of guidelines for each specific design characteristic is found in Appendix C. This detailed table identifies the guidance that each document provides, a summary of the most common recommendations, and any additional relevant information. They are broken down by the different categorizes outlined in Table 1. A summary of key observations and general guidance based on this review of guidelines is provided following Table 1.
Pedestrian and Bicycle Facility Design Guidance
26Pedestrian and Bicycle Facility Guidance
Table 1: Summary of Cycling Guidelines and Manuals
Design Characteristics
TAC
Docu
men
ts
TAC
- Tr
affic
Sig
nal G
uide
lines
for B
icyc
les
TAC
-Bi
kewa
y Tr
affic
Con
trol G
uide
lines
for
Can
ada
TA
C -
Geo
met
ric D
esig
n G
uide
for C
anad
ian
Roa
ds
Nor
th A
mer
ica
NAC
TO -
Urb
an B
ikew
ay D
esig
n G
uide
NAC
TO -
Urb
an S
treet
Des
ign
Gui
de
AASH
TO B
ike
Gui
de
Ont
ario
OTM
Boo
k 18
Bic
ycle
Fac
ilitie
s Ve
loQ
uebe
c -P
lann
ing
and
Desi
gn fo
r Pe
dest
rians
and
Cyc
lists
North
Am
eric
an S
peci
fic M
anua
ls
Fund
amen
tals
of B
icyc
le B
oule
vard
Pla
nnin
g &
Des
ign
NC
HR
P R
epor
t 766
-R
ecom
men
ded
Bicy
cle
Lane
Wid
ths
for V
ario
us R
oadw
ay
Cha
ract
eris
tics
City
of E
dmon
ton
-Com
plet
e St
reet
G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Euro
pean
C
yclin
g Em
bass
y of
Den
mar
k -C
olle
ctio
n of
C
ycle
Con
cept
s 20
12
Net
herla
nds
Cro
w D
esig
n M
anua
l for
Bic
ycle
Tr
affic
Aust
ralia
New
Zea
land
Vi
cRoa
ds S
uppl
emen
t to
the
Aust
road
s G
uide
to R
oad
Desi
gn
NSW
Bic
ycle
Gui
delin
es
Bicycle Facilities Off Street Pathways Multi-Use Separated Pedestrian and Bicycle Facilities
Cycle Tracks One-way Cycle Tracks Two-way Cycle Tracks Curb/Median Protected Cycle Tracks Elevated Cycle Tracks Parking Protected Cycle Tracks Bollard Protected Cycle Tracks
Bicycle Lanes Painted bicycle lanes (no on-street parking) Painted bicycle lanes (on-street parking) Buffered bicycle lanes Shoulder bikeways Contraflow bicycle lanes Shared Use Bicycle Facilities Local Street Bikeways Shared Use Lanes Intersection and Crossing Treatments Intersection Approaches Mixing zones Turning zones At Intersections Advance stop lines Bike boxes Two-stage left turn boxes Median refuges Roundabouts Traffic circles Protected intersections Intersection crossing markings Coloured pavement markings Signals Bicycle activated signals Leading bicycle intervals Separate signal phase Bicycle specific signal heads Intersection restrictions Transit integration Other
Retrofitting streets for bicycle lanes Signage Pavement markings Maintenance Wayfinding
Pedestrian and Bicycle Facility Design Guidance
27Pedestrian and Bicycle Facility Design Guidance
Off-Street Pathways
The reviewed TAC manuals provide general guidelines for multi-use pathways and separated pedestrian and bicycle facilities. Other manuals that provide specific guidance for off-street pathways recommend a typical pathway width of 3 m for multi-use pathways and note that when designing for separated pedestrian and bicycle facilities, the bicycle facility should be a minimum of 1.5 m wide, according to VeloQuebec, VicRoads, and NSW.
Cycle Tracks
As noted above, the existing TAC manuals provide little to no guidance for designing cycle tracks. There are, however, other North American and international examples that provide specific design recommendations. The manuals that provide detailed guidance for cycle tracks include: NACTOʼs Urban Bikeway design Guide; OTM Book 18: Cycling Facilities; VeloQuebecʼs Planning and Design for Pedestrians and Cyclists; City of Edmontonʼs Complete Streets Guidelines; the Cycling Embassy of Denmarkʼs Collection of Cycle Concepts; Netherlandʼs CROW Design Manual for Bicycle Traffic; and the NSW Bicycle Guidelines.
One-way Cycle Tracks: Seven of the reviewed manuals provide recommended widths for one-way cycle tracks, five of which identify 1.5 metres as a minimum width. The two manuals reviewed from Europe identify minimum widths that are wider than 1.5 m.
Two-way Cycle Tracks: Four manuals advise a minimum lane width of 3 m for a two-way cycle track.
Curb/Median Protected Cycle Tracks: Most manuals do not include guidance on curb/median protected cycle tracks with the exception of NACTOʼs Urban Bikeway Design Guide, OTMʼs Book 18, Netherlands CROW Design Manual, and NSW Bicycle Guidelines.
Elevated Cycle Tracks: Five manuals specifically discuss elevated cycle tracks, providing some information about width, height, and the type of curb that should be installed.
Parking Protected Cycle Tracks: NACTO and two other guidelines have specific lane width buffers ranging from between 0.5 – 1 m.
Bollard Protected Cycle Tracks: Details on Bollard Protected Cycle Tracks are only examined in OTMʼs Book 18, with the TAC and other manuals providing general discussions.
Bicycle Lanes and Other On-Street Facilities
A greater number of manuals provide guidance for bicycle lanes. For standard bicycle lanes, design recommendations are found in TACʼs Bikeway Traffic Control Guidelines, NACTOʼs Urban Bikeway Design Guide, AASHTOʼs Bike Guide, OTMʼs Book 18, VeloQuebecʼs manual, the NCHRP Report 766, both the City of Edmontonʼs and City of Calgaryʼs Complete Streets Guide, the Cycling Embassy of Denmarkʼs Collection of Cycle Concepts, Netherlandʼs CROW Design Manual for Bicycle Traffic, and the NSW Bicycle Guidelines.
Painted Bicycle lanes (no parking): Most of the manuals recommend a typical width of 1.5 m on painted bicycle lanes with no on-street parking.
Painted Bicycle Lanes (with parking): Most manual recommend a lane width of 1.5 m but also recommend a buffer when the bicycle lane is located adjacent to on-street parking.
Pedestrian and Bicycle Facility Design Guidance
28
Buffered Bicycle Lanes: Most manuals have information on buffered bicycle lane design with the exception of TAC, the Fundamentals of Bicycle Boulevard Planning & Design, the VicRoads manual, and NSW Bicycle Guidelines. As noted above, buffered bicycle lanes are most often associated with bicycle lanes located on streets with on-street parking. The buffer width recommendations range from between 0.5 – 1 m.
Shoulder Bikeways: Paved shoulders are discussed in TACʼs Geometric Design Guide for Canadian Roads and four other manuals, recommending a standard 1.2 – 1.5 m width.
Contraflow Bicycle Lanes: Contraflow bicycle lanes are mentioned in a number of guidelines which provide guidance about the width of the lanes and the placement of sharrows.
Local Street Bikeways: Guidelines for local street bikeways are provided in the manuals from NACTO, AASHTO, OTM, VeloQuebec, and the City of Edmonton.
Shared Use Facilities
Shared Use Lanes: TAC and most of the reviewed guidelines provide recommendations on shared use lanes including the placement of sharrow stencils based on lane width and the presence of parked vehicles.
Shoulder Bikeways: Paved shoulders are discussed in TACʼs Geometric Design Guide for Canadian Roads and four other manuals, recommending a standard 1.2 – 1.5 m width.
Intersection Approaches
Intersection approaches refer to the space where cyclists and motor vehicles interact prior to entering the intersection. As collisions at intersections are the most common and often the most severe, recommendations and guidance for designing safe and comfortable facilities for all road users is important.
Mixing Zones: Specific guidance and recommendations for designing bicycle facilities where cyclists and right turning vehicles share the space is provided in seven of 16 (including TAC) of the manuals reviewed. This includes guidance on recommended pavement markings, positioning, and types of intersections where these treatments are the most suitable.
Turning Zone: TAC provides general design guidance for turning zones (including visual examples), where right turning vehicles cross over a through bicycle lane to enter the right turn lane. Examples of these types of treatments can be found in nine of the 16 manuals.
At Intersections
Several bicycle treatments found at intersections create turning movements and places for cyclists to safely wait to cross the intersection. They are listed below:
Advance Stop Lines: Advance stop line design is discussed in TACʼs Traffic Signal Guidelines for Bicycles, as well as four other documents. Based on the review of these manuals, four state that the vehicle stop line should be setback 2 m from the bicycle stop line.
Bike Boxes: There are eight manuals that provide guidance for designing bike boxes, the majority recommend a depth of approximately 4 m. This includes TACʼs Bikeway Traffic Control Guidelines for Canada.
Pedestrian and Bicycle Facility Design Guidance
29Pedestrian and Bicycle Facility Design Guidance
Two-Stage Left Turn Boxes: Most manuals do not have guidance on two-stage left turn boxes, with the exception of NACTOʼs Urban Bikeway Design Guide, OTM Book 18, and Netherlands CROW Design Manual.
Median Refuges: Many of the manuals reviewed offer guidance or mention median refuge designs with the exception of the reviewed TAC manuals, NCHRP, and VicRoads.
Roundabouts: Details on roundabouts are briefly addressed in the TAC manuals; however, manuals like AASHTO and VeloQuebec provide more details and design guidance.
Traffic Circles: There was limited guidance provided specific to traffic circles in most of the manuals reviewed with the exception of VeloQuebec, the Fundamentals of Bicycle Boulevard Planning & Design and the NSW Bicycle Guidelines.
Protected Intersections: Only Ontario OTM Book gives description and design suggestions on protected intersections.
Intersection Crossing Markings, which includes recommendations for pavement markings that continue through the intersection to provide guidance for cyclists of where they should position themselves in the intersection. The most detailed guidance is provided in NACTO Urban Bikeway Design Guide, OTM Book 18, VeloQuebec, manuals from Europe and Australia.
Coloured Pavement Markings: Recommendations and examples of coloured pavement markings are presented in most documents with the exception of TACʼs, NCHRP, City of Edmonton Street Guideline, and City of Calgaryʼs Streets Guide.
Signals
Intersection signals, including bicycle activated signals, leading bicycle intervals, and separate signal phases can help to improve cyclistsʼ and all road usersʼ comfort and safety. The TAC Traffic Signal Guidelines for Bicycles, NACTOʼs Urban Bikeway Design Guide, and the City of Edmonton and the City of Calgaryʼs Complete Street Guidelines provide the most detailed recommendations on traffic signals specific to bicycle users.
Bicycle Activated Signal: Guidelines for this feature are discussed in six manuals. The manuals mainly discuss how the technology works, when using it is appropriate, and where it should be positioned.
Leading Bicycle Intervals: TAC, NACTO, the City of Calgary, and the City of Edmonton provide an understanding of how bicycle leading intervals function and how they can be incorporated into existing intersections to enhance cyclistsʼ comfort and safety.
Separate Signal Phase: Most information on separate signal phase is found in TAC, NACTOʼs Urban Bikeway Design Guide, the Cycling Embassy of Denmarkʼs manual, and Netherland CROW Design Manual.
Bicycle Specific Signal heads: TAC suggests bicycle specific signal head should be installed within 30 m of the cyclist stop bar, in addition three other manuals provide some guidance on bicycle specific signal heads.
Intersection Restrictions: Intersection restrictions are briefly discussed in the TAC manuals; however, the guidance for these types of restrictions is very context specific and, therefore, detailed guidance is not provided.
Pedestrian and Bicycle Facility Design Guidance
30
Transit Integration
TAC has no input on transit integration; however, there are several other manuals where a general description and design recommendations are provided.
Other
Retrofitting Streets for Bicycle Lanes: Retrofitting tips are mentioned in a couple of the manuals; however, TACʼs manuals are not included in this list.
Signage: Signage specifications are discussed throughout TACʼs manuals, particularly the Bikeway Traffic Control Guidelines for Canada, and most of the reviewed documents.
Pavement Markings: Information on pavement markings is found in most manuals. Maintenance: Suggestions on maintenance are not found in the TACʼs manuals; however, there
are other manuals that provide details throughout on maintenance of specific facility types and information about why maintenance is important throughout the year.
Wayfinding: TAC only offers brief examples on wayfinding, but additional recommendations are included in manuals by NACTO, AASHTO, and others.
More detailed tables were created which reference the page numbers of manuals and summarize the specific recommendations they make. These detailed tables can be found in Appendix C. Based on the findings of this review, it is clear that the features included in manuals can differ significantly, as can the recommendations themselves. The most comprehensive manuals for designing bicycle facilities are:
NACTOʼs Urban Bikeway Design Guide; VeloQuebecʼs Planning and Design for Pedestrians and Cyclists; OTM Book 18: Cycling Facilities; and The manuals from Denmark and the Netherlands.
Pedestrian Facility DesignCHAPTER 3
Pedestrian and Bicycle Facility Design Guidance
32 Pedestrian and Bicycle Facility Design Guidance
There are a number of benefits associated with walking and promoting a walkable community that is safe, comfortable, and well connected for all residents and visitors. These include significant quality of life and positive economic development benefits. A brief example of each is provided below:
Economic Benefits are seen as a result of supportive pedestrian design as they can help to encourage residents to take short trips to local businesses by walking, instead of driving farther away in adjacent community. A pedestrian-friendly community can also attract more visitors to the city who will in turn be patrons of the cityʼs services and amenities.
Livable Community. A pedestrian-friendly community can encourage a more livable and enjoyable place to be, with a stronger sense of place and freedom of mobility. Communities that support walking can contribute to safer streets and improved social interactions.
Health Benefits. Walking is also associated with promoting healthier communities by supporting and improving mental and physical health. The World Health Organization has identified physical inactivity as one of the main leading risk factors for global mortality and as an underlying factor for many chronic diseases. Walking and cycling increase physical activity levels, which can reduce the risk of heart disease, diabetes, cancer as well as mental illness.
Environmental Benefits. Walking has many environmental benefits as it can reduce vehicle trips, congestion, air pollution, and can help to reduce greenhouse gas emissions.
3.1 Pedestrian Network Planning
There are a number of factors that influence an individualʼs decision to walk. The list of variables associated with pedestrian-friendly design is extensive, and it is plausible that some or all of these factors could have an influence on an individualʼs decision to walk. This section provides a brief review of some of the design characteristics that are believed to have an impact of walkability. While not all of these factors are identified in the guidelines discussed later on in this chapter, it is still important to consider these factors when designing and encouraging pedestrian activity.
3.1.1 Land Use Mix and Distance to Destinations The importance of land use, including distance to destinations as an influence on active transportation, has been recognized as a major factor in a number of studies. Land use is often defined as the distance, environmental quality, and convenience to access destinations. Some of these destinations include different types of residential establishments, office services, and retail uses. Research has found that walking frequency is positively associated with both commercial and residential density as well as distance to schools and recreation sites. An important component of measuring land use mix is that a variety of land uses should be well integrated and mixed within the community rather than separated from one another. Having a mix provides residents with access to all of their daily needs within walking distance as opposed to having to drive throughout the city to access all of their needs. It is believed that the shorter the distance to the destination, the more likely individuals are to walk to it.
3.1.2 Street, Sidewalk and Trail Connectivity Block length, the number of intersections, access to trails, and the presence of well-maintained high quality sidewalks are often the measurements of street and sidewalk connectivity and can impact how often an individual walks.
Pedestrian and Bicycle Facility Design Guidance
33Pedestrian and Bicycle Facility Design Guidance
Small blocks and a complete sidewalk network, that is accessible, smooth, and made of high quality materials are all factors that help to create a positive walking environment. Intersections are an important measurement for walkability because greater numbers of intersections often means that there are more direct travel routes. Research has shown that individuals are less likely to walk for transportation when they have longer travel distances and non-direct routes.
3.1.3 Other Characteristics There are several other factors besides land use, distance to destinations, and street connectivity that can influence rates of walking. These factors include access and proximity to schools, parks, the presence of sidewalks and trails, the type of topography, as well as access and integration with transit. Some of these variables are outlined below:
Schools – Schools are destinations that can promote active transportation as part of a daily routine. Whether this is walking to travel to school or to use the playground and field facilities for exercise, the presence and proximity of schools in a neighbourhood can have an impact on the pedestrian experience.
Location and Access to Parks – Parks are considered ideal places for people to gather. They are believed to be desirable destinations, they add character and appeal to neighbourhoods, and they promote active transportation. They can create areas for people to meet and socialize, and they are considered imperative in their role in creating a vibrant city. In a related topic, street trees and access to green spaces are believed by some to help promote walking.
The Presence of Sidewalks and Walking Paths – Sidewalks and access to high quality walking paths are seen to be critical features of the built environment when looking at factors that influence walking. They provide a safe place for pedestrians to walk, separated from motorized traffic. Ideally, both sides of the street should have sidewalks in order to have a high level of pedestrian continuity. Sidewalks and walking paths are important in promoting physical activity by providing an easy and well-planned route that is safe and accessible. Sidewalks should also be in good condition, well-kept, even, clear, and safe for walking.
Topography – The slope of a street can have a dramatic effect on the visual appearance of the street and the neighbourhood as a whole. Most people consider streets with small or no hills to be easier to walk along than streets with steeper hills. Gentle hills and slight changes in topography can create pleasant views and a visually appealing streetscape. However, a steep hill that makes walking difficult or uncomfortable for major population groups would be considered too steep and creates a difficult walking environment. Each individual experiences the effect of hills differently and, as a result, the impact of hills is often based on perception. This makes fully understanding the degree of influence of topography on walking unclear.
Access to Transit – A higher concentration of jobs and residents makes transit more viable. Because most individuals who use transit are pedestrians for part of their trip, understanding neighbourhood convenience in terms of access to transit could provide some insight into transportation mode share and how the location of bicycle facilities impacts this. Access to transit can also make important community destinations more accessible and provide better access, although the relationship between walking and cycling and public transit are not always clear.
Accessibility – It is important that the walking network is accessible and usable by a large cross section of people, including people with disabilities, seniors, and parents with children. It is important that the design of the walking environment includes accessibility features to accommodate the unique needs of these groups and to provide better pedestrian circulation for everyone.
Pedestrian and Bicycle Facility Design Guidance
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3.2 Pedestrian Facility Types
There is a range of different types of pedestrian facilities that can be applied in various situations and offer a range of comfort levels. Figure 1 below identifies seven different types of pedestrian facilities; however, this list is not inclusive and there are a number of other options available. These seven facility types are described briefly below.
Figure 1: Pedestrian Facilities by Level of Comfort
Off-Street Pedestrian Only Pathways are physically seperated from motor vehicles and cyclists. They can be paved (i.e., asphalt) or unpaved and should be accessible via curb ramps. They should be designed to be wide enough to allow for at least two pedestrians to pass each other.
Multi-Use Pathways are physically separated from motor vehicles and provide sufficient width and supporting facilities to be used by cyclists, pedestrians, and other non-motorized users. Off-street pathways can have paved (i.e., asphalt) or unpaved surfaces. Pathway surfacing plays a large role in accessibility, and paved/firm surfaces (i.e., asphalt, stone dust, fine limestone, or gravel screenings) are necessary for accessible pathways.
Wider Sidewalks are often found in areas with high pedestrian volumes, such as commercial centres, around transit facilities, within a cityʼs downtown core. They often have a furnishing and frontage zone, but should have a wider clear zone for pedestrian movement than standard sidewalks discussed below.
Buffered Sidewalks are sidewalks that provide some form of buffer between pedestrians and the street. Buffers can include trees, furniture, and landscaped boulevards. Buffers often range in width based on where they are located and take into consideration vehicle volumes, vehicle speeds, and surrounding land uses.
Pedestrian and Bicycle Facility Design Guidance
35
Sidewalks are paved pathways that are located on the side of the road. They are designated spaces for pedestrians and can range in width depending on the land use and road classification. Sidewalks should be accessible, with curb ramps, free of obstructions, smooth, and well maintained.
Unpaved Sidewalks are pathways that are located on the side of the road. They are often informal pedestrian pathways, located in the absence of a paved sidewalk. They are often not easily accessible.
Paved Shoulders are typically found on streets without curb and gutter with shoulders wide enough for pedestrian travel. Shoulder sidewalks often, but not always, include signage alerting motorists to expect pedestrians travel along the roadway.
3.3 Pedestrian Design Guidelines
3.3.1 Relevant Documents Once the pedestrian facilities and design features have been selected, the next step is to focus on the proper design and implementation of the facility. This section outlines some of the resources that can be used to design different types of pedestrian facilities including sidewalks, pathways, intersection treatments, and streetscape features, to name a few. Many of these manuals focus on designing for pedestrians, and ensuring they have a safe, comfortable, and vibrant environment to walk weather it is walking for transportation or recreation purposes. A number of these manuals address both designs for pedestrians and cyclists and have already been mentioned in the previous chapter. It is also important to note that there are fewer guidelines available that are specific to pedestrian design; however, many of them do provide detailed and specific guidance. While this is not necessarily the complete list of available resources, they are the most common and well-used. Relevant pedestrian related resouces include:
Transportation Association of Canada Document
Geometric Design Guide for Canadian Roads (1997) – Sections 2.2 and 2.3 of the Geometric Design Guide for Canadian Roads provide guidelines for pedestrian facilities. The purpose of this guide is to provide designers with a set of guidelines and examples of common practice for the geometric design of pedestrian facilities that will be useful in producing sound designs that are sensitive to the needs of both pedestrians and other users.
Pedestrian Crossing Control Guide (2012) – This document provides guidelines on the use of devices for pedestrian crossing control relating to new installations or where existing installations need to be retrofitted. The Guide is primarily intended to augment the information about pedestrian crossing control devices and their applications contained in the Manual of Uniform Traffic Control Devices for Canada (MUTCDC). The main objective of this Guide is to promote uniformity across Canada with respect to the approach used in the provision of pedestrian crossing control, while improving road safety for these users.
North America (National, Provincial and State Organizations)
NACTO – Urban Street Design Guide (2013) – Already mentioned in the cycling chapter, the Urban Street Design Guide focuses on the design of city streets and public spaces.
Pedestrian and Bicycle Facility Design Guidance
36
This document provides more guidance for designing pedestrian facilities than bicycle facilities. More information about the Urban Street Design Guide can be found at: http://nacto.org/usdg/
VeloQuebec - Planning and Design for Pedestrians and Cyclists (2010) – Also already mentioned in the cycling chapter, this handbook is intended primarily for engineers, planners and others and has been used extensively by municipalities throughout Canada to provide guidance for the design of pedestrian infrastructure. The technical handbook is available for purchase at: http://www.velo.qc.ca/english/index.php?page=publications.
Ontario OTM Book 15: Pedestrian Crossing Facilities (2010) – The purpose of the Ontario Traffic Manual (OTM) is to provide information and guidance for transportation practitioners and to promote uniformity of treatment in the design, application and operation of traffic control devices and systems across Ontario. The OTM Book 15: Pedestrian Crossing Facilities includes consolidated references to relevant material that is provided in other OTM Books as applicable to pedestrian treatments. This document can be downloaded from http://www.directtraffic.ca/wp-content/uploads/2014/02/Book-151.pdf
AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities (2004) – The purpose of this guide is to provide guidance on the planning, design, and operation of pedestrian facilities along streets and highways. This guide is intended for planners, roadway designers, and transportation engineers. Specifically, the guide focuses on identifying effective measures for accommodating pedestrians on public rights-of-way. Appropriate methods for accommodating pedestrians, which vary among roadway and facility types, are described in this guide. This guide is available for purchase at https://bookstore.transportation.org/item_details.aspx?id=119
North American City Specific Manuals
City of Edmonton - Complete Street Guidelines (2013) – This report can be downloaded at http://www.edmonton.ca/city_government/city_vision_and_strategic_plan/complete-streets.aspx
City of Calgary - Complete Streets Guide (2014) – This report can be downloaded at http://www.calgary.ca/Transportation/TP/Pages/Planning/Calgary-Transportation-Plan/Complete-Streets.aspx
Pedestrian and Transit Oriented Design (2013) – This book can be purchased through Amazon.
3.3.2 Summary of Applicable Pedestrian Design Guidelines Each manual was reviewed to identify the guidance provided for designing a variety of characteristics that are often incorporated into a pedestrian network. The design characteristics that were included are listed below:
Pedestrian Facilities o Sidewalks
Width Surface material Cross slope
o Buffered sidewalks o Furnishing zone
Pedestrian and Bicycle Facility Design Guidance
37Pedestrian and Bicycle Facility Design Guidance
o Frontage Zone o Pathways
Multi-Use Pedestrian only Stairways
o Shared Spaces ex. Woonerfs Intersection and Crossing Treatments
o Midblock crossings o Crossing channelized turn lanes o Intersection crosswalks o Crossing distance o Raised crosswalks o Curb extensions o Raised intersections o Median refuges o Coner radius
Signals o Pedestrian activated signals o Pedestrian countdown timers o Leading pedestrian intervals o Audible pedestrian signal o Pedestrian scrambles
Accessibility o Curb ramps o Wheelchair users
Transit Integration Conflict Zones and Mixing Zones
o Driveways and alleyways o Shared use area (elephants feet)
Streetscape Guidelines o Lighting o Crime Prevention Through Environmental Design (CPTED) o Street furniture o Street trees and landscaping o Aesthetic and architectural features
Other o Maintenance o Wayfinding o Chicanes o Pedestrian speed
A glossary of a number of these terms and facilities, including pictures and examples, can be found in Appendix B. As was done for bicycle facilities, the manuals identified above were reviewed to identify the type of guidance they provide for the list of design characteristics identified above. The visual summary presented in Table 2 provides the user with a quick reference of which manuals provide guidance for which treatments.
Pedestrian and Bicycle Facility Design Guidance
38Pedestrian and Bicycle Facility Design Guidance
The colour coding is the same as described for bicycle facilities above. Green indicates that the manual provides specific design guidance, including measurements, visual examples, and information about how the treatment can be designed. Yellow identifies that the guide or manual does identify this treatment and discusses it in general terms but does not provide any specific design guidance. Finally, redindicates that this design feature was not mentioned in the document.
Overall, NACTOʼs Urban Street Design Guide, VeloQuebecʼs Planning and Design for Pedestrian and Cycling, AASHTOʼs Guide for the Planning, Design and Operation of Pedestrian Facilities, and TACʼs Geometric Design Guide for Canadian Roads provide the most detailed guidance for designing facilities for pedestrians. OTMʼs Book 15 provides the most detailed guidance specific to pedestrian crossing facilities and signals at both midblock and intersection crossings.
Pedestrian and Bicycle Facility Design Guidance
39
Pedestrian and Bicycle Facility Guidance
Table 1: Summary of Pedestrian Guidelines and Manuals
Design Characteristics
TAC
Docu
men
ts
TAC
- G
eom
etric
Des
ign
Gui
de fo
r Can
adia
n R
oads
TAC
- Pe
dest
rian
Cro
ssin
g C
ontro
l Gui
de
Nor
th A
mer
ica
NAC
TO -
Urb
an S
treet
Des
ign
Gui
de
Velo
Que
bec
- Pla
nnin
g an
d De
sign
for P
edes
trian
an
d C
yclin
g
Ont
ario
OTM
Boo
k 15
Ped
estri
an C
ross
ing
Faci
litie
s
AASH
TO G
uide
for t
he P
lann
ing,
Des
ign
and
Ope
ratio
n of
Ped
estri
an F
acilit
ies
Oth
er D
ocum
ents
City
of E
dmon
ton
- Com
plet
e St
reet
Gui
delin
es
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Pede
stria
n an
d Tr
ansi
t Orie
nted
Des
ign
Pedestrian Facilities
Sidewalks Width (Pedestrian Through Zone) Surface Material Cross-Slope Buffered sidewalks Furnishing Zone Frontage Zone Pathways Multi Use Pedestrian Only Stairways Shared Spaces - ex. Woonerf Intersections and Crossing Treatments Midblock Crossings Crossing Channelized Turn Lanes Intersection Crosswalks Crossing Distance Raised Crosswalks Curb Extensions Raised Intersections Median refuges Corner Radius Signals Pedestrian Activated Signals Pedestrian Countdown Timers Audible Pedestrian Signal Leading Pedestrian Intervals Pedestrian Scrambles - Separate pedestrian phase
Accessibility Curb Ramps Wheelchair users Transit Integration Conflict Zones and Mixing Zones Driveways and alleyways Shared Use Areas (Elephants Feet) Streetscape Guidelines Lighting CPTED Street furniture Street trees and landscaping Aesthetic and architectural features Other Maintenance Wayfinding Chicanes Pedestrian Speed
Pedestrian and Bicycle Facility Design Guidance
40Pedestrian and Bicycle Facility Design Guidance
Pedestrian Summary
Sidewalks
Most of the manuals reviewed provide recommendations specific to sidewalks, including minimum width, cross slope, and buffers. TACʼs Geometric Design Guide for Canadian Roads as well as manuals from NACTO (Urban Street Design Guide), VeloQuebec, AASHTO, and the Complete Street Guidelines from the Cities of Calgary and Edmonton provide good guidance; however, the recommended widths vary.
Width: TACʼs Geometric Design Guide for Canadian Roads and five other manuals provide similar specifications for the width of typical pedestrian sidewalks (minimum 1.5 m); however, guidance and widths for commercial areas vary.
Surface Material: Most manuals do not include guidance on surface material with the exception of VeloQuebec and AASHTO which identify concrete as the preferred material.
Cross Slope: The normal cross slope of 0.02 m/m (2%) should not be exceeded according to TAC, VeloQuebec, and AASHTO. The other manuals did not provide guidance for cross slope.
Buffered Sidewalks: Design details on buffered sidewalks can be found in the TACʼs Geometric Design Guide for Canadian Roads and four other manuals. All manuals that provide guidance identify different preferred widths for different land uses, with wider buffers recommended for streets with higher vehicle volumes and speeds.
Furnishing Zone: Information on furnishing zones is included in most manuals, including the TACʼs Geometric Design Guide for Canadian Roads; however, only the City of Edmontonʼs Complete Street Guideline provides number values.
Frontage Zone: Frontage zones are mentioned in TAC and other guidelines, but only AASHTO and the City of Edmontonʼs Complete Street Guideline specified a typical width of 0.5 – 0.8 m.
Pathways
Most manuals with the exception of VeloQuebecʼs do not provide a lot of guidance for designing pathways.
Multi-Use: Most manuals do not include guidance on multi-use pathways with the exception of VeloQuebec, City of Edmonton, and the City of Calgary. However, other bicycle specific manuals identify 3 m as the minimum width for multi-use pathways.
Pedestrian Only: Details on pedestrian only pathways are only provided in VeloQuebec which suggests a minimum width of 1.2 m.
Stairways: Only two of the manuals provide a detailed discussion on stairway design, one of which is TAC. TAC recommends a minimum width of 1.1 m and a maximum vertical rise of 3.7 m.
Woonerf/Shared Space: Descriptions specific to shared space design can be found in the manuals from NACTO, VeloQuebec, AASHTO, and the Urban Land Instituteʼs Pedestrian and Transit Oriented Design.
Pedestrian and Bicycle Facility Design Guidance
41Pedestrian and Bicycle Facility Design Guidance
Intersections and Crossing Treatment
The list of intersection and crossing treatments below can be implemented to help improve pedestrian safety when crossing the street. Overwhelmingly, NACTO, VeloQuebec, AASHTO, OTMʼs Book 15, and the City of Calgaryʼs Complete Streets Guide provide the most guidance for designing these treatments. Both of TACʼs manuals also provide some recommendations.
Midblock Crossings: Eight of the nine manuals have at least a general discussion specific to midblock crossings. This includes location suggestions and other design criteria. NACTO and OTM provides the most detailed recommendations including stop line set back distance. TACʼs Pedestrian Crossing Control Guide identifies different crossing controls for midblock crossings.
Crossing Channelized Turn Lanes: There are detailed discussions about pedestrian crossings at channelized turn lanes in five of the manuals. Many of the recommendations provided are specific to improving safety for pedestrians. TAC provides specific examples of pedestrian facilities at channelized turn lanes as does OTMʼs Book 15.
Intersection Crosswalks: Some discussion of intersection crosswalks can be found in all of the manuals reviewed. Accessibility, crosswalk width, and pavement markings are some of the key recommendations made in the documents including the two TAC manuals, the most detailed recommendations can be found in OTMʼs Book 15.
Crossing Distance: Most manuals, including those from TAC addressed the importance of providing pedestrians with reduced crossing distances through different design treatments.
Raised Crosswalks: Raised crosswalks are not discussed in either TAC manual but they are found in other manuals including NACTO, OTMʼs Book 15, VeloQuebec, and AASHTO.
Curb Extensions: Design recommendations for curb extensions are provided in TAC`s Geometric Design Guide for Canadian Roads and six other manuals; however, there is little agreement between the manuals on recommended dimensions.
Median Refuges: Manuals from TAC and five other manuals provide some design guidance for median refuges, particularly in terms of appropriate width and accessibility.
Corner Radius: Corner radius designs are covered in a number of the listed documents; however, they are not addressed in the TAC manuals. Based on the review, a radius of 3 m is generally used.
Signals
Intersection signals, including pedestrian activated signals, countdown timers, audible signals, and pedestrian scrambles, can be incorporated into an intersection to help improve pedestrian comfort and safety. TACʼs Pedestrian Crossing Control Guide as well as the NACTO, VeloQuebec, OTMʼs, and AASHTO manuals provide the most guidance for pedestrian considerations at signalized intersections.
Pedestrian Activated Signals: Pedestrian activated signals are addressed in some way in most of the manuals reviewed. The manuals mainly provide guidance about where signals should be located, signal timing considerations, and the placement of push buttons.
Pedestrian Countdown Timers: Most manuals do not include guidance on pedestrian countdown timers, with the exception of TACʼs Pedestrian Crossing Control Guide and AASHTOʼs pedestrian manual.
Audible Pedestrian Signal: Only AASHTO and OTMʼs Book 15 have a general discussion on audible pedestrian signals.
Pedestrian and Bicycle Facility Design Guidance
42Pedestrian and Bicycle Facility Design Guidance
Leading Pedestrian Intervals: Information on leading pedestrian intervals can be found in NACTOʼs Urban Street Design Guide as well as OTMʼs Book 15. They are also discussed more generally in the manuals from VeloQuebec, AASHTO, and the City of Edmonton.
Pedestrian Scrambles: Pedestrian scrambles are briefly mentioned in OTMʼs Book 15, VeloQuebecʼs manual, and Pedestrian and Transit Oriented Design.
Accessibility
All of the manuals review address accessibility in some way, though it is important to note that many reference additional documents that provide more specific detail.
Curb Ramps: All manuals include some guidance on curb ramp design and, as mentioned, many of the manuals refer to other documents that would provide specific details for design considerations, including preferred slope and location of curb ramps in relation to crosswalks.
Wheelchair Users: Details on providing facilities that accommodate wheelchair users are covered in most of the manuals reviewed, or other manuals are referenced.
Transit Integration
The TACʼs manuals have limited input on transit integration; however, there are several other manuals where a general description and design recommendations are provided.
Conflict Zones and Mixing Zones
There is limited information in the manuals reviewed specific to design recommendations for conflict and mixing zones.
Driveways and Alleyways: Pedestrian considerations at driveways and alleyways are only discussed generally in TACʼs Geometric Design Guide for Canadian Roads and more specifically in AASHTOʼs manual in reference to the cross slope considerations at access points.
Shared Use Areas (Elephants Feet): No information on Shared Use Areas is found in any manuals.
Streetscape Guidelines
All of the manuals reviewed provide some guidance regarding streetscaping; however, most provide only general recommendations about how these features can best be incorporated into the pedestrian environment.
Lighting: General lighting guidance can be found in TACʼs manuals and seven other manuals. Street Furniture: Most manuals include descriptions on street furniture with the exception of
TACʼs Pedestrian Crossing Control Guide. Street Trees and Landscaping: Some discussion and guidance is provided regarding street
trees and landscaping in the majority of manuals reviewed. Aesthetic and Architectural Features: Recommendations and interim design strategies for
architectural features are discussed throughout most of the documents.
Pedestrian and Bicycle Facility Design Guidance
43Pedestrian and Bicycle Facility Design Guidance
Other
Maintenance: Considerations for maintenance are included in most manuals, and most of the discussions are quite general and focus on understanding the importance of maintaining facilities throughout the year.
Wayfinding: Wayfinding and signage discussions are only mentioned generally in TACʼs manuals, VeloQuebec, and AASHTO manuals.
Chicanes: Chicanes are not discussed in the TACʼs manuals, but some descriptions are found in the NACTO, VeloQuebec, and AASHTO manuals.
Pedestrian Speed: Based on the reivew of manuals, typical pedestrian speed of 1.2 m/s is generally used in calculations according to TAC, VeloQuebec, and AASHTO.
A more detailed table that references page numbers of manuals where guidance and specific design recommendations including widths, where applicable, are provided can be found in Appendix D. Based on the findings of this review, and as was identified in the cycling chapter, it is clear that the characteristics discussed in each manual can differ, as do the recommendations. The most comprehensive manuals for designing pedestrian facilities are:
NACTOʼs Urban Street Guide; VeloQuebecʼs Planning and Design for Pedestrians and Cyclists; AASHTOʼs Guide for the Planning, Design and Operation of Pedestrian Facilities; and TACʼs Geometric Design Guide for Canadian Roads (to a lesser extent).
OTMʼs Book 15 provides detailed guidance on pedestrian considerations at crossing locations.
APP
EN
DIC
ES
APPENDIX AGlossary of Terms - Bikeways
Pedestrian and Bicycle Facility Design Guidance
Appendix - 2Pedestrian and Bicycle Facility Design Guidance
CYCLE FACILITIES
Off-Street Pathways
Multi-Use Pathways are off-street pathways where pedestrians, cyclists and other users share the same travel space.
Separated Bicycle and Pedestrian Pathways are off-street pathways that provide separation between pedestrians and cyclists.
Cycle Tracks (Protected Bicycle Lanes)
Curb/Median Protected Cycle Tracks are on-street facilities physically separated from motor vehicles and from pedestrians on the sidewalk by a curb or median. They can be either one-way ortwo-way.
Elevated Cycle Tracks are elevated the entire length of the cycle track, with the exception of major crossings. This includes separate drainage on the cycle track. Elevated cycle tracks can be either one-way or two-way.
Parking Protected Cycle Tracks are located between the on-street parking and the curb. The parked vehicles act as a buffer for the cyclists from moving traffic. Parking protected cycle tracks can be either one-way or two-way.
Bollard Protected Cycle Tracks can be cheap, simple, and quick solutions to create a barrier that makes cyclists feel adequately separated from vehicles. Typically, bollards can be used for pilot projects. Bollard protected cycle tracks can be either one-way or two-way.
Pedestrian and Bicycle Facility Design Guidance
Appendix - 3Pedestrian and Bicycle Facility Design Guidance
Bicycle Lanes
Painted Bicycle Lanesare on-street travel lanes designated for bicycles. They are identified with a white line and a bicycle symbol.
Buffered Bicycle Lanes are conventional painted bicycle lanes with a painted buffer between cyclists and moving vehicles or parked vehicles or both.
Shoulder Bikeways are typically found on streets without curb and gutter with shoulders wide enough for bicycle travel. Shoulder bikeways often, but not always, include signage alerting motorists to expect bicycle travel along the roadway.
Contra Flow Bicycle Lanes allow cyclists to travel both directions along a one-way street. Often denoted by a bicycle lane (for cyclists travelling in the opposite direction) and a shared use lane for cyclists travelling the same direction as vehicles.
Shared Use Facilities
Local Street Bikeways are located on local streets with lower traffic volumes and are designated routes for cyclists. They often have some form of traffic calming.
Shared Use Lanes are often denoted by the use of a “sharrow” pavement marking to indicate that this is a shared space. Bicycles and motorists have to share the lane.
Pedestrian and Bicycle Facility Design Guidance
Appendix - 4Pedestrian and Bicycle Facility Design Guidance
INTERSECTION AND CROSSING TREATMENTS
Intersection Approaches
Mixing Zones are when vehicle right-turn lanes and through bicycle lanes are combined and shared by both road users.
Turning Zones are identified as locations where motor vehicles have to cross over a through travelling bicycle lane to make a right hand turn.
At Intersections
Bike Box and Advance Stop Lines provide space for cyclists to wait to cross the intersection. They are often located in advance of the automobile stop line and provide the cyclists with a “head start”.
Launch Pad/Two-Stage Left Turn enable cyclists to make a left turn by continuing through an intersection to a location that sets them up to safely wait to cross the intersection and complete the turning movement.
Median Refuges provide a space in the middle of the road for cyclists to cross one direction of traffic and wait until there is a clearing to cross the other half of the intersection.
Traffic Circles are raised islands located in the centre of an intersection. Vehicles travel around the circle to complete turning movements. Roundabouts are similar but are often larger than traffic circles.
Protected Intersections incorporate a combination of treatments, including bicycle signal phases, specific design elements, and space allocation that protect cyclists when travelling through intersections.
Intersection Crossing Markings are used to indicate the path for cyclists through the intersection. They provide guidance for both cyclists and motor vehicle drivers.
Pedestrian and Bicycle Facility Design Guidance
Appendix - 5Pedestrian and Bicycle Facility Design Guidance
Coloured Conflict Zone Markings have been used to designate conflict zones and areas where cyclists are travelling. They provide visual reminder of the presence of cyclists.
SIGNALS
Bicycle Activated Signals, also referred to as half-signals, are used to assist cyclists in crossing major streets in areas where there is high cyclist demand, but where a full traffic signal is not warranted.
Signal Timing can be adjusted to reduce wait times for cyclists at intersections. Other options include providing leading bicycle intervals and separate bicycle signal phases.
Bicycle Specific Signals provide cyclists with their own signal to indicate when it is safe to enter an intersection without conflict from other vehicles attempting to make movements in the intersection.
Glossary of Terms - Pedestrian Facilites
APPENDIX B
Pedestrian and Bicycle Facility Design Guidance
Appendix - 7Pedestrian and Bicycle Facility Design Guidance
PEDESTRIAN FACILITIES
Sidewalks
Sidewalks are paved pathways that are located on the side of the road. They are designated space for pedestrians. The width, surface material, and cross slope are also important factors that need to be addressed during the design phase.
Buffered Sidewalks are sidewalks that provide some form of buffer between pedestrians and the street. Buffers can include trees, furniture, landscaped boulevards, etc.
Furnishing Zones are not included in the minimum width of the sidewalk. They include a segment of the sidewalk usually adjacent to the street that is the location of any benches, trash bins, bicycle parking, etc.
Frontage Zones are not included in the minimum width of the sidewalk. They include a segment of the sidewalk adjacent to store fronts. They are often covered by awnings, are the location of sandwich boards, restaurant patios, etc.
Off-Street Pathways
Separated Bicycle and Pedestrian Pathwaysare off-street pathways that provide separation between pedestrians and cyclists.
Multi-Use Pathways are off-street pathways where pedestrians, cyclists and other users share the same travel space.
Pedestrian and Bicycle Facility Design Guidance
Appendix - 8Pedestrian and Bicycle Facility Design Guidance
Stairways are a set of steps or stairs and their surrounding walls or structures. They are often used in areas with steep topography.
Shared Spaces are roads where motor vehicles, pedestrians, and bicyclists travel without lane assignment. Generally, there are no sidewalks or other features to separate modes.
INTERSECTION AND CROSSING TREATMENTS
Midblock Crossings are pedestrian crossing facilities implemented to accommodate pedestrian crossing demand between intersections and away from signalized intersections.
Crossing Channelized Turn Lanes often increase intersection efficiency for vehicles. However, crossing them can be challenging for pedestrians in certain situations. Pedestrian considerations should be made when designing these features.
Crosswalks are the simplest crossing treatment, which involves pavement markings indicating the crosswalk and accompanying signs.
Crossing Distance can be shortened by the use of curb extensions. Curb extensions are an extension of the curb into the parking lane at intersections to reduce speeds and increase the visibility of road users.
Raised Crosswalks are elevated pedestrian crossings that extend the sidewalk across the street through the creation of a flat topped speed hump.
Raised Intersections are flat elevated areas that span an entire intersection.
Pedestrian and Bicycle Facility Design Guidance
Appendix - 9Pedestrian and Bicycle Facility Design Guidance
Median Refuges provide a space in the middle of the road (median) for cyclists to cross one direction of traffic and wait until there is a clearing to cross the other half of the intersection.
Corner Radii can help to lower design speeds and shorten crossing distances. A shorter curve radius and a narrower lane width can result in slower vehicle speeds.
SIGNALS
Pedestrian Activated Signals, often referred to as a half-signal, are used to assist pedestrians in crossing major streets in areas where there is high pedestrian demand, but where a full traffic signal is not warranted.
Pedestrian Countdown Timers are used to provide information to pedestrians about how much time is left to cross the street at a signalized intersection.
Leading Pedestrian Intervals give pedestrians the “Walk” symbol several seconds before motor vehicles traveling in the parallel direction are given a green light. This allows pedestrians to get a head start on crossing before vehicles begin turning, making them more visible to motorists.
Audible Pedestrian Signals emit a verbal message, an audible tone, or a vibration to indicate to visually impaired pedestrians when they have the right- of-way to cross the street.
Pedestrian Scrambles are an exclusive pedestrian phase at a signalized intersection where vehicular movements are prohibited at all approaches while pedestrians are permitted to cross diagonally and longitudinally.
Pedestrian and Bicycle Facility Design Guidance
Appendix - 10Pedestrian and Bicycle Facility Design Guidance
ACCESSIBILITY
Curb Ramps help provide access for people on wheelchairs, with mobility aid and strollers to the sidewalk when there is a change in elevation.
Wheelchair users – all pedestrian facilities should be accessible for pedestrian users. This requires considerations for curb ramps, reasonable cross slopes, pathways free of obstructions, etc.
Detailed Design Guidelines - Bikeways
APPENDIX C
Pedestrian and Bicycle Facility Design Guidance
Appendix - 12
Cyc
ling
Gui
delin
es -
TAC
Des
ign
Cha
ract
eris
tics
TAC
- Tr
affic
Sig
nal G
uide
lines
for B
icyc
les
TAC
- Bi
kew
ay T
raffi
c C
ontr
ol G
uide
lines
for C
anad
a TA
C -
Geo
met
ric D
esig
n G
uide
for C
anad
ian
Roa
ds
Bic
ycle
Fac
ilitie
sO
ff St
reet
Pat
hway
s
Mul
ti-U
se
See
Sect
ion
4.1
Bicy
cle
Trai
l Cro
ssin
g at
an
inte
rsec
tion
(Fig
ure
4.1)
See
Sect
ion
3.7.
10 a
nd 3
.7.1
1 fo
r sig
nage
See
Sec
tion
8.7
- Ty
pica
l Mul
ti-U
se T
rail C
ross
ing
inte
rsec
tion
treat
men
ts
See
Sect
ion
3.4.
6 pg
. 3.4
.6.1
- Bi
cycl
e la
ne tw
o-wa
y sh
ared
wi
th p
edes
trian
s 2.
5m -3
.5m
. one
-way
sha
red
with
pe
dest
rian
2.0m
-3.0
m (h
owev
er th
is m
ay b
e m
ore
like
elev
ated
cyc
le tr
acks
)
Sepa
rate
d Pe
dest
rian
and
Bicy
cle
Faci
lities
See
Sect
ion
4.3
Bicy
cle
Cro
ssin
gs a
t Int
erse
ctio
n Pe
dest
rian
Sign
als
See
Sect
ion
3.7.
11 fo
r sig
nage
Bike
Pat
hs a
re p
hysi
cally
sep
arat
ed fr
om th
e ro
adwa
y in
a
bicy
cle
excl
usive
lane
touc
hed
on in
sec
tion
3.4.
3.4
Cyc
le T
rack
sO
ne -w
ay C
ycle
Tra
cks
Two-
way
Cyc
le T
rack
sC
urb/
Med
ian
Prot
ecte
d C
ycle
Tra
cks
Elev
ated
Cyc
le T
rack
sPa
rkin
g Pr
otec
ted
Cyc
le T
rack
s
Bolla
rd P
rote
cted
Cyc
le T
rack
sSo
me
disc
ussi
on o
n bi
cycl
e la
ne d
elin
eato
rs S
ectio
n 3.
4.8.
2 pg
. 3.4
.8.1
- 3.
4.8.
3 Bi
cycl
e La
nes
Pain
ted
bicy
cle
lane
s (n
o on
-stre
et p
arki
ng)
Bicy
cle
Lane
Typ
ical
app
licat
ions
See
8.1
.1 -
Res
erve
d Bi
cycl
e la
ne S
igna
ge 3
.7.9
- Bi
cycl
e la
ne p
avem
ent
mar
king
s se
e Se
ctio
n 7.
2.1
- Bic
ycle
lane
sym
bols
and
wor
d pl
acem
ent m
arki
ngs
see
sect
ion
7.41
, 7.4
2, 7
.43
Som
e ge
nera
l dis
cuss
ion
of b
icyc
le la
nes
in S
ectio
n 3.
4.3.
2 pg
. 3.4
.3.1
and
3.4
.3.2
and
sec
tion
3.4.
5 - N
otes
that
de
sira
ble
bike
wid
ths
for d
esig
n ar
e 1.
2m to
1.6
m fo
r one
-wa
y an
d 2.
2 m
to 2
.6 m
for t
wo -w
ay (d
oes
not s
peci
fy if
th
ere
is p
arki
ng o
r no
park
ing)
How
ever
in s
ectio
n 3.
4.6
lane
wi
dths
are
iden
tifie
d as
- Tw
o wa
y bi
cycl
e la
ne 2
.5m
-3.5
m,
One
way
bic
ycle
lane
1.5
m-2
.0m
Pain
ted
bicy
cle
lane
s (o
n-st
reet
par
king
)
Bicy
cle
Lane
Typ
ical
app
licat
ions
See
8.1
.1 -
Bicy
cle
lane
s ad
jace
nt to
full t
ime
on-s
treet
par
king
, par
king
wid
th s
houl
d be
2.5
m a
nd b
icyc
le la
ne s
houl
d be
1.5
m -
2.0m
. R
eser
ved
Bicy
cle
lane
Sig
nage
3.7
.9 -
Bicy
cle
lane
pav
emen
t m
arki
ngs
see
Sect
ion
7.2.
1 - B
icyc
le la
ne s
ymbo
ls a
nd w
ord
plac
emen
t mar
king
s se
e se
ctio
n 7.
41, 7
.42,
7.4
3
See
abov
e
Buffe
red
bicy
cle
lane
s
Shou
lder
Bik
eway
s
Som
e ge
nera
l dis
cuss
ion
of s
houl
der b
ikew
ays
in S
ectio
n 3.
4.3.
2 pg
. 3.4
.3.1
and
3.4
.3.2
- wi
dths
pro
vided
on
pg.3
.4.6
.2 w
idth
s fo
r pav
ed s
houl
ders
var
y fro
m a
min
of 1
.5
m to
3.0
m
Con
traflo
w bi
cycl
e la
nes
See
Sect
ion
4.4
and
Figu
re 4
.6 -
Con
traflo
w bi
cycl
e si
gnal
he
ads
shou
ld b
e m
ount
ed o
n th
e sa
me
pole
as
the
pede
stria
n si
gnal
s, a
nd th
e sa
me
heig
ht a
s th
e pe
dest
rian
sign
al h
ead.
Bic
ycle
sto
p ba
r sho
uld
be p
lace
d on
the
near
si
de o
f the
inte
rsec
tion
appr
ox. 1
.0 m
from
the
ped
cros
swal
k, w
ith s
uppl
emen
tal s
igna
ge
See
Typi
cal A
pplic
atio
n 8.
4 - C
ontra
flow
bicy
cle
lane
sho
uld
be 1
.5m
-2.0
m in
wid
th.
Whe
n pl
aced
bet
ween
par
ked
cars
an
d th
e cu
rb th
e la
ne s
houl
d be
2.0
m w
ide.
See
Sec
tion
4.6.
6 fo
r Con
traflo
w Bi
cycl
e La
ne C
ross
ing
Sign
age
- Bi
cycl
e la
ne p
avem
ent m
arki
ngs
see
Sect
ion
7.2.
2
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 13
Cyc
ling
Gui
delin
es -
TAC
Des
ign
Cha
ract
eris
tics
TAC
- Tr
affic
Sig
nal G
uide
lines
for B
icyc
les
TAC
- Bi
kew
ay T
raffi
c C
ontr
ol G
uide
lines
for C
anad
a TA
C -
Geo
met
ric D
esig
n G
uide
for C
anad
ian
Roa
ds
Man
uals
and
Gui
delin
es
Shar
ed U
se F
acilit
ies
Loca
l Stre
et B
ikew
ays
Shar
ed U
se L
anes
See
Typi
cal A
pplic
atio
n 8.
1.2,
8.1
.3 a
nd 8
.2 fo
r tra
nsitio
ns
from
sha
red
use
to b
icyc
le la
ne.
Seed
s sh
ould
er b
e 60
km
/h o
r les
s. O
n ro
adwa
ys w
ithou
t on
stre
et p
arki
ng, p
lace
m
arki
ng s
o th
e ce
ntre
is 1
.0m
but
a m
in o
f 0.7
5m fr
om th
e ed
ge o
f pav
emen
t or e
dge
of c
urb.
On
road
s wi
th fu
ll tim
e pa
rkin
g, p
lace
mar
king
so
that
the
cent
re o
f the
mar
king
is a
de
sire
d m
in o
f 3.4
m fr
om th
e cu
rb.
For s
ingl
e fil
e op
erat
ion
pace
the
mar
king
in th
e ce
ntre
of t
he la
ne if
the
lane
is le
ss
than
4.0
m w
ide,
pos
ted
spee
d sh
ould
be
50 k
m/h
or l
ess.
Se
e Se
ctio
n 4.
6.7
Shar
ed th
e R
oad
Sign
age
- Se
e Se
ctio
n 7.
4.3
for S
hare
d U
se L
ane
Sym
bols
See
Sect
ion
3.4.
6 pg
. 3.4
.6.2
bic
ycle
rout
es a
nd s
hare
d ro
adwa
y rig
ht la
ne o
n an
arte
rial s
treet
- AA
DT
0-10
00
stan
dard
road
way
lane
4.0
m, A
ADT
1000
-300
0 st
anda
rd
road
way
lane
4.3
m -
AAD
T 30
00-6
000
4.0m
- 4.
5m a
nd
AAD
T >6
000
4.3m
-4.8
m. W
here
bic
ycle
s an
d pa
rked
car
s sh
are
a la
ne th
e m
in w
idth
is 4
.0 m
, ass
umin
g a
2.4
m
park
ing
bay.
A la
ne o
f 3.0
m w
ide
allo
ws b
icyc
le c
omm
uter
s to
pas
s wi
thou
t cro
ssin
g in
to th
e ne
xt la
ne.
Inte
rsec
tion
Appr
oach
es
Mix
ing
zone
sSe
e Ty
pica
l App
licat
ion
8.3
Figu
re #
19 &
20
See
Sect
ion
3.2.
3, 3
.2.4
, 3.2
.6Se
e Se
ctio
n 3.
4.7.
4 an
d pa
rticu
larly
figu
re 3
.4.7
.3
Tur
ning
zon
esSe
e Ty
pica
l App
licat
ion
8.3
Figu
re #
12 &
13
See
Sec
tion
3.2.
3, 3
.2.4
, 3.2
.6Se
e Se
ctio
n 3.
4.7.
4 an
d pa
rticu
larly
figu
re 3
.4.7
.3
At In
ters
ectio
ns
Adv
ance
sto
p lin
es
See
Sect
ion
4.5
- Bic
ycle
sig
nals
may
be
used
in
conj
unct
ion
with
adv
ance
sto
p ba
rs fo
r bic
ycle
s, w
hich
allo
w cy
clis
ts to
pos
ition
them
selve
s ah
ead
of m
otor
veh
icle
s du
ring
a re
d si
gnal
Bik
e bo
xes
Bicy
cle
Box
re: S
top
Line
s 7.
3.2
- Typ
ical
app
licat
ion
8.3.
1 R
ecom
men
ded
dept
h is
4.0
m o
r a m
inim
um d
epth
of
2.75
m. R
ight
turn
on
red
mov
emen
ts s
houl
d be
pro
hibi
ted
for v
ehic
les
turn
ing
right
thro
ugh
the
bicy
cle
box.
Two
-sta
ge le
ft tu
rn b
oxes
Med
ian
refu
ges
Sign
age
for o
bstru
ctio
n Se
ctio
n 4.
0
Rou
ndab
outs
See
Typi
cal R
ound
abou
t App
licat
ion
8.6
Rou
ndab
out
Dire
ctio
nal S
igna
ge 5
.3.1
.3 T
raffi
c ci
rcle
sO
nly
what
is n
oted
abo
ve P
rote
cted
inte
rsec
tions
See
Sect
ion
4.1/
Figu
re 4
.2 -
Ref
eren
ces
OTM
Boo
k 18
Int
erse
ctio
n cr
ossi
ng m
arki
ngs
See
exam
ples
from
Sec
tion
8.0
for t
ypic
al a
pplic
atio
ns
(8.3
.2) -
Pro
vides
sig
nage
and
pav
emen
t mar
king
re
com
men
datio
ns S
ee S
ectio
n 8.
3.2
See
7.3
for T
rans
vers
e Pa
vem
ent M
arki
ngs
(incl
udes
Ele
phan
ts fe
et)
Col
oure
d pa
vem
ent m
arki
ngs
Sig
nals
Bic
ycle
act
ivate
d si
gnal
sSe
e Se
ctio
n 3.
4C
yclis
t pus
h bu
tton
sign
age
Sect
ion
4.6.
9 (p
g. 4
1) -
See
Sect
ion
7.4.
6 Bi
cycl
e D
etec
tion
Mar
king
Sym
bol
Lea
ding
bic
ycle
inte
rval
s
See
Sect
ion
4.5
An a
dvan
ced
bicy
cle
phas
e ca
n he
lp
cycl
ists
sta
rt m
ovin
g th
roug
h th
e in
ters
ectio
n be
fore
m
otor
ists
, sig
nal s
houl
d be
pla
ced
adja
cent
to th
e bi
cycl
e la
ne o
n th
e fa
r sid
e of
the
inte
rsec
tion.
See
als
o Se
ctio
n 3.
3 an
d 3.
4 - R
epor
t on
form
ulae
for c
alcu
latin
g th
e si
gnal
tim
ing
foun
d in
App
endi
x A
Inte
rsec
tion
and
Cro
ssin
g Tr
eatm
ents
Page
2
Pedestrian and Bicycle Facility Design Guidance
Appendix - 14
Cyc
ling
Gui
delin
es -
TAC
Des
ign
Cha
ract
eris
tics
TAC
- Tr
affic
Sig
nal G
uide
lines
for B
icyc
les
TAC
- Bi
kew
ay T
raffi
c C
ontr
ol G
uide
lines
for C
anad
a TA
C -
Geo
met
ric D
esig
n G
uide
for C
anad
ian
Roa
ds
Man
uals
and
Gui
delin
es
Sepa
rate
sig
nal p
hase
See
Sect
ion
3.3
and
3.4
- R
epor
t on
form
ulae
for
calc
ulat
ing
the
sign
al ti
min
g fo
und
in A
ppen
dix
A
Bic
ycle
spe
cific
sig
nal h
eads
See
sect
ion
3.2.
2, 3
.3 a
nd 3
.4 -
Sho
uld
be in
stal
led
on th
e fa
r sid
e of
inte
rsec
tions
and
with
in 3
0m o
f the
cyc
list s
top
bar,
if fu
rther
than
30m
use
300
mm
bic
ycle
sig
nal le
nses
or
inst
all s
igna
l at t
he n
ear s
ide
of th
e in
ters
ectio
n. M
ust n
ot
act a
s a
phys
ical
impe
dim
ent
Int
erse
ctio
n re
stric
tions
Touc
hed
on b
riefly
spe
cific
to e
ach
treat
men
tPr
ovid
es g
ener
al s
igna
ge o
ptio
ns S
ee s
ectio
n 3.
0Tr
ansi
t int
egra
tion
Oth
er
Ret
rofit
ting
stre
ets
for b
icyc
le la
nes
S
igna
geTh
roug
hout
doc
umen
t for
spe
cific
exa
mpl
esTh
roug
hout
doc
umen
tBr
ief d
iscu
ssio
n in
sec
tion
3.4.
8.3
pg. 3
.4.8
.3
Pav
emen
t mar
king
sTh
roug
hout
doc
umen
t for
spe
cific
exa
mpl
esTh
roug
hout
doc
umen
t
Mai
nten
ance
W
ayfin
ding
Thro
ugho
ut d
ocum
ent f
or s
peci
fic e
xam
ples
Prov
ides
reco
mm
enda
tions
on
the
dist
ance
and
the
loca
tion
of d
iffer
ent t
ypes
of d
ecis
ion
and
dire
ctio
ns s
igns
(w
ayfin
ding
)Br
ief d
iscu
ssio
n in
sec
tion
3.4.
8.3
pg. 3
.4.8
.3 -
3.4.
8.4
Page
3
Pedestrian and Bicycle Facility Design Guidance
Appendix - 15
Cyc
ling
Gui
delin
es -
Oth
er N
orth
Am
eric
an O
rgan
izat
ions
Des
ign
Cha
ract
eris
tics
NAC
TO -
Urb
an B
ikew
ay D
esig
n G
uide
NAC
TO -
Urb
an S
tree
t Des
ign
Gui
deAA
SHTO
Bik
e G
uide
Ont
ario
OTM
Boo
k 18
Bic
ycle
Fac
ilitie
sVe
loQ
uebe
c - P
lann
ing
and
Des
ign
for
Pede
stria
ns a
nd C
yclis
tsB
icyc
le F
acili
ties
Off
Stre
et P
athw
ays
Mul
ti-U
se
See
Cha
pter
5 -
Sect
ion
5.2.
1 - T
he a
ppro
pria
te
pave
d wi
dth
for a
sha
red
use
path
is d
epen
dent
on
the
cont
ext,
volu
me,
and
mix
of u
sers
. Th
e m
inim
um
pave
d wi
dth
for a
two-
dire
ctio
nal s
hare
d us
e pa
th is
3.
0m.
Typi
cally
wid
ths
rang
e fro
m 3
.0m
to 4
.3m
with
th
e wi
der v
alue
s ap
plic
able
to a
reas
with
hig
h us
e (3
.0-4
.3m
typi
cal)
In b
oule
vard
Fac
ilitie
s Se
e Se
ctio
n 4.
4.1
pg. 1
04-1
06
- Two
Way
In-B
oule
vard
Sha
red
Faci
lity
Des
ired
widt
h 4.
0m s
ugge
sted
min
3.0
m
See
Cha
pter
4 -
Min
imum
reco
mm
ende
d wi
dth
is 3
.0
m -
desi
gn s
peed
30
km/h
. Min
imum
wal
king
wid
th is
1.
8 m
- Al
so h
as a
sec
tion
spec
ific
to p
athw
ays
at
inte
rsec
tions
pg.
42
(min
3.0
m)
Sepa
rate
d Pe
dest
rian
and
Bicy
cle
Faci
litie
s
See
Cha
pter
4 -
3.0m
bic
ycle
pat
h al
lows
for c
yclis
ts
to o
verta
ke e
ach
othe
r or t
rave
l two
way
s, th
ere
is a
m
inim
um w
idth
of 2
.5m
bet
ween
two
obst
acle
s,
widt
hs u
nder
2.0
m a
re to
be
avoi
ded
all t
oget
her.
O
ne w
ay b
icyc
le p
aths
requ
ired
widt
h is
1.5
m w
ith a
n ex
tra 1
.0m
cle
aran
ce o
n ea
ch s
ide
- Al
so h
as a
se
ctio
n sp
ecifi
c to
pat
hway
s at
inte
rsec
tions
pg.
42
(min
1.5
m o
ne-w
ay, m
in 2
.5m
two-
ways
)
Cyc
le T
rack
sO
ne w
ay p
rote
cted
/ R
aise
d /
Two
Way
Cyc
le
Trac
ks
One
-way
Cyc
le T
rack
s
See
One
-way
Cyc
le T
rack
s - T
he m
inim
um d
esire
d wi
dth
for a
cyc
le tr
ack
shou
ld b
e 5
feet
. In
are
as w
ith
high
bic
yclis
t vol
umes
or u
phill
sect
ions
, the
m
inim
um d
esire
d wi
dth
shou
ld b
e 7
feet
(min
1.5
m
typi
cal,
min
1.7
m h
igh
volu
me)
Som
e m
entio
n of
one
way
cyc
le tr
acks
on
pg. 9
re
down
town
1-w
ay s
treet
See
Sect
ion
4.3
pg. 9
7-98
- O
ne-w
ay c
ycle
trac
k de
sire
d wi
dth
2.0m
(sug
gest
ed m
in 1
.5m
) (m
in
1.5m
) - w
idth
of s
epar
atio
n va
ries
See
Cha
pter
5 p
g. 8
0 - A
t lea
st 1
.5m
wid
e an
d a
0.5m
buf
fer
(min
1.5
m)
Two-
way
Cyc
le T
rack
s
See
Two
Way
Cyc
le T
rack
s - T
he d
esire
d tw
o-wa
y cy
cle
track
wid
th is
12
feet
. M
inim
um w
idth
in
cons
train
ed lo
catio
ns is
8 fe
et (R
ecom
men
ded)
. A
dash
ed y
ello
w ce
ntre
line
shou
ld b
e us
ed to
sep
arat
e tw
o-wa
y bi
cycl
e tra
ffic
and
to h
elp
dist
ingu
ish
the
cycl
e tra
ck fr
om a
ny a
djac
ent p
edes
trian
are
as
(Rec
omm
ende
d) (m
in 3
.7 ty
pica
l, m
in 2
.4
cons
trai
ned)
See
Sect
ion
4.3
pg. 9
7-98
- Tw
o wa
y cy
cle
track
de
sire
d wi
dth
4.0m
(sug
gest
ed m
in 3
.0 m
) (m
in
3.0m
) - w
idth
of s
epar
atio
n va
ries
See
Cha
pter
5 p
g. 8
0-81
- se
e on
e wa
y cy
cle
track
s -
bi-d
irect
ion
is n
ot re
com
men
ded
due
to in
crea
sed
pote
ntia
l for
con
flict
s
Cur
b/M
edia
n Pr
otec
ted
Cyc
le T
rack
s
See
One
Way
Pro
tect
ed C
ycle
Tra
cks
- A ra
ised
m
edia
n, b
us b
ulb
or c
urb
exte
nsio
n m
ay b
e co
nfig
ured
in th
e cy
cle
track
buf
fer a
rea
to
acco
mm
odat
e tra
nsit
stop
s. B
icyc
lists
sho
uld
yield
to
pede
stria
ns c
ross
ing
the
road
way
at th
ese
poin
ts to
re
ach
the
trans
it st
op
See
Sect
ion
4.2.
2 pg
. 81-
83 -
Con
cret
e cu
rb/M
edia
n/Pl
ante
rs -
Des
ired
widt
h 2.
0m la
ne +
1.0
bu
ffer (
sugg
este
d m
in 1
.5m
lane
+ 0
.5m
buf
fer)
(min
1.
5m, m
in 0
.5m
buf
fer)
Som
e de
sign
exa
mpl
es fo
und
in im
ages
See
C
hapt
er 5
pg.
80-
81
Elev
ated
Cyc
le T
rack
s
See
Rai
sed
Cyc
le T
rack
s - C
ycle
trac
k sh
ould
be
verti
cally
sep
arat
ed fr
om th
e st
reet
at a
n in
term
edia
te o
r sid
ewal
k le
vel (
Req
uire
d). R
aise
d cy
cle
track
sha
ll be
pro
tect
ed fr
om th
e ad
jace
nt
mot
or v
ehic
le tr
avel
lane
(Req
uire
d).
Mou
ntab
le c
urb
shou
ld h
ave
4:1
slop
e ed
ge (R
equi
red)
(4:1
slo
pe
edge
)
In b
oule
vard
Fac
ilitie
s Se
e Se
ctio
n 4.
4.1
pg. 1
04-1
06
One
-Way
In-B
oule
vard
Bic
ycle
Fac
ility
Des
ired
2.0m
wi
dth
sugg
este
d m
in 1
.8m
See
Cha
pter
5 p
g. 8
1 (S
idew
alk
leve
l bic
ycle
pat
h)
1.0
m -
1.5
m in
wid
th -
pede
stria
n se
ctio
n sh
ould
be
1.8
m o
r wid
er, c
urb
shou
ld b
e 15
cm h
igh.
Whe
re
park
ing
is p
rohi
bite
d a
7.5c
m m
ount
able
cur
b wo
uld
allo
w cy
clis
ts to
pas
s an
d us
e th
e st
reet
, a s
econ
d cu
rb s
houl
d se
para
te th
e pa
th fr
om th
e si
dewa
lk (1
.0-
1.5m
typi
cal,
15cm
hig
h cu
rbs)
Park
ing
Prot
ecte
d C
ycle
Tra
cks
See
One
Way
Pro
tect
ed C
ycle
Tra
cks
- Des
ired
park
ing
lane
and
buf
fer c
ombi
ned
widt
h is
11
feet
(R
ecom
men
ded)
- O
ne w
ay C
ycle
Tra
ck la
ne w
idth
de
sire
d m
inim
um 5
to 7
feet
(Rec
omm
ende
d) -
Park
ing
buffe
r des
ired
widt
h is
3 fe
et
(Rec
omm
ende
d) -
Park
ing
shou
ld b
e pr
ohib
ited
near
th
e in
ters
ectio
n to
impr
ove
visi
bilit
y/ T
he d
esira
ble
no-p
arki
ng a
rea
is 3
0 fe
et fr
om e
ach
side
of t
he
cros
sing
(min
1.5
-2.1
m o
ne-w
ay, 0
.9m
buf
fer)
See
Sect
ion
4.2.
2 pg
. 81-
83 -
Mar
ked
Buffe
r / O
n St
reet
Par
king
Des
ired
widt
h 1.
5m la
ne +
1.0
buf
fer
(sug
gest
ed m
in 1
.5m
lane
+ 0
.5m
buf
fer)
- Two
-Way
In
-Bou
leva
rd B
icyc
le F
acilit
y de
sire
d wi
dth
3.5m
su
gges
ted
min
3.0
m (m
in 1
.5m
one
-way
, min
3.0
m
two-
way
, 0.5
m b
uffe
r)
See
Cha
pter
5 p
g. 8
0 - A
t lea
st 1
.5 m
wid
e, w
ith a
t le
ast 0
.5 m
buf
fer t
o al
low
vehi
cle
door
s to
ope
n if
appl
icab
le.
A m
inim
um p
arki
ng s
etba
ck o
f 6.0
m
from
the
inte
rsec
tion
is re
quire
d (m
in 1
.5m
, 0.5
m
buffe
r)
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 16
Cyc
ling
Gui
delin
es -
Oth
er N
orth
Am
eric
an O
rgan
izat
ions
Des
ign
Cha
ract
eris
tics
NAC
TO -
Urb
an B
ikew
ay D
esig
n G
uide
NAC
TO -
Urb
an S
tree
t Des
ign
Gui
deAA
SHTO
Bik
e G
uide
Ont
ario
OTM
Boo
k 18
Bic
ycle
Fac
ilitie
sVe
loQ
uebe
c - P
lann
ing
and
Des
ign
for
Pede
stria
ns a
nd C
yclis
ts
Man
uals
and
Gui
delin
es
Bolla
rd P
rote
cted
Cyc
le T
rack
s
See
One
Way
Pro
tect
ed C
ycle
Tra
cks
- re:
Tub
ular
M
arke
rs -
Min
imum
des
ired
widt
h of
the
pain
ted
buffe
r is
3ft,
buffe
r spa
ce s
houl
d be
use
d to
loca
te
bolla
rds.
(Rec
omm
ende
d). T
ubul
ar m
arke
rs m
ay b
e us
ed to
pro
tect
the
cycl
e tra
ck fr
om th
e ad
jace
nt
trave
l lan
e. T
he c
olou
r of m
arke
r sha
ll be
the
sam
e co
lour
as
the
pave
men
t mar
king
they
sup
plem
ent
(Opt
iona
l) (m
in 0
.9m
buf
fer)
See
Sect
ion
4.2.
2 pg
. 81-
83 -
Flex
ible
Bol
lard
s D
esire
d wi
dth
2.0m
lane
+ 0
.5 b
uffe
r (su
gges
ted
min
1.
5m la
ne +
0.5
m b
uffe
r) (m
in 1
.5m
lane
, 0.5
m
buffe
r)
Som
e de
sign
exa
mpl
es fo
und
in im
ages
. See
C
hapt
er 5
pg.
80-
81
Bicy
cle
Lane
s
Pain
ted
bicy
cle
lane
s (n
o on
-stre
et p
arki
ng)
See
Con
vent
iona
l Bik
e La
nes
- The
des
irabl
e bi
ke
lane
wid
th -
6 fe
et. T
he d
esira
ble
ridab
le s
urfa
ce
adja
cent
to a
stre
et e
dge
is 4
feet
, with
a m
inim
um
widt
h of
3 fe
et. (
Req
uire
d) (m
in 0
.9m
-1.2
m)
Doe
s no
t offe
r spe
cific
gui
delin
es b
ut id
entif
ies
bicy
cle
lane
s in
a n
umbe
r of e
xam
ples
of s
treet
co
ncep
ts
See
Sect
ion
4.6
- Pro
vide
s ex
ampl
es o
f bic
ycle
lane
s on
two-
way
and
one-
way
stre
ets.
Und
er m
ost
circ
umta
nces
the
reco
mm
ende
d wi
dth
for b
icyc
le
lane
s is
1.5
m. W
ider
faci
litie
s ar
e re
com
men
ded
on
rout
es w
ith h
igh
bicy
cle
use
and
with
out o
n-st
reet
pa
rkin
g, re
com
men
ded
widt
h is
1.8
-2.4
m (1
.5m
ty
pica
l, 1.
8-2.
4m h
igh
volu
me)
See
Sect
ion
4.2.
1 pg
. 53
- Cur
bsid
e bi
cycl
e la
nes
shou
ld b
e 1.
8 m
wid
e, m
ay p
rovi
de 2
.0m
faci
litie
s wh
ere
bicy
cle
volu
mes
are
hig
her (
min
1.5
m),
when
bi
cycl
e la
ne is
spl
ittin
g tw
o tra
vel l
anes
des
ired
widt
h is
2.0
m (m
in 1
.8m
) (m
in 1
.5m
one
-way
, min
1.8
m tw
o-wa
y)
See
Cha
pter
5 p
g.78
- Pr
efer
ably
on s
treet
s wh
ere
the
spee
d lim
it is
50k
m/h
or l
ess
and
neve
r be
bi-
dire
ctio
nal,
lane
wid
th is
usu
ally
1.5m
, can
be
incr
ease
d to
1.8
m o
n st
reet
s wi
th h
ighe
r veh
icle
vo
lum
es, i
f bic
ycle
vol
umes
are
mor
e th
an 1
500
cycl
ists
per
day
2.0
m w
idth
is re
com
men
ded
(min
1.
5m ty
pica
l, m
in 1
.8-2
.0m
hig
h vo
lum
e)
Pain
ted
bicy
cle
lane
s (o
n-st
reet
par
king
)
See
Con
vent
iona
l Bik
e La
nes
- Th
e de
sira
ble
widt
h is
14.
5 fe
et fr
om th
e cu
rb fa
ce to
the
edge
of t
he
bicy
cle
lane
; the
min
imum
reac
h is
12
feet
. A b
ike
lane
nex
t to
a pa
rkin
g la
ne s
hall
be a
t lea
st 5
feet
wi
de, u
nles
s th
ere
is a
mar
ked
buffe
r bet
ween
th
em. (
Req
uire
d) (m
in 1
.5m
)
Bicy
cle
lane
reco
mm
ende
d at
6 fe
et (1
.8 m
) with
a 3
fo
ot (0
.9 m
) buf
fer (
min
1.8
m)
See
Sec
tion
4.6.
4 - B
icyc
le la
nes
loca
ted
adja
cent
to
a na
rrow
park
ing
(2.1
m) w
ith h
igh
turn
over
bic
ycle
la
nes
shou
ld b
e 1.
8m-2
.1m
- m
inim
um w
idth
of 1
.5
m -
sect
ion
also
pro
vide
s re
com
men
datio
ns fo
r pa
ralle
l and
dia
gona
l par
king
(min
1.5
m)
See
Sect
ion
4.2.
1 pg
. 53-
54 C
onve
ntio
nal B
icyc
le
Lane
adj
acen
t to
on-s
treet
par
king
- de
sire
d wi
dth
1.5m
lane
+ 1
.0 m
buf
fer (
sugg
este
d m
in 1
.5 m
lane
+
0.5m
buf
fer).
It i
s re
cogn
ized
that
the
par
king
la
ne w
idth
may
var
y b
etwe
en 2
.0 a
nd 2
.5 m
. (m
in 1
.5m
lane
, min
0.5
m b
uffe
r)
See
Cha
pter
5 p
g. 7
9 - B
icyc
le la
ne b
etwe
en 1
.5m
an
d 1.
8m w
ide,
aut
omob
ile la
ne b
etwe
en 3
.0m
and
3.
5 m
wid
e, p
arki
ng la
ne b
etwe
en 2
.1m
and
2.5
m
wide
(1.5
m-1
.8m
)
Buffe
red
bicy
cle
lane
s
See
Buffe
red
Bike
Lan
es -
The
buffe
r sha
ll be
m
arke
d wi
th 2
sol
id w
hite
line
s an
d sh
all h
ave
an
inte
rior d
iago
nal c
ross
hat
chin
g or
che
vron
mar
king
s if
3 fe
et in
wid
th o
r wid
er. (
Req
uire
d) T
he c
ombi
ned
widt
h of
the
buffe
r(s) a
nd b
ike
lane
sho
uld
be
cons
ider
ed “b
ike
lane
wid
th”
- Whe
re b
uffe
rs a
re
used
, bik
e la
nes
can
be n
arro
wer b
ecau
se th
e sh
y di
stan
ce fu
nctio
n is
ass
umed
by
the
buffe
r. - B
uffe
rs
shou
ld b
e at
leas
t 18
inch
es w
ide
(min
0.9
m la
ne,
min
0.5
m b
uffe
r)
Bicy
cle
lane
reco
mm
ende
d at
6 fe
et (1
.8 m
) with
a 3
fo
ot 0
.9 m
buf
fer (
min
1.8
m)
See
Pain
ted
bicy
cle
lane
s wi
th o
n st
reet
par
king
See
Cha
pter
5 p
g. 8
0 - A
t lea
st 1
.5 m
wid
e an
d a
0.5
m b
uffe
r if b
esid
e pa
rked
car
s (m
in 1
.5m
lane
, min
0.
5m b
uffe
r)
Shou
lder
Bik
eway
See
Sect
ion
4.5
pg. 4
-7 -
Shou
lder
wid
th s
houl
d be
ba
sed
on th
e co
ntex
t of t
he ro
adwa
y, O
n un
curb
ed
cros
s se
ctio
ns w
ith n
o ve
rtica
l obs
truct
ions
, adj
acen
t to
the
road
way
pave
d sh
ould
er s
houl
d be
at l
east
1.
2m w
ide.
Sho
ulde
r wid
th o
f at l
east
1.5
m is
re
com
men
ded
from
the
face
of t
he g
uard
rail,
cur
b or
ot
her r
oads
ide
barri
er to
pro
vide
add
ition
al o
pera
ting
widt
h. A
dditi
onal
sho
ulde
r wid
th is
des
irabl
e if
vehi
cle
spee
ds e
xcee
d 50
mph
, or i
f use
d by
hea
vy
truck
s (m
in 1
.2-1
.5m
)
See
Sect
ion
4.1.
2 - S
igne
d bi
cycl
e ro
utes
with
pav
ed
shou
lder
s sh
ould
ty
pica
lly h
ave
sho
ulde
rs b
etwe
en 1
.5 a
nd 2
.0 m
(m
in 1
.2 m
) of
pav
emen
t wi
dth
dep
endi
ng o
n th
e vo
lum
e, s
peed
and
mix
of
vehi
cula
r tra
ffic
may
al
so i
nclu
de a
buf
fer
zone
bet
ween
0.5
and
1.0
m
wid
e to
pro
vide
gre
ater
sep
arat
ion
betw
een
m
otor
ists
and
cyc
lists
- (m
in 1
.2m
, 0.5
-1.0
m b
uffe
r)
See
Cha
pter
5 p
age
76 -
50km
/h o
r les
s AS
DT
<200
0 or
>20
00 =
1.0
m -
50km
/h to
70k
m/h
AS
DT<
2000
=1.0
m A
SDT>
2,00
0=1.
5 m
- >7
0km
/h
ASD
T 1.
5m A
SDT>
2000
=1.7
5 (m
in 1
.0-1
.75m
)
Con
traflo
w bi
cycl
e la
nes
See
Con
traflo
w Bi
cycl
e La
nes
- Sig
nage
and
sig
nals
ar
e ve
ry im
porta
nt -
A so
lid d
oubl
e ye
llow
line
mar
king
s sh
ould
be
used
to d
emar
cate
the
lane
from
op
posi
ng tr
affic
- Ad
d bu
ffer t
o bi
cycl
e la
ne if
spa
ce
exis
ts
See
Sect
ion
4.6.
3 pg
. 4-1
2 - T
he b
icyc
le la
ne s
houl
d be
pla
ced
on th
e co
rrect
sid
e of
the
road
way,
if th
ere
is in
suffi
cien
t roo
m th
en a
sha
red
lane
mar
king
sh
ould
be
used
. Ap
prop
riate
sep
arat
ion
shou
ld b
e pl
aced
bet
ween
the
two
dire
ctio
ns o
f tra
ffic
to
desi
gnat
e tra
vel l
anes
in b
oth
dire
ctio
ns, p
avem
ent
mar
king
s ar
e th
e si
mpl
est f
orm
of s
epar
atio
n,
med
ians
or t
raffi
c se
para
tors
pro
vide
mor
e se
para
tion
betw
een
mot
oris
ts a
nd b
icyc
les
trave
lling
in o
ppos
ing
dire
ctio
ns.
If m
edia
ns o
r tra
ffic
sepa
rato
rs a
re u
sed
the
cont
ra-fl
ow b
icyc
le la
nd
widt
h sh
ould
be
at le
ast 2
.1 m
. (m
in 2
.1m
)
See
Sect
ion
4.2.
3 pg
. 91
- Con
traflo
w Bi
cycl
e La
ne
Des
ired
widt
h 2.
0m (S
ugge
sted
min
1.8
m)
Con
traflo
w Bi
cycl
e La
ne a
djac
ent t
o o
n-st
reet
pa
rkin
g 2.
0 m
lane
+ 1
.0 m
buf
fer t
o pa
rkin
g (s
ugge
sted
min
1.8
m la
ne +
0.5
m b
uffe
r to
park
ing)
(m
in 1
.8m
lane
, 0.5
m b
uffe
r)
See
Cha
pter
5 p
g. 8
3 - 1
.5m
to 1
.8m
bic
ycle
lane
, 3.
3m -
4.5m
sha
red
use
lane
with
pav
emen
t m
arki
ngs
(1.5
-1.8
m )
Shar
e U
se F
acili
ties
Loca
l Stre
et B
ikew
ays
See
Bicy
cle
Boul
evar
ds -
Rou
te p
lann
ing,
sig
ns a
nd
pave
men
t mar
king
s, s
peed
man
agem
ent,
volu
me
man
agem
ent,
min
or s
treet
cro
ssin
gs, m
ajor
stre
et
cros
sing
s, o
ffset
cro
ssin
gs, g
reen
infra
stru
ctur
e
See
pg. 2
6 fo
r Res
iden
tial S
hare
d St
reet
Se
e Se
ctio
n 4.
10 p
g. 4
-33
- Sec
tion
disc
usse
s an
d id
entif
ies
seve
ral d
esig
n el
emen
ts th
at a
re c
omm
only
incl
uded
in lo
cal s
treet
bik
eway
s
See
Sect
ion
5.1
pg. 1
18 -
Bicy
cle
Prio
rity
Stre
ets
incl
udes
gui
danc
e fo
r des
ign
char
acte
ristic
s in
clud
ing
traffi
c re
duct
ion,
inte
rsec
tion
treat
men
ts,
prio
rity
and
traffi
c ca
lmin
g
See
Cha
pter
5 p
g. 8
4 - 9
1 - P
rovi
des
reco
mm
enda
tions
for d
esig
ning
bic
ycle
bou
leva
rds
incl
udin
g th
e im
porta
nce
of tr
affic
cal
min
g an
d th
e re
com
men
ded
cros
s se
ctio
ns b
ased
on
vehi
cle
volu
mes
and
land
use
type
Page
2
Pedestrian and Bicycle Facility Design Guidance
Appendix - 17
Cyc
ling
Gui
delin
es -
Oth
er N
orth
Am
eric
an O
rgan
izat
ions
Des
ign
Cha
ract
eris
tics
NAC
TO -
Urb
an B
ikew
ay D
esig
n G
uide
NAC
TO -
Urb
an S
tree
t Des
ign
Gui
deAA
SHTO
Bik
e G
uide
Ont
ario
OTM
Boo
k 18
Bic
ycle
Fac
ilitie
sVe
loQ
uebe
c - P
lann
ing
and
Des
ign
for
Pede
stria
ns a
nd C
yclis
ts
Man
uals
and
Gui
delin
es
Shar
ed U
se L
anes
See
Shar
ed L
ane
Mar
king
s - S
hare
d us
e la
ne
mar
king
s sh
ould
not
be
used
on
shou
lder
s -
Freq
uent
, vis
ible
pla
cem
ent o
f mar
king
s is
ess
entia
l.
Shar
ed u
se la
nes
mar
king
s us
ed to
brid
ge
disc
ontin
uous
bic
ycle
faci
litie
s or
alo
ng b
usie
r stre
ets
shou
ld b
e pl
aced
mor
e fre
quen
tly (5
0 to
100
feet
) th
an a
long
low
traffi
c bi
cycl
e ro
utes
(up
to 2
50 fe
et o
r m
ore)
. Lat
eral
pla
cem
ent i
s cr
itica
l to
enco
urag
e rid
ers
to a
void
the
“doo
r zon
e” a
nd to
enc
oura
ge s
afe
pass
ing
beha
vior
. MU
TCD
gui
danc
e re
com
men
ds
min
imum
pla
cem
ent w
hen
a pa
rkin
g la
ne is
pre
sent
at
11
feet
from
the
curb
face
. O
n st
reet
s wi
th p
oste
d 25
mph
spe
eds
or s
lowe
r, pr
efer
red
plac
emen
t is
in
the
cent
er o
f the
trav
el la
ne. O
n st
reet
s wi
th p
oste
d 35
mph
spe
eds
or fa
ster
and
mot
or v
ehic
le v
olum
es
high
er th
an 3
,000
vpd
sha
red
lane
mar
king
s ar
e no
t a
pref
erre
d tre
atm
ent.
If o
n-st
reet
veh
icle
par
king
is
not p
rese
nt, S
Lm s
houl
d be
pla
ced
far e
noug
h fro
m
the
curb
to d
irect
bic
yclis
ts a
way
from
gut
ters
, sea
m,
and
othe
r obs
tacl
es. (
min
3.4
m w
ith p
arki
ng)
Doe
s no
t offe
r spe
cific
gui
delin
es b
ut id
entif
ies
shar
ed u
se la
nes
in a
num
ber o
f exa
mpl
es o
f stre
et
conc
epts
See
Sect
ion
4.3
pg. 4
.2 (s
hare
d la
nes)
- M
arke
d sh
ared
lane
s Se
ctio
n 4.
4 - O
n st
reet
s wi
th o
n-st
reet
pa
ralle
l par
king
, mar
king
s sh
ould
be
plac
es a
t lea
st
3.4m
from
face
of t
he c
urb
- On
stre
ets
with
out o
n-st
reet
par
alle
l par
king
, mar
king
sho
uld
be p
lace
d at
le
ast 1
.2m
from
face
of c
urb.
- Th
e sh
ared
lane
man
be
pla
ced
farth
er in
to th
e la
ne th
an th
e m
in d
ista
nce
wher
e ap
prop
riate
- sh
ould
not
be
used
on
road
ways
th
at h
ave
a sp
eed
limit
abov
e 35
mph
- al
so p
rovi
des
exam
ple
of s
hare
d la
ne p
avem
ent m
arki
ng. (
min
3.
4m w
ith p
arki
ng, m
in 1
.2m
with
out p
arki
ng)
See
Sect
ion
4.1
pg. 3
8 - P
ract
ition
ers
may
cho
ose
to
add
an o
ptio
nal 's
harro
w' o
r 'Sh
ared
Use
Lan
e M
arki
ng' a
t reg
ular
inte
rval
s - W
ide
Shar
ed R
oadw
ay
/ Sig
ned
Bicy
cle
Rou
te d
esire
d wi
dth
4.5m
(min
wid
th
4.0
m)
Nar
row
Shar
ed R
oadw
ay /
Sign
ed B
icyc
le
Rou
te D
esire
d wi
dth
4.0m
(min
wid
th 3
.0m
) Sha
red
Use
Lan
e si
gnag
e di
scus
sed
in s
ectio
n 4.
1.1.
2 Sh
arro
w pa
vem
ent m
arki
ngs
are
disc
usse
d in
Se
ctio
n 4.
1.1.
3 in
clud
ing
loca
tion
on s
treet
s wi
th a
nd
with
out o
n st
reet
par
king
- W
ide
Sign
ed B
icyc
le
Rou
te w
ithou
t Par
king
sha
rrow
shou
ld b
e pl
aced
1.0
m
fro
m t
he f
ace
of
the
cur
b - W
ide
Shar
ed R
oadw
ay
/ Sig
ned
Bicy
cle
Rou
te w
/ on-
stre
et p
arki
ng t
he
cent
re o
f the
sha
rrow
shou
ld b
e pl
aced
at
leas
t 1.
3
m fr
om th
e ed
ge o
f the
cur
b. I
f the
sha
red
trave
l lan
e is
less
tha
n 4
.0 m
wid
e fr
om t
he e
dge
of
the
park
ing
lane
, the
sha
rrow
shou
ld b
e pl
aced
in th
e ce
ntre
of t
he tr
avel
lane
- N
arro
w Sh
ared
Roa
dway
O
n ro
adwa
ys
wher
e th
e tra
vel l
ane
is to
o na
rrow
for m
otor
ists
to
safe
ly pa
ss c
yclis
ts in
a s
ingl
e la
ne, m
otor
ists
and
cy
clis
ts a
re e
ncou
rage
d to
trav
el in
sin
gle
file
and
cycl
ists
are
enc
oura
ged
to u
se t
he f
ull
lane
- sh
arro
w sh
ould
be
loca
ted
in th
e ce
ntre
of t
he la
ne
(min
3.0
-4.0
m)
(Not
spe
cific
ally
Shar
ed U
se L
anes
but
sha
red
Roa
dway
s) S
ee C
hapt
er 5
pag
e 73
Inte
rsec
tion
and
Cro
ssin
g Tr
eatm
ents
Inte
rsec
tion
Appr
oach
es
Mixi
ng z
ones
See
Com
bine
Bik
e La
ne /
Turn
Lan
e - S
ome
form
of
bicy
cle
mar
king
sha
ll be
use
d to
cla
rify
bicy
clis
t po
sitio
ning
with
in th
e co
mbi
ned
lane
. Th
is c
an
incl
ude
dotte
d st
ripin
g or
a s
hare
d la
ne m
arki
ng.
If th
e la
ne is
con
tinui
ng in
to th
e m
ixing
zon
e, A
dot
ted
4 in
ch li
ne a
nd b
icyc
le la
ne m
arki
ng s
houl
d be
use
d to
cla
rify
bicy
clis
t pos
ition
ing
with
in th
e co
mbi
ned
lane
(1.2
m)
Doe
s no
t offe
r spe
cific
gui
delin
es b
ut id
entif
ies
shar
ed m
ixing
zon
es in
a n
umbe
r of e
xam
ples
of
stre
et c
once
pts
See
Sect
ion
4.8
pg. 4
-22
- Spe
cific
to ri
ght t
urns
with
sh
ared
thro
ugh/
right
turn
lane
s. O
n ap
proa
ches
to
inte
rsec
tion
that
do
not h
ave
right
turn
onl
y la
nes,
bi
cycl
e la
ne li
nes
are
eith
er s
olid
or d
otte
d or
may
be
tem
pora
rily
drop
ped
(see
Fig
ure
4-16
). If
dot
ted
line
used
, dot
ted
line
shou
ld b
egin
15m
to 6
0m p
rior t
o th
e cr
ossw
alk,
the
bicy
cle
lane
sho
uld
resu
me
with
a
solid
line
on
the
far s
ide
of th
e in
ters
ectio
n ap
proa
ches
whe
re ri
ght t
urns
are
per
mitt
ed.
- in
stea
d of
dot
ted
lines
bic
ycle
lane
s co
uld
be
drop
ped
reco
mm
enda
tions
on
when
to u
se
treat
men
ts is
pro
vide
d
See
Pg. 6
0 - 6
5 - P
rovi
des
guid
elin
es fr
om T
AC (s
ee
TAC
Bik
eway
Tra
ffic
Con
trol G
uide
lines
) as
well
as
alte
rnat
ive
desi
gns
incl
udes
sig
nage
and
pav
emen
t m
arki
ng g
uide
lines
.
Tur
ning
zon
es
See
Thro
ugh
Bike
Lan
es -
The
desi
red
widt
h of
a
dotte
d bi
ke tr
ansi
tion
lane
and
thro
ugh
bike
lane
is 6
fe
et w
ith a
min
imum
wid
th o
f 4 fe
et -
The
thro
ugh
bike
lane
sha
ll be
pla
ced
to th
e le
ft of
the
right
-turn
on
ly la
ne.
Dot
ted
lines
sig
nify
ing
the
mer
ge a
rea
shal
l beg
in a
min
imum
of 5
0 fe
et b
efor
e th
e in
ters
ectio
n (M
UTC
D).
Dot
ted
lane
line
tran
sitio
n ar
eas
to th
roug
h bi
ke la
nes
shal
l not
be
used
on
stre
ets
with
dou
ble
right
turn
lane
s. (m
in 1
.2m
-1.5
m)
See
Sect
ion
4.8.
1 pg
. 4-2
4 - R
ight
Tur
n C
onsi
dera
tions
with
Rig
ht T
urn
Onl
y La
nes.
The
th
roug
h bi
cycl
e la
ne s
houl
d be
a m
inim
um o
f 1.2
m
wide
, how
ever
, 1.5
m is
pre
fera
ble.
Mot
oris
ts a
re
requ
ired
to y
ield
to b
icyc
list a
t the
ent
ranc
e to
the
right
-turn
-onl
y la
ne.
(min
1.2
-1.5
m)
See
Pg. 6
5-69
Pro
vide
s gu
idel
ines
from
TAC
(see
TA
C B
ikew
ay T
raffi
c C
ontro
l Gui
delin
es) a
s we
ll as
al
tern
ativ
e de
sign
s in
clud
es s
igna
ge a
nd p
avem
ent
mar
king
gui
delin
es.
See
Cha
pter
5 p
g. .1
01 -
and
Figu
re 5
.35
- A b
icyc
le
lane
to th
e le
ft of
a ri
ght-T
urin
g la
ne m
akes
it e
asie
r fo
r cyc
lists
to g
o st
raig
ht a
head
and
giv
es th
ose
waiti
ng fo
r a g
reen
ligh
t a p
lace
to d
o so
with
out
conf
lictin
g wi
th ri
ght t
urni
ng v
ehic
les
At In
ters
ectio
ns
Adv
ance
sto
p lin
esSe
e pg
. 70
- Des
ign
reco
mm
ends
a 2
.0m
adv
ance
st
op li
ne fo
r cyc
lists
(2.0
m ty
pica
l)Se
e C
hapt
er 5
, pg.
100
reco
mm
ends
a 2
.0m
ad
vanc
e st
op li
ne fo
r cyc
lists
(2.0
m ty
pica
l)
Bik
e bo
xes
See
Bike
Box
es -
Box
shou
ld b
e 10
-16
feet
dee
p.
Stop
line
s an
d pa
vem
ent m
arki
ngs
indi
cate
whe
re
vehi
cles
and
cyc
lists
sho
uld
stop
. An
ingr
ess
lane
sh
ould
be
used
to d
efin
e th
e bi
cycl
e sp
ace.
Col
oure
d pa
vem
ent m
arki
ngs
are
reco
mm
ende
d. S
igna
ge
requ
ired
(3.0
-4.9
m d
epth
)
See
pg. 7
6 - 7
7 - T
he d
epth
of t
he b
ike
box,
sp
ecifi
cally
the
dist
ance
bet
ween
the
cros
swal
k an
d th
e ve
hicu
lar s
top
bar,
shou
ld b
e 5
.0 m
to
cat
er t
o
the
vol
ume
of c
yclis
ts a
s w
ell
as b
icyc
les
with
tra
ilers
. In
con
stra
ined
situ
atio
ns,
this
may
be
re
duce
d to
a m
inim
um o
f 4.
0 m
. Bi
cycl
e
pave
men
t mar
king
sym
bols
sho
uld
be
app
lied
be
twee
n th
e cr
ossw
alk
and
the
sto
p b
ar f
or m
otor
ve
hicl
es. C
olou
red
pave
men
t m
ay a
lso
be
co
nsid
ered
to
enha
nce
the
visi
bilit
y of
the
bike
box
. (m
in 4
.0m
dep
th)
See
Cha
pter
5, p
g. 1
00 id
entif
ies
a m
inim
um b
ike
box
dept
h of
4.0
m (m
in 4
.0m
dep
th)
Page
3
Pedestrian and Bicycle Facility Design Guidance
Appendix - 18
Cyc
ling
Gui
delin
es -
Oth
er N
orth
Am
eric
an O
rgan
izat
ions
Des
ign
Cha
ract
eris
tics
NAC
TO -
Urb
an B
ikew
ay D
esig
n G
uide
NAC
TO -
Urb
an S
tree
t Des
ign
Gui
deAA
SHTO
Bik
e G
uide
Ont
ario
OTM
Boo
k 18
Bic
ycle
Fac
ilitie
sVe
loQ
uebe
c - P
lann
ing
and
Des
ign
for
Pede
stria
ns a
nd C
yclis
ts
Man
uals
and
Gui
delin
es
Two
-sta
ge le
ft tu
rn b
oxes
See
Two
Stag
e Tu
rn Q
ueue
Box
es -
requ
ire a
de
sign
ated
are
a, w
ith p
avem
ent m
arki
ngs
and
a bi
cycl
e st
enci
l. T
he q
ueue
box
sha
ll be
pla
ced
in a
pr
otec
ted
area
.
Not
hing
on
two
stag
e le
ft tu
rn b
oxes
but
ther
e is
a
sect
ion
on le
ft tu
rn c
onsi
dera
tion
(see
Sec
tion
4.8.
2)
See
pg. 7
8 - T
his
des
igna
ted
spa
ce s
houl
d b
e
mar
ked
with
a w
hite
rec
tang
ular
or
squa
re b
ox
usin
g 1
00 m
m w
ide
solid
line
s su
rroun
ding
a tu
rn
arro
w po
intin
g in
the
dire
ctio
n in
whi
ch c
yclis
ts
will
leav
e th
e in
ters
ectio
n, p
lus
a b
icyc
le s
ymbo
l or
ient
ed a
ccor
ding
to
the
dire
ctio
n fr
om w
hich
th
ey e
nter
ed. S
ee A
lso
pg. 8
8 fo
r lef
t tur
n bo
xes
spec
ific
to s
epar
ated
bic
ycle
faci
litie
s
Rec
omm
ends
no
treat
men
t for
left
turn
ing
cycl
ists
pa
rticu
larly
if v
ehic
le v
olum
es a
re lo
w C
hapt
er 5
pg.
10
1
Med
ian
refu
ges
See
Med
ian
Ref
uge
Isla
nd -
The
desi
rabl
e wi
dth
of
the
med
ian
refu
ge is
10
feet
or g
reat
er, m
inim
um
widt
h is
6 fe
et -
Whe
n ap
plie
d on
a tw
o-wa
y st
reet
, th
e m
edia
n re
fuge
sha
ll be
pla
ced
alon
g th
e ce
nter
line
of th
e ro
adwa
y be
twee
n th
e op
posi
ng
dire
ctio
ns o
f tra
vel.
Pav
emen
t mar
king
s on
the
appr
oach
of t
he re
fuge
isla
nd s
hall
follo
w ex
istin
g gu
idel
ines
- Th
e ap
proa
ch e
dge
of th
e ra
ised
med
ian
shal
l be
outli
ned
in re
tro re
flect
ive
white
or y
ello
w m
ater
ial.
(min
1.8
m-3
.0m
)
See
Pede
stria
n Sa
fety
Isla
nds
- Ped
estri
an
safe
ty is
land
s sh
ould
be
at le
ast 6
feet
wid
e, b
ut
have
a p
refe
rred
widt
h of
8–1
0 fe
et. W
here
a 6
--fo
ot w
ide
med
ian
cann
ot b
e at
tain
ed, a
na
rrowe
r rai
sed
med
ian
is s
till p
refe
rabl
e to
no
thin
g. T
he m
inim
um p
rote
cted
wid
th is
6 fe
et,
base
d on
the
leng
th o
f a b
icyc
le o
r a p
erso
n pu
shin
g a
stro
ller.
The
refu
ge is
idea
lly 4
0 fe
et
long
. The
cut
--thr
ough
or r
amp
widt
h sh
ould
eq
ual t
he w
idth
of t
he c
ross
walk
. (m
in 1
.8m
w
ide,
min
12.
2m lo
ng)
See
pg. 5
-48
- Cro
ssin
g is
land
s an
d ra
ised
med
ians
(s
peci
fic to
mid
-blo
ck c
ross
ings
)
See
Sect
ion
5.8.
1.4
pg.1
46 -
For
unsi
gnal
ized
mid
bloc
k c
ross
ings
on
mul
ti-la
ne ro
adwa
ys,
a
prot
ecte
d s
pace
in
the
cen
tre o
f th
e ro
ad,
know
n
as a
ʻm
edia
n re
fuge
isl
andʼ
, m
ay b
e pr
ovid
ed.
This
ena
bles
cyc
lists
, pe
dest
rians
and
oth
er t
rail
us
ers
to c
ross
tra
ffic
app
roac
hing
fro
m o
ne
dire
ctio
n at
a ti
me.
The
med
ian
isla
nd s
houl
d be
a m
inim
um o
f 2.
0 m
wid
e to
acc
omm
odat
e
regu
lar
bicy
cles
and
ped
estri
ans
with
pus
hcha
irs.
Whe
re f
easi
ble,
a w
idth
of
3.0
m s
houl
d b
e
prov
ided
to
acc
omm
odat
e bi
cycl
es w
ith tr
aile
rs.
See
Cha
pter
5 p
g.10
8 - F
or d
escr
iptio
n of
how
is
land
s an
d re
fuge
s ca
n be
use
d fo
r tra
ffic
calm
ing
and
See
pg. 9
9 fo
r des
crip
tion
of p
edes
trian
refu
ges
Rou
ndab
outs
See
Shar
ed L
ane
Mar
king
s - U
se s
hare
d la
ne
mar
king
s wi
thin
sin
gle
or m
ulti-
lane
roun
dabo
uts
See
Sect
ion
4.12
.11
pg. 4
-63
- Not
es th
at s
ingl
e la
ne
roun
dabo
uts
are
easi
er to
nav
igat
e fo
r cyc
lists
than
m
ulti-
lane
, als
o ha
s se
ctio
n on
des
igni
ng
roun
dabo
uts
for b
icyc
lists
to tr
ansv
erse
roun
dabo
uts
on th
e si
dewa
lk
See
Sect
ion
5.3
pg. 1
25 -
Sing
le la
nd a
nd M
ulti-
Lane
ro
unda
bout
s
See
Cha
pter
5 p
g. 1
02 -
104
- Inc
lude
s la
rge
and
smal
l rou
ndab
outs
. Sa
fe s
olut
ion
is to
hav
e cy
clis
ts
follo
w al
ongs
ide
the
pede
stria
n ro
ute
Tra
ffic
circ
les
See
Bicy
cle
Boul
evar
ds (M
inor
Stre
et C
ross
ings
and
Sp
eed
Man
agem
ent)
- Tra
ffic
circ
les
are
iden
tifie
d as
po
tent
ial b
icyc
le b
oule
vard
inte
rsec
tion
treat
men
ts
howe
ver n
otes
, Tre
atm
ents
sha
ll be
con
side
red
usin
g en
gine
erin
g ju
dgm
ent a
nd s
hall
cons
ider
the
safe
ty a
nd c
omfo
rt of
bic
ycle
mov
emen
ts a
long
the
bicy
cle
boul
evar
d.
Sim
ilar t
o ab
ove
sect
ion,
no
spec
ific
sect
ion
on tr
affic
ci
rcle
s
See
Cha
pter
5 p
g. 1
02 -
104
incl
udes
larg
e an
d sm
all r
ound
abou
ts -
In s
mal
l rou
ndab
outs
cyc
lists
sh
are
the
sing
le-la
ne c
ircle
with
mot
oris
ts, o
n ap
proa
ches
the
bicy
cle
lane
is d
isco
ntin
ued
prio
r to
the
circ
le, c
yclis
ts m
erge
with
aut
omob
ile tr
affic
as
the
road
way
narro
ws.
Pro
tect
ed in
ters
ectio
nsSe
e Se
ctio
n 4.
3.14
pg.
102
- 10
4 fo
r des
igns
and
de
scrip
tion
Inte
rsec
tion
cros
sing
mar
king
s
See
Inte
rsec
tion
Cro
ssin
g M
arki
ngs
- Dot
ted
lines
sh
all b
ind
the
bicy
cle
cros
sing
spa
ce.
Strip
ing
widt
h sh
all b
e a
min
imum
of 6
inch
es a
djac
ent t
o m
otor
ve
hicl
e tra
vel l
anes
. D
otte
d lin
es s
houl
d be
2 fo
ot
lines
with
2 to
6 fo
ot s
paci
ng.
Cro
ssin
g la
ne w
idth
sh
ould
mat
ch w
idth
and
pos
ition
ing
of th
e le
adin
g bi
ke la
ne.
On
cros
sing
s of
two-
way
path
s an
d cy
cle
track
s, m
arki
ngs
shou
ld in
dica
te th
at th
ere
is tw
o-wa
y tra
ffic.
Ele
phan
t's fe
et m
arki
ngs
may
be
used
as
an
alte
rnat
ive
to d
otte
d lin
e ex
tens
ions
(min
0.1
5m
strip
ing
wid
th, 0
.6m
line
s w
ith 0
.6m
-1.8
m
spac
ing)
Som
e ex
ampl
es o
f int
erse
ctio
n cr
ossi
ng m
arki
ngs
thro
ugho
ut
See
pg. 7
0- 7
2- Id
entif
ied
treat
men
t opt
ions
av
aila
ble:
no
treat
men
t; bi
cycl
e st
enci
ls o
r che
vron
s 1.
5m to
10m
spa
cing
; sha
rrows
at 1
.5 m
to 1
5 m
sp
acin
g; d
ashe
d g
uide
lines
(wi
th o
ptio
nal
bike
st
enci
ls o
r che
vron
s bu
t not
sha
rrows
), gr
een
col
our
treat
men
t; o
r da
shed
gui
delin
es (
with
opt
iona
l bi
ke s
tenc
ils o
r che
vron
s b
ut n
ot s
harro
ws)
and
gr
een
colo
ur tr
eatm
ent.
Elep
hant
s fe
et m
arki
ngs
are
rese
rved
for c
ross
rider
s at
inte
rsec
tions
(1.5
-10m
st
enci
l spa
cing
, 1.5
-15m
sha
rrow
spa
cing
)
See
Cha
pter
5 p
g.99
-100
for e
xam
ples
of b
icyc
le
faci
litie
s cr
ossi
ng in
ters
ectio
ns, i
nclu
ding
re
com
men
datio
ns a
bout
des
igns
and
pav
emen
t m
arki
ngs
Col
oure
d pa
vem
ent m
arki
ngs
See
Inte
rsec
tion
Cro
ssin
g M
arki
ngs
- Col
oure
d pa
vem
ent m
ay b
e us
ed fo
r inc
reas
ed v
isib
ility
with
in
conf
lict a
reas
or a
cros
s en
tire
inte
rsec
tions
See
Als
o -
Col
oure
d Pa
vem
ent M
ater
ial G
uida
nce
See
Sect
ion
4.7.
2 - N
otes
that
gre
en c
olou
red
pave
men
t mar
king
can
be
used
at s
elec
t loc
atio
ns o
r th
e en
tire
leng
th o
f a b
icyc
le fa
cilit
y - d
oes
not
spec
ifica
lly g
ive
advi
ce a
bout
usi
ng it
in in
ters
ectio
ns
See
abov
e, g
reen
col
oure
d m
arki
ngs
thro
ugh
inte
rsec
tions
are
reco
gnize
d as
pot
entia
l tre
atm
ents
See
Cha
pter
5 p
g.99
-100
for e
xam
ples
and
see
C
hapt
er 6
- pg
. 123
for r
ecom
men
datio
ns a
nd
guid
ance
on
colo
ured
pav
emen
t mar
king
mat
eria
ls
Sig
nals
Bic
ycle
act
ivat
ed s
igna
ls
See
Sign
al D
etec
tion
and
Actu
atio
n - p
ush-
butto
n ac
tivat
ion
shal
l be
loca
ted
so b
icyc
lists
can
act
ivat
e th
e si
gnal
with
out d
ism
ount
ing.
If u
sed,
pus
h bu
ttons
sh
ould
hav
e a
supp
lem
enta
l sig
n fa
cing
the
bicy
clis
tʼs a
ppro
ach
to in
crea
se v
isib
ility.
See
Sect
ion
4.12
.5 p
g. 4
-47
- Det
ectio
n fo
r bic
ycle
s at
traf
fic s
igna
ls, o
utlin
es th
e di
ffere
nt ty
pes
of
tech
nolo
gy to
det
ect c
yclis
ts a
t int
erse
ctio
ns
See
Sect
ion
5.8.
2 pg
. 147
- R
ecom
men
ds lo
okin
g at
O
TM B
ook
12 -
Traf
fic S
igna
ls fo
r des
ign
guid
ance
on
bic
ycle
sig
nal h
eads
, sig
nal t
imin
g an
d de
tect
or
loop
s.
See
Cha
pter
5 p
g. 9
6 fo
r a g
ener
al d
iscu
ssio
n of
tra
ffic
sign
als
and
cycl
ists
Lea
ding
bic
ycle
inte
rval
sSe
e Bi
cycl
e Si
gnal
Hea
ds -
Lead
ing
bicy
cle
inte
rval
s ar
e pa
rt of
typi
cal a
pplic
atio
ns o
f bic
ycle
sig
nal h
eads
See
pg. 1
26-1
28 fo
r sig
naliz
atio
n pr
inci
ples
See
Sect
ion
5.8.
2 pg
. 147
- R
ecom
men
ds lo
okin
g at
O
TM B
ook
12 -
Traf
fic S
igna
ls fo
r des
ign
guid
ance
on
bic
ycle
sig
nal h
eads
, sig
nal t
imin
g an
d de
tect
or
loop
s.
See
Cha
pter
5 p
g. 9
6 fo
r a g
ener
al d
iscu
ssio
n of
tra
ffic
sign
als
and
cycl
ists
Page
4
Pedestrian and Bicycle Facility Design Guidance
Appendix - 19
Cyc
ling
Gui
delin
es -
Oth
er N
orth
Am
eric
an O
rgan
izat
ions
Des
ign
Cha
ract
eris
tics
NAC
TO -
Urb
an B
ikew
ay D
esig
n G
uide
NAC
TO -
Urb
an S
tree
t Des
ign
Gui
deAA
SHTO
Bik
e G
uide
Ont
ario
OTM
Boo
k 18
Bic
ycle
Fac
ilitie
sVe
loQ
uebe
c - P
lann
ing
and
Des
ign
for
Pede
stria
ns a
nd C
yclis
ts
Man
uals
and
Gui
delin
es
Se
para
te s
igna
l pha
seSe
e Bi
cycl
e Si
gnal
Hea
ds -
Sepa
rate
sig
nal p
hase
s ar
e pa
rt of
typi
cal a
pplic
atio
ns o
f bic
ycle
sig
nal h
eads
See
Sect
ion
4.12
.4 -
brie
f dis
cuss
ion
on s
epar
ate
bicy
cle
and
pede
stria
n si
gnal
pha
ses
See
Sect
ion
5.8.
2 pg
. 147
- R
ecom
men
ds lo
okin
g at
O
TM B
ook
12 -
Traf
fic S
igna
ls fo
r des
ign
guid
ance
on
bic
ycle
sig
nal h
eads
, sig
nal t
imin
g an
d de
tect
or
loop
s.
See
Cha
pter
5 p
g. 9
6 fo
r a g
ener
al d
iscu
ssio
n of
tra
ffic
sign
als
and
cycl
ists
Bic
ycle
spe
cific
sig
nal h
eads
See
Bicy
cle
Sign
al H
eads
- Th
e bi
cycl
e si
gnal
hea
d sh
all b
e pl
aced
in a
loca
tion
clea
rly v
isib
le to
on
com
ing
bicy
cles
. - A
n ad
equa
te c
lear
ance
inte
rval
(i.
e., t
he m
ovem
entʼs
com
bine
d tim
e fo
r the
yel
low
and
all-r
ed p
hase
s) s
hall
be p
rovi
ded.
If t
he b
icyc
le
sign
al is
use
d to
sep
arat
e th
roug
h bi
cycl
e m
ovem
ents
from
righ
t tur
ning
veh
icle
s, th
en ri
ght
turn
on
red
shal
l be
proh
ibite
d wh
en th
e bi
cycl
e si
gnal
is a
ctiv
e. -
Ther
e ar
e cu
rrent
ly no
nat
iona
l st
anda
rds
for d
eter
min
ing
the
appr
opria
te c
lear
ance
in
terv
als
for b
icyc
le s
igna
ls.
See
Sect
ion
5.8.
2 pg
. 147
- re
com
men
ds lo
okin
g at
O
TM B
ook
12 -
Traf
fic S
igna
ls fo
r des
ign
guid
ance
on
bic
ycle
sig
nal h
eads
, sig
nal t
imin
g an
d de
tect
or
loop
s.
See
Cha
pter
6 p
g. 1
24 fo
r gen
eral
dis
cuss
ion
of
bicy
cle
spec
ific
sign
al h
eads
Inte
rsec
tion
rest
rictio
nsR
ecom
men
datio
ns p
rovi
ded
base
d on
faci
lity
type
- se
e al
so s
ectio
n on
Bic
ycle
Sig
nals
Touc
hed
on th
roug
hout
See
Cha
pter
5 fo
r dis
cuss
ion
of ri
ght t
urn
on re
d di
scus
sion
s
Tran
sit i
nteg
ratio
n
See
One
Way
Pro
tect
ed C
ycle
Tra
cks
- A ra
ised
m
edia
n, b
us b
ulb
or c
urb
exte
nsio
n m
ay b
e co
nfig
ured
in th
e cy
cle
track
buf
fer a
rea
to
acco
mm
odat
e tra
nsit
stop
s. B
icyc
lists
sho
uld
yield
to
pede
stria
ns c
ross
ing
the
road
way
at th
ese
poin
ts to
re
ach
the
trans
it st
op (O
ptio
nal)
- At t
rans
it st
ops
cons
ider
wra
ppin
g th
e cy
cle
track
beh
ind
the
trans
it st
op z
one
to re
duce
con
flict
s wi
th tr
ansi
t veh
icle
s an
d pa
ssen
gers
. Bi
cycl
ists
sho
uld
yield
to p
edes
trian
s in
th
ese
area
s. A
t int
erse
ctio
n bu
s st
ops,
an
exte
nded
m
ixing
zon
e m
ay b
e pr
ovid
ed w
ith s
igna
ge d
irect
ing
bicy
cles
to y
ield
to b
uses
and
load
ing
pass
enge
rs.
Cyc
le tr
acks
may
be
conf
igur
ed o
n th
e le
ft si
de o
f a
one-
way
stre
et to
avo
id c
onfli
cts
at tr
ansi
t sto
ps
(Opt
iona
l)
See
trans
it st
reet
pg.
57
for s
ome
exam
ples
of
inco
rpor
atin
g bi
cycl
e fa
cilit
ies
on s
treet
s wi
th tr
ansi
t se
rvic
e
See
Sect
ion
2.7
pg. 2
-27.
The
re a
re fo
ur m
ain
com
pone
nts
of b
icyc
le-tr
ansi
t int
egra
tions
: 1.
Faci
litat
ing
bicy
cle
acce
ss o
n tra
nsit
vehi
cles
2.
Offe
ring
bicy
cle
park
ing
at tr
ansi
t loc
atio
ns; 3
. Im
prov
ing
bike
ways
to tr
ansi
t and
4. P
rom
otin
g us
age
of b
icyc
le a
nd tr
ansi
t pro
gram
See
Sect
ion
5.4.
2 Tr
ansi
t Sto
ps o
n so
me
guid
ance
pe
rtain
ing
to tr
ansi
t sto
ps a
nd b
icyc
le la
nes
See
Cha
pter
7 fo
r som
e gu
idel
ines
spe
cific
to tr
ansi
t an
d cy
clin
g in
tegr
atio
n in
clud
ing
bicy
cle
park
ing
impo
rtanc
e of
pro
vidi
ng c
yclis
ts a
cces
s as
wel
l as
cros
s se
ctio
ns a
nd im
ages
of i
nteg
ratin
g bu
ses,
and
LR
T wi
th b
icyc
le la
nes
Oth
er
R
etro
fittin
g st
reet
s fo
r bic
ycle
lane
sSe
e th
roug
hout
Ret
rofit
ting
tips
are
prov
ided
for m
any
of th
e bi
cycl
e fa
cilit
y ty
pes
in C
hapt
er 4
See
Sect
ion
5.2.
1 an
d 5.
2.2
pg. 1
22 -
124
See
Cha
pter
5 p
g. 7
9 - A
ddin
g a
bicy
cle
lane
and
Se
e C
hapt
er 5
pg.
110
for g
uide
lines
and
a
desc
riptio
n of
a ro
ad d
iet a
nd p
g. 1
12 fo
r hor
izont
al
and
verti
cal r
oad
shift
s
S
igna
geIn
clud
ed th
roug
h ou
t doc
umen
t spe
cific
to fa
cilit
ySi
gnag
e re
com
men
datio
ns a
nd g
uide
lines
are
pr
ovid
ed b
ased
on
faci
lity
type
and
are
foun
d in
eac
h se
ctio
n
Prov
idin
g th
roug
hout
the
docu
men
t in
each
faci
lity
spec
ific
sect
ion
See
Cha
pter
6 p
g. 1
21 fo
r som
e ge
nera
l inf
orm
atio
n on
sig
nage
P
avem
ent m
arki
ngs
Incl
uded
thro
ugh
out d
ocum
ent s
peci
fic to
faci
lity
Pave
men
t mar
king
reco
mm
enda
tions
and
gui
delin
es
are
prov
ided
bas
ed o
n fa
cilit
y ty
pe a
nd a
re fo
und
in
each
sec
tion.
In
addi
tion
see
Sect
ion
7.2.
6
Gui
delin
es fo
r bic
ycle
faci
lity
spec
ific
pave
men
t m
arki
ngs
are
prov
ided
thro
ugho
ut th
e re
port
See
Cha
pter
6 p
g. 1
22 fo
r gui
danc
e m
arki
ng
mat
eria
ls, p
avem
ent m
arki
ng e
xam
ples
and
som
e di
men
sion
s pr
ovid
ed th
roug
hout
M
aint
enan
ceIn
clud
ed th
roug
h ou
t doc
umen
t spe
cific
to fa
cilit
ySe
e C
hapt
er 7
See
Cha
pter
8 -
For b
icyc
le fa
cilit
y m
aint
enan
ce
W
ayfin
ding
See
Bike
Rou
te W
ayfin
ding
Sig
nage
and
Mar
king
Sy
stem
See
Sect
ion
2.5.
3 pg
. 2.2
0 al
so re
fers
to P
art 9
of
MU
TCD
- se
e al
so R
oute
Sig
ns S
ectio
n 4.
11 w
hich
pr
ovid
es e
xam
ples
of s
igna
ge o
ptio
ns
Som
e re
com
men
datio
ns fo
r loc
atio
ns o
f way
findi
ng
guid
ance
etc
. are
feat
ured
thro
ugho
ut
See
Cha
pter
6 p
g. 1
19 fo
r gui
danc
e on
gui
de a
nd
info
rmat
ion
sign
s
Page
5
Pedestrian and Bicycle Facility Design Guidance
Appendix - 20
Cyc
ling
Gui
delin
es -
Nor
th A
mer
ican
City
Spe
cific
Desi
gn C
hara
cter
istic
sFu
ndam
enta
ls o
f Bic
ycle
Bou
leva
rd P
lann
ing
& De
sign
NC
HRP
Rep
ort 7
66 -
Reco
mm
ende
d Bi
cycl
e La
ne W
idth
s fo
r Var
ious
Roa
dway
C
hara
cter
istic
s
City
of E
dmon
ton
- Com
plet
e St
reet
G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Bic
ycle
Fac
ilitie
sO
ff St
reet
Pat
hway
s
Mul
ti-U
se
See
Shar
ed u
se p
aths
adj
acen
t to
Roa
dway
s Se
ctio
n 4.
3.7
pg. 7
0 - S
tand
ard
widt
h 3.
0m a
nd
cons
train
ed w
idth
2.5
m (3
.0m
sta
ndar
d, 2
.5m
co
nstr
aine
d)
See
pg. 3
5 - M
inim
um p
erm
itted
wid
th is
3.0
m
and
4.0m
alo
ng ri
vers
, cre
eks
and
valle
ys (3
.0m
st
anda
rd, 4
.0m
rive
rs)
Sepa
rate
d Pe
dest
rian
and
Bicy
cle
Faci
litie
s
Cyc
le T
rack
s
One
-way
Cyc
le T
rack
s
See
Sect
ion
4.3.
6 pg
. 68-
69 -
One
way
cyc
le
track
thro
ugh
zone
- St
anda
rd w
idth
2.1
m
cons
train
ed w
idth
for s
hort
dist
ance
s is
1.5
m
(min
1.5
m)
See
pg. 3
5 - P
rovi
des
defin
ition
onl
y - S
ee p
g. 3
6 Se
ctio
n 3.
3.3
for g
uide
lines
. A m
in 1
.0m
buf
fer o
r ph
ysic
al s
epar
atio
n sh
ould
be
prov
ided
whe
n an
y of
the
follo
wing
crit
eria
is m
et: a
)Tru
ck v
olum
es
are
>10
perc
ent o
f tot
al v
ehic
le v
olum
es b
) de
sign
spe
ed is
>60
km c
) Two
way
traf
fic
volu
mes
exc
eed
20,0
00 v
ehic
les
d) S
peed
di
ffere
ntia
l bet
ween
cyc
lists
and
mot
or v
ehic
les
is
too
grea
t
Two-
way
Cyc
le T
rack
s
See
reco
mm
enda
tions
for m
ulti-
use
path
way
- St
anda
rd w
idth
3.0
m a
nd c
onst
rain
ed w
idth
is
2.5m
See
sec
tion
4.3.
6 pg
. 68-
69 (m
in 3
.0m
ty
pica
l, m
in 2
.5 c
onst
rain
ed)
See
pg. 3
5 - P
rovi
des
defin
ition
onl
y se
e ab
ove
for r
ecom
men
datio
ns o
n se
para
ting
Cur
b/M
edia
n Pr
otec
ted
Cyc
le T
rack
sSe
e pg
. 68-
69 re
: rai
sed
med
ian
curb
pro
tect
ion
See
pg. 3
5 - P
rovi
des
defin
ition
onl
y
Elev
ated
Cyc
le T
rack
s
See
pg.6
8-69
- R
aise
d cy
cle
track
- ad
jace
nt to
tra
vel l
anes
, a ra
ised
cyc
le tr
ack
may
use
a 0
.5m
m
ount
able
cur
b, ra
ised
to in
term
edia
te o
r si
dewa
lk le
vel (
0.5m
hig
h cu
rb)
Park
ing
Prot
ecte
d C
ycle
Tra
cks
See
pg. 3
5 - P
rovi
des
defin
ition
onl
y Bo
llard
Pro
tect
ed C
ycle
Tra
cks
See
pg. 3
5 - P
rovi
des
defin
ition
onl
y Bi
cycl
e La
nes
Pain
ted
bicy
cle
lane
s (n
o on
-stre
et p
arki
ng)
See
Pg. 5
7 &
Pg. 6
1 -
For s
treet
s wi
thou
t on-
stre
et p
arki
ng, a
s lo
ng a
s th
e ad
jace
nt tr
avel
la
nes
is a
t lea
st 1
0-ft
wide
and
the
bike
lane
is 4
to
5 ft
. in
widt
h, m
ost b
icyc
lists
will
posi
tion
them
selv
es in
the
effe
ctiv
e bi
ke la
ne, a
nd th
e ef
fect
ive
bike
lane
will
be e
quiv
alen
t to
the
widt
h of
the
mar
ked
bike
lane
(1.2
-1.5
m ty
pica
l)
See
Sect
ion
4.3.
4 pg
. 64-
65 -
Stan
dard
wid
th
1.8m
, con
stra
ined
wid
th 1
.5m
max
wid
th 2
.1m
wi
dth
base
d on
veh
icle
vol
umes
and
type
of
vehi
cle.
Bic
ycle
lane
s of
2.1
- 3.
0m w
idth
sho
uld
be c
onfig
ured
as
buffe
red
bicy
cle
lane
s - S
ee
also
Sec
tion
4.6
Com
plet
e St
reet
s C
onte
xt
Illus
tratio
ns (1
.8m
sta
ndar
d, 1
.5m
con
stra
ined
, 2.
1m h
igh
volu
me)
See
Cha
pter
3.3
pg.
35
and
36 M
in b
icyc
le la
ne
widt
h is
1.5
m fr
ee o
f obs
truct
ions
and
obs
tacl
es
(1.2
m m
ay b
e pe
rmitt
ed in
retro
fit p
roje
cts)
- co
llect
or s
treet
s ca
rryin
g m
ore
than
3.0
00
vehi
cles
a d
ay s
hall
incl
ude
dedi
cate
d bi
cycl
e la
nes
(min
1.5
m)
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 21
Cyc
ling
Gui
delin
es -
Nor
th A
mer
ican
City
Spe
cific
Desi
gn C
hara
cter
istic
sFu
ndam
enta
ls o
f Bic
ycle
Bou
leva
rd P
lann
ing
& De
sign
NC
HRP
Rep
ort 7
66 -
Reco
mm
ende
d Bi
cycl
e La
ne W
idth
s fo
r Var
ious
Roa
dway
C
hara
cter
istic
s
City
of E
dmon
ton
- Com
plet
e St
reet
G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Man
uals
and
Gui
delin
es
Pain
ted
bicy
cle
lane
s (o
n-st
reet
par
king
)
See
Pg. 5
7 &
Pg. 6
1 - W
here
a b
icyc
le la
ne is
ad
jace
nt to
on-
stre
et p
arki
ng, t
he s
ugge
sted
wi
dth
for t
he p
arki
ng la
ne is
8 ft
. Whe
re s
pace
pe
rmits
, th
e da
ta s
ugge
st th
at in
stal
ling
a na
rrowe
r bic
ycle
lane
(5ft)
with
a p
arki
ng-s
ide
buffe
r pro
vide
s di
stin
ct a
dvan
tage
s ov
er a
wid
er
bike
lane
with
no
buffe
r. Fo
cus
on e
ncou
ragi
ng
cycl
ists
to ri
de o
utsi
de o
f the
doo
r zon
e. S
ee a
lso
tabl
e 19
. ( 1
.5m
)
See
Sect
ion
4.3.
4 pg
. 64-
65 -
Stan
dard
wid
th 1
.8
m, c
onst
rain
ed w
idth
1.5
m m
ax w
idth
2.1
m w
idth
ba
sed
on v
ehic
le v
olum
es a
nd ty
pe o
f veh
icle
s.
Bicy
cle
lane
s of
2.1
- 3.
0 m
wid
th s
houl
d be
co
nfig
ured
as
buffe
red
bicy
cle
lane
s - S
ee a
lso
Sect
ion
4.6
Com
plet
e St
reet
s C
onte
xt
Illus
tratio
ns (1
.8m
sta
ndar
d, 1
.5m
con
stra
ined
)
See
Cha
pter
3.3
pg.
35
and
36 -
Min
bic
ycle
lane
wi
dth
is 1
.5 m
free
of o
bstru
ctio
ns a
nd o
bsta
cles
(1
.2m
may
be
perm
itted
in re
trofit
pro
ject
s) -
on
wide
r stre
et fa
cilit
ies
1.5m
min
lane
ply
s 0.
8m
min
buf
fer s
hall
be p
rovi
ded
adja
cent
to a
par
king
la
ne (d
oor z
one
buffe
r) (m
in 1
.5m
lane
, min
0.
8m b
uffe
r)
Buffe
red
bicy
cle
lane
sSe
e Pa
inte
d bi
cycl
e la
nes
(on-
stre
et p
arki
ng).
See
pg. 6
6-67
- St
anda
rd w
idth
of b
icyc
le tr
avel
ar
ea is
1.5
m m
inim
um w
idth
of b
uffe
r are
a is
0.
5m, m
ax w
idth
of b
uffe
r are
a is
1.5
m.
If bu
ffer
is 0
.9 m
or w
ider
inte
rior w
ith d
iago
nal o
r che
vron
ha
tchi
ng- S
ee a
lso
Sect
ion
4.6
Com
plet
e St
reet
s C
onte
xt Il
lust
ratio
ns (
min
1.5
m la
ne, m
in 0
.5m
bu
ffer)
See
pg. 3
5 &
36 n
otes
that
a m
in 1
.0 b
uffe
r or
phys
ical
sep
arat
ion
shou
ld b
e pr
ovid
ed w
hen
any
of th
e fo
llowi
ng c
riter
ia is
met
: a)T
ruck
vol
umes
ar
e >1
0 pe
rcen
t of t
otal
veh
icle
vol
umes
b)
desi
gn s
peed
is >
60km
c) T
wo w
ay tr
affic
vo
lum
es e
xcee
d 20
,000
veh
icle
s d)
Spe
ed
diffe
rent
ial b
etwe
en c
yclis
ts a
nd m
otor
veh
icle
s is
to
o gr
eat (
min
1.0
m b
uffe
r)
Shou
lder
Bik
eway
Con
traflo
w bi
cycl
e la
nes
See
Pg. 4
0 - D
esig
n re
com
men
datio
ns -
Avoi
d us
e on
stre
ets
with
man
y dr
ivew
ays
or s
treet
s th
at w
ill in
ters
ect w
ith th
e co
ntra
flow
lane
. Al
low
cont
raflo
w la
ne w
idth
of 5
feet
or g
reat
er,
cons
ider
phy
sica
l sep
arat
ion
betw
een
the
cont
raflo
w la
ne a
nd m
otor
veh
icle
trav
el la
ne.
Con
side
r phy
sica
l sep
arat
ion
betw
een
the
cont
raflo
w la
ne a
nd m
otor
veh
icle
trav
el la
ne,
cons
ider
pai
nted
bic
ycle
lane
to h
ighl
ight
pr
esen
ce o
f the
con
traflo
w la
ne to
bic
yclis
ts a
nd
mot
oris
ts.
Post
sig
nage
indi
catin
g cy
clis
ts m
ay
ente
r the
one
-way
stre
ets.
(min
1.5
m)
See
pg. 6
4 - S
tand
ard
widt
h is
1.8
m -
cons
ider
co
nfig
urat
ion
as a
buf
fere
d bi
cycl
e la
ne fo
r fu
rther
sep
arat
ion
from
opp
osite
dire
ctio
n of
tra
ffic
- See
als
o Se
ctio
n 4.
6 C
ompl
ete
Stre
ets
Con
text
Illu
stra
tions
Men
tione
d on
pg.
35
Page
2
Pedestrian and Bicycle Facility Design Guidance
Appendix - 22
Cyc
ling
Gui
delin
es -
Nor
th A
mer
ican
City
Spe
cific
Desi
gn C
hara
cter
istic
sFu
ndam
enta
ls o
f Bic
ycle
Bou
leva
rd P
lann
ing
& De
sign
NC
HRP
Rep
ort 7
66 -
Reco
mm
ende
d Bi
cycl
e La
ne W
idth
s fo
r Var
ious
Roa
dway
C
hara
cter
istic
s
City
of E
dmon
ton
- Com
plet
e St
reet
G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Man
uals
and
Gui
delin
es
Shar
e Us
e Fa
cilit
ies
Loca
l Stre
et B
ikew
ays
See
Sect
ion
4.3.
3 pg
. 62
best
on
road
ways
with
<1
500
vehi
cles
/day
(300
0 ve
hicl
es m
ax) <
40
km/h
(50k
m/h
max
) - S
ee a
lso
Sect
ion
4.6
Com
plet
e St
reet
s C
onte
xt Il
lust
ratio
ns
Shar
ed U
se L
anes
Bicy
cle
Boul
evar
d Pl
anni
ng a
nd D
esig
n is
the
purp
ose
of th
is m
anua
l all
the
dire
ctio
ns a
nd
guid
elin
es p
rovi
ded
in th
e su
bseq
uent
sec
tions
ar
e sp
ecifi
c to
this
type
of b
icyc
le fa
cilit
y. T
he
prim
ary
char
acte
ristic
s of
a b
icyc
le b
oule
vard
ar
e: lo
w m
otor
veh
icle
vol
umes
, low
mot
or
vehi
cle
spee
ds, l
ogic
al, d
irect
and
con
tinuo
us
rout
es th
at a
re w
ell m
arke
d an
d si
gned
, min
imal
bi
cycl
ist d
elay
, and
com
forta
ble
and
safe
cr
ossi
ngs
for c
yclis
ts a
t int
erse
ctio
ns
See
Sect
ion
4.3.
2 pg
. 60-
61 -
Best
on
road
ways
wi
th <
4500
veh
icle
s/da
y (h
ighe
r vol
umes
may
be
acce
ptab
le fo
r sid
e-by
-sid
e op
erat
ions
<40
km
/h
spee
d lim
it (m
ax 5
0km
/h) -
See
als
o Se
ctio
n 4.
6 C
ompl
ete
Stre
ets
Con
text
Illu
stra
tions
See
pg. 3
4 - F
or d
efin
ition
of s
hare
d us
e la
nes
Inte
rsec
tion
and
Cros
sing
Tre
atm
ents
Inte
rsec
tion
Appr
oach
es
Mix
ing
zone
sSe
e Se
ctio
n 4.
3.9
pg. 7
5 - B
est a
t loc
atio
ns w
ith -
low-
mod
erat
e vo
lum
es o
f tur
ning
mot
or v
ehic
les
- in
suffi
cien
t wid
th fo
r sep
arat
e bi
cycl
e la
ne a
nd
right
turn
lane
Tur
ning
zon
esSe
e Se
ctio
n 4.
3.9
pg. 7
4 an
d 75
pro
vide
s th
ree
desi
gn o
ptio
nsAt
Inte
rsec
tions
Adv
ance
sto
p lin
esSe
e pg
. 26
- Sec
tion
disc
usse
s Bi
ke b
oxes
and
ad
vanc
ed s
top
bar t
oget
her,
bicy
cle
box
allo
ws
cycl
ists
to s
top
in a
dvan
ce o
f oth
er v
ehic
les
See
bicy
cle
boxe
s
Bik
e bo
xes
See
pg. 2
6 - U
se o
f bic
ycle
box
es to
redu
ce th
e nu
mbe
r of r
ight
turn
(rig
ht h
ook)
con
flict
s - s
houl
d be
14
feet
dee
p (4
.3m
dep
th)
See
Sect
ion
4.3.
8 pg
. 73
- How
ever
, no
widt
h di
men
sion
s pr
ovid
ed
Two
-sta
ge le
ft tu
rn b
oxes
See
Sect
ion
4.3.
8 pg
. 73
- No
widt
h di
men
sion
s pr
ovid
ed
Med
ian
refu
ges
See
pg. 3
2 - A
s de
sign
feat
ures
at m
idbl
ock
inte
rsec
tions
and
pg.
70
whic
h no
tes
that
arte
rial
cros
sing
s ca
n al
so b
e en
hanc
ed w
ith m
edia
n re
fuge
s.
See
Sect
ion
4.1.
4 pg
. 40-
41
Men
tione
d in
the
cont
ext o
f ped
estri
ans
- See
pg.
29
-30
for r
aise
d cr
ossi
ng is
land
s/m
edia
ns -
the
min
imum
wid
th o
f a c
ross
ing
isla
nd is
1.8
ms.
O
n hi
gher
spe
ed ro
ads
a 45
deg
ree
bend
to th
e rig
ht th
roug
h th
e m
edia
n wi
ll he
lp o
rient
pe
dest
rians
to th
e ris
k th
ey a
re li
kely
to
enco
unte
r.
Rou
ndab
outs
See
pg.8
0 - T
houg
h no
t men
tione
d in
the
cont
ext
of c
yclin
g
Tra
ffic
circ
les
See
pg. 3
4 - O
utlin
es tr
affic
circ
les,
cos
t es
timat
es a
nd d
esig
n re
com
men
datio
ns P
rote
cted
inte
rsec
tions
Inte
rsec
tion
cros
sing
mar
king
sO
nly
prov
ided
for s
hare
d us
e fa
cilit
ies
stre
et
cros
sing
s se
e pg
. 71
Col
oure
d pa
vem
ent m
arki
ngs
Dis
cuss
ed in
the
cont
ext o
f bic
ycle
box
es (s
ee
pg. 2
6) -
Onl
y
Page
3
Pedestrian and Bicycle Facility Design Guidance
Appendix - 23
Cyc
ling
Gui
delin
es -
Nor
th A
mer
ican
City
Spe
cific
Desi
gn C
hara
cter
istic
sFu
ndam
enta
ls o
f Bic
ycle
Bou
leva
rd P
lann
ing
& De
sign
NC
HRP
Rep
ort 7
66 -
Reco
mm
ende
d Bi
cycl
e La
ne W
idth
s fo
r Var
ious
Roa
dway
C
hara
cter
istic
s
City
of E
dmon
ton
- Com
plet
e St
reet
G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Man
uals
and
Gui
delin
es
Sig
nals
Bic
ycle
act
ivate
d si
gnal
s
See
pg. 2
7 - A
ssis
ts b
icyc
lists
cro
ssin
g si
gnal
ized
inte
rsec
tions
by
allo
wing
cyc
list t
o ca
ll a
gree
n si
gnal
pha
se th
roug
h th
e us
e of
loop
de
tect
ors
or p
ush-
butto
n. D
iscu
sses
diff
eren
t te
chno
logi
es a
nd p
rovi
des
cost
est
imat
es
See
Sect
ion
4.3.
9 pg
. 75
Best
at l
ocat
ions
with
- a
cycl
e tra
ck o
r pat
h ru
nnin
g pa
ralle
l to
arte
rial
stre
ets
- hig
h vo
lum
es o
f cyc
lists
- hi
gh n
umbe
r of
col
lisio
ns -
a co
nflu
ence
of a
n of
f-stre
et b
icyc
le
path
and
a ro
adwa
y in
ters
ectio
n
Lea
ding
bic
ycle
inte
rval
s
Se
para
te s
igna
l pha
seSe
e pg
. 27
- Bic
ycle
sig
nal h
eads
and
a s
epar
ate
bicy
cle
sign
al p
hase
may
be
cons
ider
ed a
t in
ters
ectio
ns w
ith v
ery
high
vol
umes
of c
yclis
ts.
Bic
ycle
spe
cific
sig
nal h
eads
See
pg. 2
7 - B
icyc
le s
igna
l hea
ds a
nd a
sep
arat
e bi
cycl
e si
gnal
pha
se m
ay b
e co
nsid
ered
at
inte
rsec
tions
with
ver
y hi
gh v
olum
es o
f cyc
lists
. Se
e al
so p
g. 2
9 TO
UC
AN s
igna
ls
See
bicy
cle
activ
ated
sig
nals
Inte
rsec
tion
rest
rictio
nsSe
e pg
. 44
- Som
e di
scus
sion
of r
estri
ctin
g in
ters
ectio
n tu
rnin
g m
ovem
ents
thro
ugh
sign
age
Tran
sit i
nteg
ratio
nO
ther
R
etro
fittin
g st
reet
s fo
r bic
ycle
lane
sR
epor
t dis
cuss
es h
ow to
retro
fit e
xistin
g st
reet
s in
to b
icyc
le b
oule
vard
s th
roug
hout
Som
e di
scus
sion
thro
ugho
ut
S
igna
geSe
e pg
. 18
- Way
findi
ng a
nd s
igna
ge s
peci
fic to
Bi
cycl
e Bo
ulev
ard
Des
ign
P
avem
ent m
arki
ngs
See
Pg. 2
3 - S
peci
fic to
pav
emen
t mar
king
s on
bi
cycl
e bo
ulev
ards
Som
e di
scus
sion
thro
ugho
ut s
ee C
hapt
er 4
.3
and
See
also
Sec
tion
4.6
Com
plet
e St
reet
s C
onte
xt Il
lust
ratio
ns
M
aint
enan
ceSe
e Pg
. 51
- Mai
nten
ance
reco
mm
enda
tions
and
po
tent
ial f
undi
ng s
ourc
es
W
ayfin
ding
See
pg. 1
8 - W
ayfin
ding
and
sig
nage
spe
cific
to
Bicy
cle
Boul
evar
d D
esig
n
Page
4
Pedestrian and Bicycle Facility Design Guidance
Appendix - 24
Cyc
ling
Gui
delin
es -
Euro
pean
Desi
gn C
hara
cter
istic
sC
yclin
g Em
bass
y of
Den
mar
k - C
olle
ctio
n of
Cyc
le C
once
pts
2012
N
ethe
rland
s C
row
Des
ign
Man
ual
Bicy
cle
Faci
litie
sO
ff St
reet
Pat
hway
s
Mul
ti-U
se
See
Pg. 7
5 - S
egre
gate
d pa
ths
are
esta
blis
hed
for t
he s
ole
use
of c
yclis
ts a
nd w
alke
rs.
See
pg. 1
39 -
Com
bine
d tra
ck -
not r
eally
a m
ulti
use
path
way
but a
sho
rt se
gmen
t of t
he ro
ad
wher
e cy
clis
ts a
nd p
edes
trian
s sh
are
the
spac
e (u
sual
ly e
leva
ted
from
the
road
) but
no
phys
ical
se
para
tion
betw
een
pede
stria
ns a
nd c
yclis
ts
Sepa
rate
d Pe
dest
rian
and
Bicy
cle
Faci
litie
s
See
pg. 1
37-1
38 -
Rec
omm
ends
con
stru
ctin
g a
spac
e re
serv
ed fo
r ped
estri
ans
and
cycl
ists
at t
he
sam
e he
ight
sep
arat
ed o
nly
by a
sun
ken
curb
or m
arki
ng.
This
can
als
o be
don
e th
roug
h th
e us
e of
diff
eren
t typ
es o
f pav
emen
t mar
king
s.C
ycle
Tra
cks
One
-way
Cyc
le T
rack
s
See
pg. 6
3 - 2
.2m
is th
e re
com
men
ded
widt
h fo
r a o
ne w
ay c
ycle
trac
k, th
is w
idth
will
allo
w fo
r two
la
nes
(min
1.7
m).
The
two
lane
cyc
le tr
ack
as c
apac
ity o
f 2,0
00 c
yclis
ts/h
our.
Eac
h ne
w la
ne
mea
ns a
n ex
tra 1
,500
cyc
lists
/h, a
3.0
m w
idth
one
way
cyc
le tr
ack
will
be a
ble
to a
ccom
mod
ate
3,50
0 cy
clis
ts/h
. Ad
ditio
nal d
etai
ls p
rovi
ded
in C
hapt
er 9
see
pg.
82-
83 (m
in 1
.7m
)
See
pg. 1
19 -
see
also
pg.
173
- W
idth
of o
ne-w
ay c
ycle
trac
k is
bas
ed o
n ru
sh h
our i
nten
sity
in
one
dire
ctio
n (n
umbe
r of b
icyc
lists
(b/h
)) - 0
-150
b/h
wid
th 2
.0 m
etre
s, 1
50-7
50 b
/h 3
.0 (2
.5m
) and
>7
50 4
.0 (3
.5m
) (m
in 2
.0-3
.5m
)
Two-
way
Cyc
le T
rack
s
See
pg. 6
4 - T
wo-w
ay c
ycle
trac
ks a
long
the
road
sho
uld
only
be
used
to a
lim
ited
exte
nt in
urb
an
area
s an
d on
ly a
fter c
aref
ul c
onsi
dera
tion.
The
are
ofte
n th
e on
ly u
sed
in th
e co
untry
side
whe
re
ther
e ar
e fe
w in
ters
ectin
g ro
ads.
Min
imum
two-
way
cycl
e tra
ck w
idth
in D
enm
ark
is 2
.5 m
. A w
idth
of
3.0
-3.5
can
pro
ve n
eces
sary
with
hig
h cy
clis
t vol
umes
. See
als
o pg
. 85
(min
2.5
m ty
pica
l, 3.
0-3.
5m h
igh
volu
me)
See
pg. 1
20 s
ee a
lso
pg. 1
73 -
Wid
th o
f two
-way
cyc
le tr
ack
base
d on
b/h
0-5
0b/h
2.5
0 m
, 50-
150
b/h
2.5m
-3.0
m a
nd >
150
3.5m
-4.0
m (m
in 2
.5m
typi
cal,
min
3.0
-4.0
m h
igh
volu
me)
Cur
b/M
edia
n Pr
otec
ted
Cyc
le T
rack
sSe
e Tw
o-wa
y C
ycle
Tra
ckSe
e pg
. 179
- 18
1 an
d pr
ovid
es a
com
bina
tion
of o
ptio
ns b
ased
on
the
heig
ht o
f the
cur
b an
d th
e el
evat
ion
of th
e ro
ad. C
ycle
trac
k
Elev
ated
Cyc
le T
rack
sSe
e pg
. 82-
86Se
e pg
. 179
- 18
1 an
d pr
ovid
es a
com
bina
tion
of o
ptio
ns b
ased
on
the
heig
ht o
f the
cur
b an
d th
e el
evat
ion
of th
e ro
ad. C
ycle
trac
k
Park
ing
Prot
ecte
d C
ycle
Tra
cks
See
pg. 8
4 - O
n se
ctio
ns w
here
ther
e is
a h
igh
dem
and
for w
aitin
g an
d pa
rkin
g, a
long
itudi
nal
isla
nd c
an b
e pl
aced
bet
ween
the
carri
agew
ay/p
arki
ng la
ne a
nd th
e cy
cle
track
, with
a
reco
mm
ende
d wi
dth
of 1
.0m
(min
1.0
m b
uffe
r)Bo
llard
Pro
tect
ed C
ycle
Tra
cks
See
pg. 8
3Se
e bo
llard
s as
a o
ptio
n fo
r cyc
le tr
ack
desi
gn s
ee p
g. 1
73-1
74Bi
cycl
e La
nes
Pain
ted
bicy
cle
lane
s (n
o on
-stre
et p
arki
ng)
See
pg. 7
7 - A
cyc
le la
ne is
mar
ked
on th
e ca
rriag
eway
by
a 0.
3m w
ide,
sol
id w
hite
line
and
pa
inte
d cy
cle
sym
bol.
Cyc
le la
nes
shou
ld b
e at
leas
t 1.5
m w
ide
incl
udin
g a
0.3m
sol
id w
hite
line
.
A m
ore
acce
ptab
le w
idth
to a
llow
for p
assi
ng is
1.7
m (m
in 1
.5m
-1.7
m)
See
pg. 1
17 -
118
- It i
s on
ly a
dvis
able
to b
uild
cyc
le la
nes
if th
e wi
dth
requ
irem
ent (
at le
ast 1
.5m
, no
mor
e th
an 2
.5m
) is
met
. See
als
o pg
. 166
-170
( m
in 1
.5m
- m
ax 2
.5m
)
Pain
ted
bicy
cle
lane
s (o
n-st
reet
par
king
)
See
pg. 7
8 - P
arki
ng s
houl
d be
pro
hibi
ted
on ro
ads
with
cyc
le la
nes
when
ther
e is
a la
rge
turn
over
of
par
ked
cars
. W
hen
the
park
ing
area
is p
lace
d be
twee
n th
e cy
cle
lane
and
the
carri
agew
ay, a
2-
2.5m
wid
e cy
cle
lane
ena
bles
cyc
lists
to o
verta
ke s
afel
y an
d m
akes
it e
asie
r for
them
to d
odge
op
en c
ar d
oors
and
ped
estri
ans.
A 1
.0 m
etre
wid
e is
land
or p
aint
ed b
arrie
r sho
uld
be e
stab
lishe
d be
twee
n th
e cy
cle
lane
and
the
park
ing
lane
if p
ossi
ble.
Par
king
bet
ween
the
cycl
e la
ne a
nd th
e pa
vem
ent r
equi
res
a wi
de p
arki
ng la
ne o
f 2.5
met
res
so d
river
s do
not
ope
n th
e ca
r doo
rs in
to th
e cy
cle
lane
. O
nly
para
llel p
arki
ng s
houl
d be
per
mitt
ed. (
2.0-
2.5m
)
See
pg. 1
17 -
118
- Bic
ycle
lane
s ar
e no
t rec
omm
ende
d in
com
bina
tion
with
par
king
bay
s,
beca
use
open
ing
car d
oors
form
a s
ourc
e of
dan
ger.
If p
arki
ng is
real
ly n
eces
sary
, a c
ritic
al
reac
tion
strip
is re
com
men
ded
(wid
th >
0.0
5m) o
r if a
cyc
le tr
ack
woul
d be
a b
ette
r sol
utio
n. S
ee
also
pg.
166
-170
Buffe
red
bicy
cle
lane
sSe
e ab
ove:
Dis
cuss
ion
of b
uffe
red
bicy
cle
lane
s in
the
cont
ext o
f bic
ycle
lane
s wi
th p
arke
d ca
rsSe
e pg
. 118
and
com
men
ts a
bove
re: c
ritic
al re
actio
n st
rip. S
ee a
lso
pg. 1
66-1
70
Shou
lder
Bik
eway
See
pg.6
5 - S
houl
der l
anes
are
prim
arily
use
d in
the
coun
trysi
de.
They
rese
mbl
e cy
cle
lane
s bu
t ar
e us
ually
nar
rowe
r and
car
s ar
e al
lowe
d to
par
k on
them
- Se
e al
so p
g. 8
0 In
rura
l are
as th
e gu
idel
ine
widt
h fo
r a s
houl
der l
ane
is 1
.2m
incl
udin
g th
e lin
e (li
ne -0
.3m
), bu
t sho
uld
be n
o na
rrowe
r tha
n m
inim
um 0
.9m
. Lin
e sh
ould
not
be
used
unl
ess
the
shou
ld la
ne in
min
0.9
met
res
wide
. S
houl
der l
ane
widt
h ha
s a
cruc
ial s
afet
y im
pact
in ru
ral a
reas
. O
n ro
ads
with
cyc
le to
uris
ts
and
road
s ov
er 1
00 c
yclis
ts o
ver a
24
hour
per
iod
the
shou
lder
lane
sho
uld
be 1
.5m
wid
e (m
in 1
.2-
1.5m
)
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 25
Cyc
ling
Gui
delin
es -
Euro
pean
Des
ign
Char
acte
ristic
sC
yclin
g Em
bass
y of
Den
mar
k - C
olle
ctio
n of
Cyc
le C
once
pts
2012
N
ethe
rland
s C
row
Des
ign
Man
ual
Man
uals
and
Gui
delin
es
Con
traflo
w bi
cycl
e la
nes
See
pg. 1
04 o
n on
e wa
y st
reet
s th
e cy
cle
track
sho
uld
be 1
.7 m
wid
e as
a m
inim
um, w
hile
the
cycl
e la
ne s
houl
d be
1.5
m w
ide.
If c
ars
are
park
ed im
med
iate
ly o
utsi
de th
e cy
clin
g fa
cilit
y, th
e cy
clin
g fa
cilit
y sh
ould
be
at le
ast 2
.0 m
wid
e (m
in 1
.5m
typi
cal,
min
2.0
with
par
ked
cars
)Sh
are
Use
Faci
litie
s
Loca
l Stre
et B
ikew
ays
Whi
le th
is d
ocum
ent d
oes
not s
peci
fical
ly d
iscu
ss lo
cal s
treet
bik
eway
s it
does
hav
e a
sect
ion
on
pg.1
01 th
at d
iscu
sses
ped
estri
an a
reas
, squ
ares
and
oth
er u
rban
spa
ces
that
hav
e be
en d
esig
ned
to e
ncou
rage
ped
estri
an a
nd c
yclis
t act
ivity
. Inc
ludi
ng s
low
spee
d zo
nes
and
livin
g st
reet
s as
wel
l as
bic
ycle
stre
ets
See
pg.1
13 -
Doe
s no
t spe
cific
ally
dis
cuss
loca
l stre
et b
ikew
ays,
inst
ead
disc
usse
s cy
cle
stre
ets.
Th
e cy
cle
stre
et is
a fu
nctio
nal c
once
pt: a
n es
tate
acc
ess
road
that
form
s pa
rt of
a m
ain
cycl
e ro
ute
whos
e de
sign
and
layo
ut is
reco
gniz
able
as
such
, but
whe
re m
otor
ized
traf
fic d
oes
occu
r to
a lim
ited
exte
nd a
nd a
s su
bord
inat
e tra
ffic.
See
als
o pg
.152
.Sh
ared
Use
Lan
esSe
e al
so C
ycle
Stre
ets
re: l
ocal
stre
et b
ikew
ays
abov
eIn
ters
ectio
n an
d Cr
ossi
ng T
reat
men
tsIn
ters
ectio
n Ap
proa
ches
Mix
ing
zone
sSe
e pg
. 97
- As
appr
oach
es to
sig
naliz
ed in
ters
ectio
ns w
ith m
ixed
traffi
c, a
sho
rt, n
arro
w (1
.5m
) cy
cle
lane
may
be
esta
blis
hed
the
last
20-
50 m
etre
s be
fore
the
inte
rsec
tions
. C
yclis
ts th
us h
ave
thei
r own
are
a fo
r ent
erin
g th
e in
ters
ectio
n, w
hich
mak
es th
e ar
ea m
ore
easi
ly p
assa
ble
and
mak
es c
yclis
ts fe
el m
ore
secu
re. (
1.5m
)
Tur
ning
zon
es
See
pg.9
7 - C
ycle
lane
bet
ween
mot
oris
ts' r
ight
turn
lane
and
the
land
for s
traig
ht a
head
traf
fic.
At
larg
e si
gnal
ized
inte
rsec
tions
a c
ycle
lane
may
be
esta
blis
hed
betw
een
the
mot
oris
ts' la
ne fo
r st
raig
ht a
head
traf
fic a
nd th
e rig
ht tu
rn la
ne.
The
idea
is to
repl
ace
the
conf
lict b
etwe
en ri
ght
turn
ing
cars
and
cyc
lists
goi
ng s
traig
ht a
head
with
a le
ss d
ange
rous
mer
ging
situ
atio
n be
fore
the
inte
rsec
tion.
See
Cha
pter
6 p
g. 1
97 a
nd 2
40-2
41 -
Thes
e tre
atm
ents
allo
w fo
r saf
e m
ovin
g of
veh
icle
s an
d cy
clis
ts, t
wo o
ptio
ns a
re p
rovi
ded.
See
als
o 25
6-26
3
At In
ters
ectio
ns
Adv
ance
sto
p lin
esSe
e pg
. 96
- It i
s re
com
men
ded
that
for a
ll si
gnal
ized
inte
rsec
tions
to s
et m
otor
veh
icle
sto
p lin
es
in a
ll tra
ffic
lane
s 5
met
res
back
from
the
pede
stria
n cr
ossi
ng o
r the
cyc
list s
top
line
to in
crea
se
cycl
ist a
nd p
edes
trian
vis
ibilit
y. (5
m re
com
men
ded)
See
also
bic
ycle
box
es b
elow
- pg
. 208
-209
als
o pg
. 265
-266
Bik
e bo
xes
See
pg. 9
8 - B
ike
boxe
s m
ay b
e es
tabl
ishe
d at
sig
naliz
ed in
ters
ectio
ns b
y pa
intin
g th
e cy
cle
sym
bol i
n fro
nt o
f the
mot
oris
t sto
p lin
e in
turn
ing
lane
sSe
e pg
. 208
-209
als
o pg
. 265
-266
Tab
le V
53 -
Leng
th o
f sta
ckin
g ar
ea s
houl
d be
4.0
to 5
.0 m
etre
s (4
.0-5
.0m
dep
th)
Two
-sta
ge le
ft tu
rn b
oxes
Som
e le
ft tu
rn o
ptio
ns a
re d
iscu
ssed
thro
ugho
ut th
e do
cum
ent p
artic
ular
ly C
hapt
er 9
See
pg. 2
08 a
nd p
g. 2
64 -
Wid
th o
f are
a is
dep
ende
nt o
n th
e nu
mbe
r of c
yclis
ts w
idth
sho
uld
be
>1.2
met
res
(min
1.2
m)
Med
ian
refu
ges
Som
e di
scus
sion
on
med
ian
refu
ges
and
isla
nds
in C
hapt
er 5
, see
pg.
87-
88Se
e ex
ampl
es o
f tre
atm
ents
with
med
ian
refu
ge is
land
s on
pg.
228
-230
(cro
ssin
gs w
ith a
cen
tral
traffi
c is
land
)
Rou
ndab
outs
See
pg. 9
9 - S
ectio
n di
scus
ses
both
roun
dabo
uts
in ru
ral e
nviro
nmen
ts a
nd in
urb
an a
reas
. In
clud
ing
bicy
cle
faci
lity
type
s ba
sed
on th
e nu
mbe
r of v
ehic
les.
See
pg. 2
01 -
At re
lativ
ely
quie
t rou
ndab
outs
cyc
ling
faci
litie
s ar
e no
t req
uire
d, if
bic
ycle
faci
litie
s ar
e in
corp
orat
ed in
to a
roun
dabo
ut c
ycle
trac
ks a
re p
refe
rred,
cyc
le la
nes
are
not r
ecom
men
ded
in
roun
dabo
uts.
See
als
o pg
. 246
-255
Tra
ffic
circ
les
See
pg. 1
01 -
Dis
cuss
es m
ini r
ound
abou
ts w
hich
are
sim
ilar i
n wa
ys w
ith tr
affic
circ
les.
In
min
i ro
unda
bout
s it
is o
ften
poss
ible
to d
rive
over
the
cent
ral i
slan
d an
d ar
e re
com
men
d on
stre
ets
with
up
to 1
5,00
0 ca
rs p
er 2
4 ho
urs
See
Rou
ndab
outs
Pro
tect
ed in
ters
ectio
nsSe
e ex
ampl
e to
sim
plify
cyc
list c
ross
ings
pg.
231
-234
See
als
o pg
. 258
-259
Inte
rsec
tion
cros
sing
mar
king
s
See
pg. 9
7 - A
cyc
le c
ross
ing
my
be e
stab
lishe
d wh
en it
is d
eem
ed n
eces
sary
to d
raw
atte
ntio
n to
po
tent
ial c
onfli
cts
betw
een
cycl
ists
goi
ng s
traig
ht a
head
and
turn
ing
mot
oris
ts.
This
trea
tmen
t cl
early
indi
cate
s th
e co
nflic
t are
a it
also
vis
ually
sep
arat
es c
yclis
ts g
oing
stra
ight
from
mot
oris
ts.
In D
enm
ark
ther
e ar
e fo
ur ty
pes
of c
ycle
cro
ssin
gs, o
ne is
blu
e, o
ther
s co
nsis
t of w
hite
das
hed
0.3m
wid
e lin
es.
Cyc
ling
cros
sing
are
alw
ays
mar
ked
with
cyc
le s
ymbo
ls. (
0.3m
wid
e lin
es)
See
Cha
pter
6 re
com
men
datio
ns th
roug
hout
for s
peci
fic in
ters
ectio
n tre
atm
ents
Col
oure
d pa
vem
ent m
arki
ngs
See
pg. 7
8 an
d pg
. 97
also
not
ed th
roug
hout
doc
umen
t Se
e no
tes
on c
olou
red
pave
men
t mar
king
s th
roug
hout
Cha
pter
6 a
nd 7
See
spe
cific
ally
sec
tion
7.1.
5 pg
. 304
Page
2
Pedestrian and Bicycle Facility Design Guidance
Appendix - 26
Cyc
ling
Gui
delin
es -
Euro
pean
Desi
gn C
hara
cter
istic
sC
yclin
g Em
bass
y of
Den
mar
k - C
olle
ctio
n of
Cyc
le C
once
pts
2012
N
ethe
rland
s C
row
Des
ign
Man
ual
Man
uals
and
Gui
delin
es
Sig
nals
Bic
ycle
act
ivate
d si
gnal
sSe
e pg
. 94
- The
opt
imal
sol
utio
n fo
r cyc
lists
is b
oth
a m
agne
tic lo
op a
nd a
sep
arat
e, m
anua
l cy
clis
t pus
hbut
ton,
whi
ch s
houl
d be
mou
nted
on
a lo
w po
st a
t the
sto
p lin
e.
See
Cha
pter
6 -
Inte
rsec
tions
are
dis
cuss
ed in
Cha
pter
6 th
ere
are
som
e re
com
men
datio
ns
spec
ific
to b
icyc
les
at in
ters
ectio
ns in
clud
ing
the
use
of b
icyc
le a
ctiv
ated
sig
nals
they
are
re
com
men
ded
on d
irect
acc
ess
road
s wi
th b
etwe
en 1
0,00
0 an
d 30
,000
pcu
/day
- C
hapt
er a
lso
prov
ides
tips
on
how
to im
prov
e wa
it tim
es a
t int
erse
ctio
ns fo
r cyc
lists
incl
udin
g so
me
of th
e fe
atur
es n
oted
bel
ow
Lea
ding
bic
ycle
inte
rval
sSe
e no
te u
nder
Bic
ycle
spe
cific
sig
nal h
eads
and
see
pg.
93
- Why
cyc
lists
hav
e th
eir o
wn s
igna
l he
ad th
ey c
an a
lso
have
thei
r own
sig
nal p
hase
, thi
s gi
ves
cycl
ists
who
hav
e be
en w
aitin
g fo
r red
a
head
sta
rt in
rela
tion
to m
otor
veh
icle
s, re
nder
ing
them
mor
e vi
sibl
e.Se
e C
hapt
er 6
pg.
208
-210
see
pg.
267
-281
Se
para
te s
igna
l pha
seSe
e no
te a
bove
See
Cha
pter
6 p
g. 2
08-2
10 s
ee p
g. 2
67-2
81
Bic
ycle
spe
cific
sig
nal h
eads
See
pg. 9
3 - A
t int
erse
ctio
ns w
here
cyc
le tr
acks
or c
ycle
lane
s co
ntin
ue to
the
stop
line
, a s
epar
ate
cycl
ist s
igna
l may
be
inst
alle
d. I
n th
is w
ay c
yclis
ts h
ave
thei
r own
sig
nal p
hase
, who
lly o
r pr
actic
ally
.Se
e C
hapt
er 6
spe
cific
ally
Sec
tion
6.3.
3.2
Inte
rsec
tion
rest
rictio
nsSo
me
men
tion
of in
ters
ectio
n re
stric
tions
thro
ugho
ut, p
artic
ular
ly C
hapt
er 5
See
Cha
pter
6 in
ters
ectio
n re
stric
tions
are
dis
cuss
ed th
roug
hout
this
cha
pter
Tran
sit i
nteg
ratio
nSe
e re
com
men
datio
ns th
roug
hout
Cha
pter
9 o
n re
com
men
datio
ns o
f int
egra
ting
trans
it wi
th
bicy
cle
faci
lity
desi
gns.
See
Sect
ion
5.5
pg. 1
28 w
hich
focu
ses
on p
rovi
ding
sol
utio
ns fo
r int
egra
ting
publ
ic tr
ansp
orta
tion
and
bicy
cles
Oth
er
Ret
rofit
ting
stre
ets
for b
icyc
le la
nes
Not
ove
rly d
etai
led
and
very
few
spec
ific
exam
ples
No
spec
ific
refe
renc
e
Sig
nage
See
Cha
pter
11
See
Sect
ion
7.4
plus
som
e ex
ampl
es o
f sig
ning
thro
ugho
ut th
e do
cum
ent
P
avem
ent m
arki
ngs
Som
e di
scus
sion
thro
ugho
ut a
nd C
hapt
er 1
1Se
e th
roug
hout
doc
umen
t Cha
pter
5 p
rovi
des
exam
ples
of p
avem
ent m
arki
ngs
base
d on
faci
lity
type
s i.e
.. pg
. 170
and
Cha
pter
6 p
rovi
des
info
rmat
ion
on m
ater
ials
use
d se
e se
ctio
n 7.
1.4
M
aint
enan
ceSe
e C
hapt
er 1
2 Se
e C
hapt
er 7
thro
ugho
ut
W
ayfin
ding
See
Cha
pter
11
See
sign
age
abov
e - S
ectio
n 7.
4
Page
3
Pedestrian and Bicycle Facility Design Guidance
Appendix - 27
Cyc
ling
Gui
delin
es -
Aust
ralia
Desi
gn C
hara
cter
istic
sVi
cRoa
ds S
uppl
emen
t to
the
Aust
road
s G
uide
to R
oad
Desi
gn
NSW
Bic
ycle
Gui
delin
esBi
cycl
e Fa
cilit
ies
Off
Stre
et P
athw
ays
Mul
ti-U
se
See
Sect
ion
7.5
for r
ecom
men
ded
side
walk
des
ign
widt
hs -
min
imum
of 1
.8m
- 2.
0m In
eac
h di
rect
ion.
Add
ition
al in
form
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
21:
Wid
ths
of O
ff-R
oad
Shar
ed U
se P
aths
(1.8
-2.0
m ty
pica
l)
See
Sect
ion
6 Bi
cycl
e fa
cilit
ies
off-r
oad
and
not w
ithin
road
rese
rves
. Tab
le 6
.2 s
hows
re
com
men
ded
widt
h of
2.5
m -
4.0m
, see
tabl
e fo
r add
ition
al d
esig
n no
tes
(ope
ratin
g sp
eed,
ho
rizon
tal c
urva
ture
, cle
aran
ces,
gra
dien
t etc
.) (2
.5-4
.0m
typi
cal)
Sepa
rate
d Pe
dest
rian
and
Bicy
cle
Faci
litie
s
Sect
ion
7.5
desc
ribes
the
capa
city
of a
1.5
m w
ide
path
in o
ne d
irect
ion
is in
the
orde
r of 1
50
cycl
ists
per
hou
r. Ad
ditio
nal i
nfor
mat
ion
avai
labl
e in
Vic
Roa
ds C
ycle
Not
e N
o. 2
1: W
idth
s of
Off-
Roa
d Sh
ared
Use
Pat
hs (m
in 1
.5m
one
-way
)
See
Sect
ion
6 Bi
cycl
e fa
cilit
ies
off-r
oad
and
not w
ithin
road
rese
rves
. Tab
le 6
.2 s
hows
re
com
men
ded
widt
h of
1.5
one
-way
, 2.5
two-
way,
see
tabl
e fo
r add
ition
al d
esig
n no
tes
(ope
ratin
g sp
eed,
hor
izon
tal c
urva
ture
, cle
aran
ces,
gra
dien
t etc
.) (m
in 1
.5m
one
-way
, min
2.5
m tw
o-w
ay)
Cyc
le T
rack
s
One
-way
Cyc
le T
rack
s
See
Sect
ion
5.2.
1 - O
ne-a
nd tw
o-wa
y of
f-roa
d bi
cycl
e pa
th, F
igur
e 5.
10 s
hows
reco
mm
ende
d wi
dth
of 1
.5 -
2.0m
for o
ne-w
ay b
icyc
le p
ath
with
1.0
m m
in b
uffe
r with
par
king
and
0.4
m m
in
with
out p
arki
ng.
( min
1.5
-2.0
m)
Two-
way
Cyc
le T
rack
s
See
Sect
ion
5.2.
1 - O
ne-a
nd tw
o-wa
y of
f-roa
d bi
cycl
e pa
th, F
igur
e 5.
11 s
hows
reco
mm
ende
d wi
dth
of 2
.0 -
3.5m
for o
ne-w
ay b
icyc
le p
ath
with
1.0
m m
in b
uffe
r with
par
king
and
0.4
m m
in
with
out p
arki
ng.
Cur
b/M
edia
n Pr
otec
ted
Cyc
le T
rack
sSe
e Fi
gure
5.9
- R
ecom
men
ded
widt
h of
0.4
- 1.
0m b
uffe
r (m
in 0
.4-1
.0m
buf
fer)
Elev
ated
Cyc
le T
rack
s
Park
ing
Prot
ecte
d C
ycle
Tra
cks
See
Figu
re 5
.9 -
Rec
omm
ende
d wi
dth
of 1
.0m
min
buf
fer w
ith p
arki
ng a
nd 0
.4m
min
with
out
park
ing.
(1.0
m b
uffe
r with
par
king
, 0.4
m w
ithou
t par
king
Bolla
rd P
rote
cted
Cyc
le T
rack
sFi
gure
6.2
- Ph
ysic
al p
reve
ntio
n of
ille
gal p
arki
ng, i
llust
rate
s us
e of
bol
lard
s an
d de
sign
not
es in
Se
ctio
n 6.
4 di
scus
ses
usag
eBi
cycl
e La
nes
Pain
ted
bicy
cle
lane
s (n
o on
-stre
et p
arki
ng)
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
12:
Des
ign
Stan
dard
s fo
r Bic
ycle
Fa
cilit
ies
See
Sect
ion
5.1.
1 Bi
cycl
e la
nes,
refe
renc
es A
ustro
ads
- Par
t 14
(Sec
tion
4.4.
1) fo
r det
aile
d in
fo.
Figu
re 5
.1 s
hows
reco
mm
ende
d wi
dth
of 1
.4 to
2.5
m (1
.4-2
.5m
)
Pain
ted
bicy
cle
lane
s (o
n-st
reet
par
king
)Ad
ditio
nal i
nfor
mat
ion
avai
labl
e in
Vic
Roa
ds C
ycle
Not
e N
o. 1
2: D
esig
n St
anda
rds
for B
icyc
le
Faci
litie
s
See
Sect
ion
5.1.
1 Bi
cycl
e la
nes,
refe
renc
es A
ustro
ads
- Par
t 14
(Sec
tion
4.4.
1) fo
r det
aile
d in
fo.
Figu
re 5
.1 s
hows
reco
mm
ende
d wi
dth
of 1
.4 to
2.5
m a
nd 1
.0m
cle
aran
ce fr
om c
urbs
ide
park
ing
(1.4
-2.5
m la
ne, 1
.0m
buf
fer)
Buffe
red
bicy
cle
lane
s
Shou
lder
Bik
eway
See
Sect
ion
5.1.
2 Bi
cycl
e sh
ould
er la
nes,
Fig
ure
5.2
show
s bi
cycl
e sh
ould
er la
ne c
ross
sec
tion,
re
fere
ncin
g Au
stro
ads
14 T
able
4-1
for w
idth
s.
Con
traflo
w bi
cycl
e la
nes
See
Sect
ion
5.1.
4 Bi
cycl
e co
ntra
-flow
lane
s, re
fere
nces
Aus
troad
s - P
art 1
4 (S
ectio
n 4.
4.3)
for
deta
iled
info
. Fig
ure
5.8
show
s re
com
men
ded
widt
h of
1.4
to 2
.0m
. (1.
4-2.
0m)
Shar
e Us
e Fa
cilit
ies
Loca
l Stre
et B
ikew
ays
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
12:
Des
ign
Stan
dard
s fo
r Bic
ycle
Fa
cilit
ies
See
Sect
ion
5.3
- Mixe
d tra
ffic
stre
ets,
dis
cuss
ion
on th
ree
type
s of
mixe
d tra
ffic
prof
iles
- wid
e cr
oss
sect
ion
road
s, n
arro
w cr
oss
sect
ion
road
s, a
nd c
ritic
al c
ross
sec
tion
road
s.
Shar
ed U
se L
anes
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
12:
Des
ign
Stan
dard
s fo
r Bic
ycle
Fa
cilit
ies
and
No.
13
Wid
e C
urbs
ide
Lane
Mar
king
sSe
e Se
ctio
n 5.
3 - M
ixed
traffi
c st
reet
s, d
iscu
ssio
n on
thre
e ty
pes
of m
ixed
traffi
c pr
ofile
s - w
ide
cros
s se
ctio
n ro
ads,
nar
row
cros
s se
ctio
n ro
ads,
and
crit
ical
cro
ss s
ectio
n ro
ads.
In
ters
ectio
n an
d Cr
ossi
ng T
reat
men
tsIn
ters
ectio
n Ap
proa
ches
Mix
ing
zone
sSe
e Se
ctio
n 7.
0 - B
icyc
le fa
cilit
ies
at in
ters
ectio
ns fo
r cov
erag
e of
uns
igna
lised
inte
rsec
tions
, si
gnal
ized
inte
rsec
tions
, and
off-
road
-bic
ycle
pat
h ro
ad c
ross
ings
Tur
ning
zon
esSe
e Se
ctio
n 7.
0 - B
icyc
le fa
cilit
ies
at in
ters
ectio
ns fo
r cov
erag
e of
uns
igna
lised
inte
rsec
tions
, si
gnal
ized
inte
rsec
tions
, and
off-
road
-bic
ycle
pat
h ro
ad c
ross
ings
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 28
Cyc
ling
Gui
delin
es -
Aust
ralia
Desi
gn C
hara
cter
istic
sVi
cRoa
ds S
uppl
emen
t to
the
Aust
road
s G
uide
to R
oad
Desi
gn
NSW
Bic
ycle
Gui
delin
es
Man
uals
and
Gui
delin
es
At In
ters
ectio
ns
Adv
ance
sto
p lin
esR
efer
s to
AG
RD
Par
t 4, S
ectio
n 9
- Cyc
list C
ross
ings
. Add
ition
al in
form
atio
n av
aila
ble
in V
icR
oads
C
ycle
Not
e N
o. 5
: "H
ead
Star
t" St
orag
e Ar
eas
at In
ters
ectio
nsSe
e Se
ctio
n 7.
3.4
& Fi
gure
7.1
8 - S
hows
the
vehi
cle
stop
line
2.0
m s
et b
ack
from
the
bike
lane
st
op li
ne. (
2.0m
typi
cal)
Bik
e bo
xes
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
5: "
Hea
d St
art"
Stor
age
Area
s at
In
ters
ectio
nsSe
e Se
ctio
n 7.
3.4
- Hea
d st
art a
nd e
xpan
ded
stor
age
boxe
s fo
r var
ious
app
licat
ions
and
des
ign
note
s, a
nd F
igur
e 7.
15b
and
7.18
for d
esig
n op
tions
.
Two
-sta
ge le
ft tu
rn b
oxes
Som
e le
ft tu
rn o
ptio
ns a
re d
iscu
ssed
thro
ugho
ut th
e Se
ctio
n 7.
3.1
and
7.3.
6. F
igur
e 5.
14 il
lust
rate
s tw
o-st
age
cros
sing
opt
ion.
Med
ian
refu
ges
See
Sect
ion
7.4
- Bic
ycle
pat
h m
id-b
lock
road
cro
ssin
gs -
Figu
re 7
.21
show
s 2.
0m m
in (2
.5m
pr
efer
red)
med
ian
refu
ge to
ass
ist b
icyc
le c
ross
ing
wher
e ro
ad h
as m
ore
than
two
traffi
c la
nes
or
high
vol
umes
. See
Fig
ure
7.7
for r
efug
e de
sign
. (m
in 2
.0m
)
Rou
ndab
outs
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
15:
Pro
vidi
ng fo
r Cyc
lists
at
Rou
ndab
outs
Sect
ion
7.2.
6 - B
icyc
le la
ne a
t rou
ndab
outs
and
7.2
7 M
ixed
traffi
c in
ters
ectio
ns -
Figu
re 7
.9 a
nd
7.11
pro
vide
exa
mpl
es o
f rec
omm
ende
d ro
unda
bout
trea
tmen
ts a
t sin
gle
lane
roun
dabo
uts.
Tra
ffic
circ
les
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
ote
No.
15:
Pro
vidi
ng fo
r Cyc
lists
at
Rou
ndab
outs
Sect
ion
7.2.
6 - F
igur
e 7.
8 pr
ovid
e ex
ampl
es o
f rec
omm
ende
d ro
unda
bout
trea
tmen
ts a
t sm
all
sing
le la
ne ro
unda
bout
s.
Pro
tect
ed in
ters
ectio
nsSe
ctio
n 7.
3.6
- Dis
cuss
es le
ft-tu
rn th
roug
h-ac
cess
at s
igna
ls a
nd S
ectio
n 7.
3.1
illust
rate
s of
f-roa
d bi
cycl
e pa
ths
at s
igna
ls In
ters
ectio
n cr
ossi
ng m
arki
ngs
Ref
er to
Vic
Roa
ds C
ycle
Not
e N
o. 8
: Pro
vidi
ng fo
r Cyc
lists
at S
igna
lized
Inte
rsec
tions
See
Sect
ion
7.2
and
7.3
- For
reco
mm
enda
tions
thro
ugho
ut fo
r spe
cific
inte
rsec
tion
treat
men
ts
Col
oure
d pa
vem
ent m
arki
ngs
Ref
er to
Vic
Roa
ds C
ycle
Not
e N
o. 1
4: C
olou
red
Surfa
ce T
reat
men
ts fo
r Bic
ycle
Lan
es fo
r gu
idan
ce
See
Sect
ion
8.1.
3 - U
se g
reen
sur
face
col
ourin
g th
roug
h in
ters
ectio
n on
ly w
hen
bicy
cle
faci
lity
has
prio
rity
over
traf
fic m
ovem
ents
from
oth
er d
irect
ions
. See
not
es o
n co
lour
ed p
avem
ent m
arki
ngs
at
inte
rsec
tions
thro
ugho
ut S
ectio
n 7.
2 an
d 7.
3.
Sig
nals
Bic
ycle
act
ivate
d si
gnal
sSe
ctio
n 7.
3 - I
nter
sect
ions
with
traf
fic s
igna
ls -
Des
ign
note
s di
scus
s si
gnal
act
ivat
ion
butto
n in
a
conv
enie
nt lo
catio
n cl
ose
to th
e cr
ossi
ng a
ppro
ach
or h
oldi
ng li
ne- P
hoto
7.6
and
Fig
ure
7.12
Lea
ding
bic
ycle
inte
rval
sSe
ctio
n 7.
3 - I
nter
sect
ions
with
traf
fic s
igna
ls m
entio
n co
nsid
erat
ion
on w
aitin
g tim
es a
nd
coor
dina
tion
of c
ross
ing
sign
als
Se
para
te s
igna
l pha
seSe
ctio
n 7.
3.1
- Dis
cuss
es p
ossi
ble
intro
duct
ion
of g
reen
bic
ycle
pha
se, o
r use
of s
lip la
nes
when
pa
ssin
g th
roug
h m
ajor
inte
rsec
tions
Bic
ycle
spe
cific
sig
nal h
eads
Sect
ion
7.3.
1 - D
iscu
sses
pos
sibl
e in
trodu
ctio
n of
gre
en b
icyc
le p
hase
. Fig
ure
7.12
illu
stra
tes
addi
tiona
l bic
ycle
sig
nal l
amps
, and
pho
to 7
.5 il
lust
rate
s bi
cycl
e si
gnal
lam
ps.
Inte
rsec
tion
rest
rictio
nsSe
e Se
ctio
n 6.
5 - P
reve
ntin
g ille
gal v
ehic
le a
cces
s an
d Se
ctio
n 7
for g
ener
al in
ters
ectio
n tre
atm
ents
.
Tran
sit i
nteg
ratio
nAd
ditio
nal i
nfor
mat
ion
avai
labl
e in
Vic
Roa
ds C
ycle
Not
e N
o. 1
9: P
rovi
ding
for C
yclis
ts w
ithin
Bus
La
nes
and
Not
e 20
: Pro
vidi
ng fo
r Cyc
lists
at B
us S
tops
See
Sect
ion
5.1.
3 - B
icyc
le la
nes
and
bus
lane
s fo
r app
licat
ion
and
desi
gn n
otes
, and
Sec
tion
11
Bicy
cle
park
ing
and
acce
ss to
pub
lic tr
ansp
ort i
nter
chan
ges.
Oth
er
Ret
rofit
ting
stre
ets
for b
icyc
le la
nes
Addi
tiona
l inf
orm
atio
n av
aila
ble
in V
icR
oads
Cyc
le N
otes
09
and
18Se
e Se
ctio
n 8.
1 - S
urfa
ce tr
eatm
ents
for b
icyc
les
S
igna
geAd
ditio
nal i
nfor
mat
ion
avai
labl
e in
var
ious
doc
umen
ts in
Vic
Roa
ds C
ycle
Not
esSe
e Se
ctio
n 9
- Sig
nage
and
net
work
info
rmat
ion
P
avem
ent m
arki
ngs
Addi
tiona
l inf
orm
atio
n av
aila
ble
in v
ario
us d
ocum
ents
in V
icR
oads
Cyc
le N
otes
See
Sect
ion
8.1.
3 - U
se o
f col
oure
d pa
vem
ents
, and
8.2
Lin
e m
arki
ng b
icyc
le fa
cilit
ies
M
aint
enan
ceSe
e Se
ctio
n 10
- M
aint
enan
ce a
nd p
rovi
sion
at w
orks
ites
W
ayfin
ding
See
Sect
ion
9 - S
igna
ge a
nd n
etwo
rk in
form
atio
n
Page
2
Detailed Design Guidelines- Pedestrian Facilities
APPENDIX D
Pedestrian and Bicycle Facility Design Guidance
Appendix - 30
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Pede
stria
n Fa
cilit
ies
Side
wal
ks
Wid
th (P
edes
trian
Thr
ough
Zon
e)
See
Sect
ion
2.2.
6.5
- The
typi
cal
min
imum
cle
ar s
idew
alk
wid
th is
1.5
m.
Whe
re th
e si
dew
alks
are
pla
ced
dire
ctly
ag
ain
the
curb
, the
sid
ewal
k w
idth
is
norm
ally
incr
ease
d by
a m
in o
f 0.5
m.
2.0m
min
nea
r hos
pita
ls a
nd n
ursi
ng
hom
es, 2
.4m
min
in c
omm
erci
al a
reas
, 3.
0m m
in n
ear b
us b
ays
(min
1.5
m
typi
cal m
in 3
.0m
com
mer
cial
)
See
side
wal
ks p
g. 3
7 - P
reva
iling
desi
gn
guid
elin
es re
com
men
d a
min
imum
si
dew
alk
cros
s-se
ctio
n of
5 fe
et,
excl
usiv
e of
oth
er a
men
ities
and
larg
e en
ough
for t
wo
peop
le w
alki
ng s
ide
by
side
. Ped
estri
an th
roug
h zo
ne s
houl
d be
8–
12 fe
et w
ide
in d
ownt
own
or
com
mer
cial
are
as.
Whe
re a
sid
ewal
k is
di
rect
ly a
djac
ent t
o m
ovin
g tra
ffic,
the
desi
red
min
imum
is 8
feet
, pro
vidi
ng a
m
inim
um 2
-foot
buf
fer f
or s
treet
furn
iture
an
d ut
ilitie
s. (m
in 1
.5m
typi
cal,
min
2.
4m c
omm
erci
al)
See
pg. 6
7 - A
min
imum
obs
tacl
e-fre
e w
idth
of 1
.5m
is re
com
men
ded
for
side
wal
ks, a
lthou
gh 1
.8m
is m
ore
appr
opria
te fo
r ens
urin
g co
mfo
rt of
pe
dest
rians
esp
ecia
lly w
hen
ther
e is
no
buffe
r (m
in 1
.5 m
- 1.
8 m
)
Sect
ion
3.2.
3 pg
. 58-
59 -
A m
inim
um
clea
r wid
th o
f 1.2
m w
ith 1
.5m
pas
sing
sp
aces
pro
vide
d at
reas
onab
le in
terv
als.
Si
dew
alks
in th
e ce
ntra
l bus
ines
s di
stric
t ne
ed 1
.8m
-2.4
m w
ith p
lant
ing
strip
- ot
herw
ise
3.0m
is d
esire
d. H
igh
pede
stria
n vo
lum
es p
refe
rs 3
.0m
-4.5
m
wid
th. (
min
1.5
m ty
pica
l, m
in 1
.8m
co
mm
erci
al)
Surfa
ce M
ater
ial
See
pg. 6
6 - S
idew
alks
are
gen
eral
ly
mad
e of
con
cret
e to
dis
tingu
ish
them
fro
m a
spha
lt ro
adw
ays
and
the
addi
tion
of g
rani
te c
urbi
ng p
rote
cts
side
wal
ks
from
dam
age
caus
ed b
y sn
ow c
lear
ing
and
de-ic
ing
oper
atio
ns
Sect
ion
3.2.
10 p
g. 6
4 - P
refe
rred
mat
eria
ls a
re P
ortla
nd c
emen
t con
cret
e an
d as
phal
tic c
oncr
ete.
Cro
ss-S
lope
See
pg. 2
.2.6
.7 -
The
norm
al c
ross
-slo
pe
on a
sid
ewal
k is
0.0
2 m
/m (t
he ty
pica
l ac
cept
able
rang
e of
cro
ss-s
lope
val
ues
is
0.01
m/m
to 0
.05
m/m
- fo
r ped
estri
an
safe
ty a
nd in
con
side
ratio
n of
per
sons
in
whe
elch
airs
or w
alki
ng im
pairm
ents
, the
no
rmal
sid
ewal
k cr
oss
slop
e of
0.0
2 m
/m
shou
ld n
ot b
e ex
ceed
ed (m
ax 2
%)
See
pg. 6
9 - C
ross
slo
pe m
ust b
e lim
ited
to 2
% o
r eve
n 1%
whe
re th
e co
ncre
te
finis
h is
sm
ooth
(max
1%
- 2%
)
Sect
ion
3.2.
7 pg
. 62
- Cro
ss s
lope
mus
t no
t exc
eed
1V:4
8H (2
%) -
See
als
o pg
. 61
-62
for g
uida
nce
spec
ific
to d
rivew
ays
(max
2%
)
Buffe
red
side
wal
ks
See
pg. 2
.2.6
.1 -
2.2.
6.2
for d
iscu
ssio
n on
sid
ewal
ks w
ith a
bou
leva
rds:
des
irabl
e bo
ulev
ard
wid
ths
on a
rteria
l stre
ets
are
3.0m
on
colle
ctor
and
loca
l stre
ets
the
wid
th is
2.0
m (m
in 2
.0m
- 3.
0m ty
pica
l)
See
Side
wal
k pg
. 37
- The
en
hanc
emen
t/buf
fer z
one
is th
e sp
ace
imm
edia
tely
nex
t to
the
side
wal
k th
at
may
con
sist
of a
var
iety
of d
iffer
ent
elem
ents
. The
se in
clud
e cu
rb e
xten
sion
s,
park
lets
, sto
rmw
ater
man
agem
ent
feat
ures
, par
king
, bik
e ra
cks,
bik
e sh
are
stat
ions
, and
cur
bsid
e bi
ke la
nes
or c
ycle
tra
cks.
See
pg. 7
0 - t
he w
idth
of t
he s
idew
alk
buffe
r is
dete
rmin
ed b
ased
on
the
type
of
stre
et.
For l
ow d
ensi
ty re
side
ntia
l stre
ets
it sh
ould
be
1.5m
. Fo
r med
ium
den
sity
ne
ighb
ourh
oods
it s
houl
d be
bet
wee
n 2.
0 an
d 3.
0 m
etre
s. A
nd fo
r hig
h de
nsity
ar
eas,
it s
houl
d be
3.0
m o
r mor
e. A
m
inim
um w
idth
of 1
.5m
is re
quire
d fo
r the
in
stal
latio
n of
f tre
e gr
ates
. (m
in 1
.5m
re
side
ntia
l, m
in 2
.0-3
.0m
med
ium
to h
igh
dens
ity)
Sect
ion
3.2.
3 &
3.2.
4 pg
. 58-
59 -
Idea
l w
idth
is 1
.8m
with
out o
n-st
reet
par
king
or
bike
lane
. Des
irabl
e la
ndsc
ape
buffe
r w
idth
s at
loca
l stre
ets:
0.6
-1.2
m, a
t maj
or
stre
ets:
1.5
-1.8
m. S
ee a
lso
pg. 6
8 (m
in
0.6-
1.2m
resi
dent
ial,
1.5-
1.8m
co
mm
erci
al)
Furn
ishi
ng Z
one
See
disc
ussi
on o
n us
able
ped
estri
an
spac
e Se
ctio
n 3.
3.2.
2
See
Side
wal
ks p
g. 3
7 - T
he s
treet
fu
rnitu
re z
one
is d
efin
ed a
s th
e se
ctio
n of
th
e si
dew
alk
betw
een
the
curb
and
the
thro
ugh
zone
in w
hich
stre
et fu
rnitu
re a
nd
amen
ities
, suc
h as
ligh
ting,
ben
ches
, ne
wsp
aper
kio
sks,
util
ity p
oles
, tre
e pi
ts,
and
bicy
cle
park
ing
are
prov
ided
. The
st
reet
furn
iture
zon
e m
ay a
lso
cons
ist o
f gr
een
infra
stru
ctur
e el
emen
ts, s
uch
as
rain
gar
dens
or f
low
-thro
ugh
plan
ters
.
Som
e m
entio
n of
wid
th a
nd lo
catio
n of
st
reet
furn
iture
in C
hapt
er 6
pg.
126
-127
See
also
pg.
65
- Stre
et F
urni
ture
and
ot
her o
bsta
cles
for s
peci
fic lo
catio
n de
tails
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 31
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Man
uals
and
Gui
delin
es
Fron
tage
Zon
e
See
disc
ussi
on o
n us
able
ped
estri
an
spac
e Se
ctio
n 3.
3.2.
2 - n
otes
that
the
build
ing
face
with
win
dow
dis
play
re
duce
s th
e us
able
ped
estri
an w
idth
by
0.9m
.
See
Side
wal
ks p
g. 3
7 - T
he fr
onta
ge
zone
con
sist
s of
bot
h th
e st
ruct
ure
and
the
faca
de o
f the
bui
ldin
g fro
ntin
g th
e st
reet
, as
wel
l as
the
spac
e im
med
iate
ly
adja
cent
to th
e bu
ildin
g.
See
pg. 5
9 - T
he p
rovi
sion
of s
hy
dist
ance
alo
ng b
uild
ing
front
s is
0.6
m
(0
.6m
typi
cal)
Path
way
s
Mul
ti U
se
See
Cha
pter
4 -
Min
imum
reco
mm
ende
d w
idth
is 3
.0 m
etre
s - d
esig
n sp
eed
30
km/h
. Min
imum
wal
king
wid
th is
1.8
m
etre
s - A
lso
has
a se
ctio
n sp
ecifi
c to
pa
thw
ays
at in
ters
ectio
ns p
g. 4
2 (m
in
3.0m
)
Onl
y de
finiti
on p
rovi
ded
See
pg. 5
5 Sh
ared
Use
Pat
hs -
see
AASH
TO G
uide
for t
he D
evel
opm
ent o
f Bi
cycl
e Fa
cilit
ies.
See
als
o Se
ctio
n 3.
2.14
pg.
70-
71 R
ecom
men
ded
pave
d w
ith o
f 3.0
m, w
ith 3
.6m
reco
mm
ende
d in
ar
eas
with
hig
her u
ser v
olum
es
Pede
stria
n O
nly
See
Cha
pter
4 p
g. 3
0 - A
ped
estri
an p
ath
mus
t be
at le
ast 1
.2m
wid
e to
ac
com
mod
ate
two
peop
le w
alki
ng to
war
d ea
ch o
ther
in th
e op
posi
te d
irect
ion.
For
pa
ths
with
hea
vier
ped
estri
an tr
affic
, a
wid
th o
f 1.8
m is
pre
ferre
d. I
n te
rms
of
whe
elch
air a
cces
sibi
lity
a la
ne 0
.9m
wid
e is
the
reco
mm
ende
d m
inim
um, b
y 1.
2m
per l
ane
allo
ws
for e
ven
grea
ter f
reed
om
of m
ovem
ent.
A to
tal w
idth
of 2
.1m
lets
a
pede
stria
n an
d a
whe
elch
air u
ser c
ross
pa
ths
with
eas
e, w
hile
2.4
m is
re
com
men
ded
to a
ccom
mod
ate
two
whe
elch
airs
trav
ellin
g in
the
oppo
site
di
rect
ion
(min
1.2
m)
Stai
rway
s
See
Sect
ion
3.3.
3 an
d pg
. 3.3
.3.1
- 3.
3.3.
3 - T
he m
inim
um w
idth
of a
st
airw
ay is
nor
mal
ly 1
.1m
the
max
ve
rtica
l ris
e w
ithou
t pro
visi
on o
f a la
ndin
g is
nor
mal
ly 3
.7m
(min
1.1
m w
idth
, max
3.
7m ri
se)
See
Cha
pter
4 p
g. 3
2 - W
hen
the
grad
e of
a s
urfa
ce e
xcee
ds 8
% o
ver a
2m
ve
rtica
l dro
p or
mor
e an
d no
alte
rnat
ive
path
way
is a
vaila
ble,
it is
adv
isab
le to
bu
ild s
ucce
ssiv
e fli
ghts
of s
tairs
, with
3 to
5
step
s ea
ch a
nd la
ndin
gs in
bet
wee
n. I
f th
e gr
ade
exce
eds
35%
a c
ontin
uous
st
airw
ay is
reco
mm
ende
d
See
Sect
ion
3.2.
8 pg
.63
- Mus
t fol
low
cu
rrent
AD
AAG
requ
irem
ents
Shar
ed S
pace
s - e
x. W
oone
rfSe
e Sh
ared
Stre
ets
- Res
iden
tial o
r co
mm
erci
al
See
Shar
ed R
oadw
ays
pg. 2
5 an
d pg
. 72
re: w
oone
rfs
See
pg. 5
5 - S
hare
d St
reet
s de
scrip
tion,
di
rect
s re
ader
s to
Ped
estri
an F
acilit
ies
Use
r Gui
deIn
ters
ectio
ns a
nd C
ross
ing
Trea
tmen
ts
Mid
bloc
k C
ross
ings
Thro
ugho
ut th
e do
cum
ent t
he
reco
mm
ende
d cr
ossi
ng ty
pes
can
be
used
at m
idbl
ock
cros
sing
s an
d at
in
ters
ectio
ns.
See
mid
bloc
k cr
ossw
alks
pg.
114
- In
stal
l a
mid
bloc
k cr
ossw
alk
whe
re th
ere
is a
si
gnifi
cant
ped
estri
an d
esire
line
. Fr
eque
nt a
pplic
atio
ns in
clud
e m
idbl
ock,
bu
s st
ops,
and
tran
sit s
tatio
ns -
incl
ude
light
ing,
Sto
p lin
es a
t mid
bloc
k cr
ossi
ngs
shou
ld b
e se
t bac
k 20
–50
feet
, Stri
pe th
e cr
ossw
alk,
rega
rdle
ss o
f the
pav
ing
patte
rn o
r mat
eria
l, M
edia
ns o
r saf
ety
isla
nds
crea
te a
2-s
tage
cro
ssin
g,
cons
ider
rais
ing
the
cros
swal
k (6
.0-
15.2
m s
top
line
set b
ack)
Som
e di
scus
sion
of m
id b
lock
cro
ssin
g an
d tra
ffic
calm
ing
on
pg.1
09
Prov
ides
trea
tmen
ts th
at c
an b
e us
ed a
t m
idbl
ock
cros
sing
s. S
ee in
par
ticul
ar
Sect
ion
3.2.
2Se
e Se
ctio
n 3.
4 pg
. 89-
93
Page
2
Pedestrian and Bicycle Facility Design Guidance
Appendix - 32
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Man
uals
and
Gui
delin
es
Cro
ssin
g C
hann
eliz
ed T
urn
Lane
sSe
e Se
ctio
n 2.
3.6.
5 fo
r tra
ffic
isla
nds
in
gene
ral s
ee p
g. 2
.3.6
.11
- 2.3
.6.1
2
Not
es th
at th
e lis
t of c
ross
ing
treat
men
ts
may
be
appl
icab
le fo
r use
at c
hann
eliz
ed
turn
lane
s, b
ut li
mite
d ex
ampl
es
See
Maj
or in
ters
ectio
ns p
g.94
- no
tes
that
cha
nnel
ized
righ
t tur
ns a
nd o
ther
fe
atur
es c
reat
e un
safe
, hig
h--s
peed
tu
rns.
Rec
omm
ends
they
be
rem
oved
an
d re
plac
ed w
ith e
xten
ded
curb
s
See
pg. 1
01 -
An is
land
sep
arat
ing
the
auxi
liary
turn
ing
lane
from
thro
ugh-
lane
s ca
n se
rve
as a
refu
ge fo
r ped
estri
ans,
al
low
ing
them
to c
ross
the
road
way
in
two
stag
es
See
Sect
ion
3.5
- The
re a
re tw
o ge
nera
l ap
proa
ches
to p
edes
trian
cro
ssin
g tre
atm
ents
at r
ight
-turn
cha
nnel
s. T
he
area
of a
tria
ngul
ar is
land
sho
uld
be
pref
erab
ly 1
0 m
2 (s
ome
agen
cies
pre
fer
15 m
2) h
owev
er th
e ac
cept
able
min
imum
st
anda
rds
are:
:• 4
.5 m
2 fo
r urb
an in
ters
ectio
ns• 7
.0 m
2 fo
r rur
al in
ters
ectio
ns
See
pg. 7
8 - T
he p
edes
trian
cro
ssin
gs
shou
ld b
e at
90
degr
ees
acro
ss th
e tu
rn
lane
and
pla
ced
whe
re th
e m
otor
ists
can
ea
sily
see
the
pede
stria
n cr
ossi
ng a
head
Inte
rsec
tion
Cro
ssw
alks
See
Sect
ion
2.3.
14 P
edes
trian
Cro
ssin
gs
at G
rade
- C
ross
wal
k w
idth
s of
3.0
to
4.0m
are
typi
cal i
n ur
ban
area
s w
ith
sign
ifica
nt p
edes
trian
act
ivity
; wid
ths
less
th
an 2
.5 m
are
gen
eral
ly a
void
ed.
See
Sect
ion
3.3.
4.6
for p
edes
trian
cro
ssin
g tre
atm
ents
incl
udin
g m
ater
ial o
ptio
ns a
nd
desi
gn e
lem
ents
(3.0
-4.0
m c
omm
erci
al)
The
mai
n fo
cus
of th
is d
ocum
ent i
s on
in
ters
ectio
n cr
ossw
alks
- Se
e Se
ctio
n 2
and
inte
rsec
tion
layo
uts
in p
artic
ular
to
see
how
trea
tmen
ts c
an b
e us
ed.
Littl
e in
form
atio
n on
wid
ths
or m
arki
ngs
- in
form
atio
n pr
ovid
ed is
spe
cific
to th
e in
ters
ectio
n tre
atm
ent o
ptio
ns
See
Cro
ssw
alks
and
Cro
ssin
gs p
g. 1
09 -
Con
vent
iona
l Cro
ssw
alks
- In
ters
ectio
n cr
ossi
ngs
shou
ld b
e ke
pt a
s co
mpa
ct a
s po
ssib
le, f
acilit
atin
g ey
e co
ntac
t by
mov
ing
pede
stria
ns d
irect
ly in
to th
e dr
iver
ʼs fi
eld
of v
isio
n. C
ritic
al S
tripe
all
sign
aliz
ed c
ross
ings
to re
info
rce
yiel
ding
of
veh
icle
s tu
rnin
g du
ring
a gr
een
sign
al
phas
e. C
ritic
al S
tripe
the
cros
swal
k as
w
ide
as o
r wid
er th
an th
e w
alkw
ay it
co
nnec
ts to
. Crit
ical
Hig
h--v
isib
ility
ladd
er, z
ebra
, and
con
tinen
tal c
ross
wal
k m
arki
ngs
are
pref
erab
le to
sta
ndar
d pa
ralle
l or d
ashe
d pa
vem
ent m
arki
ngs.
C
ritic
al -
Acce
ssib
le c
urb
ram
ps a
re
requ
ired.
Rec
omm
ende
d An
adv
ance
d st
op b
ar s
houl
d be
loca
ted
at le
ast 8
feet
in
adv
ance
of t
he c
ross
wal
k to
rein
forc
e yi
eldi
ng to
ped
estri
ans.
See
pg. 9
8 - c
ross
wal
ks a
re d
esig
nate
d by
pav
emen
t mar
king
s - A
sin
gle
whi
te
line
on b
oth
side
s of
the
cros
swal
k is
all
that
is re
quire
d by
sta
nds,
wid
e pe
rpen
dicu
lar s
tripe
s pa
inte
d al
ong
the
cros
swal
k pr
ovid
e be
tter v
isib
ility
whe
re
ther
e ar
e no
sto
p si
gns
or tr
affic
sig
nals
, w
hite
pai
nted
stri
ps c
ontra
st w
ell w
ith
blac
k as
phal
t, al
so d
iscu
sses
dec
orat
ive
cros
swal
ks
See
Sect
ion
3.1.
1 pg
. 16-
18 -
Incl
udin
g ch
art o
utlin
ing
the
deci
sion
pro
cess
for
sele
ctin
g pe
dest
rian
cros
sing
con
trol a
t in
ters
ectio
ns.
See
also
sec
tion
3.2.
5.5
See
Sect
ion
3.3.
4 pg
. 80-
82 -
The
wid
th
for m
arke
d cr
ossw
alks
sho
uld
not b
e le
ss
than
1.8
m.
In th
e ce
ntra
l bus
ines
s di
stric
ts o
f lar
ger c
ities
, a 3
.0m
or w
ider
cr
ossw
alk
may
be
mor
e ap
prop
riate
as
dete
rmin
ed b
y an
eng
inee
ring
stud
y.
(min
1.8
m ty
pica
l, m
in 3
.0 c
omm
erci
al)
Cro
ssin
g D
ista
nce
Som
e di
scus
sion
abo
ut th
e im
porta
nce
of
prov
idin
g na
rrow
ing
cros
sing
s, p
rovi
des
som
e al
tern
ativ
es to
redu
ce c
ross
ing
dist
ance
in s
ectio
n 3.
3.2.
3 an
d se
ctio
n 3.
3.2.
4
Thro
ugho
ut th
e do
cum
ent t
he im
porta
nce
of c
ross
ing
dist
ance
is d
iscu
ssed
as
it is
an
impo
rtant
com
pone
nt o
f pro
vidi
ng s
afe
cros
sing
and
is d
eter
min
ed b
y la
ne w
idth
. Se
e pg
. S2-
11 &
A-3
Dis
cuss
ed th
roug
hout
- se
e cu
rb
exte
nsio
ns p
g. 4
5 an
d st
reet
des
ign
prin
cipl
es p
artic
ular
ly p
hase
s of
tra
nsfo
rmat
ion
pg. 6
See
Cha
pter
5 p
g. 1
09-1
10 s
ee a
lso
pg.
107
for t
raffi
c ca
lmin
g op
tions
that
redu
ce
road
way
wid
th a
t cro
ssin
gs p
oint
s in
clud
ing
a di
scus
sion
on
road
die
ts
Cro
ssin
g di
stan
ce is
an
impo
rtant
co
mpo
nent
of t
his
docu
men
t and
is
disc
usse
d th
roug
hout
, in
term
s of
cr
ossi
ng tr
eatm
ents
, sig
nal t
imin
g,
acce
ssib
ility
etc.
See
Sect
ion
2.6.
2 pg
. 43-
45 -
For a
ge
nera
l dis
cuss
ion
on to
ols
to d
ecre
ase
cros
sing
dis
tanc
e. S
ee a
lso
pg. 5
1 fo
r in
form
atio
n on
road
way
wid
ths
Rai
sed
Cro
ssw
alks
See
mid
bloc
k cr
ossi
ngs
pg. 1
14 s
ee a
lso
Spee
d Ta
ble
- sho
uld
be a
ccom
pani
ed
by w
arni
ng s
igns
. Slo
pes
shou
ld n
ot
exce
ed 1
:10
or b
e le
ss s
teep
than
1:2
5.
(min
1:2
5 - m
ax 1
:10
slop
e)
See
pg. 9
9 - N
oted
as
an a
ltern
ativ
e to
cu
rb c
uts.
Pro
vide
con
tinuo
usly
eve
n su
rface
for p
edes
trian
s to
wal
k on
si
mul
tane
ousl
y sl
owin
g ro
adw
ay tr
affic
se
e al
so p
g. 1
13
See
pg. 5
2 - F
or g
ener
al d
iscu
ssio
n on
ra
ised
cro
ssw
alks
See
pg. 4
5 - F
or g
ener
al d
iscu
ssio
n on
ra
ised
cro
ssw
alks
Cur
b Ex
tens
ions
See
sect
ion
3.3.
2.3
spec
ific
to w
iden
ing
the
boul
evar
d in
to th
e ro
adw
ay a
t in
ters
ectio
ns re
: Fig
ure
3.3.
2.2
See
Cur
b Ex
tens
ion
- A c
urb
exte
nsio
n sh
ould
gen
eral
ly b
e 1–
2 fe
et n
arro
wer
th
an th
e pa
rkin
g la
ne, r
ecom
men
ded
to
com
bine
cur
b ex
tens
ions
with
sto
rmw
ater
m
anag
emen
t fea
ture
s su
ch a
s bi
osw
ales
or
rain
gar
dens
(0.3
-0.6
m n
arro
wer
than
pa
rkin
g la
ne)
See
pg. 1
07 -
A cu
rb e
xten
sion
2.0
m to
2.
3m w
ide
occu
pies
the
sam
e am
ount
of
spac
e as
a p
arki
ng la
ne a
nd e
nsur
es a
co
ntin
uous
pat
h fo
r cyc
lists
(2.0
-2.3
m)
See
pg. 5
1 - C
urb
exte
nsio
ns a
re
typi
cally
inst
alle
d on
loca
l or c
olle
ctor
st
reet
s w
ith u
rban
cro
ss-s
ectio
ns. C
urb
exte
nsio
ns a
re m
ost a
ppro
pria
te w
ith o
n st
reet
par
king
or w
here
on-
stre
et p
arki
ng
is to
be
impl
emen
ted.
Min
imum
set
back
s ar
e re
com
men
ded
to e
nsur
e op
timum
si
ght d
ista
nce.
See
pg. 4
1 an
d 44
- Fo
r gen
eral
di
scus
sion
on
curb
ext
ensi
ons
See
also
3.
3.2
pg. 7
4 on
cur
b ex
tens
ion
desi
gn, i
n ge
nera
l a c
urb
exte
nsio
n sh
ould
ext
end
the
wid
th o
f the
par
king
lane
, ap
prox
imat
ely
1.8
m fr
om th
e cu
rb (1
.8m
)
Page
3
Pedestrian and Bicycle Facility Design Guidance
Appendix - 33
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Man
uals
and
Gui
delin
es
Rai
sed
Inte
rsec
tions
See
Inte
rsec
tions
- M
inor
Inte
rsec
tions
- R
aise
d in
ters
ectio
ns p
g. 9
6 - R
aise
d in
ters
ectio
ns a
re fl
ush
with
the
side
wal
k an
d en
sure
that
driv
ers
trave
rse
the
cros
sing
slo
wly
. Bol
lard
s al
ong
corn
ers
keep
mot
oris
ts fr
om c
ross
ing
into
the
pede
stria
n sp
ace.
Bol
lard
s pr
otec
t pe
dest
rians
from
erra
nt v
ehic
les.
See
pg. 1
08 -
Gra
de o
f the
ele
vatio
n is
ba
sed
on ta
rget
veh
icle
spe
ed: 4
% to
6%
fo
r tar
get s
peed
of 5
0km
/h a
nd u
p to
10%
fo
r 30k
m/h
(4-6
% fo
r 50k
m/h
, max
10%
fo
r 30k
m/h
)
See
pg. 4
5 - F
or d
escr
iptio
n of
rais
ed
inte
rsec
tions
Med
ian
refu
ges
See
som
e re
fere
nce
of m
edia
n is
land
s in
Se
ctio
n 2.
3.6.
5 pg
. 2.3
.6.7
& 2
.3.6
.8
Larg
er is
land
s (m
in 1
0m2)
are
requ
ired
to
acco
mm
odat
e re
quire
men
ts s
uch
as
whe
elch
air r
amps
Som
e di
scus
sion
of r
aise
d re
fuge
s th
roug
hout
see
pg.
S1-
6, S
2-3,
S2-
10,
S3-4
, A-4
as
wel
l as
inte
rsec
tion
layo
uts
See
Pede
stria
n Sa
fety
Isla
nds
- pg.
116
Pe
dest
rian
safe
ty is
land
s sh
ould
be
at
leas
t 6 fe
et w
ide,
but
hav
e a
pref
erre
d w
idth
of 8
–10
feet
. Whe
re a
6--f
oot w
ide
med
ian
cann
ot b
e at
tain
ed, a
nar
row
er
rais
ed m
edia
n is
stil
l pre
fera
ble
to
noth
ing.
The
min
imum
pro
tect
ed w
idth
is
6 fe
et, b
ased
on
the
leng
th o
f a b
icyc
le o
r a
pers
on p
ushi
ng a
stro
ller.
The
refu
ge is
id
eally
40
feet
long
. The
cut
--thr
ough
or
ram
p w
idth
sho
uld
equa
l the
wid
th o
f the
cr
ossw
alk.
(min
1.8
m w
ide,
min
12.
2m
long
)
See
pg. 9
9 an
d al
so p
g. 1
08. -
An
isla
nd
or m
edia
n th
at is
mor
e th
an 1
.5 m
wid
e ca
n al
so s
ervi
ce a
s a
refu
ge fo
r pe
dest
rians
(m
in 1
.5m
wid
e)
See
pg.4
9-50
- Th
e sm
alle
st d
esira
ble
isla
nd is
one
that
has
a m
inim
um a
rea
of
20 m
2. T
he re
fuge
isla
nd a
rea
shou
ld b
e w
ide
enou
gh to
acc
omm
odat
e a
pers
on
push
ing
a st
rolle
r or w
alki
ng a
bic
ycle
(w
ith a
chi
ld tr
aile
r atta
ched
) or a
t lea
st
1.8
met
res.
See
pg. 7
5-76
- D
epen
ding
on
the
sign
al
timin
g cr
ossi
ng is
land
s sh
ould
be
cons
ider
ed w
here
the
cros
sing
dis
tanc
e ex
ceed
s 18
.3m
. Th
e w
idth
of a
new
ly
cons
truct
ed c
ross
ing
isla
nd s
houl
d be
1.
8m o
r mor
e to
pro
vide
spa
ce fo
r a
whe
elch
air u
ser..
Exi
stin
g 1.
2m m
edia
ns
may
be
reta
ined
but
med
ians
sho
uld
be
wid
ened
to 1
.8m
or m
ore
in re
cogn
ition
pr
ojec
ts.
Whe
re p
ract
ical
, a w
idth
of
2.4m
may
be
prov
ided
. Se
e al
so p
g.. 9
1 fo
r med
ian
isla
nds
spec
ific
to m
idbl
ock
cros
sing
s (m
in 1
.8m
wid
e)
Cor
ner R
adiu
sN
ot s
peci
fic to
ped
estri
ans
See
Cor
ner R
adii
pg. 1
17- A
sm
alle
r cur
b ra
dius
exp
ands
the
pede
stria
n ar
ea,
allo
win
g fo
r bet
ter p
edes
trian
ram
p al
ignm
ent.
Tur
ning
spe
eds
shou
ld b
e lim
ited
to 1
5 m
ph o
r les
s. M
inim
izin
g tu
rnin
g sp
eeds
is c
ruci
al to
ped
estri
an
safe
ty, a
s co
rner
s ar
e w
here
driv
ers
are
mos
t lik
ely
to e
ncou
nter
ped
estri
ans
cros
sing
in th
e cr
ossw
alk
See
pg. 1
07 -
A 3.
0 m
etre
radi
us is
us
ually
ade
quat
e in
urb
an a
reas
(3.0
m
typi
cal)
Onl
y di
scus
sed
in te
rms
of c
hann
eliz
ed
right
turn
lane
s pg
. 55
See
Sect
ion
3.3.
1 pg
. 73-
74 C
urb
radi
i -
whe
re th
ere
is li
ttle
turn
ing
truck
traf
fic, i
t is
reco
mm
ende
d th
at a
3.0
to 4
.5m
stre
et
core
r rad
ius
be u
sed.
Whe
re th
ere
are
truck
s th
e tu
rnin
g ra
dius
may
in
incr
ease
d (3
.0-4
.5m
typi
cal)
Sign
als
See
Sect
ion
2 fo
r det
aile
d di
scus
sion
on
the
diffe
rent
type
s of
ped
estri
an c
ross
ing
cont
rol d
evic
es -
incl
udin
g si
gnal
s bu
t al
so c
ross
ing
cont
rol d
evic
es a
t un
sign
aliz
ed in
ters
ectio
ns
See
Traf
fic S
igna
ls S
ectio
n pg
. 125
See
pg. 9
3 fo
r rig
ht o
f way
and
cro
ssin
g tre
atm
ents
and
sig
naliz
ed a
nd u
n si
gnal
ized
inte
rsec
tions
See
Sect
ion
3.2
pg. 1
8-40
See
Sect
ion
4.1
pg. 1
01-1
09
Pede
stria
n Ac
tivat
ed S
igna
ls
See
pg. S
2-3
- Thi
s in
clud
es h
alf s
igna
ls
but c
an a
lso
incl
ude
othe
r cro
ssw
alk
feat
ures
that
are
act
ivat
ed b
y pe
dest
rians
. In
clud
ing
spec
ial
cros
swal
ks
See
Sign
aliz
atio
n Pr
inci
ples
pg.
126
- In
co
ordi
natio
n w
ith tr
affic
sig
nal t
imin
g,
desi
gner
s m
ust c
onsi
der s
paci
ng
betw
een
traffi
c si
gnal
s, lo
okin
g at
de
sira
ble
cros
sing
inte
rval
s to
ach
ieve
a
pede
stria
n-fri
endl
y en
viro
nmen
t. F
ixed
tim
e si
gnal
s ar
e re
com
men
ded
in u
rban
ar
eas
See
pg. 9
4 - 9
6 - P
edes
trian
sig
nals
are
us
ed to
indi
cate
a s
peci
fic p
hase
for
pede
stria
n or
pro
vide
a lo
nger
cle
aran
ce
inte
rval
that
is a
llotte
d to
veh
icle
s by
the
yello
w li
ght.
See
also
ped
estri
an
dete
ctio
n an
d tra
ffic
sign
al o
pera
tions
w
hich
out
lines
the
diffe
renc
es b
etw
een
auto
mat
ic m
ode,
man
ual d
etec
tion
and
activ
e de
tect
ion
See
Sect
ion
3.2.
2 pg
. 27-
29 -
The
cont
rol o
f ped
estri
an s
igna
ls is
by
pede
stria
n ac
tuat
ed tw
o ph
ase
oper
atio
n;
pede
stria
n si
gnal
indi
catio
ns a
re u
sed
for
cros
sing
the
mai
n st
reet
and
regu
lar
traffi
c co
ntro
l sig
nals
on
mai
n ro
adw
ay
appr
oach
es. B
oth
cont
rol t
ypes
requ
ire
that
mai
n ro
ad tr
affic
be
fully
sig
naliz
ed,
whi
le fo
r IPS
cro
ssin
gs, t
he s
ide
road
m
ust b
e co
ntro
lled
with
sto
p si
gns,
See
Sect
ion
4.1.
4 pg
. 106
-107
- Pe
dest
rian
sign
al c
ontro
ls s
houl
d be
lo
cate
d w
ithin
reas
onab
le p
roxi
mity
of t
he
curb
ram
p - b
utto
ns fo
r diff
eren
t cr
ossi
ngs
shou
ld b
e cl
early
indi
cate
d -
pede
stria
ns in
whe
elch
airs
sho
uld
be
able
to o
pera
te th
e bu
tton
(ther
efor
e sh
ould
be
a 0.
9mx1
.2m
leve
l gro
und
surfa
ce c
ente
red
on e
ach
cont
rol f
or a
fo
rwar
d or
sid
e ap
proa
ch, a
s ap
prop
riate
. To
ens
ure
the
bar o
r but
ton
is m
ount
ed
with
in a
llow
able
reac
h ra
nges
a m
ax
heig
ht o
f 1.0
5m is
reco
mm
ende
d (m
ax
1.05
m h
eigh
t)
Page
4
Pedestrian and Bicycle Facility Design Guidance
Appendix - 34
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Man
uals
and
Gui
delin
es
Pede
stria
n C
ount
dow
n Ti
mer
s
See
pg. S
2-3
- D
evic
es p
rovi
de a
nu
mer
ic c
ount
dow
n di
spla
y th
at
indi
cate
s th
e n
umbe
r of
sec
onds
re
mai
ning
for
a p
edes
trian
to
com
plet
e th
eir
cros
sing
. T
he
inst
alla
tion
of
thes
e d
evic
es c
an
prov
ide
pede
stria
ns w
ith m
ore
info
rmat
ion
to a
ssis
t the
m w
ith a
saf
er
cros
sing
of t
he s
treet
. G
ener
al b
enef
its
of p
edes
trian
cou
ntdo
wn
sig
nals
in
clud
e: (
1) b
ette
r inf
orm
atio
n fo
r pe
dest
rians
rega
rdin
g th
e am
ount
of t
ime
left
to c
ross
the
stre
et; a
nd (2
) bet
ter
acco
mm
odat
ion
of m
obilit
y-ch
alle
nged
pe
dest
rians
. G
ener
al d
isad
vant
ages
in
clud
e: (
1) p
rovi
sion
of
an a
ccur
ate
co
untd
own
for
actu
ated
pha
ses;
and
(2
) po
tent
ial
incr
ease
in
col
lisio
ns o
r co
nflic
ts d
ue to
driv
ers
ʻraci
ng th
e ph
ase
term
inat
ionʼ
.
See
pg. 9
4 &
95 -
A co
untd
own
timer
in
dica
tes
the
num
ber o
f sec
ond
that
re
mai
n to
com
plet
e th
e cr
ossi
ng
See
Sect
ion
3.2.
5.1
pg.,
34-3
5 Th
e st
anda
rd e
lem
ents
of P
CS
cons
ist o
f:• N
umer
ic c
ount
dow
n di
spla
y th
at is
vi
sibl
e to
ped
estri
ans
ente
ring
a cr
ossw
alk.
• “Se
para
te C
ount
dow
n H
ousi
ng”
conf
igur
atio
n,“O
verla
p / C
ount
dow
n Si
de b
y Si
de”
conf
igur
atio
n or
“Sep
arat
e C
ount
dow
n H
ousi
ng w
ith n
o O
verla
p” c
onfig
urat
ion.
Se
e Fi
gure
13.
• Sta
ndar
d ap
plic
atio
n of
the
“WAL
K”
sym
bol a
nd “D
ON
ʼT W
ALK”
sym
bol
indi
cato
rs.
• Opt
iona
l PC
S in
form
atio
n si
gn, w
hich
m
aybe
inst
alle
d ad
jace
nt to
the
pede
stria
npu
shbu
ttons
to in
form
ped
estri
ans
of th
e us
e of
the
Pede
stria
n C
ount
dow
n Si
gnal
.
See
pg. 1
04-1
06 re
: ped
estri
an
indi
catio
ns
Audi
ble
Pede
stria
n Si
gnal
See
Acce
ssib
le P
edes
trian
Sig
nal p
g. 3
6 an
d pg
. 66
For c
ompr
ehen
sive
gui
delin
es
on A
PS a
pplic
atio
ns, p
ract
ition
ers
shou
ld
refe
r to
TAC
ʼs G
uide
lines
for
Und
erst
andi
ng U
se a
nd Im
plem
enta
tion
of A
cces
sibl
e Pe
dest
rian
Sign
als,
May
20
08.
See
pg. 1
08-1
09 fo
r inf
orm
atio
n re
gard
ing
audi
ble
at p
edes
trian
sig
nal
head
, at p
ushb
utto
n, v
ibro
tact
ile a
nd
trans
mitt
ed m
essa
ges
Lead
ing
Pede
stria
n In
terv
als
See
Lead
ing
Pede
stria
n In
terv
al p
g. 1
28 -
A
Lead
ing
Pede
stria
n In
terv
al (L
PI)
typi
cally
giv
es p
edes
trian
s a
3–7
seco
nd
head
sta
rt w
hen
ente
ring
an in
ters
ectio
n w
ith a
cor
resp
ondi
ng g
reen
sig
nal i
n th
e sa
me
dire
ctio
n of
trav
el.
Thro
ugh
and
turn
ing
traffi
c ar
e gi
ven
the
gree
n lig
ht.
Turn
ing
traffi
c yi
elds
to p
edes
trian
s al
read
y in
the
cros
swal
k. (3
-7 s
ec
typi
cal)
See
pg. 9
5 - r
efer
s to
pro
tect
ed a
nd
unpr
otec
ted
pede
stria
n si
gnal
s
See
pg. 3
6 - A
lead
ing
pede
stria
n in
terv
al
is a
noth
er fo
rm o
f an
excl
usiv
e pe
dest
rian
phas
e. O
ne fo
rm o
f ap
plic
atio
n in
clud
es a
wal
k in
dica
tion
(gen
eral
ly a
roun
d 4
to 6
sec
onds
in
dura
tion)
pro
vide
d in
adv
ance
of t
he
corre
spon
ding
veh
icle
gre
en in
dica
tion
to
give
ped
estri
ans
a he
ad s
tart
on tu
rnin
g tra
ffic.
Plu
s ad
ditio
nal i
nfor
mat
ion
in B
ook
12
See
Sect
ion
4.1.
6 Pe
dest
rian
sign
als
in a
co
ordi
nate
d si
gnal
sys
tem
Pede
stria
n Sc
ram
bles
- Se
para
te
pede
stria
n ph
ase
See
pg. 9
5 - S
cram
ble
phas
e al
low
s th
e si
mul
tane
ous
cros
sing
of p
edes
trian
s in
an
y di
rect
ion
See
excl
usiv
e pe
dest
rian
phas
e - p
g.35
-36
incl
udin
g ex
ampl
e an
d im
porta
nt
cons
ider
atio
nsA
cces
sibi
lity
Cur
b R
amps
See
pg. 2
.2.6
.7 -
2.2.
6.9
for e
xam
ples
of
slop
e an
d fla
res
- max
slo
pe is
6%
, pr
efer
red
slop
e is
5%
or l
ess
(max
5-6
%
slop
e)
Thro
ugho
ut th
e do
cum
ent i
t is
note
d th
at
curb
cut
s an
d cu
rb ra
mps
are
requ
ired
at
all c
ross
wal
ks a
nd in
ters
ectio
ns.
See
refe
renc
e fo
r Geo
met
ric D
esig
n G
uide
for
Can
adia
n R
oads
- fo
r mor
e de
tails
Whi
le n
ot g
iven
its
own
spec
ific
head
ing
curb
ram
ps a
nd le
tdow
ns a
re
reco
mm
ende
d at
all
inte
rsec
tions
and
cr
ossi
ng lo
catio
ns -
Acce
ssib
le c
urb
ram
ps a
re re
quire
d by
the
Amer
ican
s w
ith D
isab
ilitie
s Ac
t (AD
A) a
t all
cros
swal
ks.
See
Cha
pter
5 p
g. 6
9 - i
nclu
des
driv
eway
cu
rb c
uts
as w
ell a
s cu
rb c
uts
at
inte
rsec
tions
. C
urb
cuts
at i
nter
sect
ions
en
able
whe
elch
air u
sers
to tr
ansi
tion
from
the
side
wal
k to
the
road
way
. Th
e gr
ade
of th
e ra
mp
tow
ard
the
road
way
sh
ould
be
no m
ore
than
5%
and
the
flare
d si
des
of th
e cu
rb c
ut s
houl
d no
t ex
ceed
a s
lope
of 6
%. S
ee a
lso
pg. 9
9 (m
ax 5
-6%
slo
pe)
See
Pg. 6
3-65
Cur
b ra
mp
wid
ths
shou
ld
be s
uffic
ient
ly w
ide
to a
llow
two
pers
ons
in w
heel
chai
rs to
pas
s ea
sily
. The
m
inim
um w
idth
of 1
.5 m
for c
urb
ram
p is
pr
escr
ibed
in C
laus
e 5.
2.6
of B
uilt
Envi
ronm
ent S
tand
ard.
Als
o pr
ovid
es
info
rmat
ion
on s
urfa
ces,
runn
ing
slop
e,
cros
s sl
ope,
cur
b ra
mp
side
rs e
tc.
See
Cur
b R
amps
re: D
rivew
ays
pg. 6
0-62
Cur
b ra
mps
are
requ
ired
and
show
n in
all
desi
gns
- See
pg.
84-
88 fo
r cur
b ra
mp
desi
gn
Page
5
Pedestrian and Bicycle Facility Design Guidance
Appendix - 35
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Man
uals
and
Gui
delin
es
Whe
elch
air u
sers
See
pg. 2
.2.6
.3/2
.2.6
.7 o
n cr
oss
slop
es
the
typi
cal a
ccep
tabl
e ra
nge
of c
ross
-sl
ope
valu
es is
0.0
1m/m
to 0
.05m
/m a
nd
pg. 2
.2.6
.6 o
n w
idth
s ap
prop
riate
for
whe
elch
air u
sers
See
als
o 2.
3.14
.2 o
n ac
com
mod
atio
ns fo
r per
sons
with
di
sabi
litie
s (1
%-5
% c
ross
-slo
pe)
see
note
abo
ve
Whi
le n
ot g
iven
its
own
sect
ion
acco
mm
odat
ing
all s
treet
use
rs in
clud
ing
thos
e in
whe
elch
airs
is th
e fo
cus
of th
is
docu
men
t - A
cces
sibl
e cu
rb ra
mps
are
re
quire
d by
the
Amer
ican
s w
ith
Dis
abilit
ies
Act (
ADA)
at a
ll cr
ossw
alks
.
See
Cha
pter
4 p
g. 3
0 re
: pat
hway
wid
th
for w
heel
chai
r use
rs s
ee a
lso
Cha
pter
2
pg. 9
-12
for a
dditi
onal
con
side
ratio
ns fo
r w
heel
chai
r use
rs a
nd o
ther
ped
estri
ans
with
dis
abilit
ies
see
also
Cha
pter
5 fo
r si
dew
alk
requ
irem
ents
and
re
com
men
datio
ns s
peci
fic to
whe
elch
air
user
s
See
Sect
ion
5 - p
g. 6
3-67
Pro
vide
s ge
nera
l inf
orm
atio
n an
d di
rect
s re
ader
s to
the
legi
slat
ive
requ
irem
ents
for t
he
Prov
ince
of O
ntar
io
See
pg. 1
1-13
; A
min
imum
of 1
.5m
is
need
ed fo
r tow
peo
ple
in w
heel
chai
rs to
pa
ss o
ne a
noth
er.
A ne
twor
k of
si
dew
alks
sho
uld
be a
cces
sibl
e to
all
user
s an
d m
eet A
DA
requ
irem
ents
. (m
in
1.5m
wid
e)
Tran
sit I
nteg
ratio
n So
me
gene
ral d
iscu
ssio
n on
pro
vidi
ng
pede
stria
ns a
cces
s to
tran
sit f
acilit
ies
Thro
ugho
ut th
e do
cum
ent t
here
is
disc
ussi
on a
bout
the
impo
rtant
of
inte
grat
ing
pede
stria
ns w
ith tr
ansi
t. S
ee
also
Tra
nsit
Stre
ets
for c
onsi
dera
tions
on
stre
ets
with
tran
sit s
ervi
ce s
ee a
lso
Bus
Stop
s an
d cu
rb e
xten
sion
s
See
Cha
pter
7 fo
r som
e gu
idel
ines
sp
ecifi
c to
wal
king
and
tran
sit i
nteg
ratio
n in
clud
ing
acce
ss to
tran
sit s
tatio
ns a
nd
stop
s, s
idew
alk
wid
ths
and
com
forta
ble
wai
ting
faci
litie
s
Som
e ge
nera
l dis
cuss
ion
on th
e in
fluen
ce o
f tra
nsit
on p
edes
trian
in
frast
ruct
ure
See
Sect
ion
3.2.
5 pg
. 60
for p
edes
trian
am
enity
reco
mm
enda
tions
at t
rans
it st
ops
Con
flict
Zon
es a
nd M
ixin
g Zo
nes
Driv
eway
s an
d al
leyw
ays
Som
e di
scus
sion
of p
edes
trian
rela
ted
conf
licts
in C
hapt
er 3
.2 -
but m
inim
al.
Driv
eway
s Se
ctio
n pe
dest
rian
cons
ider
atio
ns S
ectio
n 3.
2.9.
12 p
g.
3.2.
9.14
Som
e di
scus
sion
of c
ross
slo
pes
at
alle
yway
s pg
. 69
Onl
y di
scus
sed
with
in th
e co
ntex
t of
pede
stria
n re
fuge
isla
nds
(pg.
50)
Sect
ion
3.2.
6 pg
.60-
62 -
mai
ntai
ning
a
min
imum
1.2
m c
ontin
uous
pat
h w
ithou
t ex
ceed
ing
a 2%
cro
ss s
lope
(min
1.2
m
wid
e, m
ax 2
% s
lope
)
Shar
ed U
se A
reas
(Ele
phan
ts F
eet)
Stre
etsc
ape
Gui
delin
es
Ligh
ting
See
Sect
ion
on p
edes
trian
ligh
ting
3.3.
5.3
Thro
ugho
ut th
e do
cum
ent i
t is
note
d th
at
light
ing
is re
quire
d at
all
cros
swal
ks
Ligh
ting
is id
entif
ied
as b
eing
an
impo
rtant
com
pone
nt o
f all
inte
rsec
tions
pa
rticu
larly
mid
bloc
k cr
ossi
ngs
See
Cha
pter
6 p
g. 1
16-1
18So
me
disc
ussi
on o
f lig
htin
g in
the
cont
ext
of p
edes
trian
refu
ge is
land
s pg
. 49
see
Sect
ion
Traf
fic C
alm
ing
on p
g. 3
6,
Sect
ion
3.1.
5 pg
.53
CEP
TED
Stre
et fu
rnitu
reSe
e Se
ctio
n 3.
3.5
on e
xam
ples
of s
treet
fu
rnitu
re a
nd o
ther
ped
estri
an a
men
ities
Dis
cuss
ed a
s a
feat
ure
that
can
enh
ance
th
e pe
dest
rian
envi
ronm
ent
See
Cha
pter
6 p
g. 1
25-1
27Se
e al
so p
g. 6
5 St
reet
Fur
nitu
re a
nd
othe
r obs
tacl
es fo
r spe
cific
loca
tion
deta
ils
Stre
et tr
ees
and
land
scap
ing
See
Sect
ion
3.3.
4 fo
r lan
dsca
ping
and
st
reet
tree
s re
com
men
datio
ns a
nd
guid
elin
es
See
Side
wal
ks fo
r dis
cuss
ion
of s
treet
tre
es, r
equi
rem
ents
for s
paci
ng, s
light
di
stan
ce, a
nd c
lear
zon
e re
com
men
datio
ns
See
Side
wal
k Bu
ffers
pg.
70
See
pg. 6
7-68
- tre
es w
ith la
rge
cano
pies
pl
ante
d be
twee
n th
e si
dew
alk
and
the
stre
et s
houl
d ge
nera
lly b
e tri
mm
ed u
p so
th
at th
e br
anch
es a
re a
bove
the
side
wal
k at
leas
t 2.1
m h
igh
(bra
nche
s m
in 2
.1m
ab
ove
side
wal
k)
Aest
hetic
and
arc
hite
ctur
al fe
atur
es
Som
e ad
ditio
nal r
ecom
men
datio
ns o
n fe
atur
es th
at c
an e
nhan
ce th
e st
reet
scap
e an
d th
e pe
dest
rian
envi
ronm
ent C
hapt
er 3
.3
See
inte
rim d
esig
n st
rate
gies
for
addi
tiona
l tem
pora
ry d
esig
n op
tions
suc
h as
par
klet
s, in
terim
pub
lic p
laza
sSe
e C
hapt
er 3
pg.
20
-25
See
pg. 6
4-72
Oth
er
Mai
nten
ance
Som
e m
aint
enan
ce c
onsi
dera
tions
ou
tline
d in
Sec
tion
3.3.
5.6
Ensu
ring
faci
litie
s ar
e w
ell m
aint
aine
d is
a
them
e th
roug
hout
See
Cha
pter
8 -
For p
edes
trian
faci
lity
mai
nten
ance
incl
udin
g te
chno
logi
es a
nd
tech
niqu
es
Gen
eral
dis
cuss
ion
on m
aint
enan
ce
thro
ugho
ut
See
Sect
ion
4.3
for s
idew
alk
mai
nten
ance
and
for a
ccom
mod
atio
ns fo
r pe
dest
rians
whe
n m
aint
enan
ce is
bei
ng
cond
ucte
d
Way
findi
ngSo
me
disc
ussi
on o
n w
ayfin
ding
and
si
gnag
e in
Sec
tion
3.3.
5.4
See
Cha
pter
6 -
Thou
gh m
ost
reco
mm
enda
tions
are
spe
cific
to c
yclin
g
See
Sect
ion
4.2
pg. 1
11-1
15 fo
r gen
eral
ro
ad s
igna
ge a
nd d
iscu
ssio
n on
w
ayfin
ding
and
gui
de s
igns
Page
6
Pedestrian and Bicycle Facility Design Guidance
Appendix - 36
Pede
stria
n G
uide
lines
- TA
C a
nd N
orth
Am
eric
an M
anua
ls
Des
ign
Cha
ract
eris
tics
TAC Documents
TAC
- G
eom
etric
Des
ign
Gui
de fo
r C
anad
ian
Roa
dsTA
C -
Pede
stria
n C
ross
ing
Con
trol
G
uide
North America
NA
CTO
- U
rban
Str
eet D
esig
n G
uide
Velo
Que
bec
- Pla
nnin
g an
d D
esig
n fo
r Pe
dest
rian
and
Cyc
ling
Ont
ario
OTM
Boo
k 15
Ped
estr
ian
Cro
ssin
g Fa
cilit
ies
AA
SHTO
Gui
de fo
r the
Pla
nnin
g,
Des
ign
and
Ope
ratio
n of
Ped
estr
ian
Faci
litie
s
Man
uals
and
Gui
delin
es
Chi
cane
s
See
Cur
b Ex
tens
ions
pg.
45 -
Chi
cane
- of
f set
cur
b ex
tens
ions
- R
ecom
men
ded
A ch
ican
e de
sign
may
war
rant
add
ition
al
sign
ing
and
strip
ing
to e
nsur
e th
at d
river
s ar
e aw
are
of a
slig
ht b
end
in th
e ro
adw
ay. O
ptio
nal -
Whe
re a
pplic
atio
n of
a
curb
ext
ensi
on a
dver
sely
impa
cts
drai
nage
, cur
b ex
tens
ions
may
be
desi
gned
as
edge
isla
nds
with
a 1
–2-fo
ot
gap
from
the
curb
.
See
pg. 4
1 an
d pg
. 43
for a
des
crip
tion
an
d ge
nera
l dis
cuss
ion
of C
hica
nes
Pede
stria
n Sp
eed
See
pg. S
1-3
Wal
king
spe
eds
and
dist
ance
s, th
e va
lue
of 1
.2m
/s e
xclu
des
abou
t 40
perc
ent o
f old
er p
edes
trian
s an
d pe
dest
rians
with
wal
kers
and
can
es
(1.2
m/s
typi
cal)
On
flat s
urfa
ces,
wal
king
spe
ed c
an b
e as
slo
w a
s 0.
3m/s
for a
mob
ility-
impa
ired
pers
on a
nd a
s fa
st a
s 2.
4 m
/s fo
r so
meo
ne w
ho is
wal
king
fast
. G
ener
ally
sp
eaki
ng s
enio
rs a
nd c
hild
ren
tend
to
wal
k at
spe
eds
of 0
.9-1
.6m
/s a
nd a
dults
at
spe
eds
of 1
.2-2
.1 m
/s (0
.9-1
.6 m
/s
seni
ors
and
child
ren,
1.2
-2.1
m/s
ad
ults
)
See
pg. 2
4 - T
he c
alcu
latio
n of
pe
dest
rian
timin
g is
bas
ed o
n cr
ossi
ng
dist
ance
and
ped
estri
an w
alki
ng s
peed
as
sum
ptio
ns (t
hat m
ay v
ary
betw
een
0.9
m/s
and
1.2
5 m
/s).
See
pg. 1
0-11
ped
estri
an w
alki
ng s
peed
s ra
nge
from
app
roxi
mat
ely
0.8
to
1.8m
/sec
. Th
e M
UTC
D re
com
men
ds a
no
rmal
wal
king
spe
ed o
f 1.2
m/s
ec fo
r ca
lcul
atin
g pe
dest
rian
clea
ranc
e in
terv
als
for t
raffi
c si
gnal
s (1
.2 m
/s ty
pica
l)
Page
7
Pedestrian and Bicycle Facility Design Guidance
Appendix - 37
Pede
stria
n G
uide
lines
- O
ther
Des
ign
Cha
ract
eris
tics
Other DocumentsC
ity o
f Edm
onto
n - C
ompl
ete
Stre
et G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Pe
dest
rian
and
Tran
sit O
rient
ed D
esig
n
Pede
stria
n Fa
cilit
ies
Side
wal
ks
Wid
th (P
edes
trian
Thr
ough
Zon
e)
See
Sect
ion
4.2.
1 pg
. 48-
49 -
Stan
dard
wid
th in
resi
dent
ial
neig
hbou
rhoo
ds 1
.5m
. O
ther
(non
resi
dent
ial)
stre
et o
rient
ed
>1.8
m.
Oth
er (n
on re
side
ntia
l) no
n-st
reet
orie
nted
1.5
m. U
nder
co
nstra
ined
con
ditio
ns re
side
ntia
l 1.5
m -
Oth
er (n
on re
side
ntia
l) st
reet
orie
nted
or n
on s
treet
orie
nted
1.5
m (
min
1.5
m
resi
dent
ail,
min
1.8
m c
omm
erci
al)
See
pg. 3
2 - S
epar
ated
sid
ewal
ks s
houl
d be
a m
inim
um o
f 1.5
m
wide
(all c
lass
ifica
tions
) - M
onol
ithic
sid
ewal
ks s
houl
d be
a
min
imum
of 2
m w
ide
for i
mpr
oved
ped
estri
an s
afet
y an
d to
pr
ovid
e ad
equa
te w
idth
for s
now
stor
age.
Sid
ewal
ks w
ider
than
2m
sho
uld
be p
rovid
ed a
long
tran
sit r
oute
s an
d co
nnec
tions
to
trans
it hu
bs, c
onne
ctio
ns to
sch
ools
and
nea
r ped
estri
an a
ctivi
ty
cent
res
and
ultim
atel
y de
term
ined
bas
ed o
n su
rroun
ding
land
us
es (m
in 1
.5m
typi
cal,
min
2.0
m tr
ansi
t rou
tes)
See
pg. 4
0 - F
or s
trollin
g co
uple
s to
pas
s on
e an
othe
r with
out
awkw
ard
man
euve
ring
take
s ab
out 1
2 fe
et to
cle
ar -
an e
xtra
2.
5 fe
et is
requ
ired
for a
buf
fer.
An
addi
tiona
l 1 to
1.5
feet
is
requ
ired
if bu
ildin
gs ru
n up
to th
e si
dewa
lk a
nd a
n ad
ditio
nal 1
0-15
feet
may
be
warra
nted
at h
igh
volu
me
trans
it st
ops
(min
3.
7m -
4.0m
whe
elch
air)
Surfa
ce M
ater
ial
Cro
ss-S
lope
Buffe
red
side
walk
s Se
e Se
ctio
n 4.
2.1
pg. 4
8-49
dis
cuss
ion
of th
e wi
dth
of th
e fu
rnis
hing
zon
e wh
ich
acts
as
a bu
ffer f
or p
edes
trian
s (s
ee
furn
ishi
ng z
one)
See
Cha
pter
3 -
Stre
etsc
ape
Des
ign
- whi
le it
doe
s no
t pro
vide
spec
ific
guid
ance
it re
cogn
izes
the
impo
rtanc
e of
pro
vidin
g la
ndsc
apin
g an
d fu
rnitu
re w
ithin
the
publ
ic re
alm
that
mak
es fo
r a
mor
e co
mfo
rtabl
e an
d in
vitin
g en
viron
men
t
See
pg. 4
5 - 4
7 m
inim
um b
uffe
r/pla
ntin
g st
rip 2
feet
whe
re
strip
s ar
e pr
ovid
ed; w
here
not
pro
vided
sid
ewal
k sh
ould
be
2 fe
et w
ider
than
nor
mal
. (m
in 0
.6 -
1.2m
)
Furn
ishi
ng Z
one
See
Sect
ion
4.2.
1 pg
. 48-
49 &
52-
53 -
Stan
dard
wid
th in
re
side
ntia
l nei
ghbo
urho
ods
>1.2
m. O
ther
(non
resi
dent
ial)
stre
et
orie
nted
>1.
2m. O
ther
(non
resi
dent
ial)
non-
stre
et o
rient
ed
>1.5
m. U
nder
con
stra
ined
con
ditio
ns re
side
ntia
l 0.9
m.
Oth
er
(non
resi
dent
ial)
stre
et o
rient
ed a
nd n
on-s
treet
orie
nted
0.9
m (
min
0.9
m c
onst
rain
ed, m
in 1
.2m
- 1.
5m re
side
ntia
l)
See
pg. 2
7 fo
r def
initio
n of
furn
iture
zon
e. S
ee a
lso
pg. 6
7 in
te
rms
of p
ublic
real
m c
ompo
nent
s, n
ote
the
widt
h of
eac
h zo
ne
depe
nds
on th
e la
nd u
se a
nd p
edes
trian
act
ivity
leve
ls.
See
note
s on
sid
ewal
k wi
dth
Fron
tage
Zon
e
See
Sect
ion
4.2.
1 pg
. 48-
49 &
52-
53 -
Stan
dard
wid
th in
re
side
ntia
l nei
ghbo
urho
ods
0.5
m. O
ther
(non
resi
dent
ial)
stre
et
orie
nted
0.8
m.
Oth
er (n
on re
side
ntia
l) no
n-st
reet
orie
nted
0.
5m. U
nder
con
stra
ined
con
ditio
ns re
side
ntia
l 0.3
m. O
ther
(n
on re
side
ntia
l) st
reet
orie
nted
0.6
m -
Oth
er (n
on re
side
ntia
l) no
n-st
reet
orie
nted
0.3
m (0
.5 -
0.8m
typi
cal,
0.3
- 0.6
co
nstr
aine
d)
See
sam
e as
abo
ve a
nd a
gain
pg.
27
for d
efin
ition
of fr
onta
ge
zone
. See
als
o pg
. 67
in te
rms
of p
ublic
real
m c
ompo
nent
s Se
e no
tes
on s
idew
alk
widt
h
Path
way
s
Mul
ti U
seSe
e Sh
ared
use
pat
hs a
djac
ent t
o R
oadw
ays
Sect
ion
4.3.
7 pg
. 70
- St
anda
rd w
idth
3.0
m a
nd c
onst
rain
ed w
idth
2.5
m (m
in
3.0m
typi
cal,
min
2.5
m c
onst
rain
ed)
See
pg. 3
5 - M
inim
um p
erm
itted
wid
th is
3 m
etre
s (m
in 3
.0m
)
Pede
stria
n O
nly
Stai
rway
sSh
ared
Spa
ces
- ex.
Woo
nerf
See
pg. 4
5-46
Woo
nerf
Man
uals
and
Gui
delin
es
Page
1
Pedestrian and Bicycle Facility Design Guidance
Appendix - 38
Pede
stria
n G
uide
lines
- O
ther
Des
ign
Cha
ract
eris
tics
Other Documents
City
of E
dmon
ton
- Com
plet
e St
reet
Gui
delin
esC
ity o
f Cal
gary
- C
ompl
ete
Stre
ets
Gui
de
Pede
stria
n an
d Tr
ansi
t Orie
nted
Des
ign
Man
uals
and
Gui
delin
es
Inte
rsec
tions
and
Cro
ssin
g Tr
eatm
ents
Mid
bloc
k C
ross
ings
See
Sect
ion
4.2.
4 pg
. 54
- Brie
f dis
cuss
ion
of m
id b
lock
cr
ossi
ngs.
See
als
o pg
. 96
Sect
ion
4.6.
1
See
pg. 3
0 - M
idbl
ock
cros
sing
sho
uld
be u
sed
when
the
spac
ing
betw
een
inte
rsec
tions
is la
rge,
ther
e is
a n
eed
to
conn
ecte
d us
es o
n ei
ther
sid
e of
the
stre
et, o
r the
re is
an
exis
ting
pede
stria
n ro
ute.
Cur
b ex
tens
ions
sho
uld
alwa
ys b
e us
ed in
con
junc
tion
with
mid
-blo
ck c
ross
walk
s
Som
e ge
nera
l dis
cuss
ion
on m
id b
lock
cro
ssin
g on
pg.
41
& 42
Cro
ssin
g C
hann
elize
d Tu
rn L
anes
See
pg. 7
9 &
80 -
docu
men
t not
es th
at ri
ght t
urn
lane
s sh
ould
be
avo
ided
on
livab
le s
treet
s an
d th
ey a
re n
ot c
ondu
cive
with
pe
dest
rian
mov
emen
ts
Inte
rsec
tion
Cro
sswa
lks
See
Sect
ion
4.2.
4 pg
. 54
- Brie
f dis
cuss
ion
of m
id b
lock
cr
ossi
ngs.
See
als
o pg
. 96
Sect
ion
4.6.
1
See
pg. 2
8-31
- In
clud
es d
esig
n pr
inci
ples
for c
ross
ing
the
stre
et a
nd p
rovid
es in
form
atio
n ab
out p
avem
ent m
arki
ngs.
See
Se
ctio
n 3.
7 fo
r int
erse
ctio
n de
sign
.
Som
e ge
nera
l dis
cuss
ion
on in
ters
ectio
n cr
ossi
ngs
on p
g. 4
1 &
45 -
pede
stria
n cr
ossi
ng s
houl
d be
ava
ilabl
e ev
ery
300
feet
- al
l ap
proa
ches
to s
igna
l or s
top
sign
con
trolle
d in
ters
ectio
ns s
houl
d ha
ve m
arke
d cr
ossw
alks
to c
hann
el p
edes
trian
s to
com
mon
cr
ossi
ng p
oint
s.
Cro
ssin
g D
ista
nce
See
Sect
ion
4.2.
2 - C
urb
Exte
nsio
nsTh
roug
hout
the
docu
men
t the
re a
re re
com
men
datio
ns a
nd
guid
ance
on
how
best
to s
horte
n th
e cr
ossi
ng d
ista
nce
see:
C
orne
r rad
ii, cu
rb e
xten
sion
s, a
nd p
edes
trian
refu
ges
Ther
e is
a g
ener
al d
iscu
ssio
n on
nar
rowi
ng c
ross
ing
dist
ance
Rai
sed
Cro
sswa
lks
See
pg. 3
0 - F
or d
efin
ition
and
guid
ance
. See
als
o pg
. 47
wher
e be
nefit
s of
rais
ed c
ross
walk
s ar
e id
entif
ied
and
pg. 4
8 wh
ere
rais
ed c
ross
walk
s ar
e id
entif
ied
as a
ppro
pria
te m
easu
res
used
on
resi
dent
ial a
nd c
olle
ctor
stre
ets
on ro
ads
with
2,0
00 -
8,00
0 vp
d
See
pg. 4
2 fo
r gen
eral
dis
cuss
ion
on ra
ised
cro
sswa
lks
Cur
b Ex
tens
ions
See
Sect
ion
4.2.
2 pg
. 50-
51 -
Cur
b ex
tens
ions
occ
upy
the
area
of
the
park
ing
lane
and
are
typi
cally
2.2
m x
6.0
m (m
in) -
Cur
b ex
tens
ions
requ
ire a
0.6
m o
ffset
(min
2.2
m x
6.0
m)
See
pg. 2
9 - W
here
on-
stre
et p
arki
ng is
allo
wed,
cur
b ex
tens
ions
sho
uld
be c
onsi
dere
d to
repl
ace
the
park
ing
lane
at
cros
swal
ks.
Cur
b ex
tens
ions
sho
uld
be th
e sa
me
widt
h as
the
park
ing
lane
whe
re p
ossi
ble.
On
colle
ctor
stre
ets
with
traf
fic
volu
mes
less
than
3,0
00 v
pd a
nd re
side
ntia
l stre
ets,
a m
inim
um
pave
men
t wid
th o
f 7m
bet
ween
cur
b ex
tens
ions
sho
uld
be
mai
ntai
ned.
App
ropr
iate
cur
b ra
dius
sho
uld
be a
pplie
d ba
sed
on in
form
atio
n in
Sec
tion
3.7.
2 pg
.77
see
corn
er ra
dii a
nd p
g.
78 w
hich
is c
urb
exte
nsio
n co
rner
radi
i spe
cific
(min
7.0
m
resi
dent
ial)
See
pg. 4
2 fo
r gen
eral
dis
cuss
ion
on c
urb
exte
nsio
ns
Rai
sed
Inte
rsec
tions
Iden
tifie
d as
a tr
affic
cal
min
g m
easu
re o
n pg
. 47
and
prov
ides
in
form
atio
n of
pot
entia
l ben
efits
See
pg. 4
2 fo
r gen
eral
dis
cuss
ion
on ra
ised
inte
rsec
tions
Med
ian
refu
ges
See
Sect
ion
4.1.
4 pg
. 40-
41
See
pg. 2
9-30
for r
aise
d cr
ossi
ng is
land
s/m
edia
ns -
the
min
imum
wid
th o
f a c
ross
ing
isla
nd is
1.8
m.
On
high
er s
peed
ro
ads
a 45
deg
ree
bend
to th
e rig
ht th
roug
h th
e m
edia
n wi
ll hel
p or
ient
ped
estri
ans
to th
e ris
k th
ey a
re lik
ely
to e
ncou
nter
. (m
in
1.8m
wid
e)
See
pg. 4
2 fo
r gen
eral
dis
cuss
ion
on ra
ised
med
ians
or
pede
stria
n cr
ossi
ng is
land
s
Cor
ner R
adiu
sSe
e Se
ctio
n 4.
2.4
pg. 5
4Se
e pg
. 77
and
Sect
ion
3.7.
2 - n
otes
that
sm
alle
r cor
ner r
adii
shou
ld b
e us
ed w
hene
ver p
ossi
ble
- mus
t con
side
r stre
et
clas
sific
atio
n an
d th
e la
nd u
se/v
ehic
le s
ettin
g.
Page
2
Pedestrian and Bicycle Facility Design Guidance
Appendix - 39
Pede
stria
n G
uide
lines
- O
ther
Des
ign
Cha
ract
eris
tics
Other DocumentsC
ity o
f Edm
onto
n - C
ompl
ete
Stre
et G
uide
lines
City
of C
alga
ry -
Com
plet
e St
reet
s G
uide
Pe
dest
rian
and
Tran
sit O
rient
ed D
esig
n
Man
uals
and
Gui
delin
es
Sign
als
Very
min
imal
dis
cuss
ion
on p
edes
trian
sig
nals
- se
e pg
. 42-
44
Pede
stria
n Ac
tivat
ed S
igna
lsSe
e Se
ctio
n 4.
2.4
pg. 5
4 fo
r som
e ge
nera
l dis
cuss
ion
on
pede
stria
n si
gnal
s an
d si
gnal
tim
ing
See
pg. 4
2 fo
r gen
eral
dis
cuss
ion
on p
edes
trian
act
ivate
d si
gnal
s. N
otes
that
ped
estri
an d
elay
s at
sig
naliz
ed in
ters
ectio
ns
shou
ld b
e ke
pt to
a m
inim
um.
Pede
stria
n C
ount
down
Tim
ers
Audi
ble
Pede
stria
n Si
gnal
Lead
ing
Pede
stria
n In
terv
als
See
Sect
ion
4.2.
4 pg
. 54
for s
ome
gene
ral d
iscu
ssio
n on
pe
dest
rian
sign
als
and
sign
al ti
min
g Se
e pg
. 43
for g
ener
al d
iscu
ssio
n on
lead
ing
pede
stria
n in
terv
als
Pede
stria
n Sc
ram
bles
- Se
para
te
pede
stria
n ph
ase
Not
ed b
riefly
on
pg. 4
3
Acce
ssib
ility
Cur
b R
amps
Dis
cuss
ed a
s a
requ
irem
ent t
hrou
ghou
tSe
e pg
. 29
and
pg. 7
8So
me
disc
ussi
on o
f cur
b ra
mps
and
whe
elch
air u
sers
on
pg. 4
4-45
Whe
elch
air u
sers
See
pg. 3
2 Tw
o di
rect
iona
l whe
elch
air r
amps
sho
uld
be
inst
alle
d at
all s
treet
inte
rsec
tion
corn
ers
(if c
orne
r rad
ii and
ca
tch
basi
n lo
catio
ns p
erm
it).
As a
min
imum
, all a
rteria
l, liv
able
, prim
ary
colle
ctor
, col
lect
or a
nd a
ctivi
ty c
entre
stre
ets
shou
ld h
ave
two
whee
lcha
ir ra
mps
at e
ach
corn
er S
ee a
lso
pg.
26 a
nd s
ectio
n 3.
2.2
Acce
ss D
esig
n St
anda
rds
Som
e di
scus
sion
of c
urb
ram
ps a
nd w
heel
chai
r use
rs o
n pg
. 44-
45
Tran
sit I
nteg
ratio
n Se
e Se
ctio
n 4.
4 - T
rans
it fo
r inf
orm
atio
n on
bus
sto
p lo
catio
n an
d ac
cess
ibilit
y, b
us s
top
amen
ities,
tran
sit p
riorit
y m
easu
res
See
Sect
ion
3.4
Tran
sit D
esig
n an
d co
nsid
erat
ions
thro
ugho
utSe
e pg
. 32
rega
rdin
g th
e lo
catio
n of
tran
sit r
oute
s. S
ee a
lso
pg.
82 A
ttrac
tive
Tran
sit F
acilit
ies.
Con
flict
Zon
es a
nd M
ixin
g Zo
nes
Driv
eway
s an
d al
leyw
ays
See
Sect
ion
3.8
Acce
ss m
anag
emen
t for
gui
danc
e on
driv
eway
an
d al
leyw
ay g
uida
nce
on d
iffer
ent t
ypes
of s
treet
cla
ssifi
catio
ns
Shar
ed U
se A
reas
(Ele
phan
ts F
eet)
Stre
etsc
ape
Gui
delin
es
Ligh
ting
See
Sect
ion
4.2.
3 pg
. 52-
53Se
e th
roug
hout
See
als
o pg
. 23
- Tra
velle
d wa
y lig
htin
g al
so p
g.
31Se
e pg
. 80-
82 o
n th
e im
porta
nce
of p
edes
trian
sca
le lig
htin
g
CEP
TED
Stre
et fu
rnitu
reSe
e Se
ctio
n 4.
2.3
pg. 5
2-53
and
furn
ishi
ng z
one
Dis
cuss
ed th
roug
hout
doc
umen
tSo
me
disc
ussi
on o
f fur
nitu
re th
roug
hout
doc
umen
tSt
reet
tree
s an
d la
ndsc
apin
gSe
e Se
ctio
n 4.
2.3
pg. 5
2-53
and
furn
ishi
ng z
one
Dis
cuss
ed th
roug
hout
doc
umen
tSe
e pg
. 65-
68 fo
r stre
et tr
ee s
paci
ng a
nd a
lso
Cha
pter
2
Aest
hetic
and
arc
hite
ctur
al fe
atur
esSe
e Se
ctio
n 4.
2.3
pg. 5
2-53
and
furn
ishi
ng z
one
Dis
cuss
ed th
roug
hout
doc
umen
tSe
e C
hapt
er 2
- U
rban
Des
ign
Qua
lities
re: E
nclo
sure
, tra
nspa
renc
y le
gibi
lity s
ee a
lso
Cha
pter
4 &
5O
ther
Mai
nten
ance
Dis
cuss
ed th
roug
hout
the
docu
men
tW
ayfin
ding
Chi
cane
sPe
dest
rian
Spee
d
Page
3