This blog post started out as a series of tweets as I was going through the new Transportation Association of Canada (TAC) Geometric Design Guide (GDG) for Canadian Roads, Chapter 5 - Bicycle Integrated Design. While the tweets become nested and confusing to follow, I figured it was worth recreating here. So read on for a quick overview of the new guidelines for bicycle infrastructure in Canada.
- Shifts focus from "bicycles as vehicles" to "people riding bikes", considers human and community needs to encourage bicycle riding.
- Bike chapter guidance is focused on designs that encourage the "interested but concerned" rider, approx 60% of the population.
- Perceptions of safety critical to design given the vulnerability of cyclists relative to other modes.
- Designers must understand which characteristics motivate or deter potential and existing cyclists.
- People biking need sufficient operating space, separation from those with large speed diff, smooth surfaces, speed maintenance, connectivity
- Operating space typically 1.2m to 1.5m (not including clearance) and allows for variation in tracking, typically higher uphill.
- Operating space may be required for stationary bikes (1.8m) waiting to cross roadway, should consider trailer/cargo bikes (up to 3m).
- Typical bicycle speeds are 15-30 km/h, maybe 50 km/h+ downhill, if no physical barrier, speed differential should not exceed 20-25 km/h.
- If speed differential is greater than 25 km/h, separated bikeways should be provided or vehicle speed reduced through design.
- for cycling to be effective as transportation, people must be able to maintain their momentum without having to slow too often.
- Where reasonable, bike routes should be continuous, minimise steep grades, rough surfaces, sharp corners, intersections, and need to yield.
- Surfaces should be even and firm, clear of obstacles and debris, wider if uneven to allow maneuverability, consider 4 season maintenance.
- Re. connectivity, network should allow movement in various directions, offer route choice, be intuitive, direct, minimize diversion.
- Bike facilities graded on perception of safety, protected bike lanes safest, followed by regular bike lanes, local streets, other streets.
- Separated bike facilities include bike lanes (unbuffered, buffered, protected), bike paths, multi-use paths.
- Bike lanes whether unbuffered, buffered, or protected require bicycles to operate in parallel with vehicles, especially at intersections.
- To maintain the functionality of a bike lane, it is necessary to prevent frequent blockage by stationary motor vehicles.
- Blockage of bike lanes by vehicles can be reduced through regulations, signage, and enforcement.
- Lane widths, practical lower limit 1.5m, recommended range 1.8-2.1m, where bicycle volume > 1500/day, upper limit preferred to allow passing.
- If bike lane is adjacent to parking, 2.1m width recommended (essentially allows 0.6m door zone plus 1.5m operating space).
- Widths lower than the recommended lower limit (1.8m) should only be used under constrained conditions. Must explain context and trade-offs.
- Painted buffers can be used between travel lanes of parking lanes to increase separation. typically hatched to prevent ambiguity of area.
- Buffer widths, practical and recommended lower limit 0.3m, or 0.6m adjacent to parking, recommended upper limit 0.9m but can be larger.
- A step up from the buffered lane is the protected lane, delineated by a vertical barrier of some form, also known as a "cycle track".
- Protected bike lanes typically positioned next to the curb or on the curb side of a parking lane, can be unidirectional or bidirectional.
- Protected lanes should be wider to allow passing, typically more passing as they are safer and see higher volumes and varying abilities.
- Width should also consider needs of maintenance vehicles such as sweepers or snow clearing equipment.
- Recommended lower limit width for 1-way protect lane is 2.1m, 1.8m lane + 0.3m delineator, upper limit is 3.5m, 2.5m lane + 1.0m delineator.
- Recommended lower limit width for 2-way protect lane is 3.3m, 3m lane + 0.3m delineator, upper limit is 4.6m, 3.6m lane + 1.0m delineator.
- Where the protected lane is located between the curb and parking, the delineator space should be at least 0.6m to allow for the door zone.
- Lower widths may be acceptable if constrains prevent recommended range, but will restrict passing, ok for short sections only.
- 2-way bike lanes or contraflow require special consideration at intersections and driveways, they create unexpected conflicts for drivers.
- 1-way on each side of road preferred as adjacent vehicles and bicycles are traveling in the same direction, familiar condition for drivers.
- On 1-way roads, 2-way bike lane should be on the left, adjacent vehicles and bikes travelling in the same direction, relative speeds closer.
- Also, drivers making a right turn do not face oncoming bikes which is contrary to driver expectations. Left turners must still take care.
- Bike paths are for the use of cyclists (i.e no pedestrians), but bicycles operate in parallel with pedestrians, especially at intersections.
- Widths are similar to that of a protected bike lane, the delineator space is typically replaced by a landscaped boulevard of some form.
- where there is an adjacent sidewalk, it will be very similar to a multi-use path with separate zones by user type.
- So recommended width for 1-way is 1.8m to 2.5m, 2-way is 3.0m to 3.6m. Again lower may be ok where constraints dictate.
- If bike path is adjacent to the sidewalk, there should be tactile, coloured or grade separation to improve safety for the visually impaired.
- Multi-use paths are for the shared use of pedestrians and cyclists, both required to operate in parallel.
- These are 2-way facilities and may have shared space or separate space for pedestrians and cyclists.
- Separate space should be considered where pedestrians account for > 20% of users and total users > 33 per hour per metre of path width.
- Or where pedestrian are less than 20% of users but total users > 50 per hour per metre of path width.
- Recommended lower limit width is 3.0m, upper limit width is 6.0m, may reduce to 2.7m if constraints exist.
- Lower limit allows two cyclists to pass each other, two people walking together to pass one cyclist, two inline skaters to pass.
- Where there are high bi-directional volumes or sight distance issues, consider centre line markings (and perhaps wider path).
- Removable bollards suggested to limit access to motor vehicles (note: these can be safety hazard for cyclists, often not wanted).
- Where multi-use path is in a highway ROW, should be located outside of clear zone (anticipated range of errant vehicles, typically 2-14m).
- If not possible to position path out of the clear zone, physical barrier should be provided, and path out of range of barrier deflection.
- Bike lanes whether unbuffered, buffered, or protected require bicycles to operate in parallel with vehicles, especially at intersections.
- Time to move on to shared spaces with motor vehicles, which may be a reasonable option if traffic speeds and volumes allow.
- Bicycle boulevards typically provide a continuous corridor for bikes while reducing traffic volumes, speeds, and limiting through trips.
- At intersections, traffic calming can include diagonal diverters, bicycle crossable medians and traffic circles.
- Where there are 2-way stops, it should be on the cross-street to allow cyclists to maintain their speed.
- Between intersections, traffic calming such as bike crossable chicanes or speed humps can be considered to reduce vehicle speeds.
- At major intersections, bicycle signals, bicycle detectors or bicycle friendly push buttons should be provided.
- In terms of pavement markings, sharrows are reasonable in this context to identify the route as a bike route and make drivers more aware.
- At intersections, traffic calming can include diagonal diverters, bicycle crossable medians and traffic circles.
- Next is shared roadways (not to be confused with shared lanes), these are typically narrow with parking on either side.
- The narrow width is wide enough for only one direction of traffic, opposing vehicles must yield and pull into gaps in parking.
- This encourages lower vehicle speeds and volumes and is therefore more comfortable for cyclists.
- Shared roadways are generally suitable where the posted speed is 40 km/h or less and the ADT is less than 2500 veh/day.
- The narrow width is wide enough for only one direction of traffic, opposing vehicles must yield and pull into gaps in parking.
- Shared lanes are general purpose traffic lanes with sufficient width to accommodate a car and cyclist side by side or single-file.
- Many people are not comfortable cycling on such facilities, so where these are prevalent, they suppress cycling demand.
- They may be appropriate where a separated facility is available on an adjacent corridor or if vehicle speed/volume is low.
- Sharrow markings are used to signify a shared lane, placement should be where the person is expected to ride (i.e. away from parked cars).
- For side-by-side operation, the lower limit lane width is 4.3m, upper limit is 4.9m, for single file, lane width should be less than 4.0m.
- Many people are not comfortable cycling on such facilities, so where these are prevalent, they suppress cycling demand.
- Bicycle boulevards typically provide a continuous corridor for bikes while reducing traffic volumes, speeds, and limiting through trips.
This page is a work in progress as I go through the new guidelines, check back for updates over the next week or two. Currently on Page 28 of about 80.
Also don't forget to check my flickr albums where there are separate albums for bike lanes, buffered lanes, protected lanes, bike paths, multi-use paths and all sorts of other transportation infrastructure.
Also don't forget to check my flickr albums where there are separate albums for bike lanes, buffered lanes, protected lanes, bike paths, multi-use paths and all sorts of other transportation infrastructure.
