Pedestrian and Bicycle Facility Design Guidance · 14 Pedestrian and Bicycle Facility Design Guidance 2.1 Bikeway Network Planning This section provides guidance regarding the planning

Pedestrian and Bicycle Facility Design Guidance

P r e p a r e d b y :


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


5Pedestrian and Bicycle Facility Design Guidance

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.


7

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



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.



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


14 Pedestrian and Bicycle Facility Design Guidance

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.



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.



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.



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.



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.



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?



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.



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/



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


23

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



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.



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.


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

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NAC

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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



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.


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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.



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.


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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



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.



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.


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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.


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.


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



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.



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.


39

Pedestrian and Bicycle Facility Guidance

Table 1: Summary of Pedestrian Guidelines and Manuals

Design Characteristics

TAC

Docu

men

ts

TAC

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eom

etric

Des

ign

Gui

de fo

r Can

adia

n R

oads

TAC

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dest

rian

Cro

ssin

g C

ontro

l Gui

de

Nor

th A

mer

ica

NAC

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Urb

an S

treet

Des

ign

Gui

de

Velo

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bec

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nnin

g an

d De

sign

for P

edes

trian

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d C

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Ont

ario

OTM

Boo

k 15

Ped

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an C

ross

ing

Faci

litie

s

AASH

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for t

he P

lann

ing,

Des

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and

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n of

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Oth

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ents

City

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ton

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City

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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 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.



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.



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.



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


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.



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.



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.



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 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.



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.



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.



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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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


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