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Wherever possible, minimize parking lane width in favor of increased bike lane width.


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The desirable bike lane width adjacent to a guardrail or other physical barrier is 2 feet wider than otherwise in order to provide a minimum shy distance from the barrier. City of Los Angeles. A solid white lane line marking shall be used to separate motor vehicle travel lanes from the bike lane.

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Most jurisdictions use a 6 to 8 inch line. Some jurisdictions have used a mm 8-inch line for added distinction. A through bike lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane MUTCD 9C. A bike lane may be positioned to the right of a right turn only lane if split-phase signal timing is used. For additional information, see bicycle signal heads. For additional strategies for managing bikeways and right turn lanes, see through bike lanes in this guide. Recommended Features Bike lanes should be made wider than minimum widths wherever possible to provide space for bicyclists to ride side-by-side and in comfort.

If sufficient space exists to exceed desirable widths, see buffered bike lanes. Very wide bike lanes may encourage illegal parking or motor vehicle use of the bike lane. When placed adjacent to parking, a solid white line marking of 4 inch width should be used between the parking lane and the bike lane to minimize encroachment of parked cars into the bike lane. This second line will encourage parking closer to the curb, providing added separation from motor vehicles, and where parking is light it can discourage motorists from using the bike lane as a through travel lane.

Pedestrian and Bicycle Information Center. Publication No. Gutter seams, drainage inlets, and utility covers should be flush with the ground and oriented to prevent conflicts with bicycle tires. Drain inlets and utility covers that extend into this area may cause bicyclists to swerve, and have the effect of reducing the usable width of the lane.

Where these structures exist, the bike lane width may need to be adjusted accordingly. If sufficient space exists, separation should be provided between bike lane striping and parking boundary markings to reduce door zone conflicts. Providing a wide parking lane may offer similar benefits. Refer to buffered bike lanes for additional strategies. If sufficient space exists and increased separation from motor vehicle travel is desired, a travel side buffer should be used.

Refer to buffered bike lanes for additional details. Lane striping should be dashed through high traffic merging areas.


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But Fort Collins is doing so much so right, that pushing the city down the list felt like a disservice. What makes Fort Collins so great is that the city has focused on building pathways that move cyclists through town quickly and efficiently. In many cities, pathways are simply old railroad beds that take you out of town, but in Fort Collins they are purpose-built, with under- or overpasses at nearly every main street crossing, so you rarely have to interface with cars at all.

You can tell that Fort Collins has built a successful low-stress network because its proportion of bike commuters—and that of female bike commuters—is almost double that of the top two cities.

Urban Bikeway Design Guide

And even without a dedicated Vision Zero plan in place, the city has a very low cyclist fatality rate. Hickey says that generally Fort Collins residents want more bike infrastructure, but things can get heated at city council meetings. As outward sprawl happens, more residents may want more car-focused projects. And both Hickey and Tessa Greegor, the Fort Collins Bikes Manager for the City of Fort Collins, say that equity is an issue, with some neighborhoods lacking access to the bike networks.

And with more bike friendly businesses than any other city in the U.


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Thanks to a 19 th century city planner named Horace W. Cleveland who believed cities should have green spaces, Minneapolis has always been full of outdoor recreational opportunities. That translates to miles and miles of off-street pathways going through and between these green spaces. The result is an amazing, low-stress web around the city. But the next step is expanding that network so it works for everyone, especially more timid riders. Things are headed the right way. In the city adopted a complete streets policy, meaning all new design must prioritize walkers, cyclists, buses, and cars—in that order.

Once Minneapolis improves its on-street lanes, the city will be downright amazing for biking. Sure, it gets cold in the winter, but the city has made a huge commitment to plowing bike lanes and pathways. Seattle and San Francisco built 15 and 18 miles respectively in in that same period. More protected lanes are coming, though, says Hannah Schafer, a communications specialist with the Portland Bureau of Transportation.

Between now and , the goal is to build Equity, Maus says, is one issue that Portland is finally getting right.

In May, Portland announced that it planned to make protected bike lanes a feature on new roadways, making them more or less the standard. While that should be an awesome, exciting announcement, Maus and others in the advocacy space will celebrate once they see construction beginning. If we actually built adequate bike infrastructure, we would leap over Copenhagen. In , Chicago was our winner, coasting to the top on its embrace of bike share and its beginnings of a protected network. For example, between and , the city built just 3.

To be fair, the city has put in 21 miles of buffered bike lanes and upgraded 2. One thing that Chicago is acing is project funding. And, private funds have helped get things finished, too. All 18 miles are currently undergoing a major upgrade as the city constructs a separate bike path to keep both pedestrians and cyclists safer. Expanding outward is next.

Difusion of cycling policy in the city of São Paulo: resistance, support and the role of the media

By the end of , the city will have operational stations. By , the city hopes to have every single resident of Chicago within half a mile of an accessible bike route. Finally, we docked Chicago a few points because its modeshare is still relatively low, especially among women.

According to the U. Hippie Eugene has always been bike friendly—especially with all those college kids zipping around. Reed Dunbar, the bicycle and pedestrian planner for the city, says that the current focus in Eugene is on increasing connectivity. Eugene is also experimenting with bike-specific signaling at intersections, to keep riders safe as they move across lanes. While most cities have some sort of safe routes to school program, Eugene is taking the recruitment of kid cyclists very seriously.

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Madison is shaped like a bowtie, with downtown occupying the narrow middle part. Plus, the city has long built for bikes—especially downtown. Madison has a nice web of existing off-street pathways. However, on-street infrastructure is still mostly limited to painted bike lanes. So far, Madison has only put in a single mile of protected bike lane, though Yang Tao, the assistance city traffic engineer says more protected lanes are coming.

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One cool project the city is undertaking is a massive wayfinding mission. Right now, the effort is focusing on signage and maps, but eventually may include an app. It only took 40 years of lobbying, but cyclists finally have a car-free Central Park. What took so long?

Bike Lanes

Luckily, New York has been working on that too. In we built The goal for the next few years, adds Wright, is getting more connectivity to the bridges that connect the city. New York is also piloting a few intersection projects to try and keep bikes safer. Right now, the city has 50 intersections that are allowing bike to go first, using the pedestrian signals, while cars wait. This gives bikes a few extra seconds to get into the intersection, thus being clearly visible to drivers. All these improvements have helped the city grow its ridership.

According to data from the New York Department of Transportation, 49 percent of New Yorkers now say they ride a bike at least a few times a month. Data collected from the state shows a 74 percent decrease in crash risk for cyclists between and In , 23 cyclists were killed in traffic accidents, up five deaths from Correction: A previous version of this story included fatality rates from The article has been updated with more recent statistics. As a city, Cambridge is cramped.