Skip to main content

Currently Skimming:


Pages 27-42

The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.


From page 27...
... 3-1 Bicycles are used for commuting, accessing transit, traveling to the store and to visit friends, recreation, and exercise. Although highly confident bicyclists may be comfortable riding with motor vehicles in large or complex intersections, including A.I.I.s, many bicyclists will view these intersections as barriers to mobility if such intersections have not been designed to facilitate bicycle travel.
From page 28...
... 3-2 Guide for Pedestrian and Bicyclist Safety at Alternative and Other Intersections and Interchanges • Somewhat Confident Bicyclists. Somewhat Confident Bicyclists make up a slightly larger percentage of the bicycling population than Highly Confident Bicyclists.
From page 29...
... Bicycles 3-3 3.2 Types of Bicycle Facilities Bicycle facilities can be differentiated based on their separation from motor vehicle traffic and/or the presence of a vertical physical barrier. Bikeways that provide dedicated space for bicyclists but do not include vertical barriers include • On-street bicycle lanes, and • In rural areas, shoulders designed to accommodate bicyclists.
From page 30...
... 3-4 Guide for Pedestrian and Bicyclist Safety at Alternative and Other Intersections and Interchanges The AASHTO Guide for the Development of Bicycle Facilities provides guidance on the sizing of bike lanes (3)
From page 31...
... Bicycles 3-5 Separated Bike Lane Planning and Design Guide (5) , or the AASHTO Guide for the Development of Bicycle Facilities (3)
From page 32...
... 3-6 Guide for Pedestrian and Bicyclist Safety at Alternative and Other Intersections and Interchanges and pedestrian space on the sidewalk. Separated bike lanes may also be placed at street-level at the same elevation as motor vehicle lanes, or at an intermediate level above street-level and below sidewalk-level.
From page 33...
... Bicycles 3-7 In addition to selecting the bikeway type, the design parameters for the bikeway must be determined, such as width and separation type. These parameters will be based on various factors, including right-of-way and expected bicyclist and pedestrian volumes.
From page 34...
... 3-8 Guide for Pedestrian and Bicyclist Safety at Alternative and Other Intersections and Interchanges A.I.I. may take a shape that is more compatible with existing right-of-way constraints; this can allow the provision of a higher quality bicycle facility.
From page 35...
... Bicycles 3-9 dimensions could be narrowed to minimum dimensions. Narrowing bikeways or downgrading the quality of the bikeway should be among the last options considered in favor of preserving the preferred bikeway type.
From page 36...
... 3-10 Guide for Pedestrian and Bicyclist Safety at Alternative and Other Intersections and Interchanges sidewalks for pedestrians and separated bike lanes for bicyclists. If the SUPLOS score is projected to be at or below C, separating bicyclist and pedestrian activity should be considered.
From page 37...
... Bikeway Type Design Alternative Benefits Considerations Shared-Use Path or Sidepath Recommended 10' Minimum Width Provides a high level of comfort for bicyclists when pedestrian volumes are low to moderate. The design should include a minimum 2' street buffer or vertical railing/barrier to separate path from travel lanes.
From page 38...
... Exhibit 3-8. (Continued)
From page 39...
... Bicycles 3-13 should also apply techniques to reduce crash severity by reducing motorist speeds, improving sight distance, and implementing other safety treatments. A design that minimizes or physically separates conflict points between motorists and bicyclists is also likely to result in greater attentiveness by all users at each crossing, resulting in a safer multimodal interaction.
From page 40...
... 3-14 Guide for Pedestrian and Bicyclist Safety at Alternative and Other Intersections and Interchanges • Reduce motor vehicle speeds in conflict areas. – Limit speeds to 20 mph or less where bicyclist and motorist paths cross.
From page 41...
... Bicycles 3-15 3.5 References 1.

Key Terms



This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More information on Chapter Skim is available.