Document Redmond_doc_53a6bd659b

CITY OF REDMOND BICYCLE FACILITY DESIGN MANUAL DRAFT December 13, 2023 ---PAGE BREAK--- ---PAGE BREAK--- Contents Introduction 1 Redmond’s Bicycle Plans and Manuals 1 How to Use this Manual 1 Glossary 2 Bicycle Level of Traffi c Stress Bicycle Level of Traffi c Stress and User Profi les 4 Bicycle Level of Traffi c Stress at Intersections 8 Bicycle Facilities Bicycle Lanes 12 Bike Climbing Lanes 13 Buff ered Bike Lane: One-Way, Street-Level, Buff er Separation with Vertical Objects, No Parking Protection 14 Separated Bike Lane: One-Way, Street-Level, Buff er Separation with Vertical Objects, Parking Protection 15 Separated Bike Lane: One-Way, Street-Level, Curb Separation 16 Separated Bike Lane: One-Way, Intermediate Level 17 Separated Bike Lane: One-Way, Sidewalk Level 18 Buff ered Bike Lane: Two-Way, Street-Level, Buff er Separation with Vertical Objects, No Parking Protection 19 Separated Bike Lane: Two-Way, Street-Level, Buff er Separation with Vertical Objects, Parking Protection 20 Separated Bike Lane: Two-Way, Street-Level, Curb Separation, No Parking Protection 21 Separated Bike Lane: Two-Way, Street-Level, Curb Separation, Parking Protection 22 Separated Bike Lane: Two-Way, Intermediate Level 23 Separated Bike Lane: Two-Way, Sidewalk Level 24 Shared Sidepath 25 Bicycle Boulevards 26 Intersection Treatments Bike Box 28 Two-Stage Turn Queue Box 29 Two-Stage Turn Queue Box on Street with Parking-Protected Bike Lane 30 Shared Right-Turn and Bike Lane, Retrofi t Only 31 Right-Turn Trap Lane with Bike Lane, Retrofi t Only 32 Right-Turn Pocket with Bike Lane 33 Shared Right-Turn, On-Street Parking, Retrofi t Only 34 Right-Turn Pocket with Separated Bike Lane, On-Street Parking 35 Right-Turn Pocket with Two-Way Separated Bike Lane, On-Street Parking 36 ---PAGE BREAK--- Protected Intersection 37 Two-Way (Right Side) to One-Way Bike Lane Transitions at Signalized Intersection, Retrofi t Only 38 Two-Way Bike Lane s Crossing One-Way Bike Lanes, Retrofi t Only 39 Diagonal Bike Crossing at Signalized Intersection 40 Bike Facility Elements Green Bike Lane Markings 42 Shared Lane Markings 43 Bike Lane at Driveway 44 Buff ered Bike Lane at Driveway 45 Parking Protected Bike Lane at Driveway 46 Enhanced Driveway Crossing 47 Raised Bike Lane at Driveway 48 Two-Way Street-Level Bike Lane at Driveway 49 Two-Way Street-Level Bike Lane with Parking Protection at Driveway 50 Transition Ramps with One-Way Bikeway 51 Transition Ramps with Two-Way Bikeway 52 Floating Bus Island with Bike Lane 53 Raised Bike Lane Behind Bus Stop 54 Raised Bike Lane in Front of Bus Stop 55 Signal Treatments Bicycle Signal (with lead interval) 58 Bicycle Detection 59 Right Turn on Red (RTOR) Restriction 60 Additional Design Treatments 61 City of Redmond Long-Term Bicycle Parking Guidelines 2016 Long-Term Bicycle Parking Guidelines 61 ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 1 Introduction The 2023 Bicycle Facility Design Manual is a design guide to be used to help select and design the appropriate bicycle facility for every project in the City of Redmond that will be installing bicycle facilities. It is intended to help ensure consistent design of bicycle facilities and acts as a detailed supplement to national bicycle design guides (such as those provided by AASHTO and NACTO) that is specifi c to the City of Redmond. This Manual replaces the 2016 version of the Manual. Major elements of this update include: • A new section on Bicycle Level of Traffi c Stress (LTS) and how this concept should be used to identify the type of bicycle facility to install • Clarifi ed language on when each bicycle facility type, bike facility element, and intersection treatment is appropriate • Updated graphics to illustrate the latest best practice • A new section on bus stop design with bike lanes This guidance is intended to help Redmond meet its 5 percent bicycle mode share goal (adopted through the Transportation Master Plan). Cities across the country have experienced signifi cant increases in bicycle ridership by implementing bicycle facilities that: • Provide greater separation from vehicles, • Reduce the number and severity of bicycle/vehicle intersection confl icts, and • More clearly identify intersection confl icts and appropriate bicycle/vehicle positioning to help mitigate the confl ict Redmond’s Bicycle Plans and Manuals Bicycle planning and engineering work in Redmond is guided by three public City of Redmond documents: • Transportation Master Plan (update currently in development) • Bicycle Strategic Plan • Bicycle Facility Design Manual The Transportation Master Plan sets the long range policy direction for bicycling, the Bicycle Strategic Plan sets the short-term project funding direction, and the Bicycle Facility Design Manual is a key local reference to help guide the design of bicycle facilities. How to Use this Manual This manual provides guidance on bicycle facility selection by analyzing the characteristics of the street to determine the appropriate bicycle facility type for that street. Bicycle Level of Traffi c Stress (LTS) is a key component of this and is also referenced throughout the manual (also indicated as level of comfort). ---PAGE BREAK--- 2 I City of Redmond Bicycle Design Manual After the bicycle facility type has been identifi ed, the manual provides guidance via graphics and notes on the diff erent bicycle facility types as well as bicycle facility elements and intersection treatments to be used. The graphics are illustrative and meant to show treatments and options in a way that is easy to understand. The notes provide additional detail that should be considered when designing the treatment shown in the graphic. Varying widths are included in the guidance to balance the need for comfortable facilities with the need to complete a connected bicycle network: • Standard width – The minimum width identifi ed in the City of Redmond’s standard plans. Additional width should be considered to increase bicyclist comfort. • Typical width – The preferred width to be utilized during new facility construction • Minimum retrofi t width – The minimum facility width that can be used in a retrofi t project where available space is constrained • Maximum width – The maximum width for a facility after which another facility type should be considered where additional width is used elsewhere (e.g. a bike lane with a painted buff er instead of a wide bike lane) When designing bicycle facilities please coordinate necessary reviews with the bicycle program coordinator. The current coordinator is Francesca Liburdy ([PHONE REDACTED], fl iburdy@ redmond.gov). Glossary Bicycle boulevard: Streets with low vehicle traffi c volumes and speeds, designed to give bicyclists priority by using signs, pavement markings, traffi c calming, and improved crossings of arterial streets. They are also referred to as neighborhood greenways, slow streets, or bicycle priority streets. Bike lane: A portion of the street that has been designated for preferential or exclusive use by bicycles by pavement markings and, if used, signs Buff ered bike lane: A bike lane with pavement markings delineating a buff er space between the bike lane and adjacent motor vehicle lane or parking lane. The buff er may include vertical elements (fl exible posts, precast curbs, etc) placed in the buff er space at regular intervals. Separated bike lane: A bicycle facility physically separated from vehicle traffi c and distinct from the sidewalk. The physical separation includes a designed vertical element between the motor vehicle traffi c and the bikeway; these vertical elements may include curb (i.e. the curb of a sidewalk or intermediate-level bike lane), concrete buff er curbs, parking, or other elements that provide similar levels of protection. Shared lane: A lane where vehicles and bicycles share operating space. Shared use path: A facility used by pedestrians, bicyclists, and other modes of active transportation in an exclusive right of way with minimal crossfl ow by motor vehicles. Sidepath: A facility used by pedestrians, bicyclists, and other modes of active transportation that is physically separated from vehicle traffi c on a parallel street and is within the street right-of-way. ---PAGE BREAK--- Bicycle Level of Traffi c Stress ---PAGE BREAK--- 4 I City of Redmond Bicycle Design Manual Note: the percentages above refl ect only adults who have stated an interest in bicycling. The Redmond Bicycle Design Manual aims to address the needs, skills, and desires of a wide range of bicyclists. Figure 1 below shows diff erent levels of comfort with bicycling and the surveyed percentage of the population that falls within them. The “Interested but Concerned” percentage of the population - those who would like to ride a bicycle more but have concerns about their personal safety - is the largest percentage of the population and so is the design user for the facilities and treatments in this manual. Figure 1: Bicycle Facility Design User Profi les Bicycle Level of Traffi c Stress and User Profi les A bicyclist’s perception of their personal safety riding on a given street is greatly infl uenced by their proximity to and interaction with motorized traffi c. At low volumes and speeds of traffi c, many people feel safe and comfortable sharing the street with traffi c or crossing the street in unmarked crossings. As traffi c speed and volumes increase, their perception of safety degrades signifi cantly, resulting in a feeling of increased stress and discomfort. ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 5 Graphic Source: FHWA Bikeway Selection Guide (2019), Figure 9, page 23. The low-stress bicycling approach targets the mainstream adult bicyclist (a member of the “Interested but Concerned” percentage of the population) as a design user by providing the following types of facilities: • Shared lanes local streets with low speeds and volumes (sometimes requiring traffi c calming) • Bike lanes on streets with moderate speeds and volumes Figure 2: Preferred Bike Facility Types for Given Motor Vehicle Speeds and Volumes • Separated bike lanes on streets with high speeds and volumes • Comfortable intersection crossings which minimize bicyclist stress and clarify right-of-way These goals are refl ected in the bikeway selection guidance for diff erent roadway charactersistics shown in Figure 2. ---PAGE BREAK--- 6 I City of Redmond Bicycle Design Manual A bicycle level of traffi c stress (LTS) rating from 1 to 4 is used in this manual to classify streets based on how stressful they are for riding a bicycle, with LTS 1 being the least stressful and LTS 4 being the most stressful. Table 1: Bicyclist Level of Traffi c Stress on Streets in City of Redmond Table 1 shows the LTS rating system created for the City of Redmond’s streets. The LTS ratings take into account characteristics of the street including posted speed limit and the amount of motor vehicle traffi c (Average Annual Daily Traffi c, or AADT) as well as characteristics of the bicycle facility on the street. Notes: 1. Table assumes operating speeds are similar to posted speeds. If they diff er, use operating speed rather than posted speed. 2. On-street parking adjacent to the bicycle facility increases the level of traffi c stress. 3. Number of driveways and volume of turning motor vehicles increase the level of traffi c stress. 4. Buff er includes intermittent vertical elements (precast curbs, fl exible posts, etc). 5. Bike lane separated from motor vehicle traffi c by a landscape strip, parking, or other robust vertical protection. Table adapted from: Mekuria, Maaza Furth, Peter Nixon, Hilary (2012) Low-stress bicycling and network connectivity: Mineta Transportation Institute. WSDOT Design Bulletin Designing for Level of Traffi c Stress (2022) and NACTO Urban Bikeway Design Guide. Bicycle facility types as defi ned in the City of Redmond Bicycle Design Manual (2023). Roadway Characteristics Type of Bicycle Facility Posted Speed1 AADT Mixed Traffi c Bicycle Boulevard Bicycle Lane2,3 (painted) Buff ered Bike Lane2,3 (painted Buff ered Bike Lane4 (with vertical elements) Separated Bike Lane5 or Sidepath Shared Use Path < / = 20 <1500 1 1 1 1 1 1 1 1501-3000 2 2 1 1 1 1 3001-6000 2 n/a 2 2 2 1 25 <1500 1 2 1 1 1 1 1501-3000 2 2 2 1 1 1 3001-6000 3 n/a 2 2 2 2 6000+ 3 n/a 3 2 2 2 30 <1500 3 n/a 2 2 2 2 1501-3000 3 n/a 2 2 2 2 3001-6000 3 n/a 2 2 2 1 6000+ 3 n/a 3 3 3 2 35 <1500 4 n/a 4 3 2 1 1501-3000 4 n/a 4 3 2 1 3001-6000 4 n/a 4 3 3 1 6000+ 4 n/a 4 3 3 2 > / = 40 Any 4 n/a 4 3 3 2 ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 7 The icon to the right is included in the Bicycle Facilities section of the manual to show the LTS rating that may be achieved by each facility type. The LTS rating for a street and bike facility type should be determined using the posted speed limit and traffi c volume using Figure 3. 1 4 2 3 LTS Figure 3 shows examples of existing bicycle facilities in Redmond and their approximate LTS scores. For bicycling to be an appealing transportation choice for the “Interested but Concerned” percentage of the population, there must be an interconnected system of low-stress bike facilities on streets and trails to get people to and from desired destinations without signifi cant additional miles traveled or delay. Notes: 1. Presence of on-street parking increases level of traffi c stress. 2. Presence of multiple driveways and higher vehicle turning movements into driveways increases level of traffi c stress. Figure 3: Approximate LTS Scores of Existing Bicycle Facilities in the City of Redmond ---PAGE BREAK--- 8 I City of Redmond Bicycle Design Manual Bicycle Level of Traffi c Stress at Intersections Long confl ict areas at approach to turn lanes Slip lanes with yield control Long bicyclist crossings Exposed areas for bicyclists to wait to cross intersection The level of traffi c stress of a bicycle facility is especially important at intersections. The level of traffi c stress of a bicycle facility is only as good as its worst segment - if a bicycle facility has a low level of traffi c stress for most of its length but has a high level of traffi c stress at an intersection, then the bicycle facility will have a high level of traffi c stress. Figure 4 below shows diff erent features of intersections that contribute to a higher level of traffi c stress, and Figure 5 shows diff erent features of intersections that contribute to a lower level of traffi c stress. In general, elements that increase bicyclists’ exposure to motor vehicles (traffi c signal phases where bicyclists and vehicles turning across their path get a green light at the same time, long merge areas where bicyclists and/or drivers have to cross each other, and shared lanes approaching intersections) increase the level of traffi c stress, and eliminating or minimizing these elements decreases the level of traffi c stress. Figure 4: Elements of Intersection Design that Increase Level of Traffi c Stress ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 9 Bike lane separation continuing all the way to intersection Loop detectors and signals for bicyclists Bike ramps (where needed for safe crossings) Figure 5: Elements of Intersection Design that Decrease Level of Traffi c Stress Green markings at bike crossings ---PAGE BREAK--- ---PAGE BREAK--- Bicycle Facilities ---PAGE BREAK--- 12 I City of Redmond Bicycle Design Manual Bicycle Lanes INTENT: Low to medium comfort achieved through dedicated lane for bicyclists. STANDARD RETROFIT MINIMUM MAXIMUM 6' BIKE LANE 6' 5' 7' DOOR ZONE BIKE LANE 5' 7' BIKE LANE MARKING PER MUTCD 9C.04 PARKING (SEE NOTE 4) (SEE NOTE 5) (SEE NOTE 5) NOTES 1) Consider wider bike lanes where vehicle speeds are high, there are a high volume of large vehicles, or there is a sustained grade greater than 5 percent. 2) For retrofi t scenarios with existing curb and gutter, in constrained locations a minimum usable surface excluding gutter) width of 4 feet measured from the longitudinal joint to the center of the bike lane line should be provided. 3) This layout of parking and bike lanes is not preferred. Where space permits, parking should be located between travel lanes and the bike lane with a buff er in between (see previous section on buff er separated bike lanes). 4) If parking lanes is less than 8 feet, the minimum bike lane width should be 6’ to provide bicyclists more room to avoid opening car doors. 5) If greater than 7 feet of space is available for a bike lane, a painted buff er is recommended. If greater than 7 feet of space is available for a door zone bike lane, a painted buff er is recommended between the bike lane and the parking lane. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 13 Bike Climbing Lanes INTENT: Low to medium comfort achieved in a constrained roadway through dedicated space in uphill direction. PARKING BIKE LANE MARKING PER MUTCD 9C.04 SHARED LANE MARKING PER MUTCD 9C.07 ℄OF LANE PARKING 6' 5' N/A CLIMBING BIKE LANE STANDARD RETROFIT MINIMUM MAXIMUM (SEE NOTE 5) (SEE NOTES 1 AND 4) NOTES 1) The retrofi t minimum dimension should not be used in climbing lane segments where parking turnover is high or where there are frequently high volumes (existing or anticipated) of bicyclists to allow for in-lane passing of slower bicyclists. 2) A downhill bicycle lane should be provided when grades are less than 8 percent and no on-street parking is present or where space allows. 3) This layout of parking and bike lanes is not preferred. Where space permits, parking should be located between travel lanes and the bike lane with a buff er in between (see previous section on buff er separated bike lanes). 4) If parking lanes is less than 8 feet, the minimum bike lane width should be 6’ to provide bicyclists more room to avoid opening car doors. 5) If greater than 7 feet of space is available for a door zone climbing bike lane, a painted buff er may be provided between the bike lane and the parking lane. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- 14 I City of Redmond Bicycle Design Manual Buff ered Bike Lane: One-Way, Street-Level, Buff er Separation with Vertical Objects, No Parking Protection INTENT: Lower level of traffi c stress due to lateral separation and vertical delineation from traffi c, achieved by vertical elements in a painted buff er. STANDARD RETROFIT MINIMUM MAXIMUM 3' N/A BUFFER 6' N/A BIKE LANE 5' BIKE LANE MARKING PER MUTCD 9C.04 EXAMPLE: PRECAST CURB (SEE NOTE 2) EXAMPLE: FLEXIBLE DELINEATORS 2' NOTES 1) Vertical delineation elements should generally be placed within the center of the buff er, but may be off set to provide additional clearance from the general purpose lane while maintaining a minimum 6-inch clearance from the edge of bike lane. 2) Vertical delineation elements should include gaps to allow water to drain to existing structures where appropriate. 3) For uphill segments of one-way bike lanes 8 feet width is desirable as it provides suffi cient width to account for the weaving eff ect that happens for bicyclists traveling at very slow speeds and allows faster cyclists to pass slower bicyclists. 4) For asphalt surfaces thermoplastic is to be used for both longitudinal and cross hatch markings of buff er. Epoxy-based markings should be used on concrete surfaces. Drawing not to scale 1 2 3 LTS 4 ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 15 Separated Bike Lane: One-Way, Street-Level, Buff er Separation with Vertical Objects, Parking Protection INTENT: Lower level of traffi c stress due to lateral separation and vertical delineation from traffi c, achieved by a parking lane and vertical elements in a painted buff er. STANDARD RETROFIT MINIMUM MAXIMUM 3' N/A BUFFER 6' N/A BIKE LANE 5' PARKING BIKE LANE MARKING PER MUTCD 9C.04 2' EXAMPLE: RAISED PAVEMENT MARKING EXAMPLE: FLEXIBLE DELINEATORS NOTES 1) Vertical delineation elements should generally be placed within the center of the buff er, but may be off set to provide additional clearance from the general purpose lane while maintaining a minimum 6-inch clearance from the edge of bike lane. 2) Vertical delineation elements should include gaps to allow water to drain to existing structures where appropriate. 3) For uphill segments of one-way bike lanes 8 feet width is desirable as it provides suffi cient width to account for the weaving eff ect that happens for bicyclists traveling at very slow speeds and allows faster cyclists to pass slower bicyclists. 4) For asphalt surfaces thermoplastic is to be used for both longitudinal and cross hatch markings of buff er. Epoxy-based markings should be used on concrete surfaces. Drawing not to scale 1 2 3 LTS 4 ---PAGE BREAK--- 16 I City of Redmond Bicycle Design Manual Separated Bike Lane: One-Way, Street-Level, Curb Separation INTENT: Lower level of traffi c stress due to lateral and physical separation from traffi c, achieved by a parking lane and a curb buff er. PARKING BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) BEVELED BUFFER CURB (RECOMMENDED, SEE NOTE 4) 6' N/A 2' N/A BIKE LANE 2' 5' CURB BUFFER STANDARD RETROFIT MINIMUM MAXIMUM 2' N/A CURB BUFFER 6' N/A BIKE LANE 5' 1' BEVELED CURB AND GUTTER (RECOMMENDED, SEE NOTE 4) NOTES 1) For downhill segments it may be appropriate to provide exit opportunities at intersections near the top of a steep grade to allow higher-speed bicyclists to exit the bike lane and safely enter the nearest general purpose lane. 2) For uphill segments 8 width is desirable as it provides suffi cient width to account for the weaving eff ect that happens for bicyclists traveling at very slow speeds and allows faster bicyclists to pass slower bicyclists. 3) Flexible delineators or other retrorefl ective vertical objects may be placed on center within the curb buff er in order to raise bicyclist and motorist awareness of its presence. 4) A beveled curb is recommended on the edge of the concrete buff er closest to the bike lane and along the sidewalk when reconstructing the curb to help prevent bicyclists pedals from striking the curb. The angle of the bevel should be 45 degrees (for a 6-inch high curb, a 3-inch curb reveal at the face of curb, and a 6-inch curb height at the middle of the curb). 5) A curb buff er between parking and a bike lane provides greater protection and separation for the bike lane, but may make entering and exiting vehicles more diffi cult for people with mobility impairments. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 17 TYPICAL MINIMUM MAXIMUM 8' N/A BIKE LANE 6' PARKING BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) CURB & GUTTER, SEE NOTE 1 2"-3" CURB REVEAL, SEE NOTE 2 8' N/A 2' N/A BIKE LANE 1' 5' BUFFER Separated Bike Lane: One-Way, Intermediate Level INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a parking lane and by building bike lane at an intermediate height between street and sidewalk levels. NOTES 1) The curb between the bike lane and roadway should have a curb reveal of 6 inches to prevent vehicles from entering the bike lane, however a curb reveal of 3 to 4-inches (vertical or beveled) may be used if there is a need to provide access for bicyclists or emergency vehicles. 2) The curb between the sidewalk and bike lane should have a curb reveal of 2 to 3-inches to be detectable by pedestrians with low vision while still being traversable by bicyclists if needed. The curb reveal may be vertical or beveled. 3) For uphill segments of one-way bike lanes 8 feet width is desirable as it provides suffi cient width to account for the weaving eff ect that happens for cyclists traveling at very slow speeds and allows faster cyclists to pass slower cyclists. 4) The bike lane may be diff erentiated from the adjacent sidewalk using materials asphalt vs. concrete). Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- 18 I City of Redmond Bicycle Design Manual Separated Bike Lane: One-Way, Sidewalk Level INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by street buff er. TYPICAL MINIMUM MAXIMUM 4'-5' 1' N/A 8' 6' N/A BIKE LANE STREET BUFFER SIDEWALK BIKE LANE MARKING PER MUTCD 9C.04 SIDEWALK BUFFER (SEE NOTE 3) (SEE NOTE 1) NOTES 1) The buff er may consist of a landscape strip, or in more urbanized areas, a hardscaped furnishing zone. Lights, signage and trees may be placed within the buff er consistent with other City standards. A minimum 1-foot clearance should be provided between the edge of bike lane and any object placed within the buff er. The standard width for a planting strip is 4’ minimum in urban areas, otherwise 5’ minimum. Due to fi re requirements, 5’ minimum width is required to place fi re hydrant in buff er. 2) For uphill segments of one-way bike lane 8-feet width is desirable as it provides suffi cient width to account for the weaving eff ect that happens for cyclists traveling at very slow speeds and allows faster bicyclists to pass slower bicyclists. 3) The bike lane may be diff erentiated from the adjacent sidewalk using materials asphalt vs. concrete) and should have a white- cane detectable edge separating it from the sidewalk, which may consist of a continuous raised planter or curb, softscape, or spaced street furniture. As a last resort, in constrained locations, a 1-foot wide tactile directional indicator placed 1.5 feet from the edge of the bike lane may be used. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 19 Buff ered Bike Lane: Two-Way, Street-Level, Buff er Separation with Vertical Objects, No Parking Protection INTENT: Lower level of traffi c stress due to lateral separation and vertical delineation from traffi c, achieved by vertical elements in a painted buff er. BIKE LANES STANDARD RETROFIT MINIMUM MAXIMUM 12' 10' N/A 3' 2' N/A BUFFER BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) EXAMPLE: FLEXIBLE DELINEATORS EXAMPLE: PRECAST CURB (SEE NOTE 2) NOTES 1) Vertical delineation elements should generally be placed laterally centered in the buff er, but may be off set to provide additional clearance from the general purpose lane while maintaining a minimum 6-inch lateral clearance from the edge of bike lane. 2) Vertical delineation elements should be spaced at regular intervals and include gaps to allow water to drain to existing structures where appropriate. 3) Solid center line striping should be provided for at least 20 feet approaching each side of an intersection and should be considered at locations where sight distance is limited. 4) For asphalt surfaces thermoplastic is to be used for both longitudinal and cross hatch markings of buff er. Epoxy-based markings should be used on concrete surfaces. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- 20 I City of Redmond Bicycle Design Manual Separated Bike Lane: Two-Way, Street-Level, Buff er Separation with Vertical Objects, Parking Protection INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a parking lane and vertical elements in a painted buff er. BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) EXAMPLE: RAISED PAVEMENT MARKING EXAMPLE: FLEXIBLE DELINEATORS BIKE LANES STANDARD RETROFIT MINIMUM MAXIMUM 12' 10' N/A 3' 2' N/A BUFFER PARKING NOTES 1) Vertical delineation elements should generally be placed laterally centered in the buff er, but may be off set to provide additional clearance from the general purpose lane while maintaining a minimum 6-inch lateral clearance from the edge of bike lane. 2) Vertical delineation elements should be spaced at regular intervals and include gaps to allow water to drain to existing structures where appropriate. 3) Solid center line striping should be provided for at least 20 feet approaching each side of an intersection and should be considered at locations where sight distance is limited. 4) For asphalt surfaces thermoplastic is to be used for both longitudinal and cross hatch markings of buff er. Epoxy-based markings should be used on concrete surfaces. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 21 Separated Bike Lane: Two-way, Street-Level, Curb Separation, No Parking Protection INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a curb buff er. BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) BEVELED BUFFER CURB (RECOMMENDED, SEE NOTE 3) BIKE LANES STANDARD RETROFIT MINIMUM MAXIMUM 12' 10' N/A 2' 1' N/A CURB BUFFER BEVELED CURB AND GUTTER (RECOMMENDED, SEE NOTE 3) NOTES 1) Flexible delineators or other retrorefl ective vertical objects may be placed laterally centered within the curb buff er in order to raise bicyclist and motorist awareness of its presence. 2) Solid center line striping should be provided for at least 20 feet approaching each side of an intersection and should be considered at locations where sight distance is limited. 3) A beveled curb should be used on the edge of the concrete buff er closest to the bike lane and along the sidewalk when reconstructing the curb to help prevent bicyclists pedals from striking the curb. The angle of the bevel should be 45 degrees (for a 6-inch high curb, a 3-inch curb reveal at the face of curb, and a 6-inch curb height at the middle of the curb). Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- 22 I City of Redmond Bicycle Design Manual Separated Bike Lane: Two-way, Street-Level, Curb Separation, Parking Protection INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a parking lane and a curb buff er. BIKE LANES STANDARD RETROFIT MINIMUM MAXIMUM 12' 10' N/A 2' 2' N/A CURB BUFFER PARKING BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) BEVELED BUFFER CURB (RECOMMENDED, SEE NOTE 3 BEVELED CURB AND GUTTER (RECOMMENDED, SEE NOTE 3) NOTES 1) Flexible delineators or other retrorefl ective vertical objects may be placed laterally centered within the curb buff er in order to raise bicyclist and motorist awareness of its presence. 2) Solid center line striping should be provided for at least 20 feet approaching each side of an intersection and should be considered at locations where sight distance is limited. 3) A beveled curb should be used on the edge of the concrete buff er closest to the bike lane and along the sidewalk when reconstructing the curb to help prevent bicyclists pedals from striking the curb. The angle of the bevel should be 45 degrees (for a 6-inch high curb, a 3-inch curb reveal at the face of curb, and a 6-inch curb height at the middle of the curb). 4) A curb buff er between parking and a bike lane provides greater protection and separation for the bike lane, but may make entering and exiting vehicles more diffi cult for people with mobility impairments. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 23 PARKING TYPICAL MINIMUM MAXIMUM 12' 10' N/A BIKE LANES BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) CURB & GUTTER, SEE NOTE 1 2"-3" CURB REVEAL, SEE NOTE 2 Drawing not to scale Separated Bike Lane: Two-Way, Intermediate Level INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a parking lane and by building bike lane at an intermediate height between street and sidewalk levels. NOTES 1) The curb between the bike lane and roadway should have a curb reveal of 6 inches to prevent vehicles from entering the bike lane, however a curb reveal of 3 to 4-inches (vertical or beveled) may be used if there is a need to provide access for bicyclists or emergency vehicles. 2) The curb between the sidewalk and bike lane should have a curb reveal of 2 to 3-inches to be detectable by pedestrians with low vision while still being traversable by bicyclists if needed. The curb reveal may be vertical or beveled. 3) The bike lane may be diff erentiated from the adjacent sidewalk using materials asphalt vs. concrete). 1 4 2 3 LTS ---PAGE BREAK--- 24 I City of Redmond Bicycle Design Manual Separated Bike Lane: Two-Way, Sidewalk Level INTENT: Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a street buff er. BIKE LANES TYPICAL MINIMUM MAXIMUM 12' 10' N/A 4'-5' 1' N/A STREET BUFFER BIKE LANE MARKING PER MUTCD 9C.04 (TYPICAL) (SEE NOTE 1) SIDEWALK BUFFER, SEE NOTE 2 NOTES 1) The street buff er may consist of a landscape strip, or in more urbanized areas, a hardscaped furnishing zone. Lights, signage and trees may be placed within the buff er consistent with other City standards. A minimum 1-foot clearance should be provided between the edge of bike lane and any object placed within the buff er. The standard width for a planting strip is 4’ minimum in urban areas, otherwise 5’ minimum. Due to fi re requirements, 5’ minimum width is required to place fi re hydrant in buff er. 2) The bike lane may be diff erentiated from the adjacent sidewalk using materials asphalt vs. concrete) and should have a detectable edge separating it from the sidewalk which may consist of a buff er space with planting, street furniture, etc., or in constrained locations a 1-foot wide tactile directional indicator placed 1.5 feet from the edge of the bike lane may be used as shown in the fi gure. Drawing not to scale 1 4 2 3 LTS ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 25 Shared Sidepath INTENT: Facility within street right-of-way shared by bicyclists and pedestrians. Lower level of traffi c stress due to lateral and vertical separation from traffi c, achieved by a street buff er. NOTES 1) The street buff er may consist of a landscape strip, or in more urbanized areas, a hardscaped furnishing zone. Lights, signage and trees may be placed within the buff er consistent with other City standards. A minimum 2-foot clearance should be provided between the edge of the shared side path and any object placed within the buff er. The standard width for a planting strip is 4’ minimum in urban areas, otherwise 5’ minimum. Due to fi re requirements, 5’ minimum width is required to place fi re hydrant in buff er. 2) The sidepath buff er width should accommodate adjacent land uses and provide adequate widths to access buildings or facilities. 3) Path width may be narrowed to 8 feet in short, constricted segments such as a bridge. A “Path Narrows” sign should be used in situations where the path width is narrowed by 2 feet or more mid segment along the facility length. Drawing not to scale STANDARD RETROFIT MINIMUM MAXIMUM 4'-5' 3' N/A 12' 10' 2' 2' N/A SHARED SIDEPATH N/A STREET BUFFER SIDEPATH BUFFER (SEE NOTE 1) 1 4 2 3 LTS ---PAGE BREAK--- 26 I City of Redmond Bicycle Design Manual Bicycle Boulevards INTENT: High-comfort bicycle facility on low-volume, low-speed local streets with improved arterial crossings. Locations Local (non-arterial) streets with less than 3,000 vehicles per day and posted speeds of 20 mph that provide continuous bicycling routes between destinations. Design Elements The target speed for bicycle boulevards is 20 mph. Include Neighborhood Traffi c Calming approach in design. Pavement Markings • At a minimum, install shared lane markings on either side of intersection with an arterial, on the far side of intersection with a non-arterial, and every 250 feet on mid-block segments. Adjust spacing so as not to confl ict with placement of speed humps/cushions. • Where a bicycle boulevard route turns at an intersection, shared lane markings modifi ed with angled or turned arrows may be installed within 50 feet of the intersection approach, and within the intersection itself to indicate the route more clearly. Lateral Defl ection • Chicanes, curb extensions, and median islands can provide lateral defl ection for vehicles that helps decrease vehicle speeds along the bike boulevard. Speed Humps • Recommended placement to achieve target speed: approximately one every 300 feet OR one per block, whichever is greater. • Preferably placed at least 20 feet away from driveways and 100 feet from intersections. • Along roads with slope between 5 percent and 8 percent, speed cushions (two or more separate parallel speed humps with 1 to 2 foot gaps between) should be installed to provide a cut-through for bicyclists traveling downhill. Neither speed humps nor speed cushions should not be installed along roads with grades over 8 percent. • Along non-arterial emergency routes, speed cushions should be installed in lieu of speed humps. Coordinate with the Fire Department. • Should be adequately illuminated, signed, and marked. • Community outreach by the City’s Neighborhood Traffi c Calming Program will be conducted before determining if speeds humps should be installed. Traffi c Circles • Traffi c circles can be installed at intersections of residential streets to slow vehicle speeds through the intersection and help prevent speeding along the bike boulevard. Arterial Intersection Improvement Alternatives • High visibility integrated crosswalks with ADA-compliant curb ramps. • Raised crossings • Intersection treatments such as bike boxes (if a signalized intersection), advanced stop line, curb extensions, raised intersections or crossings, diverter islands, and median/refuge islands • Appropriate intersection controls such as all-way stops, active warning signals, pedestrian hybrid beacon, and full signals will be determined by the City using best available safety research. • Diverters that decrease the number of vehicles using the bike boulevard route Wayfi nding • Directional signs may be used to guide bicyclists along the route of the bike boulevard 1 4 2 3 LTS ---PAGE BREAK--- Intersection Treatments ---PAGE BREAK--- 28 I City of Redmond Bicycle Design Manual Bike Box INTENT: Provides advance queuing space and positioning guidance for bikes at signalized intersections to provide head start and reduce turning confl ict with turning motorists (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) 4' MIN 10' MIN. 2' TYP. R10-6 R3-7bp R10-11 NOTES 1) Bike box may be extended across the left-turn lane to facilitate bicyclist left-turn movements if there is a single general purpose through lane and a pedestrian countdown signal for the pedestrian crossing of the approach street so that a bicyclist can determine if they have enough time to position themselves in the bike box in advance of the left-turn lane before the signal phase changes. 2) Right turn on red should be prohibited in order to prevent vehicle encroachment into the bike box and reduce confl icts between bicyclists and right-turning vehicles. In locations with high right-turn volumes, an active display may be used to further alert motorists of the restriction. 3) Refer to MUTCD Interim Approval IA-18 for further guidance on installation of bike boxes. 4) Utilities within the painted bike box area should not be painted. 5) Bike box markings shall be thermoplastic material. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 29 Two-Stage Turn Queue Box INTENT: Provides a higher comfort location for bicyclists to wait to make a left turn in two stages. STANDARD = MATCH WIDTH OF LANE (SEE NOTE 3) 3' MINIMUM (SEE NOTE 3) (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) R10-11 top NOTES 1) Right turn on red should be prohibited on leg on which turn box is installed to minimize vehicle encroachment and reduce potential for confl ict between bicyclists and right-turning vehicles. 2) Place turn queue box outside of path of left-turning vehicles. 3) Bike box dimensions and arrangement of bicyclist and turn arrow symbols can vary to fi t into available space. 4) Bike box markings shall be thermoplastic material. 5) Refer to MUTCD Interim Approval IA-20 for further guidance on installation of two-stage turn queue boxes. Drawing not to scale ---PAGE BREAK--- 30 I City of Redmond Bicycle Design Manual Two-Stage Turn Queue Box on Street with Parking-Protected Bike Lane INTENT: Provides a higher comfort way to execute a left turn. (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) R10-11 STANDARD = MATCH WIDTH OF LANE (SEE NOTE 3) 3' MINIMUM (SEE NOTE 3) top NOTES 1) Right turn on red should be prohibited on leg on which turn box is installed to minimize vehicle encroachment and reduce potential for confl ict between bicyclists and right-turning vehicles. 2) Place turn queue box outside of path of left-turning vehicles. 3) Bike box dimensions and arrangement of bicyclist and turn arrow symbols can vary to fi t into available space. 4) Bike box markings shall be thermoplastic material. 5) Refer to MUTCD Interim Approval IA-20 for afurther guidance on installation of two-stage turn queue boxes. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 31 Shared Right-Turn and Bike Lane, Retrofi t Only INTENT: Low-comfort confi guration of a shared bike and right-turn space at an approach to an intersection. 10' 9' 14' STANDARD RETROFIT MINIMUM MAXIMUM 50' MIN SHARED LANE 60' (30 MPH OR LESS) 90' (>30 MPH) GREEN MARKING RECOMMENDED (TYPICAL) 100' TYP (SEE NOTE 3) R4-4 R3-17bp R3-17 NOTES 1) Minimizing the merge distance creates a discrete point of crossing that allows both bicycle riders and drivers to readily identify the crossing zone, improving the predictability and safety of the merge. When determining the appropriate merge area length, the designer should take into account vehicle speed and volume, turn queue presence of driveways, and available space in the roadway. 2) BEGIN RIGHT TURN (arrow) YIELD TO BIKES (R4-4) sign should be located at the beginning of the merge area. 3) If available turn lane space is 15’ or larger, a separate bike lane and turn lane should be provided. Drawing not to scale ---PAGE BREAK--- 32 I City of Redmond Bicycle Design Manual 6' 5' 7' STANDARD RETROFIT MINIMUM MAXIMUM BIKE LANE GREEN MARKING RECOMMENDED (TYPICAL) 50' MIN 60' (30 MPH OR LESS) 90' (>30 MPH) 100' TYP W9-5a MERGE BICYCLES Right-Turn Trap Lane with Bike Lane, Retrofi t Only INTENT: Low-comfort confi guration of bike lane and right-turn drop lane at an approach to an intersection. NOTES 1) Shared lane markings should be installed to guide bicyclists towards the through bike lane. At a minimum markings should be placed where the bike lane ends and on the left side of the shared lane, in alignment with the through bike lane. Depending on the length of the merge area additional markings should be used as needed to maintain a maximum spacing between markings of 30 feet. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 33 Right-Turn Pocket with Bike Lane INTENT: Medium comfort confi guration of a bike lane and right-turn pocket at an approach to an intersection with a defi ned merging area for motorists crossing the bike lane and entering the right-turn pocket. 50' MIN 60' (30 MPH OR LESS) 90' (>30 MPH) GREEN MARKING OPTIONAL 100' TYP R4-4 6" WIDE DOTTED WHITE LINE 6' 5' N/A STANDARD RETROFIT MINIMUM MAXIMUM 3' 1'-6" N/A BIKE LANE BUFFER FLEXIBLE DELINEATORS (TYPICAL) NOTES 1) Minimizing the merge distance creates a discrete point of crossing that allows both bicycle riders and drivers to readily identify the crossing zone, improving the predictability and safety of the merge. When determining the appropriate merge area length, the designer should take into account vehicle speed and volume, turn queue presence of driveways, and available space in the roadway. 2) Solid green pavement markings or green background to the bike lane symbol may be used in portion of bike lane within right-turn queue area where vehicle merging is not desired and bicyclists are expected to queue. 3) BEGIN RIGHT TURN (arrow) YIELD TO BIKES (R4-4) sign should be located at the beginning of the merge area. Drawing not to scale ---PAGE BREAK--- 34 I City of Redmond Bicycle Design Manual Shared Right-Turn Lane, On-Street Parking, Retrofi t Only INTENT: Low-comfort facility that indicates intended path and optimal positioning for through bicyclists. 50' MIN 3' 1'-6" N/A STANDARD RETROFIT MINIMUM MAXIMUM LANE BUFFER 10' 9' 14' GREEN MARKING RECOMMENDED (TYPICAL) 60' (30 MPH OR LESS) 90' (>30 MPH) 10' MIN R4-4 R3-17bp R3-17 (SEE NOTE 4) FLEXIBLE DELINEATORS (TYPICAL) NOTES 1) BEGIN RIGHT TURN (arrow) YIELD TO BIKES (R4-4) sign should be located prior to the merge area. 2) The taper length is based on a 10 to 15 mph approach speed to the mixing zone area. 3) Shared lane markings should be located so as to clearly indicate a shared lane and guide bicyclists to optimal positioning in relation to right-turning vehicles. A minimum of three shared lane markings should be used: the fi rst where the bike lane terminates, the second centered in the shared lane, and the third near the stop bar. Markings should be evenly spaced with maximum spacing of 30 feet. 4) If available turn lane space is 15 feet or larger, a separate bike lane and turn lane should be provided. Not drawn to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 35 Right-Turn Pocket with Separated Bike Lane, On-Street Parking INTENT: Medium to high-comfort confi guration of a bike lane and right-turn pocket at an approach to an intersection on a street with parking. 6' 5' N/A STANDARD RETROFIT MINIMUM MAXIMUM 3' N/A N/A 50' MIN 60' (30 MPH OR LESS) 90' (>30 MPH) 10' MIN 6' 5' N/A STANDARD RETROFIT MINIMUM MAXIMUM 3' 1'-6" N/A 50' MIN 60' (30 MPH OR LESS) 90' (>30 MPH) 10' MIN 20' MIN OPTION 1: BIKE LANE TO RIGHT OF RIGHT TURN LANE OPTION 2: BIKE LANE TO LEFT OF RIGHT TURN LANE R4-4 BIKE LANE BUFFER BIKE LANE BUFFER NOTES 1) For Option 1, see section on bike signals for right and left-turn volumes that require a dedicated bike signal phase separate from turning vehicle phases. ---PAGE BREAK--- 36 I City of Redmond Bicycle Design Manual Right-Turn Pocket with Two-Way Separated Bike Lane, On-Street Parking INTENT: High-comfort confi guration of a two-way bike lane and a right-turn pocket at an approach to an intersection on a street with parking. 12' 10' N/A STANDARD RETROFIT MINIMUM MAXIMUM 3' 1' N/A BIKE LANE BUFFER 50' MIN 60' (30 MPH OR LESS) 90' (>30 MPH) 10' MIN NOTES 1) See section on bike signals for right and left-turn volumes that require a dedicated bike signal phase separate from turning vehicle phases. Not drawn to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 37 Protected Intersection INTENT: High-comfort facility that provides physical separation for bicyclists and improves sight lines of right-turning motorists. STOP BAR 20' MAX CORNER ISLAND STOP BAR OPTIONAL RIGHT-TURN POCKET IF PROVIDING PROTECTED PHASING NOTES 1) Corner islands may consist of raised curb or striping with vertical elements fl exible delineators). Corner islands may include mountable portions for large vehicle but must maintain a portion that is not mountable to provide protection for queuing bicyclists. 2) Bike lane widths may be increased at the intersection to accommodate queuing bicycles while also accommodating bypassing bicycles. 3) Dedicated right or left-turn lanes (as shown above) can be used to provide protected signal phasing,such that bicycles and pedestrians cross while turning vehicles are stopped. Drawing not to scale ---PAGE BREAK--- 38 I City of Redmond Bicycle Design Manual STAGE 1 (WITH STREET A GREEN SIGNAL PHASE): BICYCLISTS EXIT ONE WAY BIKE LANE AND CROSS STREET B TO WAIT IN TURN QUEUE BOX STAGE 2 (WITH STREET B GREEN SIGNAL PHASE): BICYCLISTS EXIT TURN QUEUE BOX TO CROSS STREET A AND ENTER TWO WAY BIKE FACILITY STREET B STREET A R10-11 R10-11 (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) top top Two-Way (Right Side) to One-Way Bike Lane Transitions at Signalized Intersection, Retrofi t Only INTENT: Provide guidance for placement of turn queue boxes for transition between two-way bike lane and one-way bike lanes through a signalized intersection. NOTES: 1) R10-11a (No Turn on Red) signs should be used on all legs of intersection with bike turn queue boxes and all legs where right-turns cross the path of the two-way bike facility. 2) Refer to MUTCD Interim Approval IA-20 for further guidance on installation of two-stage turn queue boxes. ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 39 R10-11 (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) R10-11 (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) top top Two-Way Bike Lanes Crossing One-Way Bike Lanes, Retrofi t Only INTENT: Provide guidance for placement of turn queue boxes for transition between two-way separated bike lane and one-way bike lanes on intersecting streets at a signalized intersection. NOTES: 1) R10-11a (No Turn on Red) signs should be used on all legs of intersection with bike turn queue boxes and all legs where right-turns cross the path of the two-way bike facility. 2) Refer to MUTCD Interim Approval IA-20 for further guidance on installation of two-stage turn queue boxes. ---PAGE BREAK--- 40 I City of Redmond Bicycle Design Manual Diagonal Bike Crossing at Signalized Intersection INTENT: Medium comfort bicycle facility that provides dedicated diagonal crossing for bicyclists through a signalized intersection. TRAIL R10-11 (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) R10-11 (PLACE SIGN NEAR TRAFFIC SIGNAL HEAD) top top NOTES 1) Separate signal phase with dedicated signal heads for bicyclists and bike detection is required for diagonal bike crossing at a signalized intersection. Signs should be added indicating that pedestrians should not use the diagonal crossing. 2) See section on bike signal detection for bike detection options. 3) R10-11a (No Turn on Red) signs may be permanent or actuated by bicyclist detection to only turn on during bike phase. 4) An all-way walk pedestrian signal phase may be used instead of a dedicated diagonal crossing bike signal phase. Signs should be added indicating that bicyclists should use pedestrian signals. 5) Green bike crossing markings may be used for the diagonal crossing but they may confuse motorists; low vision pedestrians also may mistake the markings for a pedestrian crossing. ---PAGE BREAK--- Bike Facility Elements ---PAGE BREAK--- 42 I City of Redmond Bicycle Design Manual Green Bike Lane Markings INTENT: Raise awareness of presence of bicycle facility for motorists and increase perceived safety of bicyclists. 2' MATCH LEADING FACILITY WIDTH 2'-6' 8" WHITE DOTTED LINE BICYCLE LANE MARKING (MUTCD 9C.04) SOLID GREEN MARKING (OPTIONAL) BIKE LANE EXTENSION MARKINGS BIKE LANE MARKING WITH GREEN BACKING MATCH LEADING FACILITY WIDTH NOTES 1) Bike lane extension marking should be used through intersections and at larger, high-volume driveways where upstream and bikeways are present (except shared lane markings) and through bicyclist/motorist confl ict areas where the bike facility continues such as where a dedicated right-turn lane begins and motorists must cross the bike lane. Green markings are optional but recommended to increase conspicuity of markings. 2) Bike lane markings with green backing may be used in advance of bicyclist/motorist confl ict areas such as at the start of right-turn lanes, and at multi-family or commercial driveways, to increase awareness of bike lane confl ict areas. 3) When bicycle lanes are dropped immediately upstream or of an intersection, shared lane markings should be used to provide positioning guidance to bicyclists and alert motorists to expect bicyclists. Shared lane markings may be placed on a green backing to further raise awareness of the shared lane. 4) Green pavement marking and 8” white stripes where present shall be thermoplastic material. ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 43 Shared Lane Markings INTENT: Wayfi nding treatment used to indicate a shared lane environment for bicycles and motor vehicles. SHARED LANE MARKING PER MUTCD 9C.07 ℄OF LANE STREET WITH CENTERLINE 4' MIN (IF NO PARKING ON THIS SIDE OF STREET) 10' MIN SHARED LANE MARKING PER MUTCD 9C.07 PARKING 11' MIN (IF PARKING ON THIS SIDE OF STREET) STREET WITHOUT CENTERLINE NOTES 1) On arterial streets, shared lane markings should only be used for short (less than 500 feet) sections in highly constrained conditions where a high or medium comfort facility is not feasible as a means to guide bicyclists towards optimal positioning. 2) On arterial streets, shared lane markings should be placed in the center of the lane to indicate to bicyclists that they may ride in the center of the lane and indicate to motorists to share the road. 3) On arterial streets, shared lane markings should not be used in lanes wider than 14’ feet At widths wider than this, separate lanes for motorists and bicyclists should be provided. 4) On low-volume residential streets, sharrows should be placed immediately after each intersection at a maximum spacing of 250’ and roughly centered in each lane of travel. Drawing not to scale ---PAGE BREAK--- 44 I City of Redmond Bicycle Design Manual BIKE LANE MARKING WITH GREEN BACKING, SEE PAGE 24 Bike Lane at Driveway INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority. NOTES 1) At wide, high-volume driveways, green bike lane extension markings may be used instead of bike lane marking with green backing. 2) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 45 BIKE LANE MARKING WITH GREEN BACKING, SEE PAGE 24 Buff ered Bike Lane at Driveway INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority. NOTES 1) At wide, high-volume driveways, green bike lane extension markings may be used instead of bike lane marking with green backing. 2) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. 3) Extend vertical elements in bike lane buff er as close to throat of driveway as possible without preventing turning vehicle movements. Turning vehicle analysis should use all available driveway space to complete turns. Drawing not to scale ---PAGE BREAK--- 46 I City of Redmond Bicycle Design Manual PARKING 20' 10' BIKE LANE MARKING WITH GREEN BACKING, SEE PAGE 24 Parking Protected Bike Lane at Driveway INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority. NOTES 1) At wide, high-volume driveways, green bike lane extension markings may be used instead of bike lane marking with green backing. 2) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. 3) Extend vertical elements in bike lane buff er as close to throat of driveway as possible without preventing turning vehicle movements. Turning vehicle analysis should use all available driveway space to complete turns. 4) The hatched areas on either side of the driveway may have beveled corners to minimize turning vehicles tracking over the corners and wearing out the pavement markings. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 47 VARIES BICYCLE RAMP TYPICAL SLOPE: 1(V):30(H) MAXIMUM SLOPE: 1(V):10(H) CHEVRON MARKING WITH GREEN BACKING (OPTIONAL) INSTALL CATCH BASIN AS NEEDED INSTALL CATCH BASIN AS NEEDED BIKE LANE WALKWAY BIKE LANE MARKING WITH GREEN BACKING Enhanced Driveway Crossing INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority and requiring motorists to slow as they turn across the bikeway. NOTES 1) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. 2) Refer to RZC 21.52.040 for sight distance triangles. Drawing not to scale ---PAGE BREAK--- 48 I City of Redmond Bicycle Design Manual BIKE LANE SIDEWALK BIKE LANE MARKING WITH GREEN BACKING SIDEWALK BUFFER, SEE NOTE 2 Raised Bike Lane at Driveway INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority. NOTES 1) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. 2) The bike lane may be diff erentiated from the adjacent sidewalk using materials asphalt vs. concrete) and should have a white cane-detectable edge separating it from the sidewalk which may consist of a continuous raised planter or curb, landscape, or spaced street furniture. As a last resort, in constrained locations, a 1-foot wide tactile directional indicator placed 1.5 feet from the edge of the bike lane may be used. 3) For intermediate-level bike lanes, a beveled curb with a curb reveal of 2 to 3-inches between the bike lane and sidewalk may be carried through the driveway. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 49 BIKE LANE MARKING WITH GREEN BACKING Two-Way Street-Level Bike Lane at Driveway INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority. NOTES 1) At wide, high-volume driveways, green bike lane extension markings may be used instead of bike lane marking with green backing. 2) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. 3) Extend vertical elements in bike lane buff er as close to throat of driveway as possible without preventing turning vehicle movements. Turning vehicle analysis should use all available driveway space to complete turns. Drawing not to scale ---PAGE BREAK--- 50 I City of Redmond Bicycle Design Manual BIKE LANE MARKING WITH GREEN BACKING 20' 10' Two-Way Street-Level Bike Lane with Parking Protection at Driveway INTENT: Improve safety and comfort of bike lane by conveying bicyclists priority. NOTES 1) At wide, high-volume driveways, green bike lane extension markings may be used instead of bike lane marking with green backing. 2) Signage such as “Turning Vehicles Yield to Bikes and Pedestrians” or R10-15 signs modifi ed for bikes can be used at driveways with higher volumes of entering and exiting vehicles. 3) Extend vertical elements in bike lane buff er as close to throat of driveway as possible without preventing turning vehicle movements. Turning vehicle analysis should use all available driveway space to complete turns. 4) The hatched areas on either side of the driveway may have beveled corners to minimize turning vehicles tracking over the corners and wearing out the pavement markings. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 51 10' MIN STANDARD = 10' (RETROFIT MIN = 18° PREFERRED, 30° MAX INSTALL CATCH BASIN AS NEEDED 1-FOOT WIDE TACTILE DIRECTIONAL INDICATOR 50' DETECTABLE WARNING SURFACE 30° MAX MATCH BIKE FACILITY WIDTH (TYP) STANDARD = 10' (RETROFIT MIN = 3' MIN (TYP) 3' MIN (TYP) 1.5% MIN TYPICAL SLOPE: 1(V):30(H) MAXIMUM SLOPE: 1(V):10(H) SHARED LANE MARKING (OPTIONAL) Transition Ramps with One-Way Bikeway INTENT: To transition bicyclists between a street-level bikeway and a shared-use path. NOTES 1) Ramps that direct bicyclists from the roadway to a shared sidewalk or other off -street facility can be used at: • Roundabouts • Bridges • Constrained locations to facilitate bike turning movements • Locations where a bike facility transitions to a shared-use pathway, trail, or other off -street path network. • Locations where a bicyclist will be expected to dismount when entering the shared-use sidewalk such as bus stops, light rail stations, train stations, adjacent to a school etc. Adequate space for dismounting should be provided. 2) Provide minimum 10-feet transition zone for bicyclists exiting roadway to mix with pedestrians. 3) If the directional indicator angle exceeds 30°, the angled portion of the directional indicator shall be increased to 2-feet wide. Drawing not to scale ---PAGE BREAK--- 52 I City of Redmond Bicycle Design Manual TYPICAL SLOPE: 1(V):30(H) MAXIMUM SLOPE: 1(V):10(H) MATCH BIKE FACILITY (TYP) 5' MIN ADD CATCH BASIN AS NEEDED 1-FOOT WIDE TACTILE DIRECTIONAL INDICATOR DETECTABLE WARNING SURFACE 3' MIN (TYP) 30° MAX Transition Ramps with Two-Way Bikeway INTENT: To transition bicyclists from one facility to another and/or provide bicycle access. NOTES 1) Ramps that direct bicyclists from the roadway to a shared sidewalk or other off -street facility should be used as transition components only, including at: • Roundabouts • Bridges • Constrained locations to facilitate bicycle left turns • Locations where a bike facility transitions to a shared-use pathway, trail, or other off -street path network. • Locations where a bicyclist will be expected to dismount when entering the shared-use sidewalk such as bus stops, light rail stations, train stations, adjacent to a school etc. Adequate space for dismounting should be provided. 2) Provide minimum 10-feet transition zone for bicyclists exiting roadway to mix with pedestrians. 3) If the directional indicator angle exceeds 30°, the angled portion of the directional indicator shall be increased to 2-feet wide. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 53 BIKE LANE BUS ISLAND BUS STOP FLAG DETECTABLE WARNING SURFACE (TYP) 10' TYP 8' MIN Floating Bus Island with Bike Lane INTENT: To provide a high-comfort bicycle facility at a bus stop by routing bicyclists behind the bus stop. Drawing not to scale NOTES 1) The length of the fl oating bus stop island should be such that all doors of the bus can load onto the island. 2) The placement of the fl oating bus stop island should be such that the rear of a stopped bus does not block the crosswalk. 3) Cross slope of fl oating bus stop must meet ADA requirements. 4) Beveled curb may be used on bike lane side of fl oating bus stop island, but the width of curb cannot be considered part of the accessible width of the bus stop. ---PAGE BREAK--- 54 I City of Redmond Bicycle Design Manual BIKE LANE BUS ISLAND DETECTABLE WARNING SURFACE (TYP) BICYCLE RAMP (TYPICAL), TYPICAL SLOPE: 1(V):30(H) MAXIMUM SLOPE: 1(V):10(H) CHEVRON MARKING WITH GREEN BACKING (OPTIONAL) 10' TYP 8' MIN R9-6 BUS STOP FLAG DETECTABLE EDGE (SEE NOTE 4) ADD CATCH BASIN AS NEEDED Raised Bike Lane Behind Bus Stop INTENT: To provide a high-comfort bicycle facility at a bus stop in a constrained environment by routing bicyclists behind the bus stop. NOTES 1) The length of the bus stop should be such that all doors of the bus can load onto the island. 2) The placement of the bus stop should be such that the rear of a stopped bus does not block the crosswalk. 3) Crosswalk markings across the bike lane and detectable warning surfaces should align with location(s) of bus door(s) 4) A detectable edge should be used at the edges of the bike lane to prevent pedestrians crossing the bike lane except at designated crossings. Options include tactile directional indicators, landscaping, raised planters, street furnishings, bus stop amenities, and railings, or an intermediate height bike lane with a beveled asphalt curb. 5) Catch basins may be needed to prevent ponding at bottom of bike ramps. 6) The intermediate level bike lane asphalt is warped to achieve a level landing at sidewalk level at the pedestrian crossing of the bike lane. 7) Instead of an intermediate level bike lane, a sidewalk level bike lane may be used but will require tactile directional indicators so it is not preferred. Drawing not to scale ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 55 BIKE LANE BICYCLE RAMP (TYPICAL), TYPICAL SLOPE: 1(V):30(H) MAXIMUM SLOPE: 1(V):10(H) CHEVRON MARKING WITH GREEN BACKING (OPTIONAL) BICYCLE RAMP (TYPICAL), TYPICAL SLOPE: 1(V):30(H) MAXIMUM SLOPE: 1(V):10(H) CHEVRON MARKING WITH GREEN BACKING (OPTIONAL) BUS STOP FLAG SIDEWALK LEVEL BIKE LANE AT TRANSIT PLATFORM DETECTABLE WARNING SURFACE PEDESTRIAN CROSSING AT DOOR ZONES (TYP) ADD CATCH BASIN AS NEEDED R9-6 Raised Bike Lane in Front of Bus Stop INTENT: To provide a medium comfort bicycle facility at a bus stop in a constrained environment by providing a bike lane between the stopped bus and the passenger waiting area. NOTES 1) This treatment is only appropriate in very constrained areas with lower numbers of passenger boardings/alightings. 2) The length of the raised bike lane area should be such that all doors of the bus can load onto the raised bike lane. 3) The placement of the raised bike lane area should be such that the rear of a stopped bus does not block the crosswalk. 4) Crosswalk markings across the bike lane should align with location(s) of bus door(s). 5) If space allows, by narrowing the bike lane to 4 feet minimum, a minimum 3-foot wide space can be provided for bus riders exiting the bus so that they don’t have to step out directly into the bike lane. Drawing not to scale ---PAGE BREAK--- ---PAGE BREAK--- Signal Treatments ---PAGE BREAK--- 58 I City of Redmond Bicycle Design Manual Bicycle Signal (with lead interval) INTENT: Provide guidance for installing dedicated bicycle signals. Locations Bicycle signals are used to minimize confl ict and frustration, and to increase safety and predictability for all users. A bicycle signal should be considered in the following situations: • Turning vehicle volumes exceed thresholds shown in the table below. • Where left-turning bicyclists are making diffi cult movements due to factors such as multiple lane changes with a high speed diff erential. In this case an exclusive bike phase should be used, and the bike phase must not overlap the green phase for turning vehicles. Design Requirements Time-separated movements typically require dedicated turn lanes and protected-only phasing with appropriate signal heads for vehicles that tell turning motorists to wait while through vehicles and bicyclists are given a green signal phase. For layout of bicycle signal heads, refer to the MUTCD Interim Approval for Optional Use of Bicycle Signal Face (IA-6) in addition to the following supplemental guidance: • Consider optically programmed or shielded bicycle signal displays if MUTCD requirements for lateral position cannot be met or if signal face visibility cannot be optimized. Use of bicycle symbol stencils for bicycle signal heads is recommended. • A supplemental 4 inch nearside bicycle signal display should be used if the intersection is more than 120 feet wide. A nearside bicycle signal display shall be mounted such that the bottom of the signal housing is no less than 4 feet above the ground and no more than 8 feet above the ground or sidewalk in locations not over a roadway. • 8 or 12 inch farside bicycle signal heads shall be mounted such that the bottom of the signal housing is no less than 7 feet above the ground or sidewalk in locations not over a roadway. In locations where far-side bicycle signals are mounted to the same pole as a pedestrian signal, the bicycle signal should be located above the pedestrian signal. Bicycle signal faces with protected-only phases are permitted for use with Interim Approval from FHWA. Bicycle signal faces with permissive signal phases require a request to experiment from FHWA. Bicycle signal faces with protected only phases are permitted for use with Interim Approval from FHWA. Bicycle signal faces with permissive signal phases require a request to experiment from FHWA. Hourly Volume Thresholds for Separate Turn Phases Left Turn Crossing One Oncoming Lane Left Turn Crossing Two Oncoming Lanes One-Way Buff ered or Separated Bike Lane Two-Way Buff ered or Separated Bike Lane or Sidepath *Threshold also applies to left turns on one-way streets 1 NO TURN ON RED 2 3 1 2 3 Primary signal head 8 or 12-inch Near-side signal head 4-inch See section on bike detection 7’ min. 4’ 8’ min. max. ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 59 Bicycle Detection INTENT: Provide guidance for signal actuation for bicyclists at intersections. Locations If the bicycle phase is not set to recall each cycle, bicycle detection shall be installed. Bicycle detection may be necessary or provide operational improvements for: • Bicycle minimum green – Provide bicycle detection at signals to allow an increased minimum green time for bicyclists where vehicle minimum green times are too short. • Protected bicycle phases – Bicycle detection will allow the signal to dynamically skip phases when bicyclists are not present. Consider with exclusive bicycle phases or where time-separated turn restrictions exist. • Advanced detection – Advanced detection can be used to call a green for an approaching bicyclist or extend the green phase up to the maximum as appropriate, or to actuate warning beacons. • Turn on Red Restrictions – Bicycle detection may also be used to activate variable turn on red restriction signs • Bicycle detection should be considered for 24/7 counting purposes Design Considerations • Passive actuation of bicycle signals through loops or another passive detection method is preferred to the use of push buttons for actuation. However, bike push buttons may be more appropriate at intersections where passive detection is infeasible or impractical. • For induction loop detection, detection pavement marking symbols at signals shall be placed where bicyclists wait. Prefer either in the center of a bike box or immediately behind the stop bar in the bike lane. Intersections without dedicated bicycle facilities should provide detection in the center of the outside lane. • Refer to MUTCD 9C-7 or City of Redmond SD 320A for detail. Type D or diagonal quadruple loop detectors allow for bicycles to be detected across the entire width of the loop while rejecting vehicles in adjacent lanes. Thermal camera technology should be considered on approaches with three or more lanes given its eff ectiveness, fl exibility in terms of optimizing detection, and comparable costs to loop detectors in this context. • If push buttons are used, they should be mounted curbside such that bicyclists do not have to dismount to actuate the signal, or be accessible via a curb ramp designed to accommodate bicycle movements to the button. • Blue indication lights that turn on when a bicyclist has been detected are useful to assure bicyclists that they have been detected by the passive actuation. ---PAGE BREAK--- 60 I City of Redmond Bicycle Design Manual Right Turn on Red (RTOR) Restriction INTENT: Reduce confl icts between turning vehicles and bicyclists. Locations RTOR restrictions are typically used in the following situations: • Two-stage turn queue box – At locations where a two-stage turn queue box is provided to facilitate bicyclist left-turns, restrict turns from the street on which the turn queue box is placed because turning drivers are likely to obstruct the queue box. • Locations with bike boxes – At locations where a bike box is provided to create an advanced stop and queue area for cyclists. The No Turn on Red restriction is needed to enforce motor vehicles stopping and staying in the correct location prior to the bike box. • Two-way cycle track – At locations where a two-way cycle track is present, restrict right-turns from the street intersecting with the facility, as drivers may not anticipate confl icts from cyclists approaching from the contra- fl ow direction. • Exclusive bike phase – At locations where traffi c signal phasing includes an exclusive bike phase restrict turns on red for all movements which would confl ict with the exclusive phase. RTOR restrictions should be considered in the following conditions: • Encroachment – at intersections where a bike lane is present and vehicles are observed encroaching into the bike lane to pass queued vehicles on the right when making right-turn on red movements. • Limited sight distance – at intersections where sight distance may be insuffi cient for vehicles approaching from the left (or right, if applicable). A sight distance of less than 190 feet for a 30 mph speed may be considered for a RTOR restriction (AASHTO Stopping Sight Distance). • Unique geometric confi gurations – at intersections where streets do not cross at 90 degrees; or where more than two streets intersect (i.e. 5-leg intersection), which may result in unexpected movements. • Crashes – at locations where right-turns-on-red have resulted in a bicycle or pedestrian crash. Design Considerations • NO TURN ON RED signage often is installed near the appropriate signal head on approaches that meet the above criteria. • Alternative treatments such as modifying the placement of stop bars to improve sight distances to approaching bicyclists should be evaluated. bicyclist access to the queue box. Exclusive bike signal phase – At locations where traffic signal phasing includes an exclusive bike signal phase, restrict turns on red for all movements which would conflict with the exclusive phase. ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 61 Long-term Bicycle Parking Guidelines      City of Redmond >ŽŶŐͲdĞƌŵBicycle Parking Guidelines ϮϬϭϲ ---PAGE BREAK--- 62 I City of Redmond Bicycle Design Manual City of Redmond Long-Term Bicycle Parking Guidelines PURPOSE This ƐĞĐƚŝŽŶƉƌŽǀŝĚĞƐĚĞƚail ƌĞŐĂƌĚŝŶŐ bicycle parking guidelines in the Redmond Bicycle &ĂĐŝůŝƚŝĞƐĞƐŝŐŶ Manual for locating and designing secure, long-term bicycle parking facilities in ĂĐĐŽƌĚĂŶĐĞǁŝƚŚƚŚĞ City of Redmond's bicycle parking requirements as published in Section 21.40.020 of ƚŚĞZĞĚŵŽŶĚ Zoning Code. Additional information regarding bicycle parking and other bicycle related ĚĞƐŝŐŶŝƐƐƵĞƐ are addressed in the Redmond Bicycle Facilities Design Manual and the American WĞĚĞƐƚƌŝĂŶĂŶĚŝĐLJĐůĞ Professionals ƐƐĞŶƚŝĂůƐŽĨŝŬĞWĂƌŬŝŶŐ͕ϮϬϭϱ. DESIGN CONSIDERATION Security: Long-term bicycle parking needs to be located in a secure location where access to the bicycles is limited and is not available to the general public. Secure access can be achieved in any of the following ways: x Designated indoor bike room with locking system x Bike cage with locking system in a parking garage x Uncaged bike parking in a garage or area with 24-hour secured access (protect bike parking areas not in a cage from autos with bollards, curbs, or other means) x Individual bicycle lockers with locking system x Designated bike space with racks inside an office area which can be locked when it is not occupied x If garage racks are accessible to the general public they must be directly adjacent to an attendant booth that is occupied 24-hours a day PUBLIC AWARENESS AND ACCEPTANCE Notifying building occupants of the availability of easily accessible and convenient to use long-term bike parking will ensure that it is well used and an important amenity for all. x Locate bicycle parking in a well-lit, well-traveled area x Follow guidelines for proper layout and installation of the bike racks x Inform building users of this important amenity x Identify bicycle parking with prominent signage x Consider including other amenities, such as a bicycle tool station or lockers for cyclists' personal effects and bike gear BICYCLE RACK TYPES ZĂĐŬƚLJƉĞƐĂƌĞƚŽďĞĂƉƉƌŽǀĞĚďLJƚŚĞdƌĂŶƐƉŽƌƚĂƚŝŽŶWůĂŶŶŝŶŐΘ ŶŐŝŶĞĞƌŝŶŐDĂŶĂŐĞƌ͘&ŽƌĂůŝƐƚŽĨƌĂĐŬ ƚLJƉĞƐƐĞĞ ƐƐĞŶƚŝĂůƐŽĨŝŬĞWĂƌŬŝŶŐ͕ϮϬϭϱ published by the Association of Pedestrian and ŝĐLJĐůĞ WƌŽĨĞƐƐŝŽŶĂůƐ;WWͿ͘Acceptable rack types include: x Inverted U (single or fastened in series) x Post and Ring ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 63 x Wall-Mounted Racks with fixed attachment points x Wheel well - Secured, with arm or feature that supports frame x Modified Coat hanger x Two-Tier, or Double-Decker ;ůŝĨƚĂƐƐŝƐƚƉƌĞĨĞƌƌĞĚͿ Whichever type of rack is selected, the rack should provide users with the ability to securely lock their bicycle to the rack. Because rack dimensions, bicycle spacing, and additional features such as locking or support mechanisms vary by manufacturer, check to ensure that selected racks comply with the minimum dimensions recommended in these guidelines. LAYOUT, ACCESS AND CLEARANCE The layout, access and clearance of long-term bicycle parking are critical to it being a useful amenity for a development. x See the figures on the following pages for guidance and examples of rack layout within secure, long-term bicycle parking facilities, including general rack and aisle spacing dimensions x A minimum 3 feet parallel spacing between conventional ground-level bicycle racks (e.g. inverted- U racks) to allow access to bicycles parked adjacent to each other x A minimum 5 feet perpendicular access aisle between rows of bicycle parking to allow users to safely move and park their bicycles x A minimum 2 feet 6 inches perpendicular spacing between a row of conventional ground-level bicycle racks (e.g. inverted-U racks) and walls or obstructions to allow the bike to be placed correctly on the rack x Allow 24" minimum clearance for user access between a wall or other obstruction and the side of the nearest parked bicycle (may use 18" minimum for some rack types such as wall-mount) x Provide at least 25% ground-level bicycle parking spaces, to allow for use by those unable to lift their bicycles to higher racks and those with bicycle types that may not fit in upper-level or wall- hanging racks (e.g. recumbents, folding bicycles, cargo bicycles, or those with trailers) SPECIAL CONSIDERATIONS x Providing bicycle parking at the end of a parking stall intended for use also by a motorized vehicle is not acceptable x A single-family townhome with secure garage is exempt from the bicycle parking requirement, as the garage may be used for secure bicycle parking ---PAGE BREAK--- 64 I City of Redmond Bicycle Design Manual ---PAGE BREAK--- City of Redmond Bicycle Design Manual I 65