City of Eden Prairie
Pedestrian and Bicycle Plan
Toolbox of Pedestrian and Bicycle
Treatments and Best Practices
Final Report
Best Practices for Pedestrian and Bicycle Infrastructure
Introduction
Walking and bicycling are two healthful, affordable
and convivial activities that can fulfill transportation
and recreation functions while enhancing the qualities
of those places where they are accommodated.
Cities large and small are rethinking their approaches
to mobility to better integrate walking and bicycling
into their fabric, and exploring new approaches for
maximizing sustainability and prosperity while
improving quality of life for their residents.
This Pedestrian and Bicycle Plan, funded by
Hennepin County and sponsored by the City of Eden
Prairie, aims to provide a best practices-based
approach toward the development and step-by-step
implementation of solutions that make it easier, safer,
more comfortable and more convenient for residents
of Eden Prairie to integrate walking and cycling into
their daily lives.
The soon-to-be-realized SW LRT line - with five
stations planned within the city - offers Eden Prairie
an ideal opportunity to build on its assets, expand
transportation choices, and create convenient city
connections that allow residents to comfortably and
conveniently incorporate Active Transportation into
their daily routines. A network of interconnected
bikeways and walkways, tightly integrated with access
to and from the new SW LRT stations, will help Eden
Prairie meet its goals of becoming a more vibrant,
connected and prosperous city.
This report includes a description of best practices for
the development of infrastructure for walking and
bicycling. The tools and approaches included are
based on a survey of national applications and case
studies, and provide guidance for improvements to
street cross sections, intersections, and signals to
make walking and biking safer, more inviting, more
comfortable and more convenient.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Walking and biking are fun, healthy and enjoyable
activities that benefit individuals and communities.
Well-Designed Infrastructure
Invites Walking and Bicycling
• Well-designed pedestrian and bicycling
infrastructure - dedicated pedestrian and
bicycling routes, signals, signage, and others
- makes walking and bicycling safer, and
more convenient, comfortable, and inviting.
• Cities, neighborhoods, and communities that
offer high quality pedestrian and bicycle
infrastructure experience higher rates of
bicycling and walking.
Purpose of this Guide
This document is intended as a resource in
selecting and implementing pedestrian and
bicycle infrastructure. It is not intended to
define specific standards or practices for the
City of Eden Prairie.
1
Best Practices for Walking: Sidewalks
Description
Sidewalks designate space for the exclusive use of
pedestrians, and are a foundational element for a
system of pedestrian mobility. They are also a vital
component of healthy commercial districts, providing
access to businesses, space for street furniture and
plantings, and for the casual interactions that support
community interpersonal connections. Well-designed
sidewalks provide four distinct “zones” that allow them
to function in different contexts, with dimensions that
respond to the the land uses and locations they serve.
The four zones are:
• The pedestrian zone is the zone where people walk.
This zone should accommodate people with varying
mobility and allow them to navigate the city or district
safely and comfortably. Width for a main street /
commercial district should be between 6 to 8 ft.
Width for a residential district should be at least 5 ft.
• The frontage zone is the portion of the sidewalk that
provides access to businesses or other uses
adjacent to the sidewalk. It is also the space that can
be used for outdoor seating for cafés or restaurants
in commercial districts. A minimum of 2.5 ft is
recommended for store access, with greater widths
to accommodate seating.
• The furniture zone is the portion of the sidewalk
where trees, newspaper stands, benches, signs and
trash receptacles are placed. Part of its usefulness is
that these important elements are placed where they
donʼt obstruct the mobility of people walking or in
wheelchairs. In addition, this zone increases the
distance between the pedestrian zone and moving
motor-vehicles - increasing comfort and sense of
safety for people on foot.
Sidewalk zones in a commercial district.
Design guidance
• Minimum width recommendation for a
sidewalkʼs pedestrian zone is 6 ft wide in a
commercial district, and 5 ft in a residential
district; and
• Sidewalks should be in good condition and
free of obstructions.
separation between automobiles and
pedestrians.
Application of Facility
• Sidewalks should be considered in residential
neighborhoods, commercial districts, near
schools, and all other locations where
pedestrians desire access. Sidewalks should
connect pedestrians to businesses, parks,
schools, and other amenities through a
comprehensive network of routes.
• The curb zone is the outermost edge of the
pedestrian realm and is generally raised above the
motor-vehicle travelway to create a defined and safe
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Best Practices for Walking: Curb Ramps
Description
Curb ramps allow wheelchair users, people with sight
or mobility impairments, and parents using strollers to
easily enter and exit sidewalks and pedestrian
crossings. They also make walking generally more
comfortable and safer for all pedestrians. They should
be used at all locations where pedestrians are
expected to cross. The recommended practice is to
provide two perpendicular ramps (rather than a single
one at a corner) to better accommodate wheelchair
users and reduce conflicts with motor-vehicle traffic.
Application of Facility
• Curb ramps should be included at all locations where
Perpendicular curb ramps.
pedestrians are expected to cross.
Design guidance
• Preferred design is to provide two
perpendicular ramps rather than one on the
corner in order to better place wheelchair
users and reduce conflicts with traffic;
• The slope of a ramp should be no greater
than 8.3%;
• Ramp width is a minimum of 48”, with a
corresponding landing of equal width; and
• Detectable warnings must be included for
people with vision impairments.
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Best Practices for Walking: High-Visibility Crosswalk
Description
Marked crosswalks help to create a continuous route
network for pedestrians and improve pedestrian
visibility by alerting motorists to their potential presence
at crossings and intersections.
Application of Facility
• Should be used at fully-controlled intersections where
sidewalks exist (all-way stop signs or traffic lights);
• Should not be used at uncontrolled crossings as a
stand alone device when speeds exceed 40 mph, to
discourage unsafe crossings; and
• At uncontrolled crossing locations and where multiple
motor vehicle travel lanes per direction are present,
Advanced Stop Bars should be considered to
address the potential for “hidden threat” crashes.
Different types of marked crossings. Image courtesy of
The Model Design Manual for Living Streets.
Design guidance
• Advanced Stop Bars should be considered when
multiple motor vehicle travel lanes per direction
are present in order to minimize risk of “hidden
threat” crashes.
• Crossings marked with pavers are discouraged
as they can be difficult for those with mobility
impairments.
• High-visibility marked crossings are preferred
because they are easier for motorists to see.
• Minimum markings consist of solid white lines
between 6-24” in width (MUTCD).
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Imprinted thermoplastic crosswalk used to provide a
high-visibility crosswalk for students near Creek Valley
Elementary in Edina, MN. Imprinted thermoplastic
crosswalks can be used to provide visible and durable
decorative patterns in school zones and downtown
areas, and can be used to create community identity and
branding. Image courtesy of ennisflint.com.
4
Best Practices for Walking: Median Crossing Island
Description
Median crossing islands make pedestrian crossings
safer and easier by dividing them into two stages so
that pedestrians only have to worry about crossing one
direction of traffic at a time. Median crossing islands
make high-volume roads safer and easier to cross,
especially for slower walkers such as children and the
elderly who might otherwise get stranded in the middle
of the roadway. Space can sometimes be a constraint
as crossing islands require the provision of a median in
the center of the road.
Application of Facility
• Multi-lane roads;
• Roads where speeds are high or where there are
Median crossing island (Bainbridge Island, WA, pictured
above). Image courtesy of FHWA.
high volumes of traffic; and
• Schools, transit hubs, trails, shopping centers and
work centers.
Design guidance
• In addition to signage, trees and low ground
cover increase visibility to alert drivers of the
presence of the median island;
• Minimum width of 6ʼ;
• Adequate lighting should be provided; and
• Pedestrian path in the median should be
angled so the pedestrian faces traffic before
crossing.
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Best Practices for Walking: Curb Extensions
Description
Curb extensions are the extension of the sidewalk and
curb into the travelway at corners. These features (also
known as bump-outs) improve pedestrian safety by
increasing the visibility of pedestrians to motorists, by
slowing down right-turning motorists, and by reducing
crossing distance, thus decreasing the time it takes for
a pedestrian to travel across an intersection.
Additionally, curb extensions can provide room for
street furniture, landscaping or gathering space for
pedestrians while waiting to cross the street.
Application of Facility
• Curb extensions should only be applied where street
parking is present;
Curb extension and marked crosswalks on Main Street in
Downtown Hopkins, MN.
• Should never extend into travel lanes, including those
designated for cyclists; and
• Appropriate for busy collector streets, minor arterials
where parking is allowed, in commercial / downtown
districts, and in residential districts.
Design guidance
• Curb extensions are not to interrupt travel
lanes, including bike lanes.
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Best Practices for Walking: Pedestrian Hybrid Beacon (PHB or HAWK)
Description
The pedestrian hybrid beacon (PHB or HAWK) is a
pedestrian-activated red-indication signal designed for
locations where a standard traffic light does not meet
traffic engineering warrants. The HAWK gives
pedestrians a chance to comfortably cross busy roads
at intersections or mid-block locations protected by an
enforceable, red-indication signal for motorists.
The HAWK remains dark until activated by a pedestrian
pressing the crossing button. Once activated, the
signal responds immediately with a flashing yellow
pattern that changes to a solid red light providing
unequivocal “Stop” guidance to motorists. HAWK
signals have been shown to elicit very high rates of
motorist compliance. Cost for installation of a HAWK
typically ranges from $75,000 to $150,000.
Pedestrian Hybrid Beacon (PHB, or HAWK) at a crossing
of Division Street in St. Cloud.
Application of Facility
• Where no traffic signal is present;
• At mid-block or intersection locations; and
• The MUTCD (Chapter 4F) has guidance for applying
a HAWK on roads with speeds of more than 35 mph
and less than 35 mph based on Pedestrian Per Hour
and Vehicle Per Hour approach numbers.
Design guidance
• Should include installation of a marked
crosswalk; and
• An advanced stop bar should be installed
ahead of the crosswalk.
HAWK signal sequence. Image courtesy of Neenah, WI.
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Best Practices for Walking: Rectangular Rapid Flash Beacon (RRFB)
Description
The Rectangular Rapid Flash Beacon (RRFB) is a
high-intensity flashing sign assembly that is placed
ahead of a crosswalk. It helps alert drives to the
presence of the crosswalk. The RRFB is pedestrianactivated, and uses an irregular “stutter” flash pattern
with very bright amber lights (similar to those on
emergency vehicles) to alert drivers to yield to
pedestrians who wish to cross.
The RRFB offers a higher level of driver compliance
than other flashing yellow beacons, but lower than the
HAWK signal. Installation cost typically ranges from
$10,000 to $15,000 for two assemblies (for installation
on each side of the street).
Application of Facility
Solar-powered RRFB installation in St. Petersburg, FL.
Image courtesy of pedbikeimages.org, Michael
Frederick.
• RRFBs can be used at crosswalks where no traffic
signal is present;
• Suitable for two-lane roads (one assembly on each
side of the street) and four-lane roads (one assembly
on each side of the street and in the median or center
island);
•
Not compatible with three-lane approaches if
roadside-mounted signs are used (due to potential
line of sight issues / obstruction of signs);
•
FHWA permits the overhead placement of RRFBs,
when it is not possible to achieve clear visibility of
roadside signs; for placement, FHWA directs: “Only a
minimum of one such sign per approach is required
and it should be located over the approximate center
of the lanes of the approach or where optimum
visibility can be achieved.”
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Design guidance
• Employ RRFBs only at crossing problem
areas, school routes, or high volume routes in
order to prevent a decrease in compliance;
• A beacon should be placed between the
pedestrian crossing sign and the attached
arrow plaque; and
• For overhead signs, no arrow plaque is
required.
8
Best Practices for Walking: Countdown Timers
Description
This device consists of a standard pedestrian crossing
signal which works in conjunction with a timer that
counts down during the period in which the ʻred handʼ
symbol is normally blinking. The timer indicates
exactly how much time is left until crossing is no longer
permitted. Countdown timers are well understood, are
relatively low-cost and easy to install, and effectively
reduce the number of pedestrians in the crosswalk at
the time of the light change. Pushbuttons can be used
to activate countdown timers.
Application of Facility
• All crossings with sidewalks or shared-use sidepaths.
Pedestrian countdown timer at a pedestrian crossing at
an intersection. Image courtesy of Bike Walk Lincoln
Park.
Design guidance
• Can be used to upgrade existing standard
pedestrian crossing signals at intersections
with high traffic volumes or pedestrian
populations with need for greater protection
such as elderly citizens and school children
• Costs range from $300-$800 per installation
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Best Practices for Walking: Pedestrian Pushbuttons
Description
Pushbuttons are devices that can be installed at
crossings to allow pedestrians the ability to actively
signal that they wish to cross at a crosswalk location.
Pushbuttons serve to activate the pedestrian-specific
crossing signal located at the intersection or crossing.
When used, pushbuttons should be clearly visible and
easily accessible to pedestrians, and should be located
at both ends of the crossing. Pushbutton activation
should require minimal effort, and should provide
feedback to the user to indicate that their request has
been received by the signal system.
Application of Facility
• All crossings with pedestrian-specific crossing control
Pushbuttons at Anderson Lakes Parkway and Flying
Cloud Drive in Eden Prairie.
signals.
Design guidance
• Place pushbuttons at a mounting height of
approximately 3.5 feet, but no more than 4
feet above the sidewalk while being located
as close as possible to the curb ramp without
reducing the width of the path; and
• Include accessible pedestrian signals (APS)
provide audible and/or vibro-tactile signals
that correspond to the visual crossing signals
for visually impaired pedestrians. An online
guide to best practices for APS is available
here: http://onlinepubs.trb.org/onlinepubs/
nchrp/nchrp_w150.pdf.
Recommended placement location of pedestrian pushbutton signals. Image courtesy of MUTCD.
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Best Practices for Walking: Leading Pedestrian Interval
Description
A Leading Pedestrian Interval (LPI) is a traffic signal
programming practice that sets the pedestrian walk
sign to occur several seconds before the ʻgreen lightʼ at
the parallel street. This gives pedestrians a head start
into the intersection so that they are more easily seen
when cars begin to move forward.
The LPI is typically three to five seconds, and requires
only reprogramming of the light sequence with no
additional equipment, making it a low-cost solution.
Application of Facility
• Wide crossings;
• Crossings with high pedestrian or vehicle traffic
volumes;
The Leading Pedestrian Interval allows pedestrians to
cross before cars are permitted to proceed. Image
courtesy of bikeuptown.org.
• School crossings; and
• Crossings where elderly citizens are expected.
Design guidance
• An LPI of 3 seconds has been shown to
provide an adequate lead for pedestrians
without reducing the green light time
significantly.
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Choosing the Right Crossing Treatment
Many current design manuals and best practices guides offer guidance on when and where to implement
pedestrian crossing treatments. A potentially useful reference for Eden Prairie is the 2011 City of Boulder,
Colorado Pedestrian Crossing Treatment Installation Guidelines (available online at http://nacto.org/docs/usdg/
boulder_crossing_guidelines_boulder.pdf)
Figure 1 from this report (below) presents a flowchart for selecting appropriate crossing treatments for
pedestrians based on the specific roadway configuration. Accompanying tables/figures are provided on the
two pages that follow. The Eden Prairie Pedestrian and Bicycle Plan offers more guidance on how and when
to apply different crossing treatments.
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Choosing the Right Crossing Treatment
Table 1: Criteria for Crossing Treatments at Uncontrolled Locations
Roadway ADT and Posted Speed
# of lanes
crossed to reach
a refuge (1)
# of multiple
threat lanes per
crossing (2)
2 Lanes (one way street)
2
1
A
B
C
E
A
B
C
E
B
B
C
E
B
C
C
E
2 Lanes (two way street, no median)
2
0
A
B
C
E
A
B
C
E
B
B
C
E
B
C
C
E
3 Lanes w/ Raised Median
1 or 2
0 or 1
A
B
D
E
A
C
D
E
B
D
D
E
C
D
D
E
3 Lanes w/ Striped Median
3
0 or 1
C
C
D
E
C
C
D
E
C
C
D
E
C
D
D
E
4 Lanes (two way street, no median)
4
2
A
D
D
E
B
D
D
E
B
D
D
E
D
D
D
E
5 Lanes w/ Raised Median
2 or 3
2
A
B
D
E
B
C
D
E
B
C
D
E
C
C
D
E
5 Lanes w/ Striped Median
5
2
D
D
D
E
D
D
D
E
D
D
D
E
D
D
D
E
3 to 6
4
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
Roadway Configuration
6 Lanes (two way street with or without
median)
1,500 – 9,000 vpd
9,000 – 12,000 vpd
12,000 – 15,000 vpd
>15,000 vpd
≤ 30 35 40 ≥ 45 ≤ 30 35 40 ≥ 45 ≤ 30 35 40 ≥ 45 ≤ 30 35 40 ≥ 45
mph mph mph mph mph mph mph mph mph mph mph mph mph mph mph mph
NOTES:
1. Painted medians can never be considered a refuge for a crossing pedestrian. Similarly, a 4 foot wide raised median next to a left turn lane can only be considered a refuge for
pedestrians if the left turning volume is less than 20 vehicles per hour (meaning that in most cases the left turn lane is not occupied while the pedestrian is crossing).
2. A multiple threat lane is defined as a through lane where it is possible for a pedestrian to step out from in front of a stopped vehicle in the adjacent travel lane (either through or
turn lane).
Treatment Descriptions
A
Install marked crosswalk with enhanced road-side signs
Specific Guidance: Install marked crosswalk with “State Law – Yield to Pedestrian” signs mounted on the side of the roadway with standard (W11–2)
advance pedestrian warning signs; use S1–1 signs for School Crossing locations.
B
Install marked crosswalk with enhanced road-side and in-roadway (bollard mounted) signs
Specific Guidance: Install marked crosswalk “State Law – Yield to Pedestrian” signs mounted on the side of the roadway and on in-roadway bollards; use
standard (W11–2) advance pedestrian warning signs; use S1–1 signs for School Crossing locations.
C
Install marked crosswalk with enhanced signs and geometric improvements to increase pedestrian visibility and reduce exposure
Specific Guidance: For 2 or 3-lane roadways, install marked crosswalk with “State Law – Yield to Pedestrian” signs mounted on the side of the roadway
and on in-roadway bollards or median mounted signs; use standard (W11–2) advance pedestrian warning signs; use S1–1 signs for School Crossing
locations. Add neckdowns or median refuge islands to shorten the pedestrian crossing distance and increase pedestrian visibility to motorists.
D
Install marked crosswalk with enhanced signs, pedestrian activated RRFBs, and geometric improvements to increase pedestrian visibility and
reduce exposure
Specific Guidance: Install raised median refuge island (unless it is a one-way street or one already exists) to shorted the pedestrian crossing distance and
increase pedestrian visibility to motorists. [If a median refuge cannot be constructed on a two-way street, go to Scenario F]. Install marked crosswalk with
“State Law – Yield to Pedestrian” signs WITH pedestrian activated RRFBs mounted on the side of the roadway and on median mounted signs; use
standard (W11–2) advance pedestrian warning signs; use S1–1 signs for School Crossing locations. Consider adding neckdowns at the crossing if onstreet parking exists on the roadway and storm drain considerations will allow. [Note: If pedestrian volume falls above the RRFB limit line in Figure 2,
consider HAWK beacon, pedestrian traffic signal, or grade-separated crossing.]
E
Do not install marked crosswalk at uncontrolled crossing. Determine if the speed limit can be effectively reduced to 40 mph AND a raised
refuge median can be installed. If so, utilize Scenario D criteria above. If this is not possible, or if pedestrian volume falls above the RRFB limit
line on Figure 2, consider HAWK beacon, pedestrian traffic signal, or grade-separated crossing.
Specific Guidance: Consider HAWK beacon, pedestrian traffic signal or grade-separated crossing; application of these treatments will consider corridor
signal progression, existing grades, physical constraints, and other engineering factors.
F
Do not install marked crosswalk at uncontrolled crossing with 3 or more THROUGH lanes per direction or where the speed limit is ≥ 45 mph
and/or there is not a median refuge on a 5-lane crossing. Consider HAWK beacon, pedestrian traffic signal, or grade-separated crossing.
Specific Guidance: Consider HAWK beacon, pedestrian traffic signal or grade-separated crossing; application of these treatments will consider corridor
signal progression, existing grades, physical constraints, and other engineering factors.
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Choosing the Right Crossing Treatment
Figure 2a: Guidelines for the Installation of Pedestrian Hybrid (HAWK) Beacons,
Pedestrian Signals, or Rectangular Rapid Flash Beacon (RRFB) Signs on Low-Speed
Roadways from the City of Boulder Pedestrian Crossing Treatment Installation Guide
Figure 2b: Guidelines for the Installation of Pedestrian Hybrid (HAWK) Beacons,
Pedestrian Signals, or Rectangular Rapid Flash Beacon (RRFB) Signs on High-Speed
Roadways from the City of Boulder Pedestrian Crossing Treatment Installation Guide
Note: Table 1, and Figures 2a and 2b are from the 2011 City of Boulder, CO Pedestrian Crossing Treatment
Installation Guidelines
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Best Practices for Walking or Biking: Off-Road Shared-Use Path
Description
Off-road shared-use paths, often referred to as multiuse trails, offer completely segregated space away
from the street for pedestrians, bicyclists, and other
users of non-motorized transportation. These paths
often link parks and other recreation destinations, and
some serve broader regional connection purposes.
Shared-use paths may exist as sidepaths, paralleling
roadways throughout the city and offering off-road
space for pedestrians and bicyclists. Shared-use paths
are generally comfortable for users of all ages and
abilities.
Application of Facility
• Along corridors where there is a sufficient width of
The Minnesota River Bluffs LRT Trail.
continuous right-of-way.
Design guidance
• For shared use paths (off-road trails):
- Recommended width of 10 - 12 feet
• For sidepaths (shared use paths provided
paralleling roadways):
- Recommended width of 10 - 12 feet if
provided on only one side of the street, and
8 feet if provided on both sides of the street
- Must consider interaction of users with
intersections and driveways
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Best Practices for Biking: Conventional Bike Lanes
Description
Bike lanes designate a portion of the roadway for
preferential use by bicyclists. Lanes are defined by
striping, pavement markings and signage. Bike lanes
create separation between cyclists and motorists and
increase cyclist comfort and visibility. On some roads,
space availability may be a constraint; however,
implementing a “road diet” (for example, by converting
a four-lane roadway to three-lanes), or decreasing the
width of travel lanes (down to 11 ft or 10 ft in urban
settings) can often free up additional roadway space
and provide a solution to this issue.
Application of Facility
• Bicycle lanes should be considered for streets that
exceed 3,000 or higher motor-vehicle average daily
traffic (ADT); and
A conventional bicycle lane. Image courtesy of
pedbikeimages.org, Jennifer Campos.
• Bicycle lanes are not recommended in the following
situations (shared-use paths should be used
instead):
- 2-Lane Road with ADT greater than 10,000 and
motor-vehicle speeds of 45 mph or greater; or
- 4-Lane Road with ADT greater than 20,000 and
motor-vehicle speeds of 45 mph or greater.
Design guidance
• Provide “Dooring Zone” clearance when bike
lanes are located adjacent to parked
vehicles;
• High frequency of painted markings
indicating that the space is a bike lane;
• Paved shoulders may be used in-lieu-of
bicycle lanes when no curb and gutter is
present;
• Place pavement markings out of the path of
turning vehicles to minimize wear; and
• Minimum width recommendation for
implementation of on-street bike lanes is 5ʼ
wide (outside of curb and gutter).
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Best Practices for Biking: Buffered Bike Lanes
Description
Buffered bike lanes provide cyclists with extra space
between the bike lane and moving traffic, increasing
their comfort. Buffers can provide cyclists with
adequate room to pass without having to merge into
automobile traffic.
Application of Facility
• All locations where a bike lane is considered;
• On streets with higher travel speeds and/or higher
travel volumes;
• On streets that provide additional lane width; and
• Buffered bike lanes may provide a safer and more
comfortable designated bicycling space for parents
with schoolchildren than conventional bike lanes and
should be considered for routes serving school
locations.
A buffered bike lane. This example has a buffer on the
left for separation from moving vehicles and a buffer
on the right for separation from parked cars (Park
Avenue, Minneapolis, pictured above).
Design guidance
• Frequent bicycle pavement markings
indicating to all road users that the space is
designated for cyclists;
• Color may be used at the beginning of each
block to clearly indicate to motorists that the
space is a buffered bike lane;
• Buffer is typically marked with 2 solid white
lines with optional diagonal hatching of 3ʼ;
and
• Buffered bike lane example in a constrained
space: 3ʼ buffer plus 4ʼ bike lane next to the
curb may be considered a 7ʼ bike lane.
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Best Practices for Biking: Contraflow Bike Lanes
Description
Contraflow bike lanes are bike-only lanes traveling in
the opposite direction of one-way motor vehicle traffic.
Contraflow bike lanes improve bicycle access to
destinations, increase connectivity and reduce the
need for cyclists to take detours. Additionally,
contraflow lanes decrease wrong-way riding and
sidewalk riding, which can be a hazard to both the
cyclist and pedestrians using the sidewalk.
Application of Facility
• One-way streets;
• Narrow streets;
• Lower speed, lower volume streets; and
• On corridors where alternative routes would require
A contraflow bike lane in Minneapolis.
cyclists to make detours.
Design guidance
• Accompanying signage: Bicycle lane symbol
should be used to define the bike lane and
direction. A “ONE WAY” sign with “EXCEPT
BIKES” should be posted along the facility
and at intersections to inform motorists of
contraflow treatment;
• Separation of contraflow lanes from motor
vehicle lane should be shown with a solid
double yellow line; and
• Contraflow lane width: 5.0ʼ minimum (not
including curb and gutter).
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Best Practices for Biking: Advisory Bike Lanes
Description
An advisory bike lane (also known as a “queuing
street”) is a treatment applied to narrow residential or
low volume and low speed streets. Advisory lanes
allow for two way traffic while still allowing room for two
bike lanes. In the instance that two cars meet going
opposite directions, a car is allowed to merge into the
bike lane with caution. Advisory lanes allow for cyclists
to have priority on roadways that would otherwise be
too narrow for bike lanes while also encouraging
motorists to drive more cautiously.
Application of Facility
• Corridors with low motor vehicle traffic volumes and
speeds;
• Narrow two way streets; and
• Do not provide centerline separating motor-vehicle
Advisory bile lanes on E. 14th Street in Minneapolis.
Image courtesy of Star Tribune.
traffic lanes.
Design guidance
• Advisory bike lane width: 5ʼ-6ʼ;
• 2-way motor vehicle lane: 12ʼ-18ʼ; and
• Colored pavement can be used on the edges
of the roadway (in the bike lane area) to
indicate to drivers that the space is prioritized
for bicycles.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Best Practices for Biking: Cycletracks
Description
A cycletrack is an exclusive lane for cyclists separated
from motor-vehicle traffic by a painted buffer and/or
physical barrier (such as a curb, parked cars, or
bollards), and separated and distinct from the sidewalk.
Different forms of cycletracks include one-way
protected cycletracks, raised cycletracks and two-way
cycletracks. Cycletracks significantly increase bicycle
ridership for people of all ages and experience levels
because the significant separation from motorized
vehicles greatly increases rider comfort.
Cycletracks also increase safety by reducing the
likelihood of ʻdooringʼ crashes. Cycletracks require
more space and infrastructure than conventional bike
lanes, and require special design attention at
intersections. Cycletracks are the preferred on-street
bicycle accommodation where the right-of-way space
allows for its installation.
Elements of a one-way protected cycletrack.
Application of Facility
• Adjacent to roadways with few cross streets and
longer blocks;
• Major roadways with high motor vehicle speeds and
traffic volume; and
• Streets with parking lanes.
Design guidance
• Should be designed with consideration of
intersections and driveway crossings;
• Colored pavement may be used to further define
the bicycle space; and
• One-way cycletrack width: 6ʼ to 12ʼ.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
A two-way protected cycletrack (protected by bollards
and a row of parked cars) in Portland, OR. Image
courtesy of Flickr.com, Joel Mann.
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Best Practices for Biking: Bicycle Boulevards
Description
A Bicycle Boulevard (also sometimes known as a
Neighborhood Greenway or Neighborhood Slow
Street) is a neighborhood residential street modified to
calm automobile traffic and discourage cut-through
traffic to make walking and bicycling on those streets
more comfortable.
Application of Facility
• Residential streets where traffic calming is desired;
• Residential streets a block or two away from a major
thoroughfare with high traffic volumes; and
• Target speed for motor-vehicle traffic on a bike
boulevard should be 20 to 25 mph.
A small traffic circle helps keep traffic speeds down
along this bike boulevard.
Design guidance
• Stop signs should be turned to face cross streets
to reduce the number of stops for cyclists;
• Traffic calming devices (traffic circles, speed
tables) will reduce motor vehicle speeds and
create a safer environment for cyclists and
pedestrians;
• Wayfinding markers should be employed to direct
cyclists to bicycle boulevards from major
thoroughfares and to alert motorists to the
presence of cyclists;
• Road paint elements should be utilized to
designate the roadway and remind motorists to
be mindful of bicyclists; and
• Signals, roundabouts, and/or median refuges
The Riverlake Greenway bike boulevard in Minneapolis.
should be used at major intersections when
necessary to calm and/or redirect through traffic.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Choosing the Right On-Street Bicycle Facility
See Figure 3 for guidance on selecting the appropriate on-street bicycle facility. Many current design manuals
and best practices guides offer guidance on when and where to implement bicycle treatments - bikeways,
signs, signals, crossings, and markings. The Eden Prairie Pedestrian and Bicycle Plan offers specific
guidance on how and when to apply different bicycle treatments.
Figure 3a. Bikeway Design Selection for Rural (Shoulder and Ditch) Cross Section
Motor Vehicle ADT (2 Lane)
<500
500–1,000
1,000–2,000
2,000–5,000
5,000–10,000
>10,000
Motor Vehicle ADT (4 Lane)
N/A
N/A
2,000–4,000
4,000–10,000
10,000–20,000
>20,000
25 mph
PS = 4 ft* or
SL
PS = 4 ft* or
SL
PS = 4 ft* or
WOL
PS = 4 ft*
PS = 4 ft*
N/A
30 mph
PS = 4 ft* or
SL
PS = 4 ft* or
WOL
PS = 4 ft*
PS = 4 ft*
PS = 6 ft
PS = 4 ft*
35–40 mph
PS = 4 ft* or
SL
PS = 4 ft* or
WOL
PS = 6 ft
PS = 6 ft
PS = 6 ft
PS = 8 ft
45 mph and greater
PS = 4 ft*
PS = 4 ft*
PS = 6 ft
PS = 8 ft
PS = 8 ft
SUP or
PS = 10 ft
Motor
Vehicle
Speed
*See discussion in Section 4–3.1 of the MnDOT Bikeway Facility Design Manual (below) regarding rumble strips on 4 ft shoulders.
PS = Paved Shoulder; SL = Shared Lane; SUP = Shared-Use Path; WOL = Wide Outside Lane
Figure 3b. Bikeway Design Selection for Urban (Curb and Gutter) Cross Section
Bikeway Design Selection for Urban (Curb and Gutter) Cross Section
Motor Vehicle ADT (2 Lane)
<500
500–1,000
1,000–2,000
2,000–5,000
5,000–10,000
>10,000
Motor Vehicle ADT (4 Lane)
N/A
N/A
2,000–4,000
4,000–10,000
10,000–20,000
>20,000
25 mph
Bicycle
Boulevard
Bicycle
Boulevard
Bicycle
Boulevard
Bicycle
Boulevard or
BL = 5 ft
BL = 5 ft
N/A
30 mph
Bicycle
Boulevard
BL = 5 ft
BL = 5 ft
BL = 5 ft
BL = 6 ft
BL = 6 ft
35–40 mph
BL = 5 ft
BL = 5 ft
BL = 5 ft
BL = 6 ft
BL = 6 ft
BL = 6 ft or
PS = 8 ft
45 mph and greater
BL = 5 ft
BL = 5 ft
BL = 6 ft
BL = 6 ft
BL = 6 ft or
PS = 8 ft
SUP or
PS = 10 ft
Motor
Vehicle
Speed
BL = Bicycle Lane; PS = Paved Shoulder; SUP = Shared-Use Path
Notes:
• While bike lanes with minimum widths are presented here as recommendations, consideration should be
made about whether an on-street facility with greater protection/separation from vehicles (such as buffered
bike lanes or cycletracks) is warranted based on local road conditions, destinations, and expected and
desired bicycle ridership.
• Preferred ADT for Bicycle Boulevards is 1,500, maximum is 3,000
• Adapted from MnDOT, AASHTO, NACTO guides.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Best Practices for Biking: Bike Boxes
Description
A bike box is a designated area for cyclists at the head
of an intersection. Pavement markings signal to
motorists to stop a greater distance before an
intersection, allowing cyclists to move forward and stop
in the bike box, increasing their visibility and
decreasing the possibility of “right hook” crashes. This
treatment also gives cyclists greater priority over
motorists by allowing them to be the first to begin
movement when a traffic signal turns from red to green
(ideally installed with a leading bicycle signal, similar in
concept to a Leading Pedestrian Interval).
Application of Facility
• Signalized intersections with high volumes of bicycles
and/or motor vehicles, especially those with frequent
bicyclist left-turns and/or motorist right-turns
A bicyclist approaching a bike box on the University of
Minnesota campus in Minneapolis.
Design guidance
• Box may be ineffective if it is not properly marked
with surface color;
• The box may be disregarded by motorists if it is
not commonly filled by bicyclists;
• Box depth: 10ʼ-16ʼ;
• Ingress bike lane should be used to define
bicycle space and allow bicycles to bypass
stopped motor vehicles;
• High-visibility pavement markings and greencolored pavement surfacing should be used; and
• “WAIT HERE” marking should be used to guide
motorists to stop before the box.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Bike boxes enhance the visibility of bicyclists and allow
them to get out in front of motor vehicles at
intersections. Image courtesy of
streetwise.kittelson.com.
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Best Practices for Biking: Colored Bike Facilities
Description
Bike lanes are made more visible by colored
pavement. This treatment distinguishes the lane from
the rest of the roadway, making cyclists more visible. It
is recommended that high-friction surfacing be used
over standard paint because it is more slip-resistant
and it doesnʼt have to be reapplied as often (standard
paint has to be reapplied every year or two).
Application of Facility
• Within bike lanes and cycletracks;
• Corridors with heavy auto and bicycle traffic;
• Through busy and/or complex intersections and at
“conflict” points, such as driveways;
• Use melted thermoplastic treatment with anti-slip
Green painted lanes through an intersection on the
University of Minnesota campus in Minneapolis.
characteristics - has a 7-8 year life expectancy; and
• Areas where illegal motor vehicle
parking in the bike lane is common.
Color Recommendation
• PMS 375
Design guidance
• Provide appropriate signage to accompany
pavement markings;
• Use green high-friction surfacing rather than
paint;
• Consistency in coloring bike facilities is important
(Green color is standard in US applications);
• Color can be provide in conflict areas alone, or
throughout the facility; and
• White border lines should be provided along the
edges of the colored lane to maintain consistency
with other bike facilities.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Green painted lanes approaching an intersection in
Minneapolis. At this location, motor vehicles travel
across the bicycle lane to turn right.
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Best Practices for Biking: Shared Lane Markings (Sharrows)
Description
Shared-lane markings (often called sharrows) are
pavement markings used to communicate the
bicyclistʼs right to use the full roadway space for his or
her travel. Sharrows help bicyclists position
themselves safely in travel lanes too narrow for a motor
vehicle and a bicycle to comfortably travel side by side.
Sharrows may be used as an alternative to, or in
conjunction with, bicycle boulevards. If ADT is 3,000 or
greater, bike lanes or cycletracks should be used
instead of sharrows.
Application of Facility
• Streets with low to moderate motor vehicle traffic
volume, and where right-of-way width does not allow
a bicycle lane or protected bike facility;
A sharrow marking.
• If right-of-way width allows room for a bicycle lane on
only one side of the street, a sharrow may be utilized
in downhill direction;
• Can be used to clarify bicyclist movement and
positioning in challenging environments such as
intersections and at a combined turn/bike lane;
• Should be used as a treatment for streets identified
as bike boulevards; and
• Should not be used for bicycle routes meant for travel
by schoolchildren or inexperienced bicyclists.
Design guidance
• High frequency of markings indicating shared
lane environment;
• Markings should be placed in the center of travel
lanes and out of turning vehiclesʼ paths to
minimize wear from automobile treads;
• Typical bike-and-chevron symbol dimensions are
Sharrows are recommended to be installed with signs
signaling that bicycles may use the full lane. Image
courtesy of bikejax.org.
9ʼ3” by 3ʼ3”; and
• Should not be used as a substitute for exclusive
bike lanes.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Best Practices for Biking: Bicycle Traffic Signals
Description
Traffic signals for bicycles are electrically powered
traffic control devices used to provide guidance to
bicyclists at intersections. Bicycle signals are
coordinated with motor-vehicle signals to provide a
protected crossing to cyclists at an intersection,
reducing stress and delays and increasing bicyclist
comfort and safety. They also discourage illegal and
unsafe crossing maneuvers.
Traffic signals for bicycles include:
• Bicycle Signal Heads and supplemental “Bicycle
Signal” sign, clearly visible to oncoming bicycles (and
motorists, if applicable);
• Signal detection and actuation; and
• Intersection crossing markings.
A traffic signal for bicycles in Northeast Minneapolis.
Application of Facility
• Intersections where high volumes of bicyclists have
to travel across roadways with high volumes / high
speeds of motor-vehicle traffic.
Design guidance
• Identify which signal treatment is appropriate
by analyzing the factors involved: speed limit,
average daily traffic, anticipated bicycle
crossing traffic;
• Determine a clearance interval appropriate
for the specific intersection; and
• The bicycle clearance interval should be
sufficient to accommodate 85% of bicyclists
at their normal travel speed.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Best Practices for Biking: Bicycle Loop Detectors
Description
Loop detectors detect the presence of bikes on the
roadway. Detectors should be installed to cover areas
of the road where cyclists are likely to ride, including
the right edge of travel lanes and the center of bicycle
lanes. Pavement markings can be used to direct
cyclists to the proper spot where the signal device may
detect their presence. These markings also alert
motorists that bicycles will be present in various
locations at signalized intersections. Loop detectors
are advantageous in that they allow bicyclists to
activate traffic control devices without having to find
and reach for a button.
Diagonal quadrupole pattern.
Image courtesy of California DOT.
Application of Facility
• Busy intersections with traffic control; and
• Crossings with traffic signals for bicycles.
Design guidance
• The best standard design for detecting the
presence of bikes is a Type D Loop, also
known as a diagonal quadrupole pattern.
This loop design is sensitive over its entire
width with a quick drop off in sensitivity
outside its perimeter, which helps avoid
detection of vehicles in adjoining lanes; and
• Sensitivity setting for the loop amplifier
should be tested and adjusted to ensure that
the detector is activated by using only a
bicycle wheel.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Best Practices for Biking: Wayfinding Signage
Description
A bicycle wayfinding system is a comprehensive
network of signing and pavement markings indicating
destinations along preferred bicycle routes. Wayfinding
signage encourages cycling by familiarizing riders with
the bicycle network and by making it easier for cyclists
to reach preferred destinations.
Application of Facility
• Bike route intersections;
• Along street and bicycle paths; and
• At decision points.
Wayfinding signage for bicyclists in Washington, D.C.
Image courtesy of dc.gov.
Design guidance
• Should provide information on destination,
direction and distance (in miles and in
minutes, calculated at speed of 10 mph);
• Decision signage indicating the intersection
of two or more bikeways should be placed
well in advance of all decision points;
• A consistent font, such as ClearviewHwy, is
recommended for maintaining consistency
with other road signs;
• Follow MUTCD standards for placement; and
• The frequency of way-finding signs is
important. Confirmation signs should be
placed every 1/4 to 1/2 mile along of street
bike routes and every 2 to 3 blocks along on
street routes.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
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Best Practices for Biking: Bicycle Parking
Description
Bicycle parking is an end of trip facility that makes it
more convenient and inviting for people to arrive by
bicycle to a destination.
Provision of adequate bicycle parking cannot be
overlooked: if bicycle parking spots are inadequate or if
finding them is enough of an inconvenience, cyclists
will next time choose a different mode for arriving or
may choose another destination altogether, even if the
provided bicycle routes are perfectly safe and
convenient.
Application of Facility
Bicycle parking conveniently located in a commercial
district.
• Utilize a style that allows secure locking of the bike
(frame and front tire) to the rack without need of
lifting the bike. The “Inverted U” and “Post and Loop”
style bike racks are preferred;
• Locate bicycle parking appropriately with
consideration for the rackʼs proximity to the building
entrance it serves, its placement along a pathway
used by cyclists to approach the building, and its
visibility from both the interior and exterior of the
building; and
• Provide an adequate number of racks to meet the
needs of people visiting the area.
Additional details
Generally, there are three components to bicycle
parking:
1) The type or design of the bike rack itself, which
supports the bicycle;
2) The location of the rack area, including its
relationship to the building entrance it serves and
the cyclistsʼ approach to that entrance; and
3) The design of the rack area (the “bike parking lot”),
which may include several individual bike racks.
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Two of the preferred types of bicycle rack: the
“Inverted U” (left) and the “Post and Loop” (right).
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Best Practices for Biking: Bicycle Parking
The bike rack
The rack should support the bicycle upright by its frame
in two places, enabling the frame and one or both
wheels to be secured while preventing the bicycle from
tipping over. Additionally, it should not require a cyclist
to lift their bike to be able to lock it securely - a useful
rack design should allow a cyclist to roll-in or back-in
their bicycle to lock it.
The rack area
The rack area is the “bike parking lot” that the racks
and the circulation needed to move in and out of the
racks define. To be functional and useful, certain
minimum clearances and access rules should be
observed:
• Individual racks should be located no closer than 30
inches to each other in order to allow sufficient space
for easy entry and removal of bicycles on either side;
• No rack element should be closer than 24 inches to a
wall or other obstruction in order to allow full usability
and easy access to perimeter racks;
• Large rack areas, or rack areas with high turnover,
should provide more than one entrance to ease
circulation of cyclists and pedestrians;
• Rack areas should preferably offer protection from
rain and snow in order to ease loading and unloading
of bikes and to keep bike saddles dry; and
• When multiple rows of bike racks are provided, the
circulation space provided from the wheel of a bike
on one row to the closest wheel of a bike on the next
row should be a minimum of 48 inches.
Location of the rack area
One of the most important considerations in providing
useful and functional bicycle parking is the location of
Eden Prairie Pedestrian and Bicycle Infrastructure Toolbox – Final Report
Arrangement of a bike parking area with parking for 20
bicycles and a central aisle for circulation.
Image courtesy of Dero Bike Racks.
the rack area in relation to the building it serves.
Some guidelines for locating the rack area include:
• The recommended location for a bicycle parking
area is immediately adjacent to the entrance it
serves, preferably within 50 feet. It should be
located as close as possible without blocking the
entrance or hindering pedestrian movement to or
from the building;
• The rack area should be clearly visible from the
entrance it serves and from the buildingʼs
approach line;
• Bike rack areas should be as close or closer than
the nearest car parking space;
• Buildings with multiple active entrances should
include bike rack areas at each entrance; and
• Racks that are hard to find, are far from principal
entrances, or perceived to be unsafe will not be
used by cyclists.
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