A Guidebook on Transit-Supportive Roadway Strategies (2016) / Chapter Skim
Currently Skimming:
Pages 167-180
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 167... ...
167 C.1 Introduction Streets used by transit vehicles frequently make desirable corridors for bicycle traffic since these roadways often provide direct access to destinations with relatively few stops required. Given the limited amount of street right-of-way that is often available, a challenge can arise in allocating the right-of-way among the various modes (e.g., transit, bicycle, automobile, pedestrian)
|
From page 168... ...
168 A Guidebook on Transit-Supportive Roadway Strategies relatively infrequent, help reduce the perception that the lane is not being used efficiently. Buses and bicycles interact similarly to what occurs in shared mixed-use lanes.
|
From page 169... ...
Managing Bus and Bicycle Interactions 169 bicycle lane is located between the curb and a parking lane (e.g., a buffered bicycle lane) , it may be possible to raise the bicycle lane to sidewalk level at bus stops (as discussed in the Diverted Bicycle Lane section)
|
From page 170... ...
170 A Guidebook on Transit-Supportive Roadway Strategies Geneva, Switzerland; and Edinburgh and London, United Kingdom. The authors categorized shared bus and bicycle lanes as follows: (1)
|
From page 171... ...
Managing Bus and Bicycle Interactions 171 The guide identifies high bicycle volumes as a condition that would not support installing curb extensions (Section 5.2.2.2.1)
|
From page 172... ...
172 A Guidebook on Transit-Supportive Roadway Strategies Manual on Uniform Traffic Control Devices The MUTCD (FHWA 2009) provides guidance on signing and marking bus lanes (Sections 2G and 3D, respectively)
|
From page 173... ...
Managing Bus and Bicycle Interactions 173 The section of the NACTO guide on one-way protected cycle tracks includes an illustration of a treatment that wraps an at-grade bicycle facility around a bus boarding island. Curb ramps facilitate wheelchair access between the sidewalk and boarding island; crosswalk markings are shown at this crossing point, along with yield symbol markings across the bicycle facility to indicate that bicyclists should yield.
|
From page 174... ...
174 A Guidebook on Transit-Supportive Roadway Strategies The manual recommends separating bicycle and bus traffic on collector/arterial roadways and preferably separating them on local roadways that serve as main cycle routes. No separation is necessary or desirable on local roads that are not main cycle routes.
|
From page 175... ...
Managing Bus and Bicycle Interactions 175 Lane Width There is a consensus in the literature that the width provided to buses and bicycles plays a role in determining how safely the two modes interact as well as the quality of service provided to each mode. In addition, higher motor vehicle speeds and higher bicycle or bus volumes suggest the need for greater separation.
|
From page 176... ...
176 A Guidebook on Transit-Supportive Roadway Strategies Roadways with significant uphill grades would not be good candidates for relatively narrow shared lanes because the speed differential between bicycles and buses would be considerably greater, and buses would experience greater delay in situations where they could not immediately pass bicyclists compared to level or downhill roadway sections. Roadways with a high volume of traffic in the adjacent lane are also not good candidates for relatively narrow shared lanes since buses would frequently have to slow behind bicyclists while waiting for a gap in traffic to move around the bicyclist and because bicyclists must pass stopped buses.
|
From page 177... ...
Managing Bus and Bicycle Interactions 177 (i.e., shared, adjacent to the travel lane, or buffered)
|
From page 178... ...
178 A Guidebook on Transit-Supportive Roadway Strategies Exclusive Bus and Bicycle Lanes When space does not permit detouring a bicycle facility around a bus stop, and a bus lane is desired on the street, another option for two-way streets, if sufficient space exists for both facilities, is to provide separate bus and bicycle lanes. This arrangement allows buses to pass bicyclists between bus stops and provides sufficient room for bicyclists to pass stopped buses without having to use a general travel lane.
|
From page 179... ...
Managing Bus and Bicycle Interactions 179 Exclusive Bicycle Lanes Providing an exclusive bicycle lane rather than a shared mixed-use lane avoids the need for buses to change lanes when passing a bicyclist, thus reducing bus delay on streets used by significant numbers of bicyclists. At the same time, bicyclists benefit from the separation from general traffic.
|
From page 180... ...
180 A Guidebook on Transit-Supportive Roadway Strategies 2. Diverting the bicycle facility around the bus stop, with consideration given to managing bicycle–pedestrian conflicts at the stop.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.