“The complexity of vehicle interactions within a roundabout leaves a cyclist vulnerable, and for this reason, bike lanes within the circulatory roadway should never be used.” On hills, lanes should be provided in the uphill direction. Where street width can only accommodate a bicycle lane in one direction. As a reasonable alternative to a bike lane in limited circumstances:.On streets where the traffic signals are timed for a bicycling travel speed of 12 to 15 miles per hour. If space permits, consider a wide downhill bike lane. On downhill segments, preferably paired with an uphill bike lane. On bicycle boulevards or similar low volume, traffic calmed, shared streets with a designed speed of < 25 mph. To indicate a shared lane situation where the speed differential between bicyclist and motorist travel speeds is very low, such as:.Shared lane markings can be used as a standard element in the development of bicycle boulevards to identify streets as bikeways and to provide wayfinding along the route.ĭesirable shared lane marking applications: Shared lane markings should not be considered a substitute for bike lanes, cycle tracks, or other separation treatments where these types of facilities are otherwise warranted or space permits. The bike-in-house marking did not have any significant impact on the percentage of wrong-way riders.” “The bike-and-chevron marking significantly reduced the number of wrong-way riders by 80%. In the Cambridge, MA, study, the percentage of bicyclists who rode within 40 inches (i.e., near the door zone) of parked motor vehicles decreased.įederal Highway Administration. San Francisco’s Shared Lane Pavement Markings: Improving Bicycle Safety. San Francisco Department of Parking and Traffic. The bike-and-chevron had a greater effect (by 3 inches) on the distance between cyclists and passing vehicles.” In addition, the markings caused an increase of over 2 feet in the distance between cyclists and passing vehicles.
“When passing vehicles were present, the markings caused an increase of 3 to 4 inches in the distance between cyclists and parked cars. “Overall, the presence of a marking increased the distance of cyclists to parked cars by 8 inches.” Effects of Shared Lane Markings on Bicyclist and Motorist Behavior along Multi-Lane Facilities. The Center for Transportation Research, The University of Texas at Austin. “Along Dean Keeton Street, where bicyclists rode alongside on-street parked vehicles, the marginal increase in lateral position resulted in a significant decrease in the percentage of bicyclists who rode within the range of an opening car door.” The configurations shown are based on Portland, OR, and San Francisco, CA, examples. The MUTCD outlines guidance for shared lane markings in section 9C.07.Ĭlick on the images below to view 3D concepts of shared lane markings. The shared lane marking is a pavement marking with a variety of uses to support a complete bikeway network it is not a facility type and should not be considered a substitute for bike lanes, cycle tracks, or other separation treatments where these types of facilities are otherwise warranted or space permits. Among other benefits shared lane markings reinforce the legitimacy of bicycle traffic on the street, recommend proper bicyclist positioning, and may be configured to offer directional and wayfinding guidance.
Shared Lane Markings (SLMs), or “sharrows,” are road markings used to indicate a shared lane environment for bicycles and automobiles.
Photo: Austin Transportation Department Description
Intersection Crossing markings with Shared Lane Markings - Austin, TX
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