Bikeway Setback: The bikeway setback distance determines most other dimensions of the protected intersection. A 10’ setback, created in the shadow of the parking/loading lane, is shown. Where practical, a setback of 14-20’ is preferred. If setbacks smaller than 12’ are used, they should be accompanied by longer clear distances, and additional signal phasing or speed reduction strategies should be considered. Setbacks larger than 20’ may increase turn speeds, and setbacks larger than 25’ should be treated as a separate intersection.
Corner Island: Radii should be small enough that passenger cars are discouraged from turning faster than 10 mph. This is accomplished with an effective turn radius of less than 18’, usually resulting from a 10’ to 15’ curb radius. Corner islands may have a mountable override area to accommodate large vehicles. Corner islands may also be implemented as channelization markings that are reinforced by mountable vertical elements such as modular speed bumps.
Pedestrian Islands: Wider islands support high volumes of people walking and biking, raising the person-capacity of the intersection. To serve as an accessible waiting area, the minimum width of a pedestrian island is 6’.13 The desired minimum width is 8’. If 6’ or wider, detectable warning surfaces must be placed at both sides of the island to distinguish the bikeway from the sidewalk, and the island from the bikeway.
No Stopping/No Standing Zones: Zones should be long enough to allow approaching drivers and bike riders to see and recognize one another ahead of the intersection. Many cities already designate 20’-30’ of curb before an intersection as a no-standing zone to increase visibility. Features that permit visibility, such as plants, seating, bike parking, and shared micromobility stations, can be placed here.
Bike Queue Areas: Queue areas should be large enough for anticipated bicycle volumes, which often increase substantially after implementation of protected bike lanes. The bike queue area should be at least 6.5’ deep, but dimensions of 10’ or greater are desirable to accommodate trailers, cargo bicycles, and high bike volumes.
Accessible Signals: See MUTCD Chapter 4E, PROWAG, other national guidance, and local standards for signal timing and location guidance.
Bike Yield Line & Bike Lane Crosswalk: Bike traffic should be expected to move forward to the stop bar on any signal phase, and pedestrian traffic should also be expected to cross to the island on any phase. This operation may be formalized with optional yield teeth on the bikeway before the crosswalk. The 2009 US MUTCD calls for a “Yield Here to Pedestrian” sign if yield teeth are used. In some jurisdictions, a yield line is not necessary before a crosswalk.
Signs: A modified “Turning Vehicles Yield to Bikes and Pedestrians” sign (R10-15)17 is recommended where a signalized intersection allows right turns concurrent with bicycle and pedestrian movements. It is required in jurisdictions where state/provincial or local laws are such that pedestrians and bikes do not automatically have the right of way over turning vehicles. The sign should be mounted close to any signal head that regulates vehicles turning across the bikeway and any required location. (This modified sign remains experimental under the 2009 MUTCD.)