Since the publication of the NACTO Urban Bikeway Design Guide, NACTO has released additional intersection design guidance. See this new resource >
Intersection crossing markings indicate the intended path of bicyclists. They guide bicyclists on a safe and direct path through intersections, including driveways and ramps. They provide a clear boundary between the paths of through bicyclists and either through or crossing motor vehicles in the adjacent lane
This guidance covers a number of different marking strategies currently in use in the United States and Canada. Cities considering implementing markings through intersections should consider standardizing future designs to avoid confusion.
Click on the images below to view 3D concepts of intersection crossing markings. The configurations shown are based on Portland, OR, and New York City examples.
“In areas where cyclists/motorist conflicts are not a major concern, white dashed markings are adequate since the comprehension is adequate and not adverse in nature, and minimizes undue materials and maintenance costs. For areas where conflicts may be of greater concern, the sharrow treatment is the preferred option (of the four testes) for raising awareness.” Transportation Association of Canada. (2008). Coloured Bicycle Lanes Simulator Testing. File 785.
“In areas where cyclists/motorist conflicts are not a major concern, white dashed markings are adequate since the comprehension is adequate and not adverse in nature, and minimizes undue materials and maintenance costs. For areas where conflicts may be of greater concern, the sharrow treatment is the preferred option (of the four testes) for raising awareness.”
Transportation Association of Canada. (2008). Coloured Bicycle Lanes Simulator Testing. File 785.
“Significantly more motorists yielded to bicyclists after the blue pavement had been installed (92 percent in the after period versus 72 percent in the before period” Hunter, W.W. et al. (2000). Evaluation of Blue Bike-Lane Treatment in Portland, Oregon. Transportation Research Record, 1705, 107-115.
“Significantly more motorists yielded to bicyclists after the blue pavement had been installed (92 percent in the after period versus 72 percent in the before period”
Hunter, W.W. et al. (2000). Evaluation of Blue Bike-Lane Treatment in Portland, Oregon. Transportation Research Record, 1705, 107-115.
“Significantly fewer bicyclists slowed or stopped when approaching the conflict areas in the after period.” Hunter, W.W. et al. (2000). Evaluation of Blue Bike-Lane Treatment in Portland, Oregon. Transportation Research Record, 1705, 107-115.
“Significantly fewer bicyclists slowed or stopped when approaching the conflict areas in the after period.”
“Best estimates for safety effects of one blue cycle crossing in a junction are a reduction of 10% in accidents and 19% in injuries.” Jensen, S. U. (2008). Safety effects of blue cycle crossings: A before-after study. Accident Analysis & Prevention, 40(2), 742-750.
“Best estimates for safety effects of one blue cycle crossing in a junction are a reduction of 10% in accidents and 19% in injuries.”
Jensen, S. U. (2008). Safety effects of blue cycle crossings: A before-after study. Accident Analysis & Prevention, 40(2), 742-750.
“Pavement markings extended into or continued through an intersection or interchange area shall be the same color and at least the same width as the line markings they extend.” Federal Highway Administration. (2009). Manual on Uniform Traffic Control Devices. Section 3B.08.
“Pavement markings extended into or continued through an intersection or interchange area shall be the same color and at least the same width as the line markings they extend.”
Federal Highway Administration. (2009). Manual on Uniform Traffic Control Devices. Section 3B.08.
A bike lane should be delineated from the motor vehicle travel lanes with a 150-mm (6-inch) solid white line. Some jurisdictions have used a 200-mm (8-inch) line for added distinction. AASHTO. (1999). Guide for the Development of Bicycle Facilities.
“In areas where the practitioner deems that a bicycle lane carried through a conflict zone warrants increased visibility and/or demarcation, the following is recommended: … If there is a requirement for lane markings then a succession of bicycle stencils may optionally be placed between the dashed bicycle lane markings.” Transportation Association of Canada. (2008). Coloured Bicycle Lanes Simulator Testing. File 785.
“Rotated bicycle symbols in bike lanes at intersections and driveways oriented towards turning or entering motorists: Can be implemented at present time” Federal Highway Administration. (2011).Bicycle Facilities and the Manual on Uniform Traffic Control Devices.
“Significantly more motorists yielded to bicyclists after the blue pavement had been installed (92 percent in the after period versus 72 percent in the before period).” Hunter, W.W. et al. (2000). Evaluation of Blue Bike-Lane Treatment in Portland, Oregon. Transportation Research Record, 1705, 107-115.
“Significantly more motorists yielded to bicyclists after the blue pavement had been installed (92 percent in the after period versus 72 percent in the before period).”
Elephant’s Feet Bicycle Crossing Markings are defined as 200-400 mm wide squares with equal distance spacing. Transportation Association of Canada. (2008). Coloured Bicycle Lanes Simulator Testing. File 785.
Elephant’s Feet Bicycle Crossing Markings are defined as 200-400 mm wide squares with equal distance spacing.
“Yield lines (see Figure 3B-16) shall consist of a row of solid white isosceles triangles pointing toward approaching vehicles extending across approach lanes to indicate the point at which the yield is intended or required to be made.” Federal Highway Administration. (2009). Manual on Uniform Traffic Control Devices. Section 3B.16.
Adapted from the Urban Bikeway Design Guide, published by Island Press.