Paths are often integral to an urban bikeway network, providing comfortable and safe facilities for people riding bikes, scooters, skateboards, and other micromobility devices. While paths have traditionally been considered recreational infrastructure, they can also serve transportation purposes. However, to enable everyday biking, paths must be well-connected to other routes on the bike network.
Paths are completely separated from motor vehicle traffic.
They are typically one of the following types:
Bike paths designed for and used primarily by people on bikes, electric and kick scooters, and skateboards traveling in both directions. Pedestrian travel is accommodated in another facility. Vehicular traffic is generally not within the same right-of-way as a bike path, though rail may be within the same alignment. Bike paths typically cross streets midblock or far enough from an intersection to function independently of the intersection.
Shared-use paths, also called multi-use paths, are designed for and used by pedestrians, bicyclists, and people using other mobility devices, including skateboards, scooters, inline skates, and roller skates, traveling in both directions. These are usually located on an independent alignment, sometimes in combination with rail. Shared-use paths typically cross streets midblock and can operate separately from an intersection.
Sidepaths are designed for and used by pedestrians, bicyclists, and people using other mobility devices. These exist within the same right-of-way as the roadway and are bidirectional for all users. Sidepaths cross streets within the typical intersection layout. Sidepath design is more akin to that of a protected bike lane design. (See Protected Bike Lanes.)
Paths should maintain gradual slopes of less than 5% and comfortable turn radii of 30-70 ft (9-21 m). Steeper slopes and sharper corners require a detailed engineering analysis.1
To be considered part of a bike network, paths must be available for use at all hours and every day of the year.
Avoid placing paths immediately adjacent to limited-use roadways where path users are more exposed to noise and particulate matter, and where it may be difficult to exit the facility safely. Paths should not be placed between a highway and its noise barrier. Personal safety concerns should also be addressed when placing paths within parks and along waterways. All paths must be well-lit. Cities often use a different lighting scale to achieve safe visibility in nighttime conditions.
Designing for All Ages & Abilities
When on independent alignments or in parks and other non-street settings, paths are comfortable facilities for people of all ages and abilities to use a range of micromobility devices, regardless of motor vehicle traffic context. Paths will attract more users because of their relatively high comfort level. Therefore, path designers should plan for more expansive facilities and consider separating pedestrians from people on bikes and other micromobility devices.
Design Guidance
Dimensions
Overall path width includes both the rideable space (the paved path) and the lateral clearance on either side of a path.
Paths should be wide enough for people on bikes to comfortably ride side-by-side while other users pass in the opposite direction. Design for the future, considering the existing and potential land use and transportation needs along the path. Paths designed to current volumes will likely reach capacity in the future, resulting in crowding and increasing crash potential among users. Paths narrower than 11 ft (3.3 m) do not provide adequate dimensions for expected use patterns. Use constrained or minimum dimensions only intermittently along a path corridor.
Beyond these dimensions, lateral clearance of at least 2 ft (0.6 m) is necessary for each side of a path. The clearance area should be flush or nearly flush with the path. Signs, light poles, utility poles, and other intermittent vertical objects should be outside this clearance; in constrained conditions, these elements may be a minimum of 1 ft (0.3 m) from the path. Fencing, railings, or other linear barriers may be 1 ft (0.3 m) from the path,2 but additional clearance is desirable where possible.
Preferred Widths, Excluding Lateral Clearance3
| Bicycle Volume | Preferred Width | Minimum Width | ||
| Low: 50 bikers in the peak hour | 11 ft | 3.3 m | 8 ft | 2.4 m |
| Medium: Up to 400 bikers in the peak hour | 15 ft | 4.5 m | 11 ft | 3.3 m |
| High: Over 400 bikers in the peak hour | 20 ft | 6 m | 15 ft | 4.5 m |
Separating Path Users
Separating people riding bikes, scooters, and other micromobility devices from pedestrians is often dependent on available right-of-way width, anticipated future volumes, and the ratio of pedestrians to others.
Separation is typically preferred in urban contexts, as this provides the best user experience for everyone. Higher bike volumes along a shared-use path will degrade the level of comfort for pedestrians using the path. Similarly, higher pedestrian volumes make it more challenging to ride bikes or other micromobility devices. Separation also helps users avoid conflicts and decreases the likelihood of crashes.
Paths should be separate where:
- Pedestrians are or will be 30% or more of the total number of users;
- The path will serve as a transportation corridor for people on bikes, resulting in a larger proportion of bicycle traffic moving at faster speeds;
- Pedestrians with disabilities will use the path for recreation or transportation; or
- A large number of older adults and children are likely to use the path.
In urban land use contexts, providing separate facilities for walking and biking (i.e., sidewalks and protected bike lanes) is preferable to sidepaths.
In areas with low current and expected volumes of people walking or biking (approximately 25 pedestrians and up to about 75 bike riders per hour), shared-use paths can improve the pedestrian environment while providing comfortable bike access. These paths should be at least 10 ft (3.0 m) wide.
A shared-use path may be preferred where there is insufficient right-of-way for distinct bikeways and sidewalks or where the resulting facilities would be uncomfortably small.
To separate bike riders from pedestrians, create a detectable edge that contrasts visually with the surface treatment of the path. Separation can be achieved with a tactile warning delineator, curb, raised median, or planted area.
Signs
Wayfinding and guide signs are useful on paths, informing bike riders of destinations and intersections with other parts of the bike network. Wayfinding on paths should be part of a citywide wayfinding strategy. Path-specific wayfinding is also appropriate for shared-use paths and bike lanes and is not subject to the same color, font, or logo requirements as street signs. (See Bike Route Wayfinding.)
On paths that separate bike riders from pedestrians, SHARED-USE PATH RESTRICTION (R9-7) signs may help people stay within the correct area. If used, this sign must be transposed for the opposite direction. This sign must not be used where people walking and biking do not have separate areas for operation.
BICYCLES YIELD TO PEDS (R9-6) signs or other custom signs can identify the pedestrian right-of-way.
If used, STOP (R1-1) and other signs for the path can be smaller, typically 18×18 in (450×450 mm).4
Markings
Symbols can be placed in both directions along paths to help improve awareness of directionality for all or certain users. Such markings are also helpful to confirm that a user is heading in the correct direction when placed in combination with wayfinding signs. Cities may use custom markings and symbols on shared-use and bike paths. Sidepaths should use markings as indicated in the MUTCD.
Symbols should be placed at the entrance to paths and on the far side of crossings. If used beyond these locations, symbols should be placed every 150 500 ft (50-150 m).
Yellow centerline striping is optional on paths. Use centerlines where visibility is limited, such as around a curve. Use centerlines where the grade exceeds 5% because downhill users are traveling much faster than those in the opposing direction.
White edge lines are also optional. These should be used to demarcate areas where a hazard, such as a pole or fence, is closer to the path and users need to be aware of less lateral distance between themselves and the hazard.
Intersections
Prioritize the safe movement of path users over motorists on cross streets. Use future volumes to determine the appropriate intersection controls for paths that are currently being designed. Highlight path crossing to drivers with STOP (MUTCD R1-1) signs, red indications, or rectangular rapid-flashing beacons.
All sidepath travelers, regardless of mode, expect to progress at the same time so any signalized intersection must assume concurrent bike and pedestrian movements. (See Design Strategies for Signalized Intersections.)
Use bike-friendly strategies, such as high-visibility bollards, planted islands in the path, and appropriate markings, to restrict motor vehicles from entering paths. Do not add maze gates or otherwise expect bike riders to make 90 degree turns. Provide at least 6 ft (1.8 m) of space between bollards, if used.
Do not require bike riders to dismount at intersections.
Use crossbikes at intersections where bike paths are separate from pedestrian paths.
At driveways, all paths should continue at grade. Driveways should ramp up to meet the path.
Credit: Minneapolis Public Works, Transportation Planning and Programming
- American Association of State Highway and Transportation Officials. Guide for the Development of Bicycle Facilities, 4th Edition. AASHTO, 2012: 5-13 to 5-16. https://epg.modot.org/files/9/97/641.1_Bicycle_Facilities_2021.pdf. ↩︎
- “Where “smooth” features such as bicycle railings or fences are introduced with appropriate flaring end treatments (as described below), a lesser clearance (not less than 1 ft [0.3 m]) is acceptable. If adequate clearance cannot be provided between the path and lateral obstructions, then warning signs, object markers, or enhanced conspicuity and reflectorization of the obstruction should be used.”
American Association of State Highway and Transportation Officials. Guide for the Development of Bicycle Facilities, 4th Edition. AASHTO, 2012: 5-22. https://epg.modot.org/files/9/97/641.1_Bicycle_Facilities_2021.pdf. ↩︎ - Simplified results of a Shared Use Path Level Of Service “C”, according to the 2006 FHWA Shared Use Path Level of Service Calculator.
Federal Highway Administration. “Shared-Use Path Level of Service Calculator.” USDOT, 2006. https://www.fhwa.dot.gov/publications/research/safety/pedbike/05138/. ↩︎ - Federal Highway Administration. Manual on Uniform Traffic Control Devices, 11th Edition. USDOT, 2023: Table 9A-1. https://mutcd.fhwa.dot.gov/pdfs/11th_Edition/part9.pdf. ↩︎