DRAFT
Bicycle
Lane
Design
Guidelines
February 2004
DRAFT Bicycle Lane Design Guidelines
Table of Contents
1. Introduction ............................................................................. 1
2. Lane Width and Typical Cross Sections..................................... 2
2.A Bicycle Lane Width ......................................................................................... 2
2.B Typical Cross Sections................................................................................... 2
2.B.1
2.B.2
2.B.3
2.B.4
2.B.5
2.B.6
2.B.7
2.B.8
Two Way 9.6 M Roadway ............................................................................ 3
Two Way 12.8 M Roadway ........................................................................... 3
Two Way 14 M Roadway ............................................................................. 4
Two Way 16.5 M Roadway ........................................................................... 5
One Way 5.0M Roadway .............................................................................. 6
One Way 7.3 M Roadway ............................................................................. 6
Contra Flow in 5.3 M Roadway...................................................................... 7
Contra Flow in 7.3 M Roadway...................................................................... 7
3. Pavement Markings .................................................................. 8
3.A Basic Elements................................................................................................. 8
3.A.1
3.A.2
3.A.3
3.A.4
3.A.5
3.A.6
3.A.7
3.A.8
3.A.9
3.A.10
3.A.11
Lane Line Width ......................................................................................... 8
Solid Lane Line........................................................................................... 8
Broken Lane Line........................................................................................ 8
Contra-Flow Lane Line ................................................................................ 9
Diamond and Bicycle Logo........................................................................... 9
Straight Arrow...........................................................................................10
Right Turn Arrow.......................................................................................10
Left Turn Arrow.........................................................................................11
Crossing ...................................................................................................11
Streetcar Stop (Optional)........................................................................12
Intersection Guide Lines ...........................................................................12
3.B Intersections.................................................................................................. 13
3.B.1 Non-signalized Intersection .........................................................................13
3.B.2 Signalized Intersection ................................................................................14
3.B.3 Stem of a ‘T’ Intersection ...........................................................................15
3.C Beginning and Ending Mid-block................................................................ 15
3.D On-Street Parking.......................................................................................... 16
3.E Transit Stops ................................................................................................. 17
3.E.1 Bus Stops without Bays ..............................................................................17
3.E.2 Bus Stops with Bays...................................................................................18
3.E.3 Streetcar Stops with Platforms ....................................................................19
3.F Pedestrian Crossovers (PXO’s).................................................................... 19
3.F.1 Midblock PXO .............................................................................................19
3.F.2 PXO at an Intersection ................................................................................20
3.F.3 PXO with Bus Stops ...................................................................................21
DRAFT Bicycle Lane Design Guidelines
3.G Exclusive Right Turn Lanes ......................................................................... 22
3.G.1
3.G.2
3.G.3
3.G.4
With Throat Widening................................................................................22
With Right Turn Cutoff...............................................................................23
With On-Street Parking ..............................................................................24
Transition from a Curb Lane .......................................................................25
3.H Merge Lane with Island................................................................................ 26
3.I Contra Flow Bicycle Lane ............................................................................. 27
4. Signs ....................................................................................... 28
4.A Bicycle Lane Ahead (Optional) ................................................................... 28
4.B Bicycle Lane Begins .................................................................................... 28
4.C Bicycle Lane Continues............................................................................... 28
4.D Bicycle Lane Ends........................................................................................ 29
4.E Streetcar Stop Ahead (Optional) ................................................................ 29
4.F Intersection Bicycle Lane Designation (Optional) .................................... 29
5. Typical Intersection Designs .................................................. 30
5.A Four Way Signalized Intersections .............................................................. 30
5.A.1 Without bus bays.......................................................................................30
5.A.2 With bus bays ...........................................................................................31
5..B Four Way Non-Signalized Intersection....................................................... 32
5.B.1 Without Stop Lines or Crosswalks..................................................................32
5.B.2 With Stop Lines and Crosswalks ....................................................................33
5.C Three Way Signalized Intersection .............................................................. 34
5.C.1 ‘T’ Signalized Intersection..........................................................................34
5.C.2 Skewed Intersection ..................................................................................35
5.D Three Way Non-Signalized Intersection ...................................................... 36
5.D.1 Without Bus Bays ........................................................................................36
5.D.2 With Bus Bays.............................................................................................36
5.E Contra Flow Lane through Non-Signalized Intersection............................. 37
6. Catalogue of Innovative Designs ............................................ 38
6.A Bicycles Only Through at Kilbarry & Oriole............................................... 38
DRAFT Bicycle Lane Design Guidelines
1. Introduction
The Toronto Bicycle Plan, approved in
principle by Council in July 2001, includes
a proposed 1000 kilometre bikeway
network. A critical element of the plan is
the commitment to install some 500 km of
new bike lanes over the next ten years.
This document arises out of a need to
employ a consistent bicycle lane design
approach throughout the City of Toronto
when implementing new facilities.
The specific design guidelines are presented in four chapters:
Chapter 2 presents road cross-sections that incorporate bicycle lanes. Scenarios for typical
Toronto roadway widths, with and without parking, are included.
Chapter 3 presents the various bicycle lane pavement markings and guidelines to their
application.
Chapter 4 presents the bicycle lane signs and guidelines to their application.
Chapter 5 provides designs of several typical intersections with bicycle lanes, incorporating the
elements described in the three previous chapters.
The final part of this manual, Chapter 6, is a brief catalogue of some innovative designs used to
address specific bicycle lane installation challenges. This chapter will be updated on a regular
basis to include new innovative designs.
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DRAFT Bicycle Lane Design Guidelines
2. Lane Width and Typical Cross Sections
2.A Bicycle Lane Width
Where curbs are present, the bicycle lane width, the distance from the face of the curb to the
centre of the lane line, should be between 1.5 metres and 2.0 metres. On paved shoulders
without curbs, the bicycle lane width, the distance from the edge of the pavement to the centre of
the lane line, should be between 1.2 metres and 1.7 metres.
A wide bicycle lane (1.8 to 2.0 metres where curbs are present; 1.5 to 1.7 metres without curbs)
is recommended under one or more of the following conditions:
§ where lateral obstructions, such as utility poles, are within 300 mm of the edge of curb;
§ where the bike lane is on a bridge or underpass;
§ where the posted speed limit is 60 km/h or greater;
§ where the adjacent traffic lane is 3.6 m or greater;
§ where the bike lane is between two traffic lanes;
§ for all contra-flow bicycle lanes.
Where on-street parking is permitted, the preferred combined width of the parking zone and
bicycle lane is 4.2 metres. The minimum combined width is 3.8 metres. The following table
presents the recommended allocation of space for several combined widths.
Combined Width (m)
3.8
4.0
4.2
Parking Zone (m)
2.2
2.4
2.4
Bicycle Lane (m)
1.6
1.6
1.8
2.B Typical Cross Sections
In addition to fulfilling the functional requirements for cyclists addressed in the previous section,
bicycle lanes must fit into the specific roadway under consideration. The following sections
provide suggested schemes for the more prevalent roadway widths in Toronto.
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DRAFT Bicycle Lane Design Guidelines
2.B.1 Two Way 9.6 M Roadway
No Parking
1.6 m
3.2 m
3.2m
1.6 m
2.B.2 Two Way 12.8 M Roadway
Parking One Side
1.8 m
3.5 m
3.5 m
1.6 m
2.4 m
No Parking
1.6 m
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3.3 m
3.0m
3.3 m
1.6 m
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DRAFT Bicycle Lane Design Guidelines
2.B.3 Two Way 14 M Roadway
Parking Both Sides
2.2 m
1.6 m
3.2 m
3.2 m
1.6 m
2.2 m
Parking One Side
1.8 m
3.5 m
1.0 m
3.5 m
1.8 m
2.4 m
No Parking
1.8 m
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3.6 m
3.2 m
3.6 m
1.8 m
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DRAFT Bicycle Lane Design Guidelines
2.B.4 Two Way 16.5 M Roadway
Parking Both Sides
2.4 m
1.8 m
3.6 m
0.9 m
3.6 m
1.8 m
2.4 m
Parking One Side
1.8 m
3.6 m
3.3 m
3.6 m
1.8 m
2.4 m
No Parking
1.65 m
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3.3 m
3.3 m
3.3 m
3.3 m
1.65 m
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DRAFT Bicycle Lane Design Guidelines
2.B.5 One Way 5.0M Roadway
No Parking
3.4 m
1.6 m
2.B.6 One Way 7.3 M Roadway
Parking Left Side
2.2 m
3.4 m
1.7 m
Parking Right Side
3.3 m
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1.6 m
2.4 m
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DRAFT Bicycle Lane Design Guidelines
2.B.7 Contra Flow in 5.3 M Roadway
No Parking
1.8 m
3.5 m
2.B.8 Contra Flow in 7.3 M Roadway
Parking One Side
1.8 m
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3.5 m
2.0 m
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DRAFT Bicycle Lane Design Guidelines
3. Pavement Markings
3.A Basic Elements
3.A.1 Lane Line Width
The lane line used to mark the edge of the bicycle lane should be a width of 100 mm.
3.A.2 Solid Lane Line
The solid lane line should be used to mark the left edge of the bicycle lane, except:
§ where motor vehicles are permitted to enter the lane to perform a right turn at an
intersection;
§ where motor vehicles are permitted to cross the lane to access an exclusive turn lane; or,
§ in the vicinity of a TTC bus stop.
3.A.3 Broken Lane Line
A broken lane line, with a 1.5 m
segment and a 1.5 m gap, should be
used to mark the edge of the bicycle
lane where motor vehicles are
permitted to enter or cross the lane.
On the approach to a signalized
intersection, and other locations with a
marked crosswalk and stop line, a 15
m broken line from the stop line is
used. On the approach to a nonsignalized intersection without a
stopline, a 15 m broken line from the
start of the curb radius is used.
With Stop Line
Without Stop Line
Bu
s 1.5 m
Bu
s 1.5 m
1.5 m
1.5 m
15 m
15 m
Broken lane lines are also used to start
and end a bicycle lane mid-block, in
the vicinity of a TTC bus stop (see
section 3.E for details.), and to
demarcate where motor vehicles
should cross the bicycle lane to access
an exclusive turn lane (see section 3.G
for details.)
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DRAFT Bicycle Lane Design Guidelines
3.A.4 Contra-Flow Lane Line
The directional dividing line for contra-flow bicycle lanes is a 200 mm wide solid yellow line.
3.A.5 Diamond and Bicycle Logo
The Diamond and Bicycle Logo is a combination of two
markings separated by 2.5 metres. The diamond is a
white elongated marking, 1.0 m wide and 3.5m long,
with a stroke width of 200 mm. The bicycle a white
elongated marking, 1.0 m wide and 1.8 m long.
1.8 m
The logo should be located:
♦ downstream from each intersection, 15 m from the
end of the curb radius;
♦ at 100 m intervals until the next intersection;
♦ where motor vehicles merge across to access an
exclusive turn lane (See Section 3.H); and,
♦ 20 metres upstream of the stopline at signalized
intersections.
2.5
For contra-flow bicycle lanes, the interval spacing
should be 50 m.
3.5
1.0 m
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DRAFT Bicycle Lane Design Guidelines
3.A.6 Straight Arrow
The straight arrow is a white elongated marking, 0.5
m wide and 2.0 m long, with a stroke width of 150
mm. This marking should be used in:
a) contra-flow bicycle lanes, placed 5.0 m
upstream of the Diamond Logo; and,
b) with-flow bicycle lanes to the left of exclusive
right turn lanes.
2.0 m
This marking may also be installed in with-flow
bicycle lanes where a problem with wrong-way
cycling has been identified.
0.5 m
3.A.7 Right Turn Arrow
The right turn arrow is a white elongated marking,
0.75 m wide and 2.0 m long, with a stroke width of
150 mm. This marking should be placed in a
bicycle lane located to the right of a shared left and
right turn lane, where the lane is in the stem of a ‘T’
intersection.
2.0 m
0.75 m
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DRAFT Bicycle Lane Design Guidelines
3.A.8 Left Turn Arrow
The left turn arrow is a white elongated marking, 0.75
m wide and 2.0 m long, with a stroke width of 150 mm.
This marking should be placed in bicycle lanes to the
left of exclusive right turn lanes, or placed in bicycle
lanes to the right of exclusive left turn lanes, where the
lane is in the stem of a ‘T’ intersection.
2.0 m
0.75 m
3.A.9 Crossing
The crossing pavement marking is a white elongated
marking, 0.8 m wide and 2.0 m long, with a stroke
width of 150 mm. This marking should be used to warn
cyclists of:
a) pedestrian crossovers, with the marking placed in
the bicycle lane 30 metres upstream of the PXO,
adjacent to the crossing marking in the traffic
lane(s); and,
2.0 m
b) at-grade railway crossings with the marking
placed in the bicycle lane 30 metres upstream of
the crossing.
0.8 m
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DRAFT Bicycle Lane Design Guidelines
3.A.10 Streetcar Stop (Optional)
The streetcar stop pavement marking can be used to indicate a
streetcar boarding/alighting area within a bicycle lane, where
no loading platform is present. The logo extends across the
entire width of the bicycle lane, with a stroke width of 100 mm
in an alternating pattern of 45 degree diagonal lines. White
transverse lines, 100 mm wide, extend across the bike lane at
the start and end of the zigzag pattern.
SC
Stop
For streetcar routes which feature only standard-length
vehicles, the zigzag pattern should extend from the streetcar
stop pole to 15 metres upstream.
For routes which include articulated streetcars, the zigzag
pattern should extend from the streetcar stop pole to 25 metres
upstream.
When used, this pavement marking should be supplemented
by the “Streetcar Stop Ahead” sign, described in Section 4.E.
College at
McCaul
3.A.11 Intersection Guide Lines
Condensed broken lane lines should be used to mark the left edge of the bicycle lane through
signalized intersections where the approach and discharge alignments are skewed. A white 200
mm broken line is used, with a 1.0 m segment and a 1.0 m gap.
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DRAFT Bicycle Lane Design Guidelines
3.B Intersections
20 m
15 m
3.B.1 Non-signalized Intersection
a) The bike lane striping is discontinued across the leg of
the intersecting street.
b) If the approach with the bike lane features a stop line
and crosswalks, the bike lane continues all the way to
the stop line with, in most cases, the final 15 metres
demarcated by a broken white line. The two exceptions
are:
§ where a nearside bus stop is present, the broken line
begins 20 metres from the stop line; and,
§ where right turns are not permitted, the solid line
continues all the way to the stop line.
The solid lane line should resume immediately
downstream of the farside crosswalk. The diamond and
bicycle logo pavement marking should be placed within
the first 15 metres of the lane.
15 m
15 m
5m
c) If the approach with the bike lane does not feature a
stop line and crosswalks, the bike lane continues to the
beginning of the turning radius with, in most cases, the
final 15 metres demarcated by a broken white line. The
two exceptions are:
§ where a nearside bus stop is present, the broken line
begins 20 metres from the bus stop; and,
§ where right turns are not permitted, the solid line
continues all the way to the beginning of the turning
radius.
15 m
5m
The solid lane line should resume 5 metres downstream
of the of the projected farside edge of the intersecting
street. The diamond and bicycle logo pavement marking
should be placed within the first 15 metres of the lane.
d) At a ‘T’ intersection, a solid bike lane line on the side
across from the stem should continue through the
intersection.
15 m
15 m
5
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DRAFT Bicycle Lane Design Guidelines
3.B.2 Signalized Intersection
The bike lane striping is
discontinued across the leg of the
intersecting street. The lane
continues all the way to the stop
line with, in most cases, the final
15 metres demarcated by a broken
white line. The two exceptions
are:
20 m
15 m
♦ where a nearside bus stop is
present, the broken line begins
20 metres from the stop line;
and,
♦ where right turns are not
permitted, the solid line
continues all the way to the
stop line.
The solid lane line should resume
immediately downstream of the
farside crosswalk. The diamond
and bicycle logo pavement
marking should be placed within
the first 15 metres of the lane.
15 m
15 m
5m
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DRAFT Bicycle Lane Design Guidelines
3.B.3 Stem of a ‘T’ Intersection
A
B
C
10
15 m
20 m
a) Where the adjacent traffic lane serves both left and right turning traffic, the bicycle lane
extends to the stop line, with the final 15 metres marked with a broken white line.
b) Where an exclusive left turn lane is provided at the intersection, a right arrow logo should be
placed in the bicycle lane 10 metres upstream of the stop line. The final 15 metres of the
bicycle lane should be marked with a broken white line.
c) Where an exclusive right turn lane (ERTL) is provided at the intersection, and the bicycle
lane is placed to the left of the ERTL, a left arrow logo should be placed in the bicycle lane
10 metres upstream of the stop line. The final 15 metres of the bicycle lane should be
marked with a solid white line. (see Section 3.H for further guidelines on ERTL’s)
3.C Beginning and Ending Mid-block
a) When beginning a bike lane midblock, a broken lane line
should extend from the curb to the solid bike lane line, at a
length:width ratio of 6:1 or greater. The Bicycle and
Diamond Logo should be placed at the beginning of the
solid lane line.
b) When ending a bike lane midblock, a broken lane line
should extend from the solid bike lane line to the curb, at a
length:width ratio of 6:1 or greater. The Bicycle and
Diamond Logo should be placed at the end of the solid lane
line.
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DRAFT Bicycle Lane Design Guidelines
3.D On-Street Parking
a) The diamond and bicycle logo should be placed within
the first 10 metres of the lane beside an on-street parking
zone.
b) The parking zone is demarcated with transverse 100 mm
white lines at the beginning and end, and a longitudinal
100 mm white line beside the bicycle lane.
c) The transition of the bicycle lane to/from curbside
to/from beside the parking area should be at a
length:width ratio of 6:1 or greater, consistent with
parallel transition lines.
d) Where parking areas are located on both sides of a
minor intersection, the bicycle lane does not return to
the curb for the 9 m “no parking” zones.
A
P
A
R
K
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A
e) Where parking areas are located on both sides of a
driveway or alley, the bicycle lane does not return to the
curb and the solid lane line continues straight.
f) Where parking demand is expected to be light, raised
islands (demarcated by “A” in the diagram), should be
installed both upstream and downstream of the parking
zone.
g) Where parking demand is expected to be moderate or
heavy, a solid 100 mm white should be installed from
the curb to the beginning of the parking zone.
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DRAFT Bicycle Lane Design Guidelines
3.E Transit Stops
3.E.1 Bus Stops without Bays
1)
1) Where the bus stop is nearside of an
intersection, the broken white line identifying
the bicycle lane should extend from 20
metres upstream of the bus stop to the stop
line.
Bus
Stop
Bus
Stop
2) Where the bus stop is mid-block with no onstreet parking, the broken white line
identifying the bicycle lane should extend
from 20 metres upstream of the bus stop to 5
metres downstream of the bus stop.
3) Where the bus stop is mid-block with onstreet parking, a broken white line identifying
the bicycle lane should extend from 34
metres upstream of the bus stop to 15 metres
downstream of the bus stop. The broken line
should be the same distance from the curb as
the upstream and downstream solid lines.
4) Where the bus stop is farside of an
intersection, the broken white line identifying
the bicycle lane should extend from the
intersection to 5 metres downstream of the
bus stop.
20 m
P
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34 m
5m
Bus
Stop
3)
Bus
Stop
2)
20 m
15 m
Bus
Sto
4)p
20 m
5m
Bus
Stop
1)
Bus
Stop
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DRAFT Bicycle Lane Design Guidelines
3.E.2 Bus Stops with Bays
1) The bicycle lane continues to the left of the
bus bay at the same width as upstream and
downstream of the bay. Solid or broken 200
mm white lines are used to mark the right
side of the lane as well as the left side.
2)
Bus
Stop
Bus
Stop
2) Where the bus bay is nearside of an
intersection, broken white lines identifying
the bicycle lane should extend from the start
of the taper to 5 metres downstream of the
end of the taper. Solid white lines should
extend the rest of the distance to the
intersection. Bicycle and diamond logos
should be placed at start of the solid line
section.
3) Where the bus bay is mid-block, broken
white lines identifying the bicycle lane
should extend from the start of the approach
taper to the end of the egress taper. Bicycle
and diamond logos should be placed
immediately downstream of the end of the
egress taper.
4) Where the bus bay is farside of an
intersection, solid white lines identifying the
bicycle lane should extend from the
intersection to the start of the taper. Broken
white lines should extend from the start of
the taper to the end of the taper. Bicycle
and diamond logos should be placed both
immediately farside of the intersection and
farside of the end of the taper.
5) If the bus bay width is less than 3.0 metres,
the right side of the bicycle lane through the
bay is not marked.
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5m
3)
Bus
Stop
Bus
Sto
4)
p
Bus
Stop
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DRAFT Bicycle Lane Design Guidelines
3.E.3 Streetcar Stops with Platforms
No special bike lane
markings are
required when
loading platforms
are provided at
streetcar stops.
3.F Pedestrian Crossovers (PXO’s)
3.F.1 Midblock PXO
a) The solid bicycle lane line should be used both
upstream and downstream of the crossover. The
diamond logo and the bicycle logo pavement
markings should be placed within the first 15
metres of the lane farside of the crossover.
b) Where on-street parking is generally permitted,
the bicycle lane continues straight through the
regulatory 9 metre “No Stopping” zones on either
side of the PXO.
P
A
R
K
I
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G
32 m
30 m
15 m
9m
9m
P
A
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DRAFT Bicycle Lane Design Guidelines
3.F.2 PXO at an Intersection
a) The solid bicycle lane line should be used
both upstream and downstream of the
crossover, except within the intersection.
The diamond logo and the bicycle logo
pavement markings should be placed
within the first 15 metres of the lane
farside of the crossover.
P
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b) Where on-street parking is generally
permitted, the bicycle lane continues
straight through the regulatory 9 metre
“No Stopping” zones on either side of the
PXO.
15 m
P
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DRAFT Bicycle Lane Design Guidelines
3.F.3 PXO with Bus Stops
a) The solid bicycle lane line should be used
upstream of the crossover regardless of
the presence of a nearside bus stop. A
broken bicycle lane line should be used
for bus stops farside of the crossover.
Bus
Stop
b) The diamond logo and the bicycle logo
pavement markings should be placed
within the first 15 metres of the lane
farside of the crossover.
Bus
Stop
Bus
Stop
Bus
Stop
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DRAFT Bicycle Lane Design Guidelines
3.G Exclusive Right Turn Lanes
3.G.1 With Throat Widening
a) Where an exclusive right turn lane
(ERTL) is introduced as a result of a
throat widening, the bicycle lane is
continued to the left of the ERTL.
b) The bicycle lane is demarcated on
both sides by broken white lines for
the length of the ERTL taper, and
solid white lines for the remaining
distance to the stop line.
c) Diamond and bicycle logos are
placed in the bicycle lane
immediately upstream and
downstream of the broken line
section. A straight through arrow is
placed in the bicycle lane
immediately upstream of the stop
line.
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DRAFT Bicycle Lane Design Guidelines
3.G.2 With Right Turn Cutoff
a) Where an exclusive right turn lane
(ERTL) ends in a right-turn cutoff, the
bicycle lane is continued to the left of
the ERTL.
b) The bicycle lane is demarcated on both
sides by broken white lines for the
length of the ERTL taper, and solid
white lines for the remaining distance
to the stop line.
c) Diamond and bicycle logos are placed
in the bicycle lane immediately
upstream and downstream of the
broken line section. A straight through
arrow is placed in the bicycle lane
immediately upstream of the stop line.
.
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DRAFT Bicycle Lane Design Guidelines
3.G.3 With On-Street Parking
a) Where an exclusive right turn
lane (ERTL) is introduced
downstream of an on-street
parking zone, the bicycle lane is
continued to the left of the
ERTL.
b) The bicycle lane is demarcated
on both sides by broken white
lines for a distance of 15 metres
from the end of the parking
zone, and solid white lines for
the remaining distance to the
stop line.
c) Diamond and bicycle logos are
placed in the bicycle lane
immediately upstream and
downstream of the broken line
section. A straight through
arrow is placed in the bicycle
lane immediately upstream of
the stop line.
15 m
P
A
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K
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DRAFT Bicycle Lane Design Guidelines
3.G.4 Transition from a Curb Lane
a) Where an exclusive right turn lane
(ERTL) is introduced without an
upstream on-street parking zone, or
a throat widening, the bicycle lane
moves from the curb to the left of
the ERTL.
b) The bicycle lane is demarcated on
both sides by solid lines for a
distance of 15 metres upstream
from the stopline, parallel to the
curb. Broken lane lines should
extend from the curb to the solid
bike lane lines, at a length:width
ratio of 6:1 or greater.
15 m
c) Diamond and bicycle logos are
placed in the bicycle lane
immediately upstream and
downstream of the broken line
section. A straight through arrow
is placed in the bicycle lane
immediately upstream of the stop
line.
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DRAFT Bicycle Lane Design Guidelines
3.H Merge Lane with Island
a) The bicycle lane is demarcated on both
sides by solid white lines from the
crosswalk to the beginning of the taper,
and by broken white lines for the length
of the taper.
b) Diamond and bicycle logos are placed in
the bicycle lane immediately downstream
of the crosswalk and at the end of the
taper.
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DRAFT Bicycle Lane Design Guidelines
3.I Contra Flow Bicycle Lane
The combination diamond, bicycle, and
arrow logo should be installed downstream
from each intersection, 5 m from the end of
the curb radius and immediately upstream of
all contra-flow lane stop lines. Between
intersections, the logo should be repeated at
50 m intervals.
12.5
m
P
A
R
K
I
N
G
5m
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4. Signs
4.A Bicycle Lane Ahead (Optional)
60 cm
The “Bike Lane Ahead” sign may be installed
between 30m and 50m upstream of the
beginning of a bicycle lane facility in response to
motorist/cyclist interaction concerns . (60cm x 60
cm, black on yellow background)
60 cm
4.B Bicycle Lane Begins
The “Bike Lane Begins” sign set should be installed at a
maximum of 15 m from the beginning of a bicycle lane
facility. (Bicycle lane:60 cm x 60 cm, black on white
background, “Begins” tab: 20cm x 60cm, white on black
background)
60
cm
BEGINS
20
cm
60
cm
4.C Bicycle Lane Continues
The “Bike Lane Continues” sign should be installed at a
minimum of one sign between each intersection, with the
first sign located downstream from each intersection, at a
maximum of 15 m from the end of the curb radius, and
subsequent signs installed at 200 m intervals. (60cm x 60
cm, black on white background)
60
cm
60
cm
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4.D Bicycle Lane Ends
The “Bike Lane Ends” sign set should be installed at a
maximum of 15 m from the end of a bicycle lane facility.
(Bicycle lane:60cm x 60 cm, black on white background,
“Ends” tab: 20cm x 60cm, white on black background)
60
cm
ENDS
20
cm
60
cm
4.E Streetcar Stop Ahead (Optional)
60 cm
A “Streetcar Stop Ahead” sign can be installed
between 20m and 30m upstream of a streetcar stop
marker, at locations which do not have a loading
platform. The sign should be installed with “zigzag” pavement markings in the bicycle lanes (see
section 3.A.10). (60cm x 60 cm, black on yellow
background)
60 cm
4.F Intersection Bicycle Lane Designation (Optional)
60
cm
60
cm
Where lane designation signs are used on an intersection approach featuring a bicycle lane, the
appropriate movement from the bicycle lane can also be signed. (60cm x 60 cm, black on yellow
background)
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5. Typical Intersection Designs
5.A Four Way Signalized Intersections
5.A.1 Without bus bays
not to
scale
Bus
Stop
Bus
Stop
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5.A.2 With bus bays
not to
scale
Bus
Stop
Bus
Stop
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5..B Four Way Non-Signalized Intersection
5.B.1 Without Stop Lines or Crosswalks
not to
scale
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5.B.2 With Stop Lines and Crosswalks
not to
scale
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5.C Three Way Signalized Intersection
5.C.1
‘T’ Signalized Intersection
not to
scale
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5.C.2 Skewed Intersection
not to
scale
optional
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5.D Three Way Non-Signalized Intersection
5.D.1 Without Bus Bays
5.D.2 With Bus Bays
Bus
Stop
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5.E Contra Flow Lane through Non-Signalized Intersection
BICYCLES
EXCEPTED
BICYCLES
EXCEPTED
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6. Catalogue of Innovative Designs
6.A Bicycles Only Through at Kilbarry & Oriole
The installation of bicycle lanes through this intersection was part of intitiative to achieve the
following objectives:
- enhance the pedestrian crossing of Oriole (previously this had been a PXO);
- allow cyclists to proceed eastbound and westbound through the intersection, but physically
prohibit motorists form making these movements; and,
- allow motorists to make north-to-west left turns, but prohibit all other left turn movements.
The final design, shown on the following page, incorporates several unusual bicycle lane
features:
1) The westbound through bicycle lane is the leftmost lane. This properly aligns the cyclist to
proceed straight through the intersection.
2) An overhead sign, with the arrow pointing down, identifies the westbound bicycle lane just
east of the intersection.
3) A second bicycle lane sign for westbound cyclists is placed on the raised median in the centre
of the intersection. This directs cyclists through the cyclist-only depressed portion of the
median. (A second depressed section to the north served pedestrians.)
4) The start of the short eastbound bicycle lane is identified by bicycle lane signs placed both to
the left and right of the facility. This reinforces the message that this facility is only for
cyclists.
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Kilbarry Road & Oriole Parkway
overhead
Kilbarry
Oriole
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