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Pages 54-59

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From page 54...
... 54 Design Guidance This section provides general design guidance related to bicycle lane widths, taking into account a range of roadway and traffic characteristics. The design guidance is based primarily on the results of this research but also takes into consideration the results of previous research.
From page 55...
... 55 guidance presented in the current Bike Guide, there is no evidence to suggest that a 6-ft bicycle lane provides any additional benefits to bicyclists in terms of drawing or moving bicyclists away from the door zone of parked vehicles compared to a bicycle lane width of 5 ft, or even as narrow as 3.5 ft or 4 ft. It should be noted, however, that the effect of increasing the bicycle lane width up to 6 ft without making a corresponding reduction in parking lane width (or buffer width)
From page 56...
... 56 travel lane. Similarly, few passing vehicles likely encroached into adjacent travel lanes to the left, especially when encroachment involved crossing the centerline of the roadway.
From page 57...
... 57 suring 44 to 54 ft curb to curb. The guidance generally reflects that a buffer space provides distinct advantages over simply providing a wider bike lane and that providing a buffer space on both sides of the bike lane may help bicyclists to ride within the effective bike lane on roads with higher traffic volumes or truck percentages.
From page 58...
... 58 Table 19 suggests that suggested parking lane widths on roadways measuring 44 to 54 ft curb to curb should be 7 ft. The Green Book states that 7-ft parking lanes have been used on urban collector streets within residential neighborhoods, but in most other situations, the desirable minimum width of a parking lane is 8 ft (as was also suggested based on the results of this research)
From page 59...
... 59 lane will be installed. Proceeding from this research, roadway designers and transportation agencies have several options concerning the use of the suggested design guidelines.

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