Sidewalk-level protected bikeways are at or near the elevation of the sidewalk and are physically separated from the roadway by a vertical curb. Sidewalk-level protected bike lanes are the preferred bikeway type for any street reconstruction project on a street identified as a low stress bikeway on the All Ages and Abilities Network where a shared use path or neighborhood greenway are unfeasible or not preferred. They may also be implemented as part of a roadway retrofit project, but other forms of protected bike lanes are more common in that scenario due to retrofit cost realities.
Sidewalk-level protected bike lanes on Washington Ave
Figure 3.4F.1:
Sidewalk-level protected bike lane dimensions table
Figure 3.4F.2:
Sidewalk-level protected bike lane dimensions graphic
Operation |
May be designed for one-way or two-way bicycle traffic. |
On-street to off-street transitions |
On-street protected or un-protected bike lanes may transition to sidewalk-level protected bike lanes by employing bicycle-specific slip ramps. For slip ramp transitions, a pedal-compatible adjacent curb height (2” or less) or a mountable curb should be pursued between the bikeway and sidewalk/furnishing zone. |
Maintenance |
A constrained minimum bikeway + buffer width of 6’ is required to accommodate snow clearance/removal. |
Greening |
Buffer areas between the bike lane and roadway or sidewalk may be considered for greening where adequate space exists. |
Buffer zones |
Sidewalk-level protected bike lanes should have buffers between both the roadway and pedestrian clear zone.
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Materials |
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Detectable edge |
In areas where a sidewalk-level bike lane is located adjacent to the pedestrian clear zone [link], a detectable edge (also referred to as a directional guideway) should be utilized to provide visual and tactile delineation between the sidewalk and bike lane.
Figure 3.4F.3: Example of detectable edge between sidewalk level protected bike lane and sidewalk |
Parking lane considerations |
When locating a sidewalk-level protected bike lane adjacent to a parking or loading zone, a minimum buffer of 3’ should be maintained between the back-of-curb and the bikeway to accommodate door zone conflicts. In loading zones and areas with high parking turnover, consider paving the buffer area to accommodate access from the parking/loading zone to the sidewalk. |
ADA considerations |
Designers should implement strategies to support ADA access to parking spots, bus stops, and Metro Mobility drop off points along protected bike lanes. Additional details will be forthcoming in a future update to the Street Design Guide. |
Intersection guidance |
See also bikeway intersection design guidance. |