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Contextual Guidance for Selecting All Ages&Abilities Bikeways Roadway Context Target Max. All Ages&Abilities i Target Motor Motor Vehicle Motor Vehicle Key Operational Bicycle Facility Vehicle Speed' Volume(ADT) Lanes Considerations Any of the following:high .- E Any Any curbside activity,frequent buses,kProtected Bicycle Lane motor vehicle congestion,or turning conflicts: <10 mph Less relevant No centerline, Pedestrians share the roadway Shared Street s 20 mph s 1,000-2,000 or single lane one-way 50 motor vehicles per hour in Bicycle Boulevard s 500-1,500 the peak direction at peak hour s 1,500- Conventional or Buffered Bicycle 3,000 Single lane Lane,or Protected Bicycle Lane s 3,000- each direction, Buffered or Protected Bicycle s 25 mph 6,000 or single lane Low curbside activity,or low Lane Greater than one-way congestion pressure - 6,000 Protected Bicycle Lane Any Multiple lanes per direction Single lane Protected Bicycle Lane,or each direction Reduce Speed s 6,000 Low curbside activity,or low Greater than Multiple lanes congestion pressure Protected Bicycle Lane,or 26 mph' per direction Reduce to Single Lane&Reduce Speed Greater than Protected Bicycle Lane, 6,000 Any Any or Bicycle Path High-speed limited accessHigh pedestrian volume Bike Path with Separate Walkway Loadways, natural corridors, or Protected Bicycle Lane r geographic edge conditions Any Shared-Use Path or with limited conflicts Low pede$trian volume Protected Bicycle Lane 'While posted or 85th percentile motor vehicle speed are commonly used design speed targets,95th percentile speed captures high-end speeding,which causes greater stress to bicyclists and more frequent passing events.Setting target speed based on this threshold results In a higher level of bicycling comfort for the full range of riders. t Setting 25 mph as a motor vehicle speed threshold for providing protected bikeways is consistent with many cities'traffic safety and Vision Zero policies.However,some cities use a 30 mph posted speed as a threshold for protected bikeways,consistent with providing Level of Traffic Stress level 2(LTS 2)that can effectively reduce stress and accommodate more types of riders!" t Operational factors that lead to bikeway conflicts are reasons to provide protected bike lanes regardless of motor vehicle speed and volume. Figure I Designing for All Ages&Abilities,NACTO https://nacto.org/wp-content/uploads/2017/12/NACTO_Designing for-All- ' Ages-Abilities.pdf • Page 7 of 7