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									641 Bicycle Facilities

Primary Guidance
       MoDOT values the needs of all transportation users including bicyclists. Bicycle
       facilities must be principally for transportation rather than recreational use.
       Consideration for the provision of bicycle facilities on improvement projects
       occurs during planning, and design activities when any of the following
       conditions exist:
            The local jurisdiction has a comprehensive bicycle policy in the area of the
                proposed improvement.
            There is public support through local planning organizations for the
                provision of bicycle facilities.
            The local jurisdiction agrees to fund the total cost of the facility (right of
                way and construction) plus the provision of future maintenance.
            Bicycle traffic generators are located near the proposed project (ie.
                residential neighborhoods, employment centers, shopping centers, schools,
                parks, libraries, etc.).
            There is evidence of bicycle traffic along the proposed project or the local
                community supports the incorporation of facilities at this time.
            The route provides access across a natural or man-made barrier (ie.
                bridges over rivers, roadways, or railroads or under access controlled
       Bicycle facilities will not be provided on interstate roadways or located within
       their right of way. However, a bicycle facility may be provided along a non-
       interstate roadway that crosses interstate right of way if:
             it is grade separated from the interstate travelway and
             the bicycle facility crossing interstate right of way remains the same as
                 the bicycle facility on each approach to the interstate (e.g. if the bicycle
                 facility is a designated bicycle lane on each approach to the interstate the
                 bicycle facility continues as a designated bicycle lane as it crosses the
                 interstate roadway).

641.1 General Discussion
The design and installation of bicycle facilities is at the sole discretion of the director or
the district engineer acting as the director’s designee. The decision to provide or not
provide bicycle facilities on any project will be documented. Many times bicycle traffic
can be accommodated on the proposed improvement simply through the use of a paved
shoulder. However, bicycle facilities will be located off MoDOT right of way whenever
possible. State law permits bicycles to operate on all state highways, except travel lanes
of the interstate or where specifically prohibited. Where special bicycle accommodation
is not provided, bicyclists will use the travel lane. Therefore, probable use of the travel
lane by bicyclists will be considered in determining appropriate construction details such
as drain grates and expansion joints.
641.1.1 Types of Facilities

Numerous strategies are available to provide bicycle facilities along state roadways.
These include the roadway, the roadway shoulder, bicycle lanes, wide shared lanes and
bicycle paths. Typical roadway sections will be developed in accordance with Figure 1.
A gutter section along the roadway is not considered a part of a bicycle facility. The
AASHTO publication Guide for the Development of Bicycle Facilities and the FHWA
publication Selecting Roadway Design Treatments to Accommodate Bicycles (FHWA-
RD-92-073) provide excellent guidance for the design of bicycle facilities. Design and
Planning Division personnel can provide further assistance in addressing project specific
concerns on a case-by-case basis.

A typical lane, 12 ft. (3.6m) in width, can be used to accommodate both motorists and
bicyclists with a minimum of conflict when the vehicle operating speed and the volume
of traffic including trucks is low.

Paved shoulders can adequately serve the needs of bicyclists. This treatment is well
suited for rural design. In some situations it may also be a viable alternative in urban
areas. When paved shoulders are signed and marked for bicycle use, the “operating”
width of the shoulder for the bicyclist will be 4 ft. (1.2m).

A bicycle lane is a portion of a roadway that has been designated by signing and
pavement markings for the preferential or exclusive use of bicyclists. Bicycle lanes are
well suited where bicycle travel and demand are substantial and vehicular traffic and
speed are high. These lanes are most useful when located on urban collector and arterial

A wide shared lane is a right through lane wider than 12 ft (3.6m). A 14 ft (4.2m) lane is
most common for shared use. This “wide” lane can allow vehicles and bicycles to
comfortably operate side by side in the same lane. A lane wider than 14 ft (4.2m) may
encourage the undesirable operation of two vehicles in the “wide” lane. This type of lane
is well suited for urban and suburban roadways with low vehicular and low truck traffic
in situations where bicycle lanes are not feasible.

A bicycle path is a bikeway, usually located beyond the clear zone, physically separated
from vehicular traffic by an open space or a barrier. Preferably, it is located on
independent right of way; however, if necessary it may be located within the right of
way. A bicycle path is appropriate in corridors not directly served by highways or
streets, such as along rivers, lakes, parks, abandoned utility or railroad right of way.
Cross movement by vehicle traffic must be minimal. Often these paths are referred to as
“shared use paths” because of the variety of users (runners, pedestrians, skaters,
wheelchairs, etc.). A bicycle path in the public right of way will satisfy ADA
requirements for sidewalks if it’s use by pedestrians is intended. Typical sections for
bike paths and shared use paths together with other design criteria can be found in the
AASHTO document Guide for the Development of Bicycle Facilities
641.1.2 Costs

Costs for new bicycle facilities, including right of way, construction and maintenance can
be funded by local jurisdictions, by other non-department sources, by the department
itself (typically with Enhancement funds) or by a combination of sources. Enhancement
funds cannot be used for maintenance of bicycle facilities. State funds will only be used
for facilities located on MoDOT right of way. Funding arrangements for bicycle
facilities must be addressed with a written agreement executed prior to the start of
construction. Provision of bicycle facilities will be considered on a case-by-case basis.

Existing bicycle facilities disturbed by any MoDOT improvement will be replaced at
MoDOT’s expense, unless superseded by provisions of a previously executed agreement
or permit. Normal right of way and construction costs for this restoration will be
included as a project cost for the proposed improvement.

641.1.3 Agreements

Agreements with local jurisdictions or other sponsors are necessary to address funding
and maintenance responsibilities for bicycle facilities located either on or off MoDOT
right of way. These agreements must be in place prior to construction of the bicycle
facility. MoDOT has legal liability for bicycle facilities located on MoDOT right of way.
When others are responsible for maintaining a bicycle facility on MoDOT right of way,
as provided in the agreement, MoDOT personnel will conduct regular inspections to
ensure this maintenance is conducted. If the facility is not properly maintained, MoDOT
personnel will take necessary steps to ensure needed maintenance is provided with the
cost borne by the local sponsor.

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