Protected bicycle lane designation

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“Protected bicycle lane designation” involves the specific setting aside of space for bicycle use. These lanes (sometimes referred to as “Cycle tracks”, “Separated bike lanes” or “Green lanes”) are essentially sidewalks for bikes. Because they use planters, curbs, parked cars or posts to separate bike and auto traffic on busy streets, protected lanes are essential to building a full network of bike-friendly routes. Protected bike lanes are part of a connected system for biking around city, which is an essential ingredient of a great place to live and work. They are a simple tool to transform city streets into places where more people feel comfortable riding a bike, making it easier to get around, save money, and live an active life.



A municipality has many bike lanes occupied by parking or walking, and thus causing some safety problems, especially in snowy cities. In winter, if you have ridden your bike through snow or ice, you know your speed goes down as you negotiate crusty and uneven roads, often in the dark. On streets with lots of high-speed motorized vehicles, it can be especially dangerous to mix cars with vulnerable road users like bicyclists. Without specific regulations, many people are unwilling to travel by bike.To encourage more people to ride their bikes as commuting modes, local government can build a well-connected network of protected bike lanes. This project will separate bicycles from cars, reduce the number of bike/motorist collisions. Protected bike lanes make cyclists more predictable to drivers, and virtually eliminate the potential of crashes caused by opening car doors in the parking lane. Nationwide, cities that have improved bike facilities might see a significant increase in the number of people willing to leave their cars behind and commute by bike.


Tradeoffs of implementing this policy may include:

  1. Narrow the roads for motor vehicles.
  2. Lead to dissatisfaction from drivers.
  3. Place burdens on local government investment.
  4. Consider more about parking efficiency of bus.
  5. Negative impact on the efficiency of turning and passing in intersections.
Compatibility Assessment

If answered yes, the following questions indicate superior conditions under which the policy is more likely to be appropriate:

  1. Is it common to see bikes appropriate sidewalks?
  2. Are there frequent bike-related intersection injuries?
  3. Does transportation department seek to increase the pedestrian safety on sidewalks?
  4. Do many commuters only have trips that are less than 4 miles [1]?
  5. Are the tradeoffs cited above unlikely to be applicable?

The following questions should be considered when determining how to implement this policy:

  1. What separation type is most applicable in specific location? Parked cars, plastic posts, curbs or planters?
  2. How design department treat improve potential intersection problems?
  3. Does this project obtain local support under different contexts?
  4. What restrictions or specifications are needed to ensure safety?
  5. Which local department should ensure regulation and punishment for protected bike lanes?


  • Has adoption of: Common. [2] Transportation had officially endorsed the designs and the count was up to 213. The number is expected to keep growing dramatically.


  • Advocates - Bicycle Transportation. Assumption: Protected bike lanes project is a good way to solve many transportation problems and even some economic growth issues.
  • Constituent Groups - Local Residents. Assumption: Residents feel that the protected bike lanes have led to an increase in the desirability of living and safety for biking.
  • Constituent Groups - Local Businesses. Assumption: Making a place more walkable and bikeable stimulates the economy. Cyclists are more likely to stop for a quick purchase along a bike route than individuals traveling by automobile.. [6]
  • Government Agencies - Economic Development. Assumption: Because the protected bike lanes could boost local business and bring economic and safety benefits, local government support this program by funding and regulation.. [7]



5 protected bike lanes at intersections without bicycle signals. They represent different ideas for how to 6 mix and interact bicycles and motor vehicles.

  • Continuing Surge in Protected Lane Use Michael Andersen, Green Lane Project staff writer.( 2014) Freshly compiled bike counts from June 2013 show that the number of people biking in the 15th Street and Pennsylvania Avenue lanes during peak hours has grown seven times faster than the citywide average since April 2010.
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