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TRB's National Cooperative Highway Research Program (NCHRP) Report 500, Vol. 18, Guidance for Implementation of the AASHTO Strategic Highway Safety Plan: A Guide for Reducing Collisions Involving Bicycles provides strategies that can be employed to reduce collisions involving bicycles.
TRB's National Cooperative Highway Research Program (NCHRP) Report 500, Vol. 18, Guidance for Implementation of the AASHTO Strategic Highway Safety Plan: A Guide for Reducing Collisions Involving Bicycles provides strategies that can be employed to reduce collisions involving bicycles.
Many of the roads in the U.S. are non-Interstate, local and rural roads that are maintained and operated by local agencies, such as towns, counties, and Tribal governments. Non-motorized modes of travel, such as biking, walking, and riding horses or horse-drawn carriages can be expected along these roads and may face safety concerns when utilizing the same roadway as motorized travelers. This Non-Motorized User Safety Manual focuses on low-volume local rural roadways and rural villages and describes a process that can be used to address the safety of non-motorized users.
This guide provides information on how to accommodate bicycle travel and operations in most riding environments. It is intended to present sound guidelines that result in facilities that meet the needs of bicyclists and other highway users. Sufficient flexibility is permitted to encourage designs that are sensitive to local context and incorporate the needs of bicyclists, pedestrians, and motorists. However, in some sections of this guide, suggested minimum dimensions are provided.
This guide provides information on how to accommodate bicycle travel and operations in most riding environments. It is intended to present sound guidelines that result in facilities that meet the needs of bicyclists and other highway users. Sufficient flexibility is permitted to encourage designs that are sensitive to local context and incorporate the needs of bicyclists, pedestrians, and motorists. However, in some sections of this guide, suggested minimum dimensions are provided.
This guide provides information on how to accommodate bicycle travel and operations in most riding environments. It is intended to present sound guidelines that result in facilities that meet the needs of bicyclists and other highway users. Sufficient flexibility is permitted to encourage designs that are sensitive to local context and incorporate the needs of bicyclists, pedestrians, and motorists. However, in some sections of this guide, suggested minimum dimensions are provided.
Multimodal transportation networks provide access to jobs, education, health care, recreation, transit, and other essential services in urban, suburban, and rural areas throughout the United States. Interconnected pedestrian and bicycle infrastructure makes walking and bicycling a viable transportation choice for everyone and this contributes to the health, equity, and quality of life of our communities. This publication is a resource for practitioners seeking to build multimodal transportation networks.
Safety is the number one priority for the U.S. Department of Transportation (USDOT) and it's the agency's policy to provide safe and effective pedestrian accommodation wherever possible. The Federal Highway Administration (FHWA) encourages the use of specific proven pedestrian safety countermeasures that can help achieve local, State and National safety goals.
To accommodate the varying age and abilities of all users, a connected bike network should offer bicyclists multiple, safe routes and support comfortable and efficient everyday travel. This is the ideal in connectivity and comfort for all users, yet seldom experienced in the U.S. where street-by-street improvements often lead to abrupt bicycle facility endings. This seems to be shifting, however, as some of the country’s leading cities on bike infrastructure are taking efforts to link individual projects into complete, connected multimodal networks.
A classic Road Diet converts an existing four-lane undivided roadway segment to a three-lane segment consisting of two through lanes and a center two-way left turn lane (TWLTL). A Road Diet improves safety by including a protected left-turn lane for mid-block left-turning motorists, reducing crossing distance for pedestrians, and reducing travel speeds that decrease crash severity. Additionally, the Road Diet provides an opportunity to allocate excess roadway width to other purposes, including bicycle lanes, on-street parking, or transit stops.