City of Oxnard - Bicycle and Pedestrian Master Plan Appendices
City of Oxnard - Bicycle and Pedestrian Master Plan Appendices City of Oxnard - Bicycle and Pedestrian Master Plan Appendices
City of Oxnard | Bicycle and Pedestrian Master Plan A.3.4. Bicycle Lanes at Channelized Intersection with Right Turn Pocket Design Summary Preferred for New Development: 5’ bicycle lane width next to right-turn pocket Minimum Design Standard: 4’ bicycle lane width next to a right turn pocket. Preferred Design Discussion The appropriate treatment for right-turn only lanes is to place a bicycle lane pocket between the right-turn lane and the rightmost through lane or, where right-of-way is insufficient, to drop the bicycle lane entirely approaching the right-turn lane. The design (right) illustrates a bicycle lane pocket, with signage indicating that motorists should yield to bicyclists through the merge area. The dashed lines in the merging area should be an integral part of any intersection with this treatment in Oxnard. The merge area (dashed lines) should begin no less than 50’ before the stop line on the near side of the intersection. Sign R4- 4 is optional. Dropping the bicycle lane should only be done when a bicycle lane pocket cannot be accommodated. 50’ • Travel lane reductions may be required to achieve this design. Design Example (optional) (optional) Guidance • California MUTCD • Caltrans Highway Design Manual (Chapter 1000) • AASHTO Guide for the Development of Bicycle Facilities Alta Planning + Design | A-25
Appendix A | Design Guidelines A.4 Design of Bicycle Routes (Class III) Class III bicycle facilities – (Caltrans designation) are defined as facilities shared with motor vehicles. They are typically used on roads with low speeds and traffic volumes, however can be used on higher volume roads with wide outside lanes or with shoulders. A motor vehicle driver will usually have to cross over into the adjacent travel lane to pass a bicyclist, unless a wide outside lane or shoulder is provided. Bicycle routes are intended to provide continuity to the bikeway system and are established by placing Bicycle route signs along roadways. Bicycle routes can employ a large variety of treatments from simple signage to complex treatments including various types of traffic calming and/or pavement stenciling. The level of treatment to be provided for a specific location or corridor depends on several factors. A.4.1. General Design Guidance A.4.1.1. Width Varies depending on roadway configuration; see following pages for design examples. A.4.1.2. Striping If shoulder is present, a 4-inch edge line separating vehicle lane from shoulder for bicycle use should be used. A.4.1.3. Signing Use D11-1 “Bicycle Route” Sign at: • Beginning or end of Bicycle Route (with applicable M4 series sign below) • Entrance to multi-use path (Class I) - optional • At major changes in direction or at intersections with other bicycle routes (with applicable M7 series sign below) • At intervals along bicycle routes not to exceed ½ mile • For additional information on signage see Section A.9.1. D11-1 Sign A.4.1.4. Pavement Markings Shared Lane Markings may be applied to Bicycle routes per the California MUTCD. A-26 | Alta Planning + Design
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<strong>City</strong> <strong>of</strong> <strong>Oxnard</strong> | <strong>Bicycle</strong> <strong>and</strong> <strong>Pedestrian</strong> <strong>Master</strong> <strong>Plan</strong><br />
A.3.4. <strong>Bicycle</strong> Lanes at Channelized Intersection with Right Turn Pocket<br />
Design Summary<br />
Preferred for New Development: 5’ bicycle lane width next to<br />
right-turn pocket<br />
Minimum Design St<strong>and</strong>ard: 4’ bicycle lane width next to a right<br />
turn pocket.<br />
Preferred Design<br />
Discussion<br />
The appropriate treatment for right-turn only lanes is to place a<br />
bicycle lane pocket between the right-turn lane <strong>and</strong> the rightmost<br />
through lane or, where right-<strong>of</strong>-way is insufficient, to drop<br />
the bicycle lane entirely approaching the right-turn lane. The<br />
design (right) illustrates a bicycle lane pocket, with signage<br />
indicating that motorists should yield to bicyclists through the<br />
merge area. The dashed lines in the merging area should be an<br />
integral part <strong>of</strong> any intersection with this treatment in <strong>Oxnard</strong>.<br />
The merge area (dashed lines) should begin no less than 50’<br />
before the stop line on the near side <strong>of</strong> the intersection. Sign R4-<br />
4 is optional. Dropping the bicycle lane should only be done<br />
when a bicycle lane pocket cannot be accommodated.<br />
50’<br />
• Travel lane reductions may be required to achieve this<br />
design.<br />
Design Example<br />
(optional) (optional)<br />
Guidance<br />
• California MUTCD<br />
• Caltrans Highway Design Manual (Chapter 1000)<br />
• AASHTO Guide for the Development <strong>of</strong> <strong>Bicycle</strong> Facilities<br />
Alta <strong>Plan</strong>ning + Design | A-25
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