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.7 Non-Standard Treatments Standard bicycle facility treatments do not always provide enough options when developing bikeways to retrofit the existing built environment. Narrow rights-of-way, off angled intersection, limited opportunities, and unique roadway geometry may warrant the use of context sensitive, non-standard treatments. This chapter discusses unique treatments and signage that are gaining acceptance across the nation. None of the treatments discussed in this chapter are contained within the standards set forth by the California MUTCD or Caltrans HDM. Any application of these treatments should follow the processes outlined by the California Traffic Control Devices Committee (CTCDC) and the Federal Highway Administration (FHWA). Alta Planning + Design | A-47
Appendix A | Design Guidelines A.7.1. Bicycle Only Left Turn Pocket Design Summary Recommended Design Bicycle Lane Width: Bicycle Lane pocket should be 4’ minimum in width, with 5’ preferred. Recommended Use: Can be installed on Class II and Class III bikeways, or on streets with no designated bicycle facility. Discussion A left-turn pocket allows only bicycles left turn access to a bicycle boulevard or designated bikeway. If the intersection is controlled, the left-turn pocket may have a left arrow signal, depending on bicycle and vehicle volumes. Signs and raised median design restrictions should be provided that prohibit motorists from turning, while allowing access to bicyclists. Bicycle signal heads may also be used at busy or complex intersections. Ideally, the left turn pocket should be protected by a raised curb, but the pocket may also be defined by striping only if necessary. This treatment is typically only applied on lower volume arterials and collectors. Design Example Portland, Oregon Guidance • There is no currently adopted Federal or State guidance for this treatment. • This treatment is currently used in Portland, Oregon. A-48 | Alta Planning + Design
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Appendix A | Design Guidelines<br />
A.7.1.<br />
<strong>Bicycle</strong> Only Left Turn Pocket<br />
Design Summary<br />
Recommended Design<br />
<strong>Bicycle</strong> Lane Width:<br />
<strong>Bicycle</strong> Lane pocket should be 4’ minimum in width, with 5’<br />
preferred.<br />
Recommended Use: Can be installed on Class II <strong>and</strong> Class III<br />
bikeways, or on streets with no designated bicycle facility.<br />
Discussion<br />
A left-turn pocket allows only bicycles left turn access to a bicycle<br />
boulevard or designated bikeway. If the intersection is controlled,<br />
the left-turn pocket may have a left arrow signal, depending on<br />
bicycle <strong>and</strong> vehicle volumes. Signs <strong>and</strong> raised median design<br />
restrictions should be provided that prohibit motorists from<br />
turning, while allowing access to bicyclists. <strong>Bicycle</strong> signal heads<br />
may also be used at busy or complex intersections. Ideally, the<br />
left turn pocket should be protected by a raised curb, but the<br />
pocket may also be defined by striping only if necessary. This<br />
treatment is typically only applied on lower volume arterials <strong>and</strong><br />
collectors.<br />
Design Example<br />
Portl<strong>and</strong>, Oregon<br />
Guidance<br />
• There is no currently adopted Federal or State guidance for this<br />
treatment.<br />
• This treatment is currently used in Portl<strong>and</strong>, Oregon.<br />
A-48 | Alta <strong>Plan</strong>ning + Design
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