A shared lane marking, shared-lane marking, or sharrow is a street marking installed by various jurisdictions worldwide in an attempt to make cycling safer.
A shared lane marking, shared-lane marking, or sharrow is a street marking installed by various jurisdictions worldwide in an attempt to make cycling safer.
These markings are used in New Zealand [1] , Australia, Canada, Spain, the United States and other countries.[ citation needed ] This marking is placed in the travel lane to indicate where people should preferably cycle. [2] [ better source needed ]
In US usage, the wide shape of the arrow, combined with the bike symbol, gave rise to unofficial names such as "bike in a house" or "sharrow". In the UK roughly the same function is served by a bicycle symbol without arrows. However, this tends to be used more as an indication of a formal cycle route rather than as an encouragement to share the road.
The original "bike in a house" or "man jumping barrels at home" marking was developed by James Mackay and included in the 1993 Denver Bicycle Master Plan. [3] While Mackay had considered a "connect the dots" pavement markings approach for bicycle route definition and cyclist lane positioning reinforcement (during his time as the Bicycle Facilities Engineer for the North Carolina Department of Transportation), the City of Denver's unwillingness to commit to bike lane markings meant that shared lane markings were the only pavement marking treatment for bicyclists that the City would implement. The hollow arrow surrounding the cyclist was intended to reinforce the correct direction of travel for bicyclists (who were frequently observed riding the wrong way, against traffic, in Denver). [4]
In 2004, the city of San Francisco, California began experimenting with the shared lane marking, and developed a revised symbol consisting of a bicycle symbol with two chevron markings above the bicycle. [5] In the process, the name sharrow was coined by Oliver Gajda, of the City and County of San Francisco Bicycle Program, and is a portmanteau of share and arrow. [6] [7] [a]
In a 2009 paper, Northeastern University researcher Peter G. Furth proposed the "Bicycle Priority Lane", which combines sharrows with dotted lines inside the usual lane markings. [9] This marks a five-foot-wide zone in the center of the lane which bicyclists are encouraged to use. The city of Boston, Massachusetts began experimenting with these markings in 2013. [10]
Behavioral studies prepared for the Federal Highway Administration and the city of San Francisco have shown that streets with shared lane arrows increase separation between motor vehicles and cyclists, encourage cyclists to ride outside of the door zone, and may reduce wrong way cycling and sidewalk cycling, which are associated with increased crash risk. [11] [12]
However, another study published in the journal Injury Prevention based on hospital records shows no statistically significant reduction in injuries, and possibly a small increase. [13]
A 2016 study commissioned by the Transportation Research Board conducted a comprehensive longitudinal analysis of census block groups in Chicago. [14] Block groups were categorized in one of 3 categories: block groups with bike lanes installed, block groups with sharrows only, and block groups with no cycling infrastructure. The authors found that blocks with bike lanes experienced a significantly larger increase in bicycle commuters than block groups with sharrows, which were only a bit better than those without infrastructure. Block groups with only sharrows installed were significantly less effective at reducing injuries per year per commuter than both block groups with bike lanes and even as block groups with no infrastructure. The study concludes that these findings raise concerns on the effectiveness of sharrows as a safety measure and as an incentive to bicycle commuting. In the discussion on this study it was criticized that block groups were compared instead of streets. [15]
The US Manual on Uniform Traffic Control Devices says shared-lane markings may be used to: [16]
A. Assist cyclists with lateral positioning in a shared lane with on-street parallel parking in order to reduce the chance of a bicyclist impacting the open door of a parked vehicle;
B. Assist cyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane;
C. Alert motorists of the lateral location bicyclists are likely to occupy within the traveled way;
D. Encourage safe passing of bicyclists by motorists; andE. Reduce the incidence of wrong-way bicycling. [16]
Based on the San Francisco experimental data, in August 2004 the California Traffic Control Devices Committee (CTCDC) approved the use of this marking in California. [17] In the 2009 edition of the Manual on Uniform Traffic Control Devices, shared lane markings were approved for general use. [18] The city of Seattle, Washington included extensive use of shared lane markings in its Bicycle Master Plan of early 2007. [19] The concept has since been implemented by cities throughout the United States. [20]
Shared lane marking has been adopted in Canada, being used in localities ranging from Montreal [21] to Vancouver. [22]
For several years, the traffic rules of France have allowed shared lanes, they're called voies partagées, in addition to two types of dedicated bike lanes. One of those is obligatory, the other one is not obligatory, but also reserved for bicycles. All have the same pictograms on the street surface, but are distinguished by roadside signs.
In the Czech Republic, a series of sharrows on shared lanes are called Cyklopiktokoridor which translates as "cycle pictogram corridors". For cycle lanes with marked limits, a strict type and a soft type exist (as in France), and are distinguished by different pictograms.
The concept of shared lane markings has also appeared in Spain [23] and New Zealand. [24]
In Germany, the concept is not yet established officially, but some local authorities use simple bike logos for the same purpose, without having a specific term for them.
In Latvia, a single street in its capital Riga has markings indicating the lanes as "recommended cycle lanes", however legally this marking is not defined and consequently there are no differences to any other road with shared traffic. [25]
A living street is a street designed with the interests of pedestrians and cyclists in mind by providing enriching and experiential spaces. Living streets also act as social spaces, allowing children to play and encouraging social interactions on a human scale, safely and legally. Living streets consider all pedestrians granting equal access to elders and those who are disabled. These roads are still available for use by motor vehicles; however, their design aims to reduce both the speed and dominance of motorized transport. The reduction of motor vehicle dominance creates more opportunities for public transportation.
Bike lanes (US) or cycle lanes (UK) are types of bikeways (cycleways) with lanes on the roadway for cyclists only. In the United Kingdom, an on-road cycle-lane can be firmly restricted to cycles or advisory. In the United States, a designated bicycle lane or class II bikeway (Caltrans) is always marked by a solid white stripe on the pavement and is for 'preferential use' by bicyclists. There is also a class III bicycle route, which has roadside signs suggesting a route for cyclists, and urging sharing the road. A class IV separated bike way (Caltrans) is a bike lane that is physically separate from motor traffic and restricted to bicyclists only.
Vehicular cycling is the practice of riding bicycles on roads in a manner that is in accordance with the principles for driving in traffic. The phrase vehicular cycling was coined by John Forester in the 1970s. In his book Effective Cycling, Forester contends that "Cyclists fare best when they act and are treated as drivers of vehicles".
Bicycle transportation planning and engineering are the disciplines related to transportation engineering and transportation planning concerning bicycles as a mode of transport and the concomitant study, design and implementation of cycling infrastructure. It includes the study and design of dedicated transport facilities for cyclists as well as mixed-mode environments and how both of these examples can be made to work safely. In jurisdictions such as the United States it is often practiced in conjunction with planning for pedestrians as a part of active transportation planning.
A bicycle boulevard, sometimes referred to as a neighborhood greenway, neighborway, neighborhood bikeway or neighborhood byway is a type of bikeway composed of a low-speed street which has been "optimized" for bicycle traffic. Bicycle boulevards discourage cut-through motor-vehicle traffic but may allow local motor-vehicle traffic at low speeds. They are designed to give priority to bicyclists as through-going traffic. They are intended as a low-cost, politically popular way to create a connected network of streets with good bicyclist comfort and/or safety.
A cycle track or cycleway (British) or bikeway, sometimes historically referred to as a sidepath, is a separate route for cycles and not motor vehicles. In some cases cycle tracks are also used by other users such as pedestrians and horse riders. A cycle track can be next to a normal road, and can either be a shared route with pedestrians or be made distinct from both the pavement and general roadway by vertical barriers or elevation differences.
The Wiggle is a 1-mile (1.6 km) zig-zagging bicycle route from Market Street to Golden Gate Park in San Francisco, California, that minimizes hilly inclines for bicycle riders. Rising 120 feet (37 m), The Wiggle inclines average 3% and never exceed 6%. The path generally follows the historical route of the long since paved-over Sans Souci Valley watercourse, winding through the Lower Haight neighborhood toward the Panhandle section of Golden Gate Park.
Cycling in New York City is associated with mixed cycling conditions that include dense urban proximities, relatively flat terrain, congested roadways with stop-and-go traffic, and streets with heavy pedestrian activity. The city's large cycling population includes utility cyclists, such as delivery and messenger services; cycling clubs for recreational cyclists; and increasingly commuters. Cycling is increasingly popular in New York City: in 2018 there were approximately 510,000 daily bike trips, compared with 170,000 daily bike trips in 2005.
A bicycle map, also known as a bike map, is a specialized map designed to assist cyclists in navigating urban, suburban, or rural areas safely and efficiently. It typically highlights bike lanes, dedicated bike paths, shared roads, and other infrastructure that accommodates bicyclists. These maps may also include information on elevation changes, points of interest, bike racks, repair stations, and traffic conditions relevant to cyclists. Bicycle maps aim to provide cyclists with essential information for route planning, to promote cycling as a mode of transportation, and to enhance the overall biking experience by ensuring accessibility and safety.
Cycling in Illinois encompasses recreation, bikeways, laws and rules, and advocacy. The director of the Illinois Department of Natural Resources, Joel Brunsvold, explained Illinois cycling opportunities: “Bicycle riding is one of the most popular outdoor recreational activities in Illinois, enjoyed by young and old alike...Illinois has a variety of trails for the public to enjoy. The terrain includes flat prairie land to rolling hills, towering bluffs to the breathtaking river and lakefront views.” Many communities across the state are updating bicycle infrastructure in order to accommodate the increased number of cyclists on the roads.
Bicycle use in Portland, Oregon has been growing rapidly, having nearly tripled since 2001; for example, bicycle traffic on four of the Willamette River bridges has increased from 2,855 before 1992 to over 16,000 in 2008, partly due to improved facilities. The Portland Bureau of Transportation says 6% of commuters bike to work in Portland, the highest proportion of any major U.S. city and about 10 times the national average.
Cycling in San Francisco has grown in popularity in recent years, aided by improving cycling infrastructure and community support. San Francisco's compact urban form and mild climate enable cyclists to reach work, shopping, and recreational destinations quickly and comfortably. Though San Francisco's famed steep hills can make cycling difficult, many parts of the city are relatively flat, including some of the most densely populated. However, heavy automobile traffic, the lack of bike lanes on many streets, and difficulty in crossing major streets deter most residents from cycling frequently in San Francisco.
The San Francisco Bicycle Plan is the current guiding document for near-term bicycle transportation improvements in San Francisco, and was adopted unanimously by the Board of Supervisors on August 11, 2009. The overall goal of the plan is to "increase safe bicycle use" over an expected implementation timeline of 5 years. The plan recommends 60 near-term improvements to the bicycle route network, 52 of which are the addition of bicycle lanes to 34 miles of city streets to the already existing 45 miles of city streets with bicycle lanes.
Cycling in Canada is experienced in various ways across a geographically huge, economically and socially diverse country. Among the reasons for cycling in Canada are for practical reasons such as commuting to work or school, for sports such as road racing, BMX, mountain bike racing, freestyle BMX, as well as for pure recreation. The amount and quality of bicycle infrastructure varies widely across the country as do the laws pertaining to cyclists such as bicycle helmet laws which can differ by province.
Cycling infrastructure is all infrastructure cyclists are allowed to use. Bikeways include bike paths, bike lanes, cycle tracks, rail trails and, where permitted, sidewalks. Roads used by motorists are also cycling infrastructure, except where cyclists are barred such as many freeways/motorways. It includes amenities such as bike racks for parking, shelters, service centers and specialized traffic signs and signals. The more cycling infrastructure, the more people get about by bicycle.
The Bicycles May Use Full Lane sign, also referred to as BMUFL or R4-11, is a traffic sign used in the United States to:
The Idaho stop is the common name for laws that allow bicyclists to treat a stop sign as a yield sign, and a red light as a stop sign. It first became law in Idaho in 1982, but was not adopted elsewhere until Delaware adopted a limited stop-as-yield law, the "Delaware Yield", in 2017. Arkansas was the second US state to legalize both stop-as-yield and red-light-as-stop in April 2019. Studies in Delaware and Idaho have shown significant decreases in crashes at stop-controlled intersections. In France and Belgium, some intersections use red-light-as-yield signs.
There is debate over the safety implications of cycling infrastructure. Recent studies generally affirm that segregated cycle tracks have a better safety record between intersections than cycling on major roads in traffic. Furthermore, cycling infrastructure tends to lead to more people cycling. A higher modal share of people cycling is correlated with lower incidences of cyclist fatalities, leading to a "safety in numbers" effect though some contributors caution against this hypothesis. On the contrary, older studies tended to come to negative conclusions about mid-block cycle track safety.
The city of Madrid has been increasing in the last years its network of bicycle paths. In 2016, there were 195 km of cycling routes. The former city council had been planning to build 400 km more for the year 2024 despite a very vocal opposition to the construction of segregated infrastructure by a significant part of the local cycling community. However now with the new right wing mayor elected in 2019 the city is set to be the only capital in the world where bicycle lanes are being removed again.
Cycling infrastructure in the Canadian city of Halifax, Nova Scotia includes most regular streets and roads, bike lanes, protected cycle tracks, local street bikeways, and multi-use pathways.
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