914.5 Markings (MUTCD Chapter 9E)
914.5.1 Bicycle Lanes (MUTCD Section 9E.01)
Support. Pavement markings designate that portion of the roadway for preferential use by bicyclists. Markings inform all road users of the restricted nature of the bicycle lane.
Standard. Longitudinal pavement markings and bicycle lane symbol or word markings (see Figure 914.5.1.1) shall be used to define bicycle lanes.
Guidance. The first symbol or word marking in a bicycle lane should be placed at the beginning of the bicycle lane and downstream symbol or word markings should be placed after major intersections. Additional symbol or word markings should be placed at periodic intervals along the bicycle lane based on engineering judgment.
Option. An arrow marking may be used in conjunction with the bicycle lane symbol or word marking, placed downstream from the symbol or word marking.
Where the bicycle lane symbols or word markings are used, Bicycle Lane signs (see EPG 914.2.3) may also be used, but not necessarily adjacent to every set of pavement markings in order to avoid overuse of the signs.
Support. MoDOT does not typically install or maintain green-colored pavement for bicycle lanes.
Guidance. If green-colored pavement is installed on a MoDOT route, an agreement should be in place with the local agency that will maintain the green-colored pavement.
Standard. The bicycle symbol or BIKE LANE pavement word marking and the pavement marking arrow shall not be used in a shoulder.
A portion of the roadway shall not be established as both a shoulder and a bicycle lane.
Support. Where a shoulder is provided or is of sufficient width to meet the expectation of a highway user in that it can function as a space for emergency, enforcement, or maintenance activities, or avoidance or recovery maneuvers, EPG 914.2.7 contains information regarding the Bicycles Use Shoulder Only sign that can be used to denote locations on a freeway or expressway where bicycles are permitted on an available and usable shoulder.
Examples of pavement markings for bicycle lanes on a two-way street are shown in Figure 914.5.1.2.
914.5.2 Bicycle Lanes at Intersection Approaches (MUTCD Section 9E.02)
Standard. Except as provided in the following paragraph, a through bicycle lane shall not be positioned to the right of a right turn only lane or to the left of a left turn only lane.
Option. A through bicycle lane may be positioned to the right of a right turn only lane or to the left of a left turn only lane provided that the bicycle lane is controlled by a traffic signal that displays bicycle signal indications (see EPG 902.8).
Support. Unless controlled by a bicycle signal indication, a bicyclist continuing straight through an intersection from the right of a right turn only lane or from the left of a left turn only lane would be inconsistent with normal traffic behavior and would violate the expectations of right-turning or left-turning motorists.
Guidance. When the right (left) through lane is dropped to become a mandatory right-turn (left-turn) lane, the bicycle lane markings should stop at least 100 feet before the beginning of the right-turn (left-turn) lane. Through bicycle lane markings should resume to the left (right) of the mandatory right-turn (left-turn) lane.
Except as provided in the first Option paragraph of this article, an optional through-right (through-left) turn lane next to a mandatory right-turn (left-turn) lane should not be used where there is a through bicycle lane.
Standard. A bicycle lane located on an intersection approach between general-purpose lanes for motor vehicle movements shall be marked with at least one bicycle symbol and at least one arrow pavement marking as provided in the first Option paragraph of EPG 914.5.1.
A bicycle lane shall not be marked within a general-purpose lane, either with dotted or any other line markings.
Option. Where there is insufficient width in the roadway to include both a bicycle lane and a general-purpose turn lane, bicycle travel may be accommodated within the turn lane or general-purpose lane using shared-lane markings.
Standard. Where a general-purpose turn lane is controlled by a traffic control signal, through bicycle movements shall not be accommodated in the turn lane unless the turning movement is always permitted to proceed simultaneously with the adjacent through movement.
Support. Examples of bicycle lane markings on approaches to intersections are shown in Figures 914.5.2.1 through 914.5.2.4 and 914.5.8.
Guidance. The longitudinal line defining a bicycle lane should be dotted on approaches to intersections where turning vehicles are permitted to cross the path of through-moving bicycles.
Support. Buffer-separated and separated bicycle lanes require additional considerations at intersections, including sight distances for bicycles and other road users, user expectations, and intersection geometry.
Option. A buffer-separated or separated bicycle lane may be shifted closer to, or farther away from the adjacent general-purpose lane depending upon site-specific conditions (see Drawing C in Figure 914.5.7).
Support. A buffer-separated or separated bicycle lane shifted away from the adjacent general-purpose lane at an intersection can create space for a motor vehicle to queue between the general-purpose lane and the extension of the bicycle lane. This design can also improve the safety and comfort of bicyclists by reducing the speed of turning motor vehicles, improving sightlines, and creating additional buffer space prior to the conflict point with turning motor vehicles.
The purpose of shifting a buffer-separated or separated bicycle lane away from the adjacent general-purpose lane is to allow the driver of a turning vehicle to undertake the tasks of turning and scanning for bicycle cross traffic in isolation versus simultaneously. Sufficient sight distance for both drivers and bicyclists is important in this design (see Drawing C in Figure 914.5.7).
The purpose of shifting a buffer-separated or separated bicycle lane toward the adjacent general-purpose lane is to improve the visibility of bicyclists to the adjacent traffic and avoid conflicts between turning motor vehicles and bicyclists.
Option. Where a general-purpose mandatory turn lane is provided at an intersection and the approach also includes a separated or buffer-separated bicycle lane, a mixing zone may be established to allow general-purpose turning traffic to share the roadway space with bicyclists (see Figure 914.5.2.5).
Standard. Mixing zones shall be used only where the bicycle lane is one-way in the same direction of travel as the adjacent general-purpose lane.
Where a mixing zone continues to the intersection itself sharing space between bicyclists and general-purpose turning traffic, shared-lane markings and turn arrows shall be provided in the lane.
Support. Mixing zones require bicycles and general traffic to share space, interrupting a buffer-separated or separated bicycle lane where bicycle traffic is otherwise separated from general traffic. The preference is to provide a dedicated bicycle facility for the intersection approach. If that is not possible, the mixing zone needs to indicate that bicyclists and motorists are entering a shared condition.
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914.5.3 Extensions of Bicycle Lanes through Intersections (MUTCD Section 9E.03)
Support. Extensions of bicycle lanes through intersections can help identify the paths of bicyclists and guide them on movements that could be difficult to discern. Extensions of bicycle lanes through intersections also assist other road users of the intersection to identify where bicyclists are expected to operate and to recognize potentially unexpected conflict points.
The design, placement, and maintenance of bicycle lane extensions through intersections are important considerations, especially when contiguous to a crosswalk, to avoid potential confusion to pedestrians with vision disabilities.
The width and color of lane extension markings are discussed in EPG 620.2.13.
MoDOT does not typically install or maintain green colored pavement for bicycle lanes. If installed on a MoDOT route, an agreement must be in place with the local agency that will maintain green colored pavement.
Standard. Shared-lane markings or chevron markings shall not be used in bicycle lanes or bicycle lane extensions (see EPG 914.5.8).
Extensions of bicycle lanes through intersections shall use dotted line patterns.
Support. Separated and buffer-separated bicycle lanes may have alignments that are not as obvious within an intersection as a standard bicycle lane, therefore additional conspicuity is important where these types of bicycle lanes cross intersections.
Guidance. Lane extension markings should be used to extend a buffer-separated or separated bicycle lane through intersections.
The extension of a bicycle lane through an intersection should use two lines defining both lateral limits of the bicycle lane.
Standard. Where the path of the bicycle lane through the intersection is contiguous to a crosswalk, two longitudinal dotted lines shall be provided to establish the lateral limits of the bicycle lane extension. The transverse line establishing one side of the crosswalk, or the limit of a high-visibility crosswalk pattern (see EPG 620.3.5) that does not employ a transverse line, shall not be used to demarcate one side of the bicycle lane extension.
914.5.4 Bicycle Lanes at Driveways (MUTCD Section 9E.04)
Support. The definition of an “Intersection” in EPG 911 (MUTCD Section 1C.02) contains information to determine if a driveway can be considered an intersection.
Option. Bicycle lanes may be continued through a driveway using solid longitudinal lines.
914.5.5 Bicycle Lanes at Circular Intersections (MUTCD Section 9E.05)
Standard. Bicycle lanes shall not be provided in the circulatory roadway of an unsignalized circular intersection that includes conflicts at entry or exit points (see EPG 620.4) except as provided in the first Option paragraph of this article.
Guidance. Bicycle lane markings should stop at least 100 feet before the crosswalk, or if no crosswalk is provided, at least 100 feet before the yield line, or if no yield line is provided, then at least 100 feet before the edge of the circulatory roadway.
If used, bicycle crossings should be a minimum of 20 feet from the edge of the circulatory roadway.
Option. Separated bicycle lanes may be used in circular intersections.
Support. Separated bicycle lanes allow bicycles to navigate a circular intersection and its crossing points without merging into traffic and without dismounting and using a crosswalk at the intersection crossing point. This is beneficial at multi-lane and higher-speed circular intersections.
EPG 914.5.9 contains information on using shared-lane markings to facilitate the bicycle movement through a circular intersection.
The “Guide for the Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on the sidewalk in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.
The “Improving Intersections for Pedestrians and Bicyclists Informational Guide” (FHWA-SA-22-017), FHWA contains information on incorporating separated bicycle lanes and other bicycle facilities into circular intersections.
914.5.6 Buffer-Separated Bicycle Lanes (MUTCD Section 9E.06)
Support. Buffer-separated bicycle lanes provide additional lateral separation between a bicycle lane and a general-purpose lane by a pattern of pavement markings without the presence of vertical elements. Providing a buffer space between a bicycle lane and a general-purpose lane creates more separation between motor vehicles and bicycles, can reduce vehicle encroachment into the bicycle lane, and can increase the comfort of bicyclists.
Providing a buffer space between a bicycle lane and a parking lane can reduce crashes involving bicycles and the opening of vehicle doors from the parking lane.
Standard. If used, and except as provided in the first Option paragraph of this article, a buffer space shall be marked with a solid white line along both edges of the buffer space where crossing is discouraged.
Guidance. Engineering judgment should be used to establish intermittent breaks or interruptions in the buffer space, such as for driveways, transit stops, or on-street parallel parking lanes, in order to convey access points or an otherwise general legal movement to cross the buffer space (see Figure 914.5.6).
Option. Buffer spaces may be established without specific longitudinal lines if contiguous facilities have longitudinal lines or other pavement markings themselves that, when installed, automatically demarcate the buffer space (see Drawing D in Figure 914.5.6).
Standard. Except as provided in the subsequent paragraph, a through buffer-separated bicycle lane shall not be positioned to the right of a mandatory right-turn lane or to the left of a mandatory left-turn lane.
Option. A buffer-separated bicycle lane may be placed to the right of a mandatory right-turn lane (or to the left of a mandatory left-turn lane) only if a bicycle signal face (see EPG 902.8.1) is used and the signal phasing and signing eliminates any potential conflicts between the bicycle movement and the turning movement.
Guidance. The width of the buffer space should be at least 3 times the width of the normal or wide longitudinal line used to mark the buffer space.
Where a buffer space is 2 to 3 feet wide, chevron or diagonal markings (see EPG 620.2.24) should be applied within the buffer space.
Option. Where a buffer space is less than 2 feet wide, diagonal markings or no markings at all in the buffer space may be applied within the buffer space.
Standard. If used, diagonal markings shall slant away from traffic in the adjacent travel lane for motor-vehicle traffic.
Guidance. Where used, the spacing of chevrons or diagonal markings should be 10 feet or greater.
Support. Chevron and diagonal markings convey that the buffer space is not an additional bicycle lane or other travel lane open to traffic.
Standard. Where a buffer space is more than 3 feet wide, chevron or diagonal markings shall be applied within the buffer space.
Guidance. Lane extension markings should be used to extend a buffer-separated bicycle lane across intersections.
914.5.7 Separated Bicycle Lanes (MUTCD Section 9E.07)
Support. Separated bicycle lanes provide a physical separation between a general-purpose lane and a bicycle lane through the use of vertical objects or vertical separation between the general-purpose lane and bicycle lane. Providing a physical separation between a bicycle lane and a general-purpose lane can reduce vehicle encroachment into the bicycle lane beyond a marked buffer alone and can in some cases prevent that encroachment altogether.
Physical separation between general-purpose lanes and bicycle lanes introduces additional design considerations over buffer-separated bicycle lanes, including the awareness of a potentially unexpected conflict point for turning motor vehicles and the provision of adequate sight distance for all users at intersections and driveway crossings.
Option. Vertical elements used to provide physical separation between general-purpose lanes and bicycle lanes may include, but are not limited to, tubular markers, raised islands, or parked vehicles.
Support. Where on-street parking is provided adjacent to the buffer area of a separated bicycle lane, pedestrians will need to access those vehicles.
Guidance. BIKE LANE (R3-17) signs (see EPG 914.2.3) should be used to distinguish a separated bicycle lane from a general-purpose lane.
Where an on-street parking lane serves as the separation between a general-purpose lane and a separated bicycle lane, a buffer space should be provided between the parking lane and the bicycle lane to allow for opening doors of parked vehicles.
Support. Separated bicycle lanes may be designed for one-way or two-way bicycle travel. Providing one-way separated bicycle lanes in the same direction as and on the right-hand side of the general-purpose lane, whether on a one-way or two-way roadway, accommodates the expectations of road users and might result in fewer conflict points at intersections or driveway crossings.
Standard. The edge line and lane line colors used for separated bicycle lanes shall conform to the requirements in EPG 620.1 (see Figure 914.5.7).
Directional arrows shall be used in conjunction with the bicycle lane symbol or word marking in separated bicycle lanes, placed downstream from the symbol or word marking.
Turns on red shall be prohibited across separated bicycle lanes while bicyclists are allowed to proceed through the intersection.
Support. Additional information on signals for bicycle facilities is found in EPG 902.8.
Standard. The edges of the buffer space for a separated bicycle lane shall be marked with solid longitudinal lines.
A marked buffer space that is 2 feet or wider for a separated bicycle lane, including those buffer spaces where tubular markers are provided, shall use chevron or diagonal markings within the buffer, unless physical separation is provided that occupies the majority of the buffer space, such as raised islands or other physical dividers, or such as where an on-street parking lane occupies the majority of the buffer space.
Guidance. Where used in the buffer area of a separated bicycle lane, the spacing of chevrons or diagonal markings should be 10 feet or greater.
Crosswalks that cross a separated bicycle lane should be marked consistent with the style of crosswalk marking provided across the adjacent general-purpose lane.
Support. Where on-street parking is provided as the physical separation adjacent to the buffer area of a separated bicycle lane, the chevron or diagonal marking provisions in EPG 914.5.6 apply to the area outside of the marked parking area within the buffer (see Figure 914.5.7).
Intersection treatments for separated bicycle lanes can vary depending on the geometric and operational conditions at the intersection (see EPG 914.5.2).
Support. The FHWA’s “Standard Highway Signs” publication (see EPG 911 (MUTCD Section 1A.05)) contains details on the shared-lane marking symbol.
Option. The shared-lane marking shown in Figure 914.5.8 may be used to:
- A. Assist bicyclists 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 bicyclists 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 road users of the lateral location bicycles are likely to occupy within the traveled way,
- D. Encourage safe passing of bicycles by motor vehicles,
- E. Reduce the incidence of wrong-way bicycling in the roadway, and
- F. Assist bicyclists with lateral positioning in mixing zones.
Guidance. The shared-lane marking should not be placed on roadways that have a speed limit of 40 mph or greater.
Standard. Shared-lane markings shall not be used in:
- A. Shoulders;
- B. Bicycle lanes or in designated extensions of bicycle lanes through intersections or driveways,
- C. A travel lane in which light-rail transit vehicles also travel;
- D. The transition area where a motor vehicle entering a mandatory turn lane must weave across bicyclists in bicycle lanes;
- E. Shared-use paths or shared-use path crossings; or
- F. Physically-separated bikeways, either in the roadway or on an independent right-of-way.
Green-colored pavement shall not be applied as a background to shared-lane markings (see EPG 620.7.6).
Guidance. If used in a shared lane with on-street parallel parking, shared-lane markings should be placed so that the centers of the markings are a minimum of 12 feet from the face of the curb, or from the edge of the pavement where there is no curb.
If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, shared-lane markings should be placed so that the centers of the markings are a minimum of 4 feet from the face of the curb, or from the edge of the pavement where there is no curb.
At non-intersection locations, the shared-lane marking should be spaced at intervals of not less than 50 feet or greater than 250 feet.
The first shared-lane marking downstream from an intersection should be placed no more than 50 feet from the intersection.
Option. EPG 914.2.6 describes a Bicycles Allowed Use of Full Lane sign that may be used in addition to or instead of the shared-lane marking to inform road users that bicyclists might occupy the travel lane.
Guidance. If the Bicycles Allowed Use of Full Lane (R9-20) sign is used as an addition to shared-lane marking, the shared-lane marking should be placed so that the center of the marking is in the approximate center of the travel lane.
Option. The shared-lane marking may be used (see Figure 914.5.8) where the width of the roadway is insufficient to continue a bicycle lane or separated bikeway on the approach to the intersection, or it is advantageous to terminate the bicycle lane or separated bikeway in order to provide for a shared lane.
The shared-lane marking may be used on an approach to an intersection in a mandatory turn lane to indicate a shared space for bicyclists and motorists where there is insufficient width in the roadway for both the bicycle lane and turn lane.
Option. Shared-lane markings may be used in the circulatory roadway of circular intersections.
Guidance. If used, shared-lane markings should be placed in the center of the lane when used inside of circulatory roadways.
Support. The “Guide for Development of Bicycle Facilities,” 2012 Fourth Edition, American Association of State Highway and Transportation Officials, contains information on designing for bicycles on shared-used paths in lieu of, or in addition to, using shared-lane markings in the circulatory roadway of the intersection.
914.5.10 Raised Devices (MUTCD Section 9E.17)
Support. EPG 620.8 contains information on using channelizing devices to emphasize pavement marking patterns associated with certain bicycle facilities. A common application is the use of flexible raised devices to create separated bicycle lanes (see EPG 914.5.7).
Using inflexible raised devices immediately adjacent to the travel path of a bicyclist without a buffer creates a collision potential for bicyclists.
Option. In accordance with EPG 620.8, channelizing devices may be used to emphasize a pavement marking pattern that establishes a bicycle lane or other bicycle facility provided that the installation of channelizing devices does not prevent motor vehicles from turning when the turn requires the motor vehicle to merge with the bicycle lane or facility as required by law or ordinance.
Guidance. If used, channelizing devices for bicycle facilities should be tubular markers (see EPG 620.8.2).
The selection of a raised device for use with bicycle facilities should consider the collision potential of both the post and the base since the base might still be present in the event the post is struck and missing.
Support. Measures to reduce the likelihood of a road user striking a channelizing device include marking a buffer space, improving lighting, improving retroreflectivity, or the periodic addition of taller vertical elements within runs of shorter elements.
Standard. Channelizing devices that are used to emphasize the pavement marking patterns of bicycle facilities shall not incorporate the color green into either the device or its retroreflective element to supplement the presence of green-colored pavement.
Guidance. If used in separated bicycle lanes, channelizing devices should be placed in the buffer space and at least 1 foot from the longitudinal bicycle lane pavement marking.