Room for Bicyclists on Roads

IDOT Policy on Routine Accommodations for Bicyclists

"It is the Department's policy to consider the travel needs of all users of a transportation corridor when planning transportation improvements. If, during the planning phase of a project, bicycle travel in the vicinity of the project is determined to be sufficient to warrant consideration, appropriate accommodations should be provided.". IDOT Procedures Memorandum BDE 95-21

August 1, 1995 is a red letter day for Illinois bicyclists. On that day, Illinois Department of Transportation (IDOT) policy, in the form of BDE Procedures Memorandum 95-21 -- Policies and Procedures for Accommodating Bicycle Travel in Highway Improvements -- took effect.

BDE 95-21 spells out when bicyclists are to be accommodated, how they are to be accommodated (design standards), and how bicyclists and others are to be contacted to assure consideration. Bicyclists have been enthusiastic in their praise of the policy. Transportation planner and LIB Director Greg Dreyer's reaction: "As a bicycling advocate, I have dreamed often of the day when IDOT would develop standards for accommodating bicycles on roads. The day is now here!"

The policy, produced by IDOT's Bureau of Design and Environment, requires that on-road bicycle travel be accommodated in highway improvement projects where bicycle travel is expected, except where bicycling is prohibited, where the project is resurfacing only, or where the design has already been approved. The policy applies only to federal-aid and state funded roadway projects. County highway departments and municipalities are encouraged, but not required, to adopt these policies for their own projects.

The provision of bicycle accommodations must be required, if one or more of five "warrants" exists. The policy specifically notes that because the potential for bicycle travel is strong in urban and suburban areas, at least one of the warrants is likely to apply to projects in these areas.

In most cases, the proscribed design solutions are most likely to benefit bicyclists who are willing to share the road with motor vehicles. On rural roads, the policy's main design solution involves adding paved shoulders without rumble strips. On urban and suburban roads, the policy's main design solution involves widening the curb lane without a striped separation, to provide sufficient roadway space for shared use by automobiles and bicycles.

The policy also recognizes the conditions for which marked bicycle lanes or separated bicycle paths are appropriate and provides design guidelines for both cases. Other topics that are covered include: the need to continue bicycle accommodations across highway structures such as bridges; the provisions that should be made when a roadway crosses a bike path; the design of incidental factors such as drain grates and railroad crossings; and the various aspects of signing, marking, and traffic controls.

The Chicagoland Bicycle Federation's CBFNews applauded "IDOT's decision to adopt a formal policy that calls for the integration of basic, low-cost roadway improvements that facilitate bicycle use early in the overall roadway project development process. Policies and Procedures for Accommodating Bicycle Travel in Highway Improvements is an excellent step towards improving the transportation infrastructure so that it increasingly supports bicycling as a reasonable, accessible transportation option."

LIB is among the organizations to be contacted to "assess any nearby bicycle travel."

IDOT Policy Warrants for Bicycle Consideration

• Listing as a recommended bike route in a regional or local bike plan or published in a regional or locally adopted map.
• Projected bicycle Average Daily Traffic (ADT) volume for the peak three months at 25 or greater (5 years after the project is completed), and current motor vehicle traffic volume exceeds 1,000 ADT.
• Route provides primary access to a park, recreational area or other significant destination.
• Route provides unique access across a natural or man-made barrier.
• Highway project negatively affects the recreational or transportation utility of an independent bikeway or trail.