Design Guide 2017 - Camden County
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2017 Design Guide
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Table of Contents
1. Introduction ...........................................................................................................3
Introduction ............................................................................................................ 5
Purpose of this document .................................................................................... 6
How to use this design guide ............................................................................... 6
Disclaimer ............................................................................................................... 7
Resources ............................................................................................................. 10
Integrating Green Infrastructure ........................................................................ 11
2. On Road Facilities ...............................................................................................13
Shared Lane Markings & Sidewalk .................................................................... 14
Conventional Bicycle Lane & Sidewalk ............................................................ 16
Buffered Bicycle Lane & Sidewalk ..................................................................... 18
One-way Protected Bicycle Lane & Sidewalk ................................................. 20
Two-way Protected Bicycle Lane & Sidewalk .................................................. 22
Advisory Bicycle Lane & Sidewalk ..................................................................... 24
Bicycle Boulevard & Sidewalk ............................................................................ 26
3. Off Road Facilities ...............................................................................................29
Shared Use Path .................................................................................................. 30
Side Path .............................................................................................................. 32
Shared Use Path along ‘Soft Edge’ Waterfront ............................................... 34
Shared Use Path along ‘Hard Edge’ Waterfront ............................................. 36
Boardwalk ............................................................................................................ 38
Hiking Path ........................................................................................................... 40
Ramped Staircase ............................................................................................... 42
4. Signs .....................................................................................................................45
Bicycles “May Use Full Lane” Sign ..................................................................... 46
“Bike Lane” Sign with Options ............................................................................ 47
Wayfinding Signs .................................................................................................. 48
5. Cost Estimates .....................................................................................................49
Introduction ......................................................................................................... 51
Cost Estimate Summary Table ........................................................................... 52
Detailed Cost Estimates by Facility .................................................................... 53
6. Funding ................................................................................................................63
Federally Administered Funding Sources ......................................................... 65
State or Regionally Administered Funding Sources ......................................... 67
Nonprofit/NGO Funding Sources ....................................................................... 72
Table of Contents 1
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1 INTRODUCTION
3
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Introduction
The Camden GreenWay is a network of walking and bicycling
facilities throughout Camden, envisioned to provide viable
and effective non-motorized or multi-modal transportation
options for Camden residents. By supporting walking and The Camden GreenWay is a
bicycling for Camden residents, the GreenWay will help transportation network that enhances
to improve public health, equity, the environment, and bicycle and pedestrian mobility
throughout the City of Camden.
contribute to the economy. Design guidelines for the Camden
GreenWay are the focus of this
The benefits of bicycle and pedestrian mobility have been
document.
recognized for many years and have led to significant growth
in the development of bicycle and pedestrian facilities. The
emphasis on growing the bicycle and pedestrian network
is strong in the City of Camden, as well as neighboring
communities, Camden County, and the State of New Jersey.
While the Camden GreenWay is focused on the City of
Camden, it is important to note that it is not the only bicycle
and pedestrian network in Camden. A bicycle and pedestrian
network known as the The Circuit (Greater Philadelphia’s
regional multi-use trail network as planned by the Delaware www.dvrpc.org/webmaps/thecircuit/
Valley Regional Planning Commission) also leads into and The Circuit is a regional multi-use trail
through Camden, connecting Camden residents to Philadelphia network planned by the Delaware Valley
Regional Planning Commission. The
and other communities in the region on an envisioned 750 Circuit has a regional focus. A portion of
miles of trails. As of this writing, both the Camden GreenWay the 750 miles of trails that constitute The
and the The Circuit are only partially complete. The buildout Circuit run through the City of Camden.
for both multi-modal networks is a large effort that will take
many years to complete.
...
... promotes healthy ... is good for the
travel and lifestyle. ... promotes equity and environment and
connects people to ... helps children get
provides connections
green spaces. to school safely.
to public transit.
Section 1: Introduction 5
Purpose of this document
This document focuses on design guidelines for the Camden GreenWay and its purpose is to identify and
recommend a series of effective bicycle and pedestrian facilities that are appropriate for the Camden
GreenWay.
It is anticipated that much of the buildout of the Camden GreenWay will take place as private developers
make new investments in Camden. Therefore, this design guide is intended to provide guidance to
developers, so that as new projects and proposals emerge, they will include holistic bicycle and pedestrian
solutions that will incrementally improve the Camden GreenWay network.
How to use this design guide
This design guide presents a range of bicycle and pedestrian facilities that are appropriate for the Camden
GreenWay. Developers, builders, planners, and allied professionals are encouraged to use this document
to identify bicycle and pedestrian facilities for inclusion in new projects, developments, and investments
throughout Camden and especially along the Camden GreenWay network. Ultimately, the goal is to
leverage ongoing redevelopment projects to incrementally build out the GreenWay.
Pages 8-9 include an overview map of the Camden GreenWay and Circuit networks that identifies existing
and proposed routes for each. Users of this guide should refer to the map to understand whether their
project intersects with the Camden GreenWay and/or The Circuit, and whether or not the network has
been constructed in the project area. Proposed projects that intersect with either network should include
appropriate bicycle and pedestrian facilities as part of project development, design, and construction.
The map included in this document was completed in January 2016; therefore, users of this guide are
advised to seek updated versions of the map as they may become available in years ahead.
The focus of this design guide is the Camden GreenWay. It presents 14 distinct bicycle and pedestrian
facilities that are applicable to the GreenWay. The user of this guide should consider each facility and
narrow down or select an appropriate design for the their particular project. It is important to note that
The Circuit maintains a different set of design criteria for Circuit facilities; therefore, users of this guide
are directed to contact The Circuit (www.dvrpc.org/webmaps/thecircuit/) should a proposed project
occur along a Circuit alignment.
Each facility within this guide is presented on a two-page spread that includes key descriptions, graphics,
and information. Each two-page spread includes:
• Photographic examples of an existing facility in Camden (or from other locations if there are no
built examples in Camden),
• An annotated plan view graphic that shows typical applications, dimensions, and considerations
for each facility,
• A table that presents the definition, typical application, benefits, considerations, and compatible
green infrastructure treatments for each facility,
• A cross section view that shows typical applications and dimensions, and
• A graphic display of typical pavement markings and/or signage treatments associated with each
facility, as applicable.
The facilities presented in this guide are intended to serve both pedestrians and bicyclists and are
classified as either “on-road” or “off-road.” In general, on-road facilities can be constructed on existing
roadways or within existing roadway right-of-way, leveraging the established network of Camden streets.
6 Camden GreenWay Design Guide
Off-road facilities can be constructed through open space or
through parcels not presently associated with motor vehicle ON-ROAD FACILITIES
transportation and enable the creation of new bicycle and Shared Lane Markings & Sidewalk
pedestrian connections that can offer many advantages to the Conventional Bicycle Lane & Sidewalk
non-motorized traveler.
Buffered Bicycle Lane & Sidewalk
In addition to design guidance, this document also contains: One-way Protected Bicycle Lane & Sidewalk
• a reference section with detailed cost estimates that Two-way Protected Bicycle Lane & Sidewalk
can be used to further aid in decision making and
Advisory Bicycle Lane & Sidewalk
facility selection at the conceptual/schematic level,
and Bicycle Boulevard & Sidewalk
• a reference section with an overview of diverse
funding sources that are applicable to bicycle and
pedestrian facilities. OFF-ROAD FACILITIES
Shared Use Path
It is important to note that, in Camden, development takes
Side Path
place in the context of the built environment. Although this
can present special challenges, it is anticipated that users of Shared Use Path along ‘Soft Edge’ Waterfront
this guide should always strive for the highest quality bicycle Shared Use Path along ‘Hard Edge’ Waterfront
and/or pedestrian facility for the residents of Camden. Boardwalk
Disclaimer
Hiking Path
Ramped Staircase
The design guidance in this document is based on current and
nationally recognized design guidelines. The intention of this design guide is to assist with initial decision
making to inform a design approach at the conceptual/schematic level. The design guidance in this
document should not be applied directly to engineering-level design or construction documents. It is
the responsibility of the designer to make reference to the most current applicable design guidelines and
codes.
Pedestrian passage under the Benjamin Franklin Bridge at North 5th Street in Camden
Section 1: Introduction 7
Note: This map is subject to revision. Please inquire as to the most current version. 8 Camden GreenWay Design Guide
Section 1: Introduction 9
Resources
Many resources were consulted in the creation of this document and are listed below. Users of this guide
are encouraged to consult the following resources related to bicycle and pedestrian planning and design
in Camden and in New Jersey. Please note, the resources listed below are current as of 2017 and are
subject to change over time.
• AASHTO Guide for the Development of Bicycle Facilities (2012)
• AASHTO Guide for the Planning Design and Operation of Pedestrian Facilities (2004)
• ADA Accessibility Guidelines (ADAAG)
• Camden County Bicycling & Multi-Use Trails Plan (2015)
• Camden GreenWay Circuit Trails Plan (2016)
• Camden GreenWay Trails Location Study (2010)
• Camden GreenWay Design Guidelines (2008)
• City of Camden Master Plan, Neighborhood Plans, and Redevelopment Plans
• City of Camden Green Infrastructure Design Handbook (2013)
• Cramer Hill Waterfront Park Plan (2009)
• DVRPC Connections 2045 Long -Range Plan Update (forthcoming 2017)
• FHWA Designing Sidewalks and Trails for Access, Part I (1999)
• FHWA Designing Sidewalks and Trails for Access, Part II (2001)
• Manual on Uniform Traffic Control Devices (MUTCD)
• NACTO Urban Bikeway Design Guide
• NACTO Urban Street Design Guide
• New Jersey Bicycle and Pedestrian Master Plan (2016)
• New Jersey Bicycle Safety Action Plan and Toolbox (2016)
• New Jersey Pedestrian Safety Action Plan and Toolbox (2014)
• New Jersey School Zone Design Guide (2014)
• New Jersey Long Range Transportation Plan (2008)
• New Jersey Highway Safety Plan (2016)
• NJDEP New Jersey Trails Plan Update (2009)
• NJDOT Bicycle Compatible Roadways and Bikeways Planning and Design Guidelines (1996)
• NJDOT Pedestrian Planning and Design Guidelines (1996)
• NJDOT Complete Streets Design Guide (forthcoming 2017)
• North Camden Waterfront Park Plan (2008)
10 Camden GreenWay Design GuideIntegrating Green Infrastructure
The City of Camden is actively promoting green infrastructure. According to the City of Camden
Green Infrastructure Design Handbook, “Green infrastructure uses vegetation, soils, and
natural processes to manage water and create healthier urban environments. At the
scale of a neighborhood or site, green infrastructure refers to stormwater management
systems that mimic nature by soaking up and storing water.”
Users of this guide are encouraged to integrate green infrastructure treatments through all phases
of bicycle and pedestrian facility planning and design. As a starting point, each of the 14 bicycle and
pedestrian facilities presented in this guide includes a recommendation for green infrastructure
treatments that can be included within an overall design.
Green Infrastructure Resources
rs.edu/
ter.rutge
http://wa
City of Camden Green
Infrastructure Design
Handbook, 2013
Rutgers Green
Infrastructure
Guidance Manual for
New Jersey
US EPA Green
Infrastructure
Website
NJDEP
Stormwater
Best Practices
Manual
www.epa.gov/green-infrastructure
www.njstormwater.org/
New Jersey Future
Mainstreaming
Green Infrastructure
Campaign
Camden
SMART Initiative
www.njfuture.org/ Website
www.camdensmart.com/
Section 1: Introduction 11Green Infrastructure around Camden
RAIN GARDEN
at work!
Rain gardens intercept, treat, and
infiltrate stormwater runoff. This
garden promotes groundwater
recharge, while helping to reduce
flooding and the strain on the city’s
combined sewer system.
3 Infiltrate
Learn more at:
Learn more at
www.camdensmart.com
2 Convey
1 Collect
12 Camden GreenWay Design Guide2 ON-ROAD
FACILITIES
13Shared Lane Markings &
SidewalkSHARED LANE MARKINGS & SIDEWALK
DEFINITION
Shared lane markings (SLMs) are pavement markings that indicate a shared lane environment for
bicycles and automobiles. They are also referred to as “sharrows.”
Sidewalks are dedicated pedestrian travel ways that are constructed adjacent to roadways.
TYPICAL APPLICATION
Generally, shared lane markings may be designed for use on roads with a posted speed limit ≤25 MPH
and traffic volume 25 MPH.
Should not be used in shoulders.
Typical dimensions of the shared
GREEN INFRASTRUCTURE OPPORTUNITIES lane marking (Source: MUTCD).
Shared lane markings are a painted application to roadways that do not disrupt existing drainage The marking should be applied
after intersections and at intervals
configurations. As such, they are compatible with a number of green infrastructure interventions, such
of least every 250’ thereafter.
as pervious paving (at select locations), street trees, stormwater tree trenches, and planters.
Sample cross-section for Shared Lane Markings & Sidewalk (created with Streetmix.net)
Alternative C
Sidewalk Parking Shared Shared Parking Sidewalk
Lane Lane
Alternative A Lane Lane
7’ 11’ 11’ 7’
Pavement Width
36’
Section 2: On-Road Facilities 15Conventional Bicycle Lane
& Sidewalk
Conventional
bicycle
lanes can be
installed on
roadways with
or without
on-street
parking with without
parking parking
Example of a bicycle lane on Harrison Ave
Typically, the
desired width for Conventional
a conventional bicycle lanes
bicycle lane 5’-7’ 5’ can be as
is 5’. When narrow as 4’
installed adjacent in constrained
to parking, it is areas or along
desirable to widen roadways that
to 7’ depending lack vertical
on traffic barriers (such
Example of a wide sidewalk with access conditions and as curbs and
to bus transit on Harrison Ave available space. parked cars).
Sidewalks and bicycle lanes clearly delineate separate Dashed markings can
travel spaces for pedestrians and bicyclists, reducing extend through intersections
conflict between travel modes. Small children to reinforce the travel
can still be expected to bicycle on sidewalks. alignment of bicyclists.
16 Camden GreenWay Design GuideCONVENTIONAL BICYCLE LANE & SIDEWALK DEFINITION Conventional bicycle lanes are an application of pavement striping, pavement markings, and signs to designate travel space for bicyclists on the roadway. Sidewalks are dedicated pedestrian travel ways that are constructed adjacent to roadways. TYPICAL APPLICATION Generally, conventional bicycle lanes may be designed for use on roads with a posted speed limit ≤35 MPH and traffic volume
Buffered Bicycle Lane &
Sidewalk
Example of a buffered bicycle lane on
State Street at N. 10th Street
±8’ 5’ 2’
Typically, when
adjacent to on-street
parking, the striped
buffer should be a
minimum of 2’ wide,
and the bicycle travel
lane should be a
minimum 5’ wide.
adjacent
to parking
Typically, where there is
Buffered bicycle
no on-street parking, the
lanes can be striped
striped buffer should be a
adjacent to the
minimum of 2’ wide, and the
curb or adjacent to
bicycle travel lane should
on-street parking.
be a minimum 4’ wide.
adjacent to
4’ the curb
2’
Where motor vehicles cross over
Bike boxes enable bicyclists to stop
the bicycle lane to access a right
in advance of motor vehicles at stop
turn lane, dashed markings can
signals, which can provide benefits
be used in concert with colored
for navigating the intersection
pavement treatments to increase
once the signal changes.
visibility of the conflict area.
18 Camden GreenWay Design GuideBUFFERED BICYCLE LANE & SIDEWALK
DEFINITION
Buffered bicycle lanes are bicycle lanes that include a designated, striped buffer space adjacent to
the motor vehicle travel lane and/or the parking lane. The stiped buffer space benefits bicyclists in
a number of ways; however, the facility requires more lateral space on the roadway than standard
bicycle lanes.
Sidewalks are dedicated pedestrian travel ways that are constructed adjacent to roadways.
TYPICAL APPLICATION
Generally, buffered bicycle lanes may be designed for use on roads with:
The bike lane sign (R3-17) can
• a posted speed limit ≤45 MPH and traffic volumeOne-way Protected
Bicycle Lane & Sidewalk
The protected bicycle lane buffer area can be 5’ 3’ ±8’
defined with gore striping. The parking lane Typically, when
physically separates bicyclists from motor adjacent to on-street
vehicle traffic. (Image source: NACTO). parking, the buffer
area should be a
minimum of 3’ wide,
and the bicycle travel
lane should be a
minimum 5’ wide.
The buffer area
protects bicyclists
from “dooring”
accidents with
parked cars.
striped buffer
with parking
Buffers can consist Two-stage turning
of striping with a queue boxes
vertical element, enable bicyclists
such as bollards to make left turns
or parking; or, can at signalized
be constructed intersections in
with the use of two stages, always
concrete curbs and with the movement
raised surfaces. of traffic.
constructed
buffer
Constructed buffers are typically more expensive
than striped buffers and may require modifications
to roadway drainage. But, they create an opportunity
to add significant plantings, shade, and improved
stormwater management to the streetscape.
20 Camden GreenWay Design GuideONE-WAY PROTECTED BICYCLE LANE & SIDEWALK
DEFINITION
A one-way protected bicycle lane is a facility for the exclusive use of bicyclists combining elements of
an on-road bike lane and a separated path. A protected bicycle lane offers the benefits of being part of
the roadway with the safety and comfort of being physically separated from motorized vehicles.
Sidewalks are dedicated pedestrian travel ways that are constructed adjacent to roadways.
TYPICAL APPLICATION
Generally, protected bicycle lanes provide physical separation of bicyclists from motorized vehicles and
may be designed for roadways with speed limits >50 MPH and traffic volumes >15,000 AADT (as well
as all lower speed limits and volumes). The bike lane sign (R3-17) can
be used in conjunction with
Protected bicycle lanes are desirable along streets where conventional lanes may cause stress to stiped bicycle lane facilities,
bicyclists (due to multiple lanes, high traffic volumes and along streets with high bicycle volumes. installed at the beginning, end,
and at periodic intervals along
BENEFITS the length of the facility based
on engineering judgment.
Dedicates and protects space for bicyclists; attractive to bicyclists of all ages and abilities.
Eliminates risk and fear of collisions with over-taking vehicles.
Reduces risk of ‘dooring’ compared to a conventional bike lane.
Physically prevents double parking.
6’ - 0”
CONSIDERATIONS
Require maintenance and upkeep — snow removal and street sweeping may need special equipment.
The minimum desired width for the bicycle lane is 5’.
6’ - 0”
The minimum desired width for the physical separation area is 3’. Different approaches can be utilized
for physical separation, such as striping and bollards, car parking, or raised curbs.
Require considerations at crossings of driveways and minor intersections.
Special consideration should be given at transit stops to manage bicycle & pedestrian interactions. 6’ - 0”
Cost can vary greatly based on the components that provide physical separation (some of which may
require drainage modifications).
GREEN INFRASTRUCTURE OPTIONS Typical dimensions of the Helmet
Protected bicycle lanes with striped buffer areas do not disrupt drainage and are compatible with all Bicyclist Symbol (Source: MUTCD)
types of green infrastructure interventions. These markings should be placed
at the beginning of a bicycle
Protected bicycle lanes with constructed buffer areas can change existing roadway drainage and create lane and at periodic intervals
opportunities for pervious paving, stormwater tree trenches, planters, or similar solutions that keep along the bicycle lane based
runoff out of centralized stormwater management facilities. on engineering judgment.
Sample cross-section for One-way Protected Bicycle Lane & Sidewalk (created with Streetmix.net)
Alternative B
Traffic
Striped buffer
Sidewalk Bike
with bollard
Lane Lane
6’ 8’ 11’
Pavement Width
36’
Sidewalk Bike Bike Sidewalk
Lane Lane Lane Lane
6’ 5’ 11’ 11’ 5’ 6’
Alternative A
Pavement Width
44’
Section 2: On-Road Facilities 21Two-way Protected Bicycle
Lane & Sidewalk
Two-way protected
bicycle lanes are
best located along
roadways with
few driveways or
intersections, and
are often located
adjacent to parks
or waterfronts.
Typically, a two-way ≥3’ 12’
protected bicycle
lane should be 12’
wide, though it can
be a minimum of 8’
wide in constrained
locations. The buffer
protecting bicyclists
from motor vehicle
Example of a two-way protected bicycle lane in Hoboken, NJ.
traffic should be
at least 3’ wide.
Dashed markings can
extend through intersections
to reinforce the travel
alignment of bicyclists.
The bike box at this one-way protected bicycle lane
enables bicyclists to position themselves in front of motor
vehicle traffic at a stop signal. This enables bicyclists
to clear the intersection and enter the adjacent two-way
protected bicycle lane ahead of motor vehicle traffic flow.
22 Camden GreenWay Design GuideTWO-WAY PROTECTED BICYCLE LANE & SIDEWALK
DEFINITION
A two-way protected bicycle lane is a facility for the exclusive use of bicyclists that combines the
elements of an on-road bike lane and a separated path. These facilities allow bicycle movement in
both directions, but on one side of the road. A protected bicycle lane offers the benefits of being part
of the roadway with the safety and comfort of physically separated from motorized vehicles.
Sidewalks are dedicated pedestrian travel ways that are constructed adjacent to roadways.
TYPICAL APPLICATION
Generally, protected bicycle lanes provide physical separation of bicyclists from motorized vehicles
and may be designed for roadways with speed limits >50 MPH and traffic volumes >15,000 AADT (as
well as all lower speed limits and volumes).
Two-way protected bicycle lanes are desirable on streets with few conflicts, such as driveways or cross-
streets on one side of the street (a condition often found along the borders of large properties, such A “DO NOT ENTER” sign (MUTCD
R5-1) with “EXCEPT BIKES”
as parks, or along rivers), or on one-way streets where there is a need or desire for contra-flow travel. plaque shall be posted along
BENEFITS a two-way protected bicycle
lane to only permit use by
Dedicates and protects space for bicyclists; attractive to bicyclists of all ages and abilities. bicycles. (Source: NACTO).
Eliminates risk and fear of collisions with over-taking vehicles.
Reduces risk of ‘dooring’ compared to a conventional bike lane.
Physically prevents double parking.
CONSIDERATIONS
Require maintenance and upkeep — snow removal and street sweeping may need special equipment.
The minimum desired width for the two-way bicycle lane is 12’ (or 6’ per direction) and this can be
reduced to 8’ (4’ per direction) in constrained locations.
The minimum desired width for the physical separation area is 3’. Different approaches can be
employed to physical separation, such as striping and bollards, car parking, or raised curbs.
Require considerations at crossings of driveways and minor intersections.
Special consideration should be given at transit stops to manage bicycle & pedestrian interactions.
Cost can vary greatly based on the components that provide physical separation (some of which may
require drainage modifications).
GREEN INFRASTRUCTURE OPTIONS
Two-way protected bicycle lanes with striped buffer areas do not disrupt drainage and are compatible
with all types of green infrastructure interventions.
Two-way protected bicycle lanes with constructed buffer areas can change existing roadway drainage
and create opportunities to reduce impervious surface, increase street trees and vegetation, and
employ plater boxes, bioswales, or similar solutions that keep runoff out of centralized stormwater
management facilities.
Sample cross-section for Two-way Protected Bicycle Lane
& Sidewalk (created with Streetmix.net)
Sidewalk Traffic Traffic Parking Two-way Sidewalk
Buffer
Lane Lane Lane Protected
Bicycle Lane
12’
Pavement Width
54’
Section 2: On-Road Facilities 23Advisory Bicycle Lane &
Sidewalk
Bicyclists
travel in the
appropriate
direction and
stay within
the dashed
bicycle lane.
±26’
ROADWAY
WIDTH
5’ MIN. 16’ 5’
Example of dashed bicycle lanes in Minneapolis, MN (Image credit:
bikewalktwincities.org)
Motor vehicles
travel within
the center
space between
the dashed
bicycle lanes.
Example of dashed bicycle lanes in the Netherlands.
Dashed markings can
extend through intersections
to reinforce the travel
alignment of bicyclists.
24 Camden GreenWay Design GuideADVISORY BICYCLE LANE & SIDEWALK
DEFINITION
On roadways that are too narrow to accommodate standard-width travel lanes for motor vehicles and
conventional bicycle lanes, a dashed bicycle lane offers an alternative to shared lane markings and
defines a lateral area in the roadway in which bicyclists are expected to operate.
TYPICAL APPLICATION
Where the lateral width of the roadway prevents the installation of conventional bicycle lanes and
standard width travel lanes for motor vehicles.
As an alternative to shared lane markings.
On streets with or without on-street parking.
The bike lane sign (R3-17) can
Traffic volume is less than 6,000 AADT. be used in conjunction with
Minimum lateral width of center space between dashed bicycle lanes is 16 feet. stiped bicycle lane facilities,
installed at the beginning, end,
Roadway does not convey a large volume of truck or bus traffic (and is not a designated truck or bus and at periodic intervals along
route) . the length of the facility based
on engineering judgment.
BENEFITS
Striping offers visual separation and reminds people that the road is a shared space.
Motorists tend to travel slower due to friction created with oncoming vehicles.
Reduce motorists encroaching on bicyclists. 6’ - 0”
CONSIDERATIONS
Advisory bicycle lanes are currently classified as experimental by the Federal Highway Administration.
They are considered a new application that will improve road user safety or operation, but are not 6’ - 0”
currently compliant with or included in the MUTCD. Requests for experimentation should originate
with the state or local roadway agency responsible for the setting in which the experiment will take
place. Request for experimentation must be sent to the Federal Highway Administration for approval.
A viable option when the roadway is too narrow for conventional bicycle lanes. 6’ - 0”
Unfamiliarity with the facility can lead to confusion.
GREEN INFRASTRUCTURE OPTIONS
Advisory bicycle lanes are a painted application to roadways that do not disrupt existing drainage Typical dimensions of the Helmet
configurations. As such, they are compatible with a number of green infrastructure interventions, such Bicyclist Symbol (Source: MUTCD)
These markings should be placed
as pervious paving (at select locations), street trees, stormwater tree trenches, and planters. at the beginning of a bicycle
lane and at periodic intervals
along the bicycle lane based
on engineering judgment.
Sample cross-section for Advisory Bicycle Lane & Sidewalk (created with Streetmix.net)
Sidewalk Parking Bike Bike Parking Sidewalk
Lane Lane Lane Lane Lane Lane
7’ 4’ 8’ 8’ 4’ 7’
Pavement Width
38’
Section 2: On-Road Facilities 25Bicycle Boulevard &
Sidewalk
Bicycle boulevards include elements of route identification,
speed control, and traffic volume control. (Source: NACTO)
Traffic calming
interventions, such
as the chicanes
shown here, can be
employed to slow
down motor vehicle
traffic and reinforce
the priority for bicyclist
movement along the
route. Interventions
such as chicanes or
curb extensions create
opportunities to employ
green stormwater
management.
A bicycle boulevard
is often a route that
will traverse multiple
roadways to form a
network. The network
is visually reinforced
with signs and
Example of a Bicycle Boulevard in Ocean City, NJ (Image pavement markings.
credit: NJ Bicycle and Pedestrian Resource Center).
Bicycle route guide signs can be
provided along bicycle boulevards
to provide information on route
direction, distance, or destination.
26 Camden GreenWay Design GuideBICYCLE BOULEVARD & SIDEWALK
DEFINITION
A bicycle boulevard is a low-volume and low-speed street that has been optimized for bicycle travel
through treatments such as traffic calming, signage and pavement markings, and intersection crossing
treatments. These treatments prioritize travel and safety for bicyclists and pedestrians, maintain
access to local destinations for motor vehicles, but discourage high volume and high speed motor
vehicle traffic.
D11-1
TYPICAL APPLICATION
Best suited for two-lane residential streets without a center line where vehicle traffic can be restricted
to low volumes and slow speeds.
Ideally they are parallel to major streets and provide an alternative without lengthy deviation.
D1-2c
Can vary greatly in design elements but primary characteristics include low motor vehicle volumes,
continuous routes that are well marked and signed, provide convenient access to destinations,
minimal bicyclist delay, and comfortable and safe crossings for cyclists at intersections
BENEFITS D10-1a
Create an attractive, convenient, and comfortable environment for bicyclists of all ages and skill levels.
Can be accomplished with minor changes to street configuration.
Slower vehicle speeds accomplished with traffic-calming measures reduce risk of serious collisions.
Since they are shared facilities, no additional street width is needed.
Can be combined with neighborhood greening efforts to enhance street closures and traffic circles
Guide signs and plaques
with trees and landscaping
for bicycle facilities should
CONSIDERATIONS be installed along bicycle
Access to property, impact on traffic patterns, enforcement issues with motorcycles and mopeds, and boulevards to help bicyclists
with wayfinding. This type
emergency response of signage can incorporate
GREEN INFRASTRUCTURE OPTIONS local naming and branding
to help establish an identify
Bicycle boulevards principally consist of signing and striping, but can include traffic calming for the bicycle boulevard.
interventions, such as chicanes, that are an opportunity to install green infrastructure interventions
such as pervious paving (at select locations), street trees, stormwater tree trenches, and planters.
Sample cross-section for Bicycle Boulevard & Sidewalk (created with Streetmix.net)
Sidewalk Parking Bicycle Parking Sidewalk
Lane Boulevard Lane
7’ 16’ 7’
Pavement Width
30’
Section 2: On-Road Facilities 27This page intentionally left blank.
3 OFF-ROAD
FACILITIES
29Shared Use Path
A shared use path
can leave the roadway
10 - 14’ OPERATING
right-of-way to provide 2’ CLEAR
Shared use path adjacent to Baldwin’s Run WIDTH
a route for pedestrians,
bicyclists, and other 2’ CLEAR
non-motorized users that
is free of motor vehicles,
except at intersections.
Lighting, plantings,
and furnishings
are amenities that
can enhance the
visual appeal and
functionality of the
shared use path.
Shared use path adjacent to Baldwin’s Run
A shared use path may cross a roadway at a mid-block location. Care should
be taken to design a mid-block crossing that is safe for pedestrians and
bicyclists, and includes elements such as appropriate signage, crosswalk
striping, stop bars for motor vehicles, a refuge island, rectangular rapid
flash beacons, and/or a pedestrian hybrid beacon (HAWK signal).
30 Camden GreenWay Design GuideSHARED USE PATH
DEFINITION
Shared use paths are travel ways that are physically separated from motorized vehicular traffic and
provide travel accommodation for bicyclists, pedestrians, inline and roller skaters, skateboarders,
and kick scooter users. A shared use path may operate within a roadway right-of-way or within an
independent right-of-way.
TYPICAL APPLICATION
Physically separated from roadway or off-road.
10’ is the recommended minimum width for a two-way, shared use path on a separate right-of-way.
2’ of graded area should be maintained adjacent to both sides of the path and 3’ of clear distance The R5-3 sign can be
installed at the entrance
should be maintained between the edge of the trail and lateral obstructions, such as sign posts.
to a shared use path.
Shared use paths fall under the accessibility requirements of the Americans with Disabilities Act (ADA).
BENEFITS
Completely separated from motorized vehicular traffic.
Shared use paths that provide different lanes for users who travel at different speeds prevent conflicts
between travel modes.
Can provide shortcuts for non-motorized travelers.
Create a facility for bicycle and pedestrian travel with few roadway intersections.
Appealing to users of all ages and abilities.
CONSIDERATIONS
Rarely the most direct means of transportation.
May require acquisition of right-of-way. The R9-7 sign can be
used to supplement a
Though they attract a variety of non-motorized users, those users may have conflicting needs. white line striped on the
GREEN INFRASTRUCTURE OPTIONS pathway surface to separate
different types of users,
Shared use paths are an excellent opportunity to use permeable pavements to reduce stormwater
runoff and facilitate infiltration.
Sample cross-section for Shared Use Path (created with Streetmix.net)
Clear Zone
Clear Zone
Shared
Use
Path
2’ 12’ 2’
Section 3: Off-Road Facilities 31Side Path
The opposite side of the
road from the side path
may not include bicycle
and/or pedestrian
infrastructure due to
a lack of need (i.e.
the side path meets
all required needs) or
incompatible land uses.
Existing side path at Harrison Ave and Lois Ave
10 - 14’
OPERATING
A side path is based WIDTH
Side paths can be upon the same 2’ CLEAR
effectively employed dimensions of a shared 2’ CLEAR
along roadways with use path, but it follows
few intersections an adjacent roadway,
or driveways. usually within the
same right-of-way.
At intersections, care should be
taken to design for pedestrians and
bicyclists, and includes elements such
as appropriate signage, crosswalk
striping, stop bars for motor vehicles, a
refuge island, and/or leading intervals
for pedestrian and bicyclist crossing.
32 Camden GreenWay Design GuideSIDE PATH
DEFINITION
A side path is a specific type of shared use path that runs adjacent to a roadway.
TYPICAL APPLICATION
As a connecting element among other stretches of shared use path.
Where there are no practical alternatives for improving the roadway for bicyclists and the roadway has
high volume or high speed.
Where there are few street or driveway crossings to intersect the side path. The R5-3 sign can be
A typical pathway will follow the guidelines of a shared use path, and thus 10 ft. is the recommended installed at the entrance
to a shared use path.
minimum width for a two-way path.
Without a physical barrier from the roadway, the minimum recommended distance between the
side path and the roadway curb is 5 feet. A physical barrier or railing should be provided where this
minimum distance cannot be achieved.
BENEFITS
Appeal to a wide variety of users.
Provide an element of separation from motorized vehicular traffic.
CONSIDERATIONS
May require acquisition of right-of-way.
Though they attract a variety of non-motorized users, those users may have conflicting needs.
May require maintenance and clearing of snow.
The R9-7 sign can be
Existing roadway lighting may need to be improved to provide sufficient lighting for the side path. used to supplement a
GREEN INFRASTRUCTURE OPTIONS white line striped on the
pathway surface to separate
Side paths are an excellent opportunity to use permeable pavements to reduce stormwater runoff and different types of users,
facilitate infiltration. They can also incorporate bioswales or stormwater planters in any buffer areas
that may be available between the path and the roadway.
Sample cross-section for Side Path (created with Streetmix.net)
Sidewalk Roadway ≥2’ 10-14’ ≥2’
Clear Sidepath Clear
Zone Zone
Section 3: Off-Road Facilities 33Shared Use Path along
‘Soft Edge’ Waterfront
10 - 14’
A Shared Use Path along OPERATING
‘Soft Edge’ Waterfront WIDTH
is based upon the same 2’ CLEAR
dimensions of a shared 2’ CLEAR
use path, but it follows
an adjacent water
body or watercourse.
Existing waterfront soft edge on Park Drive in Pyne Poynt Park
Gathering spaces
should be provided
at points along the
pathway to create a
sense of destination and
community, enabling
people to take some time
to enjoy the waterfront.
varies
The distance from the
shoreline to the edge of
the path will vary based
on considerations such
as slope, flood level,
Google Earth view at Pyne Poynt Park soil type, resiliency,
and ecological impact.
Providing benches,
lighting, and receptacles
will make the pathway
more inviting and
usable for visitors.
34 Camden GreenWay Design GuideSHARED USE PATH ALONG ‘SOFT EDGE’ WATERFRONT
DEFINITION
A waterfront ‘soft edge’ is a natural or naturalized shoreline that slopes down to meet the adjacent
water body and provides open space, water access, and/or habitat. A shared use path can be
constructed along the shoreline but must be set back in order to preserve the integrity of the
shoreline.
TYPICAL APPLICATION
Along shorelines where there is no existing bulkhead or where an existing bulkhead can be removed
and naturalized.
A typical pathway will follow the guidelines of a shared use path, and thus 10 ft. is the recommended
minimum width for a two-way path.
2 ft. of graded area should be maintained adjacent to both sides of the path and 3 ft. of clear distance The R5-3 sign can be
installed at the entrance
should be maintained between the edge of the path and lateral obstructions.
to a shared use path.
The shoreline edge of the pathway should have a minimum setback of 5’ from the crest of the
shoreline slope as it approaches the water edge. In constrained areas, the shoreline edge of the
pathway may follow, but not exceed, the crest of the slope.
Shared use paths fall under the accessibility requirements of the Americans with Disabilities Act (ADA).
BENEFITS
Provide visual and physical access to water bodies.
Can provide a recreational or park-like experience.
Create opportunity for elements such as bench seating, tables, or non-motorized boat access.
Encourage biodiversity and habitat above and below the water line.
CONSIDERATIONS
The R9-7 sign can be
It may be necessary to provide lighting for safety and so that pathways remain useful to pedestrian used to supplement a
and bicycle commuters in the winter months. white line striped on the
pathway surface to separate
May require maintenance and clearing of snow.
different types of users,
May require acquisition of right-of-way or special permitting.
Where space allows, this facility may be split, creating parallel trails to allow separation of users and
an alternative trail experience.
GREEN INFRASTRUCTURE OPTIONS
A shared use path along a ‘soft edge’ waterfront is an excellent opportunity to use permeable
pavements to reduce stormwater runoff and facilitate infiltration.
Sample cross-section for Shared Use Path along ‘Soft
Edge’ Waterfront (created with Streetmix.net)
2’ 10-14’ 2’
Pathway
Clear Zone
Clear Zone
Section 3: Off-Road Facilities 35Shared Use Path along
‘Hard Edge’ Waterfront
±2’ RAILING ZONE
2’ CLEAR
10 - 14’ OPERATING
WIDTH
2’ CLEAR
Existing waterfront hard edge on Delaware River waterfront at Pearl Street
Gathering spaces
should be provided
at points along the
pathway to create a
sense of destination and
community, enabling
people to take some time
to enjoy the waterfront.
Existing waterfront hard edge on Delaware River waterfront at Pearl Street
A Shared Use Path along
‘Hard Edge’ Waterfront
is based upon the
dimensions of a shared
use path. Sufficient
clear zones for vertical
elements, (railings,
furnishings, etc.) must
be integrated into the
design to provide a
10-14’ operating width.
Providing benches,
lighting, and receptacles
will make the pathway
more inviting and
usable for visitors.
36 Camden GreenWay Design GuideSHARED USE PATH ALONG ‘HARD EDGE’ WATERFRONT
DEFINITION
A waterfront ‘hard edge’ is a vertical structure constructed to protect the backshore area from
flooding, high tides, wave action, and/or erosion. Hard edge structures often incorporate docks, slips,
launches, or piers. A shared use path can constructed as part of the hard edge structure.
TYPICAL APPLICATION
Along shorelines where there is an vertical structure already constructed.
Along post-industrial shorelines that can be redesigned for transportation and/or recreational use.
The R5-3 sign can be
A typical pathway will follow the guidelines of a shared use path, and thus 10 ft. is the recommended installed at the entrance
minimum width for a two-way path. to a shared use path.
An appropriate safety railing must be provided along the water edge.
Shared use paths fall under the accessibility requirements of the Americans with Disabilities Act (ADA).
BENEFITS
Promote waterfront access.
Provide an adaptive re-use for inactive industrial areas along the waterfront.
Provide a distinctive connecting pathway among waterfront elements.
CONSIDERATIONS
It may be necessary to provide lighting for safety and so that pathways remain useful to pedestrian
and bicycle commuters in the winter months.
May require maintenance and clearing of snow. The R9-6 sign can be used
May require acquisition of right-of-way or special permitting. where a bicyclist is required
to share a facility used by
GREEN INFRASTRUCTURE OPTIONS pedestrians and is required
A shared use path along a ‘hard edge’ waterfront is an excellent opportunity to use permeable to yield to pedestrians.
pavements to reduce stormwater runoff and facilitate infiltration.
Sample cross-section for Shared Use Path along ‘Hard
Edge’ Waterfront (created with Streetmix.net)
2’ >10’ 2’
Pathway
Clear Zone
Clear Zone
Section 3: Off-Road Facilities 37Boardwalk
2’ CLEAR
10 - 14’
OPERATING
WIDTH
2’ CLEAR A boardwalk should
provide continuity with
a shared use path (i.e.
it should allow for the
same operating width).
A 2’ clear area should
be provided on the
inside of the protective
rail on each side.
Existing boardwalk on Harrison Ave northeast of Lois Ave
A boardwalk can
include lighting for
nighttime usage.
38 Camden GreenWay Design GuideBOARDWALK
DEFINITION
Boardwalks are wooden (or equivalent) walkways that extend over marshy, sandy, or uneven terrain
and provide continuity between segments of a shared used path where it would be cost-prohibitive or
ecologically inappropriate to employ paved surfaces at grade.
TYPICAL APPLICATION
To link segments of shared use path (paved) or hiking trail (unpaved) over sensitive terrain.
To extend over marshes or wetlands for wildlife observation.
The operating width of the boardwalk (the width between protective railings or barriers) should match
the operating width of the adjacent shared use path, allowing for 2’ of clearance from any protective
railings or barriers.
The recommended minimum width for a two-way boardwalk is 12 feet. This dimension provides an The R9-6 sign can be used
effective 10’ travel path with clearance from safety railings. where a bicyclist is required
to yield to pedestrians
BENEFITS
when using a boardwalk.
Enable off-road travel ways to be linked or networked together over unimproved areas.
Provide an interesting experience by changing the visual perspective of the traveler.
CONSIDERATIONS
Must be designed in compliance with ADA.
Should accommodate two-way travel.
May require special permitting in sensitive areas.
GREEN INFRASTRUCTURE OPTIONS
Boardwalks should be designed and constructed with sensitivity to local flora, fauna, and hydrology.
10 - 14’
OPERATING
2’ CLEAR WIDTH 2’ CLEAR
Sample cross-section for Boardwalk
This example shows a
boardwalk constructed over
an area with a steep cross
slope. The boardwalk
allows bicyclists and
pedestrians to access the
area without significant
impact to existing drainage.
Section 3: Off-Road Facilities 39Hiking Path
A clear zone of 12 - 16’
in diameter should
be maintained at
trail intersections
where groups of
people may pause.
Hiking Path at Harrison Ave and N. 31st Street
3’ TREAD WIDTH
6’ CLEAR ZONE
Hiking Path at Harrison Ave and N. 31st Street
A trailhead should
Recreational and/or be provided with
cultural interest signage appropriate signage
related to hiking path for route and distance,
type and programming along with amenities
should be placed at trail such as maps, seating,
entrances in accordance receptacles, and lighting.
with MUTCD Chapter 2M.
A hiking path may cross a roadway at a mid-block location. Care
should be taken to design a mid-block crossing that is safe for
pedestrians and bicyclists, and in accordance with MUTCD guidelines,
includes elements such as appropriate signage, crosswalk striping,
stop bars for motor vehicles, a refuge island, rectangular rapid flash
beacons, and/or a pedestrian hybrid beacon (HAWK signal) .
40 Camden GreenWay Design GuideHIKING PATH
DEFINITION
A hiking path is a trail that accommodates vigorous overland walking through or around outdoor areas
with recreational, scenic, historical, natural, or cultural qualities.
TYPICAL APPLICATION
To provide access to parks, forests, waterfronts, overlooks, historical sites, hydrological features, or
other points of interest.
Single file trails typically maintain a tread width of 2’ within a clear zone that is 4’ wide by 8’ tall.
Double file trails typically maintain a tread width of 3’ within a clear zone that is 6’ wide by 8’ tall.
All trails should be accessible, with slopes ≤5%, cross slopes ≤2%, and accessible surfaces (concrete,
asphalt, compacted stone dust, or compacted dirt).
BENEFITS
Potentially low construction cost.
Provide recreational opportunities that express and interpret local conditions and culture.
Provide opportunities for exercise and fresh air.
CONSIDERATIONS
Trails should support current and future use with minimal impact to natural systems. Wayfinding signage gives hiking
Trails should produce negligible soil loss and not affect wildlife. paths a visual identity and
helps users remain oriented
Pruning or removal of certain plants may be necessary for proper construction and to their surroundings. Hiking
maintenance. path trailheads should include
Surface materials vary, and should be maintained to minimize erosion. maps and explain hiking path
distances, terrain, and blazing.
Trails should be routed to require minimal maintenance.
Trailheads, signage, and blazing should be provided so that hikers remain safely oriented.
GREEN INFRASTRUCTURE OPTIONS
Where pavement applications are necessary, permeable pavements should be employed
to reduce stormwater runoff and facilitate infiltration. Hiking paths should also incorporate
sustainable trail construction methods, such as those developed by the International
Mountain Bicycling Association.
Sample cross-section for Hiking Path (created with Streetmix.net)
3’ Tread Width
6’ Clear Zone
Section 3: Off-Road Facilities 41Ramped Staircase
Channel for
bicycle wheel A ramped staircase
includes a channel or
incline surface that
engages a bicycle tire
Bicyclist for travel up or down a
passage zone staircase. The example to
the left shows a concrete
channel integrated into the
design of the staircase.
Railing Steel railings are located
to be useful, comply
with ADA guidelines, and
separate pedestrians
Pedestrian from people handling
passage Zone bicycles. The lack of a
railing around the channel
means that bicycle handle
bars will have nothing
Railing to be hung up on.
Ramped staircase in concrete that ascends an embankment in
Seattle, WA. (Image credit: Seattle Department of Transportation).
Railing
In this example, a steel
or aluminum channel is
Channel for fixed to the top surface
bicycle wheel of the cheek wall. The
slope of this staircase
has been decreased,
making it easier to climb
Cheek wall while managing the
load of the bicycle.
Ramped staircase in steel that ascends to the
George Washington Bridge in Fort Lee, NJ.
42 Camden GreenWay Design GuideRAMPED STAIRCASE
DEFINITION
A ramped staircase is an outdoor staircase that incorporates into its design a channel or narrow
incline surface that engages a bicycle tire and allows a bicyclist to dismount and push their bicycle
either up or down the staircase.
TYPICAL APPLICATION
Can be applied to all public outdoor staircases
Can be constructed as a component of a new staircases, or retrofitted to an existing staircase
Can be applied to bridges access points and transit facilities
BENEFITS
Help to close gaps in bicycle networks by taking advantage of existing staircase infrastructure
Help improve opportunity for multi-modal trips that combine bicycling and transit use
Help bicyclists negotiate significant grade changes in a direct manner
CONSIDERATIONS
Must be designed in compliance with local building codes
GREEN INFRASTRUCTURE OPTIONS
Channels and incline surfaces can be constructed with permeable materials to reduce runoff and
avoid creating a “water slide” effect.
Example of a steel channel
retrofitted to a wooden
staircase in Metuchen, NJ.
In this example, a steel grate
is used as an incline surface
upon which bicyclists can push
their bicycles. The clearance
are very tight for pedestrians
who may be traveling in
the opposite direction.
Ramped staircase in steel that ascends to the Benjamin Franklin
Bridge in Camden, NJ. (Image credit: Courier-Post).
Section 3: Off-Road Facilities 43This page intentionally left blank.
4 SIGNS
45Bicycles “May Use Full Lane” Sign
30”
• On-road application
• Serves to inform and alert motorists that
bicyclists might occupy the travel lane
R4-11 • May be used where no bicycle lanes or
adjacent shoulders useable to bicyclists
are present and travel lanes are too
narrow for bicyclists and motorists to
operate side by side
• May be used in addition to Shared Lane
Markings
For all bicycle signs and warning markers:
Additional guidance is available, and
all applications should conform to:
MUTCD, Chapter 2C and/or Chapter 9
AASHTO Guide for the Development
of Bicycle Facilities, 2012, Chapter
4.11 and/or Chapter 5.4
46 Camden GreenWay Design Guide“Bike Lane” Sign with Options
24”
• On-road application
• Serves to indicate the presence of a bike
lane as a supplement to on-pavement
striping and symbols
18” R3-17
• May be placed at periodic intervals
along the bike lane (with the interval
determined by engineering judgement)
• When used, should be placed adjacent
to a bike lane pavement marking (but
not necessarily adjacent to every bike
lane pavement making)
• The “Ahead” plaque may be used with
the “Bike Lane” sign in advance of the
start of a bike lane
• The “Ends” plaque may be used with the
Options: “Bike Lane” sign in advance of the end
of a bike lane, with sufficient notice to
R3-17aP give the bicyclist warning
• (The “Ends” plaque should NOT be
8” used when a bike lane changes to an
unmarked shoulder)
• The “No Parking Bike Lane” sign may be
24”
installed to deter parking, standing, or
R3-17bP stopping in the bike lane
8”
For all bicycle guide
24” signs: Additional
guidance is available,
and all applications
should conform to:
MUTCD, Chapter 9B
R7-9 AASHTO Guide for the
Development of Bicycle
Facilities, 2012, Chapter
4.11 and/or Chapter 5.4
18”
12”
Section 4: Signs 47You can also read
