The Chicago Department of Transportation Bicycle Program web site contains a wealth of information on biking, bike facilities development, law enforcements, bike parking, and much more.
One of their premier documents is the Bike Lane Design Guide.
The manual is designed to assist transportation planners and engineers in selecting roadway design treatments to accommodate bicycles. This is the first attempt to provide comprehensive guidelines for this process. The recommendations are based on assumptions regarding policy goals and the types of bicyclists to be accommodated, the state of the practice, and professional judgement.
A Powerpoint presentation from the MDOT – U.P. Regional Non-motorized Summits, September 8-11, 2008
This is a presentation constructed by MDOT which gives guidelines for non-motorized on-road biking facilities. Various iterations of this have been presented around the state numerous times.
The goal of the St. Clair County Nonmotorized Guidelines is to develop an approach to accommodating bicycling, walking and other nonmotorized modes of travel on and across MDOT’s trunkline system in St. Clair County. While the focus is on MDOT ’s system in St. Clair County, this document has been prepared with the consideration that it may be utilized by other MDOT offices as well as county and local road agencies throughout the state.
A road diet FAQ. Basically a road diet is switching a road from four lanes to two, with a center turn lane. Engineers and planners alike have found that in high turn environments three-lane roads can carry as many motor vehicles as a four-lane road- with greater safety and efficiency for all modes of transportation.
The following reasons are what AASHTO has to say about the benefits of shoulders in three important areas: safety, capacity and maintenance. Most of these benefits apply to both shoulders on rural highways and to marked, on-street bike lanes on urban roadways. See other side for other benefits specific to urban areas.
Bike lanes and paved shoulders have been found to have a benefit-to-cost ratio of approximately 5 to 1 (Texas Transportation Institute, 1989) and reduce crashes by 49 percent (FHWA, 1987). Another study found the provision of bike lanes and paved pathways result in a 9 to 1 benefit-to-cost ratio (North Carolina State University, 2004). Following is a partial list of benefits to bicyclists, pedestrians, and drivers.
