Bike/Pedestrian | Bicycle Lanes

Bike Lanes Overview

Bicycle facilities, or bike lanes, can be fully separated mixed use trails, protected or unprotected. The more protection offered to cyclists, the more likely cyclists are to use those bicycle facilities. This includes facilities for E-bikes. Traditionally, the average bicycle trip length was 2.46 miles, but the average E-Bike trip length is between 4 and 10 miles. This means that bicycle facilities can now connect further distances as trip lengths are increasing due to E-bikes. This also means localities will need to think more about E-bike safety. Visit the CDOT’s E-bike safety campaign for more information.

  Community

  • Urban
  • Suburban
  • Rural Resort
  • New Development

  Organization

  • Government
  • MPO/TPR

  Cost

  • Medium
  • High

 Vehicle Mile Traveled (VMT) 

  • High impact

Types of Bicyclists
Regardless of whether it is a traditional bike or E-bike, the type of bicycle lane (protected or unprotected) will be a main determinant of whether riders will use it. Riders' feeling of safety is directly related to the amount of protective infrastructure and this is a key determinant of the number of users along with connectivity.
Levels of Traffic Stress (LTS)

Bicycle facilities are measured by Levels of Traffic Stress (LTS) ranging from 1 to 4.

  • LTS 1- Low traffic stress
    Suitable for all cyclists, including children
  • LTS 2- Little traffic stress
    Traffic stress is still considered low but requires more attention, especially children.
  • LTS 3- Moderate traffic stress
    Suitable for confident bicyclists.
  • LTS 4- High traffic stress
    High traffic area. Suitable for confident bicyclists.
Costs for Bicycle Facilities

Cost for bicycle facilities can vary depending on the type of bicycle facility. On the high-end, protected bike lanes can cost between $100,000-$600,000 per mile. However, many localities have been creative and created protected bike lanes from bollards, planters, and temporary barricades. These are significantly cheaper, and are still effective ways to protect cyclists from traffic.

Additionally, bicycle facilities have other co-benefits that can help justify the cost. First, bicycle lanes can significantly offset GHG emissions, especially when connecting to public transit and key destinations. Also, active transportation infrastructure can create health benefits for the community. This is from both the increased physical activity, as well as decreased air pollution and social isolation due to enhanced mobility. Finally, there are economic benefits to building active transportation infrastructure. Areas that witness an increase in supportive bicycle and pedestrian infrastructure see an increase in economic activity in that area.

Vehicle Miles Traveled (VMT) Impact

Estimating the VMT impact of Bicycle Facilities is complicated because TDM strategies often operate like an ecosystem. Strategies reinforce and build upon each other. On average, investment in bicycle infrastructure decreases VMT by 0.25 to 0.75%. However, VMT reduction can exceed this range depending on:

  • Level of Traffic Stress
  • Combination of other strategies such as public transportation or supporting strategies listed below.
  • Connectivity of the bicycle network to economic centers, recreational areas, and areas of interest.
Supporting Strategies
  • Bike lockers
  • Shower/restroom facilities
  • Bicycle Events such as Bike to Work Day
  • Employer Bicycle Incentive Programs
Additional Resources

Planning Resources

  • Separated Bike Lane Planning and Design Guide (2015)- FHWA
  • Guide for the Development of Bicycle Facilities 5th Ed. (2024)- AASHTO
  • CDOT Active Transportation Plan (2025)- CDOT
  • Small Town and Rural Multimodal Networks (2016)- FHWA
  • Street Design (2025)- NACTO
  • CyclingMax Tool (2025)- ITDP
  • Bicycle and Pedestrian Safety (FHWA)
  • Guidelines for Pedestrian Signal Timing (2024)- CDOT
  • Pedestrian Crossing Installation Guide (2021)- CDOT
  • CDOT Roadway Design Guide: CH 13 Bicycle and Pedestrian Facilities (2023)- CDOT
  • High Demand Bicycle Corridors- CDOT
  • Statewide Bicycle Manual- CDOT
  • 2023 Vulnerable Road User Safety Assessment (2023)- CDOT
  • Best Practices for Complete Streets in Rural Communities (2013)- Southern Georgia Regional Commission

Funding Opportunities

  • Safe Streets and Roads for All (USDOT)
  • Revitalizing Main Streets (CDOT)
  • Multimodal Transportation and Mitigation Options Fund (MMOF) - (CDOT)
  • Transportation Alternatives Program (TAP) - (CDOT)

Case Studies

  • The Complete Business Case for Converting Street Parking Into Bike Lanes (2015)- Bloomberg
  • 2024 Best New U.S. Bikeways (2025)- People For Bikes
  • A Blueprint fo rBetter Bike Lanes (2025)- Bloomberg
  • Separated Bike Lanes- Making Roads Safer for Bicyclists (2024)- FHWA
  • 4 Ways to Design Safe Streets for Cyclists (2021)- World Resources Institute
  • Case Studies of Communities with Less than 10,000 People w/ Bicycle and Pedestrian Infrastructure (2022)- Western Transportation Institute
  • Small Town and Rural Design Guide- Rural Design Guide