Construction standards for bicycle paths, curbs and bicycle parking. Can pedestrians use bike paths? Driving on a bike path

In this part we briefly note general rules for cyclists.

Traffic lights

6.5. If a traffic light signal is made in the form of a silhouette of a pedestrian (bicycle), then its effect applies only to pedestrians (cyclists). In this case, the green signal allows, and the red signal prohibits, the movement of pedestrians (cyclists).

To regulate the movement of cyclists, a traffic light with round signals of reduced size, complemented by a rectangular sign, can also be used white size 200 x 200 mm with a picture of a black bicycle.

Maneuvering signals

8.1. Before starting to move, change lanes, turn (U-turn) and stop, the driver is required to give signals with turn signals in the appropriate direction, and if they are missing or faulty - by hand. When performing a maneuver, there should be no danger to traffic or interference with other participants. traffic.

The signal for a left turn (turn) corresponds to the left arm extended to the side or the right arm extended to the side and bent at the elbow at a right angle upward. The right turn signal corresponds to an extended to the side right hand or the left, extended to the side and bent at the elbow at a right angle upward. The brake signal is given by raising your left or right hand.

8.2. The turn signal or hand signal must be given well in advance of the maneuver and cease immediately after completion (the hand signal may be terminated immediately before the maneuver). In this case, the signal should not mislead other road users.

Lighting devices

19.1. In the dark and in conditions of insufficient visibility, regardless of the road lighting, as well as in tunnels, the following lighting devices must be turned on on a moving vehicle:

• on all motor vehicles and mopeds - high or low beam headlights, on bicycles - headlights or lanterns, on horse-drawn carts - lanterns (if available);
• on trailers and towed motor vehicles - side lights.

What is the maximum speed of a cyclist?

The maximum speed of a cyclist is limited to the same extent as for other vehicles. In the city it is prohibited to exceed the established limit of 60 km/h; in courtyards and residential areas the permitted speed is no more than 20 km/h. Cyclists are required to comply with speed limit road signs.

In addition, a cyclist can reach a speed above 25 km/h only using his own strength, since in accordance with the definition of “Bicycle”, the speed developed by a bicycle electric motor cannot exceed 25 km/h.

Position of cyclists on the road

Requirements for the movement of cyclists are set out in a special chapter of the Rules of the Road - “24. Additional requirements for the movement of cyclists and moped drivers.” This part requires special attention.

For cyclists over 14 years of age

24.1. Cyclists over 14 years of age must use bicycle paths, bicycle pedestrian paths, or bicycle lanes.

Important. This paragraph establishes the obligation for cyclists over 14 years of age to move on a specially designated section of the road, if available. Driving on other elements of the road is prohibited. All subsequent paragraphs establishing a different arrangement of cyclists on the road are sequence of exceptions from the first point.

Driving on the right edge of the roadway

The first exception is that cyclists are allowed on the right edge of the roadway- in the following cases:

• there are no bicycle and bicycle pedestrian paths, a lane for cyclists, or there is no opportunity to move along them;
• the overall width of the bicycle, its trailer or the cargo being transported exceeds 1 m;
• cyclists move in columns;

And so, if there is no special designated section of the road for the movement of bicycles, the cyclist must first move along the right edge of the roadway.

Driving on the side of the road

The second exception is driving on the side of the road:

• if there are no bicycle paths, bicycle pedestrian paths, or a lane for cyclists, or there is no opportunity to move along them or along the right edge of the roadway;

Driving on a sidewalk or pedestrian path

The third exception is on the sidewalk or pedestrian path:

• there are no bicycle and bicycle pedestrian paths, a lane for cyclists, or there is no opportunity to move along them, and also along the right edge of the roadway or shoulder;
• a cyclist accompanies a cyclist under 7 years of age or transports a child under 7 years of age on an additional seat, in a bicycle stroller or in a trailer designed for use with a bicycle.

As you can see, driving on a sidewalk or pedestrian path is an extreme case for cyclists. Be careful and follow this sequence when identifying a road element for cycling.

For cyclists aged 7 to 14 years

24.3. The movement of cyclists aged 7 to 14 years should be carried out only on sidewalks, pedestrian, bicycle and pedestrian paths, as well as within pedestrian zones.

Cyclists under 14 years of age are prohibited from riding on the roadway or shoulder.

For cyclists under 7 years of age

24.4. Cyclists under 7 years of age should only ride on sidewalks, pedestrian and bicycle paths (on the pedestrian side), as well as within pedestrian zones.

Cyclists under 7 years of age must ride on a section of road designated for pedestrian traffic.

Rules for the movement of cyclists on the roadway

24.5. When cyclists move along the right edge of the roadway in the cases provided for by these Rules, cyclists must only move in one row.

A column of cyclists may move in two rows if if the overall width of the bicycles does not exceed 0.75 m.

The column of cyclists must be divided into groups of 10 cyclists in the case of single-row traffic or in groups of 10 pairs in the case of double-lane traffic. To make overtaking easier the distance between groups should be 80 - 100 m.

Rules for the movement of cyclists on the sidewalk and pedestrian areas

24.6. If the movement of a cyclist on a sidewalk, pedestrian path, shoulder or within pedestrian zones endangers or interferes with the movement of other persons, the cyclist must dismount and follow the requirements provided for by these Rules for the movement of pedestrians.

On the sidewalk, pedestrians and others have full priority over cyclists. This also applies to crossing roads and crossing exits from adjacent areas when a cyclist is moving on the sidewalk.

Cyclists are prohibited

• drive a bicycle or moped without holding the handlebars with at least one hand;
• transport cargo that protrudes beyond the dimensions by more than 0.5 m in length or width, or cargo that interferes with control;
• transport passengers if this is not provided for by the design of the vehicle;
• transport children under 7 years of age in the absence of specially equipped places for them;
• turn left or turn around on roads with tram traffic and on roads with more than one lane for traffic in a given direction;
• move on the road without a fastened motorcycle helmet (for moped drivers).
• cross the road at pedestrian crossings.

Let us highlight the prohibition of turning left on roads that have more than one lane in a given direction and the position of the cyclist in front of the turn.

Before performing the maneuver, the cyclist who is the driver must take a position.

8.5. Before turning right, left or making a U-turn, the driver must take appropriate position in advance. extreme position on the roadway intended for traffic in this direction...

Another important point: cyclists are prohibited from crossing the road at pedestrian crossings. In case of violation of this requirement the cyclist has no right of way.

Towing of bicycles and bicycles is prohibited.

24.9. Towing of bicycles and mopeds, as well as towing with bicycles and mopeds, is prohibited, except for towing a trailer intended for use with a bicycle or moped.

Driving on the highway is prohibited.

16.1. On highways it is prohibited:

• traffic of pedestrians, pets, bicycles, mopeds, tractors and self-propelled vehicles, other vehicles whose speed is technical specifications or under 40 km/h;

Cyclist privileges

April 15, 2015 in the Rules of the Road, allowing the movement of bicycles on a dedicated lane for route vehicles.

18.2. On roads with a lane for fixed-route vehicles, marked with signs 5.11, 5.13.1, 5.13.2, 5.14, the movement and stopping of other vehicles (except for school buses and vehicles used as passenger taxis, as well as cyclists - if the lane for route vehicles is located on the right) on this strip.

This right can only be exercised if there are no bicycle and pedestrian paths or a lane for cyclists.

Will my driver's license be revoked if I'm caught riding my bike drunk?

Many cyclists mistakenly believe that riding a bicycle does not carry any responsibility. Despite the fact that regulatory authorities pay minimal attention to cyclists, the law still provides for liability for driving while intoxicated. At the beginning of the article, we noted that a bicycle is a vehicle, and a cyclist is a driver.

The rules specifically prohibit driving any vehicle while intoxicated.

2.7. The driver is prohibited from:

• drive a vehicle while intoxicated (alcohol, drugs or other), under the influence medicines impairing reaction and attention, in a painful or tired state that jeopardizes traffic safety;

Can my driving license be revoked if I'm caught riding a bicycle while drunk? Let us turn to the article of the Code of Administrative Offenses of the Russian Federation according to which drunk drivers are punished:

1. Driving a vehicle by a driver who is intoxicated, if such actions do not constitute a criminal offense, -

shall entail the imposition of an administrative fine in the amount of thirty thousand rubles with deprivation of the right to drive vehicles for a period of one and a half to two years.

At first glance, it seems that the article is entirely suitable for cyclists and employees may try to attract attention based on it. However, riding a bicycle does not require a special driving license and obtaining, as well as deprivation of, such a right has nothing to do with driving a bicycle. For cyclists, the Code of Administrative Offenses of the Russian Federation provides a special article defining liability.

Please note that if you drive a scooter or moped while intoxicated, the application of this article is completely legal. The only exception for this article is cyclists.

Fines for cyclists

Article 12.29. Violation of the Traffic Rules by a pedestrian or other person participating in traffic

2. Violation of the Traffic Rules by a person driving a bicycle, or a driver or another person directly involved in the process of road traffic (except for the persons specified in part 1 of this article, as well as the driver of the vehicle), -
eight hundred rubles.

3. Violation of traffic rules by persons specified in part 2 of this article, committed while intoxicated, -
entails the imposition of an administrative fine in the amount from one thousand to one thousand five hundred rubles.

Violations of the traffic rules discussed in this article for a cyclist will cost 800 rubles, and in case of committing a violation while intoxicated, from 1000 to 1500 rubles.

Cyclists are full road users from the point of view that they have their own rights (and responsibilities) that give them the use of roads and sidewalks in certain cases. However, traffic rules are often a rather ambiguous legal act, sometimes contradictory. Therefore, let's look at traffic rules and fines for cyclists from a practical (law enforcement) point of view in a question and answer format!

Is a bicycle a vehicle?

Yes. By the very definition of a bicycle, it is a vehicle. But it should not be confused with mechanical vehicles. The latter is driven by an engine.

But it's not that simple. And the bicycle can also move due to the motor. But in order for it not to fall under the definition of mechanical vehicles, but to remain in the proud title of “Bicycle”, the engine on it, according to the 2019 traffic regulations, must meet 3 criteria:

1. it should only be an electric motor,
2. its power should be no more than 0.25 kW (~0.34 hp),
3. He must automatically switch off at speeds of 25 km/h or more.

A cyclist is also a driver. This status is given to him by the definition of a driver - any person driving a vehicle.

Where can you ride?

This is a rather complex and conditional subtlety. The fact is that according to the Rules, as many as 7 different formal traffic zones are allowed for cyclists, depending on age and the organization of traffic in a given area.

Therefore, first we suggest that you find out where you can travel specifically in your case by interactively answering a few simple questions.

Where can I ride? Quick test

What is your age?

Under 7 years old? From 7 to 14 years old? Over 14 years old?

Are you transporting a child under 7 years old or accompanying a child under 14 years old?

Not really

Is there a bicycle path, a bicycle pedestrian path or a lane for cyclists on this section of the road and is it possible to travel on them?

Not really

Is there a roadway on this section of the road where you can ride on the right side? Are you riding outside a bicycle column, and the width of your bicycle is no more than 1 meter?

Yes, all conditions are metAt least 1 condition is not met

Is there a shoulder on this section of the road and is it possible to drive on it?

Not really

You can ride on bike paths, sidewalks, or pedestrian zones of your choice.

Go through again

You can ride on bicycle paths, bicycle pedestrian paths, sidewalks, pedestrian paths, or pedestrian zones of your choice.

Go through again

You can only drive on sidewalks and pedestrian areas.

Go through again

You must use a bicycle path, bicycle pedestrian path, or bicycle lane.

Go through again

You must drive on the right edge of the roadway. At the same time, you cannot turn left and turn around if there is more than one lane in your direction or there are tram tracks.

Go through again

You are obliged to move along the side of the road without interfering with pedestrians and dismounting when creating such interference or danger to the movement of pedestrians.

Go through again

You can ride on sidewalks or in a pedestrian area without interfering with pedestrians and dismounting if you create such an obstacle or endanger the movement of pedestrians.

Go through again

Let's now look at where you can ride a bike depending on your age.

Over 14 years old

• On bicycle paths and bicycle pedestrian paths or a lane for cyclists of your choice in any cases, if any,
• By right side roadway:
  • if there are no above-mentioned zones or for one or another (objective) reasons it is impossible to travel through them,
  • if the width of your bicycle is more than 1 m (including with cargo),
  • if you are riding in a bicycle convoy,
• on the side of the road, if there are no special paths or lanes for cyclists, and it is impossible or impossible to drive along the right edge of the roadway (note that the side of the road is not a roadway); at the same time, you must not interfere with pedestrians (they have priority on the side of the road),
• on the sidewalk or pedestrian area, if all of the above is absent or there is no possibility to drive on them - that is, in fact, this paragraph allows you to drive through pedestrian parks, alleys, etc.; or if you are transporting a child under 7 years old or riding with a cyclist under 14 years old (clause 24.2 of the Rules).

The lane for cyclists is separated from the rest of the road by a solid line and is marked as follows:

And/or with a sign like this:

From 7 to 14 years

• Along the bike paths
• along bicycle and pedestrian paths,
• on the sidewalk,
• along the pedestrian path,
• along the pedestrian zone.

Any of the above is your choice.

Under 7 years old

• Along bicycle and pedestrian paths,
• on the sidewalk,
• along the pedestrian zone.

Any of the above.

Where should I dismount?

There are a number of areas where you are required to dismount, but they are few:

• while crossing a pedestrian crossing, if you expect that drivers will be obliged to give way to you (they are obliged to give way only to pedestrians (clause 24.8 of the traffic rules), and in the event of an accident the blame will fall on you),
• in pedestrian areas (in parks), on pedestrian paths, sidewalks or the side of the road, unless you interfere with pedestrians or they are in danger (clause 24.6 of the traffic rules).

How far away should car drivers stay from me?

On safe. Alas, clear boundaries of the 2019 traffic rules are not regulated either with respect to the lateral interval or with respect to the distance.

Previously, there was an attempt to develop a new law to introduce a clause into the Rules that would oblige drivers to keep a lateral distance of 1 meter from the cyclist, but it was not adopted.

Today, the safety of the distance and interval is precedented - that is, until an accident occurs, the distances are considered safe.

Is it possible to drive in a bus lane?

You can. The description itself road sign 5.11 allows cyclists to move on it:

But you yourself are not obligated to submit practically anything for verification. Alas, this is true (and this is a big minus). Licenses and other typical automobile documents must be submitted for verification only to drivers of mechanical vehicles (clause 2.1.1 of the traffic rules). But the inspector can check the civil passport of a cyclist as a citizen, and only if the first one commits a traffic violation or to attract him as a witness or witness (clause 107 of the Administrative Regulations of the Ministry of Internal Affairs).

By the way, the reasons for stopping and checking documents are the same as for motorists.

An employee wants to check the bicycle frame number - is he entitled?

It has. These are direct responsibilities assigned to the inspector. He can check the numbers (clause 107 of the regulations) as part of orientations and special events, for which he is not obliged to present the relevant documents to you (but should not interfere with the opportunity to familiarize yourself with them - they can be at the traffic police post, in the unit, or even be oral) - however, everything is the same as for motorists.

What is prohibited for cyclists under traffic rules?

So, in addition to prohibited sections of the road for driving under certain conditions, in general cases cyclists are also prohibited from:

Good afternoon, dear reader.

In the early spring of 2014, the next changes were published, coming into force April 8, 2014. I would like to say right away that the number of changes is quite large and they affect almost all road users.

That is why today I am starting a new series of articles, “Traffic Rule Changes in April 2014.” The first article in the series will discuss: the changed section of basic concepts (the concepts of bicycle, moped, pedestrian, etc.), the need to have a license for a scooter, features of movement and stopping on lanes for two-wheeled vehicles.

As you most likely already guessed, most of amendments to the traffic rules of April 8 are aimed at introducing new ones. However, we will talk about the cyclists themselves in the next article. Today, we will primarily consider the updated rules for drivers of motor vehicles and pedestrians.

Once again, I emphasize that the changes under consideration affect almost all road users, so do not lose sight of them.

Bicycle concept

Let's consider the updated concept of "bicycle":

“Bicycle” is a vehicle, other than wheelchairs, that has two or more wheels and is propelled by the muscular power of the persons on it.

“Bicycle” is a vehicle, other than a wheelchair, which has at least two wheels and is generally propelled by the muscular energy of the occupants of the vehicle, in particular by means of pedals or handles, and may also have an electric motor of rated maximum power. in continuous load mode not exceeding 0.25 kW, automatically switches off at speeds over 25 km/h.

“Cyclist” is a person driving a bicycle.

Please note, starting April 8, 2014 bike may have a low power electric motor (up to 0.25 kW) with maximum speed 25 km/h.

I note that in practice I once had to communicate with the owner of a bicycle with an electric motor. He claimed that the engine accelerates the bike to 40 km/h. In accordance with the updated traffic rules (and the old ones too), such a vehicle is a moped, but this will be discussed below.

Again. In the new rules, the bicycle is propelled either by the muscular energy of the cyclist or by a small engine.

I’ll jump ahead a little and say that in the next article in the series we will discuss situations in which cyclists can ride on sidewalks (from April 8 this will be possible). So, if electric bicycles begin to “cut” en masse along the sidewalks at a speed of 25 km/h, then pedestrians will not be envied.

Bike path and lane for cyclists

Two new concepts are introduced into the traffic rules: a bicycle path and a lane for cyclists:

“Bicycle path” is a road element (or a separate road) structurally separated from the roadway and sidewalk, intended for the movement of cyclists and marked with sign 4.4.1.

“Lane for cyclists” is a lane of the roadway intended for the movement of cyclists and mopeds, separated from the rest of the roadway by horizontal markings and marked with sign 4.4.1 in combination with plate 8.14 located above the lane.

Bike Lane indicated by sign 4.4.1:

Cyclist lane is indicated by a combination of signs 8.14 and 4.4.1:

Please note that the bicycle path is separated from the roadway and sidewalk structurally, for example, by a curb or fence. While the lane for cyclists is located directly on the roadway, and its boundaries are marked with markings.

The bicycle lane is intended only for the movement of bicycles, and in addition to bicycles, mopeds can also move along the bicycle lane.

In general, the concepts are similar. If you were unable to understand the differences the first time, then I recommend re-reading the above paragraph.

Another similar concept is bicycle and pedestrian path:

“Pedestrian and bicycle path (pedestrian and bicycle path)” is a road element (or a separate road) structurally separated from the roadway, intended for the separate or joint movement of cyclists with pedestrians and indicated by signs 4.5.2 - 4.5.7.

The bicycle and pedestrian path is structurally separated from the roadway. Essentially, this is the same bike path along which, in addition to bicycles, pedestrians can also move.

There are 2 types of bicycle and pedestrian paths:

• with combined movement;
• with traffic separation.

On a mixed-use bicycle and pedestrian path, cyclists and pedestrians move interchangeably. The beginning of such a track is indicated by 4.5.2, and the end by 4.5.3:

On a segregated bicycle and pedestrian path, the flow of cyclists and pedestrians is separated from each other by markings or design. The beginning of such a track is indicated by 4.5.4 or 4.5.5, the end by 4.5.6 or 4.5.7:

Pedestrian, footpath, sidewalk

“Pedestrian” is a person who is outside a vehicle on the road and is not working on it. Persons moving in wheelchairs without a motor, driving a bicycle, moped, motorcycle, carrying a sled, cart, baby stroller or wheelchair are considered pedestrians.

“Pedestrian” is a person who is outside a vehicle on the road or on a pedestrian or bicycle path and does not work on them. Pedestrians include persons moving in wheelchairs without a motor, driving a bicycle, moped, motorcycle, carrying a sled, cart, baby stroller or wheelchair, as well as using roller skates, scooters and other similar means for movement.

Starting from April 8, 2014, the rules clearly defined the status of people skating on roller skates. Now Rollerbladers are officially pedestrians, i.e. they cannot move along the roadway with cars. Roller skaters must move on sidewalks and pedestrian paths, and can cross the road at pedestrian crossings.

Most likely, this change is unpleasant for the skaters themselves, since, according to my observations, many of them like to skate on the roadways, where the quality of the asphalt is much higher.

“Pedestrian path” is a strip of land equipped or adapted for pedestrian traffic or the surface of an artificial structure, marked with sign 4.5.1.

“Pedestrian zone” is an area intended for pedestrian traffic, the beginning and end of which are indicated by signs 5.33 and 5.34, respectively.

Footpath And pedestrian zone are intended for pedestrian traffic only.

Footpath indicated by sign 4.5.1:

Pedestrian zone- signs 5.33 and 5.34:

“Sidewalk” is an element of the road intended for pedestrian traffic and adjacent to the roadway or separated from it by a lawn.

“Sidewalk” is a road element intended for pedestrian traffic and adjacent to the roadway or bicycle path or separated from them by a lawn.

Another element of the road intended for pedestrian traffic is sidewalk. Starting from April 8, 2014, the sidewalk can be adjacent not only to the roadway, but also to the bicycle path.

Moped and moped license

The concept has also changed significantly moped. Now a moped (scooter) is considered motor vehicle:

“Motor driven vehicle” is a vehicle, other than a moped, driven by an engine. The term also applies to any tractors and self-propelled machines.

"Motor driven vehicle" is a vehicle driven by an engine. The term also applies to any tractors and self-propelled machines.

"Moped" is a two- or three-wheeled vehicle driven by an engine with a displacement of not more than 50 cubic meters. cm and having a maximum design speed of no more than 50 km/h. Bicycles with a suspended engine, mopeds and other vehicles with similar characteristics are considered mopeds.

"Moped" is a two- or three-wheeled mechanical vehicle, the maximum design speed of which does not exceed 50 km/h, having an internal combustion engine with a displacement not exceeding 50 cubic meters. cm, or an electric motor with a rated maximum power in continuous load mode of more than 0.25 kW and less than 4 kW.

Please note that mopeds now also include vehicles with an electric motor with a power of 0.25 kW to 4 kW.

Let me emphasize once again that mopeds are now mechanical vehicles.

Let me remind you that on November 8, 2013, . In addition, from April 1, 2014, those containing category M were introduced.

In this regard, starting from April 8, 2014, scooter drivers must have a driver's license with them:

2.1. The driver of a motor vehicle is obliged to:

a driver's license or temporary permit to drive a vehicle of the appropriate category;

Those. starting from April 8, 2014, the driver may receive a fine for driving a moped or scooter without a license. The fine is 5,000 - 15,000 rubles.

The following changes have been made to paragraph 2.1.1 of the traffic rules:

2.1.1. Carry with you and, at the request of police officers, hand over to them for verification:

registration documents for this vehicle, and if there is a trailer, also for the trailer;

2.1.1. Carry with you and, at the request of police officers, hand over to them for verification:

registration documents for this vehicle (except for mopeds), and if there is a trailer - also for the trailer (except for trailers for mopeds);

Thus, moped drivers must present only their license to traffic police officers. They are not required to present registration documents. I note that although scooters and mopeds are now mechanical vehicles, they do not need to be registered with the traffic police:

1. Motor vehicles (except mopeds) and trailers must be registered with the State Road Safety Inspectorate of the Ministry of Internal Affairs Russian Federation or other authorities determined by the Government of the Russian Federation, during the validity period of the “Transit” registration plate or 10 days after their acquisition or customs clearance.

2. On motor vehicles (except for mopeds, trams and trolleybuses) and trailers, registration plates of the appropriate type must be installed in the places provided for this purpose, and on cars and buses, in addition, a license card must be placed in the lower right corner of the windshield in prescribed cases .

Rooms for scooters and mopeds are also not provided.

Pedestrians on bicycle and pedestrian paths

4.1. Pedestrians must move on sidewalks or pedestrian paths, and if there are none, along the roadsides. Pedestrians carrying or carrying bulky objects, as well as persons using non-motorized wheelchairs, may walk along the edge of the roadway if their movement on sidewalks or shoulders creates an obstacle for other pedestrians.

If there are no sidewalks, pedestrian paths or shoulders, and if it is impossible to move along them, pedestrians can move along a bicycle path or walk in a single row along the edge of the roadway (on roads with a dividing strip - along the outer edge of the roadway).

4.1. Pedestrians must move on sidewalks, pedestrian paths, bicycle and pedestrian paths, and in their absence, along the roadsides. Pedestrians carrying or carrying bulky objects, as well as persons using non-motorized wheelchairs, may walk along the edge of the roadway if their movement on sidewalks or shoulders creates an obstacle for other pedestrians.

If there are no sidewalks, pedestrian paths, bicycle paths or shoulders, and also if it is impossible to move along them, pedestrians can move along a bicycle path or walk in one row along the edge of the roadway (on roads with a dividing strip - along the outer edge of the roadway).

The updated paragraph 4.1 of the rules puts bicycle and pedestrian paths on a par with sidewalks and pedestrian paths. Pedestrians must move along them. And only if there is no pedestrian path, no bicycle path, no sidewalk, no curb nearby, pedestrians can go onto the bicycle path or roadway.

Driving a car in a bicycle lane

The updated clause 9.9 prohibits motor vehicles (except mopeds) from moving in a bicycle lane:

9.9. The movement of vehicles on dividing strips and shoulders, sidewalks and pedestrian paths is prohibited (except for the cases specified in paragraphs 12.1, 24.2 of the Rules). The movement of vehicles of road maintenance and utility services is allowed, as well as access along the shortest route for vehicles delivering cargo to trade and other enterprises and facilities located directly next to the roadsides, sidewalks or pedestrian paths, in the absence of other access options. At the same time, traffic safety must be ensured.

9.9. The movement of vehicles on dividing strips and shoulders, sidewalks and pedestrian paths is prohibited (except for the cases provided for in paragraphs 12.1, 24.2 - 24.4, 24.7, 25.2 of the Rules), as well as the movement of motor vehicles (except mopeds) on lanes for cyclists. The movement of motor vehicles on bicycle and bicycle-pedestrian paths is prohibited. The movement of vehicles of road maintenance and utility services is allowed, as well as access along the shortest route for vehicles delivering cargo to trade and other enterprises and facilities located directly next to the roadsides, sidewalks or pedestrian paths, in the absence of other access options. At the same time, traffic safety must be ensured.

As for bicycle and bicycle-pedestrian paths, the movement of all mechanical vehicles (including mopeds) is prohibited on them.

Let me summarize again for drivers of mopeds and scooters:

• You can ride in bicycle lanes;
• on bicycle and bicycle-pedestrian paths - not allowed.

Stopping in the bike lane

The updated paragraph 12.4 of the traffic rules prohibits stopping in the lane for cyclists:

12.4. Stopping is prohibited:

in the bike lane.

Such a violation will entail.

Give way to cyclists

Well, at the end of this article, I want to consider, in my opinion, the most controversial rule change:

13.1. When turning right or left, the driver is obliged to give way to pedestrians crossing the carriageway onto which he is turning, as well as to cyclists crossing it on a bicycle path.

13.1. When turning right or left, the driver must give way to pedestrians and cyclists crossing the roadway onto which he is turning.

Please note that drivers are now required when turning at the crossroads give way not only for pedestrians, but also cyclists. In this case, it does not matter whether the cyclist is riding on a bicycle path or not, whether he is moving off the sidewalk, whether he is driving at a red traffic light, whether he is driving along pedestrian crossing. If an accident occurs in any of the above cases, then one of the culprits will be the driver of the car.

From April 8, 2014, I recommend that all drivers pay special attention to turns at intersections. After all, the situation is further aggravated by the fact that a cyclist can move at a speed of 25-30 km/h (5-6 times faster than a pedestrian). And if pedestrians sometimes appear unexpectedly on the road, then what can we say about cyclists.

Let's take a look back at the changes to traffic rules discussed today:

1. Bicycles Now not only vehicles driven by muscle power are considered, but also those with an electric motor with a power of up to 0.25 kW. For the movement of cyclists, bicycle lanes, bicycle paths, and bicycle pedestrian paths are being introduced. The first ones are separated from the road by markings, the second and third ones - structurally.

2. K pedestrians now also includes roller skates. In addition to traditional sidewalks, pedestrian zones and pedestrian paths, pedestrians can also move along bicycle and pedestrian paths.

3. Mopeds and scooters from April 8th are motor vehicles. The driver of a moped is required to have a driver's license and present it at the request of a traffic police officer. Registration and receipt of license plates for mopeds are not required.

4. For drivers Driving on bicycle lanes, bicycle paths and bicycle pedestrian paths is prohibited. Stopping in bicycle lanes is also prohibited. In addition, drivers are required to give way to cyclists when turning at intersections.

Comment is being added

A bicycle path is an independent element of road infrastructure for movement on two-wheeled vehicles. Allows clear from car traffic, designed to ensure the safety of all road users, is the legal territory of bicycle drivers. Entry of vehicles and exit of pedestrians onto bicycle paths is generally prohibited.

The attitude towards cyclists in the traffic rules has changed: now they are full-fledged drivers with rights, responsibilities and a specially designated territory - that same bicycle path. In practice, everything looks different: not every city in our country can boast of bicycle paths. So you have to roll the bikes out onto the road or ride on crowded sidewalks.

However, not everything is so bad: the cycling movement is actively developing in Russia, and this is a plus. Paths, although in small quantities, appear. In some cities, it was even possible to clearly regulate cyclists, car drivers and pedestrians on stretches and intersections.

The bicycle path is presented in three options: a marked lane on the roadway, a sidewalk bicycle zone and a separate path.

Bike lane on the roadway

A bicycle lane is a section of road separated from the main traffic flow. Bounded on the left side by a solid line, on the right by a curb. Continuous markings simultaneously prohibit both bike drivers and motorists from crossing the line.

Advantages of a bike lane:

• relative safety compared to moving in the general flow;
• clear priority of direct passage at intersections;
• There are fewer parked cars and doors in the way.

Parking of cars in the area with a bicycle lane is prohibited. However, not everyone respects traffic rules, not to mention bicycle drivers. Thus, a parked car and a risky detour around an obstacle in violation of the rules.

Forced to break rules because of parked cars

Movement Features:

• You need to stay as far to the right as possible and give up part of the lane to overtaking cyclists;
• at intersections, travel is only allowed straight and to the right (even if the roadway is two-lane);
• control the traffic situation: pay attention to signs and traffic lights, assess the distance to other vehicles.

Bicycle paths on the roadway are not the best option, since there is no guarantee of safety here. A car may also suddenly stop or a pedestrian jump out. A lane on the roadway is more suitable as an intermediate option. But if one of these suddenly appeared on a major street in the city, that’s already progress!

Bike and pedestrian path

Combined bicycle and pedestrian zones are a reality in almost every city in Russia. A bicycle path on a pedestrian area is a budget-friendly and simple option to make the life of cyclists a little calmer. Despite such bright aspirations of the authorities, cycling enthusiasts themselves are skeptical about this and consider it an outright deception.

Cycle paths run along tourist routes, mainly in city centers:

• embankments;
• streets without car traffic;
• parks;
• wide sidewalks;
• in places where it is impossible to draw a bicycle lane on the roadway or build a separate path (for example, narrow bridges).

Paths combined with a pedestrian area have two significant advantages: complete isolation from vehicles and the opportunity to relax in the saddle while riding slowly. The latter applies to lovers of leisurely walks.

There are plenty of disadvantages to such a bike path:

• exiting pedestrians;
• it is impossible to develop good speed;
• small bandwidth;
• difficulty passing an oncoming cyclist.

Marked cycle track on a pedestrian street in Sochi

Despite clear markings and even a “Bicycle Traffic” sign, most pedestrians often do not take bike paths seriously and go beyond the markings. A separate issue is impracticality. The bicycle zone is designed more for leisurely walks than for full movement without access to the roadway.

Separate bike path

Actually, this is a full-fledged road for cyclists. Layed separately from the noisy road and sidewalks, it should ensure movement in oncoming directions.

The bicycle path can be adjacent to the roadway and laid separately. The first option is city streets with vehicular traffic, the second is routes between microdistricts and tourist routes. It is clear that in the Russian expanses, separate bicycle roads are still under construction.

Separate and equipped road for bikes

Advantages:

• isolation from pedestrians and cars;
• convenient to move around;
• the ability to enjoy cycling without being disturbed by pedestrians.

Flaws:

• strip width less than 1 m;
• difficult to pass and get ahead;
• low speed compared to driving on the road.

If the street is equipped with a fenced-off bicycle path, it is prohibited to move along the roadway with cars. This is not entirely convenient, especially if the path ends after 200 - 300 m.

A professionally designed bike path - high-quality surface, located above the level of the roadway, barriers. Indicated by the “Bicycle Traffic” sign and markings: separation of oncoming traffic, silhouette of a bicycle and arrows with directions.

Safe Design

On straight sections:

• fencing from traffic flow;
• flow delimitation;
• sufficient width of the bicycle surface.

Near public transport stops, the bicycle path should not be located too close to the road: passengers will immediately get under the wheels of bicycles. The optimal distance is a few meters from the stop.

Standard intersections: intermittent markings at the intersection of traffic flows and a stop line.

The right lane (or two lanes) at the intersection is for right turns only. The bike path is equipped with a special traffic light. Route diagram:

• Bicycles are prohibited on the main transport green;
• Bicycles are allowed to pass, the light is red for all cars and pedestrians;
• Traffic in the transverse direction is allowed, cyclists - red.

Traveling to the “red phase” under the permitting signal of a bicycle traffic light

Advantages: the ability to ride a bicycle in all directions. Disadvantages: long waits, congestion of cars in front of traffic lights.

Are bike paths needed in cities? Undoubtedly. A specially designated and well-designed cycling zone is an opportunity to ensure safe movement on two-wheeled vehicles. The presence of this additional and necessary infrastructure helps to fully comply with traffic rules and improves the level of culture on the roads.

I (more precisely, Mark Wagenbur) have already written about that. But where is Holland and where are we? Let's better discuss how wide bicycle paths should be in our country. Of course, it will not do without criticism.

I know of three standards that say something about the width of bike lanes:
- SP 42.13330-2011 Urban planning. Planning and development of urban and rural settlements (former SNiP 2.07.01-89).
- SP 34.13330-2012 Highways (former SNiP 2.05.02-85).
- GOST R 52766-2007 Public automobile roads. Arrangement elements. General requirements.
There are also old Recommendations for the design of streets and roads in cities and rural settlements, supplementing and detailing the norms of urban planning SNiP, and several regional and departmental standards. And those interested in road topics in general, regardless of bicycle paths, will be interested in the extensive and almost full list standards for highway design on Sergei Davydov’s website Transspot.ru.

True, as often happens, they sometimes contradict each other and other norms (for example, traffic rules). The situation with these standards themselves is somewhat unclear.

There is a question about which document - urban planning or highway - should be followed. Traditionally, designers believed that country roads were built according to the highway design, and city streets according to the urban planning design. Looking ahead a little, I will say that urban planning standards provide for a greater width of bicycle paths than road lanes. And this was correct and logical - in cities the intensity of cycling traffic is higher, and bicycle paths should be wider.
But with the adoption of the law on highways, it turned out that the streets did not seem to exist at all, that they, like butoh, were also highways, and that they also needed to be designed according to the road code of rules, that is, with narrow and inconvenient bicycle paths. Good designers still try in this case to work according to SP 42, hoping for the adequacy and reasonableness of the experts who will accept their projects. But no one knows how correct this practice is from a formal point of view. In design offices, special legal departments are struggling with this issue.
The situation becomes even more confusing if we are dealing with a bridge. A bridge is definitely not a street, even if it is located in a city. And it is subject to road standards plus its own bridge building standards. I didn’t find anything about bicycle paths in bridge construction SNiPs and joint ventures. And the joint venture on the road is not very bike-friendly.

The second question is similar to the first: which documents should be followed - SNiPs or joint ventures. From some specialists working with new joint ventures in practice, I heard that there were some legal problems with the adoption of new editions. And on the website of the reference system for regulatory and technical information docs.cntd.ru, both new joint ventures and old SNiPs are marked with the “Current” flag. And this is not the fault of the compilers of this database.
The explanation of the Ministry of Regional Development (already abolished, by the way, which also does not add clarity) sheds some clarity on this incident - it turns out that “for the purposes of the transition period” the introduction of new joint ventures did not cancel the validity of the old SNiPs. I understand this in such a way that projects started before the new sets of rules came into effect can be completed according to the old SNPs, and new projects must be done according to the new sets of rules. But the transition period has apparently dragged on, and now this is also a question for the legal departments of design offices and specialized committees of the city administration.

Last but not least - the obligatory nature of certain norms. In addition to the standards themselves given in these SNiPs and SPs, there are separate acts that indicate which of these standards are mandatory and which are not. According to the old list (Order of the Government of the Russian Federation dated June 21, 2010 N 1047-r) the requirements for bicycle points from the old SNiPs (clauses 6.18, 6.21 from SNiP 2.07.01-89 “Urban Planning...” and clauses 4.35-4.37 from SNiP 2.05.02 -89 “Highways”) were mandatory. And in new joint ventures, according to the order of Rostekhregulirovaniya (No. 2079 of 06/01/2010), they became voluntary standards. Moreover, it seems to me that this happened because the numbering of points in the documents themselves changed, but not in the order. In general, this is another hair-raising incident for lawyers.

But let's get back to the main topic. So, the width of bicycle paths and lanes.

IN set of rules for urban planning, planning and development of urban and rural settlements (SP 42.13330-2011) The following figures are given (Table 8):

Category of roads and streets		Lane width, m	Number of lanes	Least radius of curves in plan, m	Largest longitudinal slope, ‰	Pedestrian width chassis sidewalk, m
Bicycle paths: isolated isolated	20 30	1,50 1,50	1—2 2—4	30 50	40 30	— —

11.7 On main streets with regulated traffic, it is allowed to provide bicycle paths separated by dividing strips. In public recreation areas and other green areas, bicycle paths should be provided, isolated from streets, roads and pedestrian traffic. Bicycle paths can be arranged for one-way and two-way traffic at the shortest safety distance from the edge of the bike path, m:
to the roadway, supports, trees 0.75
sidewalks 0.5
car parking and public transport stops 1.5

Note - It is allowed to install bicycle lanes along the edges of the carriageway of streets and roads, highlighting them with markings double line. The bandwidth should be not less than 1.2 m when moving in the direction of traffic flow and not less than 1.5 m when moving in oncoming traffic . Width bicycle lane along the sidewalk , must be at least 1 m.

The same width of the traffic lane on a bicycle path - one and a half meters - is also given in the ancient, 1994, Recommendations for the design of streets and roads in cities and rural settlements, which supplement and detail the standards for designing streets and roads.

In general, this joint venture is a rather progressive document. Even when it was SNiP 2.07.01-89, it already had the following clause:

11.4 The street and road network of settlements should be designed as a continuous system, taking into account the functional purpose of streets and roads, the intensity of transport, bicycle and pedestrian traffic, the architectural and planning organization of the territory and the nature of the development.

And bicycle paths here are not considered some kind of secondary things that are done on a residual basis. They are even included in the classification of city streets and roads (Table 7).

So, according to the set of rules, the lane width on a bike path should be 1.5 meters. And this is the simplest, most understandable and correct requirement that can be. If you are designing a one-way bicycle path with one lane, use a width of 1.5 m. If you are making a bicycle path for two-way traffic, it will be 3 m and not a centimeter less. I would just like to add just one word to this standard - that one and a half meters should not be the recommended, but the minimum width. So that this norm does not prevent the creation of bicycle paths wider than one and a half meters, where it is justified and there is enough space.

Another interesting note about this table. In my opinion, exactly the same should apply to bicycle paths:

8 When sidewalks directly adjoin the walls of buildings, retaining walls or fences, their width should be increased by at least 0.5 m.

However, in this document, the distances to lateral obstacles are included in paragraph 11.7. And there is something to criticize this point for. It is certainly necessary to indicate the minimum distances to side obstacles. But such requirements, especially if they are excessive and mandatory, can be used as an argument against the construction of bicycle paths - after all, not everywhere it is possible to provide the specified distances. These values ​​must be justified somehow.

Half a meter from the sidewalk and 75 cm from the roadway is good, but not always possible, and this distance can often be significantly reduced. In Danish cities, bicycle paths are generally located close to the roadway; the separation is achieved only by the difference in the level of the roadways: the bicycle path is located slightly higher than the road.
One and a half meters to the parking lot and public transport stop - I don’t even know how to understand this. What is meant by a stop - a stopping area, a landing area, or perhaps a pavilion. And if the bike path has to go around the landing area or pavilion, why can’t it pass at a distance of, say, half a meter from them? Cars are generally allowed to pass close to the stop.
And here . Well, now it turns out that a bike path is generally impossible here?

The note to paragraph 11.7 is noteworthy in that for several years or even decades it seems to have allowed bicycle lanes to be installed on the roadway. However, until recently, bicycle lanes were not included in traffic regulations. Moreover, this joint venture even provides bicycle lanes for anti-hair traffic, which, in my opinion, should fill the traffic police representatives with awe. After all, they refuse to approve regular passing bike lanes.
By the way, it is very logical and prudent to make the anti-hair strips wider. Perhaps precisely so that you can overtake another cyclist without getting out onto the side for oncoming traffic.

But it is written incorrectly about the double marking line and the bicycle lanes on the sidewalk. Double marking line is used to separate opposite direction flows, this is only suitable for anti-hair bike stripes. But there cannot be such a thing as a bicycle lane along the sidewalk. Such a lane, together with the sidewalk itself, should now be called a separated bicycle and pedestrian path. A width of 1 meter is only sufficient for one-way traffic, but bicycle and pedestrian paths typically accommodate traffic in both directions. One meter is clearly not enough for this.
In the Recommendations for the Design of Streets and Roads in Cities and Rural Settlements, the width of the bicycle lane is also specified as 1 m. And this is already very bad. I'll tell you why below.

In general, the urban planning joint venture is not bad. Let us now turn to GOST R 52766-2007 “Highways. Arrangement elements. General requirements" And SP 34.13330-2012 “Highways”. These documents contain exactly the same paragraphs regarding bicycle paths (the numbering is given according to SP, in GOST these are paragraphs 4.5.3.3 and 4.5.3.4):

5.45 The width of the dividing strip between a motor road and a parallel or freely routed bicycle path must be at least 1.5 m. In cramped conditions, a dividing strip 1.0 m wide is allowed, rising above the roadway by at least 0.15 m, with a border curb.
5.46 The main parameters of bicycle paths are given in Table 5.24.

Table 5.24

Normalized parameter	Recommended values
	for new construction	minimum during landscaping and in cramped conditions
Design speed, km/h	25	15
Width of the roadway, m, for traffic: single-lane single-sided two-way single-sided two-lane with oncoming traffic	1,0 1,75 2,50	0,75 1,50 2,00
Divided bike and pedestrian path Bike/pedestrian path without separation pedestrian and bicycle traffic Bike lane	4,00*	3,25 ** 0,90
Width of bicycle path shoulders, m	0,5	0,5
Minimum radius of curves in plan, m: in the absence of a turn when making a turn	50 20	15 10
Minimum radius of vertical curves, m: convex concave	500 150	400 100
Maximum longitudinal slope, ‰	60	70
Cross slope of the roadway, ‰	20	20
Turn slope, ‰, at radius: 10-20 m 20-50 m 50-100 m	More than 40 30 20	30 20 15-20
Height dimensions, m	2,50	2,25
Minimum distance to side obstacle, m	0,50	0,50

* The width of the pedestrian path is 1.5 m, the bicycle path is 2.5 m.
** The width of the pedestrian path is 1.5 m, the bicycle path is 1,75 m.
***During traffic intensity no more than 30 ve/h and 15 p/h .
**** With a traffic intensity of no more than 30 veh/h and 50 pedestrian/h.

There are things here that are absolutely terrible - both in relation to city streets and country roads. There are also standards that still seem acceptable for suburban bicycle and bicycle-pedestrian paths, but in the city it is impossible to make bicycle paths of the same width.

Paragraph 5.45, postulating that the width of the dividing strip between the bicycle path and the roadway should be at least one and a half, and in cramped conditions at least one meter, seems to confirm the opinion of those experts who consider this standard inapplicable for city streets. One and a half meters is too much; in the city it would not become a means of ensuring safety, but a barrier for the construction of bicycle paths.

In contrast, the width of the various bicycle lanes in this document is too narrow.

75 centimeters is the width of the bicycle itself and the person sitting on it. Are there car lanes 2 m wide? This space is enough to stand, but moving in such a strip is difficult. Yes, there are competitions where you have to drive along a strip only 30 cm wide. But we’re not talking about a circus.

Single-lane one-way bicycle paths of the width shown in the table - 75 cm or even 1 meter - should not exist at all. In principle, a bicycle path should not be narrower than a bicycle lane. When moving along a bike lane, you can always leave it to overtake a slower cyclist, but on a bike path of such a small width it becomes impossible to overtake another person.
A width of 1.5-1.75 meters (which in this table corresponds to a two-lane bicycle path) seems acceptable. That is, using this guest and designing a bicycle path for one-way traffic, it must be passed off as two-lane.
And for greater comfort and convenience, and for the future, it would also be better if these numbers were not recommended, but minimum values.

Bicycle paths with oncoming traffic. It has already been written on this blog that two-way bike lanes should be the exception, not the rule. They are not suitable everywhere. And the conditions for the use of two-way bicycle paths of such width as indicated in this table (2-2.5 m) are very limited - these can only be country roads with very low intensity of bicycle traffic, where you rarely have to overtake and pass oncoming cyclists. For a bicycle-pedestrian sidewalk (a bicycle-pedestrian path without separating pedestrian and bicycle traffic) of a similar width, it is explicitly stated that it is possible only with very little traffic - no more than 30 cyclists and 15 pedestrians per hour. Typical suburban intensity. With such traffic, no one will really bother you.
True, there were some oddities here too: it is logical that in cramped conditions a narrower path can be allowed. But why is higher traffic volume allowed?

The value of 3.25 m for a bicycle-pedestrian path with separate traffic is not bad in itself, but because the notes indicate the width of the bicycle part - 1.75 m. Let us remember that bicycle traffic on bicycle-pedestrian paths is usually two-way. 1.75 m is not enough for two-way traffic. What helps a little is that, if necessary, to overtake, go around an obstacle, or pass an oncoming cyclist, you can go onto the pedestrian section. But this is only possible with low traffic intensity. But here it is not indicated at what intensity it is permissible to make such paths. Definitely not possible in urban environments. Here, a three-meter width of the sidewalk is often not enough for pedestrians.

A 90cm wide bike lane is a total bummer. For a bicycle lane, a width of 1.2 m is not the most comfortable option. And 90 cm is simply killer. And in the literal sense. It is known that when there is a bicycle lane on the road, car drivers pay less attention to cyclists and reduce their speed less when overtaking. And in a narrow bike lane, the cyclist also finds himself even closer to moving cars - for purely geometric reasons.

In one of the variants of the draft amendments to another road standard (GOST R 52289-2004), there was a slightly more successful example of the use of markings with regard to the width of the bicycle lane:

The lane width is at least 1.25 m, the distance to parked cars is 50 cm. Compared to other domestic standards, this is not bad. But there are two big problems with this project.
The parking lane is located behind the bicycle lane. Yes, this can often be seen in Europe. But protecting parked cars by cyclists and deliberately planning for so many conflict points is not an example worth emulating. Moving traffic - stationary cars - cyclists - pedestrians. This is the order in which the zones for different street uses should follow.
The second problem is that the marking in this example is shown intermittently. Intermittent markings imply the possibility of crossing them, as if inviting drivers to use the bicycle lane.
Perhaps it’s even good that this example was ultimately not included in GOST 52289-2004.

Well, perhaps enough of criticizing the standards of the oil age. The fact that it’s time to change them, at least those parts that relate to the organization of cycling, is obvious to both enthusiasts and specialists. I don’t know who will do this and when, but I am always ready to provide all possible assistance. Actually, our project to translate European PRESTO manuals is such help.

I will provide several excerpts from these recommendations for comparison with our standards right here.

Bike paths

The minimum recommended width for a one-way cycle path is 2 metres.
□ Cyclists must be able to ride alongside. A minimum of 90 cm of path width is required for each cyclist. This value takes into account the wobble of bicycles on the road and the required distance from the edges of the road and obstacles.
Due to the physical separation of the path from the road, cyclists clearly need space to overtake. In this case, the requirements for minimum distances to curbs, walls, fences, etc. must also be met. - 25 cm for low borders and 62.5 cm for walls.
□ A 2-meter width allows cyclists to periodically overtake other cyclists in traffic volumes of no more than 150 cyclists per hour (during rush hour).
□ For heavier traffic with frequent overtaking, it is recommended to increase the width to 4 meters.
□ On a two-way bicycle path, the minimum width to allow frequent overtaking is 2.5 meters.

If used to isolate cars from the roadway dividing strip:
The minimum width of the dividing strip is 0.35 m.
If available: fences - 0.70 m; lamp posts - 1.00 m; fence - 1.10 m; vegetation or car parking - 2.35 m.
Outside settlements The dividing strip is a safety measure, and its width depends on the speed limit on the road: from 1.5 m (60 km/h) to 10 m (100 km/h or more).

If the separation is done curb:
Curb width may vary.
The height on the side of the bike path is from 5 to 7 cm (the height and shape of the curb should be such that cyclists do not touch the curb with their pedals).
The height from the road side is from 10 to 12 cm.

If the division is carried out by differences in level:
The height of the bike path above the road) is from 8 to 10 cm, gradually decreasing when approaching major intersections.
Track width: at least 1.7 m (for safe overtaking).

For isolated bike paths:
□ The minimum width should be between 2 m (for traffic of less than 50 cyclists per hour) and 3.5 m (for traffic of more than 150 cyclists, or even up to 4 meters if mopeds are allowed.
□ Narrow bike lanes (less than 2.5 meters wide) must have a shoulder on both sides that cyclists can use to pass oncoming cyclists.

Bike lanes

One Dutch study found some surprising results. The researchers concluded that on busy highways, mixing bicycle and car traffic may be even safer than introducing bicycle lanes. Bike lanes can create a false sense of security and safety, encouraging drivers to go faster and pay less attention to cyclists. In the cases analyzed, bicycle lanes led to a doubling of road accidents with casualties (original study - “Veiligheidsaspecten van stedelijke fietspaden, A.G.Welleman, A.Dijkstra”).
The risks become even more serious when bike lanes are made excessively, dangerously narrow. If available space is limited, the designer may decide that a narrow bicycle lane (less than 1.5 m wide) is better than nothing, even on busy roads with fast traffic.
We repeat again: this is more dangerous than the absence of a bicycle lane. The narrow lane forces motorists to move closer to the cyclist. At the same time, it forces the cyclist to ride too close to the edge of the road or parked cars. Moreover, drivers will mistakenly believe that cyclists have enough space, and therefore pay less attention to them and drive faster. As a result, even a small maneuver by a cyclist to avoid an obstacle is more likely to result in a collision and lead to serious injury. Narrow bicycle lanes should always be combined with speed reduction measures.

The recommended minimum width of the bicycle lane is 1.5 m (including markings). The width of the marking lines is 10-15 cm.
□ The cyclist and his vehicle occupy a width of approximately 0.75 m. But a cyclist riding along the curb needs at least 0.9 m, taking into account the zigzag nature of the movement and the safety distance from obstacles. The 1.5m width increases the safe area and makes cycling easier and more comfortable. It also allows a bicycle with a trailer to travel in the lane, provides the opportunity for overtaking within the lane and for two cyclists to ride in the same row, side by side - for example, children with parents.
□ Width from 2 m to 2.5 m increases comfort and safety.
□ If the width is less than 1.5 m, a cyclist will have to leave the bike lane onto the roadway to overtake, go around an obstacle or move nearby. Narrow bicycle lanes are only permitted on roads with low speed limits.
□ The bike lane should be wider on uphill grades: due to the greater force applied, cyclists here make wider zigzags.

When it is necessary to have both a parking lane and a bicycle lane on a road, it is recommended to add a special kind of buffer zone to the parking lane - a critical response lane (0.5-0.7 m wide).
…
Alternatively, the space required for a bike lane with a buffer zone can be used to create a bike lane behind the parking lane, that is, between the lane and the sidewalk.

Bike and pedestrian paths

Recommended width for a bicycle and pedestrian path with adjacent traffic lanes- 4 m or more, minimum width - 3 m. To this must be added 0.25 m if the path is located close to a wall, fence or other similar restrictions.
For a bicycle and pedestrian path with mixed traffic: optimal width - 3 m, minimum - 2 m.

General guidance on cycling infrastructure states the following:

Safety distance to obstacles.
Designers also need to take into account the fear of obstacles - cyclists usually try to stay away from curbs, fences and walls. The Dutch design manual for bicycle traffic provides the following distances to obstacles: to lawns and low curbs 0.25 m, to high curbs 0.50 m, to walls 0.625 m.

Space required. Now you can calculate the width of the path required for the movement of one cyclist: take the width occupied by the bicycle itself and the person riding it (0.75 m), add to this the space for “zigzags” and the safety distance to obstacles (note that these boundaries are partially overlap). The most common situation is when a cyclist rides along a curb, and the curb is located on only one side. In this case, the minimum possible width is 0.9 m. Always, if possible, it is necessary to provide space for cyclists to ride side by side - this makes cycling a more enjoyable and social activity, allows adults to ride next to children, and gives allowing fast cyclists to overtake slower ones. This means that a more correct recommendation would be a minimum width of 1.5 m.
To make cycling comfortable in tunnels, it is necessary to provide at least 0.75 m of free space above your head.