For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• Various countermeasures can be used to make 

pedestrians and bicyclists more visible and 

support improved driver awareness and yielding

• Countermeasures that should be implemented 

as often as possible include high-visibility 

crosswalks, effective intersection lighting, wide 

refuge islands, raised crosswalks (for MRS 

intersections) or tabled intersections (for AWS 

intersections).

• Stop-controlled intersections that involve more 

complex lane arrangements should be evaluated 

for treatments such as Rectangular Rapid 

Flashing Beacons (RRFBs) or Pedestrian Hybrid 

Beacons (PHBs) as appropriate.

• Install overhead lighting to illuminate bikeway 

and pathway networks and in advance of all 

intersection crossings.

Benefits

• Generally, stop-controlled intersections tend 

to have smaller footprints, leading to shorter 

crossing distances for pedestrians and bicyclists 

(though additional through lanes or turn lanes 

add complexity to the intersection).

• Stop-controlled intersections, especially AWS 

intersections, can encourage mutual visibility 

among pedestrians, bicyclists, and drivers.

CONSIDERATIONS

• Crossing the uncontrolled approaches of a MRS 

intersection involves a higher risk to pedestrians and 

bicyclists because of the free-flow and higher-speed 

traffic conditions.

• Opportunities to cross may be less frequent due to 

the need to wait for a gap in major road traffic.

• Multi-lane uncontrolled pedestrian crossings should 

include additional countermeasures such as PHBs 

(shown) or RRFBs.

• A recessed crossing of approximately one car length 

provides space for drivers to yield to sidepath users 

and conflicting traffic as discrete events.

CONSIDERATIONS

• Because stopping is mandatory for all movements, 

vehicle speeds at AWS intersections are typically 

lower and crossing opportunities for pedestrians and 

bicyclists should be frequent.

• Raised intersections provide sidewalk-level crossings 

at each leg of an intersection. They encourage drivers 

to yield and provide pedestrians and bicyclists with 

a continuous accessible path of travel without grade 

changes.

Intersection Types

References

FHWA (2021). Stop-Controlled Intersections. Federal Highway Administration, Washington, DC. 

Retrieved from https://safety.fhwa.dot.gov/intersection/stop/index.cfm.

FHWA (2021). Proven Safety Countermeasures: Systemic Application of Multiple Low-Cost Countermeasures at Stop-Controlled Intersections [FHWA-SA-21-031]. Federal Highway Administration, 

Washington, DC. Retrieved from https://safety.fhwa.dot.gov/provencountermeasures/syst_stop_

control.cfm.

Blackburn, L., Zegeer, C., & Brookshire, K. (2018). Guide for Improving Pedestrian Safety at Uncontrolled 

Crossing Locations [FHWA-SA-17-072]. Federal Highway Administration, Washington, DC. Retrieved 

from https://safety.fhwa.dot.gov/ped_bike/step/docs/STEP_Guide_for_Improving_Ped_Safety_at_

Unsig_Loc_3-2018_07_17-508compliant.pdf.

MINOR ROAD STOP 

(MRS)

Minor road stop (MRS) 

intersections feature stop signs 

controlling the minor road 

approach(es) while the 

major road approaches are 

uncontrolled.

ALL WAY STOP (AWS)

All-way stop (AWS) intersections 

feature STOP signs controlling 

all approaches.

FHWA-SA-22-034

RECESSED CROSSINGS

CROSSING ISLANDS SIDEPATH

RAISED CROSSING

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Stop-Controlled 

Intersections

Stop-controlled intersections include 

any conventional intersection where one 

or more approaches are controlled by a 

STOP sign. However, there are significant 

differences between intersections with 

multi-way stop control (typically all-way 

stop, or AWS) and minor road stop (MRS) 

control.

3

1

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• Direct turning movements improve mobility for

motor vehicles, but they increase the number

of conflict points at the main intersection for

motorists, bicyclists, and pedestrians. Increasing

the number of turning movements may also

lead to increased traffic signal cycle lengths,

complexity, and delay for pedestrians and

bicyclists.

• With added turn lanes, traditional intersections

can lead to longer crossing distances without

refuge for pedestrians and bicyclists.

• Channelizing islands that accompany

channelized right turns can provide refuge for

pedestrians but may also encourage higher

motor vehicle turning speeds.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• Traditional intersections are familiar to most

road users and may facilitate the most direct

paths across the intersection for pedestrians

and bicyclists.

• Exclusive pedestrian and bicyclist traffic signal

phases allow all pedestrian and bicyclist

movements to cross the intersection separated

in time from motor vehicle movements.

CONSIDERATIONS

• The bike lanes feature green colored pavement to 

emphasize continuity through the intersection, as 

well as two-stage left turn boxes to allow cyclists 

to make left turns without merging across lanes of 

through-moving vehicle traffic.

• Pedestrian refuge islands simplify the pedestrian 

crossing by reducing the number of lanes crossed in 

one stage. 

• Traffic signal phasing plans will depend on the 

traffic volumes, sight distance, and context of the 

intersection.

CONSIDERATIONS

• It is important to consider the interactions between 

pedestrians and bicyclists at the corners and at 

medians where people may wait in groups to cross 

the intersection.

• The separated bike lane crossings at the corners of 

the intersection allows cyclists to make left turns 

without merging across lanes of through-moving 

vehicle traffic, similar to two-stage left-turn boxes.

CONSIDERATIONS

• Using a shared facility through the intersection 

consolidates conflict points between motor vehicles, 

bicyclists, and pedestrians. 

• This design may lead to increased conflicts between 

pedestrians and bicyclists, especially at the corners 

of the intersection, and may be more difficult for 

pedestrians with disabilities to navigate. 

• It is important to design the width of shared 

paths, crosswalks, medians, and queuing areas to 

accommodate groups of people of all abilities. 

• Shared facilities may be appropriate even where 

only low volumes of bicyclists and pedestrians are 

expected to use the intersection.

Intersection Types

References

Chandler, B.E., Myers, M.C., Atkinson, J.E., Bryer, T.E., Retting, R., Smithline, J., ... & Izadpanah, P. (2013). 

Signalized Intersections Informational Guide, Second Edition [FHWA-SA-13-027]. Federal Highway Administration, Washington, DC. Retrieved from https://safety.fhwa.dot.gov/intersection/signal/ fhwasa13027.pdf

BIKE LANE

This design incorporates bike lanes for bicyclists 

and sidewalks with marked crosswalks for 

pedestrians. 

SEPARATED BIKE LANE

This design features bike lanes that are separated 

from motor vehicle traffic vertically and horizontally along the intersection approaches. Pedestrians travel on sidewalks that are separated from 

the bike lanes and cross through the intersection 

at marked crosswalks.

SIDEPATH

Ramps allow cyclists to transition from the 

on-street bike lane to the sidepath upstream of 

the intersection and then return to the bike lane 

downstream of the intersection. Both pedestrians 

and bicyclists use the marked crosswalks and 

refuge islands to cross through the intersection.

FHWA-SA-22-035

PROTECTED INTERSECTIONS

CROSSING ISLANDS

BIKE LANE TRANSITION

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Traditional 

Signalized 

Intersections

Traditional intersections are the most 

common traffic signal-controlled 

intersection type.

3

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• Traffic approaching the roundabout yields to

traffic already in the circular roadway.

• Splitter islands on each leg deflect approaching

vehicular traffic and encourage slower speeds

and driver yielding.

• Entries at roundabouts are yield-controlled and

exits are uncontrolled. Consequently, pedestrian

and bicycle crossings at both entries and

exits must be carefully assessed to maximize

the conditions for yielding. This is particularly

important for making crossings accessible to

pedestrians with low or no vision.

• While roundabout geometry encourages lower

motorist speeds, bicyclists typically cannot

accelerate at the same rates as motor vehicles.

Riding in mixed traffic adds some complexity

to the task of biking through a roundabout and

may not be comfortable for bicyclists of all ages

and abilities.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• Roundabouts are highly adaptable and have

been proven to work across a range of contexts,

from high-speed rural to low-speed urban.

• The splitter islands serve as pedestrian (and,

potentially, bicyclist) refuge islands, allowing

pedestrians to cross one direction of vehicular

traffic at a time.

• Modern roundabout geometry encourages

slower motor vehicle approach speeds of

around 15-25 mph.

• Roundabouts can potentially reduce the total

number of lanes to cross at the intersection

because of improved operational performance.

CONSIDERATIONS

• The crosswalks are perpendicular to the motor 

vehicle traffic that is deflected by the geometry of the 

roundabout circular roadway and splitter islands.

• Another bicycle facility option would be to provide a 

ramp from the bike lane onto a sidepath in advance 

of the roundabout and another ramp from the 

sidepath to the bike lane following the roundabout.

CONSIDERATIONS

• This design consolidates pedestrian and bicyclist 

activity to the same areas, improves driver visibility 

of crossing pedestrians and bicyclists, and minimizes 

conflict points between pedestrians and bicyclists. 

• The interface between the separated bike lanes, 

bicycle crossings (marked here with green colored 

pavement), and pedestrian crosswalks are 

designed to provide enough room for bicyclists and 

pedestrians to maneuver separately.

CONSIDERATIONS

• Bicyclists have the option to transition from the bike 

lane to the sidepath or merge with motor vehicle 

traffic to continue through the roundabout.

• The multilane design increases crossing distances 

over the single-lane design. 

• This design may also include raised crosswalks 

and Pedestrian Hybrid Beacons (PHBs) across the 

entering and exiting lanes of the roundabout. These 

are features that can be added to lower vehicle 

speeds and improve driver yielding behavior.

• Shared facilities may be appropriate even where 

only low volumes of bicyclists and pedestrians are 

expected to use the intersection.

Intersection Types

References

Rodegerdts, L., Bansen, J., Tiesler, C., Knudsen, J., 

Myers, E., Johnson, M., ..., & O’Brien, A. Round- abouts: An Informational Guide, Second Edition 

[NCHRP Report 672]. National Academies of 

Sciences, Engineering, and Medicine, Washington, 

DC. Retrieved from https://www.trb.org/Publica- tions/Blurbs/164470.aspx.

Schroeder, B., Rodegerdts, L., Jenior, P., Myers, E., 

Cunningham, C., Salamati, K.,..., & Bentzen, B.L. 

(2016). Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision 

Disabilities [NCHRP Report 834]. National Academies of Sciences, Engineering, and 

Medicine, Washington, DC. Retrieved from 

https://www.trb.org/Main/Blurbs/175586.aspx.

SIDEPATH BIKE LANE TRANSITION

RAISED CROSSINGS PEDESTRIAN HYBRID BEACONS

SHARED LANE

This single-lane roundabout features sidewalks 

with crosswalks for pedestrians and bike lanes for 

bicyclists. The bike lanes end shortly upstream of 

the roundabout entry, and bicyclists merge with 

motor vehicle traffic to navigate the intersection 

before returning to the bike lane after exiting.

SEPARATED BIKE LANE

This single-lane roundabout design features 

separated bike lanes with bicyclist crossings 

parallel to the marked pedestrian crosswalks.

SIDEPATH

This multilane roundabout design transitions bike 

lanes to sidepaths upstream of the roundabout 

entrance.

FHWA-SA-22-036

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Roundabouts

Roundabouts are circular intersections 

characterized by channelized 

approaches and counterclockwise traffic

flow around a center island.

3 4

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• Direct left turns are prohibited from either or

both major and minor roads.

• Conventional through movements and right

turns are allowed from both the major and

minor roads.

• The main intersection can operate with fewer

traffic signal phases through the elimination of

direct left turns.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• MUT intersections reduce the overall number

of vehicular conflict points and present all users

with fewer conflicting movements to cross at a

time.

• The main intersection is signalized but requires

fewer traffic signal phases than a traditional

intersection due to the elimination of direct

left turns, facilitating shorter traffic signal cycle

lengths and less delay.

• Fewer turn lanes reduce the number of conflict

points and lower pedestrian and bicyclist

exposure. A large median provides more refuge

(though it may increase total crossing distance).

• There is an opportunity to increase connectivity

when controlled midblock crossings are

incorporated with the downstream U-turn

intersections.

SEPARATED BIKE LANE 

This design features separated 

bike lanes parallel to the 

sidewalks and a protected 

intersection design. There are 

marked crosswalks and green 

colored pavement in the bike 

lanes through the intersection. 

The downstream U-turn intersections incorporate midblock 

crossings with signal control.

SIDEPATH

SIDEPATH WITH BULB

This design features sidepaths 

along with U-turn bulbs, or 

“loons,” at the U-turn 

intersections. These allow 

vehicles, especially large 

trucks, to make U-turns while 

minimizing the necessary 

median width (and thus 

reducing the overall intersection 

footprint).

CONSIDERATIONS

• The major road crossing may be times as a two-stage 

crossing for pedestrians. Consider timing as a onestage crossing for bicyclists to reduce delay.

• Rectangular Rapid Flashing Beacons (RRFBs) or 

Pedestrian Hybrid Beacons (PHBs) may also be 

considered at the midblock crossings as appropriate.

CONSIDERATIONS

• Rectangular Rapid Flashing Beacons (RRFBs) or 

Pedestrian Hybrid Beacons (PHBs) may also be 

considered at the midblock crossings as appropriate.

• It is important to design the width of shared 

paths, crosswalks, medians, and queuing areas to 

accommodate groups of people of all abilities. 

• Shared facilities may be appropriate even where 

only low volumes of bicyclists and pedestrians are 

expected to use the intersection under present and 

future conditions.

CONSIDERATIONS

• The narrowed median decreases pedestrian and 

bicyclist crossing distance while still providing refuge.

• The sidepath follows the curve of the bulb-out, 

and changes in direction of travel are a design 

consideration for bicyclists or pedestrians with 

disabilities. However, the separation between the 

sidepath and the travel lanes, usually landscaping of 

some kind, helps provide some contrast and nonvisual guidance along the perimeter of the bulb-out.

Intersection Types

References

Reid, J., Sutherland, L., Ray, B., Daleiden, A., 

Jenior, P., & Knudsen, J. (2014). Median U-Turn 

Informational Guide [FHWA-SA-14-067]. Federal 

Highway Administration, Washington, DC. 

Retrieved from https://safety.fhwa.dot.gov/

intersection/rltci/fhwasa14069.pdf.

FHWA (2020). Proven Safety Countermeasure: 

Reduced Left-Turn Conflict Intersections 

[FHWA-SA-18-048]. Federal Highway 

Administration, Washington, DC. Retrieved from 

https://safety.fhwa.dot.gov/intersection/rltci/

fhwasa18048.pdf.

ENHANCED MIDBLOCK CROSSINGS

CROSSING ISLANDS PROTECTED INTERSECTIONS

SEPARATION OF MODES

FHWA-SA-22-037

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Median U-Turn 

Intersections

Median U-Turn (MUT) intersections refer 

to any intersection replacing direct left 

turns at an intersection with indirect left 

turns that rely on a U-turn/right-turn 

combination.

3

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• An RCUT may be signalized or unsignalized.

• Direct left-turn and through movements are

prohibited from the minor road approaches.

• The main intersection requires fewer traffic

signal phases than a conventional intersection

through the elimination of minor road through

and left-turn movements.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• RCUTs reduce the overall number of vehicular

conflict points and present all users with fewer

conflicting movements to cross at a time.

• When signalized, fewer phases are needed as

compared to a traditional signalized intersection,

resulting in shorter overall traffic signal cycle

lengths and decreased delay.

• Specifically, the reduced number of conflict

points and fewer number of conflicting

movements crossed at a time can reduce risk

while crossing.

• At signalized RCUT locations, shorter signal

cycle lengths can result in less control delay,

and signalized U-turns offer the opportunity

for controlled midblock crossings, providing

additional connectivity.

CONSIDERATIONS

• The position of the channelizing islands facilitates 

staggered crosswalks, which can improve safety but 

may also make maneuvering more challenging for 

cyclists and pedestrians using mobility assistance 

devices or with vision disabilities.

• Shared facilities may be appropriate even where 

only low volumes of bicyclists and pedestrians are 

expected to use the intersection.

• Bulb-outs, or “loons,” can be implemented at the 

U-turn intersections to facilitate U-turns while 

decreasing the median width.

CONSIDERATIONS

• Wayfinding signage and markings, APS, and carefully 

placed push buttons on corners and refuge islands 

are strongly encouraged to mitigate the complex 

routes for pedestrians with disabilities.

• Using high-angle channelized right turns provides 

refuge islands for pedestrians and bicyclists and 

encourages lower motor vehicle turning speeds, 

increased visibility, and driver yielding behavior.

CONSIDERATIONS

• In order to provide the needed traffic signal phases 

for pedestrians and bicyclists to cross, the left turns 

cannot operate simultaneously with the bicyclist 

and pedestrian movements crossing the major road 

unless multi-stage crossings are used. 

• Using high-angle channelized right turns provides 

refuge islands for pedestrians and bicyclists and 

encourages lower motor vehicle turning speeds, 

increased visibility, and driver yielding behavior.r.

Intersection Types

References

Hummer, J., Ray, B., Daleiden, A., Jenior, P., & 

Knudsen, J. (2014). Restricted Crossing U-Turn 

Informational Guide [FHWA-SA-14-070]. Federal 

Highway Administration, Washington, DC. 

Retrieved from https://safety.fhwa.dot.gov/

intersection/rltci/fhwasa14070.pdf.

FHWA (2020). Proven Safety Countermeasure: 

Reduced Left-Turn Conflict Intersections 

[FHWA-SA-18-048]. Federal Highway 

Administration, Washington, DC. Retrieved from 

https://safety.fhwa.dot.gov/intersection/rltci/

fhwasa18048.pdf.

ENHANCED MIDBLOCK CROSSINGS

CROSSING ISLANDS RAISED CROSSINGS

SIGNALIZED CROSSINGS

SIDEPATH

This design features sidepaths 

through the intersection, as 

well as crosswalk positioning 

that more closely resembles a 

traditional intersection.

SIDEPATH Z-CROSSING

The RCUT layout optimized for 

motor vehicles calls for a 

“Z-pattern” pedestrian crossing 

at the main intersection. This 

reduces conflict points between 

motorists, bicyclists, and 

pedestrians, but causes 

crossing pedestrians and 

bicyclists to travel out of their 

direct, intended path.

SEPARATED BIKE LANE

This RCUT design features separated bike lanes and a more 

direct and intuitive pedestrian 

and bicyclist crossing configuration at the intersection.

FHWA-SA-22-038

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Restricted 

Crossing U-Turn 

Intersections 

Restricted Crossing U-Turn (RCUT) 

intersections replace direct through and 

left-turn movements from the minor 

approaches with an indirect movement 

of a right-turn/U-turn combination.

3

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• No left turns are made at the main intersection. 

Instead, vehicles turning left from any of the 

four approaches to the intersection use the 

secondary intersections and quadrant connector 

road to complete the movement.

• Secondary intersections are normally signalized,

though in some cases they may be unsignalized.

• In some cases, the “infield” of the quadrant

roadway may be developed. If so, driveways

typically provide access from the quadrant

roadway to the destinations within.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• The absence of direct left turns and left-turn

lanes at the main intersection decreases

pedestrian and bicyclist crossing distances,

shortens traffic signal cycle lengths and wait

times, and eliminates left-turning conflicts with

pedestrians and bicyclists. This is balanced

somewhat by the introduction of additional

movements at the secondary intersections.

• The main intersection is typically operated as a

two-phase traffic signal, minimizing delay for all

users.

• Signalized secondary intersections facilitate

regular crossing opportunities for pedestrians

and bicyclists.

CONSIDERATIONS

• Depending on the surrounding land use context and other factors, 

speed management may be considered on the quadrant roadway.

CONSIDERATIONS

• It is important to design the width of shared paths, crosswalks, medians, 

and queuing areas to accommodate groups of people of all abilities. 

• Shared facilities may be appropriate even where only low volumes of 

bicyclists and pedestrians are expected to use the intersection under 

present and future conditions.

Intersection Types

References

Reid, J.D. & Hummer, J.E. (2020). Quadrant Roadway Intersection 

Informational Guide [FHWA-SA-19-029]. Federal Highway 

Administration, Washington, DC. Retrieved from https://safety.fhwa.

dot.gov/intersection/other/fhwasa19029.pdf.

PROTECTED INTERSECTIONS

CROSSING ISLANDS

SIGNALIZED CROSSINGS

SEPARATED BIKE LANE

This QR design shows separated bike lanes and sidewalks along the 

major road, minor road, and auxiliary road.

SIDEPATH

This design features on-street bike lanes transitioning to sidepaths 

upstream of the intersections. The sidepaths continue along the 

auxiliary roadway. Pedestrians and bicyclists travel through the 

intersections using the marked crosswalks.

FHWA-SA-22-039

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Quadrant 

Roadway (QR) 

Intersections 

Quadrant Roadway (QR) intersections 

feature one main intersection and two 

secondary, or auxiliary, intersections 

where left turns are displaced to a 

connector road in one quadrant of the 

main intersection.

3

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• Left-turning vehicular traffic crosses over to

the other side of opposing through traffic

at signalized intersections upstream of the

main arterial intersection, which allows

through movements and left turns to occur

simultaneously at the main intersection.

• A pedestrian or bicyclist crossing the intersection

will cross vehicle streams traveling in alternating

directions.

• The DLT is designed primarily to minimize

vehicular delay and promote “continuous

flow,” which can lead to long cycle lengths with

increased delay for pedestrians and bicyclists.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• Most DLTs include channelizing features and 

medians to direct vehicle traffic. These also serve 

to provide refuge for pedestrians and bicyclists.

• If designed with pedestrians and bicyclists

in mind, medians and raised channelization

needed for vehicular separation can provide

refuge and reduce the discomfort associated

with longer crossings and the presence of higher

speed traffic.

• Grade-separated pedestrian and bicyclist

crossings may also be considered for DLT and

other continuous flow intersection types.

CONSIDERATIONS

• This design features channelized right turns, which 

provide refuge islands for pedestrians and bicyclists. 

High angle channelized right turns can encourage 

appropriate motor vehicle speeds, increased visibility, 

and driver yielding behavior.

• Raised crossings can be used at channelized right 

turns to encourage driver yielding and provide 

pedestrians and bicyclists with a continuous, 

accessible path of travel without grade changes.

CONSIDERATIONS

• It is important to design the width of shared 

paths, crosswalks, medians, and queuing areas to 

accommodate groups of people of all abilities. 

• Shared facilities may be appropriate even where 

only low volumes of bicyclists and pedestrians are 

expected to use the intersection under present and 

future conditions.

Intersection Types

References

Steyn, H., Bugg, Z., Ray, B., Daleiden, A., Jenior, P., & Knudson, J. (2014). Displaced 

Left Turn Informational Guide [FHWA-SA-14-068]. Federal Highway Administration, 

Washington, DC. Retrieved from https://safety.fhwa.dot.gov/intersection/crossover/

fhwasa14068.pdf.

SEPARATED BIKE LANE

This DLT design features separated bike lanes 

alongside sidewalks.

SIDEPATH

This design features upstream ramps to bring 

bicyclists out of the bike lane and up to a sidepath 

at sidewalk level. Both pedestrians and bicyclists 

then use this sidepath to travel through the 

intersection. Downstream of the intersection the 

bicyclists diverge to the bike lane using a similar 

ramp.

FHWA-SA-22-040

CROSSING ISLANDS SIGNALIZED CROSSINGS

RAISED BIKE AND PEDESTRIAN CROSSINGS

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Displaced Left 

Turn (DLT) 

Intersections

Displaced Left Turn (DLT) intersections 

are crossover-type intersections that 

can be applied to high-volume signalized 

arterial intersections—especially those 

characterized by heavy left-turn volumes 

that conflict with heavy opposing 

through volumes. 

 

3

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For more information refer to Improving Intersections for Pedestrians and Bicyclists Informational Guide [FHWA-SA-22-017].

Design Features

• Movements to and from the ramps should be

controlled to improve crossings for pedestrians

and bicyclists.

• Between the crossover intersections, pedestrian

pathways and separated bikeways are integrated

as either inside facilities (i.e., within the median)

or outside facilities (i.e., beyond the outside

edges of pavement).

• The DDI ramp terminal intersections typically

operate as two-phase traffic signals.

• Install overhead lighting to illuminate bikeway

and pathway networks and in advance of all

intersection crossings.

Benefits

• Two-phase signalization reduces traffic signal

cycle length leading to reduced wait time and

delay for pedestrians and bicyclists.

• The combination of lane arrangements and

islands at DDIs facilitates crossing fewer

conflicting movements and directions of traffic at

a time.

CONSIDERATIONS

• This arrangement may allow for bicyclists to take 

cues for wayfinding from motorists and can allow for 

signage to be consistent between motor vehicles and 

bicyclists. 

• This also provides advantages for efficient use of 

available space.

CONSIDERATIONS

• Housing the bicyclist and pedestrian facilities in the 

median of the interchange can minimize the needed 

right-of-way. 

• Crossing to the middle of the road can make use of 

signal control to provide safe gaps for pedestrians 

and bicyclists.

• Barrier walls height should not produce an enclosed 

“tunnel effect” that reduces visibility at the crossings.

CONSIDERATIONS

• Pedestrians and bicyclists cross over several 

entrance and exit ramps to navigate through the 

intersection. If these ramps are not signal-controlled, 

they may lead to issues with driver yielding and 

pedestrians and bicyclists may have difficulty finding 

adequate gaps in traffic.

• It is important to design the width of shared 

paths, crosswalks, medians, and queuing areas to 

accommodate groups of people of all abilities. 

• Shared facilities may be appropriate even where 

only low volumes of bicyclists and pedestrians are 

expected to use the intersection. 

Intersection Types

References

Cunningham, C., Chase, T., Deng, Y., Carnes, C., 

Pyo, K., Jenior, P., ..., Tanaka, A. (2021). Diverging 

Diamong Interchange Informational Guide: 

Second Edition [NCHRP Research Report 959]. 

Transportation Research Board, Washington 

DC. Retrieved from https://www.trb.org/Main/

Blurbs/181562.aspx.

SEPARATED BIKE LANE 

(OUTER)

This DDI design shows separated bike lanes that follow the 

motor vehicle path, crossing 

over to the opposite side of 

the road on one edge of the 

interchange and crossing back 

at the other. 

SEPARATED BIKE LANE 

(INNER)

This design makes use of separated bike lanes and sidewalks 

that cross the roadway and 

travel down the center of the 

median. 

SIDEPATH

This design incorporates 

sidepaths that travel along the 

outer edge of the interchange 

footprint. 

FHWA-SA-22-041

SEPARATED BIKE LANES

RAISED CROSSINGS SIGNALIZED PEDESTIAN CROSSING

SEPARATED CONFLICT POINTS

Mitman, M.F. & Ridgway, M.D. (2016). 

Recommended Design Guidelines to Accommodate 

Pedestrians and Bicycles at Interchanges 

[RP-039A]. Institute of Transportation 

Engineers, Washington, DC. Retrieved from 

https://ecommerce.ite.org/IMIS/ItemDetail?

iProductCode=RP-039A.

All graphics source: FHWA

FHWA Improving Intersections for Pedestrians and Bicyclists FACT SHEET Publication Number:

Diverging 

Diamond 

Interchange 

(DDI)

Diverging Diamond Interchanges 

(DDIs) are characterized by crossover 

intersections at the ramp termini where 

cross-street traffic crosses over to the 

left-hand side of the roadway between 

the ramps to allow unopposed left 

turns to and from the ramps. DDIs are 

used in situations with grade-separated 

interchanges.

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