City of Sacramento
City Council - 5PM Report
915 I Street Sacramento, CA 95814
www.cityofsacramento.org
File ID: 2025-00908 5/13/2025 Item 2.
Approve Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy File ID: 2025-00908
Location: Citywide
Recommendation: Adopt a Resolution: 1) approving the City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy; 2) and rescinding the Sidewalk Closures Policy.
Contact: Jennifer Donlon Wyant, Mobility and Sustainability Division Manager (916) 808-5913, [email protected]; Megan Carter, City Traffic Engineer (916) 808-2522, [email protected]; Department of Public Works Presenter: None
Attachments:
1-Description/Analysis
2-Resolution
3-City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy
Additional Description/Analysis
Issue Detail: The City of Sacramento (City) follows the California Manual of Traffic Control Devices (CA MUTCD) and the City’s Sidewalk Closures Policy when work or construction is in the public right-of-way (ROW) impacts people walking and bicycling.
The CA MUTCD is managed by Caltrans, the State Department of Transportation. This document provides standards for traffic control devices in California but provides only high-level guidance for when and where to apply designs for people walking, scooting, and bicycling in work and construction areas.
The City’s Sidewalk Closures Policy has not been updated since 2007 and does not reflect best practices or City policies to achieve City goals around mobility, climate, and equity. There is no record that the sidewalk closure policy was adopted or approved by resolution of Council,
File ID: 2025-00908 5/13/2025 Item 2.
therefore there is no resolution to rescind.
The designs included in the proposed ‘Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy’ conform with the CA MUTCD as well as City goals.
Supporting the City goals around mobility, climate, and equity includes ensuring direct, convenient, and comfortable paths of travel are maintained for walking, scooting, and biking around work zones. Closing sidewalks, crosswalks, and bikeways, direct people outside their paths of travel, do not encourage active transportation and can result in unintended behaviors such as walking in the street or rolling in travel lanes where they are not expected.
Safety for people walking, bicycling, scooting, and those driving is an important consideration in and around work or construction zones. People walking or biking are more vulnerable on roadways, particularly with respect to work zones and interactions between work-site vehicles and other motorists.
City staff conducted a review of best practices and worked with internal and external partners throughout the development of this policy. Internal partners included those who work in the public ROW, including teams in Public Works and Department of Utilities.
External partners who were engaged include:
· Active transportation advocates
· Disability advocates
· Builders and developers
· Construction groups
The City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy reflects a policy to support the City in meeting its mobility, climate, and equity goals.
Staff is requesting Council rescind the Sidewalk Closures policy and approve this policy, effective September 1, 2025
Policy Considerations: The recommended City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy is consistent with the 2040 General Plan policies, including:
M-1.2 User Prioritization. The City shall prioritize mobility, comfort, health, safety, and convenience for those walking, followed by those bicycling and riding transit, ahead of design and operations for those driving.
File ID: 2025-00908 5/13/2025 Item 2.
M-1.5 Street Design Standards. The City shall maintain street design and operations standards that prioritize comfort and travel time for walking, bicycling, and transit, while managing vehicle speeds and traffic volumes, updating them as best practices evolve.
M-1.18 Bicycling Safety. When designing projects, the City shall prioritize designs that strengthen the protection of people bicycling such as improvements that increase visibility of bicyclists, increase bikeway widths, raise bikeways, design safer intersection crossings and turns, and separate bikeways from driving traffic wherever feasible.
M-1.19 Walking Safety. When designing projects, the City shall prioritize designs that encourage walking and improve walking safety best practice designs and considerations for efficiencies in walking.
M-4.8 Detour Facilities. The City shall design, implement, and maintain construction, work zone, or special event diversions and/ or detour facilities to provide comfortable and convenient passage, prioritizing mobility for active transportation and transit for the duration of construction, work zones, or special events.
Economic Impacts: None.
Environmental Considerations: The subject policy action to ensure better accommodations to pedestrians and bicyclists through construction areas is a continuing administrative or maintenance activity such as general policy and procedure making and is not a project pursuant to California Environmental Quality Act (CEQA) Guidelines Section 15378(b)(2). The activities that may result through implementation of the subject policy are typically exempt from CEQA pursuant to CEQA Guidelines Section 15301, which consists of the operation, repair, maintenance, permitting, leasing, licensing, or minor alteration of existing public or private structures, facilities, mechanical equipment, or topographical features involving negligible or no expansion of existing or former use.
Sustainability: The proposed policy supports the Climate Action and Adaptation Plan sustainability priorities. The transportation sector accounts for 57% of community-wide greenhouse gas emissions, the largest single sector in the community. The policy would increase active transportation and potentially reduce vehicular trips. These actions will reduce greenhouse gas emissions and help improve local air quality.
Commission/Committee Action: On January 24, 2024, Active Transportation Commission heard staff recommendations, public comments, and provided comments on the draft recommendations.
Rationale for Recommendation: The City’s Sidewalk Closures Policy has not been updated since 2007 and does not reflect best practices or City policies to achieve City goals around mobility,
File ID: 2025-00908 5/13/2025 Item 2.
climate, and equity. There is no record that the sidewalk closure policy was adopted or approved by resolution of Council, therefore there is no resolution to rescind. The Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy will provide guidance to the City and to others conducting work in the public right-of-way for when and where to apply designs for people walking, scooting, and bicycling in work and construction areas.
Financial Considerations: Implementation of this policy may have a small financial impact on City capital improvement projects and maintenance projects, as well as on telecommunication and utility companies and development projects by requiring additional safety treatments for people walking and bicycling. The financial impacts will be dependent on the size of the area being affected and the duration of time for the work.
Local Business Enterprise (LBE): Not applicable.
RESOLUTION NO. XXXX-
Adopted by the Sacramento City Council
APPROVE THE ‘CITY OF SACRAMENTO CRITERIA AND GUIDANCE TO ACCOMMODATE ACTIVE TRANSPORTATION IN WORK ZONES POLICY’, AND RESCIND THE ‘SIDEWALK CLOSURES POLICY’
BACKGROUND
A. The City’s Sidewalk Closures Policy has not been updated since 2007 and does not reflect best practices or City policies to achieve City goals around mobility, climate, and equity.
B. The ‘City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy’ (Policy) is intended to provide direction for when and where to apply designs for people walking, scooting, and bicycling in work zones and construction areas.
C. The Policy incorporates design from the California Manual of Uniform Traffic Control Devices; best practices; input from City departments and external partners; and modern concepts of street design with emphasis on designing streets that support walking, scooting, and bicycling; and updated standards.
D. The City of Sacramento’s 2040 General Plan includes Policy M-4.8 Detour Facilities:
The City shall design, implement, and maintain construction, work zone, or special event diversions and/ or detour facilities to provide comfortable and convenient passage, prioritizing mobility for active transportation and transit for the duration of construction, work zones, or special events.
E. The City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy reflects a policy to support the City in meeting its mobility, climate, and equity goals.
BASED ON THE FACTS SET FORTH IN THE BACKGROUND, THE CITY COUNCIL RESOLVES AS FOLLOWS:
Section 1. The ‘City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy’, provided in Attachment A, is adopted, with an effective date of September 1, 2025.
Section 2. The City Traffic Engineer is authorized to amend the ‘City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy’ as necessary in compliance with the authority delegated to the City Traffic Engineer pursuant to Sacramento City Code.
Table of Contents:
Exhibit A – City of Sacramento Criteria and Guidance to Accommodate Active Transportation in Work Zones Policy
Criteria and Guidance to Accommodate Active Transportation in Work Zones 1
Criteria and Guidance to Accommodate
Active Transportation in Work Zones
Standard
Scope: CITYWIDE
Contact
Engineering Services
Encroachment Desk
[email protected]
916-808-6810
Table of Contents
Table of Contents................................................................................................................................... 1 Background and Purpose ...................................................................................................................... 2 Definitions .............................................................................................................................................. 3 Scope ...................................................................................................................................................... 4 Criteria and Guidance ............................................................................................................................ 4 Work Duration .................................................................................................................................... 5 Coordination....................................................................................................................................... 5 Accommodation for Those Walking .................................................................................................. 5 Accommodation for Those Bicycling ................................................................................................. 8 Planning Appropriately for TCP Review ........................................................................................... 15 Maps .................................................................................................................................................... 17 Example Plans ...................................................................................................................................... 26 Charter Officer Review and Acknowledgement ................................ Error! Bookmark not defined.
Supersedes:
N/A - New
Reviewed/Effective:
September 1, 2025
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Background and Purpose
Supporting the City of Sacramento’s (City) goals around equity and climate includes ensuring direct, convenient, and comfortable paths of travel around work zones are maintained for walking and biking. Detours that are difficult for or unclear to users result in frustration and people walking in the street or rolling in travel lanes where they are not expected.
Safety for people walking, bicycling, scooting, and those driving is an important consideration in and around work or construction zones. People walking or biking are more vulnerable on roadways, particularly with respect to work zones and interactions between work-site vehicles and other motorists.
It is necessary to consider the work zone needs of these vulnerable roadway users as early as possible in the project development and design process.
As part of the City’s Department of Public Works’ (Public Works) commitment to safety for all people walking, scooting, and bicycling shall be considered during the planning and development of a Traffic Control Plan (TCP) and maintained throughout the duration of a work or construction zone.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Definitions
Americans with Disabilities Act (ADA) – A federal civil rights law that prohibits discrimination against people with disabilities in everyday activities. Arterials – A continuous street system serving moderate to long trip lengths that distributes traffic from the freeway/expressway system to and from the metropolitan area. The focus of major arterials is to provide mobility rather than land access (see Figure 3: Arterials and major collectors - Downtown Insert from 2040 General Plan).
Bikeway – Bike Routes, Bike lanes, buffered bike lanes, separated bikeways and/or shared use paths.
California Manual on Uniform Traffic Control Devices (CA MUTCD) – The standard for traffic signs, road surface markings, and traffic signals in California. Central City – The City’s Special Planning District that encompasses about seven (7) square miles at the core of the City and includes Downtown, Midtown, Old Sacramento Waterfront, the Railyards, and the River District.
Collectors – A low-to-moderate-capacity road which serves to move traffic from local streets to arterial roads (see Figure 3: Arterials and major collectors - Downtown Insert from 2040 General Plan).
Corridor With Commercial – A map included in the draft 2040 General Plan Update that lists the City’s corridor structure, including commercial zones (see Figure 10: Corridors with Commercial from Map LUP-2 from Draft 2040 General Plan). Detour (Sidewalk, Crosswalk, Shared Use Path and Bikeway) – A sidewalk, crosswalk, shared use path, or bikeway closure with clear signage, warnings, and ADA -compliant barricades directing people walking, scooting or bicycling to alternative routes. Detours can apply to walking, scooting and bicycling.
Diversion (Sidewalk and Bikeway) – A special route arranged for traffic to follow when the normal route cannot be used . Diversions can apply to both people walking and bicycling (pedestrians and bicyclists).
o A sidewalk diversion means an ADA compliant pedestrian pathway adjacent to the work area. This may include open walkways, covered walkways, and scaffolding. o A bikeway diversion means a bikeway in a right-of-way adjacent to the work area. Flagger – A person who actively controls the flow of vehicular traffic into and/or through a temporary traffic control zone using hand -signaling devices or an Automated Flagger Assistance Device (AFAD).
May – A permissive condition where no requirement for design, application, or standards is intended.
Permit Sponsor – The entity responsible for implementation of temporary traffic control measures through a work zone. A Permit Sponsor can be a private entity, a public entity (including City crews), or utility companies.
Protected – A barrier used to separate a sidewalk diversion from moving traffic. Residential Mixed Use – A property that blends residential, commercial, entertainment, and even industrial uses into one space (see General Plan Map LUP -5, General Plan Land Use Diagram).
Shall – A mandatory condition or action.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Should – The standard under normal conditions.
Traffic Control Plan (TCP) – A temporary plan prepared by a professional for City review and approval, which will modify the street and sidewalk use during construction. Vision Zero High Injury Network – Vision Zero is a traffic safety philosophy that rejects the notion that traffic crashes are simply “accidents,” but instead preventable incidents that can and must be systematically addressed. The Vision Zero High Injury Network is a map t hat identifies those roads with the highest number of injuries and fatalities (see Figure 4: Vision Zero High Injury Network).
Where possible this document refers to the actions of walking, scooting, bicycling, and driving rather than categorizing people into siloed terms based on mode of travel such as pedestrians and bicyclists. This was done because most people walk, bicycle, and drive, and by assigning labels to people by their mode of travel, it creates divisiveness.
Scope
These criteria and guidance provide accommodations for people walking, scooting, and bicycling through work or construction zones impacting mobility in the City. These criteria and guidance will refer to work zones or construction zones interchangeably.
This criteria and guidance supplement the guidance in Chapter 6 of the California Manual on Uniform Traffic Control Devices (CA MUTCD), which specifies that people walking and bicycling must be safely accommodated through construction zones. This supplemental guidance specifies when and where pedestrian and bicycle facilities may be relocated, detoured, modified, and closed in Sacramento. This guidance applies to all sidewalks and all streets on which people bicycling are legally allowed to travel, including designated bikeways. The guidance applies to the Permit Sponsor performing construction work in the public right -of-way, including, but not limited to , utility companies, private land use development, and public agencies and their contractors.
Criteria and Guidance
Any Permit Sponsor submitting for an excavation/encroachment/street use permit to the City that will result in the blockage of a sidewalk, bikeway, vehicle travel lane, bus stop, or other public bicycle or pedestrian path must submit a TCP to Public Works for review and approval prior to any work or construction beginning. The TCP must be included as part of the encroachment permit application and provide proposed pedestrian and/or bicyclist accommodations.
These criteria and guidance do not change the process for the City or City contractors working in the public right-of-way, rather, these criteria and guidance outline the existing City requirement to accommodate people walking or biking through or around work or construction zones.
A Permit Sponsor’s TCP must comply with these criteria and guidance. All traffic control devices and methods included in the TCP must also adhere to the standards set forth in the most recent edition of the CA MUTCD. In the event of a conflict between these criteria and guidance and the CA MUTCD, the CA MUTCD shall control.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Work Duration
Work duration is the length of time construction occupies one or multiple locations. Work duration is a major factor in determining the number and types of temporary traffic control devices to be used in a work activity area.
Based on the CA MUTCD (§ 6G.02, Work Duration), there are five (5) categories of work duration.
These criteria and guidance refer to those five (5) categories of work, with a modification to long- term stationary work, which must be five (5) days or more.
A. Long-term stationary is work that occupies a location for five (5) days or more.
B. Intermediate-term stationary is work that occupies a location more than one (1) daylight period up to five (5) days, or nighttime work lasting more than one (1) hour.
C. Short-term stationary is daytime work that occupies a location for one (1) hour or more within a single daylight period.
D. Short duration is work that occupies a location up to one (1) hour, day or night.
E. Mobile is work that moves intermittently or continuously.
Coordination
It is incumbent on City staff to coordinate with applicants for different construction projects along the same corridor or in close proximity to each other . City staff will work with applicants to coordinate and provide consistent detours, diversions, and accommodations. For the most effective TCP, Permit Sponsors should provide updated construction schedules to City inspectors as the schedule changes. An approved TCP can be updated as needed during the duration of construction, especially when new construction projects in the surrounding area affect or impact the temporary traffic control measures in place.
Accommodation for Those Walking
According to the CA MUTCD (§ 6D.01, Pedestrian Considerations):
It must be recognized that pedestrians are reluctant to retrace their steps to a prior intersection for a crossing or to add distance or out-of-the-way travel to a destination.
Closure of a sidewalk must be deemed the last resort in the absence of other practicable routing or accommodation options needed to assure pedestrian safety.
The two major types of temporary traffic control for pedestrians are adjacent sidewalk diversions and sidewalk detours . To determine which temporary facility is appropriate, refer to Table 1:
Accommodation for .
Requirements for pedestrian accommodations:
All temporary pedestrian facilities and alternate paths must be compliant with the ADA and all pedestrian-related signage must be as permanent as the other TCP signage. Any diversions, detours, or full closures shall be approved as part of a TCP that shall be submitted with the encroachment permit application.
Signage, channelizing devices, barriers, and other equipment shall not be placed in the pedestrian path of travel or in locations that would block or interfere with pedestrian passage.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Pedestrian diversions, detours, or closures shall be clearly marked and include advance signage notification. Advance signage shall be placed where pedestrians can modify their route when necessary without backtracking.
Both sidewalks on either side of a street should not be closed simultaneously. A pedestrian route designated as an established detour should not be closed. Hollow sidewalks – Hollow sidewalks are a raised sidewalk supported by a street retaining wall, end walls, the adjacent building, and other structural elements. Hollow sidewalks may be site specific. Covered walkways shall not be placed on hollow sidewalks. Coordinate with the City to determine the best treatment for construction on or near hollow sidewalks. Utility structures shall be considered in TCP design. Potential issues include, but are not limited to, drop inlet covers that are not ADA compliant, could become a tripping hazard, or may have localized flooding during rain events that impede the path of travel.
Proposals to close a sidewalk shall demonstrate that impacts cannot be reasonably avoided through alternative construction methods, that the facility cannot be reasonably relocated through reassignment of vehicle lanes or other existing facilities, that the duration and extent of impacts have been minimized, and that an adequate detour has been provided.
Sidewalk Diversion
Sidewalk diversions shall always be clearly identified, ADA compliant, shielded from motor vehicle traffic, and free of hazards such as holes, debris, gravel, mud, etc. Sidewalk diversions should include curb ramps when used from sidewalk to street level.
A temporary, protected walking route may be provided adjacent to the sidewalk in a parking lane (if present), travel lane, or bikeway. Channelizing devices used to separate a sidewalk diversion from traffic shall fully separate people walking from motor vehicle impacts. Barricades used for temporary walking routes shall also be detectable by people with visual disabilities , including continuous detectable edging. Please refer to the Public Right-of-Way Accessibility Guidelines (PROWAG) § R303.6 Detectable Edging of Channelizing Devices for guidance on channelizing device selection.
Bases of temporary fences shall not extend over any adjacent traffic, bikeway or walking path of travel.
People walking should be separated from people bicycling and scooting. If the sidewalk diversion is placed in a bikeway, biking and scooting accommodation shall be maintained (see Accommodation for Those Bicycling). If a pedestrian diversion takes up a separated bikeway, the parking area that provided a buffer from moving traffic to the separated bikeway may become a temporary bikeway.
All sidewalk diversion routes shall keep and maintain minimum six foot (6’) clear width for walking access, short pinch points of forty-eight inch (48”) width are permitted.
Sidewalk diversions in a parking lane may be dependent upon the slope of the parking lane and depending on the slope, a temporary platform may need to be constructed to be ADA compliant.
Covered Walkways
Covered walkways shall be provided, where feasible, to allow sufficient width for walking access and width from the curb in the following circumstance: (1) when overhead danger is present; (2) for Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
long-term stationary work; and (3) in a location located on an arterial or major collector in the Central City.
Covered walkways shall conform with Figure 11: Walkway: Covered Pedestrian Walkway , the Caltrans Temporary Pedestrian Facilities Handbook, ADA accessibility standards, OSHA structural specifications (see OSHA standards, 1910-28 “Safety requirements for scaffolding”).
Design of the walkway should ensure limited obstruction between the top of railing and walkway cover to allow passive surveillance into and from the walkway and should have a m aximum exit access travel distance of one hundred feet (100’).
Covered walkways, including supports, shall be higher than eighty inches (80”) (see the PROWAG § R402 Protruding Objects and Vertical Elements).
Permit Sponsors are responsible for maintaining adequate lighting within the covered walkway, removal of graffiti, and cleaning of debris.
Sidewalk Detours
Sidewalk detours should be used when appropriate per Table 1: Accommodation for Pedestrians.
If approved in the TCP, sidewalk detours should not last more than five (5) days.
For areas where sidewalk detours longer than five (5) days are unavoidable due to safety and site- specific conditions, the Permit Sponsor will need to provide justification for the sidewalk detour duration to the City as part of the TCP design.
All detours shall comply with accessibility conditions. Sidewalk detours shall always be clearly identified, ADA compliant, shielded from motor vehicle traffic, and free of hazards such as holes, debris, gravel, mud, etc.
Signage shall be provided at closest intersections to alert people walking of the sidewalk closure and direct them to the detour. Advance notification to people walking of any sidewalk detours shall be provided at the nearest crosswalk that meets minimum safety requirements on either side of the detour. The TCP should clearly provide the route of the detour. This signage should be posted at least five (5) days in advance of the closure.
A temporary walking route should be given priority over other facilities. A temporary walking route should be given priority over vehicular traffic except when resulting in excessive delay to transit or a walking route that is less safe.
See Example Plans for reference.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Table 1: Accommodation for those Walking
Duration of Construction Construction Project Location
Central City, Vision Zero High Injury
Network Corridors, within 0.25 miles of a
light rail stop, Residential Mixed Use ,
Major Transit Corridors (RT 15-minute
service), Corridor with Commercial
All Other Areas
Long-term stationary work
that occupies a location five (5)
or more days.
Sidewalk Diversion
A covered walkway is required when
overhead danger is present and is located
on an arterial or major collector in the
Central City
Sidewalk Diversion
Intermediate-term stationary
work that occupies a location
more than one (1) daylight
period up to five (5) days, or
nighttime work lasting more
than one (1) hour.
Sidewalk Diversion preferred
Temporary sidewalk detour allowable
Temporary sidewalk
detour
Short-term stationary daytime
work that occupies a location
for more than one (1) hour
within a single daylight period.
Sidewalk Diversion preferred
Temporary sidewalk detour allowable
Flagger required throughout duration of
closure
Temporary sidewalk
detour
Flagger required
throughout duration of
closure
Short duration work that
occupies a location up to one
(1) hour.
Sidewalk Diversion preferred
Temporary sidewalk detour allowable
Flagger required throughout duration of
closure
Temporary sidewalk
detour
Flagger required
throughout duration of
closure
Mobile work that moves
intermittently or continuously.
See Intermittent Closure section for
additional guidance
Flagger required throughout duration of
closure
See Intermittent Closure
section for additional
guidance
Flagger required
throughout duration of
closure
Accommodation for Those Bicycling
Closure of a bikeway shall be deemed the last resort in the absence of other practicable routing or accommodation options needed to assure the safety of those bicycling.
To determine which temporary facility is appropriate, refer to Table 2: Accommodation for .
Existing bike lanes, buffered bike lanes, and separated bikeways shall maintain a clear width of five-foot (5’) minimum, six-foot (6’) preferred, for one way travel unless the bikeway closure is specifically approved as part of a TCP and a n accommodation for an alternate bicycling path of Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
travel is implemented . Potential accommodations are listed below in order of preference ; however, the accommodation ultimately approved will be that most appropriate based on project site conditions:
1. Closing a parking lane and keeping the adjacent bikeway open.
2. Diverting or shifting the bikeway to a location on the same roadway to bypass th e work zone or obstruction, and, if necessary, shifting and narrowing the adjacent motor vehicle traffic lanes; provided the adjacent motor vehicle travel lanes shall be maintained at City standard widths or narrower, with approval from the City Traffic Engineer.
3. Closing the adjacent general purpose travel lane to provide space for a bikeway, provided that a minimum of one (1) motor vehicle travel lane shall remain in the same direction of travel.
4. Merging the bikeway and the adjacent motor vehicle travel lane into a shared travel lane adjacent to the work zone or other obstruction, installing sharrow lane markings in the shared travel lane, and installing signage directing bicyclists to merge into the shared travel lane along with a R4 -11 “Bicyclist May Use Full Lane” sign; provided the shared travel lane shall be maintained at no less than fourteen feet (14 ’) wide and the posted speed limit is thirty miles per hour (30 mph) or less.
If the above accommodation options cannot be met, bicyclists shall be accom modated by detouring those bicycling onto an adjacent roadway, in which case the detour route shall be adequately signed and replicate, as closely as practicable, the level of comfort found on the bikeway being blocked.
Proposals to close a bike lane, separated bikeway, or shared use path shall demonstrate that impacts cannot be reasonably avoided through alternative construction methods, that the facility cannot be reasonably relocated through reassignment of vehicle lanes or other existing facilities, th at the duration and extent of impacts have been minimized, and that an adequate detour has been provided.
Please refer to Error! Reference source not found.to understand the impact of vehicle speeds or volumes on bicycling level of comfort.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 1: Recommended Bicycle Facilities for Urban Areas, Suburban Areas, and Rural Main Streets from Caltrans Design Information Bulletin 94
When a work zone impacts the safety, accessibility, or movement of people bicycling, the TCP shall provide traffic control measures to accommodate bicycling safely through or around the work zone.
There should be efforts to provide a convenient and continuous bikeway with an equal or better degree of bicycle accommodation than the existing facility being disturbed. Accommodations to those bicycling will depend on the existing bikeway facility that could be impacted by construction, vehicle speeds and volumes, and the context of the roadway.
Below are different temporary traffic control treatments for accommodating those bicycling.
Bikeway Diversion
If it is not possible to keep the existing bikeway open, shift the bikeway by closing a parking lane or shift the bikeway to a location on the same roadway.
Sharing the General-Purpose Travel Lane or Bicyclist May Use Full Lane Merging a bikeway into an adjacent travel lane to create a shared lane with people bicycling and people driving is not a preferred alternative and should only be proposed when there is not sufficient space to divert or shift the existing bikeway to a different dedicated path safely.
When utilizing this treatment, considerations shall include vehicle speeds and volumes, grade, pavement condition, length of work area, lighting, and sight distance to determine if lane widths are sufficient to accommodate both motorists and bicyclists . Refer to Table 2: Accommodation for Bicyclists to understand if vehicle speeds and volumes support this treatment.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Bikeway Detours
Bikeway detours should be used only when an existing bicycle facility is impacted and:
The roadway width is not available to create a diverted bikeway, or The roadway width is not available to create a shared bikeway facility through a work zone or where it has been determined that creating a shared lane marking or bicyclist may use full lane sign would create safety concerns based on vehicle speeds or volumes.
Bikeway d etours should parallel the existing bikeway facility impact ed by the work area and minimize detour distance to the greatest extent possible. The bikeway detour shall be maintained and regularly monitored (signs maintained and clear of debris) during construction by the Permit Sponsor. Where bicycle detours are expected to create significant change in bicycle volumes on the alternate route, appropriate directional and warning signage for bicyclists and motor vehicles shall be considered and may be required by the City.
Advance signage that the bikeway is closed shall be placed where a bicyclist can modify their route when necessary without backtracking. This signage should be posted at least five (5) days in advance of the closure.
Bikeway Closures
Any TCP that identifies bikeway closures, detours, or other bike facility changes is subject to approval and shall address the following guidance:
1. Active bikeways shall maintain a clear width of five-foot ( 5’) minimum, six-foot ( 6’) preferred. Signage, channelizing devices, barriers, an d other equipment shall not be placed in active bike lanes, in the bicycle path of travel, or in locations that would obstruct or interfere with their passage.
2. Bikeways shall not be closed for construction activities unless the closure is documented in a TCP and approved by the City.
3. Where bike lanes shall be closed, advance notification and tapers shall be provided with sufficient length to allow bicyclists to merge into the adjoining travel lane in advance of the bike lane closure.
4. TCPs that include bike lane closures shall post construction zone speed limits of twenty- five miles per hour (25 mph) or less.
5. All bicycle -related signage shall be as permanent as the other TCP signage in the construction zone.
6. If the TCP includes roadway striping, temporary bike lane striping or sharrows shall be installed along with R4-11 “Bicyclist May Use Full Lane.”
7. For multiuse or shared path closures, a low stress detour should be provided that is consistent with the Figure 1: Recommended Bicycle Facilities for Urban Areas, Suburban Areas, and Rural Main Streets from Caltrans Design Information Bulletin 94 identified in the Caltrans Design Information Bulletin 94, Complete Streets: Contextual Design Guidance.
Multiuse or shared paths provide a higher level of comfort and are often more attractive for use by people of all ages and bicycling abilities because there is less interaction with automobiles which can increase the level of stress for those bicycling. A low stress detour means that the detour route is meant to provide the same or similar level of comfort as a Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
multiuse or shared path. The detour route should be convenient and as continuous as possible with an equal or better degree of bicycle accommodation as the trail closure. Refer to Figure 1: Recommended Bicycle Facilities for Urban Areas, Suburban Areas, and Rural Main Streets from Caltrans Design Information Bulletin 94 for assistance in understanding bikeway facility selection.
Bicycle Parking
When bicycle parking is displaced or inaccessible due to a work zone , including because of the accommodations in the TCP, the Permit Sponsor is responsible for providing temporary or permanent bicycle parking, at the expense of the Permit Sponsor.
The Permit Sponsor should reference the Bike Rack Design and Placement Design Standards for the specific design guidelines for the type of bicycle parking permitted.
See Example Plans for reference.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Table 2: Accommodation for those Bicycling
Duration of
Construction
Posted Travel Speed and Average Daily Traffic Volumes (ADT) ≤25 mph or
≤5,000 ADT with
existing bike lane,
buffered bike
lane, or separated
bikeway
26-35 mph or
5,001-12,500 ADT
with existing bike
lane, buffered
bike lane, or
separated
bikeway
36-45 mph or
12,501-21,000
ADT with existing
bike lane,
buffered bike
lane, or separated
bikeway
≥46 mph or
≥21,001 ADT with
existing bike lane,
buffered bike lane,
or separated
bikeway
Long-term
stationary work
that occupies a
location five (5) or
more days.
Bikeway Diversion
providing at
minimum a bike
lane
Bikeway Diversion
providing at
minimum the
same bikeway
type as existing on
street
Bikeway Diversion
providing at
minimum the
same bikeway as
existing on street
Bikeway Diversion
providing at
minimum the same
bikeway as existing
on street
Intermediate-term
stationary work
that occupies a
location more than
one (1) daylight
period up to five (5)
days, or nighttime
work lasting more
than one (1) hour.
Bikeway Diversion
with bike
route/sharrow or
bike lane
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane
OR
Temporary detour
Bikeway Diversion
providing at
minimum the same
bikeway type as
existing on street
OR
Temporary detour
Short-term
stationary daytime
work that occupies
a location for more
than one (1) hour
within a single
daylight period.
Bikeway Diversion
with bike route
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane.
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane
OR
Temporary detour
Short duration work
that occupies a
location up to one
(1) hour.
Bicyclists may use
full lane sign
OR
Temporary detour
Bicyclists may use
full lane sign
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane
OR
Temporary detour
Bikeway Diversion
with minimum of
bike lane
OR
Temporary detour
Mobile work that
moves
intermittently or
continuously.
Bicyclists may use
full lane sign
OR
Temporary detour
Bicyclists may use
full lane sign
OR
Temporary detour
Temporary detour Temporary detour
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Developing a TCP
Reflecting the above guidance and according to the CA MUTCD (§ 6C.01, Temporary Traffic Control Plans):
Should be prepared by persons knowledgeable ( for example, trained and/or certified ) about the fundamental principles of TCP and work activities to be performed. The design, selection, and placement of TCP devices for a TCP plan should be based on engineering judgment .
The TCP must show installation of temporary signage compliant with CA MUTCD and any modifications to existing signage or street striping and will be reviewed and approved by the City.
Before work begins, TCPs, when developed for handling traffic through a construction or maintenance project, shall be submitted to the City and approved by the City to ensure the appropriate plans are used. Proposed design and placement of the temporary traffic control signs, devices, and roadway markings shall follow the most recent edition of the CA MUTCD.
The closure of a sidewalk or a bikeway shall be a last resort and shall be approved by the City .
Note: the safe and reasonable flow of walking and bicycling traffic is to be maintained in preference to construction activities and the flow of construction vehicles.
Noticing Requirements
In addition to the signage requirements set forth in these criteria and guidelines, for major closures that will impact mobility to the most vulnerable users, notice of closures must also be provided through the City’s noticing system, including, but not limited to, the City Express, the Transportation Planning newsletter, and social media. Depending on the project’s impact on mobility, this may include notification through a mapping application or City messaging platforms. The Permit Sponsor shall provide information on the closure, including the detour route and map for City distribution.
The Permit Sponsor shall provide timely notice to City staff on major changes to the TCP, including changes to the detour and schedule, so that timely public notice can be provided.
Intermittent Closure
If a sidewalk or bikeway shall be closed intermittently due to conflicts with construction activities or construction vehicles, the TCP may require:
1. Flaggers or spotters to be posted at each end of the closed pedestrian or bikeway route for the entire duration of time the intermittent closure is in place;
2. Limitations on the times of day when intermittent closure may occur;
3. The safe and reasonable flow of pedestrian and bicycle traffic to be maintained in preference to construction activities and the flow of construction vehicles; and
4. Acknowledgement that advance notice to Public Works, the Police Department, and emergency services such as the Fire Department is required for each full road closure, subject to fine and/or revocation of excavation/encroachment permit.
If an existing walking or bicycling route is impacted by a short-term or a short-duration work zone that is attended with project personnel, establishing an alternate pedestrian and/or bikeway route may not be necessary if the work can be stopped and pedestrians and/or bicyclists can navigate the work zone safely. This shall be determined by the City Traffic Engineer or their designee. When a Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
temporary pedestrian/bikeway route extends through an active work zone, it shall be the contractor or permit sponsor’s responsibility to always maintain safe pedestrian/bicyclist passage.
Pedestrians/bicyclists may be delayed for a short period of time for project personnel to move equipment and materials to facilitate passage. Project personnel may also assist pedestrians with disabilities. ADA compliant devices, including channelizing devices compliant with the PROWAG § R303.6 Detectable Edging of Channelizing Devices, placed on the sidewalk and additional warning signage may be used to alert pedestrians of the beginning of a work zone.
Display of Permitted TCP
After an excavation/encroachment permit and TCP is approved and before commencing any activities that result in the blockage of a pedestrian or bicycle facility, Permit Sponsor shall display a copy of the excavation/encroachment permit at a prominent, publicly accessible location near the construction site entrance. If that is not feasible, the permit shall be available at the site for inspection by the Public Works Director or designee during all work ( City Code § 12.20.020.D).
Additionally, the following information shall be displayed or available onsite should the City request it:
1. The range of dates during which the encroachment permit is valid.
2. The name and contact information of the party requesting the encroachment permit.
3. A clear description of the approved TCP.
4. A Public Works phone number and email address to direct questions, comments, and concerns regarding the blockage.
Planning Appropriately for TCP Review
Every reasonable effort shall be made to avoid and minimize construction impacts on pedestrian and bicycle facilities in the City. As such, Permit Sponsors for projects may elect to propose and receive feedback on preliminary plans for temporary traffic control. TCPs are required at different points in the process depending on the type of application. The TCP shall be submitted with applications for minor encroachment street use and maintenance.
Minor encroachment construction and major encroachment permits typically undergo an engineering review , and the TCP is generally required after the engineering review is completed and approved.
If on -street parking is impacted, applicants shall also submit an on -street parking reservation application for parking closure.
Exemptions
An exemption to these criteria and guidance may be granted only if:
a) A request for an exemption is submitted in writing, with supporting documentation when Permit Sponsors submit initial TCPs for City review and approval; and b) The exemption is approved in writing by the Public Works Director or their designee.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Exemptions may be granted based on claims of undue hardship (e.g. , the cost or scale of accommodations is not commensurate with the cost or scale of the project) or claims that providing the accommodations required herein is not possible due to the existing street network.
Administrative Penalties
Implementation of the requirements for accommodations within these criteria and guidance shall be paid for by the Permit Sponsor, and it shall be the responsibility of the Permit Sponsor to comply with the requirements of these criteria and guidance. Should the Permit Sponsor fail to comply, the Public Works Director or their designee has the authority to stop all work until compliance has been achieved (City Code § 12.20.020). Such work will not be resumed until the necessary modifications have been implemented (City Code § 12.20.020).
The Public Works Director or their designee may issue an order imposing an administrative penalty to any person violating any provision of City Code Chapter 12.20 Closure of Primary Streets for Construction.
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Maps
Figure 2: Central City
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 3: Arterials and major collectors - Downtown Insert from 2040 General Plan
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 4: Vision Zero High Injury Network
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
For Major Transit Corridors (Sacramento Regional Transit District (SacRT) 15-minute service), refer to SacRT’s service schedule to determine routes with 15 -minute service. Below are maps with current 15-minute service, as of November 2023 and as provided by SacRT.
Figure 5: SacRT Bus Route #30
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 6: SacRT Bus Route #38
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 7: SacRT Bus Route #51
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 8: SacRT Bus Route #67
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 9: SacRT Bus Route #68
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 10: Corridors with Commercial from Map LUP-2 from Draft 2040 General Plan
Criteria and Guidance to Accommodate Active Transportation in Work Zones 26 Example Plans
Figure 11: Sidewalk Detour or Diversion (Figure 6H-28 from California Manual on Uniform Traffic Control Devices)
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 12: Walkway: Covered Pedestrian Walkway
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 13: Crosswalk Closures and Pedestrian Detours (Figure 6H-29 from California Manual on Uniform Traffic Control Devices)
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 14: Recommended Advance Warning Sign Spacing, Formulas for Taper Length Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 15: Bicycling: Close Parking Lane, Shift Lanes for Separated Bikeway, One-Way Street Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 16: Bicycling: Close Parking Lane, Shift Lanes for Bike Lane, One Way Street Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 17: Bicycling: Close Parking Lane, Shift Lanes for Bike Lane, Two Way Street Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 18: Bicycling: Close Travel Lane, Shift Bikeway
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 19: Bike Lane Closure Merge into General Purpose Travel Lane, Speed Limit 35 mph or More
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard
Figure 20: Bike Lane Closure Merge into General Purpose Travel Lane, Speed Limit 30 mph or Less
Criteria and Guidance to Accommodate Active Transportation in Work Zones Standard