A conventional bicycle lane can be raised above the street grade to create more separation from vehicles when a separated bike lane (see ) with horizontal separation is not feasible or desired. In general, a separated bike lane is preferable to a raised bike lane to prevent motor vehicle encroachment and to reduce the potential for a bicyclist to crash while transitioning from the raised bike lane to the roadway at intersections. While a mountable curb between the raised bike lane and travel lane can reduce crash risk for bicyclists, it will not discourage motorists from encroaching into the raised bike lane. Raised bike lanes should not be installed adjacent to on-street parking due to the greater risk of dooring.

Raised bike lanes can be raised slightly, between street level and sidewalk height (intermediate level), or it can be located at sidewalk height (sidewalk level). Specific information on the curb types adjacent to raised bike lanes are discussed in .

(Refer to the and for additional signing and pavement marking guidance.)

A raised bike lane can be paired in a corridor with either a separated bike lane or a conventional bike lane in scenarios where cross sections vary and/or additional conspicuity is desired for the bikeway users. These are most commonly used on roadways which do not have sufficient width to provide separated bike lanes with desirable street buffers where the alternative would be to provide a standard bicycle lane. Raised bike lanes require bicyclists to merge into the travel lane or a standard bike lane at intersections or to transition to a sidewalk (see ).

The width of raised bike lanes should accommodate the anticipated bicyclist demand and reduce the likelihood that a bicyclist will have to transition to an adjacent travel lane or sidewalk to pass other bicyclists or to avoided hazards such as debris, surface defects, or objects in the bike lane. The width should also consider the elevation of the bike lane.

provides minimum and constrained widths for both raised bike lane scenarios

A white edge line should be located at the edge of the travel lane to clarify the boundary with the bike lane. A wide white edge line may be used, but it is recommended at locations with an intermediate height bike lane to provide additional emphasis of the mountable curb or the lower height curb (see ). To further differentiate the raised bike lane from an adjacent travel lane or sidewalk and increase awareness of the elevation change the raised bike lane may:

For raised bike lanes, a target design speed of 15 mph is generally appropriate as these bikeways are typically narrower than separated bike lanes and bicyclists do not have the ability to enter the roadway. Higher design speeds may introduce safety challenges where bicyclists interact with motorists and pedestrians. Lower bicyclist and motorist operating speeds at conflict points allow bicyclists and motorists more time to perceive potential conflicts. This is particularly important at intersections with raised bike lanes where bicyclists must merge into the roadway or enter a shared pedestrian space.

Cross slopes of 1 percent are more comfortable for people with disabilities and people bicycling with more than two wheels (e.g., cargo bike, adult tricycles, or trailers) while allowing for adequate conveyance of drainage; however, cross slope may match existing roadway conditions without a maximum where necessary.

To prevent motor vehicle encroachment into the bike lane, a sidewalk-level raised bike lane built with a curb between the bike lane and travel lane is preferred. Where sidewalks are adjacent to the raised bike lane, a detectable edge should be provided to reduce the likelihood people with vision disabilities will enter the bike lane. This may lead to the construction of an intermediate-level bike lane. provides additional guidance for sidewalk buffer design.

At locations where an intermediate-level raised bike lane is less than 7-ft in width, the bike lane should have a continuous mountable curb on both sides, between the bike lane and travel lane and the bike lane and the sidewalk, allowing bicyclists to traverse the curb if necessary. While the provision of a curb along the travel lane is more likely to discourage motorists from entering the raised bike lane, it may also decrease the comfort and safety of bicyclist if the bike lane is not sufficiently wide or if it is necessary for the bicyclist to exit the bike lane.

The bike lane elevation may vary within a single corridor via bicycle transition ramps which raise or lower the bike lane as needed at pedestrian crossings, transit stops, driveways, and intersections. Additional details on the design of intersections are discussed in later in this guide. Frequent elevation changes along a corridor should be avoided because they reduce the comfort of the bicycling environment and can create maintenance challenges.

Raised bike lanes will require special considerations for maintenance activities as it may be difficult to maintain a debris free surface with standard street maintenance practices. For example, street sweepers cleaning an adjacent travel lane may push additional debris onto an intermediate level bike lane. Additionally, drainage will be based on the curb type used and may require inlets instead of drainage grates.

Raised bike lanes on roadways with frequent driveways should be considered carefully. The driveway design may require the bikeway to be lowered, resulting in frequent elevation changes which may be uncomfortable.