According to the Section 6A.01, road users include not only motorists, but bicyclists, pedestrians, and persons with disabilities in accordance with the , Title II, Paragraph 35.130.

The requirements in the are compulsory, therefore, a TCP design should consider the needs and control of these users in every phase of construction. Safe and effective paths should be maintained not only for instances where pedestrian or bicycle facilities currently exist, but also at locations where accommodations may not currently exist but there is known use by pedestrians or bicyclists.

The designer should perform an assessment of the existing facilities for pedestrians and cyclists – including widths, grades, surface conditions, pavement markings, signing, anticipated usage, and access to these facilities. The designer should document the impact assessment in the DSR.

If the TCP zone affects the movement of pedestrians, the designer should provide for adequate pedestrian access and walkways. If the temporary traffic control zone affects an accessible and detectable pedestrian facility, the accessibility and detectability shall be maintained along the alternate pedestrian route ( , Section 6D.01 Pedestrian Considerations, 04). Refer to the for additional information on accommodations for the visually impaired.

In accommodating pedestrians, the following principles should be applied, addressed, and incorporated into the TCP design:

Do not lead pedestrians into hazardous environments or conflicts with public traffic, construction vehicles, equipment, or operations.
Use existing intersection corners and crosswalks when directing pedestrians across a roadway. An existing marked mid-block crossing may be used to shorten pedestrian routes.
Provide a convenient, contiguous pathway that is equivalent to the existing level of pedestrian accessibility.
Minimize out-of-direction travel for pedestrians.
Sign the closure of a pedestrian route in a minimum of two locations:
In advance of the closure point at the nearest alternate crossing or diversion point; and
At the closure point itself.
Avoid having a pedestrian route double-back on itself. Pedestrians are not likely to walk one block beyond the closure to the next crossing and then one block back on the other side of the road. They will likely cross before the work zone impact (if visible), or midblock – which may be unsafe or leave the pedestrian within the work area.
Confirm whether visually impaired pedestrians can be expected in the work zone. Techniques include:
Personal investigations and/or collecting manual counts; and
Coordinate with local agency/organization sources, and other stakeholders.

Designers should investigate existing conditions within the limits of their project to determine what accommodations, if any, need to be established for bicycles. Some of these conditions include:

Closure of Existing Shoulders, Sidewalks, Bike Lanes or Shared-Use Paths

: The TCP design should provide temporary facilities or pathways that allow for safe, efficient bicycle travel through or around the work zone. Long term TCP designs often leave minimal operational widths for vehicles with little to no shoulder in a corridor that may commonly be used by bicycles even if there is no dedicated bicycle lane. Consider alternative bicycle routes when 4-ft or more of pavement outside of the vehicular lane is not feasible. Shared use of the roadway by both motorists and bicyclists may be considered, but it generally not recommended, especially for high-speed traffic.

Urban/Urban Core/Suburban/Rural Town Intersections

: The scope of work often includes all four corners of an intersection and can intrude into the shoulder/bike lane. In some of these environments, viable detours or space for adequate temporary facilities may be limited. If measures can be deployed to ensure a speed reduced to 35 or below through the work zone, use of a shared roadway condition may be a measure for accommodating bicyclists.

Construction Details

: Where applicable, TCP Plans must provide enough detail to safely accommodate bicycle traffic within the work zone. Bicycle-specific details may be included on separate plan sheets, depending on the level of complexity at each location where special bicycle channelization is needed. Include details such as:

Bicycle traffic routes;
Bicycle channelizing devices;
Bicycle-specific temporary signs;
Cross sections at critical locations or “pinch points” where precise placement of traffic control devices (TCD) is vital; and
Temporary surfacing material and markings.

Occasionally neither on-site roadway widths nor local detours are available. In these cases, innovative means of transporting bicycles through the construction area should be considered and weighed against traditional measures. Partnerships with public transit or private shuttle services have been used in the past to maintain acceptable levels of bicycle mobility. Consider temporary bus/shuttle stops, information kiosks, “hotline” phone numbers, etc., to provide an effective transportation means for cyclists.