DESIGN OF BICYCLE FACILITIESDESIGN OF BICYCLE FACILITIES

IntroductionIntroduction

Small percentage of the total traffic

stream - sufficient enough to have an

impact on street planning and design

Typical areas that will most likely generate

bicycle trips –

◦ Schools, Colleges, and Universities,

◦ CBDs,

◦ Major employment centres,

◦ Recreational facilities

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DefinitionsDefinitions

Bicycle -a vehicle having two tandem

wheels propelled solely by human power

on which any person or persons may ride.

Bikeway - trail, path, part of a highway or

shoulder, sidewalk, or any other means

specifically marked and assigned for

bicycle use

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Classification of BikewaysClassification of Bikeways

Class I Bikeway: Completely separated from

vehicular traffic and within an independent right-of-

way or the right-of-way of another facility. Bikeways

separated from vehicles but shared by both bicycles

and pedestrians are included in this classification

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Classification of Bikeways.... (I)Classification of Bikeways.... (I)

Class II Bikeway

Part of the roadway or shoulder is marked

by pavement markings on barriers. Vehicle

parking, crossing, or turning movements are

permitted within the bikeway

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Classification of Bikeways.... (II)Classification of Bikeways.... (II)

Class III Bikeway

Shares right-of-way with motor vehicles; are

designated by signing only. There is hardly

any protection from motor vehicles,

although the signing helps to make the

motorist aware of the presence of bicyclists

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Classification of BikewaysClassification of Bikeways

As per Highway Capacity Manual (TRB,

2000)

Bike Lane - A portion of a roadway is

striped, signed, and, marked for exclusive

or preferential use of the bicyclists

Bike path - Bikeway is physically separated

from motorized vehicular traffic, either

within the highway right-of-way or within

an independent right-of-way

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Classification of BikewaysClassification of Bikeways

As per Highway Capacity Manual (TRB, 2000)

Uninterrupted facilities - exclusive and shared bicycle paths that are physically separated from vehicular roadways and do not have points of fixed interruption within the path, except at terminal points.

Interrupted bicycle facilities - on-street bicycle lanes that pass through signalized and unsignalised intersections, with or without exclusive right-turn lanes for motor vehicle traffic.

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Uninterrupted FacilityUninterrupted Facility

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Interrupted FacilityInterrupted Facility

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Capacity Limitations Capacity Limitations

The effect of bicycles sharing a lane with

other vehicles can be accounted for by

assigning an appropriate passenger-car-

equivalent (PCE) for each bicycle.

The turning movements of vehicle affect

bicycle streams in addition to conflicts

normally presented by opposing streams

of pedestrians and motor vehicles.

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Capacity Limitations Capacity Limitations

Bicycles moving straight may be considered as unopposed. Right-turning bicycles are considered as opposing vehicular flow on two-way streets.

Left-turning bicycles may or may not encounter significant pedestrian interference, and therefore can be considered as either opposed or unopposed, depending on pedestrian traffic condition.

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Bicycle LOS and SpeedBicycle LOS and Speed--Flow Relationship Flow Relationship

under Uninterrupted Flowunder Uninterrupted Flow

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Design of Cycle TracksDesign of Cycle Tracks

Minimum width of cycle track should be 2

metres

Each additional lane required should be

1m

Separate cycle tracks should be provided

when the peak hour cycle traffic is 400 or

more on routes with motor vehicle traffic

of 100-200 vehicles per hour

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Bikeway Width ClearanceBikeway Width Clearance

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When the number of motor vehicles

using the route is more than 200 vehicle

per hour, separate cycle track are justified

even if cycle traffic is only 100 per hour

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Capacity of Cycle Tracks Capacity of Cycle Tracks

(IRC: 86(IRC: 86--1983)1983)

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Number of

LanesWidth in (m)

Capacity in number of cycles/

hour

One-way traffic Two-way traffic

Two 3 250 to 600 50 to 250

Three 4 Over 600 250 to 600

Four 5 - Over 600

Design SpeedDesign Speed

Safe and comfortable cycling - 20 mph

(32.18 kmph)

On down grades which exceed 7% - 30

mph (48.27 kmph-safe minimum

On up grades exceeding 3% - 15mph

(24.13 kmph)

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Stopping Sight DistanceStopping Sight Distance

Minimum stopping sight distance for a

distance criterion

Mounted cyclist’s eyes being 1.37 m from

the bikeway surface

Obstacle is on the surface, or 0 m.

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Width and ClearancesWidth and Clearances

The minimum lane width plus clearance

(operating space) for level of service C is

about 1.52 m

Vertical space occupied by bicycle/cyclist

plus clearance requires about 2.44 m

Pedal clearance is 0.15 m

If a width of clearance, and if there is only

occasional pedestrian traffic, an additional

0.46 m is required.

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Horizontal CurvesHorizontal Curves

Design criteria - design speed, radius of the curve, and super elevation

For adult cyclist riding a 10 mph speed bike, making 180o turns at various speeds; the following empirical formula is applied (Maryland Department of Transportation, 1977)

R= 1.528 V + 2.2

where

V- design speed in mph; R- curve radius in feet.

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Bicycle LOS and SpeedBicycle LOS and Speed--Flow Flow

Relationship under Uninterrupted FlowRelationship under Uninterrupted Flow

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Curve WideningCurve Widening

When the bikeway is shared with pedestrians, additional manoeuvring space is required to reduce potential bicycle and pedestrian conflicts.

Curve widening is therefore advised at short radius curves of less than 38.48 m (100ft).

The maximum widening should not exceed 1.22.m.

Curve widening is recommended is areas in which the use of by-mopeds is legal.

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IntersectionsIntersections

In order to avoid conflicts between cyclist

and motor vehicles at intersections,

special turning lanes should be provided

for bike traffic.

Also, whenever a bikeway crosses a curb

section, the curb should be depressed the

entire width of the bikeway.

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BIKEWAY LOCATIONSBIKEWAY LOCATIONS

The potential demand for the use of the

route must be determined.

The basic width needed for safe

operation must be provided. It is best to

consider one-way operation.

Continuity and directness of route

without much detour is essential,

connecting points of importance.

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BIKEWAY LOCATIONSBIKEWAY LOCATIONS

Safety is of prime importance. Attempts to minimize vehicular/pedestrian conflicts should be given the highest priority.

Grades should be within tolerable range. A maximum of 5% is desirable.

The selection of pavement is of greater importance to bicyclists as compared to motorists. Ride quality of pavement and even safety are affected by poor pavement surfaces.

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BIKEWAY LOCATIONS BIKEWAY LOCATIONS

( CONTD..)( CONTD..) Areas with heavy automobile emissions

should be avoided; carbon monoxide is

particularly hazardous to pedestrians and

bicyclists.

Motor vehicle traffic should be avoided,

particularly truck, moving at speeds of 50

mph, which can upset the balance of a

bicyclist.

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LevelLevel--ofof--Service (LOS) for Bicycle Service (LOS) for Bicycle

FacilitiesFacilities Hindrance as a performance measure

When travelling on a bikeway, two significant parameters can be easily observed and identified. These are the number of users (other bicyclists, pedestrians, etc) moving in the same direction and passed by the bicyclist, and the number of users moving in the opposing direction and encountered by the bicyclist.

Each of these events causes some discomfort and inconvenience to the bicyclist.

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LevelLevel--ofof--Service ( Contd..)Service ( Contd..)

Hindrance was originally defined as the

fraction of users over 0.6 mi of a path

experiencing hindrance from passing and

meeting maneuvers.

This criterion is strongly related to the

time a bicyclist is involved in an event.

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LevelLevel--ofof-- Service (LOS) Criteria for Uninterrupted Service (LOS) Criteria for Uninterrupted

Bicycle Facilities (HCM, 2000)Bicycle Facilities (HCM, 2000)

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LOS Hindrance (%)

A ≤ 10

B >10-20

C >20-40

D >40-70

E >70-100

F 100

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