Cycle Tracks

Waim Akshay Ravindra

 LCCA
• Bicycle is the most affordable mode of transport
• Combined with walk, they are called as non-motorized transport (NMT)
• In Urban Cities, the modal share of NMT ranges from 40-50 %
• The Mobility rate is high with NMT and is not only confined to certain class of
the society
• Of recently, there has been a decline in the NMT share due to rise in income
levels
• Even authorities have failed to provide proper infrastructure for the cyclist
which has resulted in increased number of cycle fatalities

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Cycle Track Facilities Design
• Vehicular Dimensions
• Based on the utility, the dimensions of the cycle will Vary
• It can be used for vending, milk delivery, garbage collection or as a cycle rickshaw

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 Cycle Track Facilities Design
• Design Speed:
• The average speed of NMT ranges from 5kmph – 15 kmph
• In certain periods, the speed can go up to 20 kmph
• Clearances and width
• The width required will be higher than physical dimensions of the vehicle
• This is in account of two factors:
• Zigzagging movement of the cycler
• Fear of obstacles
• Cycle rickshaws may experience lesser zigzagging

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 Cycle Track Facilities Design
• Turning Radius:
• Bends are required for smooth transition when the alignment of the road changes
• The radius of the curve affects the speed of the NMV
• Sharper the turn, lower the speed
• Minimum design speed for stability requirement is 12 kmph
• Radius of 30m or more are preferred
• In any case, radius of 10m or less shouldn’t be preferred

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 Cycle Track Facilities Design
• Riding on bends/curves:
• A safe leaning angle at the bend with co-eff of friction=0.3 is 18° from the
vertical
• A widening of about 0.51m is required
• Widening becomes essential when radius of curve<120m

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 Cycle Track Facilities Design
• Riding on bends/curves:
• A safe leaning angle at the bend with co-eff of friction=0.3 is 18° from the vertical
• A widening of about 0.51m is required
• Widening becomes essential when radius of curve<120m
• Inclinations & Slopes
• The most important curves are the vertical gradients
• It is more critical when cycle rickshaws or goods rickshaws are involved
• Traversing on a bridge with hog curve might become difficult for them

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 Cycle Infrastructure Provision
• Based on the class of the road/street, the ROW is defined respectively:

• Based on the ROW/Class the type of cycle infrastructure is decided

• Following are the types of cycle infrastructures:
• Segregated Cycle Track
• Cycle lane
• Mixed Vehicular/cycle traffic

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Cycle Infrastructure Provision

Segregated Cycle track

Cycle lane
Mixed traffic

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 Cycle Infrastructure Provision
Arterial Roads Sub-arterial roads Distributary Roads Access roads
Cycle Infra Segregated Cycle Segregated Cycle Cycle Lane Mixed traffic
Track Track
Location Between Between End of the -
carriageway/street carriageway/street carriageway
parking and parking and
footpath footpath

Gradient 1:12 to 1:20 1:12 to 1:20 1:12 to 1:20 1:12 to 1:20

Desirable Lane 2.5-5M 2.5-5m 1.5-2.5m Mixed with car

Width traffic
Level +50-100mm +50-100mm 0mm 0mm
Min. Width 2.2m for two-lane 2.2m for two-lane 1.2m painted lane -
track track
3-4 m for common 3-4 m for common
footpath-track footpath-track
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Typical Cross Sections

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Typical Cross Sections for non-urban areas

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Crossings at Intersections
Crossing with Vehicles
Direct Route
Dangerous when the intersection is
busy with vehicles at high speed
Crossing with Pedestrian
Usually ver uncomfortable and
indirect
Conflicts between cyclists and
pedestrians
Denying vehicular characteristic of
cycling
This solution is chosen when other
options are difficult to provide
Crossing independently
Intersection contributes to clearer
position for cyclists
Conflict points can be identified
and managed
Intersection will be more
complicated and will require more
space
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Crossings at Intersections: Junction Types
and remedial measures
• Roundabouts:
• Reducing the vehicular speeds, improving geometric designs
• Ensuring adequate segregation and visibility for slow moving users

• Signalized Junctions
• As delays at signalized junctions are more when compared to unsignalized,
following measures are used:
• Segregation at or near intersection
• Bicycle holding areas to be provided near junction

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Design Details

• Pavement Surface
• Asphalt, Concrete, Interlocking tiles/pavers or granite etc
• Cyclists prefer closed surfacing like asphalt/ concrete as it offers less
resistance & more comfort
• The acceptable level of irregularities are:

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Design Details

• Pavement Surface
• Asphalt, Concrete, Interlocking tiles/pavers or granite etc
• Cyclists prefer closed surfacing like asphalt/ concrete as it offers less
resistance & more comfort
• The acceptable level of irregularities are:

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Design Details

• Pavement Surface
• Asphalt, Concrete, Interlocking tiles/pavers or granite etc
• Cyclists prefer closed surfacing like asphalt/ concrete as it offers less
resistance & more comfort
• The acceptable level of irregularities are:

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Design Details
• Edge Treatments
• The type of infrastructure present on the either side of cycle track
• On one side of the carriageway is footpath, on other side is carriageway
• In segregated track, the carriageway and track is separated by kerb/verge
• The verge can be on same level as track or at different level
• If the verge is at different level, slopes can be provided to remove rainwater
on surface
• If the verge is on same level, the space can be utilized for additional space
during peak traffic

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Design Details
• Road Furniture
• Street furniture, or road furniture, are items that are added to streets and
roads to help direct traffic, inform road users, and help pedestrians.
• Street furniture and support furniture are important elements that enhance
the comfort, visual quality, convenience and security
• It includes benches, bollards etc.
• Few points to be kept in mind
• It should be vandalism proof
• Easy to install
• Requires less or no maintenance
• Aesthetic as well as economical
• Ease in production

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Design Details
• Illumination:
• Street lighting is important especially during night
• The illumination is governed by design speed
• For cyclists, illumination adds comfort to cycling at night
• Following specifications were followed during construction of Delhi BRT
corridor for cycle tracks:
• Horizontal Illumination should not be less than 40 lux
• Vertical illumination should not be less than 20 lux
• Light mounting height: 6m
• Uniformity ratio = Min. Illumination/ Avg. Illumination = 40%
• Spacing b/w lightings: 20 m

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Design Details
• Traffic Calming:
• Accidents, especially back bumps, are due to different speeds of vehicles
• These speeds can be made uniform by providing speed dumps and warning
signs or narrowing of road near intersection
• Thus speed bumps before an intersection can be efficient in reducing the
accidents
• Types of speed bumps:
• Trapezoidal speed bumps
• Rumble strips

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Design Details
• Signage & Marking
• The signage systems consists of regulatory, informatory and warming signs
• The size of the signage depends on the design speed
• IRC: 67 deals with the signage and markings for cyclists
• Similarly, road marking play an important role

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Design Details
• Markings:
• White Broken Line: Center line of cycle lane/track
• Broken Wide line: Crossing at intersection for cyclists
• Yield Marking: Traffic in front of the pointed vertex should slow down/stop

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Design Details
• Cycle Parking:
• Elements of the cycle parking are:
• Location: It should be in proximity of transit stations, place of importances, junctions etc.
• Space: Space allocation should be according to the activity and existing capacity of the
city. It should be 20/30% more for future allocation
• Theft Control: Theft prevention measures promote more cycling as users see it as a safe
mode
• Manned or provided: It should be manned but requires extra investment but ensures
theft protection
• Shade: Required for Indian condition. It could be existing natural foliage or temporary
structures

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Design Details
• Types of Parking Systems:

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