PWA IAN 011 Rev A1 - Cycleway Design Guidelines

Ashghal – Ashghal – Cycleway Cycleway Design Guidelines

ASHGHAL Interim Advice Note No. 01 0 11

Cycleway Design Guidelines Revision No. A1 EXW-GENL-0000-PE-KBR-IP-00011 ADVICE This Interim Advice Note (IAN) provides information information and guidance on the design of cycleways. cycleways. This document must be read in conjunction with: 

IAN 021 – 021 – Cycleways Cycleways and Footways Pavement Design Guidelines

In the event of conflicts between these two documents, this IAN 011 shall take precedence with respect to the design of cycleway geometrics.

A1 0 Rev

30 Sep. 2013 21 May 2012 Date

Issued for All Relevant Infrastructure Projects Initial Issue Reason For Issue

DL NH Author

AM AV Chk

MG AB App


Contents 1. Foreword 2. Ashghal Interim Interi m Advice Note (IAN) – (IAN) – Feedback Form 3. Introduction 4. Withdrawn / Amended Standard 5. Implementation 6. Disclaimer Attachment A – A – Cycleway Design Guidelines

3 4 5 5 5 5 6


1. Foreword 1.1

Interim Advice Notes (IANs) may be issued by Ashghal from time to time. They define specific requirements for works on Ashghal projects only, subject to any specific implementation implementation instructions contained within each IAN.

1.2

Whilst IANs shall be read in conjunction with the Qatar Highway Design Manual (QHDM), the Qatar Traffic Manual (QTM) and the Qatar Construction Specifications (QCS), and may incorporate amendments or additions to these documents, they are not official updates to the QHDM, QTM, QCS or any other ot her standards.

1.3

Ashghal directs which IANs shall be applied to its projects on a case by case basis. Where it is agreed that the guidance contained within a particular IAN is not to be incorporated on a particular project (e.g. physical constraints make implementation prohibitive in terms of land use, cost impact or time delay), a departure from standard shall be applied for by the relevant Consultant / Contractor.

1.4

IANs are generally based on international internationa l standards and industry best practice and may include modifications modifications to such standards in order to suit Qatar conditions. Their purpose is to fill gaps in existing Qatar standards where relevant guidance is missing and/or provide higher standards in line with current, international best practice.

1.5

The IANs specify Ashghal’s requirements in the interim until such time as the current Qatar standards (such as QHDM, QTM, etc.) are updated. updated. These requirements requirements may be incorporated into future updates of the QHDM, QTM or QCS, however this cannot be guaranteed. guaranteed. Therefore, third parties who who are not engaged on Ashghal projects projects make use of Ashghal IANs at at their own risk.

1.6

All IANs are owned, controlled and updated as necessary by Ashghal. All technical queries relating to IANs should be directed to Ashghal’s Manager of of the Design Department, Infrastructure Affairs.

Signed on behalf of Design Department:

____________________________________________________

Abdulla Ahin A A Mohd Acting Manager of Roads & Drainage Networks Design

Design Management (Roads Section) Public Works Authority Tel: 44950653 Fax: 44950666 P.O.Box 22188 Doha - Qatar Email::[email protected] Email http://www.ashghal.gov.qa


2. Ashghal Interim Advice Note (IAN) – Feedback Form Ashghal IANs represent the product of consideration consideration of international international standards and best practice against what would would work most appropriately appropriately for Qatar. However, it is possible possible that not all issues have been considered, or that there are errors or inconsistencies in an IAN. If you identify any such issues, it would be appreciated if you could let us know so that amendments amendments can be incorporated into into the next revision. Similarly, we would be be pleased to receive any general general comments you may wish wish to make. Please use the form below for noting noting any items that you wish to raise. Please complete all fields necessary to identify the relevant item IAN title: IAN number:

Appendix letter: letter:

Page number:

Table number:

Paragraph number:

Figure number:

Description comment:

Please continue on a separate sheet if required: Your name and contact details (optional): Name:

Telephone:

Organisation: Position:

Email: Address:

Please email the completed form to:

Abdulla Ahin AA Mohd Acting Manager Manager of Roads and Drainage Drainage Networks Networks Design Design Management (Roads Section) Public Works Authority [email protected]

We cannot acknowledge acknowledge every response, response, but we thank you for contributions. contributions. Those contributions contributions which bring new issues to our attention will ensure that the IANs will continue to assist in improving quality on Ashghal’s infrastructure projects.


3 Introduction 3.1

This Interim Advice Note (IAN), which takes immediate effect provides guidance for the design of cycleways cycleways on relevant Ashghal infrastructure projects. projects. This document provides provides interim advice prior to the release of updates to the Qatar Highway Design Manual (QHDM) and Qatar Traffic Manual (QTM).

3.2

This IAN supplements the ‘Qatar National Bicycle Master Plan - 2008’ and 2008’ and provides specific design guidance with respect to geometry, sight distance, urban design, intersection treatments, pavement and traffic control devices.

3.3

This IAN incorporates best international practice in order to allow for the design of high quality and safe cycleways which are in line with the objectives of the Transportation Master Plan for Qatar (TMPQ).

4 Withdrawn / Amended Standard 4.1

No particular standard is withdrawn. However, in the event of conflicts between this IAN and any other IAN or any standard, this IAN 011 shall take precedence with respect to the design of cycleway geometrics.

5 Implementation 5.1

This IAN shall be implemented with immediate effect on projects as follows: relevant Ashghal Ashghal infrastructure infrastructure projects projects in design stage.  All relevant relevant Ashghal Ashghal infrastructure infrastructure projects projects in tender stage.  All relevant

5.2

Relevant Ashghal infrastructure infrastruct ure projects in construction construct ion stage shall be reviewed by the Supervision Supervision Consultant and Contractor and the implications of adoption of this Interim Advice Note discussed with the respective Ashghal Project Manager. This shall include an assessment on the current design to determine whether it complies with this Interim Advice Note and the practicalities of modifying the design and construction in order to achieve compliance.

5.3

Projects already under construction, where a significant significant portion of construction construction and procurement has already occurred and/or design or construction modification are not practicable the Consultant / Contractor must seek direction from the Engineer Engineer for the t he parts of the works for which departures from this IAN may apply.

5.4

If in in doubt, Consultants Consultants / Contractors should seek guidance from their respective Ashghal Project Manager or designated Programme Management Consultant (PMC) on a scheme specific basis.

6 Disclaimer 6.1

This Interim Advice Note and its recommendations recommendations or directions have been provided for application on Ashghal’s infrastructure projects within Qatar only and they are not warranted as suitable for use on other roads, highways or infrastructure with Qatar or elsewhere. Should any third party, consultant or contractor choose to adopt this Interim Advice Note for purposes other than Ashghal’s infrastructure projects, projects, they shall do so at their own risk.


Attachment A – Cycleway Design Guidelines

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Attachment A – A – Table Table of Contents

1.

Glossary of Terms .............................................................................. 9

2.

Introduction .......................................................................................10 2.1 2.2

Purpose Transport Master Plan Qatar - Bicycle Master Plan Objectives

2.3

Hierarchy of Design Documents 11 Cyclist Requirements Requirements ........................................................................12

3.1 3.2 3.3

Principals 12 Cyclists Operation Space and Clearances 12 Surface Tolerances 13 Design Criteria for Bicycles..............................................................14

4.1 4.2 4.3 4.4

General Design vehicle Bicycle Operating and Design Speeds Visibility

14 14 14 15

4.5 4.6

Horizontal Geometry Vertical Geometry

17 17

4.7 4.8 4.9

Gradient Crossfall Cross-Section

18 19 19

4.10 4.11

Headroom Crossfall and Drainage

20 21

4.12 4.13 4.14 4.15

Clearances 21 Bicycle Path Lighting 21 Bicycle Path Shading and Water Stations 21 Urban and Landscaping Design 21 Bicycle Path Intersection Intersection Treatments ..............................................22

5.1 5.2 5.3

General Intersections Intersecti ons Treatments Termination Treatments

22 22 23

5.4

Crossings at Unsignalised Junctions

24

5.5 5.6

Crossings at Signalised Junctions Crossing at Roundabouts

26 29

5.7 5.8 5.9

Mid-Block Crossings Grade Separated Crossings On-Road Bike Lanes

30 30 32

5.10

Bicycle Construction Details

33

3.

4.

5.

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5.11 5.12

Pavements Drainage

5.13 5.14

Line marking 34 Signage 35 References.........................................................................................37

6.

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1. Glossary of Terms BICYCLE ‐ A pedal‐powered vehicle upon which the human operator sits. The term “bicycle” for this publication includes three and four‐wheeled human‐powered vehicles, but not tricycles for children. BICYCLE FACILITIES ‐ A general term denoting improvements and provisions to accommodate or encourage bicycling, including parking and storage facilities, and shared roadways specifically designated for bicycle use. BICYCLE LANE or BIKE LANE ‐ A portion of a roadway which has been designated by pavement markings and, if used, signs, for the pre ferential or exclusive use of bicyclists.

ON-STREET BIKE LANE – A dedicated cycle facility using the same road surface and general motorised traffic. This may be facility distinguished from the main motorised traffic by line-marking or different surface colouring. SHARED USE PATH – A route that is unsegregated facility used by more than one type of non-motorised, for example pedestrians and cyclists.

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2. 2.1

Introduction Purpose

2.1.1

All Expressway Projects must provide for pedestrians and bicycles on all the roads within the limits of works including approaches to ramp terminals (including at-grade or grade separated facilities).

2.1.2

The report shall be considered as an interim design guide for the a. b. c.

On-Street Bike Lane Shared Use Path Shared Cycle Track and Pedestrian Path

2.1.3

Ministry of Municipal Affairs and Urban Planning (MMUP) is updating the Qatar Highway Design Manual (QHDM) in which the design guidelines, treatments, pavement design method, material selection and design parameters are expected to be described in detail which will supersede this document.

2.1.4

This guide provides information on how to accommodate and design bicycle tracks within the scope of relevant Ashghal infrastructure projects. Sufficient flexibility is permitted to encourage designs that are sensitive to local context and incorporate the needs of bicyclists, pedestrians and motorists. This guide is not a Planning Guide. For locations and types of Bicycle Facilities, users are to follow the recommendations of the Transport Master Plan Qatar (TMPQ) and individual Project’s Requirements.

2.1.5

Consideration for the bicycle facility should take into account access, connectively, safety and suitability. In order to provide an enjoyable alternative transport mode.

2.2

Transport Master Plan Qatar - Bicycle Master Plan Objectives

2.2.1

The objectives of the TMPQ include encouraging improved mobility options and more sustainable transportation choices such as public transit, walking and bicycling.

2.2.2

Two goals are provided for the Qatar National Bicycle Master Plan. a. b.

Goal 1: Increase Bicycle Use Goal 2: Improve Safety for Bicyclists

Together these two goals provide the framework for all of the recommended activities of the Bicycle Master Plan, whether by new infrastructure or programs. 2.2.3

The Qatar National Bicycle Master Plan establishes a network of bicycle facilities and set of programs to be completed over the next 10 to 20 years to make Qatar the number one cycling community in the world. The Qatar National Bicycle Network recommends bicycle facilities that provide access a ccess to all areas of Greater Doha, linking to schools, parks, stadiums and future transit

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stations, and extend beyond Doha to connect with al l of Qatar’s major community areas and destinations including Al Khor, Al Wakra and major recreational sites like the protected habitat preserves.

2.3

Hierarchy of Design Documents

2.3.1

The design and construction of relevant Ashghal infrastructure projects shall ensure that the latest standard, manual, publications and guidelines incorporate the most recent amendments.

2.3.2

The following documents shall be read rea d in the following order of priority: a. Acts of Parliament b. Ashghal Interim Advice Notes c. Qatar Urban Planning & Development Authority – Authority – Transport Transport Master Plan Qatar d. Qatar Design and Traffic Manuals, Specifications and Standards e. British Cycle Infrastructure Design and TA90/05 - The Geometric Design of Pedestrian, Cycle and Equestrian Routes f. London Cycling Design Standards published published by Transport for London (TfL) g. AustRoads Guide to Road Design Part 6A h. Other International Guidance Documents and Standards

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3. 3.1 3.1.1

Cyclist Requirements Principals The bicycle facility shall be designed and constructed in consideration of addressing the six basic bicycle requirements: a. b. c. d. e. f.

space to ride a smooth surface, free of debris speed maintenance appropriate sight lines to path surface and potential obstructions connectivity information

3.1.2

Vehicle operators (including bicyclists) on a two ‐way road to travel on the right side relative to their respective direction of travel. With only a few exceptions (such as when bike lanes are provided in both directions on an otherwise one ‐ way street), bicyclists operating in the street ride with the flow of other traffic.

3.1.3

Similarly to other vehicular traffic, a bicyclist on a minor road (including driveways and alleys) must yield to traffic on major roads. In this case yielding means proceeding only when it is safe to do so while obeying all traffic control devices.

3.1.4

Speed difference between bicycle and motor traffic should be evaluated and consideration for full integration maybe acceptable where the speed differential is less than 20km/h. Conversely when speed the differential is greater than 40km/h segregation of bicycles from motor vehicles is required.

3.2

Cyclists Operation Space and Clearances

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Figure 3-1: Typical Bicycle Width and Clearance - Source NCHRP 15-37: 2010

3.2.1

3.3 3.3.1

The bicycle corridor shall cater for the preferred operating width (1.5m). In low speed confined areas, an exception to use the minimum operating width (1.2m) maybe granted

Surface Tolerances Grooves i.e. narrow slot in the surface that could catch a bicycle wheel, such as a gap between two concrete slabs. a. b.

3.3.2

Perpendicular to travel maximum 20 mm Parallel to travel maximum 12.5 mm

Steps i.e. ridges in the pavement, such as that which might exist between the pavement and a concrete gutter or manhole cover. a. b.

Perpendicular to travel maximum 18 mm Parallel to travel maximum 9 mm

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4. 4.1 4.1.1

4.2 4.2.1

Design Criteria for Bicycles General The principles of designing a path for bicycles are similar to those used in designing roads in that it is essential that the path has an alignment and crosssection to suit the function of the path and the speed and volume of traffic, drainage that prevents inundation and debris from washing onto the surface, and adjacent areas that are forgiving to errant bicycles that leave the path.

Design vehicle The off-road and on road bicycle lanes must be designed to accommodate a standard upright adult bicycle dimensions, as shown in Figure 4.1 and 4.2.

Figure 4-1: Typical Bicycle Length - Source NCHRP 15-37: 2010

Figure 4-2: Typical Bicycle Key Dimensions - Source NCHRP 15-37: 2010

4.3

Bicycle Operating and Design Speeds

4.3.1

Refer to TA 90/05 Chapter 2: Except as follows:

4.3.2

2.4 A base minimum design speed of 30 km/h shall apply along all portions of the bicycle facility except where reduction in design speed can be justified.

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4.3.3

Installation of "speed bumps" or other similar surface obstructions, intended to cause bicyclists to slow down in advance of intersections or other geometric constraints, may not be used without prior approval.

4.3.4

2.6, 2.7, 2.8 and 2.9 not applicable for Cycle Path Design

4.4

Visibility

4.4.1

Refer to TA 90/05 – 90/05 – Chapter Chapter 3: Supplemented as follows:

4.4.2

The following performance criteria may be used a basic design principals to be adopted within the bicycle lanes.

Figure 4-3: Bicycle Performance Criteria – Source Source NCHRP 15-37: 2010

4.4.3

The stopping sight distances provided should enable a cyclist to stop for various combinations of bicycle operating speeds and gradients.

4.4.4

The stopping sight distance to be used in the geometric design of paths should be at least equal to that shown in Figure 4-4, and should be used: a. for intersection design b. in designing the alignment of paths c. in relation to the positioning of terminals and handrails, but these should be avoided if possible d. at entries to underpasses e. locate landscaping in the field f. otherwise as required to ensure the safety of path users.

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Figure 4-4: Minimum stopping sight distance for various gradients- Source AASHTO (1991)

4.4.5

The above Figure 4-4 is based on a coefficient of friction of 0.25 and a perception/reaction time of 2.5 seconds. The eye height of the cyclist is assumed to be 1.4 m and the object height is assumed to be zero to recognise any impediments to bicycle travel exist at pavement level (e.g. potholes or stones).

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Figure 4-5: Minimum stopping sight distance di stance around horizontal curves - Source AASHTO (1991)

4.4.6

4.5

3.4, 3.9 not applicable for Cycle Path Design

Horizontal Geometry

4.5.1

Refer to TA 90/05 – Chapter Chapter 4

4.5.2

Cycle Tracks shall provide a curvilinear alignment to achieve a visually pleasing path for cyclists, where possible. Minimum curve radius shall not be used to provide this curvilinear alignment

4.6 4.6.1

Vertical Geometry Refer to TA 90/05 – Chapter 4

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4.7

Gradient

4.7.1

Refer to TA90/05 – TA90/05 – Chapter Chapter 5: Supplemented as follows:

4.7.2

5.4 The maximum grade rate recommended for bike paths is 5%. It is desirable that sustained grades be limited to 2%. It is most important that sharp horizontal curves or fixed objects do not exist near the bottom of hills, particularly where the approach gradient is steep (greater than 5%) and relatively straight. If a curve must be provided at the bottom of a steep grade then consideration should be given to providing additional path width, and a clear escape route or recovery area adjacent to the outside of the curve.

Figure 4-6: Maximum Vertical Grade - Source AGRD 2010

4.7.3

In cases where gradients are in excess of 5% occur, for example, on the approaches to grade-separated facilities (e.g. underpasses) and in these situations the provision of widened paths or clear escape routes is not

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practicable. In these cases adequate sight distance should be provided together with appropriate delineation and warning signs. 4.7.4

4.8

5.7, 5.8 & 5.9 not applicable for Cycle Path Design

Crossfall

4.8.1

Refer to TA90/05 – Chapter Chapter 6.

4.8.2

A straight 2% cross slope is recommended on tangent sections. The minimum superelevation rate of 2% will be adequate for most conditions and will simplify simplif y construction. Superelevation rates steeper than 5 percent should be avoided on cycle tracks.

4.9

Cross-Section

4.9.1

Refer to TA90/05 – Chapter Chapter 7. Except as follows

4.9.2

7.4, 7.10, 7.11, 7.12, 7.13, 7.14, 7.15 not applicable f or Cycle Path Design

4.9.3

Table 7.3 shows desirable widths and acceptable ranges of width for bicycle paths (i.e. exclusive use). The upper limit of the acceptable range in the table should not discourage designers from providing a greater width where it is needed (e.g. very high demand that may also result in overtaking in both directions).

Table 4-1: Cycle Track and Pedestrian Pedestrian Path for MMUP Typical Road Cross Section

ROAD RO AD TYPE TY PE URBAN RESIDENTIAL Local Urban Access - 10m Corridor - One Way Local Urban Access - 12m Corridor - One Way Local Urban Access - 12m Corridor - Two Way Local Urban Access - 16m Corridor Local Urban Access - 20m Corridor Local Urban Access & Minor Urban Collector - 24m Corridor Minor Urban Collector - 32m Corridor Major Urban Collector - 32m Corridor Major Urban Collector - 40m Corridor PWA IAN 011 Rev A1

WIDTH (mm) Cycle Lane Lane Foot Foot Path

2000 one side -

1850 one side -

2500 one side -

1300 one side -

-

2000

Shared Shared Use Path

RECOMMENDATION Cycle Track Pedestrian Path

-

Type A1 / B2

Type A1 / B1

4000 one side -

Type A1 / B2

Type A1 / B1

Type A1 / B2

Type A1 / B1

2500

Type A1 / B2

Type A1 / B1

-

3000

Type A1 / B2

Type A1 / B1

-

4000

Type A1 / B2

Type A1 / B1

4500

Type A1 / B2

Type A1 / B1

3500

Type A1 / B2

Type A1 / B1

-

Type A1 / B2

Type A1 / B1

3000

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Major Urban Collector - 40m Corridor with service road Major Urban Collector - 50m Corridor with service road Urban Arterial – 64 m Corridor URBAN INDUSTRIAL Local Urban Access - 20m Corridor Local Urban Access & Minor Urban Collector - 24m Corridor Major Urban Collector - 32m Corridor Major Urban Collector - 40m Corridor with service road Major Urban Collector - 50m Corridor with service road Urban Arterial – 64 m Corridor URBAN COMMERCIAL Local Urban Access - 20m Corridor Local Urban Access & Minor Urban Collector - 24m Corridor Major Urban Collector - 32m Corridor Major Urban Collector - 40m Corridor Major Urban Collector - 40m Corridor with service road Major Urban Collector - 50m Corridor with service road Urban Arterial – 64 m Corridor RURAL* Rural Arterial – 40 m Corridor Rural Arterial – 64 m Corridor EXPRESSWAY / FREEWAY Expressway / Freeway

-

-

3500

Type A1 / B2

Type A1 / B1

-

-

3650

Type A1 / B2

Type A1 / B1

-

-

4550

Type A1 / B2

Type A1 / B1

-

-

3300

Type A1 / B2

Type A2 / B2

1500

2000

-

Type A1 / B2

Type A2 / B2

3500

Type A1 / B2

Type A2 / B2

-

-

3500

Type A1 / B2

Type A2 / B2

-

-

3650

Type A1 / B2

Type A2 / B2

2000

3000

Type A1 / B2

Type A2 / B2

-

-

3500

Type A1 / B2

Type A1 / B1

1500

2350

-

Type A1 / B2

Type A1 / B1

4000

Type A1 / B2

Type A1 / B1

Type A1 / B2

Type A1 / B1

2000

3000

-

-

3500

Type A1 / B2

Type A1 / B1

-

-

3650

Type A1 / B2

Type A1 / B1

2000

3000

-

Type A1 / B2

Type A1 / B1

2500 one side 2500 one side

-

-

Type A3 / B3

-

2000 to 2500

3000

Type A3 / B3

-

Type A1 / B2

Type A1 / B1

*Cycle track are at lower grade than roadway and may be inundated during wet weather. Source MMUP Pavement Type Selection for Bicycle Track and Pedestrian Path -2011

4.10

Headroom

4.10.1

Refer to TA90/05 – Chapter Chapter 8. Except as follows

4.10.2

8.6 Not applicable for Cycle Path Design.

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4.11

Crossfall and Drainage

4.11.1

Where necessary, catch basins with drains should be provided to carry intercepted water across the path. Such ditches should be designed in such a way that no undue obstacle is presented to bicyclists.

4.11.2

Culverts or bridges are necessary where a bike path crosses a drainage channel. However, Irish crossings can also be considered. This should be discussed with Ashghal’s Drainage Department.

4.12 4.12.1

Clearances Refer to Section 4.9 Cross Section.

4.13

Bicycle Path Lighting

4.13.1

Depending on the location, average maintained horizontal illumination levels of 5 lux to 22 lux should be considered.

4.14

Bicycle Path Shading and Water Stations

4.14.1

Bicycle Track should be shaded by either adjacent Landscaping or Tensile Shade Structures.

4.14.2

Water Stations and Rest Area should be provided along stretches of Cycle Track. Exact locations are to be agreed with relevant authorities and local Municipalities.

4.15

Urban and Landscaping Design

4.15.1

The pedestrian and bicycle design are to be sited to maximise public open space, connectively (desire lines) and safety.

4.15.2

The design is to take into consideration best international practice urban design / streetscape technics, the future land use, and the travel experience. Opportunities to create or enhance recreation facilities, improve access, and general amenity for the community are to be maximised.

4.15.3

Seating, shading and other street furniture elements must be provided at appropriate locations.

4.15.4

The form of the Pedestrian and Bicycle Footbridges are to follow best practice for Aesthetics Design guidelines, creating a high amenity environment for all users

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Treatments 5. Bicycle Path Intersection Treatments 5.1

General

5.1.1

Access should always be provided where paths cross local streets and arterial roads. Accessibility should be improved further by connections to local roads.

5.1.2

An integrated shared use path/bicycle/pedestrian treatment should be developed for each Local Road, where no connection with the main Doha Bicycle Network is available. The treatments should extend between the limit of the Works where they can be safely transitioned back into the existing provisions.

5.1.3

Bicycle treatments and crossings are to be included within the review scope of all phases of the Road Safety Audit Process.

5.2

Intersections Treatments

5.2.1

Most auto/bicycle accidents occur at intersections. For this reason, bikeway design at intersections should be accomplished in a manner that will minimise confusion by motorists and bicyclists, and will permit both to operate in accordance with the normal rules of the road.

5.2.2

Table 5-1 provides guidance for selection of appropriate crossing facilities to be integrated within the bicycle design .

Figure 5-1: Guidelines for Selection of Crossing Facility - Source AGTM 2007

Facility

Freeway / Expressway X X

Kerb Build Out Traffic / refuge Island Traffic Calming X (Speed Table) Pedestrian X (Zebra) Crossing Pedestrian Traffic X Crossing Mid-Block X Signalised Crossing Grade Separated A Crossing

Major Arterial

Minor Arterial

Collector Collecto r

Local Road

X X

X M

A A

A A

X

X

M

A

X

M

A

X

A

A

M

X

M

A

X

X

A

M

X

X

A – A – Appropriate Appropriate M – maybe – maybe Likely X - Inappropriate

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5.3 5.3.1

Termination Treatments

All terminations of off-road cycle paths shall provide a safe treatment facility and signage in accordance with UK standards for bicycle signage. Such treatments include staggered fencing, bollard treatment (as shown below).

Figure 5-2 Example of bollard treatment - Source AGRD 2010

Figure 5-3 Example of u-rail and hazard board treatment – Source Source AGRD 2010

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Figure 5-4 Example of Staggered fence treatment - Source AGRD

5.4

Crossings at Unsignalised Junctions

5.4.1

Stopping sight distance should be provided for drivers approaching the intersection from the local road with clear sight lines to cyclists for turning motorists from the major roads into the local road.

5.4.2

Kerb ramps on both sides of the road shall be provided with a suitable terminal treatment.

5.4.3

At locations where bicycle or shared-paths cross a minor local intersecting street. The local street shall: a. b. c.

Provide appropriate signage and delineation to ensure motorists are aware of the existence of the crossing and the priority that applies Encourage safe and correct use by cyclists Not impede the safely of motorists turning in from the major road

5.4.4

Paths should be aligned to intersect roads at approximately 90 degrees.

5.4.5

Unsignalised crossings of local streets may require cyclists to give way to road traffic, where traffic volumes exceed 3000vpd or 4 numbers of lanes, a typical refuge should be provided.

5.4.6

For Straight across crossing (Refer Figure 5.5), the crossing point should be positioned to provide refuge for at least one car length between the crossing point and mainline carriageway.

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(5.5m min)

Figure 5-5: Straight across unsignalised crossing – Source Source CROW Design manual for bicycle traffic V32

Figure 5-6: Local cul-de-sac unsignalised crossing – Source Source UK CID 2088

Figure 5-7: Bend in crossing for unsignalised crossings - Source QBMP 2008 PWA IAN 011 Rev A1

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5.5

Crossings at Signalised Junctions

5.5.1

The need of cyclists should be considered in relation to detection, signal phasing and timings and the overall road space.

5.5.2

For high speed (>50km/h posted speed) environments, safe provisions are to be provided for bicycles to cross within the pedestrian signal phase.

5.5.3

Design Consultant to consider whether the crossings can be safely operated without the need for cyclists to dismount.

5.5.4

Bicycle holding rails shall be provided where bicycle users are not required to dismount, as shown in Figure 5-9. The design shall consider bicycle detection and adjust push button positions to suite bicycle use rs.

5.5.5

For low speed (50km/h posted speed or less) environments with on-street bicycle facilities, safe provisions for bicycles are to be provided for all movements through the junction (Refer to Figure 5-12).

5.5.6

Bicycle hook turn box treatments are not to be used.

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Figure 5-8: Typical Fully Signalised Junction crossing - Source QBMP 2008

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Figure 5-9: Typical Holding Rail - Source ARGD 2010

Figure 5-10: Signal activation button - Source NSW Bicycle Guidelines Figure 5-11: Cycle-only phase crossing point - Source CID 2008

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Figure 5-12: Provisions for On Street Bicycle operations at Intersections - Source AGRD 2010

5.6

Crossing at Roundabouts

5.6.1

For multi-lane high volume roads, grade separated crossing shall be provided to avoid the safety concerns of cyclists crossing major roundabout junctions (refer to section 5.8).

5.6.2

For low volume roads with on-road cycle treatments, on-road bicycle lanes should terminate prior to the circulating traffic lane so that cyclists can safely merge with the live traffic stream. Facilities to enable bicyclists to dismount and cross at-grade should be considered, as shown in Figure 5-14.

Figure 5-13: Bicycle crossing at Roundabout Junctions - Source AGRD 2010

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Figure 5-14: At-Grade Roundabout Bicycle Crossing - Source QBMP 2008.

5.7 5.7.1

5.8

Mid-Block Crossings Mid-Block Crossings may be provided where the posted speed is 80km/h or less.

Grade Separated Crossings

5.8.1

Grade Separated crossings may be provided where the posted speed is greater than 80km/h to maintain bicycle continuity.

5.8.2

Locations for grade separation shall be assessed on a case by case situation, reviewing the bicycle demand volume, land use, road speed environment and number of lanes and access from nearest safe crossing facility.

5.8.3

Separate highway overcrossing structures for bikeway traffic shall conform to DMRB standard design loading. The minimum clear width shall be the paved width of the approach bikeway and should not be less than the requirement stated in Section 4.09 Cross-Section.

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Figure 5-15: Grade Separated Crossing Entrance - Source N ZTA Urban Design Principals 2009

Figure 5-16: Roundabout Grade Separated Crossing - Source QBM P 2008

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Figure 5-17: Pedestrian / Bicycle Bridge Crossing Facility

5.9

On-Road Bike Lanes

5.9.1

On-Road Bike Lanes are to be provided as per the guidelines in the QBMP MasterPlan.

5.9.2

On-Road Bicycle Lanes shall be a coloured or striped, dedicated lane for cyclists, at a minimum width of 1.2 m and maximum of 2.0m, along the outside (rightmost) curb.

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Figure 5-18: On-Street Bicycle Facilities - Source QBMP 2008

5.10

Bicycle Construction Details

5.11

Pavements

5.11.1

5.12

The designer is to refer to IAN 021 for Cycleways and Footways Pavement Design Guidelines.

Drainage

5.12.1

Drainage inlet grates, manhole covers, etc., on bikeways should be designed and installed in a manner that provides an adequate surface for bicyclists.

5.12.2

Drainage inlet grates on bikeways shall have openings narrow enough and short enough to assure bicycle tires will not drop into the grates

5.12.3

All inlet grates, manhole covers, etc. are to be approved by Ashghal Operation and Maintenance Department (O&M) prior to installation.

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Figure 5-19 Bicycle-Compatible Drainage Grates - Source NCHRP 15-37: 2010, Exhibit 4.37

5.13

Line marking

5.13.1

Bicycle road markings and regulatory signage, except where stated in this note or within the current Qatar Traffic Manual, shall be in accordance with the UK Traffic Signs Manual.

5.13.2

On-Street Bicycle lanes are to be delineated with a 100 mm wide solid line with a marked bicycle stencil at regular intervals (200 m).

Figure 5-20 Example of Bicycle Road Marking - Source NCHRP 15-37: 2010, Exhibit 4.4

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Figure 5-21 Bicycle Tracking Surface Colouring

5.13.3

Bicycle Surface Colouring a. b. c.

Golden Sand colour is recommended for base colour for pedestrian. For example Kasota Limestone. Qatar Maroon is recommended for cycle way pavement surface. Other colour scheme can be used depending on the theme or colour scheme of specific residential or commercial develop ment subject to the Engineer’s approval.

Figure 5-22: Qatar Maroon

5.13.4

Colour Surfacing shall be UV stable and suitable to local climatic conditions. The colour surfacing product should be able to demonstrate an equivalent design life of 10 years.

5.13.5

Colour Surfacing should be applied along sections of on-street bicycle lanes and where need appropriate to aid delineation of the bicycle path.

5.14 5.14.1

Signage Except where stated in this design note or within the Qatar Traffic Manual the regulatory signage shall be in accordance with the UK Traffic Signs Manual.

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Figure 5-23: Example of Typical Road Regulatory Signage – Source Source QBMP 2008

5.14.2

In addition to regulatory signage, directional signage shall be installed to call out key destinations along the system. This signage strategy, format and dimensions are to be undertaken in conjunction with MMUP, prior to installation.

Figure 5-24: Example of Typical Road Destination Signage – Source Source QBMP 2008

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6. References AUS: Austroads: The Guide to Road Design, Sydney Austriallia, Austroads I ncorporated, 2009

US: AASHTO: A Policy on Geometric Design of Highways and Streets. Washington, Washingt on, D.C: American Association Association of of State Highway Highway and and Transportation Transportation Officials, Officials, 2004. 2004. UK: Department of Transport: Land Transport Note 2/08 Cycleway Infrasture Design. London TSO, Department for Transport, 2008 UK: Design Manual for Roads and Bridges (DMRB) Volume 6 Section 3 Part 5 – TA90/05 – The Geometric Design of Pedestrian, Cycle and Equestrian Routes NL: CROW – Infrastructure Design Manual, Bicycle Design

US: Federal Highway Administration. Manual on Uniform Traffic Control Devices. Washington, D.C: Federal Highway Administration, U.S. Department of Transportation, 2009. QA: Urban Planning & Development Authority - Qatar Bicycle Master Plan, Volume 1: Master Plan – Plan – 2008 2008 QA: Urban Planning & Development Authority - Transport Master Plan for Qatar- Review and Critique of Bicycle Network Plan – 2007 – 2007

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PWA IAN 011 Rev A1 - Cycleway Design Guidelines

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