Arahan Teknik (Jalan) 10/86

A Guide on
the Design of Cycle Track

7.0m

5.0m

Roads Branch
Public Works Department Malaysia
Jalan Sultan Salahuddin
50582 Kuala Lumpur
FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

A GUIDE TO THE DESIGN OF LIST OF FIGURES

CYCLE TRACK CONTENTS
Fig. 1 Types of Cycle Track
Fig. 2 Method of Attaining
1.0 INTRODUCTION Superelevation
1.1 Purpose of Guidelines Fig. 3 Cycle Track Pavement
1.2 Types of Cycle Tracks Structure
1.2.1 Restricted Cycle Track Fig. 4(a) Typical At-Grade Midblock
1.2.2 Exclusive Cycle Track Crossing
Fig. 4(b) Intersection
2.0 PLANNING FOR CYCLE Allowing Turning
TRACK Movements From Arterial
2.1 Route Location Cycle Track to Cross Street
2.2 Short Term Solutions Fig. 5 Cycle Track Underpass
2.3 Long Term, Solutions
LIST OF TABLES
3.0 GENERAL CONSIDERATIONS Table 1 Minimum Stopping Sight
Distance
4.0 ELEMENTS OF DESIGN Table 2 Minimum Radius
Table 3 Curve Treatment
4.1 Design Speed
Table 4 Width of Cycle Lane
4.2 Sight Distance
4.3 Horizontal Alignment
4.3.1 Minimum Radius
4.3.2 Curve Treatment
4.3.3 Superelevation
4.4 Vertical Alignment
4.4.1 Grades
4.5 Cross-Section Element
4.5.1 Lane Width
4.5.2 Pavement

5.0 INTERSECTI0N TREATMENT

5.1 At Grade Intersection Treatment
5.2 Grade Separated Intersection
Treatment

6.0 DRAINAGE

7.0 TRAFFIC CONTROL DEVICES

7.1 Road Markings
7.2 Traffic Signs
7.3 Traffic Signals

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FOR INTERNAL USE ONLY
1.0 INTRODUCTIONS
A cycle track refers to all two-wheel and three
wheel transportation systems incorporating
paths, trails, lanes and routes, cycle crossings
and intersections, overpasses and other related
facilities.
1.1 Purpose of Guidelines
The purpose of this guideline is to help the
designer decide the minimum values of design
criteria to be used when designing cycle tracks.
Safe, convenient and adequate facilities are
essential to allow smooth flow of traffic, and to
reduce or avoid accidents between motorists
and cyclists.
1.2 Types of cycle Track
There are two (2) types of cycle track. These
are as discussed below and shown in Figure 1.
1.2.1 Restricted Cycle Track
(See Figure 1a)
Cawangan Jalan, Ibu Pejabat JKR, K.L
A Guide to the Design of Cycle Track
This kind of cycle track can be developed with-
in the carriageway of an existing road. It is usu-
ally sited on the left side of the road,preferably
between the kerbs and the parking lane. Some
form of physical barrier or pavement markings
defines the corridor set aside for the cyclists
and route markings are necessary to define the
route and reduce potential conflicts. However,
at crossings and intersections, this kind of cycle
track ceases as a separate mode and conflicts
may occur with other forms of movement.
1.2.2 Exclusive Cycle Track
(See Figure 1b)
An exclusive cycle track is a completeseparate
right-of-way established for the sole use of
cyclists. This kind of cycle track separates the
cyclists from other motorists. This type of
exclusive cycle track differs from the restricted
cycle track in that it normally has a wide right-
of-way and is not developed from existing car-
riageway of a wide road. It helps to separate
conflicts at crossings and intersections with the
provision of underpasses and other related
facilities.
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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

major dangers to cyclists occur, special protec-

2.0 PLANNING FOR CYCLE
TRACK
2.1 Route Location
Locating suitable cycle track routes for initial
development requires investigation into the
potential purpose of cycling within a communi-
ty. Four planning principles for the choice of
routes are that they would be:-
i. in locations serving a variety of purposes;
ii. in high-use areas near concern trations of
residential population and employment as
well as shopping areas, schools and parks;
tive lanes should be provided. As cycle track
development and use become established and
sources of finances become recognised, greater
attention may be focussed upon the provision
of more protected routes. Here, an Exclusive
Cycle Track can be introduced to separate con-
flict between cyclists and motorists.
3.0 GENERAL CONSIDERATION
In areas, where there is usually a high propor-
tion of motorcyclist, the volume may be so
substantial as to affect the smooth flow of traf-
fic.in such instances, the provision of separate
and exclusive cycle lanes should be considered.

iii. in locations where they can easily be inte
grated into a system serving the entire
urban area; and
iv.capable of gradual introduction.
the general warrant for determining the need
for an exclusive cycle lane are :-
i. the total volume of traffic exceeds the pro
vided lane capacity, and

The development of any cycle track should be ii. the volume of motorcycles exceeds 20% of
part of an overall adopted system planned in the total volume of traffic.
conjunction with adjoining communities.

2.2 Short Term Solutions 4.0 ELEMENTS OF DESIGN

in the early stages of developing cycle tracks, 4.1 Design Speed
the low-cost short term solutions reflecting
The design speed to be used is 60km/hr.
local needs should be considered rather than
However, where there are physical con-
the provision of elaborate and expensive sepa-
straints, this may be lowered.
rate right-of-way. A basic starting point will be
the identification of safe, conveniently located
4.2 Sight Distance
and under-utilized road space which could be
easily converted to cycle tracks simply by sign- Adequate sight distance is required to
posting and route markings on the road surface, facilitate safe stopping at junctions with
and restricting motor vehicle speed. A good other travel modes, as shown in Table 1.
example of this short solution is the Restricted
Cycle Track, which is done by paving the
shoulders of the road and introducing adequate
guide signs for both the cyclists andmotorists.

2.3 Long Term Solutions

Second priority should be given to the removal

of barriers to travel by the provision of over
and under-passes at critical locations. In areas
of greatest vehicle concentration where the

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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

Table 1 : Minimum Stopping Sight Distance

Design Speed Min. Stopping Sight
(km/hr) Distance (m)
20 20
30 30
40 45
50 65
60 85
80 140
100 205
120 285

4.3 Horizontal Alignment

4.3.1 Minimum Radius

The formula used in determining the required minimum radius for the curve is :
V2
R = --_________
127 (e + f)

where :-

R = Minimum radius of curve in meters

V = Design Speed , in km/hr.
e = Maximum rate of superelevation
f = Maximum allowable side friction factor.

Table 2 : Minimum Radius

Design Speed Minimum Radius(m)
(km/hr) e = 0.06 e = 0.10
20 15 15
30 35 30
40 60 50
50 100 85
60 150 125
80 28 230
100 465 375
120 710 570

However, the value for the radius has been computed and tabulated as in Table 2.
Where cycle tracks are incorporated in existing street system, optimum design wil be restricted as
turning radius will be dictated by the form of the existing roads. Adequate warning will then have

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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

to put up to inform the cyclists about the dangerous curves.

4.3.2 Curve Treatment

In designing two-sway cycle track there is a need to increase the width through curves in order
to allow for cyclists to lean on curves. The amount of widening is however limited to 1.2m and the
standards are expressed in Table 3.

Pavement Widening (m)

Degree of Design Speed (km/hr)
curves
D 50 60 80
9 N/A N/A 0.6
10 -11 N/A N/A 0.6
12 -15 N/A 0.6
16 -18 0.6 0.6
19 -21 0.9
22 -25 1.2

Table 3 : Curve Treatment

4.3.3 Superelevation
The maximum superelevation to be used is 0.06. Superelevation should be applied from the tan-
gent
point
to its

required value at the point of maximum widening. This is as shown in Figure 2.

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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

4.4 Vertical Alignment

4.4.1 Grades
The maximum grade allowed is 10% with a minimum grade of 0.5%. At very flat areas, the mini-
mum grade can be reduced further but with prior approval.

4.4.2 Vertical Curves

The minimum vertical curve length to be used is 15m.On sag vertical curves, the design should be
such as to avoid any ponding of surface water.

4.5 Cross-Section Element

4.5.1 Lane Width

The required widths of the cycle lane is as shown in Table 4.The cycle lane must be
separated from any pedestrians sidewalk and the width of separation must be at least
1.0m.
Table 4 : Width of cycle Lane
Volume
(cyclist / hour) 1000 - 1500 1500 - 2000 2000

Width Minimum 2.0 2.5 3.0

Desirable 2.5 3.0 3.5

4.5.2 Pavement
The pavement structure will vary according to ground and sub-surface conditions, volume of
motorcycles and the type of use. Two types of standard design have been selected and are to be
used. They are as indicated in Figure 3. The normal crossfall of the pavement is 2%.

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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

5.0 INTERSECTION TREATMENT

At intersection or interchanges, some form of channelisation with specific routes for the motor
cyclists should be provided to minimize conflicts that will arise. Possible intersection treatment
types include i) at grade or ii) grade-separated.The type of intersection treatment will depend on
the volume of the traffic and the volume of motorcycles.

5.1 At Grade Intersection Treatment

An at-grade intersection treatment is sufficient where the volume of motorcycles does not exceed
30 percent of the total volume of traffic at the particular intersection during peak hours. Typical at-
grade intersection is as shown in Figure 4(a) and 4(b). An at-grade intersection treatment is suffi-
cient with proper signing, speed limits and lane markings.

5.2 Grade Separated Intersection

Treatment
When the volume of motorcycles exceeds 30 percent of the total volume of traffic at the particular
intersection during peak hours or when an at-grade intersection treatment does not provide a
smooth flower adequate safety to the motorcyclist, grade separated intersection treatment should
be considered.

This can be easily incorporated at roundabout and other intersections with the provision of under-
passes (box culvert type).

The underpass must have a 2.5m clearance with a maximum slope of 10 percent. They should be
lighted to give better visibility and safety during the night time. A typical, underpass is as shown in
Figure 5.

6.0 DRAINAGE
No special. drainage treatment is required for a shared or restricted cycle track forming part of an
existing carriageway. In steep sloping terrain where it is necessary for the cycle track to be cut into
the hillside, a continuous gutter should be provided along the cut face with approximately placed
sumps and drains to divert storm water run-off beneath the cycle track.

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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

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FOR INTERNAL USE ONLY A Guide to the Design of Cycle Track

7.0 TRAFFIC CONTROL DEVICES

Traffic control devices play and important part in allowing the smooth flow of traffic.It also helps
to reduce or avoid accidents among users of the road. Basically there are 3 types of traffic control
devices namely :-

7.1 Road Markings

Proper markings on the pavement regulate, warn and advise users on the dangers ahead of them.
Road markings such as "LALUAN SIKAL" and many other words can be painted on the ,surface
of the pavement. Further details of the road markings can be found in JKR's Arahan Teknik (Jalan)
:Manual On Traffic Control Devices-Road Marking And Delineations.

7.2 Traffic Sins

Just like road markings, traffic signs regulate, warn and advise users on the dangers ahead of
them.There are many signs and their location is a fundamental importance for the road users to act
on them. For cycle track with design speed of 60 kilometers per hour, the signs need to be put at
least 50 metres away from the point of danger.

This is to give the cyclists ample time to act on seeing the signs. It is not necessary to have a dif-
ferent set of colours from those that are in use now as it will only make things more complicated
in construction and maintenance.

7.3 Traffic Signals

Wherecycle track crosses a major road ,adequate junction treatment need to be considered, partic-
ularly on the safety aspects. Here traffic signals can be used whereby a separate phase can be intro-
duced for the cyclists.

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