TOWARDS A SAFER AND EFFECTIVE BICYCLE LANE

IMPLEMENTATION IN SRI LANKAN HIGHWAYS

By Eng. Suneth Thushara Salawavidana

Highway Design Engineer

Road Development Authority

5th Floor,

Sethsiripaya

Battaramulla

November 2011
ABSTRACT
Bicycle lanes are incooperated into the new road projects carried out by the Road
Development Authority. This is a step to encourage the non motorized transport of this
country. But it is observed that these bicycle lanes are not used for its intended purpose.
Especially in Colombo area, there are very few bicyclists on the roads and bicycle lanes are
always empty. So it is seen that the bicycle lanes are used to overtake vehicles in wrong side,
for illegal roadside parking etc. While the situation is such, Road Development Authority is
planning to extend its new policy to all the roads in Hambanthota hub development projects
by incooperating bicycle lanes. A natural question any highway and traffic engineer would
have in this situation is; have the bicycle lanes failed in these projects around Colombo? If
so, what are the recommendations that can be drawn to avoid such an ill fate to fall in the
proposed bicycle lane facilities in Hambanthota hub development projects? In this research,
many design guidelines in various countries were studied. Then the drawbacks experienced
in local projects were analyzed. So it was learnt that the reason for failure of bicycle
facilities in our country must be due to the non adherence to such a guideline and also the
local climate, social stigma etc. Recommendations are therefore made to avoid these
problems in the future projects.

1 INTRODUCTION
Road Development Authority, the major road agency of Sri Lanka under which more than
12000km of national highways fall, has taken some steps to incorporate bicycle lanes in their
new road designs. Some of the urban roads such as Kaduwela Malabe road are provided with
bicycle lanes to impose this new policy. Hambanthota hub development project, which is the
recent road infrastructure construction in gigantic dimensions, is no exception. Even the
bicycle paths are introduced in some of the roads coming under Hambanthota hub
development project.
Nevertheless, it has been observed that very few bicyclists use this exclusive facility
dedicated for them whilst the road agency invests millions of hard earned national budget for
these schemes. With this, it is highly arguable whether actually such a requirement for
bicycle lanes does exist in this country. With the fact that the world is fast moving into the
greener technologies, non motorized transport is an inevitable option. In such a context, the
viability of promoting bicycles as a vehicle for low income groups as well as for short
distance trips will be mandatory.
For the time being, there is no such design standard used in Sri Lanka for the design of
bicycle lanes or bicycle paths. In places where the bicycle paths are introduced, they are
designed so as to run parallel with the highway. While it can be argued that the design
standards for higher speeds are also appropriate for the low speeds as well, following a proper
design standard can save the adjoining greeneries, which should be a prime objective in a
tropical country like Sri Lanka. Saving greeneries adjacent to the bicycle path means that
more bicyclists are attracted to use the facility owing to the relative comfort they enjoy in the
shelter. Further, the bicycles cannot tolerate the steep grades which will seem a pleasant
design for motorists. Paralleling the highway centre line does not ensure that this requirement
is met.
In countries where the promotion of non motorized vehicles has taken place, bicycle lanes
and bicycle paths have been incorporated into their design strategies and the design

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guidelines are well documented. But the question is whether these guidelines can be used as it
is in the local context. May be some modifications will be necessary. Selecting the best
standard will be more or less a policy decision rather than a research topic. But this research
is aimed at analyzing them with their pros and cons, in order to come up with a design
standard for bicycle facility of our own.
So the objectives of this study were as follows.
1. Have the bicycle lanes/paths implemented been successful in the recent projects?
2. What could be the reasons for failures if any?
3. Recommendations for the implementation for bicycle facilities in the future projects.

2 LITERATURE REVIEW

2.01 Introduction
Bicycle facilities toady have become an inevitable part in highway design. In addition to the
promotion of non motorized transport to save energy, it serves as a low cost alternative for
the ever increasing travel demand. Michael Replogle [1991:1] says NMVs offer low cost
private transport, emit no pollution, use renewable energy, emphasize use of labor rather than
capital for mobility, and are well suited for short trips in most cities regardless of income,
offering an alternative to motorized transport for many short trips. Thus, they are appropriate
elements in strategies dealing with poverty alleviation, air pollution, management of traffic
problems and motorization, and the social and economic dimensions of structural adjustment.
NMVs have a most important role to play as a complementary mode to public transportation.
Income plays a significant role in influencing transportation choices people have. People with
low incomes face extremely limited transport choices. Where there is extensive poverty, it is
most important to ensure that the modes used by the poor continue to remain available as
travel options. Despite rising incomes in many cities across Asia, the distribution of wealth
and income remains skewed in much of the region. Rapid urbanization and economic growth
throughout much of Asia has left behind hundreds of millions of people, who continue to live
in desperate poverty. Indeed, two-thirds of the poorest of the poor in the world live in India,
Bangladesh, Pakistan, and China.
Many low income people in Asian cities cannot afford even subsidized public transport fares
and have no choice but to walk or cycle, even for travel distances of 10 to 20 km. For most
poor households, walking accounts for the majority of all trips. When incomes are low, the
value of time relative to cost for travelers is low as well. Although walking costs nothing, it
takes a lot of time for all but short trips. Cycling often offers four or five times greater speed
and is cheaper than public transport, once a bicycle is in hand. When a bicycle that will last
years costs the equivalent of six or eight months of bus fares, there is good profit for a poor
person in having one and using it. Thus, for the poor in Asia, increases in personal mobility
are most commonly expressed in expanded use of bicycles. Increased mobility for goods
movement and the transportation of children and families is often expressed in greater use of
cycle-rickshaws, where these are available, or bus public transportation where this is
available.
While most of the Sri Lankans are not so poor to afford the subsidized public transport costs,
cycling is dominant in many areas outside Colombo. Bicycle population is dominant
especially in North Central, North and East provinces. But no separate bicycle facilities are
provided in these remote areas. This is explained by Michael Raplogle stating: In many low

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income Asian cities where NMVs predominate, there has been little need to create a separate
cycle network because large numbers of NMVs define their own legitimacy to right-of-way.
However, as motorization increases, or as traffic congestion worsens, it becomes increasingly
important to develop modal separation in high traffic flow corridors. This is particularly vital
in mixed traffic cities where NMV use is declining due to competition from growing
motorized traffic.
So it is high time that the highway design engineers of Sri Lanka think seriously of these
issues and incorporate safe and effective bicycle facilities to their highway designs.

2.02 Types of Bicycle Facilities

Bicycle facilities are incorporated into the traditional highway design in various magnitudes.
They can be bicycle lanes running in the both sides of a highway, which are demarcated by
lane marking, or separate bicycle paths. Four types of bicycle facilities are given in the
Highway Design Manual [2006:1000-2] categorizes the bicycle facilities into four major
groups.

2.2.1 Shared Roadway (No Bikeway Designation)

In some instances, entire street systems may be fully adequate for safe and efficient bicycle
travel and signing and pavement marking for bicycle use may be unnecessary. In other cases,
prior to designation as a bikeway, routes may need improvements for bicycle travel. Many
rural highways are used by touring bicyclists for intercity and recreational travel. It might be
inappropriate to designate the highways as bikeways because of the limited use and the lack
of continuity with other bike routes. However, the development and maintenance of 1.2 m
paved roadway shoulders with a standard 100 mm edge line can significantly improve the
safety and convenience for bicyclists and motorists along such routes.

2.2.2 Class I Bikeway (Bike Path).

Generally, bike paths should be used to serve corridors not served by streets and highways or
where wide right of way exists, permitting such facilities to be constructed away from the
influence of parallel streets. Bike paths should offer opportunities not provided by the road
system. They can either provide a recreational opportunity, or in some instances, can serve as
direct high-speed commute routes if cross flow by motor vehicles and pedestrian conflicts
can be minimized. The most common applications are along rivers, ocean fronts, canals,
utility right of way, abandoned railroad right of way, within college campuses, or within and
between parks. There may also be situations where such facilities can be provided as part of
planned developments. Another common application of Class I facilities is to close gaps to
bicycle travel caused by construction of freeways or because of the existence of natural
barriers (rivers, mountains, etc.).

2.2.3 Class II Bikeway (Bike Lane).

Bike lanes are established along streets in corridors where there is significant bicycle
demand, and where there are distinct needs that can be served by them. The purpose should
be to improve conditions for bicyclists in the corridors. Bike lanes are intended to delineate
the right of way assigned to bicyclists and motorists and to provide for more predictable
movements by constructing bike lanes is to better accommodate bicyclists through corridors
where insufficient room exists for safe bicycling on existing streets. This can be
accomplished by reducing the number of lanes, reducing lane width, or prohibiting parking
on given streets in order to delineate bike lanes. In addition, other things can be done on bike
lane streets to improve the situation for bicyclists, that might not be possible on all streets

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(e.g., improvements to the surface, augmented sweeping programs, special signal facilities,
etc.). Generally, pavement markings alone will not measurably enhance bicycling.
If bicycle travel is to be controlled by delineation, special efforts should be made to assure
that high levels of service are provided with these lanes.
In selecting appropriate streets for bike lanes, location criteria discussed in the next section
should be considered.

2.2.4 Class III Bikeway (Bike Route).

Bike routes are shared facilities which serve either to:
(a) Provide continuity to other bicycle facilities (usually Class II bikeways); or
(b) Designate preferred routes through high demand corridors.
As with bike lanes, designation of bike routes should indicate to bicyclists that there are
particular advantages to using these routes as compared with alternative routes. This means
that responsible agencies have taken actions to assure that these routes are suitable as shared
routes and will be maintained in a manner consistent with the needs of bicyclists. Normally,
bike routes are shared with motor vehicles. The use of sidewalks as Class III bikeways is
strongly discouraged.
It is emphasized that the designation of bikeways as Class I, II and III should not be
construed as a hierarchy of bikeways; that one is better than the other. Each class of bikeway
has its appropriate application.
In selecting the proper facility, an overriding concern is to assure that the proposed facility
will not encourage or require bicyclists or motorists to operate in a manner that is inconsistent
with the rules of the road.
An important consideration in selecting the type of facility is continuity. Alternating
segments of Class I and Class II (or Class III) bikeways along a route are generally
incompatible, as street crossings by bicyclists are required when the route changes character.
Also, wrong-way bicycle travel will occur on the street beyond the ends of bike paths because
of the inconvenience of having to cross the street.

2.03 Decision for Bicycle Facilities

The decision to implement a bicycle facility should be taken upon proper professional
judgment. Decisions should not be based upon individual interest or political influence. NCC
Cycling Design Guide [2006:9] recommends the following questionnaire before taking the
decision to implement a bicycle facility.

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 Fig. 2.1 Diagram of Decision for Bicycle Facilities

2.04 Design Concept for Bicycle Lanes

Road Development Authority recently incorporated Bicycle Lanes and Bicycle Paths into
their design strategy. This is with the recent development of focus towards the non motorizd
transport. Bicycle lanes are mainly going to be incorporated into the highways in Colombo
suburbs.
Maryland SHA Bicycle and Pedestrian Design Guidelines [2005: 3-1] puts forward following
general notes regarding the bicycle lanes
Bicycle lanes have been shown to increase the comfort level of bicyclists. Various studies
have found that bicycle lanes have some distinct advantages over paved shoulders and wide
outside lanes as they:

 Provide exclusive space for the bicyclist;

 Reduce wrong way bicycle riding;
 Encourage increased bicycle use;
 Increase motorist awareness of bicyclists;
 Encourage bicyclist to ride further away from parked vehicles;
 Reduce motorist lane changes when passing bicyclists;
 Provide visual guidance to cyclist navigating intersections (Hunter et al, 2005).

Bicycle lanes have also been shown to have some of the following potentially negative
operational characteristics:

 Require additional enforcement to prevent motorists from parking or stopping in the

bicycle lane

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  Create an impression that bicyclist must always operate in the bicycle lane (even if
there is debris or an obstruction present)
 Can place bicyclist within the path of an opening parked vehicle door

Designated bicycle lanes shall be considered if any one of the following criteria is met:

 It will be a minimum length of one-half (0.5) mile;

 Bicycle lanes are included in the local Master Plan;
 Existing or proposed adjacent land use will support bicycling (residential,
commercial, educational, recreational, transit); or
 The bicycle lane would serve to connect other bicycle facilities, including shared use
paths and bicycle routes.

Bicycle lanes are usually not necessary for roadways with very low operating speeds (20 mph
or less). In these locations, lane sharing between bicyclists and motor vehicles occurs
naturally as there is little difference in speeds between them.
Generally, roadway shoulders will not be converted to or designated as bicycle lanes, because
by law all shoulders are available for bicycle travel unless specifically prohibited. The most
common exception to this policy is to provide connectivity for an existing bicycle lane. When
shoulders are converted to bicycle lanes with the appropriate signs and pavement markings,
they shall be referred to as bicycle lanes and not shoulders. In addition, parking shall be
prohibited on these facilities. However, it is important to note that the establishment of a
bicycle lane on what was previously a shoulder does not prohibit its use by emergency
vehicles or disabled motor vehicles for short periods.

2.05 Width of Bicycle Lanes

Road Development Authority usually adopts 1.5m bicycle lane width.
Bicycle Infrastructure Design Manual for Indian Sub-continent [17] reads: NMV
infrastructure width requirements are worked on the basis of vehicle dimensions, volume and
clearance requirements of a moving NMV. These requirements vary for straight riding
cyclists and those maneuvering a bend at a cruising speed. The width requirement for a NMV
in movement is higher than its physical dimensions. This is on account of two main factors,
i.e. zigzagging movement and fear of obstacles (or maintenance of maneuvering gap).
Bicyclists move side to side to maintain balance during riding. This is called zigzagging. The
extent of zigzagging depends on a variety of factors, but in general reduces with the increase
in cycling speed. Bicyclists carrying goods and pillion riders may experience higher
zigzagging on account of extra weight carried, while cycle rickshaws experience minimal or
no zigzagging. The distance that NMV maintain for fear of obstacles depends on the height of
the obstacle. CROW Record 25 lists the bicycle spatial requirements for different obstacles.
This has been used to derive desired clearances and width requirements for different
categories of NMVs.

Bicycle Infrastructure Design Manual [12] for Indian Sub-continent has worked out table for
the width requirements

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 TABLE 2.1: Width Requirement for Bicycle Facilities

Fig. 2.2 Clearances and width requirement of adult touring bike & adult touring bike with
goods.

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Toronto draft bicycle design guidelines [2004:2] recommends following widths for bicycle
lanes.
Where curbs are present, the bicycle lane width, the distance from the face of the curb to the
centre of the lane line, should be between 1.5 metres and 2.0 metres. On paved shoulders
without curbs, the bicycle lane width, the distance from the edge of the pavement to the
centre of the lane line, should be between 1.2 metres and 1.7 metres. A wide bicycle lane (1.8
to 2.0 metres where curbs are present; 1.5 to 1.7 metres without curbs) is recommended under
one or more of the following conditions:

 where lateral obstructions, such as utility poles, are within 300 mm of the edge of
curb;
 where the bike lane is on a bridge or underpass;
 where the posted speed limit is 60 km/h or greater;
 where the adjacent traffic lane is 3.6 m or greater;
 where the bike lane is between two traffic lanes;
 for all contra-flow bicycle lanes.

Where on-street parking is permitted, the preferred combined width of the parking zone and
bicycle lane is 4.2 metres. The minimum combined width is 3.8 metres. The following table
presents the recommended allocation of space for several combined widths.

2.06 Typical Road Cross Sections for Bicycle Lanes

Toronto draft bicycle design guidelines [2004:3] recommends following cross sections.

Fig. 2.3 Typical Cross Section for No Parking

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 Fig 2.4 Typical Cross Section for One Side Parking

Fig. 2.5 Typical Cross Section for Both Sides Parking

Chicago Bike Lane Design Guide [7, 12]-recommends following cross sections.

Fig. 2.6 Typical Cross Section for No Parking

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 Fig. 2.7 Typical Cross Section for Both Sides Parking

2.07 Intersection Treatment

Bicycle lanes should be a component of a network of bicycle lanes that maintains the
integrity of the system. Toronto Draft Bicycle Lane Design Guidelines [2004:13] proposes
following lane marking in non signalized intersections.
The bike lane striping is discontinued across the leg of the intersecting street. If the approach
with the bike lane features a stop line and crosswalks, the bike lane continues all the way to
the stop line with, in most cases, the final 15 metres demarcated by a broken white line. The
two exceptions are:

 where a nearside bus stop is present, the broken line begins 20 metres from the stop
line; and,
 where right turns are not permitted, the solid line continues all the way to the stop
line.

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The solid lane line should resume immediately downstream of the far side crosswalk. The
diamond and bicycle logo pavement marking should be placed within the first 15 metres of
the lane.

Fig. 2.8 Intersection Lane Marking with a Stop Line in a Non Signalized Intersection

If the approach with the bike lane does not feature a stop line and crosswalks, the bike lane
continues to the beginning of the turning radius with, in most cases, the final 15 metres
demarcated by a broken white line. The two exceptions are:

 where a nearside bus stop is present, the broken line begins 20 metres from the bus
stop; and,
 where right turns are not permitted, the solid line continues all the way to the
beginning of the turning radius.

The solid lane line should resume 5 metres downstream of the of the projected farside edge of
the intersecting street. The diamond and bicycle logo pavement marking should be placed
within the first 15 metres of the lane.

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 Fig. 2.9 Intersection Lane Marking without a Stop Line in a Non Signalized Intersection

Further, Toronto Draft Bicycle Lane Design Guidelines proposes following lane marking in
signalized intersections.
The bike lane striping is discontinued across the leg of the intersecting street. The lane
continues all the way to the stop line with, in most cases, the final 15 metres demarcated by a
broken white line. The two exceptions are:

 where a nearside bus stop is present, the broken line begins 20 metres from the stop
line; and,
 where right turns are not permitted, the solid line continues all the way to the stop
line.

The solid lane line should resume immediately downstream of the farside crosswalk. The
diamond and bicycle logo pavement marking should be placed within the first 15 metres of
the lane.

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 Fig. 2.10 Intersection Lane Marking with a Stop Line in a Signalized Intersection

2.7.1 Bike Boxes

Innovative Bike Lane Treatments [1] proposes a concept called ‘Bike Box’ in intersections.
It reads: Bike boxes can be combined with dashed lines through the intersection for green
light situations to remind left turning motorists to be aware of bicyclists travelling straight.
Bike boxes can be installed with stripping only or with colored treatments to increase
visibility. Use of coloration substantially increases costs of maintenance over uncolored
(stripping, bicycle symbol and text only) treatments.
Bike boxes should be located at signalized intersections only and left turns on red should be
prohibited. Bike boxes should be used at locations that have a large volume of cyclists and
are often utilized in central areas where traffic is usually moving slowly. Reducing left turns
on red improves safety for cyclists and does not significantly impeded motor vehicle travel
(Words in italic are inserted by the author)

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Fig. 2.11 Recommended Bike Box Design

Fig. 2.12 Bike Box in Portland

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2.7.2 Right Turn for Bicyclists
Right turning is always problematic for the bicyclists, as well as for the motor traffic. In such
situations, special provision should be made to make cyclists feel safe at intersections. NCC
Cycling Design Guide [2006:30] proposes the ‘Splitter Island for a Cycle only Lane’ method.
Figure shows a photo of that method.

Fig. 2.13 Cycle Only Turn Protected by a Splitter Island

NCC Cycling Design Guide [2006:30] lists following advantages in this method.
 Provide a short cycle lane right turn pocket, which can be protected by a traffic island
 Can be used where traffic speeds are 40mph or below
 Can be used for allowing cycles to turn into a cycle only gap/street or track

2.08 Bus Bay Treatment

Bicyclists always face problems with bus bays because the buses carelessly encroach bus
bays crossing the bicycle lanes. Toronto Draft Bicycle Lane Design Guidelines [2004:18]
recommends following lane marking to ease this situation.

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 Fig. 2.14 Lane Marking for Bicyclists in a Bus Bay

Chicago Bike Lane Design Guide [28] recommends the following lane marking.

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 Fig. 2.15 Lane Marking for Bicyclists in a Bus Bay

2.09 Avoidance of Crashing with Car Door Openings in On Street Parking Area
On street parking is either allowed or illegally enjoyed in many of the urban highways in Sri
Lanka. In places where the on street parking is allowed, the bicyclist is at risk the crashing
with suddenly swung open doors of the cars. Maryland SHA Bicycle and Pedestrian Design
Guidelines [2005:3-9] describe this situation as follows.
In locations where bike lanes are adjacent to on-street parking, consideration should be given
to the possibility that bicyclists may crash into car doors that are suddenly swung open. This
type of crash is typically more likely in locations with higher parking turnover, such as main
streets, streets near restaurants and retail, etc. This is not typically a concern on residential
streets. Bicyclists encountering an opened door must either stop short of the door, swerve into
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an adjacent travel lane or risk riding into the open door or being struck by the opening door.
This act is commonly referred to as “dooring” by bicyclists. Bicyclists have been injured and
killed due to dooring events.
To mitigate or reduce the possibility of a dooring event a number of communities have
experimented with various pavement markings, regulatory signs, and or warning signs to
prevent dooring incidents. The following mitigation measures have been analyzed in
locations with high parking turnover, and 7 or 8 foot parking lanes adjacent to bicycle lanes;
or locations with a history of dooring accidents or complaints of dooring “close calls.” SHA
may consider using these measures on urban streets with frequent on-street parking turnover,
on an experimental basis.

2.9.1 Dooring Warning Sign

This sign can be located adjacent to existing parking regulation signs to increase their
visibility to motorists. An example of a dooring warning sign is shown in Figure 2.16.

Fig. 2.16 Dooring Warning Sign

2.9.2 Modified Bicycle Lane Marking

Based upon a study performed in San Francisco, CA, marking the door zone with extension
lines as shown in Figure 3.17 may encourage bicyclists to ride towards the
left side of the bicycle lane outside of the door zone. Engineering judgment should be utilized
to determine the frequency of placement of the door zone extension lines. Consideration may
also be given to utilizing a smaller bicycle lane symbol and arrow which would be placed on
the extreme left side of bicycle lane.

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 Fig. 2.17 Dooring Warning Markings

2.9.3 Small Symbol and Arrow Bicycle Lane Marking

Based upon a study performed in Cambridge, MA, utilizing smaller symbols and arrows as
shown in Figure 2.18 may encourage bicyclist to ride towards the left side of the bicycle lane
outside of the door zone. The smaller markings should be placed to the extreme left of the
bicycle lane.

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 Fig. 2.18 Example of Use of Smaller Bicycle Lane Symbol

2.10 Necessity of Bicycle Parking Places

The safety of bicycles is a major issue when it comes to theft and vandalism. As the bicycle is
the poor man’s vehicle, necessary safety measures are mandatory. Also, shelter for bicycles
when parking should also be taken into account. NCC Cycling Design Guide [2006:55] reads:
Unless cycle parking is provided in the correct location, it will not be used.

There are 2 main types of cycle parking short term and long term.
 For short term, the cycle parking should be placed as close as possible to the trip end
point such as entrance to shops, leisure centre, town centre etc as cyclists prefer not to
walk long distances once they have parked. Sheffield Stands are ideal for this purpose
(see Fig. 2.19)

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 Fig. 2.19 Sheffield Stand with Cross Bar, Signing and Reflectorised Bands

 For longer term parking (i.e. all day) cyclists may be prepared to walk further for the
facility. These facilities may take the form of more secure cycle parking such as
lockers or undercover stands at workplaces and rail stations.

Alexandria [2009:1] has come up with a design for the bicycle shelters as demonstrated in the
following figures.

Fig. 2.20 Front Elevation of a Permanent Bicycle Parking Place

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 Fig. 2.21 Plan View of a Permanent Bicycle Parking Place

Fig. 2.22 Side Elevation of a Permanent Bicycle Parking Place

2.11 Coloured Bicycle Lanes

As per the Australian Good Practice, they use a coloured bicycle lane to demarcate the
bicycle lane from the shared roadway. Australian Good Practice [2010:4] quotes: Currently in
Australia, Territory and Municipal Services (TAMS) in the ACT are the only jurisdiction
which determines when a coloured surface treatment is required by using a warrants system.
The Department of Infrastructure, Energy and Resources (DIER),
Tasmania, use professional engineering judgement based on the road function, vehicle and
cycle volumes and crash history to determine the need for a coloured surface treatment

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(Brown 2010). Other jurisdictions above only give a list of factors where a treatment is
applicable.
Local governments reported a variety of different measures to determine where to install the
coloured surface treatments:

 The City of Darebin, Victoria, uses conflict points and establishes whether the lane is
an important cycling route to determine where treatments should be installed, but the
actual amount of coloured surface treatment is restricted by the budget (Grounds
2010).
 Launceston City Council bases where coloured surface treatments should be applied
via professional judgement (Coates 2010).
 Hobart City Council (HCC) has developed a “conflict” location determination
schedule (Baird 2010).
 Logan City Council applies the coloured surface treatment on all new on-road
facilities and at other intersections where there is potential major conflict (Bayer
2010).

Fig. 2.23 Emerald Green Honeycomb Treatments

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 Fig. 2.24 Lime Honeycomb Treatment
Innovative Design Treatment lists following advantages of coloured bike lanes at conflict
points.

 Draws attention to conflict areas.

 Increases motorist yielding behaviour
 Emphasises expectation of bicyclists on the road

Fig. 2.25 shows a colored treatment for a bicycle lane at an intersection where right turning
traffic needs to cross the bicycle lane (Note: Their driving side is right)

\
Fig. 2.25 Coloured Treatment for a Bicycle Lane at an Intersection

3 DATA COLLECTION
Data for this research was collected from the Kaduwela Malabe road and Hambanthota hub
development projects. Kaduwela Malabe road is around 5km in length and has incooperated
bicycles lanes in the both sides of the road.

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4 ANALYSIS
The analysis of the data was carried considering the bicycle lanes Kaduwela-Malabe road
was considered to analyze the situation of bicycle lanes in Sri Lanka. Kaduwela-Malabe road
is a newly constructed road and its length is about 5km. An almost continuous bicycle lane
facility is provided in both sides of the road. The width of the bicycle lane is 1.5km.
A potential bicycle population can be expected in Kaduwela Malabe Road owing to the fact
that there present some of the best privately owned higher educational institutes around
Colombo. Some of them are Sri Lanka Institute of Information Technology, CINEC Maritime
Campus and South Asian Institute of Technical Studies. The student population is high and
therefore, it is expected to have a high bicycle presence. But the opposite is true.
Therefore, it is worthwhile to analyze whether the drawbacks in design and construction have
contributed to the low presence of bicycles on this road. Also, the drawbacks visible here is
an example to implement the bicycle lanes in the future projects.

4.1 Decision to Implement a Bicycle Lane

The decision to implement a bicycle lane should be taken based upon sound engineering
judgment.
As per the literature review, following prerequisites should be fulfilled for the successful
implementation of a bicycle facility.
 It should link all origins and destinations in a continuous manner.
 The route should be as direct as possible.
 It should minimize actual and perceived safety concerns for cyclists and pedestrians.

But it is observed that not all the requirements are fulfilled in the implemented project. May
be it is a reason for the minimal presence of bicyclists using the dedicated facilities. These
draw backs are analyzed in the preceding subheadings.

However, these prerequisites are fulfilled in the new Hambanthota hub development projects.
In these projects, almost all the roads are provided with bicycle lanes. Since they are apart
from the road and hence the motorized traffic, it minimizes the actual and perceived safety
concerns for bicyclists.

4.2 Avoidance of Abrupt Termination of Bicycle Lane

The bicycle lanes should be continuous throughout the road stretch and it should not
encounter abrupt terminations. The bicycle lanes are for the safety of the bicyclists and abrupt
terminations will give the idea that they are not safe for the bicyclists. As far as the Kaduwela
Malabe road is considered, abrupt terminations are imminent near the bridges and at the
intersections. Figure 4.1 shows an abrupt termination near a narrow bridge.

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 Fig. 4.1 Abrupt Termination of the Bicycle Lane at a Narrow Bridge

It is clear here that the abrupt termination of the bicycle lane is due to the lack of funding
available for the widening of the bridge. The bridge is narrow and any bicyclist riding in the
lane is forced to enter the roadway without any pre-arrangements, all in a sudden. This is
risky for the bicyclist under two reasons. First reason is that entering the motor vehicle lane
itself is a risk in a narrow bridge. Additional facilities are sought specially in such kind of
narrow bridges. But the opposite has taken place. The second reason is the bicyclist is not
given any prior warning that the lane is going to be terminated. This is risky because a sudden
maneuver will lead the loss of balance of the bicyclist and cause him to fall. The situation is
pathetic at night where no proper lighting is provided.

4.3 Avoidance of Encroachment of Bicycle Lane by Motor Vehicles

As the discipline of the road is very poor in Sri Lanka, encroachment of the bicycle lanes is
frquent. Sometimes drivers use the bicycle lane to overtake another vehicle in wrong side.
Some slow drivers prefer to use the bicycle lane as a slow lane so they are safe from the fast
traffic. Some three wheelers do this thing. The worst of all is that some motor vehicles use
the bicycle lane as a parking space where they are not provided a parking space. Figures 4.2A
and 4.2B show the severity of the problem that the whole bicycle lane is encroached in full
for the illegal parking of the motor vehicle.

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 Fig.4.2A Motor Vehicles Encroaching the Bicycle Lane for Parking

Fig. 4.2B Motor Vehicles Encroaching the Bicycle Lane for Parking

Once the bicycle lane is encroached by the motor vehicles for parking, the bicyclists are
forced to use the normal carriageway. This makes a nuisance for them. So necessary
measures should be taken to avoid illegal parking on the bicycle lanes. As an illegal parking
is punishable offence, strict law enforcement can be utilized to avoid this situation. Further, it
is necessary to provide proper parking space where necessary to discourage this practice.

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4.4 Need of Intersection Treatment
As discussed in the literature review, a bicycle lane should be a component of an area wide
network and its effectiveness greatly reduces if it is restricted to an isolated location. It can be
seen in Malabe Kaduwela road that the bicycle lanes are terminated abruptly in Malabe and
Kadwela intersections. Figure 4.3 and 4.4 show how the bicycle lanes disappear when they
reach Malabe intersection

Fig. 4.3Abrupt Termination of Bicycle Lane at Malabe Intersection

Fig.4.4 Malabe Intersection without Bicycle Lanes

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With such a situation the bicyclist who followed the bicycle lane is suddenly forced to enter
the road at his own risk. This discourages the bicyclists because it is risky for his actual and
perceived safety.

4.5 Need of a Bicycle Parking System

A parking system for bicyclists could enhance the use of bicycles. But it was observed that
even the privately owned higher education institutes lack this kind of a facility for their
students. A bicycle, unlike a motor vehicle that can be locked is highly vulnerable for theft
and vandalism. It was seen in the literature review that other countries use highly developed
bicycle parking system in which the safety of the bicycle is ensured. The necessity of such
kind of a facility should be stressed to promote the bicycle use among the masses.

4.6 Need of a Green Shelter

Sri Lanka is a tropical country. So a prime necessity for a bicycle facility is the shelter. It is
not convenient for a bicyclist to ride exposing himself to direct sunlight. Therefore, the
necessity of a green shelter covering the bicycle facility cannot be overlooked. Such a facility
is provided in Hambanthota hub development projects as shown in Fig. 4.5

Fig 4.5 The Typical Cross Section of a Road in Hambanthota Hub Development Project

5 CONCLUSION AND RECOMMENDATIONS

Road Development Authority is utilizing the hard earned national budget for the
implementation of bicycle lanes in its new projects. It is a policy decision to encourage the
non motorized transport in this country. But it was always observed that very few people use
this facility for their benefit. Instead, this facility is used to overtake the slow moving
vehicles in the wrong side, illegal parking and other such activities.

The aim of this research was to find out the possible reasons for this. It was known in the
literature review that other countries use some sophisticated guidelines to implement these
bicycle lanes. Some of them are continuation of bicycle lanes to become a part of a bicycle
network, avoidance of abrupt termination, intersection and bus bay treatment etc. Further,
they are encouraging the bicyclists by providing bicycle parking facilities, coloured bicycle
lanes and bike boxes to show priority over motorized traffic in intersections, etc. However,
none of these promising methods are observed in our local highways to encourage the
bicyclists.

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So it may be concluded that providing a bicycle lane alone will not encourage the bicyclists
to use them. Sri Lanka is a tropical country so the inconvenience caused by the direct sunlight
should also be taken into consideration. Therefore, the necessity of adjoining greeneries
should not be overlooked. The bicycle lanes should not be an isolated facility as in Kaduwela
Malabe road where it has failed but an integral part of an overall bicycle network. Such
concepts are newly introduced in Hambanthota hub development projects where bicycle lanes
are provided in almost all the road network and are graced with the large trees to provide
shelter.

Sri Lanka is famous for its social stigma that was inherited from the colonial British. So a
bicyclist is always recognized as a poor person. Therefore many individuals do not try to use
bicycles in places where it is extremely viable but instead use a car or any other motorized
transport mode if affordable. A nationwide programme to curb such kind of social stigma
should also be a part of any proposal to introduce bicycle lanes in this country.

6 REFERENCES

1. Michael Raploge, Non Motorized Vehicles in Asia, Lessons for Sustainable Transport
Planning and Policy [Online]
Available at: [Accessed on 30 May 2011]

2. Highway Design Manual 2006, [Online]

Available at: http://www.dot.ca.gov/hq/oppd/hdm/pdf/chp1000.pdf [Accessed on 30
May 2011]

3. Nottinghamshire Country Council, 2006, Cycling Design Guide [Online]

Available at: www.nottinghamshire.gov.uk/cyclingdesignguide.pdf [Accessed on 30
May 2011]

4. Maryland SHA Bicycle and Pedestrian Design Guidelines [Online]

Available at: http://www.sha.maryland.gov/oots/Chapter%203%20-
%20Bike%20Lanes.pdf [Accessed on 1 June 2011]

5. Bicycle Infrastructure Design Manual for Indian Subcontinent [Online]

Available at:
http://cleanairinitiative.org/portal/system/files/Bicycle_Manual_for_Indian_Subcontin
ent.pdf [Accessed on 1 June 2011]

6. Toronto Draft Bicycle Design Guide Lines, 2004 [Online]

Available at:
http://www.toronto.ca/cycling/thinkbike/pdf/bike_lane_design_guidelines.pdf
[Accessed on 5 June 2011]

7. Bicycle Infrastructure Design Manual for Indian Subcontinent [Online]

Available at:
http://cleanairinitiative.org/portal/system/files/Bicycle_Manual_for_Indian_Subcontin
ent.pdf [Accessed on 12 June 2011]

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8. Chicago Bike lane Design Guide [Online]
Available at:
http://www.activelivingresources.org/assets/chicagosbikelanedesignguide.pdf
[Accessed on 18 June 2011]

9. Gannet Flemming West Inc, Innovative Design Treatments [Online]

Available at: www.cabqbikewaysandtrails.com/index.php/download_file/view/.../115/
[Accessed on 25 June 2011]

10. Alexandria Department of Transportation and Environmental Services, 2009 [Online]

Available at: http://alexandriava.gov/uploadedFiles/localmotion/info/E-
Bike%20Parking%20Shelters%20-%20Plan.pdf [Accessed on 25 June 2011]

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