PWA IAN 011 Rev A1 - Cycleway Design Guidelines

Ashghal – Cycleway Design Guidelines

PWA IAN 011 Rev A1 September 2013

ASHGHAL

Interim Advice Note No. 011

Cycleway Design Guidelines

Revision No. A1

EXW-GENL-0000-PE-KBR-IP-00011

ADVICE

This Interim Advice Note (IAN) provides information and guidance on the design of cycleways. This document must be read in conjunction with:

IAN 021 – 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 30 Sep. 2013 Issued for All Relevant Infrastructure Projects DL AM MG

0 21 May 2012 Initial Issue NH AV AB

Rev Date Reason For Issue Author Chk App



Contents

1. Foreword 3

2. Ashghal Interim Advice Note (IAN) – Feedback Form 4

3. Introduction 5

4. Withdrawn / Amended Standard 5

5. Implementation 5

6. Disclaimer 5

Attachment A – Cycleway Design Guidelines 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 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 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 standards and industry best practice and may include 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. These requirements may be incorporated into future updates of the QHDM, QTM or QCS, however this cannot be guaranteed. Therefore, third parties who are not engaged on Ashghal projects make use of Ashghal IANs 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 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] http://www.ashghal.gov.qa

mailto:[email protected]

http://www.ashghal.gov.qa/



2. Ashghal Interim Advice Note (IAN) – Feedback Form

Ashghal IANs represent the product of consideration of international standards and best practice against what would work most appropriately for Qatar. However, it is 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 can be incorporated into the next revision. Similarly, we would be pleased to receive any general comments you may wish to make. Please use the form below for noting any items that you wish to raise.

Please complete all fields necessary to identify the relevant item

IAN title:

IAN number: Appendix 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: Email:

Position: Address:

Please email the completed form to:

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

We cannot acknowledge every response, but we thank you for contributions. Those 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.

mailto:[email protected]



3 Introduction

3.1 This Interim Advice Note (IAN), which takes immediate effect provides guidance for the design of cycleways on relevant Ashghal infrastructure projects. This document 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 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: All relevant Ashghal infrastructure projects in design stage. All relevant Ashghal infrastructure projects in tender stage.

5.2 Relevant Ashghal infrastructure projects in construction stage shall be reviewed by the 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 portion of construction and procurement has already occurred and/or design or construction modification are not practicable the Consultant / Contractor must seek direction from the Engineer for the parts of the works for which departures from this IAN may apply.

5.4 If in doubt, 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 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, they shall do so at their own risk.



Attachment A – Cycleway Design Guidelines



Attachment A – Table of Contents

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

2. Introduction .......................................................................................10

2.1 Purpose 10

2.2 Transport Master Plan Qatar - Bicycle Master Plan Objectives 10

2.3 Hierarchy of Design Documents 11

3. Cyclist Requirements ........................................................................12

3.1 Principals 12

3.2 Cyclists Operation Space and Clearances 12

3.3 Surface Tolerances 13

4. Design Criteria for Bicycles ..............................................................14

4.1 General 14

4.2 Design vehicle 14

4.3 Bicycle Operating and Design Speeds 14

4.4 Visibility 15

4.5 Horizontal Geometry 17

4.6 Vertical Geometry 17

4.7 Gradient 18

4.8 Crossfall 19

4.9 Cross-Section 19

4.10 Headroom 20

4.11 Crossfall and Drainage 21

4.12 Clearances 21

4.13 Bicycle Path Lighting 21

4.14 Bicycle Path Shading and Water Stations 21

4.15 Urban and Landscaping Design 21

5. Bicycle Path Intersection Treatments ..............................................22

5.1 General 22

5.2 Intersections Treatments 22

5.3 Termination Treatments 23

5.4 Crossings at Unsignalised Junctions 24

5.5 Crossings at Signalised Junctions 26

5.6 Crossing at Roundabouts 29

5.7 Mid-Block Crossings 30

5.8 Grade Separated Crossings 30

5.9 On-Road Bike Lanes 32

5.10 Bicycle Construction Details 33



5.11 Pavements 33

5.12 Drainage 33

5.13 Line marking 34

5.14 Signage 35

6. References .........................................................................................37



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 preferential 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.



2. Introduction

2.1 Purpose

All Expressway Projects must provide for pedestrians and bicycles on all the 2.1.1

roads within the limits of works including approaches to ramp terminals

(including at-grade or grade separated facilities).

The report shall be considered as an interim design guide for the 2.1.2

a. On-Street Bike Lane

b. Shared Use Path

c. Shared Cycle Track and Pedestrian Path

Ministry of Municipal Affairs and Urban Planning (MMUP) is updating the 2.1.3

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.

This guide provides information on how to accommodate and design bicycle 2.1.4

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.

Consideration for the bicycle facility should take into account access, 2.1.5

connectively, safety and suitability. In order to provide an enjoyable alternative

transport mode.

2.2 Transport Master Plan Qatar - Bicycle Master Plan Objectives

The objectives of the TMPQ include encouraging improved mobility options 2.2.1

and more sustainable transportation choices such as public transit, walking and

bicycling.

Two goals are provided for the Qatar National Bicycle Master Plan. 2.2.2a. Goal 1: Increase Bicycle Use

b. 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.

The Qatar National Bicycle Master Plan establishes a network of bicycle 2.2.3

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 to

all areas of Greater Doha, linking to schools, parks, stadiums and future transit



stations, and extend beyond Doha to connect with all 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

The design and construction of relevant Ashghal infrastructure projects shall 2.3.1

ensure that the latest standard, manual, publications and guidelines incorporate

the most recent amendments.

The following documents shall be read in the following order of priority: 2.3.2a. Acts of Parliament

b. Ashghal Interim Advice Notes

c. Qatar Urban Planning & Development Authority – 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 by Transport for London (TfL)

g. AustRoads Guide to Road Design Part 6A

h. Other International Guidance Documents and Standards



3. Cyclist Requirements

3.1 Principals

The bicycle facility shall be designed and constructed in consideration of 3.1.1

addressing the six basic bicycle requirements: a. space to ride

b. a smooth surface, free of debris

c. speed maintenance

d. appropriate sight lines to path surface and potential obstructions

e. connectivity

f. information

Vehicle operators (including bicyclists) on a two‐way road to travel on the right 3.1.2

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.

Similarly to other vehicular traffic, a bicyclist on a minor road (including 3.1.3

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.

Speed difference between bicycle and motor traffic should be evaluated and 3.1.4

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



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

The bicycle corridor shall cater for the preferred operating width (1.5m). In low 3.2.1

speed confined areas, an exception to use the minimum operating width (1.2m)

maybe granted

3.3 Surface Tolerances

Grooves i.e. narrow slot in the surface that could catch a bicycle wheel, such as 3.3.1

a gap between two concrete slabs. a. Perpendicular to travel maximum 20 mm

b. Parallel to travel maximum 12.5 mm

Steps i.e. ridges in the pavement, such as that which might exist between the 3.3.2

pavement and a concrete gutter or manhole cover. a. Perpendicular to travel maximum 18 mm

b. Parallel to travel maximum 9 mm



4. Design Criteria for Bicycles

4.1 General

The principles of designing a path for bicycles are similar to those used in 4.1.1

designing roads in that it is essential that the path has an alignment and cross-

section 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.

4.2 Design vehicle

The off-road and on road bicycle lanes must be designed to accommodate a 4.2.1

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

Refer to TA 90/05 Chapter 2: Except as follows: 4.3.1

2.4 A base minimum design speed of 30 km/h shall apply along all portions of 4.3.2

the bicycle facility except where reduction in design speed can be justified.



Installation of "speed bumps" or other similar surface obstructions, intended to 4.3.3

cause bicyclists to slow down in advance of intersections or other geometric

constraints, may not be used without prior approval.

2.6, 2.7, 2.8 and 2.9 not applicable for Cycle Path Design 4.3.4

4.4 Visibility

Refer to TA 90/05 – Chapter 3: Supplemented as follows: 4.4.1

The following performance criteria may be used a basic design principals to be 4.4.2

adopted within the bicycle lanes.

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

The stopping sight distances provided should enable a cyclist to stop for various 4.4.3

combinations of bicycle operating speeds and gradients.

The stopping sight distance to be used in the geometric design of paths should 4.4.4

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.



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

The above Figure 4-4 is based on a coefficient of friction of 0.25 and a 4.4.5

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).



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

3.4, 3.9 not applicable for Cycle Path Design 4.4.6

4.5 Horizontal Geometry

Refer to TA 90/05 – Chapter 4 4.5.1

Cycle Tracks shall provide a curvilinear alignment to achieve a visually 4.5.2

pleasing path for cyclists, where possible. Minimum curve radius shall not be

used to provide this curvilinear alignment

4.6 Vertical Geometry

Refer to TA 90/05 – Chapter 4 4.6.1



4.7 Gradient

Refer to TA90/05 – Chapter 5: Supplemented as follows: 4.7.1

5.4 The maximum grade rate recommended for bike paths is 5%. It is desirable 4.7.2

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

In cases where gradients are in excess of 5% occur, for example, on the 4.7.3

approaches to grade-separated facilities (e.g. underpasses) and in these

situations the provision of widened paths or clear escape routes is not



practicable. In these cases adequate sight distance should be provided together

with appropriate delineation and warning signs.

5.7, 5.8 & 5.9 not applicable for Cycle Path Design 4.7.4

4.8 Crossfall

Refer to TA90/05– Chapter 6. 4.8.1

A straight 2% cross slope is recommended on tangent sections. The minimum 4.8.2

superelevation rate of 2% will be adequate for most conditions and will simplify

construction. Superelevation rates steeper than 5 percent should be avoided on

cycle tracks.

4.9 Cross-Section

Refer to TA90/05– Chapter 7. Except as follows 4.9.1

7.4, 7.10, 7.11, 7.12, 7.13, 7.14, 7.15 not applicable for Cycle Path Design 4.9.2

Table 7.3 shows desirable widths and acceptable ranges of width for bicycle 4.9.3

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 Path for MMUP Typical Road Cross Section

WIDTH (mm) RECOMMENDATION

ROAD TYPE Cycle Lane Foot Path Shared Use Path

Cycle Track Pedestrian Path

URBAN RESIDENTIAL

Local Urban Access - 10m Corridor - One Way

2000 one side

1850 one side

- Type A1 / B2 Type A1 / B1

Local Urban Access - 12m Corridor - One Way

- - 4000 one side

Type A1 / B2 Type A1 / B1

Local Urban Access - 12m Corridor - Two Way

2500 one side

1300 one side

- Type A1 / B2 Type A1 / B1

Local Urban Access - 16m Corridor

- - 2500 Type A1 / B2 Type A1 / B1


- - 3000 Type A1 / B2 Type A1 / B1

Local Urban Access & Minor Urban Collector - 24m Corridor

- - 4000 Type A1 / B2 Type A1 / B1

Minor Urban Collector - 32m Corridor

4500 Type A1 / B2 Type A1 / B1

Major Urban Collector - 32m Corridor



2000 3000 - Type A1 / B2 Type A1 / B1



Major Urban Collector - 40m Corridor with service road

- - 3500 Type A1 / B2 Type A1 / B1


- - 3650 Type A1 / B2 Type A1 / B1

Urban Arterial – 64 m Corridor - - 4550 Type A1 / B2 Type A1 / B1

URBAN INDUSTRIAL


- - 3300 Type A1 / B2 Type A2 / B2


1500 2000 - Type A1 / B2 Type A2 / B2




- - 3500 Type A1 / B2 Type A2 / B2


- - 3650 Type A1 / B2 Type A2 / B2

Urban Arterial – 64 m Corridor 2000 3000 Type A1 / B2 Type A2 / B2

URBAN COMMERCIAL


- - 3500 Type A1 / B2 Type A1 / B1


1500 2350 - Type A1 / B2 Type A1 / B1




2000 3000 Type A1 / B2 Type A1 / B1


- - 3500 Type A1 / B2 Type A1 / B1


- - 3650 Type A1 / B2 Type A1 / B1

Urban Arterial – 64 m Corridor 2000 3000 - Type A1 / B2 Type A1 / B1

RURAL*

Rural Arterial – 40 m Corridor 2500 one side

- - Type A3 / B3 -

Rural Arterial – 64 m Corridor 2500 one side

Type A3 / B3

EXPRESSWAY / FREEWAY

Expressway / Freeway 2000 to 2500

3000 - 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

Refer to TA90/05– Chapter 8. Except as follows 4.10.1

8.6 Not applicable for Cycle Path Design. 4.10.2



4.11 Crossfall and Drainage

Where necessary, catch basins with drains should be provided to carry 4.11.1

intercepted water across the path. Such ditches should be designed in such a

way that no undue obstacle is presented to bicyclists.

Culverts or bridges are necessary where a bike path crosses a drainage channel. 4.11.2

However, Irish crossings can also be considered. This should be discussed with

Ashghal’s Drainage Department.

4.12 Clearances

Refer to Section 4.9 Cross Section. 4.12.1

4.13 Bicycle Path Lighting

Depending on the location, average maintained horizontal illumination levels of 4.13.1

5 lux to 22 lux should be considered.

4.14 Bicycle Path Shading and Water Stations

Bicycle Track should be shaded by either adjacent Landscaping or Tensile 4.14.1

Shade Structures.

Water Stations and Rest Area should be provided along stretches of Cycle 4.14.2

Track. Exact locations are to be agreed with relevant authorities and local

Municipalities.

4.15 Urban and Landscaping Design

The pedestrian and bicycle design are to be sited to maximise public open 4.15.1

space, connectively (desire lines) and safety.

The design is to take into consideration best international practice urban design 4.15.2

/ 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.

Seating, shading and other street furniture elements must be provided at 4.15.3

appropriate locations.

The form of the Pedestrian and Bicycle Footbridges are to follow best practice 4.15.4

for Aesthetics Design guidelines, creating a high amenity environment for all

users



5. Bicycle Path Intersection Treatments

5.1 General

Access should always be provided where paths cross local streets and arterial 5.1.1

roads. Accessibility should be improved further by connections to local roads.

An integrated shared use path/bicycle/pedestrian treatment should be developed 5.1.2

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.

Bicycle treatments and crossings are to be included within the review scope of 5.1.3

all phases of the Road Safety Audit Process.

5.2 Intersections Treatments

Most auto/bicycle accidents occur at intersections. For this reason, bikeway 5.2.1

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.

Table 5-1 provides guidance for selection of appropriate crossing facilities to be 5.2.2

integrated within the bicycle design.

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

Facility Freeway / Expressway

Major Arterial Minor Arterial Collector Local Road

Kerb Build Out X X X A A

Traffic / refuge Island

X X M A A

Traffic Calming (Speed Table)

X X X M A

Pedestrian (Zebra) Crossing

X X M A X

Pedestrian Traffic Crossing

X A A M X

Mid-Block Signalised Crossing

X M A X X

Grade Separated Crossing

A A M X X

A – Appropriate M – maybe Likely X - Inappropriate



5.3 Termination Treatments

All terminations of off-road cycle paths shall provide a safe treatment facility 5.3.1

and signage in accordance with UK standards for bicycle signage. Such

treatments include staggered fencing, bollard treatment (as shown below).

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

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



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

5.4 Crossings at Unsignalised Junctions

Stopping sight distance should be provided for drivers approaching the 5.4.1

intersection from the local road with clear sight lines to cyclists for turning

motorists from the major roads into the local road.

Kerb ramps on both sides of the road shall be provided with a suitable terminal 5.4.2

treatment.

At locations where bicycle or shared-paths cross a minor local intersecting 5.4.3

street. The local street shall: a. Provide appropriate signage and delineation to ensure motorists are aware of the

existence of the crossing and the priority that applies

b. Encourage safe and correct use by cyclists

c. Not impede the safely of motorists turning in from the major road

Paths should be aligned to intersect roads at approximately 90 degrees. 5.4.4

Unsignalised crossings of local streets may require cyclists to give way to road 5.4.5

traffic, where traffic volumes exceed 3000vpd or 4 numbers of lanes, a typical

refuge should be provided.

For Straight across crossing (Refer Figure 5.5), the crossing point should be 5.4.6

positioned to provide refuge for at least one car length between the crossing

point and mainline carriageway.



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

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

Figure 5-7: Bend in crossing for unsignalised crossings - Source QBMP 2008

(5.5m min)



5.5 Crossings at Signalised Junctions

The need of cyclists should be considered in relation to detection, signal 5.5.1

phasing and timings and the overall road space.

For high speed (>50km/h posted speed) environments, safe provisions are to be 5.5.2

provided for bicycles to cross within the pedestrian signal phase.

Design Consultant to consider whether the crossings can be safely operated 5.5.3

without the need for cyclists to dismount.

Bicycle holding rails shall be provided where bicycle users are not required to 5.5.4

dismount, as shown in Figure 5-9. The design shall consider bicycle detection

and adjust push button positions to suite bicycle users.

For low speed (50km/h posted speed or less) environments with on-street 5.5.5

bicycle facilities, safe provisions for bicycles are to be provided for all

movements through the junction (Refer to Figure 5-12).

Bicycle hook turn box treatments are not to be used. 5.5.6



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



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



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

5.6 Crossing at Roundabouts

For multi-lane high volume roads, grade separated crossing shall be provided to 5.6.1

avoid the safety concerns of cyclists crossing major roundabout junctions (refer

to section 5.8).

For low volume roads with on-road cycle treatments, on-road bicycle lanes 5.6.2

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



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

5.7 Mid-Block Crossings

Mid-Block Crossings may be provided where the posted speed is 80km/h or 5.7.1

less.

5.8 Grade Separated Crossings

Grade Separated crossings may be provided where the posted speed is greater 5.8.1

than 80km/h to maintain bicycle continuity.

Locations for grade separation shall be assessed on a case by case situation, 5.8.2

reviewing the bicycle demand volume, land use, road speed environment and

number of lanes and access from nearest safe crossing facility.

Separate highway overcrossing structures for bikeway traffic shall conform to 5.8.3

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.



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

Figure 5-16: Roundabout Grade Separated Crossing - Source QBMP 2008



Figure 5-17: Pedestrian / Bicycle Bridge Crossing Facility

5.9 On-Road Bike Lanes

On-Road Bike Lanes are to be provided as per the guidelines in the QBMP 5.9.1

MasterPlan.

On-Road Bicycle Lanes shall be a coloured or striped, dedicated lane for 5.9.2

cyclists, at a minimum width of 1.2 m and maximum of 2.0m, along the outside

(rightmost) curb.



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

5.10 Bicycle Construction Details

5.11 Pavements

The designer is to refer to IAN 021 for Cycleways and Footways Pavement 5.11.1

Design Guidelines.

5.12 Drainage

Drainage inlet grates, manhole covers, etc., on bikeways should be designed 5.12.1

and installed in a manner that provides an adequate surface for bicyclists.

Drainage inlet grates on bikeways shall have openings narrow enough and short 5.12.2

enough to assure bicycle tires will not drop into the grates

All inlet grates, manhole covers, etc. are to be approved by Ashghal Operation 5.12.3

and Maintenance Department (O&M) prior to installation.



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

5.13 Line marking

Bicycle road markings and regulatory signage, except where stated in this note 5.13.1

or within the current Qatar Traffic Manual, shall be in accordance with the UK

Traffic Signs Manual.

On-Street Bicycle lanes are to be delineated with a 100 mm wide solid line with 5.13.2

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



Figure 5-21 Bicycle Tracking Surface Colouring

Bicycle Surface Colouring 5.13.3a. Golden Sand colour is recommended for base colour for pedestrian. For

example Kasota Limestone.

b. Qatar Maroon is recommended for cycle way pavement surface.

c. Other colour scheme can be used depending on the theme or colour scheme of

specific residential or commercial development subject to the Engineer’s

approval.

Colour Surfacing shall be UV stable and suitable to local climatic 5.13.4

conditions. The colour surfacing product should be able to demonstrate

an equivalent design life of 10 years.

Colour Surfacing should be applied along sections of on-street bicycle lanes and 5.13.5

where need appropriate to aid delineation of the bicycle path.

5.14 Signage

Except where stated in this design note or within the Qatar Traffic Manual the 5.14.1

regulatory signage shall be in accordance with the UK Traffic Signs Manual.

Figure 5-22:

Qatar Maroon



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

In addition to regulatory signage, directional signage shall be installed to 5.14.2

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 QBMP 2008



6. References

AUS: Austroads: The Guide to Road Design, Sydney Austriallia, Austroads Incorporated, 2009 US: AASHTO: A Policy on Geometric Design of Highways and Streets. Washington, D.C: American Association of State Highway and Transportation Officials, 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 – 2008 QA: Urban Planning & Development Authority - Transport Master Plan for Qatar- Review and Critique of Bicycle Network Plan – 2007

PWA IAN 011 Rev A1 - Cycleway Design Guidelines

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