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15. Facilities for Pedestrians and Cyclists

15.1 Walking

Most individual trips, whatever the major mode of transport used, begin and finish with a walk section. Additionally, walking may be used as a major trip mode by itself. Walking is therefore a fundamental component of travel.

Four areas in which pedestrian travel becomes particularly important are:

pedestrian circulation within commercial areas;
local trips in suburban areas;
access and transfer links with other transport modes; and
pedestrian circulation in activity centres.

15.2 Pedestrian Walking Rates

A critical factor in the design of pedestrian facilities is the walking rate of pedestrians. Several studies have been carried out and the following figures appear appropriate for design purposes:

Average adult and elderly	1.4 m/s	(5 km/h)
Children	1.6 m/s	(6 km/h)
Design	0.9 to 1.2 m/s	(2 to 4 km/h)

15.3 Concrete Footpath Construction

Concrete footpaving may be constructed by using formwork, or less commonly by the use of an extrusion machine. Concrete footpaving is usually about 75 mm thick and unreinforced. The use of reinforcement is more costly but may enable shrinkage cracking to be controlled more effectively. Reinforcement may also be placed at driveway locations, particularly for industrial premises.

15.4 Cycling

The bicycle was developed during the period when private transport was still primarily restricted to either walking or riding a horse. Most trips were relatively short and the bicycle offered an attractive alternative means of transport particularly in areas with flat topography. Bicycle riding has remained a common method of transport in Asian countries and in certain European countries where its use is well provided for. In Australia bicycle riding is relatively popular in the pre-driving age group (i.e. under about 17 years of age). In recent years road construction authorities have been more aware of the need to provide facilities for cyclists.

Advantages of bicycles and cycling are:

cycling requires only moderate physical effort;
bicycles need no fuel, give off no fumes and make little noise;
bicycles provide door-to-door mobility;
parking space requirements for cycles are much less than for motor vehicles; and
bicycles are relatively cheap to obtain and operate compared to motor vehicles.

Disadvantages of bicycles and cycling are:

safety is a problem when bicycles have to share facilities with motor vehicles;
security of bicycles when parked is a problem;
bicycle riders have no protection from adverse weather conditions; and
feasible travel distances are limited by the physical condition of the cyclist and the time available for the journey.

15.5 Planning for Bicycles

In Australia, the dominant bicycle planning philosophy originated in Victoria during the late 1970’s. Most of the planning initiatives developed by other states emerged from their acceptance of the bicycle planning philosophy developed in Geelong, Victoria. This philosophy espouses an approach known as the 4E’s.

Engineering. Provision of on and off road facilities and traffic management measures that reduce the speed and volume of motor traffic on bicycle routes.
Education. Education programs designed to improve the on-road relationship of cyclists and other road users.
Enforcement. Enforcement programs designed to reinforce bicycle education programs and obtain a higher level of compliance with traffic regulations in particular.
Encouragement. Media programs and activities designed to create a greater awareness of cyclist’s needs and increase bicycle use.

The provision of bikeways for cyclists is not the total answer to the provision of facilities for cyclists. For the foreseeable future it is likely that the greater proportion of cycle trips will be using space shared with motor vehicles.

An important aspect of the physical planning of facilities is not in segregating cyclists from other road users but in enabling cyclists to bypass or avoid the relatively small lengths of dangerous roads, or to improve these dangerous lengths so that cyclists may safely use them.

15.6 Bikeways

In these notes the term bikeway is taken to incorporate paths, trails, lanes and routes which are provided for cyclists. There are numerous forms of bikeways that can be provided but three basic types can be defined:

Shared Bikeway. This type of bikeway occupies the same road carriageway as motorists and may be simply defined by special signs and pavement markings. The shared facility is by far the least expensive and perhaps the most practical of solutions, for it uses the spare traffic capacity in most residential streets and can be incorporated into some street systems in cities and towns.
Restricted Bikeway. Developed within the carriageway of a wide road, this type of bikeway is usually sited on one side of the roadway between the kerb and the parking lane. Some form of physical barrier or pavement marking defines the corridor set aside for the cyclist. Signs are also necessary to clearly indicate the route and reduce potential conflicts. However, at crossings and intersections the pavement has to be shared and conflicts may occur with other forms of traffic.
Exclusive Bikeway. An exclusive bikeway, as the name implies, is a separate route established for the sole use of cyclists and it greatly reduces conflict with vehicles. The exclusive bikeway is usually developed to meet the needs of commuter and recreational traffic. Locations suitable for the development of this kind of bikeway are along unused outer sections of road and rail reserves, through parks, following flood plains and water-courses, coastal open spaces, continuous ridgelines or service easements.

15.7 Bikeway Design

15.7.1 Cycle and Cyclists Dimensions

Recommended design dimensions are:

Handle bar width 0.6m
Cycle length 1.75m
Pedal clearance 0.15m
Vertical operating space 2.25m
Horizontal operating space 1.0m

15.7.2 Cycleway Design Speeds

Although bicycles are capable of travelling at quite high speeds, particularly on downhill sections, most cyclists ride at speeds between 10 km/h and 20 km/h. For design purposes 15 km/h may be adopted as a common speed. However, for exclusive bikeways, particularly in rural areas where long downhill grades may occur, a design speed of about 30 km/h may be necessary.

15.7.3 Gradients

Regardless of modern bike gearing, a route will not be used if sections are very steep and require a great deal of energy. There is no restriction nominated on the length of a slope which has up to a 1.5% grade, since the average cyclist with a geared bicycle can pedal at this grade for extended periods. However, overseas standards suggest that gradients should not exceed 10% and that a 5% gradient should be limited to 100 metres in length while a 2% gradient should be limited to 450 metres.

15.7.4 Stopping Sight Distance

Signs should be used to warn cyclists of any hazards and the distance that signs should be placed in advance of the hazard is generally about 40 m. Stopping sight distance should be based on a perception/reaction time of 2.5 seconds. Stopping sight distance for a design speed of 15 km/h on a 0% grade is 15m.

15.7.5 Radius of Curvature

The following empirical relationship between radius of curvature and bicycle velocity may be used:

R = 0.25 V + 0.4

where R = radius of curvature in metres

V = bikeway design speed in km/h

Generally a minimum radius of five metres is acceptable.

15.7.6 Surface

Bikeways should be surfaced with smooth materials which give a comfortable ride and provide adequate grip in wet weather. The best surfaces are asphalt or concrete, while loose material, such as sand or gravel, is unsuitable.

LINKS TO SITES ON CYCLING.

Exploratorium's Science of Cycling contains interesting information on why cycles have evolved to be the way they are today. The site has pages on wheels, drives and gears, frames and materials, etc.

The Bicycle Federation of Australia has a Website which contains information on cycling in Australia.

Page last modified 25 June 2002.