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ASHGHAL
Interim Advice Note No. 011
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.
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 Withdrawn / Amended Standard 5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.
____________________________________________________
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:aahin@ashghal.gov.qa
http://www.ashghal.gov.qa
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.
aahin@ashghal.gov.qa
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.
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).
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.
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 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
2.1.1 All Expressway Projects must provide for pedestrians and bicycles on all the
roads within the limits of works including approaches to ramp terminals
(including at-grade or grade separated facilities).
2.1.2 The report shall be considered as an interim design guide for the
a. On-Street Bike Lane
b. Shared Use Path
c. Shared Cycle Track and Pedestrian Path
2.1.3 Ministry of Municipal Affairs and Urban Planning (MMUP) is updating the
Qatar Highway Design Manual (QHDM) in which the design guidelines,
treatments, pavement design method, material selection and design parameters
are expected to be described in detail which will supersede this document.
2.1.4 This guide provides information on how to accommodate and design bicycle
tracks within the scope of relevant Ashghal infrastructure projects. Sufficient
flexibility is permitted to encourage designs that are sensitive to local context
and incorporate the needs of bicyclists, pedestrians and motorists. This guide is
not a Planning Guide. For locations and types of Bicycle Facilities, users are to
follow the recommendations of the Transport Master Plan Qatar (TMPQ) and
individual Project’s Requirements.
2.1.5 Consideration for the bicycle facility should take into account access,
connectively, safety and suitability. In order to provide an enjoyable alternative
transport mode.
Together these two goals provide the framework for all of the recommended
activities of the Bicycle Master Plan, whether by new infrastructure or programs.
2.2.3 The Qatar National Bicycle Master Plan establishes a network of bicycle
facilities and set of programs to be completed over the next 10 to 20 years to
make Qatar the number one cycling community in the world. The Qatar
National Bicycle Network recommends bicycle facilities that provide access 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.
3. Cyclist Requirements
3.1 Principals
3.1.1 The bicycle facility shall be designed and constructed in consideration of
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
3.1.2 Vehicle operators (including bicyclists) on a two‐way road to travel on the right
side relative to their respective direction of travel. With only a few exceptions
(such as when bike lanes are provided in both directions on an otherwise one‐
way street), bicyclists operating in the street ride with the flow of other traffic.
3.1.3 Similarly to other vehicular traffic, a bicyclist on a minor road (including
driveways and alleys) must yield to traffic on major roads. In this case yielding
means proceeding only when it is safe to do so while obeying all traffic control
devices.
3.1.4 Speed difference between bicycle and motor traffic should be evaluated and
consideration for full integration maybe acceptable where the speed differential
is less than 20km/h. Conversely when speed the differential is greater than
40km/h segregation of bicycles from motor vehicles is required.
Figure 3-1: Typical Bicycle Width and Clearance - Source NCHRP 15-37: 2010
3.2.1 The bicycle corridor shall cater for the preferred operating width (1.5m). In low
speed confined areas, an exception to use the minimum operating width (1.2m)
maybe granted
4.1 General
4.1.1 The principles of designing a path for bicycles are similar to those used in
designing roads in that it is essential that the path has an alignment and 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.
Figure 4-2: Typical Bicycle Key Dimensions - Source NCHRP 15-37: 2010
4.4 Visibility
4.4.1 Refer to TA 90/05 – Chapter 3: Supplemented as follows:
4.4.2 The following performance criteria may be used a basic design principals to be
adopted within the bicycle lanes.
4.4.3 The stopping sight distances provided should enable a cyclist to stop for various
combinations of bicycle operating speeds and gradients.
4.4.4 The stopping sight distance to be used in the geometric design of paths should
be at least equal to that shown in Figure 4-4, and should be used:
a. for intersection design
b. in designing the alignment of paths
c. in relation to the positioning of terminals and handrails, but these should be avoided if
possible
d. at entries to underpasses
e. locate landscaping in the field
f. otherwise as required to ensure the safety of path users.
Figure 4-4: Minimum stopping sight distance for various gradients- Source AASHTO (1991)
4.4.5 The above Figure 4-4 is based on a coefficient of friction of 0.25 and a
perception/reaction time of 2.5 seconds. The eye height of the cyclist is
assumed to be 1.4 m and the object height is assumed to be zero to recognise
any impediments to bicycle travel exist at pavement level (e.g. potholes or
stones).
Figure 4-5: Minimum stopping sight distance around horizontal curves - Source AASHTO (1991)
4.7 Gradient
4.7.1 Refer to TA90/05 – Chapter 5: Supplemented as follows:
4.7.2 5.4 The maximum grade rate recommended for bike paths is 5%. It is desirable
that sustained grades be limited to 2%. It is most important that sharp horizontal
curves or fixed objects do not exist near the bottom of hills, particularly where
the approach gradient is steep (greater than 5%) and relatively straight. If a
curve must be provided at the bottom of a steep grade then consideration should
be given to providing additional path width, and a clear escape route or
recovery area adjacent to the outside of the curve.
4.7.3 In cases where gradients are in excess of 5% occur, for example, on the
approaches to grade-separated facilities (e.g. underpasses) and in these
situations the provision of widened paths or clear escape routes is not
4.8 Crossfall
4.8.1 Refer to TA90/05– Chapter 6.
4.8.2 A straight 2% cross slope is recommended on tangent sections. The minimum
superelevation rate of 2% will be adequate for most conditions and will simplify
construction. Superelevation rates steeper than 5 percent should be avoided on
cycle tracks.
4.9 Cross-Section
4.9.1 Refer to TA90/05– Chapter 7. Except as follows
4.9.2 7.4, 7.10, 7.11, 7.12, 7.13, 7.14, 7.15 not applicable for Cycle Path Design
4.9.3 Table 7.3 shows desirable widths and acceptable ranges of width for bicycle
paths (i.e. exclusive use). The upper limit of the acceptable range in the table
should not discourage designers from providing a greater width where it is
needed (e.g. very high demand that may also result in overtaking in both
directions).
Table 4-1: Cycle Track and Pedestrian Path for MMUP Typical Road Cross Section
WIDTH (mm) RECOMMENDATION
ROAD TYPE Cycle Lane Foot Path Shared Use Cycle Track Pedestrian Path
Path
URBAN RESIDENTIAL
Local Urban Access - 10m 2000 one 1850 one - Type A1 / B2 Type A1 / B1
Corridor - One Way side side
Local Urban Access - 12m - - 4000 one Type A1 / B2 Type A1 / B1
Corridor - One Way side
Local Urban Access - 12m 2500 one 1300 one - Type A1 / B2 Type A1 / B1
Corridor - Two Way side side
Local Urban Access - 16m - - 2500 Type A1 / B2 Type A1 / B1
Corridor
Local Urban Access - 20m - - 3000 Type A1 / B2 Type A1 / B1
Corridor
Local Urban Access & Minor - - 4000 Type A1 / B2 Type A1 / B1
Urban Collector - 24m Corridor
Minor Urban Collector - 32m 4500 Type A1 / B2 Type A1 / B1
Corridor
Major Urban Collector - 32m 3500 Type A1 / B2 Type A1 / B1
Corridor
Major Urban Collector - 40m 2000 3000 - Type A1 / B2 Type A1 / B1
Corridor
4.10 Headroom
4.10.1 Refer to TA90/05– Chapter 8. Except as follows
4.10.2 8.6 Not applicable for Cycle Path Design.
4.12 Clearances
4.12.1 Refer to Section 4.9 Cross Section.
5.1 General
5.1.1 Access should always be provided where paths cross local streets and arterial
roads. Accessibility should be improved further by connections to local roads.
5.1.2 An integrated shared use path/bicycle/pedestrian treatment should be developed
for each Local Road, where no connection with the main Doha Bicycle
Network is available. The treatments should extend between the limit of the
Works where they can be safely transitioned back into the existing provisions.
5.1.3 Bicycle treatments and crossings are to be included within the review scope of
all phases of the Road Safety Audit Process.
Figure 5-1: Guidelines for Selection of Crossing Facility - Source AGTM 2007
Facility Freeway / Major Arterial Minor Arterial Collector Local Road
Expressway
Kerb Build Out X X X A A
Traffic / refuge X X M A A
Island
Traffic Calming X X X M A
(Speed Table)
Pedestrian X X M A X
(Zebra) Crossing
Pedestrian Traffic X A A M X
Crossing
Mid-Block X M A X X
Signalised
Crossing
Grade Separated A A M X X
Crossing
A – Appropriate
M – maybe Likely
X - Inappropriate
Figure 5-3 Example of u-rail and hazard board treatment – Source AGRD 2010
(5.5m min)
Figure 5-5: Straight across unsignalised crossing – Source CROW Design manual for bicycle traffic V32
Figure 5-7: Bend in crossing for unsignalised crossings - Source QBMP 2008
Figure 5-8: Typical Fully Signalised Junction crossing - Source QBMP 2008
Figure 5-12: Provisions for On Street Bicycle operations at Intersections - Source AGRD 2010
Figure 5-15: Grade Separated Crossing Entrance - Source NZTA Urban Design Principals 2009
5.11 Pavements
5.11.1 The designer is to refer to IAN 021 for Cycleways and Footways Pavement
Design Guidelines.
5.12 Drainage
5.12.1 Drainage inlet grates, manhole covers, etc., on bikeways should be designed
and installed in a manner that provides an adequate surface for bicyclists.
5.12.2 Drainage inlet grates on bikeways shall have openings narrow enough and short
enough to assure bicycle tires will not drop into the grates
5.12.3 All inlet grates, manhole covers, etc. are to be approved by Ashghal Operation
and Maintenance Department (O&M) prior to installation.
Figure 5-19 Bicycle-Compatible Drainage Grates - Source NCHRP 15-37: 2010, Exhibit 4.37
Figure 5-20 Example of Bicycle Road Marking - Source NCHRP 15-37: 2010, Exhibit 4.4
5.14 Signage
5.14.1 Except where stated in this design note or within the Qatar Traffic Manual the
regulatory signage shall be in accordance with the UK Traffic Signs Manual.
Figure 5-23: Example of Typical Road Regulatory Signage – Source QBMP 2008
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
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