SEMINAR COURSE

CVQ301
BICYCLE LANE

Presented by:
Khushiram Bairwa
2013CE10352

Supervisor:
Prof. K.Ramachandran Rao
Department of Civil
Engineering IIT Delhi
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Introduction
Vehicular
Emissions
(Carbon dioxide)

Entraps sunlight
reflected back from
earth

Rise in temperature

Population census of
2010

Reduced Pollution

a) 35 % urban
households
(motorized
two wheeler)
b) 9.7 % urban
households
(motorized four-wheeler)

Need of separate
lanes

Congestion on roads

Increased
Numbers of accidents

17% Emission is from

vehicles

Can be reduced by
using non motorized
vehicles

Need of Cycle Lane

A car requires 2.6 times greater road area than bicycle.
Walking and cycling are the two activities that generally happen
at road edges, which are one of the most neglected spaces on
Indian roads.
They too are forced to either remain on the sides with tattered
edges making cycling unsafe or they have to ride on the road
space meant for motorized traffic.
Many are found riding on the middle of the road and motorized
vehicle drivers consider them to be hindrances on the road.
These hazardous practices are unsafe for the cyclists and them
on the road slow down the entire traffic
5

Bicycle Lane and Design Parameters

Survey of the concern area by

Personal interview
Return post card method
Red sign method

Design Parameters

Cycle track
Separate cycle track peak hour cycle traffic > 400 Veh/hour and
vehicle traffic 100 to 200 veh/hour

Lane Capacity

Width of cycle track

Capacity
One way(Veh/Day)
traffic

Two way traffic

Two Lane

2000 to 5000

500 to 2000

Three Lane

Over 5000

2000 to 5000

Four Lane

---

Over 5000
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Types of cycle tracks

Along the main carriageway
Adjoining cycle track (Not preferred)
Raised Cycle track (by 75mm)
Free cycle track
Independent of the carriageway

A free one way cycle track on each side of the carriageway is to

be preferred.
Kerb should be avoided .

Bicycle lane near the footpath

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Free cycle track

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Raised Cycle track

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Gradients
If the gradient is 1:X and length of grade is Y then the
value of the maximum length may be approximately
obtained from the formula
given by IRC

X2/10

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Sight Distance
A cyclist should have a clear view of not less than 25m
In case of Gradients it should not be less than 60m
Sight distance can be calculated as:
Stopping Sight Distance (SSD)
Overtaking Sight Distance (OSD)

14

Width of Pavement
Pavement should be flexible
Minimum width = 2m
If overtaking is provided , minimum width should be 3m
For each additional lane 1 m is added

15

Thickness of the Pavement CBR Test

Load taken by soil(for 2.5mm or 5mm penetration)

CBR Value(%)
100
load taken by std. soil(for 2.5mm or 5mm penetration)

Thickness of soil
layer

1.75 P
A
T

CBR (%)

Where P = wheel load (kg)

A= Contact area between tyre and

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Clearance
Horizontal Clearance
At underpasses and similar other situations a side
clearance of 25 cm should be allowed on each side.

Vertical clearance
At underpasses minimum head-room visibility should be
2.25 metres
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Cycle Track on Bridge

Full width cycle track should be provided

Railing and parapet should be provided for safety purpose

18

Road Crossings

19

Riding Surface And Lightening

High quality material
Aesthetically better than main carriageway to attract the cyclist
Better lightening

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Cycle Lane Sign

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Advantages
Pedestrians and cyclists require less space than other vehicles
Increases the road capacity
Less congestion on the road
NMT provides personal, flexible, and inexpensive mobility.
Improves visibility
Environmental safety
Health benefits
Emergency purpose
Economical for low distance trip and time saving
22

Problems

Lack of space
Safety issues at the intersections
People may use this for parking
Weather conditions (specially summer and rainy season)
Lack of awareness
Lack of govt. interest due to financial problems

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References
TRIPP. (2005). First Delhi BRT Corridor-A Design Summary. Retrieved May 11, 2011,
from http://tripp.iitd.ernet.in/delhibrts/brts/hcbs/hcbs/BRTdesignsum.pdf
Tiwari, G. and Jain, H. (2008). Bicyles in Urban India, Institute of Urban Transport (IUT)
Journal, December, pp. 59-68. Retrieved December 13, 2008, from http://
tripp.iitd.ernet.in/publications/paper/planning/bicle%20in%20india-IUT-himani.o.pdf
IRC Code

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