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City of Adelaide Bikeways

Design GuideSeptember 2017

City of AdelaideDesign + Strategy


CoverCity BikewaysSource: City of Adelaide

Document Quality ControlProject Name : City BikewaysProject Number : S719Client : City of AdelaideDocument : Reference Design and Specification - City of Adelaide BikewaysDocument File Name : Trim Reference :

Consultant : Design + StrategyAuthor of Document : Anna McDonald, Aleck Whitham, Stephanie Rogers, Chris HardmanVersion : V2Date of release : 12 May 2017

Authorised by : Daniel Bennett Authorisation Date : 28 March 2017

City of Adelaide Design + Strategy

February 2017 V2 - Final for Issue


City of AdelaideBikeways Design Guide

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Contents

1.0 Introduction1.1 How to use this document1.2 Project Alignment with Strategic Plans

2.0 City Bikeway Introduction and Design Principles2.1 Design Principles2.2 Bikeway Precedents

3.0 Adelaide Design Manual - Introduction3.1 Street Typologies3.1.1 City Street3.1.2 Local Street3.1.3 Park Lands Avenue3.1.4 Village Terrace

4.0 Existing Site Considerations

5.0 Bikeway General Design Guide5.1 Separated Bikeways5.2 Shared Use Path5.3 On-Road

6.0 Design Typologies6.1 Signalised Intersection 6.2 Signalised ‘Dutch’ Intersection 6.3 Raised Signalised Intersection6.4 Raised Shared Minor Intersection6.5 Double Up Minor Intersection6.6 Minimal Impact Intersection6.7 Bus Stop Island6.8 Bus Stop In-Line6.9 Hotel Taxi Drop Off6.10 Disabled Parking

7.0 Technical Information7.1 Kerb Details7.2 Drainage and Stormwater Treatment7.3 Lighting7.4 Signals7.5 Landscape Opportunities

8.0 Maintenance Considerations

9.0 Materials and Fixtures9.1 Bikeway Surface Treatment9.2 Separation Zone Material Selection

10.0 Contact Information



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1.0 Introduction

This document has been prepared to guide the design development of bikeways in the City of Adelaide.

The City of Adelaide supports the development of active transport infrastructure for the city, and recognises the important role transport projects play in shaping the city through economic investment, urban uplift, sustainability, liveability, creating great streets and public spaces, and enhancing the Park Lands.

The City of Adelaide is the local road authority with ownership (care, control and maintenance responsibility) of all road-related and public realm infrastructure occurring on city streets.

This document is an addendum to the ‘Adelaide Design Manual’ (ADM), the City of Adelaide’s guideline for public domain design.

1.1 How to use this document

The City of Adelaide Bikeways Design Guide reflects the City of Adelaide’s vision for the design development of bikeways in the city. It briefly outlines the vision, position and design intent for public domain elements and bikeway infrastructure.

This document is a ‘Living Document’ which will be developed as the project proceeds.



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1.2 Project alignment with key strategies and plans

City of Adelaide 2016-2020 Strategic Plan Green

• Work with Federal and State Governments to promote sustainable transport options such as public transport, cycling and walking to improve the experience of commuters and reduce transport related carbon emission

Liveable

• Work with neighbouring Councils and the State Government to enhance the facilities, attractions, landscapes and movement networks in the Park Lands to meet the needs and expectations of growing high density communities living in and near the City.

• Plan and deliver priority walking and cycling routes to provide East-West and North-South cycleways and connections.

• Plan and seek partnerships for major City infrastructure projects, including cycling corridors, major transport routes, laneways and City squares.

DPTI integrated transport and land use planAction 24. Partner with Adelaide City Council to complete North-South and East-West Bikeways through the City

SA Government strategic planTarget: • 2. Double the number of people cycling in Australia by

2020.

Carbon neutral action planPathway 2: Zero emissions transport

Strategy 2.8 - Develop integrated cycling and walking networks

• 2.8.1 Establish a cycling infrastructure fund and develop a comprehensive and integrated network of bicycle ways that connect Adelaide, North Adelaide and surrounding suburbs to provide safe and convenient access to workplaces, services, shops, leisure activities and bus, train and tram services.

Smart move strategy 2012-2022Interim Action Plan Summary 2016-2018

North-South Bikeway • Design and implement the Frome Street, Frome

Road and Lefevre Terrace bikeway route, including reconstruction of the existing Frome Bikeway to accommodate four lanes of traffic during peak periods in collaboration with DPTI.

East-West Bikeway • Assess east-west bikeway route options; and select,

design and implement a preferred route in collaboration with DPTI.

Adelaide park lands master planGreat Connections

• Improve pedestrian and cycling networks linking the suburbs, Park Lands and City with regular and safe crossing points and path lighting.

Adelaide design manual (ADM)• The ADM places pedestrians, cyclists, and public

transport users on equal footing with vehicles, and embraces innovative designs and technologies to address climate change and promote active healthy communities, establishing new standards for street design.



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2.0 Bikeways introduction and design principles

2.1 City bikeways design principles

The vision and supporting principles are high level, strategic in nature, and designed to allow flexibility in the design to achieve the best outcomes for the community, State Government and the City of Adelaide.

Vision

A separated bikeway for people who ride bikes located within or directly adjacent to the roadway and is physically separated from traffic and car parking by a space or physical element.

Principles

Principle 1Bicycle infrastructure will be integrated into the whole street environment and will be designed to ensure a safe operating environment, whilst maintaining amenity for all street users including people on foot, riding bikes and driving motor vehicles.

Principle 2Bikeways will provide continuous and connected bike riding facilities that minimise interactions with high speed and/or heavy traffic volumes, buses and on-street parking.

Principle 3Bikeways will be designed to provide a low-stress riding experience, as well as a calm driving and walking experience. Interactions between travel modes will be safely facilitated to ensure low-stress environments for all street users.



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2.3 Bikeway precedent projects

Sydney

City of Sydney has delivered more than 12km of low-stress separated cycleways, creating a connected and safe network within the CBD.

Melbourne

City of Melbourne has an established separated cycleways network and are continually rolling out new infrastructure to support this.



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Copenhagen, Denmark

Copenhagen is widely recognised as the world’s leader in separated cycling infrastructure, with over 390km of designated bikeways. It has been voted the best city in the world for cyclists.

Brisbane

Separated bikeways on Tank and George streets in Brisbane CBD.



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3.0 Adelaide design manual

The development of the Adelaide Design Manual directly supports the outcomes of the City of Adelaide’s Smart Move Interim Action Plan 2016-2018 (SMIAP), The City of Adelaide’s Transport and Movement Strategy, 2012-22, in particular Outcome 2: Safe Cycling and Outcome 4: Green Travel.

The Adelaide Design Manual supports the SMIAP’s aims of creating environments for safe cycling and green travel options, through implementing separated bikeways and redefining uses and road space allocation of existing corridors.

The Adelaide Design Manual draws upon significant community engagement through the SMIAP and Picture Adelaide, providing the next stage of physical street detail to the “Link and Place” approach endorsed through the SMIAP. The community engagement included consultation with the City of Adelaide’s Access and Inclusion Advisory Panel, which includes representatives from Access 2 Arts, the Disability Information and Resources Centre, Disability SA, Guide Dogs SA, the Royal Society for the Blind and individual representation.

The Adelaide Design Manual is based on the following 7 guiding principles:1. Strive for excellence in design;2. Strengthen the character of the city;3. Provide the canvas for city life;4. Create a public realm that is welcoming and friendly;5. Design spaces sustainably with regard for the big

picture;6. Integrate functions of the street harmoniously;7. Cultivate positive relationship between public/private

space

The Adelaide design manual establishes the strategic classification of each street under a Street Type, reflecting the varied roles individual streets play in the overall street network.

This document has been prepared to assist the City Bikeways Project

Team, creating a detailed approach, specifically in regards to the public

domain materials and street design.



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3.1 Street typology

The City of Adelaide’s Bikeway will transition through multiple street typologies which include:

• City Streets• Local Streets• Park Lands Avenue• Village Terrace • Gateway Boulevard

As the Bikeway passes through each street typology, the design should reflect the design requirements developed in the ADM.

3.2 City Street

City Streets typically have high volumes of pedestrian activity, movement and servicing activities requiring slower traffic speeds and a higher turnover of parking to support the commercial function of the city.

City Streets should:• Prioritise areas where there are high pedestrian volumes

with safe and convenient movement though continuous footpaths, mid-block crossings and pedestrian facilities.

• Connect City Streets to the greater network of Small Streets and Laneways.

• Use separated cycle lanes and dedicated bike parking next to pedestrian crossings and movement networks.

• Widen footpaths through the use of footpath extensions at corners and junctions, to assist with reducing conflicts between different street users.

• Ensure equitable access through dedicated disabled car parking facilities at high use locations such as libraries, doctors and post offices.

• Provide safe, clear and permeable waiting areas for public transport.

Refer ADM for additional information on the City Street Typology.



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3.3 Local Street

A Local Street balances commercial uses with an increasing residential population and a complementary mix of amenities and retail at the ground level.

Encourage active modes of transport

Local Streets create a human scaled environment which encourages walking and cycling.

Local Streets should:• Provide safe, clear and convenient pedestrian

connections to public transport and other city links• Service the needs of the local area (1)• Provide continuous shade coverage (2)• Use Water Sensitive Urban Design treatments at key

nodes on the bike and pedestrian priority network to provide visual linkage

Refer ADM for additional information on the Local Street Typology.

3.4 Park Lands Avenue

A Park Lands Avenue provides a connection between the popular destinations of the city with the Park Lands and River Torrens.

Balance the needs of all transport options

Provide a balance between parking, accessibility, public transport, cycling and walking is important for Park Lands Avenues.

Park Lands Avenues should:

• Provide widened footpaths• Use traffic calming techniques such as footpath

extensions and narrowed road widths• Provide clear sight lines through to Park Lands and city

landmarksRefer ADM for additional information on the Park Land Avenues Typology.



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3.5 Village Terrace

Village Terraces provide the distinction between the edge of the city’s built form and the Park Lands, reinforcing the city within a park identity, and providing synergy between private residential gardens and the Park Lands.

Reinforce the village within a park identity

The City of Adelaide’s character is reflected in the materials and detailing of Village Terraces to create a new heritage.

Village Terraces should:• Reinforce the transition and contrast of residential spaces

with the Park Lands• Reconfigure intersections to improve connections

between residential areas and the Park Lands for people• Define the edge of the city and strengthen and reinforce

the city and Park Lands links using formal tree planting• Maximise opportunities for Water Sensitive Urban Design

using the Park Lands watercourses Refer ADM for additional information on the Village Terrace Typology.

3.6 Gateway BoulevardGateway Boulevards are major arrival streets and defining ‘spines’ that accommodate all modes of travel and assist with city orientation and wayfinding. Prioritise pedestrian comfort and safety Gateway Boulevards provide safety, assistance with orientation, and a high quality of facilities as a priority in high pedestrian use areas.

Gateway Boulevards should:• Ensure high-quality, flexible facilities

• Provide wide footpaths to allow for a variety of staying activities and furniture to delineate zones of movement and activity

• Provide multi-use infrastructure for city promotion and amenity such as banner poles, wayfinding signage, WiFi and CCTV

Refer ADM for additional information on the Gateway Boulevard Typology.



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4.0 Typical existing site considerations

Prior to the design of a Bikeway, key considerations should be reviewed and assessed as part of the Bikeway project.

This may include the following items:

Traffic movement and capacityReview impact of bikeway on existing traffic conditions and plan for potential changes to the existing street layout and traffic movements. Consider wider traffic and road changes that ease traffic impact and congestion where necessary.

Car parking impactPlan for change to car parking facilities along the bikeway route. Work with traders to understand existing loading and parking requirements. Advise early potential impacts to the street parking.

Political impact and implicationsDiscuss the political impact of the bikeway if changes to parking availability and traffic movement are necessary.

Asset renewal worksCoordinate and incorporate future asset renewal work in the project scope of works and undertake works together to limit construction duration and reduce impact on the community.

Development works Coordinate construction of bikeway with new development works along the route. This may cause some delay in particular sections being constructed due to new building works and construction zones. However, consolidation of construction works will ultimately benefit the delivery of the project.

Drainage system Undertake a drainage review of the bikeway route and assess if the stormwater system requires upgrading as part of the project coordination.

Condition of existing treesUndertake a review of existing trees along the route to asses if they should be retained or replaced and inform species selection for additional greening opportunities.



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5.0 Bikeway general design guide

A bikeways refers to a cycle path or lane that provides a safe, separated and continuous connection into and through the city for bike riders.

The following treatments outlined in this document are to be used as a guide for the design of bikeways within the City of Adelaide.

Each route and location may present different constraints for implementing bikeway projects and should be assessed on a project-by-project basis. This will help to determine the best design solution outcome to be applied.

The design of the bikeways will be informed by three treatment typologies, as follows:• Separated bike lane

- Raised - Flush

• Shared use path• On-road

- Shared zone - Mixed traffic - Contra-flow

These treatments will be outlined in greater detail on the following pages.

5.1 Separated bike lane

A separated bike lane is:

• One directional. • For the exclusive use of people on bikes (Some

exceptions as legally defined in the Australia Road Rules).• A dedicated lane with a physical separation between bike

riders, traffic and pedestrians. • Generally located between the footpath and the road

way.

The separated bike lane treatment may also require modifica-tions to existing infrastructure and additional street elements such as:

• Additional signage• Modification of the traffic signals and sequencing• Rearranging of urban elements to ensure clear sightlines

at conflict points• Improved lighting• Improved drainage

The width of the physical separation (also known as the buffer) between the bikeway and the road is determined by the adja-cent parking configuration. The minimum separation adjacent to on-street car parking is 0.8m minimum with the desired distance of 1m to prevent injury from car-dooring.

If no on-street parking is located adjacent to the bikeway, the minimum width of the buffer between the bikeway and the road is 0.5m with a desired distance of 1m.

A separated bike lane requires a minimum total road width of 16.6m to accommodate the bike lane, separation zones parking and travel lanes. Situations where exceptions to the ideal width may occur include:

• Total road width is less than ideal, resulting in loss of parking opportunities, realignment of kerbs and/or changes to traffic lane configuration.

• Roads with bus services that may require bus stops and wider lane widths.

• Allowance for larger vehicle turn paths path resulting in increased lane widths to allow for access side streets or driveways.

• Where there is a requirement for disability parking or loading, which may result in a wider parking bay width.

• The separation barrier between the bikeway and the road may vary depending if on-street parking is located adjacent.

• Wider street corridors may include additional traffic lanes and a wider bikeway.

FOOTPATHFOOTPATH PARKING PARKINGTRAFFIC TRAFFICBIKELANE

BIKELANE

MINIMUM SPACE REQUIRED

0m 1 2 4 8m



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Raised separated bike lane

This treatment provides a physical barrier between the traffic and bike riders with the bike lane being between footpath and road level.

ApplicationThis treatment should be applied when the width of the bike lane is less than 2.5m.

Key design elements:

• The footpath, bike lane/buffer and traffic lanes are arranged at 3 different vertical levels.

• The footpath is 50-75 mm higher than the bike lane.• The bike lane and the buffer are at the same level and are

delineated with change in surface treatment.• The buffer could incorporate paving, trees, low

landscaping and parking control signage.• Where on-street parking is located directly adjacent, the

buffer will be minimum 800mm in width. • Where no adjacent on-street parking is located the buffer

will be minimum 500mm in width.

• Design requires significant stormwater alterations and upgrades, including management of property runoff.

• Minimum height clearance required above the bike lane is 2.4m.

• Crossfall minimum of 2% and maximum of 5%.• Lighting is required to comply with the City of Adelaide’s

Standards.• Signage and pavement markings must be approved by

DPTI as required.• Bike lane surface treatment is to be consistent with the

material selection. • Minimum clearance of 0.2m to hard vertical elements

either side of the bike lane.• Where the water table is separate from the bike lane, the

water table should be maximum of 300mm in width to reduce impact on riders.

• Side Entry Pits (SEP) are to use bicycle-friendly drainage grates.

• The colour of bike lane material shall be different to the road surface and the footpath to improve legibility of the street and create a safer environment. Reducing accidental use of the bike lane.

Raised Separated Bike Lane

***Detailed Design to be determined with DPTI***

Buffer Zone Road Review and upgrade drainage system where necessary

Bike laneFootpath



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Flush separation bike lane

The flush buffer in this treatment provides a distance separation from traffic while maintaining the existing stormwater and drainage system.

ApplicationThis treatment can only be applied where the width of the bike lane is 2.5m or greater.


• The bike lane, buffer and traffic lanes are all at the same level.

• The footpath is 100-140 mm higher than the bike/traffic lanes, depending on the existing kerb height.

• The buffer could incorporate paving, trees, low landscaping and parking control signage.

• The bike lane could be further distinguished from the road space with a contrasting surface treatment material.

• Minimum height clearance required above the bike lane is 2.4m.

• Cross fall minimum of 2% and maximum of 5%.

• Lighting required to comply with the City of Adelaide’s standards.

• Signage and pavement markings must be approved by DPTI as required.

• Bike lane surface treatment is to be consistent with the material selection.

• Minimum clearance of 0.2m to hard elements either side of the bike lane.

• Where the water table is separate from the bike lane, the water table should be maximum of 300mm in width to reduce impact on riders.

• Side Entry Pits (SEP) are to use bicycle-friendly drainage grates.

• The colour of bike lane material shall be different to the road surface and the footpath to improve legibility of the street and create a safer environment. Reducing accidental use of the bike lane.

Flush Separation Image


Buffer Zone RoadBikelaneFootpath



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5.2 Shared use path

A shared use path caters for two-way bicycle and pedestrian movement and is primarily to be used where there is sufficient space in the adjacent verge or Park Lands to separate the bikeway from the road. This treatment will reduce the impact on the existing traffic and parking configuration as well as completely separating bike riders from vehicular traffic.


• Shared use path is off-road, so bike riders and pedestrians are completely separated from vehicular traffic.

• Typical minimum width is 3 metres to facilitate bi-directional movement with 0.5m clearance to obstacles either side of path.

• Opportunity for adjacent Park Land frontages to be enhanced through low-level and tree planting.

• Opportunity to create tree avenue planting either side of path.

• Minimum height clearance required 2.4m.• Crossfall minimum of 2% and maximum of 5%.• Lighting required to comply with the City of Adelaide’s

Standards.• Signage and pavement markings as per authority

requirements. • Bikeway surface treatment to be consistent with material

selection.

Bi-directional shared path




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5.3 On Road Bikeway Treatment Shared Zone

ApplicationTBA

Key Design Elements:TBA

On Road Bikeway Treatment

***Detailed Design to be determined with State Government***

Detail to be developed



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5.4 On Road Bikeway Treatment Low Speed Low Volume Mixed Traffic

ApplicationTBA







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5.5 On Road Bikeway Treatment Contra-Flow Bike Facilities

ApplicationTBA







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6.0 Design Typologies

A key driver in the City Bikeways project is safety for all road users. The following typologies have been developed internally at City of Adelaide based on international best practice and approval with the state government is currently being obtained in order to ensure safety for all users once implemented as part of the City Bikeways project.

The typical design treatments include:

• Signalised intersection• Signalised dutch intersection • Raised intersection treatment• Minimal impact minor intersection• Bus stop island• Bus stop in-line• Hotel taxi drop off• On-Street disabled parking bay



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6.1 Signalised Intersection

A signalised intersection solution should focus on safety as the main priority, with particular regard for turning vehicles.

ApplicationExisting signalised intersection

Key Design Elements:

• Green surface treatment on bikeway across intersection.• Upgrade to traffic signals and altering of sequencing if

neccessary.• Clearly delineated path of travel for turning vehicles. • Intersection to allow for turning movement of large

vehicles.• Upgrade of kerb ramps to ensure smooth integration

with level of bikeway.• Hook turn waiting areas for bike riders• Line marking and signage. • Upgrade to drainage system as required.

Green surface treatment over intersection

Extend flush water table around corner to direct

vehicle movement

Separated Bikeway

Signalised Intersection




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6.2 Signalised ‘Dutch’ intersection

A signalised ‘Dutch’ intersection treatment focuses on safety as the main priority, with particular consideration for turning cyclists and vehicles.

ApplicationLarge intersections with the allocated room


• Median islands to slow and guide vehicle movement.• Green surface surface treatment on bikeway across

intersection.• Upgrade to traffic signals.• Clearly defined path of travel for turning vehicles. • Intersection to allow for turning movement of large


with level of bikeway.• Hook turn waiting areas for bike riders• Line marking and signage. • Upgrade to drainage system as required.• Regulatory signs, where appropriate.

Signalised Dutch Treatment





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6.3 Raised signalised intersection treatment

A raised intersection treatment should focus on safety as the main priority by utilising a change of grade to slow vehicles entering areas with a high potential of conflict occurring.

ApplicationTBA


• Use grade change to slow vehicles• Green epoxy surface treatment on bikeway across

intersection may be used with review from DPTI.• Upgrade to traffic signals.• Clearly defined path of travel for turning vehicles. • Intersection to allow for turning movement of large


with level of bikeway.• Hook turn waiting areas for bike riders• Line marking and signage. • Upgrade to drainage system as required.

Raised Signalised Intersection Treatment





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6.4 Raised shared minor intersection

At unsignalised side roads, a raised shared treatment may be suitable.

This design treatment is more suitably applied in conjunction with the raised separation bikeway typology.

ApplicationTypical treatment of minor road intersection or off-street car park access for a car park of more than 100 spaces.


• Raised threshold to reduce vehicular and cyclist speeds.• Opportunity to incorporate planting where sightlines

permit.• Contrasting surface material between bike lane

and footpath.• Flush concrete kerb delineating the bike lane and

footpath• Regulatory signs, where appropriate.• Line marking, where appropriate. • Upgrade to drainage system.• Use of urban elements and materiality define and guide

vehicles through intersection.

Raise bike lane up to intersection

Footpath and bike lane surface treatment must be contrasting

Flush kerb to delineate footpath and bike lane

Raised bike lane at intersection

Raised Shared Minor Intersection




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6.5 Raised minor intersection

Treatment is suitable for some unsignalised side roads and private driveway access, dependent on the context and constraints of the wider street environment.

ApplicationTypical treatment of laneway intersection or off-street car park access for a car park of 100 spaces or less.


• Raised threshold to reduce vehicular and cyclist speeds.• Opportunity to incorporate planting where sightlines

permit.• Contrasting surface material between bike lane

and footpath.• Regulatory signs, where appropriate.• Line marking, where appropriate. • Upgrade to drainage system.• Review of vehicle height clearance over change of grade.• Parking restrictions either side of intersection as per City

of Adelaide’s requirements

Ramp up to bike lane level

Retain existing footpath levels

Double Up Minor Intersection


Footpath and bike lane surface treatment must be contrasting



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6.6 Minimal impact minor intersection

Treatment is suitable for some unsignalised side roads and private vehicle access where slower speeds are already achieved by existing change of grades.

ApplicationTypical treatment of existing tactiled crossover intersection.Lower traffic volumes.


• Retain existing footpath and road levels where possible.• Minimal changes to drainage system on both bikeway

route and connecting side street.• Opportunity to incorporate planting where sightlines

permit.• Constrasting surface treatments on footpath and

bike lane• Regulatory signs, where appropriate.• Line marking, where appropriate.

Green surface treatment marking over intersection

Retain existing grade and crossover levels

Grade Bikeway down to existing road level

Grade bike lane down to existing road level (If using raised treatment)

Locally review drainage issues

Minimal Impact Minor Intersection




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Island Refuge for bus stop

Bikeway (Reduced width)

Pedestrian CrossingBus stopFootpath (Reduced width)

6.7 Bus stop island

The bikeway may be implemented along a bus route, requiring coordination of bus stops with pedestrian access. To facilitate safe interactions between pedestrians, bike riders and buses, slowing riders and defining a clear path of travel through the space is essential.

The alignment of the bike lane within the road will need to be diverted to provide adequate space for bus shelters, pedestrians waiting and urban elements required for bus stops.

A clear line of sight must be maintained both for bike riders and pedestrians in this situation to ensure conflicts are minimised. The design of the bus shelter must also allow for clear sightlines.

ApplicationTypical treatment of existing and new bus stops located along a bikeway route


• Increase width of separation zone to accommodate bus shelter and pedestrians waiting or loading.

• Slow riders down by narrowing bikeway width and/or changing surface treatment or levels.

• Direct pedestrian movement using urban elements such as seating, fencing, bollards or planter boxes (Selection to align with ADM).

• Provide priority to pedestrians crossing over bikeway using zebra crossing pavement marking.

• Slimline bus shelter to maintain sightlines in the area (through bus shelter), void of advertising.

• Planting and greening opportunities.• Regulatory signs, where appropriate.• Line marking, where appropriate. • Upgrade to drainage system required.• Reduce width of footpath to provide for bikeway and

passenger waiting areas, if necessary.

Bus Stop Island




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6.8 Bus Stop In-Line

TBA

ApplicationTBA


Bus Stop In-line





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6.9 Passenger loading

Depending on the local context, designated kerbside space may be required to accommodate passenger drop off and pick up along the bikeway routes.

To facilitate safe interactions between pedestrians, bike riders and vehicles, slowing riders and providing a clear path of travel through the space is essential.

ApplicationSuitable locations include outside hotels, schools and taxi zones.


• Kerbside space for stopping / loading.• Increase width of separation buffer zone to

accommodate pedestrians waiting or loading into vehicles.

• Slow riders down by narrowing bikeway width and/or changing surface treatment or level.

• Direct pedestrians movement using urban elements such as street furniture, seating, fencing, bollards or planter boxes (Selection to align with ADM).

• Provide priority to pedestrians crossing over bikeway using zebra crossing pavement marking.

• Planting and greening opportunities.• Regulatory signs, where appropriate.• Line marking, where appropriate. • Upgrade to drainage system required.

Drop Off Zone


Passenger loading area

Pedestrian crossing across bike lane

Bike lane narrows on approach to slow riders



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6.10 On-Street Disabled Parking Bay

On-Street disabled parking bays should be installed on-street at intervals defined as per Australian Standards or the City of Adelaide requirements (whichever is greater). The disabled bay should be located near areas that may have a higher requirement for accessible parking, such as doctor surgeries, hospitals and other health care providers.

ApplicationOn-Street disabled parking bays or loading zones in front of premisses requiring disabled parking bays.

Key Design Elements:

• Provide Disability Discrimination Act (DDA) compliant access to designated car park from footpath.

• Provide sufficient space for the movement of wheelchairs.• Provide sufficient warning to riders on approach to

disabled parking bays.• Slow riders down by narrowing bikeway width and/or

changing surface treatment or levels. • Regulatory signs, if appropriate.• Line marking, if appropriate. • Upgrade to drainage system required.

Disabled Parking





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7.0 Technical information

7.1 Kerb details

The detailing of the kerb running between the footpath and the bikeway is an important element both aesthetically and for safety reasons. The design of the kerb should consider the following:

• Width of the bikeway (A reduced kerb height will assist in increasing the effective width of the lane by reducing the chance of pedal strike. This also increases opportunities for overtaking).

• Access between the bikeway and the footpath. • Drainage requirements (stormwater holding capacity may

require certain kerb requirements).• Water table requirements to accommodate stormwater

flow paths.• Construction methods, for example insitu concrete,

precast or stone kerbing.• Integration with existing infrastructure, for example pram

ramps, cross overs and side streets.• Aesthetic appearance (including the use of coloured

concrete and aggregates).• The colour of the kerb shall be a contrasting colour to

the footpath to provide warning to pedestrians of the adjacent bikeway and level change.

• The profile of the kerb should also consider tripping hazards to pedestrians and impact on cyclists when riding adjacent the kerb.



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7.2 Drainage and stormwater treatment

A separated bikeway will have a significant impact on the existing road drainage system, due to changes to existing kerb locations, levels and grades. Appropriate drainage design is essential to ensure the existing drainage system is not negatively impacted upon by the implementation of the bikeway. The increase of likelihood of flooding to existing properties is also a major consideration in drainage design. An improved drainage system will also extend the longevity of the new infrastructure.

The drainage design for the bikeway should enhance safety and comfort of bike riders through reduced ponding of water and debris within the path of travel.

All stormwater grated inlets are to be upgraded with bicycle-friendly grates or located outside the bikeway. Kerb inlets may be appropriate in certain situations to reduce impact on riders while maintaining a stormwater catchment.

The bikeway drainage design shall take into account the City of Adelaide maintenance operations requirements including:

• Provision of safe access for cleaning grated inlet pits, including lifting of the lids and access for the VAC Truck hose.

• Specification of grated inlet pits that are designed to reduce blocking of drains by leaf matter and debris

Stormwater outlets from existing properties will need to be managed and re-directed into sealed systems to prevent additional water flow onto the bikeway.

7.3 Lighting

Lighting improvements may be required along the bikeway to ensure a consistent and safe level of lighting and safety is achieved.

Lighting levels may vary along the route, therefore a lighting survey should be undertaken to ensure existing lighting complies with the City of Adelaide requirements, as well as identification of any required upgrades.

7.4 Traffic signals

The implementation of the bikeway may impact on the existing traffic signals and should be reviewed and upgraded as part of the project. Due to the potential change in traffic or road conditions, signals along the route should be reviewed to ensure compliance with Australian Road Rules and ensure efficient operation.

Separated bicycle phases are not required at signalised intersections, but should be considered where there is a need to eliminate conflicts. Signal timing and phases should be reviewed to encourage and accommodate bike riders.

7.5 Green paint / epoxy road treatment

Green paint is to be used to identify conflict points along the bikeway route. It may also be used on the first 10-20 metres at the beginning of the separated bike lane to identify the bikeway and reduce any confusion between the bike lane and traffic lanes.

7.6 Logo, signs and line marking

The bicycle lane symbol and bicycle lane sign are to be used only where it is legally defined as a bicycle lane. Bicycle lane logos and signs should be installed at intervals as defined in the Australian Road Rules.

A shared path sign should be installed as per the Austroad guide.

The use of signs should be limited to reduce visual clutter of the street, and should be co-located where appropriate.



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7.5 Landscape design

New tree speciesThe bikeway presents opportunity to provide shade and amenity for all users of city streets through increasing greening through trees and low-level planting. The species of any new trees should be selected to comply with the Adelaide Design Manual’s tree palettes and guidelines. New trees are to be pruned in a manner that prevents impacting on the bikeway and roadway using formative pruning techniques. Coordination with maintenance teams will need to be undertaken to ensure appropriate pruning of trees along the bikeway.

Low level planting There is opportunity to install low level planting in the buffer but only if irrigation is available and can safely be maintained by the city. Maximum growth height of low level planting should not impact on visual sight lines.



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8.0 Maintenance

The bikeway design shall take into account the City of Adelaide’s maintenance operations requirements during the design and planning stages. This includes allowance for safe maintenance operations for personnel and limiting excessive cleaning costs to the city.

Maintenance requirements to be considered during design of bikeways include:

• Cleaning of stormwater pits, vehicle access to grated inlets and lifting of covers .

• Access for street sweeper along bikeway to clean surface.

• Selection of tree species minimises leaf drop and maintenance requirements (form pruning and shaping).

• Limiting the number of small areas that catch rubbish and debris and require hand cleaning or sweeping.

• Safe access to planting in separation zone for maintenance.

• Location of irrigation controller and valves away from vehicle movements and traffic lanes.

• Selection and construction of pavement to increase life of surface treatment and prevent cracks and tripping hazards that require replacement.

• Selection of materials that have a long life expectancy and low maintenance requirements.

• Reduce extent of green epoxy treatment in high wear areas where possible.

• Vehicle access to prune existing street trees with an Elevated Work Platform (EWP).

A Traffic Management Plan should be developed and agreed upon if the bikeway is required to be closed for maintenance operations, including provision of a safe alternate route for bike riders.

Existing TreesWhere existing trees protrude into the bikeway or separation zone an assessment should be undertaken to determine the community value of the tree, and whether it should be retained or removed. The bikeway can deviate in specific locations where required to provide a safe clearance distance. This may result in the narrowing of the bikeway in particular areas.

Warning pavement markings or signage should be used to identify hazards to riders.

Existing trees should be connected to the irrigation system and protected during construction, as per the City of Adelaide’s requirements.



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9.0 Materials and fixtures

The palette of materials and urban elements to be used on the bikeways routes are to be consistent with the Adelaide Design Manual palettes. Due to the different street typologies in which bikeways will be implemented, materials and finishes may vary along routes, but will be cohesive as a whole cycling corridor. Final material selection is subject to budget and review by the City of Adelaide.

Material selection to comply with the ADELAIDE DESIGN MANUAL

9.1 Bikeway surface treatment

9.2 Separation material selection

Coloured asphalt

Kerb and water table

Charcoal concrete Tree and shrub planting

Exposed aggregate concrete

Green surface treatment



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10.0 Contact Information

Daniel BennettAssociate DirectorDesign + StrategyCity of AdelaideT. (08) 8203 7295M. 0404 480 794E. [email protected]

Anna McDonaldSenior Project LeadDesign + StrategyCity of AdelaideT. (08) 8203 7628E. [email protected]

Aleck WhithamDesign Leader BikewaysDesign + StrategyCity of Adelaide T. (08) 8203 7086E. [email protected]

city of adelaide bikewaysdmzweb.adelaidecitycouncil.com/agendasminutes/files08/...city of adelaide...

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