To ensure that cycle superhighways in the capital region meet the five quality goals and maintain a high quality and coherence across municipalities, the following section contains a series of principles and recommendations for the design and route course of cycle superhighways.
Principles for path and route course
Separation from motorized traffic
On a cycle superhighway, there should always be separation between bicycle traffic and other motorized traffic.
Separation from pedestrians
On a cycle superhighway, there should always be separation between the cycle path and the area for pedestrians. It is, therefore, not recommended to place a cycle superhighway on a shared multi-use path.
Opportunity for overtaking
On a cycle superhighway, it should be possible to maintain one’s own pace over longer stretches regardless of the type of bicycle. Therefore, cycle superhighways should be sufficiently wide to accommodate all types of bicycles and allow for overtaking.
Width in relation to the number of cyclists – now and in the future
The width of cycle superhighways should consider both the current volume of cyclists and the expected increase in bicycle traffic when constructing a cycle superhighway.
Below, you can read about recommendations for the design and construction of paths and routes on cycle superhighways. Click on the individual themes or scroll further to learn more.
Types of cycle paths
The recommended standards for cycle superhighways depend on the context. For example, the required width for a particular type of cycle path follows the expected volume of cyclists on the given stretch. To find the recommended minimum width, the expected peak hour traffic for cyclists in one direction is used. The peak hour traffic can be read in bicycle traffic counts in Mastra (requires login).
| Path type / Estimated peak hour traffic | 0-200 cyclists | 200-1,500 cyclists | Over 1,500 cyclists |
| Bidirectional cycle paths | 2.5-3.0 m* | 3.0-4.0 m | min. 4.0 m |
| Unidirectional cycle paths | 2.25-2.5 m | 2.5-3.0 m | min. 3.0-3.5 m |
Recommended path widths for bidirectional and unidirectional cycle paths for different expected traffic volumes.
*For paths along roads, bidirectional cycle paths in urban areas should be a minimum of 2.5 m wide, while bidirectional shared paths in urban areas should be a minimum of 3.0 m wide. If the path is bordered by guardrails, curbs, or similar fixed objects, there should also be an additional width of at least 0.3 m1Transportministeriet: Cirkulære om etablering af dobbeltrettede cykelstier langs vej, (CIR nr 95 af 06/07/1984). Link. .
Recommendations for using bicycle counts to define the width of the path
It is recommended that the latest – preferably no more than 5 years old – bicycle counts should be used to determine the width. If more recent counts of bicycle traffic are not available, cyclists should be counted along the stretch prior to planning the cycle superhighway.
The following describes the different types of cycle paths recommended for cycle superhighways.
Bidirectional cycle paths in own course
Bidirectional cycle paths in their own course can provide a safe, comfortable, and calm cycling experience, as cyclists often ride with ample distance from motorized traffic. Therefore, it can be a good idea to plan cycle superhighways as bidirectional cycle paths in their own course.
The following is recommended for cycle superhighways on bidirectional cycle paths in own course:
Adequate width in relation to current and future bicycle traffic
On cycle superhighways, it is important that the bidirectional cycle path in its own course is wide enough to accommodate both an oncoming cyclist and an overtaking cyclist. In practice, this means there should be room for a minimum of three cyclists side by side. Therefore, it is recommended that the width is at least 3.0 meters.
For lower traffic volumes on the cycle path (under 200 cyclists per direction during peak hours), there is usually enough space for overtaking on a 2.5-meter-wide bidirectional cycle path.
| Path type / Estimated peak hour traffic | 0-200 cyclists | 200-1,500 cyclists | Over 1,500 cyclists |
| Bidirectional cycle path in own course | 2.5-3.0 meter | 3.0-4.0 meter | Min. 4.0 meter |
Recommended widths for bidirectional cycle paths in own course at different estimated peak hour traffic
Separation between pedestrians and cyclists
On cycle superhighways, it is important to create a designated and separate area for pedestrians alongside the bidirectional cycle path to avoid potential conflicts between cyclists and pedestrians. This can be done, for example, with changes in elevation, curb strips, changes in pavement, or markings. Physical separation between pedestrians and cyclists also contributes to the perceived safety for both cyclists and pedestrians, as it prevents confusion about who should be where. Shared multi-use paths are not recommended on cycle superhighways.
Focus on safe intersections
On cycle superhighways where a bidirectional cycle track crosses a heavily trafficked road outside of intersections (Average Annual Daily Traffic (AADT) for motor vehicles over 600-800), the intersection should be either grade-separated, signalized, or designed as a safe crossing with a crossing island and possibly additional local speed reduction measures. If signalization is chosen for the intersection, the bidirectional cycle track should be separately signalized from vehicular traffic in all directions.
Bidirectional cycle paths in own course and away from other infrastructure can support a safe, comfortable and calm cycling experience. Photo: Cycle Superhighway Collaboration, The Capital Region
Unidirectional cycle paths alongside roads
When a cycle superhighway runs alongside a road, unidirectional cycle paths on both sides of the road are recommended. This solution is often considered safer and more intuitive than a bidirectional cycle path along the road, as it avoids oncoming traffic and the significant disadvantages associated with crossings with road traffic, side roads, and raised crossings.
The following is recommended for unidirectional cycle paths alongside roads:
Adequate width in relation to current and future bicycle traffic
The width of unidirectional cycle paths on cycle superhighways should accomodate both the current and the expected future bicycle traffic, so that overtaking can occur in a safe and comfortable manner. This relates both to cycle superhighways in an urban densely built environment and in lesser densely built environments, or open landscapes. The width of the cycle track is therefore recommended to be at least 2.5 meters.
For cycle paths with lower traffic volumes (under 200 cyclists per direction during peak hours), consider downsizing to a width of 2.25 meters. 2.25 meters is the minimum width for comfortable overtakings.
| Path type / Estimated peak hour traffic | 0-200 cyclists | 200-1,500 cyclists | Over 1,500 cyclists |
| Unidirectional cycle paths alongside roads | 2.25-2.5 meters | 2.5-3.0 meters | Min. 3.0-3.5 meters |
Recommended width for unidirectional cycle paths at different estimated traffic volumes after implementation
Surface level separation between cyclists and pedestrians
Cycle superhighways should have surface level separation between the unidirectional cycle path and the pavement. This provides the best experience for both cyclists and pedestrians. The level difference can be established with, for example, curb stones or curb strips (in special cases where space is limited, unidirectional paths can be part of a shared-use path).
Road verges are recommended on high speed roads
On cycle superhighways in rural areas along roads with a speed limit of 50 km/h or higher, it is recommended to establish a road verge between the roadway and the cycle path2Vejregler: Håndbog om Tværprofiler i byer, 2019, s. 38. Link. A road verge contributes to the safety of cyclists along roads where the speed limit exceeds 50 km/h. Any vegetation in the road verge should be kept low to avoid obscuring cyclists. Additionally, attention should be paid towards side roads and other intersections, as the distance between traffic streams can reduce visibility for left-turning motorists. For the same reason, continuous cycle paths across side roads are also recommended.
An example of a unidirectional cycle path alongside a road. Værløseruten C82. Photo: Cycle Superhighway Collaboration, Capital Region.
Unidirectional cycle paths as part of separated multi-use paths along roads
On cycle superhighways, pedestrians and cyclists should always be physically separated with either a strip or a curb. Unidirectional cycle paths as part of a separated multi-use path without surface level difference between the cycle path and walking area are therefore not recommended, as a general rule on cycle superhighways.
In special cases where space is limited, a shared-use path may be the best compromise. A separated multi-use path without level differences allows both cyclists and pedestrians to use the entire area of the shared path for overtaking and passing oncoming traffic, when the area is not used by the other type of user.
It is still recommended that shared-use paths are established with the same width for cyclists as the recommended widths for unidirectional cycle paths. If it is not possible to establish adequately wide shared-use paths, for example by including space from the roadway, alternative routes for the cycle superhighway should be examined.
The following is recommended if a separated multi-use path is the only option:
Bicycle traffic should be less than 200 cyclists during peak hour
When level separation with either a road verge or a curb between cyclists and pedestrians is not possible, a separated multi-use path can be used. However, a shared-use path should only be used when the peak hour traffic is below 200 cyclists per directions. The recommended width for cyclists’ share of the separated multi-use path follows the same recommendation as the width for unidirectional cycle paths, which is a minimum of 2.25 meters.
| Path type / Estimated peak hour traffic | Up to 200 cyclists |
| Unidirectional cycle path as part of a separated multi-use path | 2.25-2.5 meter |
Recommended width for unidirectional cycle paths as part of a separated multi-use path according to estimated traffic volumes
As a last resort, a cycle path with a width of 2.25 meters as a part of shared-use path is an acceptable compromise.
If you choose to reduce the width of the pedestrian area to accomodate the recommended width of the cycle path, it is important to consider whether this will cause pedestrians to use the cycling area for walking, as the walking area might become too limited. It is therefore also important to look into the number of pedestrians on the segment to ensure the best and safest solution.
Separated multi-use paths along roads should only be used for shorter stretches
Separated multi-use paths along roads on cycle superhighways should only be considered an option for shorter stretches with a maximum length of 500-600 meters. Additionally, it should only be considered for segments that have a low number of pedestrians such as locations outside of urban environments.
Clearly marked pedestrian area
It is recommended that the pedestrian area of a separated multi-use path is implemented with flagstones. This clearly illustrates the separation of the path and directs the users towards their correct place on the path. The separation can be further clarified with cycle symbol markings on the cycle path.
On separated multi-use paths with asphalt and an edge line to separate, doubts can arise where cyclists and pedestrians should place themselves on the path.
On separated multi-use paths with asphalt the distinction between pedestrians and cyclists can be stressed with bicycle markings. Photo: Cycle Superhighway Collaboration, Capital Region.
Bidirectional cycle paths alongside roads
When a cycle superhighway runs alongside a road, it is recommend to use unidirectional cycle paths on both sides of the road as it is the safest and most intuitive solution for cyclists.
However, in certain cases a bidirectional cycle path can be a better solution in terms of accessibility and safety. For example this applies if all or almost all destinations are located on the same side of the road as cyclists thereby avoid to cross the road. This is also the case if the bidirectional cycle path leads to a level-free crossing of the road.
Bidirectional cycle paths along roads are generally only recommended as an alternative solution on cycle superhighways and they should only be established after a safety and economic assessment of alternative solutions for cyclists.
On cycle superhighways there are differentiated recommendations for bi-directional cycle paths along roads depending on whether the cycle superhighway is in urban areas or outside urban areas. In Denmark, urban areas are defined as an area which is “mainly used for residential, industrial or leisure activities including areas with more than 200 inhabitants, as well as holiday home areas, campsites, built-up industrial and port areas”. Below you can read more about bi-directional cycle paths along roads respectively in and outside urban areas:
Find more information in the side bar
Bidirectional cycle path alongside roads in urban areas
As a general guideline bidirectional cycle paths along roads are not recommended as part of a cycle superhighway in urban areas.
In urban areas, the bidirectional cycle path will often cross side roads, where other road users do not expect cyclists from both directions. This usually leads to a rise in cycling accidents.
However, if a bidirectional cycle path is established, there must be a minimum of 1.0 meter road verge between the cycle path and the road, unless other measures are established to protect road users e.g. fences or guardrails.
Capital Region
Nevertheless, if a bidirectional cycle path is established alongside a road in urban areas, attention must be paid to a number of points:
Should not be established on segments with heavily trafficked side roads
There should be no heavily trafficked side roads (more than 600-800 motor vehicles, Average Annual Daily Traffic) along the segment with a bidirectional cycle path.
A minimum of 1.0 meter road verge between the cycle path and the road
A road verge must be established between the cycle path and road. According to the Danish Road Standards, the road verge must be at least 1 meter wide, unless other measures are established to protect cyclists e.g. fences or guardsrails3Transportministeriet: (CIR nr. 95 af 06/07/1984) Cirkulære om etablering af dobbeltrettede cykelstier langs vej. Link.
Safe intersections
Where a bidirectional cycle path crosses a heavily traficked road without a road intersection, the crossing should be established as an overpass or underpass, with traffic signals or with a refuge island combined with local speed reductions.
Focus on viewing conditions at intersections
At intersections, the road verge between the cycle path and the road must be a maximum of 6 meters wide4Transportministeriet: (CIR nr 95 af 06/07/1984) Cirkulære om etablering af dobbeltrettede cykelstier langs vej. Link. The viewing conditions in the intersection must be sufficient to ensure that cars that cross the path have enough space to comply with their duty to yield.
Safe intersections at side roads
When a bidirectional cycle path along a primary road crosses a minor side road (less than 600-800 motor vehicles, Average Annual Daily Traffic), the cycle path should be established as a continuous cycle path across the side road.
Consider a right turn lane before a side road
In some cases, it may be safer for cyclists on the cycle superhighway if a right-turn lane is established on the road before a side road. When a right-turn lane is established on the road, the road verge between the road and the cycle path should be narrowed to 0.5 meters or replaced by a curb5Transportministeriet: (CIR nr 95 af 06/07/1984) Cirkulære om etablering af dobbeltrettede cykelstier langs vej. Link.
Bidirectional cycle path alongside roads outside urban areas
Outside urban areas the number of crossings and side roads is often significantly smaller and they are also often less congested than in the cities. Hence there are not as many risks with bidirectional cycle paths alongside roads outside urban areas as in urban areas.
On bidirectional cycle paths alongside roads outside urban areas a 3.0 meter separation is recommended if possible as seen in the picture. The road verge must be at least 1.0 m wide, and if it is less than 1.5 m additional measures must be established to protect road users e.g. a fence, guardrail or extra marker posts.
When a bidirectional cycle path is established along a road outside urban areas, attention must be paid to the following:
3.0 meter separation between the cycle path and the road
Separation must be established between the cycle path and the road. On cycle superhighways it is recommended that the separation has a width of 3 meters – especially along larger roads. According to the Danish Road Standards, the minimum width of the road verge must be 1.0 meter. If the width of the road verge is less than 1.5 meters, special measures must be taken to protect cyclists. Examples include fencing, guardrails or extra marker posts6Transportminsteriet: CIR nr. 95 af 06/07/1984: Cirkulære om etablering af dobbeltrettede cykelstier langs vej. Link. The minimum requirements mentioned above will normally only be considered safe to apply when constructing bi-directional cycle tracks along minor roads.
Safe crossings at side roads
When a bi-directional cycle track along a road crosses a side road, it is important to establish a safe crossing. Depending on the size of the side road, there are different possible solutions; uninterrupted cycle track and priority for cyclists, interrupt the cycle track and priority for drivers, refuge islands, etc.
For bi-directional cycle paths along roads, there must be a road verge to separate the path and the road. On cycle superhighways it is recommended that the road verge is at least 3 meters wide. Photo: Cycle Superhighway collaboration, Capital Region
Additional infrastructure
On cycle superhighways, dedicated cycle infrastructure that are separated from other traffic are recommended – particularly unidirectional cycle paths. If this is not an option, other route courses should be examined.
If it is found that a stretch provides a unique and direct route or it is the only option to create a coherent route, and if it is not possible to establish a unidirectional cycle path or a cycle path in own course, the following alternative types of infrastructure can be considered.
Cycle lanes
Generally, it is not recommended to use cycle lanes instead of cycle paths in own course or along roads on cycle superhighways. Cycle lanes provide a lower degree of safety and security and can be difficult to keep free of dirt and gravel from the carriageway. Furthermore, there is a risk of cars parking in the cycle lane and thereby being a nuisance for cyclists.
If it is assessed that a stretch provides a unique and direct route or it is the only option to create a coherent route, and if it is not possible to establish a unidirectional cycle path or a cycle path in own course, cycle lanes can be considered.
Generally, it is not recommended to use cycle lanes on cycle superhighways. Cycle lanes provide a lower degree of safety and security and can be difficult to keep free of dirt and gravel from the carriageway. Furthermore, there is a risk of cars parking in the cycle lane – especially in urban areas.
Photo: Cycle Superhighway Collaboration, Capitol Region.
Supplementary rubber curbs and/or bollards can be considered for additional separation between car traffic and bicycle traffic when bicycle lanes are build. The example here is, however, used to separate a two-way cycle path from the carriageway. Photo: Pablo Celis.
If cycle lanes are nevertheless established on cycle superhighways, the following is recommend:
Read more
- Cycle lanes should only be used on sections with low volumes of cycle and cars.
- Bike lanes along cycle superhighway should have a minimum width of 2.25 metres (excluding 30 cm for the white edge line).
- It should be considered to add elements to stress the separation between the carriageway and cycle lane. This could, for example, be additional bollards or other means to physically and visually narrow the carriageway. Such elements are not included in the road regulations and therefore require a separate assessment in each specific case and must still comply with the rule of a minimum distance of 0.3 metres between the cycle lane and fixed objects and 0.5 metres between the carriageway and fixed objects. Another element can be to use a different surface, marking or colour on cycle lanes.
Routes along less trafficked roads
In general, it is not recommended that cycle superhighways run along roads without a cycle path. On roads without cycling infrastructure, it is difficult to prioritise cyclists over other road users, create sufficient safety and security, and visually mark the route as a cycle superhighway.
In some cases, a route along less trafficked roads may be the best or only alternative. Less trafficked roads are defined as roads with no cycling facilities, where the Average Annual Daily Traffic (AADT) is less than 200-400 cars.
If it is assessed that a less trafficked road provides a unique direct route or is the only option to create a coherent cycle superhighway, the following is recommended:
Max speed 20-40 km/h
The signposted speed should be reduced as much as possible and should be a maximum of 20-40 km/h, as the speed of motorists in car-bike collisions determines the cyclist’s risk of being seriously injured or killed. At speeds above 30 km/h, the risk of fatalities increases significantly.
Speed reducers
Speed reducers should always be installed. Speed reducers can be designed as bumps with access for cyclists or raised surfaces across the entire width of the road. The speed reducers must be maintainable in winter and passable for cyclists without having to hold back for car traffic7Transportministeriet: (BEK nr 620 af 17/06/2019) Bekendtgørelse om vejbump og andre hastighedsdæmpende foranstaltninger. Link.
Limit curbside parking
Curbside parking should be minimised and should be marked in parking stalls, so cyclists know where to expect parked cars. Perpendicular parking should be avoided and any angled parking should be angled so that drivers have to reverse in and drive forwards.
Cycle superhighways on local roads are generally not recommended. If the local road creates a coherent route, it is important that car traffic is very limited (mainly local roads with only local traffic and AADT below 200-400), the road should be signposted as a low-speed road (20-40 km/h) and should be additionally equipped with speed reduction measures. Photo: Pablo Celis.
2 minus 1 roads
In general, it is not recommended that cycle superhighways run along 2 minus 1 roads. If a cycle superhighway runs along a less trafficked road and it is not possible to build unidirectional cycle paths or other dedicated cycling infrastructure, a 2 minus 1 road may be an option.
When establishing 2 minus 1 roads, it is a good idea to supplement this with information and campaigns that explain how drivers should position themselves on a 2 minus 1 road.
If it is not possible to create dedicated cycling infrastructure on a route and it is assessed that a 2 minus 1 road provides a unique direct route or is the only option to create a coherent cycle superhighway, the following is recommended:
Guidelines for 2 minus 1 roads
Requirements and recommendations
Requirements8Transportministeriet: (BEK nr 2510 af 09/12/2021) Bekendtgørelse om anvendelse af vejafmærkning. Link:
- The distance between the dotted edge lines (carriageway) must be between 3.0 and 3.5 m wide.
- The kerb strip must be at least 0.9 m wide, including marking with a wide (0.3 m) dotted edge line.
- There must be meeting visibility corresponding to the selected speed limit to ensure that road users have time to stop/turn if they encounter oncoming traffic.
- The speed limit must not exceed 60 km/h outside urban areas and 50 km/h in urban areas.
- The function or design of the road must not require a centre line.
- The signpost A43,1 Narrowed road with sub-sign “Narrow road” must be placed before the section at an appropriate distance.
Recommendations9Vejregler: Viden og dokumentation om Hastighedsdæmpning på 2 minus 1 veje i åbent land med 60 km/h, 2021. Link:
- The kerb strip should not be wider than 1.5 m including a 0.3 m edge line, otherwise it can be perceived as a carriageway and invite car traffic.
- Peak hour traffic should not exceed 300 vehicles/hour and Average Annual Daily Traffic (AADT) should not be higher than 3,000 vehicles.
- Speed reducers can be established and designed similarly to the recommendations of the road regulations.
- Striping in urban areas should be painted on (not thermoplastic) to minimise noise pollution.
- The markings should be continuously maintained.
- 2 minus 1 roads should only be established on shorter sections (500-600 metres).
- Low speed must be ensured along the route (max. 40-50 km/h). Therefore, it is recommended to primarily use 2 minus 1 roads in areas where it is possible to ensure a maximum speed of 40-50 km/h.
- Minimum widths should not be used for all dimensions in the cross section described in the executive order on surface marking.
Read more about stop sight at the bottom of the page or click straight down here:
Cycle superhighways on private roads
If a cycle superhighway is to be placed on a private road, it will require special considerations both in terms of establishing physical measures and in terms of setting requirements for maintenance. See guidelines in Privatvejsloven.
If a cycle superhighway is to be placed on a private road, it is therefore recommended that the road is upgraded to a public road.
Additional course elements
(Still in translation – English version ready soon!)
Cycle superhighways must have good traffic flow and be able to accommodate all types of cyclists regardless of speed. Therefore, it is important to pay special attention to curve radii, cross slopes, visibility, and gradients, as they also influence the cycling experience along cycle superhighways.
Read more about the different alignment elements here:
Principles for road layouts
Curve Radii
Compared to the planning of ordinary cycle tracks, for cycle superhighways it is particularly important to ensure visibility and thus curve radii for speeds of at least 30 km/h.
The following table shows the minimum radii for vertical curves on cycle tracks:
| Speed | Minimum radius | Recommended minimum radius |
| Speeds up to 30 km/h | 175 meters | 340 meters |
| Speeds exceeding 30 km/h | 300 meters | 580 meters |
Minimum radii for vertical curves
It is important that curves on cycle superhighways are designed so that there is meeting sight to prevent dangerous situations between oncoming path users. This also applies to curves near tunnels, at intersections with other paths, etc. If meeting sight cannot be achieved, the two directions of travel should be separated by a median, shoulder, or similar. A low-cost solution is to mark out hatched markings between the two directions.
Based on specific values, a lack of meeting sight is a criterion for marking with a continuous line indicating that overtaking is banned. This ensures that cyclists on bi-directional cycle paths can be confident that if visibility is less than the specified values, the path is marked with a continuous line, banning overtaking.
The meeting sight length for cyclists is calculated as twice the stopping distance, as shown in the table below:
Kørekurver
Ved kurver og knæk på supercykelstien er det er vigtigt, at kurven for cyklisterne ikke bliver udformet for skarp. Det anbefales, at man er særligt opmærksom på dette ved busstoppesteder og parkeringslommer. For skarpe kurver kan betyde, at to cyklister ikke kan køre ved siden af hinanden gennem kurven og at mere pladskrævende cykler (for eksempel ladcykler og cykler med anhængere) ikke på forsvarlig vis kan gennemkøre kurven uden at skulle sætte hastigheden unødvendigt ned.
På supercykelstier anbefales det, at alle kurver udføres efter Vejreglernes anbefalinger for en cykel med anhænger med en hastighed på 20 km/t11: Vejregler: Viden og dokumentation om Dimensioner af specialcykler, 2022 Link.
Anbefalede kurver for en cykel med anhænger med en hastighed på 20 km/t. Figur: COWI
Skarpe kurver på cykelstien nedsætter fremkommeligheden og vanskeliggør muligheden for at cykle to og to eller muligheden for at overhale. Det er en god idé – som her – at rette eksisterende skarpe kurver ud. Foto: Frederiksberg Kommune
Stigningsgradienter
På en supercykelsti skal det som udgangspunkt altid være muligt at blive siddende på cyklen. Der må ikke forekomme stejle bakker eller ramper, der kan betyde, at man bliver nødt til at stå af cyklen for at trække.
På supercykelstier anbefales det derfor, at forholdet mellem gradienter og længder ikke overstiger værdierne som angivet i nedenstående tabel:
| Gradient | Største længde | Overvunden højdeforskel |
| 50 promille (1:20) | 50 meter | 2,5 meter |
| 45 promille (1:22) | 100 meter | 4,5 meter |
| 40 promille (1:25) | 200 meter | 8,0 meter |
| 35 promille (1:29) | 300 meter | 10,5 meter |
| 30 promille (1:33) | 500 meter | 15,0 meter |
Gradient/længdeforhold. Figur fra Byernes Trafikarealer, Traceringselementer12Vejregler: Håndbog for Tracéring i byer, 2016, s. 54. Link.
Det anbefales derfor også, at der er særlig fokus på, hvordan ramper mm. til stibroer og tunneler udføres på supercykelstier.
Et eksempel på udjævning af højdeforskel fra Utrecht i Holland med etablering
af lange ramper med svag stigning på hele strækningen. Foto: Pablo Celis
Klik dig videre her hvis du er yderligere interesseret i anbefalinger til brug af broer og tunneller på supercykelstier, eller fortsæt din læsning om sti og tracé:
Sidehældning
Sidehældning på cykelstier etableres af to hovedårsager: For at bortlede vand på overfladen, og for at modvirke centrifugalkraften ved kørsel i kurver. Derfor kan cykelstier anlægges med tagformet eller ensidigt profil afhængigt af omstændighederne. Det har betydning for cykelstiens hældning og oplevelsen på cykel. På supercykelstier langs veje anbefales en sidehældning på 20-25 ‰.
Hvis en strækning har horisontalradier på mindre end 50 meter, bør cykelstier i eget tracé have hældning mod kurvens centrum.
Hvor der er stor længdegradient, og cyklisterne derfor vil kunne opnå en høj hastighed, bør cykelstien også ved større horisontalradier gives hældning mod kurvens centrum.
Ved anlæg af supercykelstier langs veje skal der tages hensyn til det samlede tværprofil og dets afvanding.
Stopsigt
Der skal sikres stopsigt på alle supercykelstier. Stopsigt betyder standselængde og er den strækning som en cykel gennemkører fra det øjeblik, hvor en hindring er observeret, til cyklen er bragt til standsning efter en normal, kraftig opbremsning.
For cykeltrafik regnes med de standselængder, der fremgår af følgende tabel:
Vejreglen ”Håndbog. Tracering i byer” omfatter anbefalinger om disse emner, og de anbefales som minimum fulgt på supercykelstierne14Vejregler: Håndbog for Tracéring i byer, 2016. Link.
Find mere information i menuen til venstre
Sikkerhedszoner på supercykelstier
Hvis der er strækninger på en supercykelsti med kantstensparkering, el-ladestandere og taxaparkering o.l., bør cykelstibredden øges med en sikkerhedszone på min. 0,3-0,5 m for at sikre cyklister mod åbne bildøre.
Sikkerhedszonen kan desuden med fordel afmærkes med afvigende belægning eller profilerede kantbaner.
Hvis der er udfordringer med at finde plads til at udvide cykelstien til den anbefalede bredde, kan sikkerhedszonen i særlige tilfælde indregnes som en del af den samlede cykelstibredde. Her er det vigtigt, at sikkerhedszone og cykelstien har samme overfalde og niveau.
Asfaltbelægning på supercykelstierne
På supercykelstier udgør kvaliteten af belægningen en meget stor del af komfortoplevelsen på cykel. Derfor anbefales det, at supercykelstier har en jævn og ens belægning på hele stiens bredde og længde. For at sikre dette, anbefales følgende:
Asfalt med god friktion
På supercykelstier anbefales det at anvende asfalt med god friktion og gerne pulverasfalt. Pulverasfalt er fremstillet ved blanding af varm, blød bitumen og stenmaterialer. Pulverasfalt er velegnet som slidlag til cykelstier. Pulverasfaltens fine overflade gør den let og behagelig at cykle på med en lav friktion. I forhold til at opretholde en jævn overfalde, anbefales det at asfalten udskiftes efter 10 år.
Er der mange sideveje og overkørsler langs en strækning med tung trafik, kan det dog være en god idé at lægge asfaltbeton på disse strækninger, da denne type er ekstra slidstærk..
Jævn overflade skal sikres
Asfalt bør altid maskinudlægges, for at den bliver tilstrækkelig jævn.
Det anbefales ikke at bruge ujævne materialer eller materialer, der let bliver ujævne på supercykelstier. For eksempel har fliser vist sig at sætte sig med tiden, især hvor der er tung trafik.
På supercykelstier anbefales heller ikke brugen af chaussésten, brosten og bordursten på cykelstier, fx som ”tværbånd” eller lignende. Ved gravearbejde anbefales det, at slidlaget reetableres i cykelstiens fulde bredde.
Afvandingsløsninger på supercykelstierne
På supercykelstier anbefales det at etablere sideindløbsbrønde for at sikre fuld udnyttelse af cykelstiens bredde til cyklister.
Sideindløbet er en brønd, som erstatter en del af kantstenen og har en rensemulighed via et lille dæksel i toppen af sideindløbet. Et sideindløb er det samme som en vejbrønd, men da afvandingen sker gennem siden af kantstenen i stedet for i den flade del af vejen, undgår man, at brønden tager noget af cykelstiens bredde og skaber ujævnheder i stiens overflade.
Hvis det ikke er muligt at etablere sideindløb, anbefales det at brønde, afløbsriste, ramper ved overkørsler mv. placeres uden for stiens breddeafgrænsning. Dæksler m.v. skal ligge i niveau med cykelstibelægningen, og lamellerne skal være vinkelret på køreretningen.
Sideindløbet er en brønd, som erstatter en del af kantstenen og har en rensemulighed via et lille dæksel i toppen af sideindløbet. Derved undgår man, at brønden tager noget af cykelstiens bredde og skaber ujævnheder i stiens overflade. Foto: Supercykelstisamarbejdet i hovedstadsregionen.
Kantsten og nedkørsler
Når der etableres nedkørsler (ramper) på supercykelstier, fx ved overkørsler eller hvor fodgængere skal kunne krydse cykelstien, er det vigtigt, at de etableres med mindst mulig gene for cyklisterne.
Fra cykelsti til kørebane
Nedkørsler fra cykelsti til kørebane bør altid etableres som en asfaltrampe på kørebanen til venstre for kantstenen. Køretøjer på kørebanen vil normalt aldrig køre så tæt på kantstenen at en asfaltrampe her vil være til gene.
Man bør undgå at sænke selve cykelstien ved overkørslen (dykket kantsten), da dette vil betyde, at overfladen på cykelstien bliver ujævn og kørekomforten for cyklister forværres. Dette kan desuden føre til, at cyklister undgår den venstre del af cykelstien og foretager hurtige svingmanøvrer, hvilket kan være en sikkerhedsrisiko.
Kantstensopspringet mellem kørebane og cykelsti bør være mindst syv og højst 12 cm.
Fra fortov til cykelsti
Nedkørsler fra fortov til cykelsti bør som udgangspunkt etableres ved at sænke fortovskanten (dykket kantsten), så man undgår asfaltramper på cykelstien, som ellers ville være placeret i højre side af cykelstien, hvor cyklisterne som udgangspunkt kører.
På de fleste fortove vil en sænkning af fortovskanten kun berøre udligningszonen, hvor der står skilte, skraldespande, cykelstativer osv., og vil således ikke påvirke fremkommeligheden for fodgængere.
På særligt smalle fortove kan en sænkning af fortovskanten dog være en udfordring for fodgængertilgængelighed og -fremkommelighed, hvis kantstenen mellem fortov og cykelsti er høj. I disse tilfælde kan man overveje et kompromis, hvor kantstenen sænkes lidt, og der etableres en lille asfaltrampe på cykelstien.
Kantstensopspringet mellem cykelsti og fortov bør være mindst fem og højst ni cm.
Referencer
- Transportministeriet: Bekendtgørelse om anvendelse af vejafmærkning, (BEK nr 2510 af 09/12/2021). Link
- Transportministeriet: Bekendtgørelse om vejbump og andre hastighedsdæmpende foranstaltninger, (BEK nr 620 af 17/06/2019). Link
- Transportministeriet: Cirkulære om etablering af dobbeltrettede cykelstier langs vej, (CIR nr 95 af 06/07/1984). Link
- Vejregler: Håndbog om Tracéring i byer, 2016. Link
- Vejregler: Håndbog om Tværprofiler i byer, 2019, s. 38. Link
- Vejregler: Vejledning om Geometrisk udformning af stibroer, 2011. Link
- Vejregler: Viden og dokumentation om Dimensioner af specialcykler, 2022 Link.
- Vejregler: Viden og dokumentation om Hastighedsdæmpning på 2 minus 1 veje i åbent land med 60 km/h, 2021. Link.
