DKTo 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:
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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:
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- 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.
Edge Lane Roads
In general, it is not recommended that cycle superhighways run along edge lane roads, also known as 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, an edge lane road may be an option.
When establishing edge lane roads, it is a good idea to supplement this with information and campaigns that explain how drivers should position themselves on an edge lane road.
If it is not possible to create dedicated cycling infrastructure on a route and it is assessed that an edge lane road provides a unique direct route or is the only option to create a coherent cycle superhighway, the following is recommended:
Guidelines for edge lane 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.
- Edge lane 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 edge lane 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
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:
Area Demand Curves
At curves and bends on the cycle superhighway, it is important that the curve for cyclists is not made too sharp. It is recommended to pay special attention to this at bus stops and parking bays. Curves that are too sharp can mean that two cyclists cannot ride side by side through the curve and that more bulky bikes (such as cargo bikes and bikes with trailers) cannot safely negotiate the curve without having to slow down unnecessarily.
On cycle superhighways, it is recommended that all curves follow The Danish Road Standards’ recommendations for a bicycle with a trailer at a speed of 20 km/h11 Vejregler: Dimensioner af specialcykler, 2011 Link.
Recommended curves for a bicycle with a trailer at a speed of 20 km/h. Figure: COWI
Sharp curves on the cycle track reduce traffic flow and make it difficult to ride two abreast or to overtake. It is a good idea – like here – to straighten out existing sharp curves. Photo: Frederiksberg Kommune
Slope Gradients
On a cycle superhighway, it should always be possible to remain seated on the bike. There should be no steep hills or ramps that would require cyclists to dismount and walk their bikes.
On cycle superhighways, it is therefore recommended that the ratio between gradients and lengths does not exceed the values specified in the table below.
| Gradient | Maximum Length | Elevation Difference Overcome |
| 5.0 percent (1:20) | 50 meters | 2.5 meters |
| 4.5 percent (1:22) | 100 meters | 4.5 meters |
| 4.0 percent (1:25) | 200 meters | 8.0 meters |
| 3.5 percent (1:29) | 300 meters | 10.5 meters |
| 3.0 percent (1:33) | 500 meters | 15.0 meters |
Relationship between gradients and lengths for paths with cycle traffic12Vejregler: Håndbog i Tracering i byer, 2024, p. 52. Link.
It is therefore also recommended to pay special attention to how ramps and similar structures for overpasses and underpasses are designed on cycle superhighways.
An example from Utrecht in the Netherlands that illustrates the leveling of elevation differences by establishing long ramps with a gentle incline along the entire stretch. Photo: Pablo Celis
Click below to learn more about recommendations for using overpasses and underpasses on cycle superhighways, or continue reading about path and alignment.
Cross Slope
The cross slope on cycle tracks is established for two main reasons: to drain surface water and to counteract centrifugal force when riding through curves. Therefore, cycle tracks can be constructed with a crowned or one-sided profile depending on the circumstances. This affects the slope of the cycle track and the cycling experience. On cycle superhighways along roads, a cross slope of 2.0-2.5 percent is recommended.
If a section has horizontal radii of less than 50 meters, bike paths in their own alignment should slope towards the center of the curve.
Where there is a steep gradient and cyclists may reach high speeds, the cycle track should also be sloped towards the center of the curve, even with larger horizontal radii.
When building cycle superhighways along roads, the overall cross-section and its drainage must be taken into account.
Stopping Sight
Stopping sight must be ensured on all cycle superhighways. Stopping distance means stopping distance and is the distance a cycle travels from the moment an obstacle is observed until the cycle is brought to a stop after normal, heavy braking.
For cycle traffic, the stopping distances are based on the values provided in the following table:
The Danish Road Standards publication ”Håndbog i Tracering i byer” includes recommendations on these topics, and they are recommended to be followed as a minimum on cycle superhighways14Vejregler: Håndbog i Tracering i byer, 2024. Link.
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Dooring zones on cycle superhighways
If there are sections on a cycle superhighway with curbside parking, EV charging stations, taxi parking, or similar, the cycle track width should be increased with a dooring zone of at least 0.3–0.5 m to protect cyclists from opening car doors.
The dooring zone can also be marked with contrasting pavement or profiled edge lines.
If there are challenges in finding space to expand the cycle track to the recommended width, the dooring zone can, in special cases, be included as part of the total cycle track width. In such cases, it is important that the dooring zone and the cycle track have the same surface and level.
Asphalt paving on cycle superhighways
On cycle superhighways, the quality of the pavement plays a significant role in the perception of cycling comfort. Therefore, it is recommended that cycle superhighways have a smooth and uniform surface across the entire width and length of the track. To ensure this, the following is recommended:
Asphalt with good friction
On cycle superhighways, it is recommended to use asphalt with good friction, preferably so-called soft asphalt. Soft asphalt is made by mixing hot, soft bitumen with stone materials. It is well-suited as a surface layer for cycle tracks. The fine surface of soft asphalt makes it smooth and comfortable to ride on, with low friction. To maintain an even surface, it is recommended that the asphalt be replaced every 10 years.
However, if there are many side roads and driveways along a stretch with heavy traffic, it may be a good idea to use asphalt concrete on these sections, as this type is especially durable.
Ensure a smooth surface
Asphalt should always be machine-laid to ensure it is sufficiently smooth.
It is not recommended to use uneven materials or materials that easily become uneven on cycle superhighways. For example, tiles have been shown to settle over time, especially where there is heavy traffic.
The use of sett stones, cobblestones, and bordure stones on cycle superhighways is also not recommended, for example, as “crossbands” or similar. In case of road works, it is recommended that the wearing course be reinstated across the full width of the cycle track.
Drainage solutions on cycle superhighways
On cycle superhighways, it is recommended to establish curb inlets to ensure full use of the cycle track width for cyclists.
The curb inlet is a drain that replaces part of the curb and has a cleaning option via a small cover at the top of the curb inlet. A curb inlet is the same as a road drain, but since the drainage is through the side of the curb rather than on the surface of the path, it prevents the drain from taking up space and reducing the usable width of the cycle track by creating unevenness in the path surface.
If it is not possible to install curb inlets, it is recommended that manholes, drain grates, ramps at crossings, etc., be placed outside the boundary of the cycle track’s width. Covers, etc., should be level with the cycle track surface, and the slats of the grates should be perpendicular to the direction of travel.
The curb inlet is a drain that replaces part of the curb and has a cleaning option via a small cover at the top of the curb inlet. This prevents the drain from taking up space and reducing the usable width of the cycle track by creating unevenness in the path surface. Photo: Cycle Superhighway Collaboration, The Capital Region.
Curbs and curb ramps
When establishing crossings on cycle superhighways, for example for access to driveways (curb ramps), or where pedestrians need to cross the cycle track, it is important that they are designed with minimal disruption to cyclists.
From cycle track to roadway
Curb ramps between the cycle track and the roadway should always be constructed as an asphalt ramp on the roadway to the left of the curb. Vehicles on the roadway will typically never drive so close to the curb that an asphalt ramp in this location would cause any obstruction.
One should avoid lowering the cycle track itself at crossings or driveways (curb cut/dropped kerb), as this will make the surface of the cycle track uneven and reduce ride comfort for cyclists. Additionally, this may lead to cyclists avoiding the left side of the cycle track and making sharp turning maneuvers, which can pose a safety risk.
The curb height between the roadway and the cycle track should be at least 7 cm and no more than 12 cm.
From sidewalk to cycle track
Transitions from the sidewalk to the cycle track should generally be constructed by lowering the curb of the sidewalk (curb cut/dropped kerb) to avoid asphalt ramps on the cycle track. Such ramps would otherwise be located on the right side of the cycle track, where cyclists typically ride.
On most sidewalks, lowering the curb will only affect the buffer zone, where signs, trash bins, bike racks, etc., are located, and will therefore not impact pedestrian accessibility or flow.
On particularly narrow sidewalks, lowering the curb can pose a challenge for pedestrian accessibility and flow if the curb between the sidewalk and the cycle track is high. In such cases, a compromise can be considered, where the curb is lowered slightly, and a small asphalt ramp is added to the cycle track.
The curb height between the cycle track and the sidewalk should be at least 5 cm and no more than 9 cm.
References
- 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 i Tracering i byer, 2024. Link
- Vejregler: Håndbog i Tværprofiler i byer, 2019, p. 38. Link
- Vejregler: Vejledning om Geometrisk udformning af stibroer, 2011. Link
- Vejregler: Dimensioner af specialcykler, 2011. Link.
- Vejregler: Hastighedsdæmpning på 2 minus 1 veje i åbent land med 60 km/h, 2021. Link.
