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DO 088 s2020 Bike lane - DPWH Bike Lane Guidelines
DPWH Bike Lane Guidelines
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Civil Engineering
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R e p u b lic o f th e P h ilip p in e s D E P A R T M E N T O F P U B L IC W O R K S A N D H IG H W A Y S O F F I C E O F T H E S E C R E T A R Y M a n ila
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Contents
- A. DEFINITION OF TERMS
- B. BICYCLE FACILITY CLASSIFICATIONS
- Class II: Separated Bike Lane using Pavement Markings or Physical Separation
- Class III: Shared Roadway
- ROADS AND BRIDGES C. GENERAL GUIDELINES FOR THE PROVISION OF BICYCLE FACILITIES ON EXISTING
- Bicycle Facility Selection
- Bicycle Operating Space for Road
- 2 Establishing Width Criteria
- 2 Establishing Directional Criteria
- 2 Separated Bike Lane using Pavement Markings or Physical Separator
- 2 Cross-slope and Longitudinal Grade
- 2 Vertical Clearance
- Bicycle Operating Space for Bridge/Viaduct
- 3 Bridge/Viaduct
- 3 Railings
- Conflict Areas
- 4 Intersection
- 4 Driveway and Commercial Properties
- 4 Transit Stops
- Grade Separated Crossings
- 5 Pedestrian and Bicycle Bridge
- 5 Pedestrian and Bicycle Tunnel/Underpass
- Batas Pambansa BLG. 344 (Accessibility Law)
- Road Signs and Pavement Markings
- Bikeway Facility Maintenance
- Bicycle Parking Facilities/Amenities
- 9 Classification of Bicycle Parking Facilities
- 9 Criteria For Good Quality Bicycle Parking
- 9 Building Facility
- 9 Standard Bicycle Parking Dimensions
- Existing Utilities
- Lane Width Reduction for Road and Bridge
- CONSTRUCTION OF ROADS AND BRIDGES D. GENERAL GUIDELINES FOR THE PROVISION OF BICYCLE FACILITIES ON NEW
- E. APPLICABILITY OF GUIDELINES OTHER THAN NATIONAL ROAD
- NATIONAL ROADS F. OTHER CONSIDERATIONS IN THE PROVISION OF BICYCLE FACILITIES ALONG
DEPARTMENT OF TRANSPORTATION DEPARTMENT OF PUBLIC WORKS AND HIGHWAYS
GUIDELINES ON THE DESIGN OF BICYCLE FACILITIES ALONG NATIONAL ROADS
A. DEFINITION OF TERMS – In line with the purpose of this Department Order, the following
terms or words and phrases shall mean or be understood as follows:
1. Active Transport – Refers to physical activity undertaken as a means of transport, such
as walking, cycling, or using other forms of light mobility for transportation.
2. Bicycle – A pedal-powered vehicle upon which the human operator sits. The term
“bicycle” for this guidelines includes two-wheeled human-powered vehicles.
3. Bicycle Facilities – A general term denoting improvements and provisions to
accommodate or encourage bicycling, including parking and storage facilities, and shared
roadways.
4. Bicycle Lane or Bike Lane - A portion of roadway that has been designated for
preferential or exclusive use by bicyclists or light mobility which is identified by pavement
markings, physical separator and/or signs. It is intended for one-way travel, usually in the
same direction as the adjacent traffic lane, unless designed as a contra-flow lane or two-
directional.
5. Bicycle Rack or Bike Rack – A stationary fixture to which a bicycle can be securely
attached.
6. Bicycle Route or Bike Route – A roadway or bikeway designated by the proper
authority, either with a unique route designation or with Bike Route signs, along which
bicycle guide signs may provide directional and distance information.
7. Bicycle Wheel Channel – A channel installed along the side of a stairway to facilitate
walking a bicycle up or down the stairs.
8. Bike Path – A completely separate roadway designated for the exclusive use of bicycles;
typically separated from motor-vehicle roadway by open space or barrier.
9. Conflict Areas – Refer to traffic zones involving the interaction of two or more road users
and can be classified as merging, diverging, or crossing conflicts.
10. Conflict Area Markings – Refer to pavement markings designed to improve bicyclist
visibility, alert all roadway users of expected behaviors, and to reduce conflicts with turning
vehicles.
11. Light Mobility – refers to travel using electronic or non-motorized vehicles (two wheels
attached to a frame, one behind the other) weighing not more than 100 kg.
12. Pedestrian – Refers to a person who is travelling on foot on a road, whether walking or
running. The term pedestrian also includes a person with disability who is moving on a
road in a wheelchair or similar conveyance.
13. Road-User – Anyone who uses a road, such as a pedestrian, cyclist or motorist.
14. Roadway or Carriageway – The portion of the highway, excluding shoulders, intended
for vehicular use.
15. Shared Roadway – A roadway that is open to both bicycle and motor vehicle travel.
16. Shared Roadway Marking – A pavement marking symbol that indicates an appropriate
bicycle positioning in a shared roadway.
Page 3 of 59
2. Bicycle Operating Space for Road
2 Establishing Width Criteria
2.1 The minimum paved width for a shared use path is 3 m. However, if there
are physical constraints such as an environmental feature, bridge abutment,
utility structure, fence, etc., a path width of 2 m may be used for a short
distance. Typically, widths range from 3 to 4 m, with the wider values
applicable to areas with high use and/or a wider variety of user groups. The
preferred minimum roadway separation width to be divided into a travel-lane
and shared use path is 2 m (Figure 5).
2.1 The minimum width of a one-directional separated bike lane or bike path is
2 m to allow for bicyclists to travel side-by-side or pass each other without
leaving the lane. The bicyclists operating width is 1 m, which consist of
0 m width for physical dimension and 0 m for weaving space on each
side. Gutter should not be included in the measurement as usable width;
however, gutter may be used if the lane width cannot be achieved despite
narrowing all other travel lanes to their minimum widths (Figure 6).
2.1 The desirable width for a two-directional separated bike lane is 3 m. In
constrained condition, an absolute minimum width of 2 m may be allowed
(Figure 6).
2.1 A minimum of 2 m of ridable surface along shoulder should be available
for bicycle travel. An optional buffer space and application of rumble strip may
be used to provide additional horizontal distance between moving vehicles
and bicyclists (Figure 7).
2.1 Shared roadway type will be used along sections with roadway lane width
between 3 m and 4 m. Beyond this width, Bike Lanes or Shoulders may
be provided. Shared roadway is appropriate for low volume of traffic with
operating speed of 40 kph and below. Sometimes it may be used as a
temporary solution on constrained conditions, until additional right-of-way
can be acquired, but should not be considered a permanent solution in this
condition (Figure 8).
2.1 Existing sidewalk may be converted into a two-directional shared use path if
its width is greater than or equal to 3 m taking into consideration the
acceptable level of service for both pedestrians and cyclists; in constrained
conditions, 2 m may be allowed (Figure 9).
2 Establishing Directional Criteria
2.2 The decision in the selection of one-way or two-way bike lanes shall be based
on traffic lane configurations, bicycle demand, turning movement conflicts,
parking requirements, and surrounding bicycle route network options and
destinations, among others.
2.2 Selection of alignment decision for running the bike lane on the right-side,
left side, or in the center of the road, include considerations on transit stop
conflicts, intersection and driveway conflicts, locations of destinations, and
parking placement. The designer shall use the existing conditions and
surrounding network characteristics to evaluate the selection of directional
characteristics, using engineering judgement.
Page 4 of 59
2 Separated Bike Lane using Pavement Markings or Physical Separator
2.3 Along a continuous non-commercial section, pavement markings or
combination of flexible bollards/delineator posts with curbs shall be used to
designate an exclusive space for bicyclists (Figure 10).
2.3 In the event that physical separation is not feasible due to existing site
condition, a movable physical separator (Figure 11) may be considered as an
interim solution until such time, after adjusments and/or refinements, that a
final layout is achieved and a more permanent bike lane facility scheme
becomes feasible.
2.3 For areas where separated bike lanes are not feasible, more stringent
guidelines and protocols such as strict enforcement of speed limit, provision
of a dedicated traffic enforcer, etc., shall be defined and implemented to
accommodate mixed traffic.
2 Cross-slope and Longitudinal Grade
2.1 The cross-slope for shared use path or bike path must not exceed 2%. The
cross-slope of the separated bike lane must be the same as the slope of the
adjoining carriageway (Figure 12).
2.1 The longitudinal grade on shared use path or bike path should be limited to
5% maximum. The grade for separated bike lane must follow the roadway
grade (Figure 12).
2 Vertical Clearance
2.1 The vertical clearance to obstructions from signs, poles, trees or other fixed
objects is 2 m, preferred is 3 m. Fixed objects shall not be permitted to
protrude within the vertical or horizontal clearance of a shared use path or
bike path (Figure 13).
3. Bicycle Operating Space for Bridge/Viaduct
3 Bridge/Viaduct
3.1 Sidewalks with a minimum width of 3 shall be converted into a shared use
path (Figure 14).
3.1 Sidewalk with less than the required minimum width shall consider the
following options:
Reduce travel lane to accommodate 1 bike path adjacent to the
existing raised sidewalk (Figure 15).
Reduce travel lane to accommodate 2 shared use path by flushing
raised sidewalk to the roadway. Provide raised barrier between bicycle
and traffic lanes for low speed traffic (Figure 16) and combination railing
for high speed traffic (Figure 17).
If 2 shared used path is not feasible, the existing travel lane shall
be converted into shared roadway (Figure18).
3.1 Bicycle facility attached to existing bridges (Figures 19 to 23):
Where practicable to conform with the bike lane width provided on the
road, widen existing bridge sidewalks from 0 to a minimum of 3
Page 6 of 59
4.1 A bike box is a designated area located at the head of a traffic lane at a
signalized intersection that provides bicyclists with a safe and visible space to
get in front of queuing motorized traffic during the red signal phase (Figure
27). Motor vehicles must queue behind the white stop line at the rear of the
bike box.
The bike box shall include a minimum length of 4 m and minimum
combined width of the bike lane, buffer space, and adjacent travel lane.
On multilane streets (two lanes per direction) where left turns are allowed,
bike boxes may be extended across multiple travel lanes to facilitate
bicyclist left turn positioning.
Bike box shall have a setback/offset of 1 m from the pedestrian crossing
to minimize encroachment by cyclists into the pedestrian crossing.
Stop lines may be placed up to 2 m in advance of the bike box space to
limit encroachment by motor vehicles. A “WAIT HERE” legend marking
may be used to supplement the stop line sign in a bike box.
A two-stage turn queue box may be an alternative approach to facilitating
left turns where there are multiple vehicle through lanes (three or more
lanes per direction). Two-stage turn queue box dimensions will vary based
on the street operating conditions, the presence or absence of a parking
lane, traffic volumes and speeds, and available street space. The turn box
may be placed in a variety of locations including in front of the pedestrian
crossing or at the tail end of a parking lane or a median island (Figure 28).
4 Driveway and Commercial Properties
4.2 Green pavement markings shall be used to identify the conflict area opposite
the driveway to make it clear that the bicycle has priority over the entering
and exiting vehicle/traffic. The length of colored conflict area shall be equal
to the opening of the driveway (Figure 29).
4.2 Green-colored dashed markings with bollards and a gap of 6 m shall be
provided to indicate conflict areas along a continuous
establishments/commercial properties (Figure 30).
4 Transit Stops
4.3 A separated bike lane with conflict to loading/unloading areas shall be
identified by green-colored pavement markings with crosswalks at the start
and a sign indicating that the bicyclist shall yield to pedestrians (Figure 31).
Buses must unload/load passengers without encroaching the Bicycle Lane.
4.3 If with a lay-by, the separated bike lane shall be routed behind the floating
transit platform. The minimum width of the transit platform is 2. Railings
shall be installed along the edge of the island to restrict the pedestrians to
cross only at the crosswalk (Figure 32).
5. Grade Separated Crossings
5 Pedestrian and Bicycle Bridge
5.1 For cyclists to safely use the bridge, minimum of 2 two-way cycling path
(in between railings) shall be applied.
Page 7 of 59
5.1 The expected number of cyclist using the bridge influences the deck width
(Figures 33 to 36).
5.1 When traveling uphill, additional width/space shall be applied – from extra
0 at regular speed to 0 at low speed.
5.1 For curve at high speed add an extra 0 to the total width.
5.1 For curve bridges, curve radius shall be in between 10m to 20m. If space is
limited, a minimum curve radius of 5m shall be used.
5.1 For ramps, avoid steep ramps and ramps that are too long.
5.1 The maximum grade for Bridge slope/ramp is 5%.
5.1 If space is limited and standard ramp is not possible the following alternatives
shall be used (Figures 37 & 38):
Reduce the height difference
choose a more compact ramp design
Accept a steeper slope
Alternatives to a slope.
5.1 If ramps are not an option, less user-friendly alternatives shall be used:
a flight of steps with and adjacent bicycle stair access ramp (Figure 39)
a bicycle escalator
5.1 A landing is required for a height difference of 3m or more, over 5m height
difference a landing of 25m in length is required before cyclist climb again.
5.1 If the bridge is accessible by maintenance vehicle, a semi-permanent access
restriction such as removable bollard shall be used. The load caused by
maintenance vehicle has to be taken into account.
5.1 For railings, the minimum height shall be 1100mm from the deck bridge
surface and with clear openings of 150mm to the lower 685mm to 200mm in
the upper portion of the railing.
5.1 Use local codes and regulations in computing the loads.
5 Pedestrian and Bicycle Tunnel/Underpass
5.2 The length of a tunnel must allow users to see from the entrance of the
tunnel/underpass exit.
5.2 The recommended minimum height in tunnels is 2 (Figure 40).
5.2 The recommended width is 3 if the tunnel is used only by cyclist, and
5 for pedestrian and bicycle use.
5.2 Minimum width of 3m shall be used for short tunnels with a maximum length
of 30m (Figure 41).
5.2 Maintenance vehicle shall be considered which will need a max height of 3m.
5.2 Make the approach to the tunnel straight from both sides. Make sure there
are no dark corners obscured from view.
5.2 Smooth curves in the construction elements instead of the traditional straight
angles can also increase the perception of social safety.
5.2 Lighting shall be provided in pathway tunnels and underpasses. Provide
brighter lighting during the day than at night.
5.2 Tunnels require good drainage (often pumped) and shall be designed easy to
clean.
Page 9 of 59
maneuvers across bike lanes or where there is significant driveway density, it
may be appropriate to space the symbols as often as every 30m.
7.3 Shared-lane markings shall be placed immediately after an intersection and
spaced at intervals of 25m minimum and not greater than 76m. A “SHARE
THE ROAD” symbols on the pavement may be considered to alert motorists
and cyclists to share the road space.
7 The shared use path and bidirectional separated bike lane shall be separated with
solid white line pavement markings with width of 100mm and consideration of
appropriate informatory sign to guide and separate the cyclists from pedestrians and
other users along the path.
7 Bike Route Sign shall be used to identify the facility as a designated bicycle route. It
shall be placed at every 800 m on a major bike route and on the approach to major
bike routes. It can be supplemented with “fingerboard” panels showing destinations,
directions, and distances (Figure 44).
7 Roadside object or feature, with a diameter greater than 100mm that is located
within the path must be painted with reflectorized white or marked in accordance to
DPWH D. No. 73 Series of 2016 re: DPWH Standard For Object Markings, Markings
on Curb And Island, and Approach Markings to Islands And Obstruction.
8. Bikeway Facility Maintenance
8 Regular bicycle facility maintenance includes sweeping, maintaining a smooth
roadway surface, pavement markings, signages, and ensuring that the gutter-to-
pavement transition remains relatively flat, and installing bicycle friendly drainage
grates.
9. Bicycle Parking Facilities/Amenities
9 Classification of Bicycle Parking Facilities
location for the site of the facility will be based on the use whether it is a short-term
or long-term. Each of these parking types has unique site design requirements that
will affect the kinds of fixtures to be installed in these facilities.
9.1 Short-Term Bicycle Parking Facility - This type of facility focuses on
convenience, utility and the security for the basic bicycle rack. It usually
defined a parking period of two hours or less, parking racks shall be
convenient to the destination of the cyclist, must be within 15 meters of the
main entrance to the building, or entrances that are frequently used by
cyclists, visible to the cyclist, located in areas of high pedestrian activity and
along the line adjacent the bikeways, well distributed, and sheltered or
unsheltered. (see Figure 45)
Bicycle Rack Design
o There are certain key features in designing a bicycle rack that will
determine their quality and sustainability. One is the materials to be
used; galvanized steel or industrial grade materials are prescribed.
Wood, soft metals, untreated metals that will rust, brittle cast
composite that may crack under impact and stainless steel that do
Page 10 of 59
not weld strongly should be avoided. It shall also have a smooth outer
surface that will not damage or scratch bicycle frames.
o Two point contact between the bicycle and the rack rather than one
point contact to allow both frame and at least one wheel to be locked
to the rack and supports the bicycle (Figure 46).
o It shall be space efficient to allow many bicycles to be parked in a
small area and also provide adequate space to facilitate parking and
locking.
o Sheltered racks or covered bicycle parking protects the bicycle from
weather and provide protection from accidental damages.
Installation
o All bicycle racks shall be firmly secured to the ground or floor by
bolting them to a hard surface or fixing them in concrete. Concrete
is a preferred surface for maximum security although other surfaces
may also be appropriate.
9.1 Long-Term Bicycle Parking Facility - This bicycle parking facility suggests
an all day, overnight or longer duration parking period. The level of security
and protection from the elements shall be high, but immediate convenience
of the parking facility may not be as important. Bicycle racks are in an
enclosed, secured area with controlled access or individual, secure enclosures
or bicycle lockers. The facility may also include bike rentals and repairs,
toilets, showers and lockers, easy link to transit and a variety of other services
(Figure 47).
Bicycle cages -Bicycles are locked to racks that are installed inside a
cage. Through the use of an electronic key pad, security pass card or
similar type of system restrict access to bicycle parking racks (Figure 48).
Toilet/Shower/Change Facilities - The presence of toilet, shower and
changing facilities in non-residential areas is good motivators for people
to make use of bicycles as a form of transportation. People find these
facilities of interest especially among commuters who experience long
daily travels from home to their place of work or study especially if they
are required to observe certain dress codes. In the design of such
facilities, special consideration should be taken in terms of the
proportion/ratio of long-term users of bicycle parking in the site as well as
the number of shower stalls to be installed. Usually, the standard dictates
one shower stall for every four or less bicycle parking spaces (Figure 49).
9 Criteria For Good Quality Bicycle Parking
design strategies that can be used to implement good quality bicycle parking, there
are three main criteria that must be satisfied.
9.2 Accessibility
No obstacles like steep slopes
Separate, dedicated bicycle ramps into parking areas are desirable
Way - finding signage
Page 12 of 59
A clearance of 900mm (min. 600mm) from walls or other obstructions will
allow enough space to maneuver the bicycle into the rack, as well as an
access from the side to lock/unlock the bike from the rack.
A setback of 3 meters from buildings/walls to the bike racks. This will
create a 1 meters walkway for pedestrian traffic (Figure 51).
9.4 Bike Parking Lot Layout (Figure 52)
When designing a layout that will create a bike parking lot, consisting of
multiple columns of bike racks, one key is to ensure there is a usable aisle
between the rows of racks. This will let cyclists easily flow in and out of
the bike parking area and racks specifically.
You can start in a corner and place the first rack 900mm (min. 600mm)
from a parallel wall. Then set it back 600mm – 900mm from the
perpendicular wall, measured to the nearest leg. This distance is needed
to allow space for the wheel and frame to align with the rack for proper
locking. The parallel distance between the 2 racks is 1 (900mm min.)
while the perpendicular distance between the 2 racks is 2 (1).
Setbacks to the perpendicular walls can also be measured at 900mm –
1200mm to the center of the rack.
10. Existing Utilities
10 Existing utility covers shall be adjusted flushed with the surface of the roadway
pavement. Bike lanes should be provided with adequate drainage (bicycle-compatible
drain grates) to prevent ponding of water, washouts, debris accumulation, and other
potential concerns for bicyclists. All existing drainage gratings shall be adjusted
perpendicular to the traffic (Figure 53).
11. Lane Width Reduction for Road and Bridge
11 Implementation of lane width reduction for road and bridge that is purposively for
the provision of space for bicycle lanes will only be allowed to a minimum widths of
3 m and 3 m taking into consideration the design vehicle type, respectively, in
exceptional situation applicable only for urban roads with high volume and low speed
of traffic.
D. GENERAL GUIDELINES FOR THE PROVISION OF BICYCLE FACILITIES ON NEW
CONSTRUCTION OF ROADS AND BRIDGES
All projects of DPWH that involve new road and bridge construction or future expansion to
relieve traffic congestions such as road/bridge widening, diversion/bypass roads, among
others, shall include in its design the provision of bicycle facility that meet the mandatory
conditions stated above. Exemptions to the provisions of this Order may be allowed, subject
to the evaluation by the Bureau of Design and approval of the Undersecretary for Techincal
Services.
1. Forms of Separation - The selection of physical separation type(s) for bike lane in new
road construction shall be based on the available right-of-way limit, cost, aesthetics,
Page 13 of 59
maintenance, motorized traffic volumes, speeds and safety of road users, among others.
The types of separation that may be used are shown in Figure 54 A combination of
these treatments may be used along a corridor to achieve the full benefits of each
separation type. The benefits of each type are compared in table under Figure 54.
2. Bicycle Operating Space for Road – For all road and bridge infrastructure projects
to be implemented by DPWH, the minimum width to be adopted for a one-directional
separated bike lane shall be 2 for all conditions.
3. Bicycle Operating Space for Bridge/Viaduct
2 Bike and Pedestrian Lanes shall be added to the standard plans of all bridge
designs (Figure 55).
2 Dimension of bike and pedestrian lanes shall conform to the minimum required
criteria of this guidelines.
2 Surface Conditions:
2.3 The decking shall be relatively smooth but non-skid.
2.3 Special attention shall be paid to expansion joints, longitudinal gaps,
longitudinally grooved pavement, and honeycomb steel decking.
2 Railing:
2.4 The minimum height of bike and pedestrian railing shall be 1100mm
measured from the top of walkway and riding surface.
2.4 It is recommended to use the 2018 DPWH Standard Bridge Railing.
2.4 For low speed traffic (speeds not exceeding 60kph), a combination
traffic-pedestrian/bicycle railing shall be used with raised barrier as
separator.
2.4 For high speed traffic (speeds in excess of 60kph), separated bike and
pedestrian lane or shared use path shall be used. Traffic or combination
railing shall be used as separator; combination or pedestrian railing shall
be used on the outer edge of sidewalk (Figure 56).
2.4 For bike and pedestrian railings, 150mm clear opening shall apply to
the lower 685mm of the railing, and the spacing in the upper portion
shall be such that 200mm dia. sphere shall not pass through.
2.4 New traffic bridge parapet/railings shall satisfy crash testing
requirements to confirm that they meet structural and geometric
requirements of a specified railing test level using the test criteria
specified in Article 18.3 of DPWH DGCS Vol Bridge Design S. 2015.
E. APPLICABILITY OF GUIDELINES OTHER THAN NATIONAL ROAD
To achieve consistency in the functionality and quality of cycling infrastructure that will be used
in active public transport across the Philippines, the design of all cycling infrastructure in the
country which include both Government roads and private roads shall adhere to the above
technical and performance standards.
Page 15 of 59
Prepared by DPWH Technical Workings Group:
E
Unders
UPMO Operations a Technical Services
Department of Public Works and Highways
Head
Members
Concurred by:
A
egional Director, National Capital Region
(11m
DIA c'HUA...
hief, Planning and Design Division, DPWH-NCR
Approved by:
J
Page 16 of 59 Figure 1. CLASS I (Shared Use Path or Bike Path) Figure 2. CLASS II (Separated Bike Lane) Figure 3. CLASS III (Shared Roadway)
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DO 088 s2020 Bike lane - DPWH Bike Lane Guidelines
Course: Civil Engineering
999+ Documents
Students shared 2987 documents in this course
University: Bicol University
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R e p u b lic o f th e P h ilip p in e s
D E P A R T M E N T O F P U B L IC W O R K S A N D H IG H W A Y S
O F F I C E O F T H E S E C R E T A R Y
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In lin e w ith th e c o n tin u in g e ffo rts o f th e D P W H to su p p o rt th e p ro m o tio n o f a c tiv e m o d e s o f
tr a n s p o rt b y th e g o v e rn m e n t, th e a tta c h e d A N N E X "A ", G u id e lin e s o n t h e D e s ig n o f
B i c y c l e F a c ilitie s A lo n g N a t io n a l R o a d s ,
p ro v id in g a u n ifo rm d e s ig n o f b ic y c le fa c ilitie s
in o rd e r to a c h ie v e a c o n s is te n t a p p ro a c h th a t w ill m e e t th e n e e d s a n d s a fe a c c e s s o f
b ic y c lis ts a n d o th e r ro a d u s e rs , is h e r e b y p re s c rib e d fo r th e g u id a n c e a n d c o m p lia n c e o f a ll
c o n c e rn e d .
SEP 2 9
2020
D E P A R T M E N T O R D E R
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S U B J E C T : P R E S C R IB IN G G U I D E L IN E S O N
T H E D E S IG N O F B IC Y C L E
F A C IL I T IE S A L O N G N A T IO N A L
R O A D S
A ll p ro je c ts .o f D P W H th a t in v o lv e n e w r o a d a n d b rid g e c o n s tr u c tio n o r fu tu re e x p a n s io n to
re lie v e tr a ffic c o n g e s tio n s s u c h a s ro a d /b rid g e w id e n in g , d iv e rs io n /b y p a s s ro a d s , a m o n g
o th e r s , s h a ll in c lu d e in its d e s ig n th e p ro v is io n o f b ic y c le fa c ility , if fe a s ib le , b a s e d o n th e
,.s tu d ie s o f th is D e p a r tm e n t. E x e m p tio n s to th e p r o v is io n s o f th is O r d e r m a y b e a llo w e d
s u b je c t to th e e v a lu a tio n o f th e B u re a u o f D e s ig n a n d a p p r o v a l o f th e U n d e rs e c re ta ry fo r
T e c h n ic a l S e rv ic e s . F o r th is p u r p o s e , th e fo rm h e r e to a tta c h e d a s A n n e x "B " is h e re b y
p re s c rib e d .
T h is O rd e r s h a ll ta k e e ffe c t im m e d ia te ly .
M A R K A . V IL L A R
S e c re ta ry
5 .1 .3 D L B jE C M jA M D
D e p a r trr e n t o f P u b l ic W o r k s a n d H i g h w a y s
O ffi ce o f t h e S e c r e ta r y
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