Cycle highways: MIS05 and PATACT

PLANNING

Related: 5.3 Cycle highways

Below the technical standards for cycle highways in ACT. Specifically, here we have the technical extracts of the standards that make up cycle highways.

• Active Travel Facilities Design: Municipal Infrastructure Standards 05
• Planning for Active Travel in the ACT: Active Travel Infrastructure Interim Planning Guideline

Active Travel Facilities Design MIS05

The relevant text for cycle highways is scattered throughout a number of key documents. Here, the relevant extracts from Active Travel Facilities Design MIS05 are gathered together in one place.

source: MIS05 – Active Travel Facilities Design: Municipal Infrastructure Standards 05 (ACT Government, April 2019)

4.1 Design principles for Community Routes

The general design principles and parameters affecting the provision of pedestrian and cycling facilities on identified Main and Local Community Routes are provided in AGTM06A and in Table 5-3.

Importance of momentum

An essential design objective of facilities for use on Main and Local Community Routes is the maintenance of a comfortable operating speed without loss of priority and amenity. This is achieved by locating paths and road crossings to preserve cycling and walking momentum, by using zebra or Path Priority crossings, particularly at local access side streets and avoiding tight bends and long detours. For supplementary advice in Estate Development, refer to Table 5-3. The principles remain the same in Retrofit, however the criteria may be modified with approval of the Road Authority to allow for site limitations.

MIS05, 30.

Note in the table 5-3 below: DIRECTNESS and DETOUR FACTOR

Figure : Municipal Infrastructure Standards, 31.

4.2 Design requirements and criteria for paths on Community Routes

The Active Travel Route Alignment shows the spatial route alignments and the hierarchy for Community Routes within future urban and established areas. Community Routes may include facilities located within the street verge or in open space reserves and may be co-located with floodways, landscape corridors or wetlands and retention basins. The path facilities provided on Community Routes within street corridors may vary against the Estate Development Code requirement when other route-siting opportunities are applied.

Facilities on Community Routes are provided in accordance with the route hierarchy as shown in Active Travel Route Alignment. In street corridors Community Route facilities generally parallel On-Road Cycling facilities to provide for a wide range of cyclist needs. On most types of streets there is a verge path on each side to provide for Community Routes. Table 5-4 shows the provision for different types of Community Route facilities in Estate Development with reference to route hierarchy, land use context and the corridor where the route is located, open space reserve or a street verge.

The selection of facilities for use on CRs should always be considered according to the Community Route hierarchy and separately to the road network.

MIS05, 32.

Figure : MIS05, 32.

Figure : MIS05, 33.

All paths in the ACT can be legally used by pedestrians and cyclists so it is not necessary to sign paths as shared paths except in legacy locations where paths are shared with equestrians. In these situations, additional signage is used to indicate the wider shared use (see ACT Standard Drawings-0611).

MIS05, 33

Main, Local and Access Community Routes generally utilise paths and are designed for pedestrians and cyclists in accordance with the relevant ACT Standard Drawings, the Estate Development Code and the approved Estate Development Plan.

Design issues to address include:

– All new neighbourhoods should be made walking and cycling-friendly by following the key design principles outlined in Section 3.
– Community Routes facilities such as paths are generally located on both sides of the roadway however there are exceptions and the Active Travel Route Alignment should be referenced for all Main and Local Community Route alignments. A trunk path may be provided for a Main or Local Community Route on one side of a street and a minor path provided on the other side for an Access Community Route. Facilities on Access Community Routes are provided extensively to ensure the door to door connectivity of the network.
– Main and Local Community Routes need not necessarily follow road alignments. When these routes are located in verges, facility provision is influenced by land use as shown in Table 5-4.

MIS05, 34.

4.4 Paths on Community Routes

Estate development

Table 5-6 details the path types and dimensions in use in the ACT in Estate Development.

MIS05, 40.

Figure : MIS05, 40

4.4.1 Path design

Path design is to consider land use and route hierarchy contexts. For example, a trunk path on a Main Community Route through a green corridor in a suburban context will have a higher design speed than a trunk path on Local Community Route in an inner urban context. Path design will comply with AGRD06A, references to the relevant sections of AGRD06A are shown in brackets:

– Width (AGRD06A Section 5.1)
– Bicycle operating speeds (AGRD06A Section 5.2)
– Horizontal curvature (AGRD06A Section 5.3)
– Path gradients (AGRD06A Section 5.4)
– Clearances and the need for fences (AGRD06A Section 5.5)
– Crossfall and drainage (AGRD06A Section 5.6)
– Sight distance (AGRD06A Section 5.7)
– Changes in level (AGRD06A Section 5.8)
– Surface treatments and tolerances (AGRD06A Section 5.9 and 5.10)
– Lighting and underground services (AGRD06A Section 5.11 and 5.12)

Paths should not be located directly adjacent to property boundaries because of the risk of blind spots particularly from drivers exiting from driveways. Paths should not be located abutting kerbs as they may locate path users in the car door opening zone or may be obstructed by refuse bins on collection days (see Table 5-5). Refer to MIS 01 Street planning and design for technical requirements for street cross section planning.

MIS05, 41.

4.4.7 Vehicle access restriction to paths

Physical barriers are often necessary to prevent damage by unauthorised vehicles to parkland or infrastructure such as bridges not designed to take the weight of a vehicle. Barriers placed at the termination of paths, on bridge approaches and at property boundaries can present a danger to cyclists and pedestrians if not carefully designed and sited.

MIS05, 44.

4.4.11 Paths and floodways

Estate development

Paths should be designed to protect pedestrians and cyclists from flood events and provide access to suitable alternatives in the event of flooding.

Paths forming Main or Local Community Routes should be located above the flood level of a storm event with a 20% Annual Exceedance Probability (AEP). When paths are within the flood area of larger waterways such as major rivers or creeks with faster moving water and longer inundation periods, a higher level of protection up to 10% Annual Exceedance Probability (AEP) is to be considered.

Paths parallel to floodways should be as high as possible. Recreational paths not serving a transport function may be protected against lower AEP events, but consideration should be given to maintenance requirements resulting from more frequent inundation.

At-grade floodway crossings may be provided for Minor and Intermediate Paths (Access routes) under the following conditions:
– Consideration has first been given to utilising nearby existing or proposed alternative high level crossings.
– Suitable structures satisfy appropriate performance criteria for paths on Main and Local Community Routes.

MIS05, 47.

Planning for Active Travel in the ACT PATACT

The relevant text for cycle highways is scattered throughout a number of key documents. Here, the relevant extracts from Planning for Active Travel in the ACT (PATACT) are gathered together in one place.

Extracts- Planning for Active Travel in the ACT

source: PATACT – Planning for Active Travel in the ACT: Active Travel Infrastructure Interim Planning Guideline (ACT Government, January 2019)

“4.2 Estate Development

Estate developments are generally on land where the proponent is creating block boundaries, delivering services and constructing the public domain (paths, parks etc.). These developments are subject to specific type of Development Approval known as an Estate Development Plan.

Estate Development Plans are often in Future Urban Areas (normally “greenfield” estates) but can include significant infill development projects. They are assessed against the requirements of the Estate Development Code in the Territory Plan.

The Estate Development Code aims to facilitate sustainable, safe, convenient and attractive neighbourhoods that meet the diverse and changing needs of the community. This includes offering a wide choice in housing and associated community and commercial facilities, providing for local employment opportunities, encouraging active travel, minimising energy consumption, and promoting a sense of place.

In assessing a proposal against the Estate Development Code, The Planning Authority will refer the proposal to all relevant agencies. Part of the code requires TCCS to check compliance of the proposal in relation to their assets, including that any proposed active travel facilities will comply with Municipal Infrastructure Standards 05.”

PATACT, 15.

“If the estate is within a Future Urban Area it will also be assessed against the requirements of any relevant Structure Plan or Concept Plan. If it is not within a Future Urban Area then it will be assessed against the requirements of the relevant zone, precinct and general codes. This is why it is important for all Structure Plans, Concept Plans and relevant codes to include the requirements necessary to maintain and deliver the Active Travel Network.”

PATACT, 16.

“4.6 Design Acceptance

Prior to the construction of any assets on Territory Land, whether they are associated with Estate Development, Land Development or Public Works, detail design plans are submitted to TCCS for Design Acceptance. This typically includes all active travel infrastructure. TCCS review the detailed design for consistency with the approved Development Applications and relevant standards including Municipal Infrastructure Standards 05 to ensure the appropriate facilities are provided on the identified Active Travel Routes.”

PATACT, 17.

“6.1.2 Statutory Planning

The main statutory planning documents are the National Capital Plan and the Territory Plan. Importantly, the objectives and requirements below need to be incorporated into proposed amendments and ACT Government variations to these documents. This is particularly important for elements of the plans such as Development Control Plans, Structure Plans or Precinct Codes that relate to specific locations.

If appropriate, the objectives and requirements identified below should be referenced in scoping requirements for Environmental Impact Statements and Planning Studies.”

PATACT, 30.

“Objective

Provide active travel facilities that cater for everyone in the community.

Requirements

Identify access to public transport.

Identify crossing points on Arterial and Collector Roads that are suitable for aged people and people with disabilities to provide continuity of active travel routes

Objective

Provide active travel facilities that respond to their environment and provide greater amenity to users.

Requirements

Consider the topography when identifying alignments for cycling routes.

Look for opportunities to connect Community Routes through green spaces or service corridors rather than following the road network, especially if these can offer more direct alignment and better grading opportunities.

Align routes for active travel transportation”

PATACT, 31.

“6.2 Estate Development Design

Objective

Provide active travel facilities that respond to their environment and provide greater amenity to users.

Requirements

Main and Local Community Routes should be intuitive and direct. Their alignment may influence the layout of the estate.

Consider the terrain when identifying Community Routes.

Look for opportunities to connect Community Routes through green spaces or service corridors rather than following the road network.

Where Main and Local Community Routes are provided outside road reserves passive surveillance must be provided by adjacent development.”

PATACT, 33.