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GB/T 51439-2021 English PDF

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GB/T 51439-2021: (Urban pedestrian and bicycle transportation system planning standards)
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GB/T 51439-2021	English	1299	Add to Cart	7 days [Need to translate]	(Urban pedestrian and bicycle transportation system planning standards)	Valid	GB/T 51439-2021

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Basic data

Standard ID	GB/T 51439-2021 (GB/T51439-2021)
Description (Translated English)	(Urban pedestrian and bicycle transportation system planning standards)
Sector / Industry	National Standard (Recommended)
Classification of Chinese Standard	P50
Word Count Estimation	65,632
Issuing agency(ies)	Ministry of Housing and Urban-Rural Development of the People's Republic of China; State Administration for Market Regulation

GB/T 51439-2021: (Urban pedestrian and bicycle transportation system planning standards)

---This is a DRAFT version for illustration, not a final translation. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.) will be manually/carefully translated upon your order.
1 General 1.0.1 This standard is formulated in order to ensure the urban walking and bicycle traffic space, improve the safety and quality of walking and bicycle traffic travel, and make scientific use of space resources. 1.0.2 This standard applies to the planning and related work of urban pedestrian and bicycle transportation systems. 1.0.3 The planning and design of urban pedestrian and bicycle traffic systems should adhere to the basic principles of people-oriented, adapting measures to local conditions, smooth and comfortable, safe and accessible, and environment-friendly. 1.0.4 The planning and design of the urban pedestrian and bicycle traffic system shall not only comply with this standard, but also comply with the current relevant national standards. 2 terms 2.0.1 Pedestrian transport system A system composed of sidewalks, pedestrian streets, pedestrian-only roads, street crossing facilities, pedestrian parking spaces, pedestrian signs and markings, signals, etc. 2.0.2 bicycle transport system A system consisting of non-motor vehicle lanes, bicycle lanes, street crossing facilities, parking facilities, non-motor vehicle markings, signals, etc. 2.0.3 Facilities with facility zone Refers to the installation space provided for facilities such as transportation, municipal administration, greening, and sanitation in the roadside belt. For ease of distinction, the facility belt between the non-motor vehicle lane and the sidewalk is called the street tree facility belt, and the facility belt between the sidewalk and the building setback space is called the green facility belt. 2.0.4 pedestrian and bicycle network density It refers to the ratio of the total mileage of the walking or cycling network to the area of the area in a certain area. 2.0.5 Walking and cycling space Refers to outdoor spaces that meet the needs of pedestrians and bicycles, such as sidewalks, non-motorized lanes, facility belts that can be passed, and building setback spaces. 2.0.6 Waiting and parking space Refers to the outdoor space that meets the needs of pedestrians to stop and move, such as corner spaces at intersections, micro-parks, building retreat spaces, and bicycle parking spaces. 2.0.7 crossing time ratio 2 Type II area. general traffic area, which should cover the urban area where walking and cycling activities exist outside the key traffic area. The traffic network should guarantee basic density and continuity. 4.2.3 The minimum density and maximum spacing of pedestrian traffic network and bicycle traffic network in different districts shall meet the requirements in Table 4.2.3. 4.2.4 The maximum distance between crossing facilities of urban main roads and secondary main roads in different traffic zones shall meet the requirements in Table 4.2.4.

5 passage space

5.1 General provisions 5.1.1 The cross-sectional planning and design of urban roads should give priority to ensuring the space for pedestrians and bicycles, and the vertical design should give priority to the space for pedestrians and bicycles. 5.1.2 Ancillary facilities on urban roads, three-dimensional street crossing facilities and on-street parking spaces for motor vehicles must not encroach on the space for pedestrians and bicycles. 5.1.3 The sidewalks and non-motor vehicle lanes of urban roads should not be arranged on the same plane. 5.2 Grading 5.2.1 Sidewalks arranged along urban roads can be divided into two levels according to factors such as pedestrian traffic characteristics, surrounding land use and environment, traffic zoning, and urban public life quality. 1 Step Level I. Large flow of people, friendly street interface, is the main component of the pedestrian network. It is mainly distributed in urban central areas and functional areas, medium-sized and above public facilities, rail stations, surrounding transportation hubs, areas where people gather, etc. 2 Step II level. Mainly walk directly through, the street interface is less active, and the flow of people is small, it is the extension and supplement of the step I level network. 5.2.2 The non-motor vehicle lanes arranged along urban roads can be divided into two levels according to factors such as bicycle traffic characteristics, traffic zones, urban road grades, surrounding land use and environment. 1 Level Ⅰ. Large bicycle traffic and good connectivity, it is the main channel for bicycle traffic. 2 Self-level II. The traffic flow of bicycles is less, mainly collecting and distributing and arriving and dispatching. 5.3 Width 5.3.1 The space for pedestrians and bicycles should take overall consideration of such elements as the separation zone for motor vehicles, non-motor vehicle lanes, street tree facility belts, sidewalks, green facility belts, and building retreat space, as shown in Figure 5.3.1. 5.3.2 The sidewalk width (Wp) shall be calculated as an integral multiple of a single pedestrian passageway, and shall be comprehensively determined according to formula (5.3.2) and Table 5.3.2 based on the designed pedestrian flow and traffic capacity during peak hours. In the formula. Wp - sidewalk width (m); Nw——Pedestrian flow of sidewalk in peak hour (p/h); Nw1——the design capacity of a single pedestrian passageway (p/h); W1——the width of a single pedestrian passageway (m). 5.3.3 The width of sidewalks shall meet the requirements in Table 5.3.3. 5.3.4 The non-motor vehicle lane width (Wb) shall be calculated as an integral multiple of a single bicycle lane, and shall be comprehensively determined according to formula (5.3.4) and Table 5.3.4 based on the peak hour design non-motor vehicle flow and capacity. In the formula. Wb - non-motor vehicle lane width (m); Nb——Non-motorized lane peak hour standard bicycle flow rate (veh/h); Nb1——Designed traffic capacity of a single bicycle lane (veh/h); W2——the width of a single bicycle lane (m). 5.3.5 The minimum width of non-motor vehicle lanes and bicycle lanes shall comply with the provisions in Table 5.3.5. 5.3.6 Pedestrians, bicycles and motor vehicles may mix in the streets, alleys and lanes of the city, but the following regulations shall be met. 1 Prioritize the space for pedestrians and bicycles; 2 Limit the speed of motor vehicles by means of stabilization. 5.3.7 On-street parking spaces for motor vehicles may be adjacent to motor vehicle lanes, set in conjunction with non-motor vehicle barriers, and shall not encroach on the passage space of non-motor vehicles. When there is no non-separation zone, a buffer zone should be set between the on-street motor vehicle parking spaces adjacent to the motor vehicle lane and the non-motor vehicle lane. Parked vehicles are not allowed to enter the buffer zone, and the width of the buffer zone should not be less than 0.5m. 5.3.8 The road ancillary facilities, municipal facilities and street furniture, etc. shall be arranged compactly by means of street tree facilities. 5.4 Traffic connection 5.4.1 The pedestrian and bicycle traffic facilities at the entrance and exit of motor vehicles on the plot shall comply with the following regulations. 1 The sidewalk at the entrance and exit of motor vehicles in the plot shall be kept flat and continuous, and a traffic blocking column shall be set; 2 The non-motor vehicle lane at the motor vehicle entrance and exit of the plot should be paved in color. 5.4.2 The connection between pedestrian and bicycle traffic and bus stops shall comply with the following regulations. 1 When the non-separation belt of the bus stop combined with the machine is set, the minimum width of the sidewalk and the non-motor vehicle lane shall meet the requirements of Table 5.3.3 and Table 5.3.5 of this standard; 2 The non-motor vehicle lane should be set outside the bus stop, and the pedestrian crossing line should be set on the non-motor vehicle lane, while meeting the requirements of barrier-free passage; 3 When the bus stop is set in the street tree facility zone, transparent reverse bus stop kiosks can be set up to ensure that the remaining width of the sidewalk meets the requirements in Table 5.3.3 of this standard. 5.4.3 The connection between pedestrian and bicycle traffic and the entrances and exits of rail stations shall meet the relevant requirements of the current national standard "Urban Rail Transit Network Planning Standard" GB/T 50546, and meet the following requirements. 1 Passenger distribution squares should be set up at the entrances and exits of rail stations, and the area should not be less than 30m2; 2 When it is necessary to occupy the sidewalk at the entrance and exit of the rail station, the remaining width of the sidewalk shall not be less than 3m; 3 It is not suitable to set walls, fences, guardrails and other facilities within 20m near the entrance and exit of the rail station; 4 The connection distance between the entrance and exit of the rail station and the bicycle parking facilities should not be greater than 50m. The bicycle parking facilities should be easily accessible, and the scale should be determined in conjunction with the detailed planning of the rail transit connection. 5.4.4 The connection between pedestrian and bicycle traffic and three-dimensional street crossing facilities shall comply with the following regulations. 1 The grounding point of the three-dimensional street crossing facility should be set in conjunction with the street tree facility belt or the machine non-separation belt; when the grounding point of the three-dimensional street crossing facility really needs to occupy the sidewalk, the remaining width of the sidewalk should meet the pedestrian traffic requirements; 2 The space under the pedestrian bridge stairways or ramps should be comprehensively utilized in combination with bicycle parking facilities and street furniture, and meet the barrier-free design requirements. 5.5 Isolation facilities 5.5.1 Machine non-isolated facilities include facility isolation and marking line isolation, and their settings should meet the following requirements. 1 The motor vehicle lanes and non-motor vehicle lanes of urban arterial roads should be separated by isolation belts in priority; 2 When the traffic flow of non-motor vehicles at the intersection is large, facilities should be set up for isolation; 3 At intersections and pedestrian crossings on road sections, separation facilities such as separation railings and separation columns should be arranged from low to high along the direction of pedestrians' line of sight. 5.5.2 The traffic blocking bollards set up on sidewalks shall meet the following setting requirements. 1 The pedestrian traffic concentration points such as the edge of the sidewalk at the intersection, the edge of the motor vehicle entrance and exit of the plot, etc., should set up the traffic blocking pillars, the distance between the traffic blocking pillars should be 1.3m ~ 1.5m, and the height should be 0.6m ~ 0.7m; 2 The curb ramp and the waiting area of the safety island at the same height as the road surface shall be provided with traffic blocking columns. 5.5.3 When the sidewalk and the non-motorized vehicle road must be arranged on the same plane subject to conditions, safety isolation measures shall be taken to prevent conflicts between pedestrians and non-motorized vehicles. 5.6 Others 5.6.1 The speed bumps for motor vehicles set in the road should not affect the passage of bicycles. 5.6.2 The passage space for pedestrians and bicycles shall ensure the clear height, and the minimum clear height shall be 2.5m.

6 crossing facilities

6.1 General provisions 6.1.1 The street-crossing facilities should be coordinated with the building functions along the street, the geometric characteristics of the road, the characteristics of traffic flow, and the traffic organization mode. Pedestrian crossing facilities should be set up at level intersections of urban roads. 6.1.2 For all types of urban roads except expressways, the way of level crossing shall be preferred. In principle, schools, kindergartens, hospitals, nursing homes, and other key areas use plane crossings. Elevators should be installed when building three-dimensional street crossings to meet the requirements for barrier-free access. 6.1.3 The setting of street crossing facilities shall comply with the following regulations. 1 The maximum distance between pedestrian crossing facilities in general areas shall not exceed 300m; 2 The distance from the entrance and exit of schools, kindergartens, hospitals and nursing homes should not be greater than 30m, and should not be greater than 80m; 3 The distance from the entrance and exit of the bus station and rail station should not be greater than 30m, and should not be greater than 100m; 4 The distance from the entrances and exits of buildings such as residential areas, large-scale commercial facilities, and public activity centers should not be greater than 50m, and should not be greater than 120m. 6.2 Level crossing facilities 6.2.1 When the length of pedestrian crossing exceeds 16m (excluding non-motor vehicle lanes), or if it is less than 16m but crossing safety needs to be enhanced, a pedestrian crossing safety island should be set in the center of the pedestrian crossing. 6.2.2 The setting of the safety island for crossing the street shall comply with the following regulations. 1 The width of the crossing safety island should not be less than 2.0m, and the width should not be less than 2.5m when there are bicycles in use. 2 The area of the crossing safety island should meet the requirements for pedestrians to stop, and the area of the safety island can be calculated according to the pedestrian crossing flow and the queuing density of 2 persons/m2. 3 The safety island for crossing the street should be vertical. When the inclined type or the guide railing type is adopted, the passing direction of pedestrians shall face the direction of motor vehicles. 4 For roads without a central divider, crossing safety islands can be set up by partially narrowing the width of motor vehicle lanes and narrowing the width of the non-separation belts on both sides of the road, and protective facilities should be set up at both ends of the crossing safety islands. Set the safety gradient segment, and set the corresponding marking line. 5 When setting up a street-crossing safety island in the central green separation belt, the safety line of sight shall be strictly guaranteed, and the greenery at both ends of the street-crossing safety island shall not be higher than 0.5m. 6.2.3 The width of pedestrian crossings shall be determined according to the designed pedestrian flow during peak hours. The width of pedestrian crossings should not be less than 3m, and should be increased or decreased in units of 1m. 6.2.4 Pedestrian crossings shall follow the shortest route for pedestrians to cross the street. When there is a greater demand for diagonal pedestrian crossings at intersections, pedestrian crossings that diagonally cross the intersections may be installed. 6.2.5 For the bus stop located on the road section, the pedestrian crossing around it should be set upstream of the bus stop. 6.2.6 When setting button-responsive crossing signal lights, low-position buttons should be set to ensure the accessibility needs of the disabled, the elderly and young children. 6.3 Three-dimensional street crossing facilities 6.3.1 The three-dimensional street crossing facilities should be connected with the buildings on both sides to form a continuous and complete pedestrian system, and ancillary facilities such as sunshade and rain protection should be installed. The three-dimensional street crossing facilities should ensure the safety of pedestrians, and be in harmony with the urban landscape environment in terms of scale, shape, and color. 6.3.2 The setting of three-dimensional street crossing facilities shall comply with the following regulations. 1 Three-dimensional street crossing facilities shall be set up on the main road of the surface expressway; 2 For places where heavy or extraordinarily serious road traffic accidents have occurred or may occur after assessment, on the basis of analyzing the causes of the accidents, it is necessary to set up three-dimensional street crossing facilities after demonstration. 6.3.3 The crossing time ratio between the three-dimensional street crossing facilities and the plane street crossing facilities at the same location should not be greater than 1.5.1. 6.3.4 The ramp slope of bicycle three-dimensional street crossing facilities should not be greater than 1.4.

7 parking rooms

7.1 General provisions 7.1.1 The space for pedestrians to stop and move should meet the basic requirements for safe evacuation and barrier-free passage. 7.1.2 The activity space for pedestrians should provide humanized service facilities and good environmental quality. 7.1.3 Around schools, hospitals, bus stations and other densely populated areas, the red line of the road should be adjusted according to local conditions to ensure that pedestrians can stop. 7.2 Intersection Corner Space 7.2.1 In concentrated construction areas, smaller curb stone radii may be used at road level intersections. The curb radius shall be determined in combination with the road grade and the non-motor vehicle lane setting, and shall meet the requirements in Table 7.2.1.When a smaller curb radius is adopted, corresponding motor vehicle speed limit signs and markings should be set. 7.2.2 When the traffic of pedestrians and bicycles in the concentrated construction area is large, it is not appropriate to set up channelization islands for right-turning motor vehicles at road intersections. When it is really necessary to set up a channelization island for right-turning motor vehicles, the pedestrian crossing line connecting the sidewalk and the channelization island and the deceleration and yielding sign markings for right-turning motor vehicles should be set up, and signal lights for pedestrians and right-turning motor vehicles can be set up if necessary. 7.3 Micro Park 7.3.1 In the central urban area, micro parks can be set up by flexibly using the intersection corner space, green facility belt or building setback space. 7.3.2 Micro-parks should combine people’s rest needs and aesthetic effects, adopt different pavement materials from sidewalks and green facilities belts, and set up seats in combination with trees to provide shaded resting space, and avoid setting large areas of grass and flower beds. 7.3.3 The establishment of micro parks should meet the requirements of pedestrian traffic, waiting, and vehicle safety sight distance. 7.4 Building retreat space 7.4.1 The building retreat space should be integrated with the pedestrian space. 7.4.2 For urban roads with main life service functions, the building interface should be continuous and complete. 7.4.3 The following measures should be taken on the first floor of commercial, office and other public buildings along the street. 1 Increase the number of pedestrian entrances and exits along the street; 2 Form a transparent and open interface; 3 Billboards, store signs, air conditioners, sunshades and other facilities in the interface along the street should not affect pedestrian traffic. 7.4.4 For buildings with high safety requirements such as hospitals, schools, and factories, the boundary walls should adopt fences, hedges and other permeable facilities. The construction fence shall not affect the safety of sight of people and vehicles, and shall be equipped with safety warning and detour indicating facilities, and beautified and humanized design shall be carried out. When construction fences block sidewalks or non-motor vehicle lanes, connecting passages shall be provided. 7.5 Bicycle parking space 7.5.1 The bicycle parking space should meet the parking needs of various bicycles and guide the reasonable parking and orderly use of urban bicycles. 7.5.2 The size and width of a single bicycle parking space should be 0.6m to 0.8m, and the length should be 2.0m. When the space is insufficient, the parking spaces should be arranged obliquely or the three-dimensional parking method should be adopted. 7.5.3 Bicycle parking facilities should be set up close to the destination and be easily connected with other modes of transportation. 7.5.4 The layout of bicycle parking facilities shall meet the following requirements. 1 The bicycle parking facilities should be arranged in combination with the non-separation zone of the road machine, the street tree facility zone and the green facility zone, and it is forbidden to occupy the space for the blind; 2.In residential quarters, large public buildings, transportation hubs and other areas where there is a large demand for bicycle parking, bicycle parking facilities should be configured according to the construction indicators, and corresponding signs and markings should be set up; 3.On the road section where motor vehicle parking spaces are planned, when the demand for bicycle parking is large, the parking spaces for motor vehicles can be used to set up bicycle parking spaces to reduce the number of corresponding motor vehicle parking spaces; 4 In areas with high requirements for pedestrian evacuation, such as around the entrances and exits of rail stations, around bus stops, in front of schools and hospitals, bicycle parking facilities should be set up without affecting the flow of people., and the connection distance should not be greater than 50m; 5 At urban road intersections, motor vehicle entrances and exits of land plots, etc., where there is a high requirement for the sight distance of motor vehicle drivers, bicycle parking areas should be designated; 6 Bicycle parking facilities must not obstruct firefighting, escape and other emergency passages, and must not occupy the space of inspection wells, street signs and other facilities. 7.5.5 When setting up bicycle parking facilities on the sidewalk tree facilities, it is not appropriate to set up pedestrian guardrails at the same time. 7.5.6 The city should determine the scale of public bicycles and the layout of parking facilities according to the demand and the carrying capacity of the road space.

8 traffic environment

8.1 General provisions 8.1.1 The traffic environment for pedestrians and bicycles should adhere to the general requirements of safety, comfort and pleasantness. 8.1.2 The traffic environment for pedestrians and bicycles should meet the requirements of relevant national standards such as barrier-free, greening, and lighting. 8.2 Greening 8.2.1 The construction of tree-lined roads should be strengthened to provide pedestrians and cyclists with a high-quality environment of shade and coolness. It should be combined with the non-separation belt of the machine, the belt of street tree facilities, and the belt of green facilities to continuously plant tall trees. Combined with the increase in the number of columns in the planting space, the planting distance of street trees should be 4m~6m. 8.2.2 The road sections and intersections should form continuous shade. Within the sight distance triangle range of intersections, street trees shall adopt a transparent arrangement. Arbors with high branch points should be selected, and the spacing should not be less than 4m. 8.2.3 When the width of the green facility belt is greater than 8m, it should be designed as an open green space. In addition to the plant landscape, it should also provide places and facilities for people to stay and move. 8.3 Paving 8.3.1 The sidewalk pavement should be continuous, smooth, non-slip, permeable, and meet the barrier-free traffic requirements. 8.3.2 The tree pool for street trees should adopt the form of flat tree pool. 8.3.3 Pedestrian crossings, non-motorized vehicle crossing belts, step positions and other road sections or intersections that require guidance may be paved with special pavements and corresponding signs and markings shall be set. The special paving should meet the city's aesthetic requirements, and the color should be coordinated with the road environment, and should not cause visual disturbance to drivers. 8.3.4 Municipal pipelines and drainage facilities should be arranged in coordination with the pavement. Invisible inspection manhole covers can be installed, and drainage outlets should not be arranged on the main flow lines of pedestrians and bicycles and the waiting positions. 8.4 Street furniture 8.4.1 Street furniture should be set in the facility zone of the road or in the space of the building setback, and must not occupy the space of barrier-free facilities. 8.4.2 The minimum width of the sidewalk after setting street furniture shall meet the requirements in Table 5.3.3. 8.4.3 Street furniture should be made of durable, firm and easy-to-maintain materials, with a unified style and in harmony with the surrounding environment in terms of scale, shape and color. 8.4.4 In places with dense pedestrian traffic, such as rail stations, bus stations, and pedestrian overpasses, shade and shelter for pedestrians can be provided through building overhangs, arcades, canopies, exterior wall canopies, independent wind and rain corridors, and second-floor corridors. rain. Rainy cities in the south can be set according to demand. 8.5 Lighting 8.5.1 Urban streets, alleys, alleys, etc. should meet the relevant provisions of sidewalk lighting and non-motor vehicle lane lighting in the current industry standard "Urban Road Lighting Design Standards" CJJ 45. 8.5.2 The spacing and illuminance of street lamps should ensure safety at night, and the following requirements should be met at the same time. 1.Lighting facilities should be set up on ramps, steps, height differences and signs; 2 on the sidewalk...

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