CROW - 自行车交通设计手册（fietsberaad CROW）（Z-Library）荷兰 P26-47

data is not available for this point, taking an extra width of approximately 0.50 m into account in bends is advisable, depending on velocity.
如果没有这方面的数据，建议在弯道处根据速度增加约 0.50 米的宽度。

Due to the fact that cycling is not just about getting from

A

B

but can also be a relaxing and social activity, one general starting point for a design is that cyclists must be able to ride two abreast. Furthermore, from a road safety point of view it holds that parents must be able to ride alongside children. This has to be factored into the equation when calculating space for cyclists.
骑自行车不仅是为了从

A

到

B

，也可以是一种休闲和社交活动，因此，设计的一个基本出发点是，骑自行车的人必须能够并排骑行。此外，从道路安全的角度来看，父母必须能够与孩子并排骑车。在计算骑车人的空间时，必须将这一因素考虑在内。

3.4 Bends and view 3.4 弯曲和视图

Horizontal bends 水平弯管

Bends are necessary to connect road sections with one another smoothly. The radius of a curve affects the speed at which a cyclist can ride in that location. The minimum radius of the curve (the horizontal radius) will depend on the nature of the cycle path
弯道是顺利连接各路段所必需的。弯道的半径会影响骑车人在该处的骑行速度。曲线的最小半径（水平半径）取决于自行车道的性质
The lower limit for curve radii is 5.00 m (see fig- ure 3-4); in the case of smaller values the cycling speed will fall below

12 km / h

and the cyclist will have to exert more effort to remain upright. The higher the design speed, the bigger the radius will have to be.
弯道半径的下限是 5.00 米（见图 3-4）；如果半径值较小，骑车速度将低于

12 km / h

，骑车人必须付出更大的努力才能保持直立。设计速度越高，半径就必须越大。

Research has revealed the connection between radius and cycling velocity shown in figure 3-4. Based on this figure it is possible to assert that
研究揭示了半径与骑行速度之间的联系，如图 3-4 所示。根据该图可以断言

bicycle connections forming part of the basic network ought to have a radius of $\geq 10 m$ , finetuned to a design speed of $20 km / h$ ;
构成基本网络一部分的自行车连接半径应为 $\geq 10 m$ ，微调后的设计速度为 $20 km / h$ ；
cycle routes and main cycle routes ought to have a radius of $\geq 20 m$ , fine-tuned to a design speed of $30 km / h$ .
自行车道和主要自行车道的半径应为 $\geq 20 m$ ，并根据 $30 km / h$ 的设计速度进行微调。

Table 3-2. Route, design speed and radius
表 3-2.路线、设计速度和半径

Route 路线	Design speed 设计速度	Minimum radius 最小半径
Lower limit 下限	$12 km / h$	5 m
Basic network 基本网络	$20 km / h$	10 m
(Main) cycle route (主要）自行车路线	$30 km / h$	20 m

igure 3-4. Relationship between radius and cycling speed (9].
图 3-4.半径与骑行速度的关系 (9]。

Curve radii less than 10 m generally entail cyclists having to brake.
弯道半径小于 10 米时，骑车人通常需要刹车。
The lower limit for curve radii is 5 m ; in the case of smaller values the cycling speed will fall below

12 km / h

and older cyclists in particular will have to exert more effort to remain upright.
弯道半径的下限为 5 米；如果半径值较小，骑车速度将低于

12 km / h

，尤其是年纪较大的骑车者，必须付出更大的努力才能保持直立。

In the case of long, downward slopes, som cyclists can achieve speeds of around

40 km / h

Due to the fact that cyclists cycling at high speed in bends are not in an upright position but are slightly leaning into the curve, bends where this situation could arise will need to offer around 0.5 m extra width

40 km / h

由于在弯道中高速骑车的人不是直立姿势，而是略微向弯道倾斜，因此可能出现这种情况的弯道需要增加 0.5 米左右的宽度。

Cyclists' sight distance 骑自行车者的视距

In order to be able to participate in traffic safely. it is imperative first that the road alignment, obstacles, other road users and other critica elements are amply visible. Furthermore, it is necessary for cyclists to be able to see these elements properly, even if they are riding at higher speeds. Poor visibility and inadequate sight dis tance increase the probability of single-vehicle bicycle accidents and collisions [10,11]. For the aspect ‘sight distance’ a distinction can be made between sight distance in motion, stopping sight distance and visibility splay.
为了能够安全地参与交通，首先必须充分看清道路线形、障碍物、其他道路使用者和其他关键要素。此外，骑自行车的人即使以较高的速度骑行，也必须能够正确地看到这些要素。能见度差和视距不足会增加单车自行车事故和碰撞的概率[10,11]。就 "视距 "而言，可以区分运动视距、停止视距和能见度范围。

Sight distance in motion 运动视距
A cyclist must have an adequate view of the road section, cycle path or junction in front of him from a satisfactory distance in order to be able to cycle safely and comfortably. For the purposes of calculating a comfortable sight dis tance in motion, the distance covered in 8-10 seconds can be taken as a starting point; the minimum required sight distance in motion is the distance covered in 4-5 seconds.
骑车人必须在满意的距离内对前方的路段、自行车道或路口有足够的视野，才能安全舒适地骑车。在计算运动中的舒适视距时，可将 8-10 秒内的距离作为起点；运动中的最小视距要求为 4-5 秒内的距离。

Stopping sight distance 停车视距
Secondly, consideration must be given to stopping sight distance. This pertains to the distance covered during a braking manoeuvre. This manoeuvre encompasses the reaction time and time for the subsequent action of braking. At a speed of

30 km / h

the stopping sight distance is 40 m ; at

20 km / h

it is 21 m (assuming 2 s reac-
其次，必须考虑停车视距。这涉及到制动时的距离。这一动作包括反应时间和随后的制动动作时间。当车速为

30 km / h

时，制动视距为 40 米；当车速为

20 km / h

时，制动视距为 21 米（假设反应时间为 2 秒）。
tion time and deceleration of

1.5 m / s^{2}

). Stopping sight distance is particularly important at junctions. Based on the values in table 3-3, the designer will be able to calculate how much unobstructed view a cyclist will need to come to a complete halt if a vehicle is approaching.

1.5 m / s^{2}

）。在交叉路口，停车视距尤为重要。根据表 3-3 中的数值，设计者可以计算出，如果有车辆驶近，骑车人需要多大的无遮挡视线才能完全停下。

Table 3-3. Sight distance in motion and stopping sight distance for cyclists
表 3-3.骑自行车者的运动视距和停止视距

Main cycle network Basic structure (design speed $30 km / h$ )（design speed $20 km / h$ )
主要循环网络基本结构（设计速度 $30 km / h$ ）（设计速度 $20 km / h$ )

运动视距（最小值）

Sight dis-

tance in

motion

(minimum)

35-42 m

22-30 m

停车视距（最小值）

Stopping

sight distance

(minimum)

40 m

21 m

Visibility splay 可视范围
Visibility splay is important at junctions and connections. In order to be able to cross a road safely, cyclists have to have an adequate view of the traffic on the road to be crossed.
在交叉路口和连接处，视野开阔非常重要。为了能够安全地横穿马路，骑自行车的人必须对要横穿的道路上的交通情况有足够的了解。
They must also be in a position to estimate the distance and speed of this traffic. The requisite visibility splay is calculated from 1 m away from the edge of the main carriageway, i.e. from the point at which the cyclist is positioned approximately. Visibility splay is determined by:
他们还必须能够估计到这些车辆的距离和速度。所需的能见度是从距离主车道边缘 1 米处开始计算的，即从骑自行车者的大致位置开始计算。能见度范围由以下因素决定

the approach speed of the intersecting traffic; - the time that the cyclist needs to cross safely; - the recoil time (safety margin).
相交车辆的接近速度； - 骑车人安全通过所需的时间； - 反冲时间（安全系数）。

The time a cyclist needs to cross the road from a state of inertia (second factor) will depend on the distance to be crossed and the physical attributes of the cyclist. The elderly and young children require more time than cyclists in good shape.
骑车人从惯性状态（第二个因素）横穿马路所需的时间取决于横穿马路的距离和骑车人的身体素质。老人和幼儿比身体健康的骑车人需要更多的时间。

Table 3-4 presents a few guide values for visibility splay for the average cyclist. These assume acceleration of no more than

0.8 m / s^{2}

, a reaction time of around 1 s and a maximum speed during crossing of about

10 km / h (= 2.8 m / s)

. Due to the fact that visibility splay relates to cyclists wishing to cross the road from a state of inertia (or near enough), the distance does not depend on the function level of the bicycle connection. The recoil time (third factor) depends on the approach speed of the intersecting traffic and varies from 1 s at

30 km / h

to 5 s at

80 km / h

.
表 3-4 列出了一般骑车人能见度开阔度的几个指导值。这些数值假定加速度不超过

0.8 m / s^{2}

，反应时间约为 1 秒，横穿马路时的最大速度约为

10 km / h (= 2.8 m / s)

。由于能见度范围与希望从惯性状态（或接近惯性状态）穿越道路的骑车人有关，因此距离并不取决于自行车连接的功能水平。反冲时间（第三个因素）取决于相交车辆的接近速度，从

30 km / h

时的 1 秒到

80 km / h

时的 5 秒不等。

Table 3-4. Requisite visibility splay (m) for various crossing lengths and various approach speeds on the part of intersecting car traffic

(v_{85})

表 3-4.不同交叉路口长度和不同进路速度下相交车辆所需的能见度范围（米）

(v_{85})

crossing length ( m ) 穿越长度 ( 米 )	crossing time (s) 穿越时间（秒）	Requisite visibility splay ( m ) 所需的能见度范围 ( 米 )
crossing length ( m ) 穿越长度 ( 米 )	crossing time (s) 穿越时间（秒）	30 km/h 每小时 30 公里	50 km/h 50 公里/小时	70 km/h 70 公里/小时	$80 km / h$
4.0	4.2	45	100	180	205 ：
5.0	4.5	45	105	185	210
6.0	4.9	50	110	190	220
7.0	5.1	50	115	200	225
8.0	5.5	55	120	205	235

Sight distances 视距

In practice, the requisite sight distances are not always achievable. Where this is the case, consideration must be given in the design to compensatory measures that will serve to reduce the speed of the cyclist and/or intersecting traffic. Putting additional warnings in place could also form part of the solution.
实际上，必要的视距并非总能达到。在这种情况下，设计时必须考虑采取补偿措施，以降低骑车人和/或相交车辆的速度。设置额外的警告也可作为解决方案的一部分。

3.5 Inclines 3.5 斜坡

Upward inclines 向上倾斜

Upward inclines require extra effort on the part of the cyclist and for that reason, from the perspective of a cycle-friendly infrastructure, they must be prevented to the fullest extent possible. Obviously this is not always possible, however. In the Netherlands, inclines are mostly artificia and are associated with viaducts, bridges or tunnels. In such cases there is a clear connection between the height to be overcome and the gradient. The steeper the incline, the more effort a cyclist will be required to produce in order to overcome gravity. Over a short period of time the human body is capable of more exertion per unit of time than it is over a lons period of time. This means that if a slope is
上坡需要骑车人付出额外的努力，因此，从自行车友好型基础设施的角度来看，必须尽可能避免上坡。然而，这显然并不总是可能的。在荷兰，斜坡大多是人造的，与高架桥、桥梁或隧道有关。在这种情况下，需要克服的高度与坡度之间有着明显的联系。坡度越陡，骑车人克服重力所需的努力就越大。与长时间相比，人体在短时间内单位时间内的消耗能力更大。这意味着，如果斜坡

steep but short, the level difference can usually be overcome, with a bit more effort but without much trouble. If the extra exertion needs to be kept up over a longer period of time, then the same gradient will be much more tiring.
如果坡度较陡，但距离较短，通常可以克服坡度差，虽然需要付出更多努力，但不会有太大问题。如果需要在较长的时间内保持额外的体力，那么同样的坡度就会更累人。

In addition to the level difference to be overcome and the cyclist’s fitness, the wind is another decisive factor when it comes to that cyclist’s comfort (or discomfort) riding up a slope. It will be self-evident that cyclists will have to work harder if there is a lot of wind nuisance. See figure 3-5 for the recommended gradients in different wind conditions. This pools data from three previously published sets of guidelines.
除了需要克服的坡度差异和骑车人的体能之外，风力也是影响骑车人在斜坡上骑行舒适度（或不适度）的另一个决定性因素。不言而喻，如果风力较大，骑车人就必须更加努力。不同风力条件下的建议坡度见图 3-5。图 3-5 汇集了之前发布的三套指南中的数据。

Downward incline 向下倾斜

One point for attention in the case of downward inclines is the speed of the descending cyclist, with this potentially rising to 35 to

40 km / h

on longer inclines in particular. For that reason, there must be ample clearance at the bottom. There must be no junction, sharp bend or obstacle right at the bottom of a slope. Hairpin bends in the middle of a descending slope are also risky. They can cause single-vehicle bicycle accidents and, on bidirectional cycle paths accidents involving multiple bicycles [12]
下坡时需要注意的一点是下坡者的速度，特别是在较长的坡度上，速度可能会上升到 35 到

40 km / h

。因此，底部必须有足够的空隙。坡底不能有路口、急弯或障碍物。下坡中间的发夹弯也很危险。它们可能导致单车事故，在双向自行车道上还可能导致涉及多辆自行车的事故[12]。

Determining the gradient 确定梯度

In places where inclines are unavoidable, the immediate question pertains to how steep they may be from the perspective of bicycle traffic. Nevertheless, setting an absolute upper limit or establishing a single, ideal gradient is unrealistic as many factors affect comfort (or perception thereof) on a slope. For example, there are many different types of cyclist, including in terms of age, sex and physical and mental capabilities. Furthermore, there are many types of bicycle (city bike, racer, cargo bike, mountain
在坡度不可避免的地方，当务之急是从自行车交通的角度看坡度的问题。然而，设定一个绝对的上限或建立一个单一的理想坡度是不现实的，因为许多因素都会影响骑车人在斜坡上的舒适度（或感知度）。例如，骑自行车的人有许多不同类型，包括年龄、性别、身体和心理能力。此外，自行车的类型也很多（城市自行车、赛车、货运自行车、山地自行车、山地自行车、山地自行车、山地自行车、山地自行车、山地自行车、山地自行车、山地自行车）。
bike, electric bike), with characteristics such as weight, rolling resistance, gears and pedal-assist functionality playing a role. Aside from user and bicycle, the surroundings and conditions also play a role; consider in this regard factors such as temperature, wind, sight lines, safety and atmosphere (green, urban, industrial). As stated, the myriad variables make it difficult to provide unequivocal rules for how steep a slope should be.
自行车、电动自行车），重量、滚动阻力、齿轮和踏板辅助功能等特性都会产生影响。除了使用者和自行车外，周围环境和条件也有影响；在这方面要考虑温度、风、视线、安全和氛围（绿色、城市、工业）等因素。如前所述，由于变数众多，很难对斜坡的陡度做出明确规定。

Gradient 梯度

It is, however, possible to make recommendations for steepness in combination with the length of an incline, or the severity of the slope [8]. The longer and steeper a slope, the more trouble cyclists have with it. In this respect, the average gradient has greater significance than the length of the incline. The severity of a slope (S) experienced by a cyclist can be calculated as the square of the (average) gradient times the length of the incline or, to put it another way, the level difference squared divided by the length:

S = (H / L)^{2} \times L = H^{2} / L

.
不过，结合斜坡的长度或坡度的严重程度，也可以对陡度提出建议[8]。斜坡越长、越陡，骑车人遇到的麻烦就越多。在这方面，平均坡度比斜坡长度更重要。骑车人所经历的斜坡严重程度（S）可以用（平均）坡度的平方乘以斜坡长度来计算，或者换一种说法，用坡度差的平方除以斜坡长度：

S = (H / L)^{2} \times L = H^{2} / L