BOQ Builder·Auto-BOQ from dimensions, DSR ratesNEW→BidEasy·Government tenders, searchableLIVE→

IRC 11 : 1962Recommended Practice for the Design and Layout of Cycle Tracks

Q: What is the minimum cycle track width?

Per Clause 4.1: single-direction 2.0 m minimum (2.5 m preferred), bidirectional 3.0 m minimum (3.5 m preferred). Narrower widths (1.5 m) only acceptable for short constrained sections. Too-narrow tracks don't allow overtaking.

Q: What is the difference between Type A, B, and C cycle tracks?

Type A (segregated): physical kerb/barrier from motor traffic — safest but most expensive. Type B (painted): striped lane without barrier — cheaper but less safe in aggressive traffic. Type C (shared): shared with pedestrians — only for very low volumes.

Q: What cycle track design speed?

Per Clause 3: 20-25 kmph design speed. This accommodates regular cyclists plus faster e-bikes. Geometric requirements (minimum radius, sight distance) based on this speed.

Q: What is the minimum radius for cycle track curves?

Per Clause 5: 10 m minimum for 25 kmph design speed. Sharp bends cause unsafe cornering. Transition curves between straights and bends improve comfort and safety.

Q: What pavement type for cycle tracks?

Per Clause 6.1: flexible (bituminous concrete) or rigid (PCC). 60-80 mm thickness sufficient for light use. Smooth finish essential — potholes/cracks are hazardous to cyclists. Anti-skid surface for wet weather.

Q: Are cycle signals needed at intersections?

For major intersections: yes, dedicated cycle signal phase (5-8 seconds green) per Clause 9. Without this, cyclists negotiate intersections with motor traffic — main cause of cyclist injuries. Cycle signals coordinated with parallel motor traffic phase.

Q: Can cycle track be on a shared path with pedestrians?

Per Clause 2 Type C: yes, for very low volumes only. For urban arterials with significant cycling/walking volumes: separate tracks preferred. Shared paths cause conflicts at higher volumes.

Q: How does IRC 11 handle e-bikes and cargo cycles?

Amendment No. 1 (2015) addresses these: e-bikes up to 25 kmph covered by standard cycle track design; faster e-bikes (35-40 kmph) need wider tracks (2.5+ m). Cargo cycles need wider tracks (3.0+ m) and larger parking spaces.

Q: What separation from motor traffic is required?

Per Clause 5: minimum 1.0 m separation via kerb, barrier, or painted island with bollards. More separation (2-3 m) for higher motor traffic speeds. Physical barrier strongly preferred for speeds > 50 kmph.

PDF Google Compare IRC Portal

Link points to Internet Archive / others. Not hosted by InfraLens. Details

International Comparison — Coming Soon

CurrentSpecializedRecommended PracticeTransportation · Traffic Engineering / Non-Motorized Transport

PDF Google Compare IRC Portal

Link points to Internet Archive / others. Not hosted by InfraLens. Details

IRC 11:1962 is the Indian Standard (IRC) for recommended practice for the design and layout of cycle tracks. IRC 11:1962 is the Indian standard for cycle track design — cycling infrastructure is now a growing priority as cities address air pollution, congestion, and climate change. IRC 11 provides comprehensive guidelines for segregated (physical barrier from motor traffic), painted (striped lanes), and shared (with pedestrians) cycle tracks. It specifies width (2.0-3.5 m by direction and volume), radius (10 m minimum for 25 kmph), pavement (60-80 mm bituminous or rigid, smooth), intersections (cyclist priority at-grade, grade-separated for major crossings), and integration with public transit. Amendment No. 1 (2015) added provisions for electric bicycles and cargo cycles; Amendment No. 2 (2022) aligned standards with Smart Cities Mission requirements and e-bike charging infrastructure. Indian cycle track implementation has been patchy — Delhi's cycle tracks, Bangalore's Bengaluru Safety Audit, Pune's cycle tracks. Net km of cycle tracks in India: ~2,500 km (vs 30,000 km in Germany alone). IRC 11 provides the framework for cycle-friendly city planning now pursued under National Urban Transport Policy.

Provides guidelines for the design, geometry, construction, and integration of dedicated cycle tracks on Indian roads — urban arterials, rural roads, recreational paths, and intermodal connections.

Quick Reference — IRC 11:1962 Cycle Tracks

Key reference values — verify against the current code edition / project specification.

✓ Verified 2026-05-15

Reference	Value	Clause
One-way cycle track width	≈ 2.0 m (minimum)	Geometry
Two-way cycle track width	≈ 3.0 m	Geometry
Width per additional cycle lane	≈ 1.0 m	Geometry
Separation from carriageway	Physical/segregated for safety	Layout
Gradient	Kept gentle (cyclist effort)	Geometry
Use	Urban arterials, rural roads, recreational paths	Scope

⚠ Indicative reference values from the code/standard practice; the binding figures are those in the current edition and the project specification.

Overview

Status: Current
Usage level: Specialized
Domain: Transportation — Traffic Engineering / Non-Motorized Transport
Type: Recommended Practice
Amendments: Amendment No. 1 (2015) — electric bicycles, cargo cycles provisions; Amendment No. 2 (2022) — Smart Cities alignment, e-bike charging infrastructure

Typically used with

IRC 86 IRC 103 IRC SP 79

Also on InfraLens for IRC 11

8Key values 5Tables 15FAQs

Practical Notes

! Cycle tracks in India: ~2,500 km total (2024 estimate) vs 30,000+ km in Germany. Massive opportunity for expansion — targeting 10,000 km by 2030 per National Urban Transport Policy.

! Segregated cycle tracks (Type A) are safest but most expensive — requires space for kerb/barrier. Costs ₹30-80 lakh/km. Painted lanes (Type B) cheaper (₹5-15 lakh/km) but less safe in India's aggressive traffic.

! Width pragmatics: 2.0 m single-direction insufficient for rapid cyclists overtaking slow ones. 2.5 m preferred for urban arterials with diverse cycling speeds.

! Separation barriers: painted island (1.0 m wide with bollards) cheapest; continuous kerb better (prevents vehicle intrusion during congestion); continuous physical barrier (concrete or metal) most effective for high-speed motor traffic.

! Surface quality: potholes, cracks, uneven patches are cyclist-hazardous. Maintenance budget typically underfunded — cycle tracks deteriorate 30-50% faster than roads due to lack of traffic compaction.

! Intersection design: traffic signals with dedicated cycle phase (5-8 sec green per cycle) most critical. Without this, cyclists negotiate intersections with cars — main cause of cyclist accidents.

! Grade-separated crossings at expressways/arterials: cyclists need underpass or overpass. Without this, cycle network is fragmented. Budget 10-20% of total cycle track cost for crossings.

! Lighting: unlit cycle tracks become unsafe at night — theft, assault, accidents. LED bollards every 20-30 m (₹3-5k each) + lamp posts at intersections minimum.

! E-bikes and cargo cycles (Amendment No. 1, 2015): faster speeds (30-40 kmph), heavier weight, larger footprint. Cycle tracks designed for 20-25 kmph may be marginal — consider wider (3.0+ m) tracks and charging points.

! Bicycle parking at transit stations is often overlooked — without secure parking, commuter cycling fails. Bangalore Metro, Delhi Metro have integrated bike racks; Chennai Metro retrofitting.

! Bicycle-sharing schemes (Yulu, Bounce in Indian metros) depend on cycle track quality. Poor tracks deter casual cyclists; good tracks enable 30-50% higher bike-share utilization.

! Integration with bus stops: bus stop design should include cycle track continuity. Standard Indian bus stop layouts often block cycle tracks — retrofit needed.

! Maintenance: cycle tracks need monthly cleaning (debris, leaves, glass), bi-annual pavement inspection, annual surface renewal for high-use tracks. Budget ₹50k-1 lakh per km/year.

! Indian cycling culture: ~15% of urban trips are by bicycle (traditional + delivery + recreational). Supporting cycle infrastructure would shift 5-10% additional motor trips to cycling.

! Climate benefit: a 1 km cycle track used by 500 cyclists/day for 30 years displaces ~500 tonnes CO2 vs equivalent motor travel. Cost-effective emission reduction.

! Cycle track design for women/children: physically segregated tracks (Type A) with consistent width preferred. Painted lanes with aggressive motor traffic deter vulnerable users.

! Nighttime safety (Amendment No. 2): well-lit tracks, emergency call points every 500 m, CCTV at critical sections. Particularly important for women commuters.

! Parking encroachment: parked cars/motorcycles routinely block cycle tracks — enforcement (fines ₹500-1000) and CCTV monitoring needed. Sometimes kerb extensions to prevent parking.

! Cycle track vs shared path: shared (cycle + pedestrian) works only for very low volumes. At urban speeds and density, segregated cycle tracks strongly preferred.

! Future trends: e-bike charging stations at cycle rest points (Amendment No. 2), bike-sharing infrastructure, solar-powered lighting, surface sensors for real-time cyclist counting.

Frequently referenced clauses

Cl. 2 — Cycle track types: Type A segregated (physical barrier from motor traffic), Type B painted (striped lane without barrier), Type C shared (shared with pedestrians)

Cl. 3 — Design user: standard bicycle 1.8 m long × 0.7 m wide; operating envelope 2.2 m long × 1.0 m wide (swerve room); design speed 20-25 kmph

Cl. 4.1 — Width: single-direction 2.0 m (2.5 m preferred), bidirectional 3.0 m (3.5 m preferred). Narrower widths (1.5 m) acceptable only for short lengths in constrained areas

Cl. 4.2 — Clearance: vertical 2.5 m minimum (to accommodate taller cyclists, clearance from overhead signs); lateral 0.5 m from kerb or wall

Cl. 5 — Alignment: minimum radius 10 m for 25 kmph; transition curves; separation from motor traffic by kerb, barrier, or painted island (min 1.0 m)

Cl. 6.1 — Pavement: flexible (bituminous concrete) or rigid (PCC); thickness 60-80 mm for light use; smooth finish, no potholes, anti-skid

Cl. 6.2 — Drainage: cross-slope 2%, longitudinal slope < 5% preferred (< 7% for short sections); avoid puddle-forming low points

Cl. 7 — Intersections: at-grade cyclist priority (zebra-like with cyclists' priority); grade-separated crossings (underpass, overpass) for high-volume roads

Cl. 8 — Signage and marking: cycle track symbol (white bicycle on blue) at entry; centreline markings for bidirectional; edge markings to distinguish from pedestrian path

Cl. 9 — Signalling: dedicated cycle signal phase at major intersections; green phase 5-8 seconds for cyclists to clear; coordinated with parallel vehicle phase

Cl. 10 — Parking and storage: cycle racks at commercial areas, schools, transit stations; covered secure parking for commuter cycles

Cl. 11 — Lighting: 15-20 lux on cycle track surface at night; LED bollards or lamp posts every 20-30 m

Cl. 12 — Maintenance: monthly sweep-clean, bi-annual pavement inspection, annual surface renewal for high-use tracks

Cl. 13 — Integration with transit: safe crossings at bus stops, bicycle parking at metro/rail stations, bike-sharing program docking

Cl. 14 — Disability accessibility: surface suitable for adapted bicycles, handbikes, mobility devices; gentle gradients

Cl. 15 — Emergency access: cycle track kept clear of permanent obstructions; provision for emergency vehicles to use if needed

Updates & Amendments1 amendment

2015Amendment No. 1 (2015) — electric bicycles, cargo cycles provisions; Amendment No. 2 (2022) — Smart Cities alignment, e-bike charging infrastructure

Consolidated list per BIS. For the text of each amendment, refer to the BIS portal link above.

cycle trackcyclingnon-motorized transportNMTurban mobilityIRC

Engineer's Notes

In Practice — Editorial Commentary

When IRC 11 is your governing code

IRC 11 (1962) provides Recommended Practice for the Design and Layout of Cycle Tracks — the IRC's standard for dedicated cycle / bicycle tracks alongside or as part of road infrastructure. With renewed urban-mobility focus + Smart City initiatives + cycling promotion, this code (despite the 1962 vintage) remains the IRC reference for cycle facility design.

Use IRC 11 when you are: - Designing dedicated cycle tracks in urban / suburban / rural settings - Specifying cycle infrastructure in Smart City projects - Doing complete streets design with cycle facility - Specifying cycle lanes alongside roads - Doing NH passing through urban area with cycle accommodation - Promoting non-motorised transport (NMT) infrastructure

What IRC 11 covers (1962 era basic framework): - Cycle track geometry (width, alignment, surface) - Separation from motor vehicle traffic - Bicycle classifications - Intersection treatments - Signage + markings for cycles - Drainage + surface

Note: IRC 11 is older and was updated by IRC SP 25 in later years. Modern projects supplement with: - ITDP Better Streets Guidance (more comprehensive) - NACTO Urban Bikeway Design Guide - AASHTO Bicycle Facility Guide - Smart City Mission Bikeway Guidelines - Current MoRTH + state urban transport policies

Cycle infrastructure types (modern): 1. On-road cycle lane: marked lane alongside motor vehicle lane 2. Buffered cycle lane: with physical separation (curb, bollards) 3. Cycle track: completely separated facility 4. Bicycle boulevard: local street with traffic calming + cycle priority 5. Shared use path: cycle + pedestrian shared (multi-use)

Cycle track design

Cycle track geometry: - Width: - Single-direction lane: 1.5-2.0 m (1.5 m minimum) - Two-direction lane: 2.5-3.5 m - High-volume single-direction: 2.5 m (for comfortable two-cycle pass) - Clear height: 2.5 m minimum (overhead clearance) - Slope: matches adjacent road; max 1:8 (12.5 %) for short distances; 1:20 for sustained - Curve radius: 5-10 m typical at intersections

Separation from motor vehicle: - Painted line only: least separation; least cost - Buffered separation: 0.5-1.0 m buffer; painted or with bollards - Curb / barrier separation: physical separation; safer; more cost - Cycle track (full separation): completely separated path; safest

Surface: - Smooth, all-weather: asphalt or concrete - Anti-skid: especially in monsoon - Painted for visibility: 'cycle' symbol or color-coded surface (red/green)

Cycle parking: - At destinations: schools, offices, transit stations, commercial areas - Type: racks (single or double), shelters - Capacity: 1-2 m² per cycle - Lighting + security

Intersection treatments: - Cycle box at signal intersections (priority forward area) - Two-stage left turn to avoid weave conflicts - Cycle-specific signals at high-volume - Cycle paths at rotaries continuous around

Signage + markings: - Cycle lane markings: white painted edge + 'cycle' symbol - Color-coded surface at conflict zones (red/green) - Signage: 'Cycle Lane', 'Watch for Cycles' - Per IRC:35:2015 + IRC:67:2012

Drainage: - Cross-fall away from cycle track - No grates with cycle-trapping openings (grates parallel to cycle path direction) - Drainage continuity with adjacent road

Reference values + modern context

Cycle volume + capacity: - Cycle track capacity: 1000-2000 cycles/hour per direction - Mid-block flow: typically 500-1000 cycles/hour at busy locations - Signal intersection: ~30 cycles per green per direction

Mode share considerations: - Urban centers (peak): 5-15 % cycle mode share typical (Indian cities) - Schools / college campuses: 30-60 % cycle mode share possible - Smart City target: 30 % NMT (cycle + pedestrian) mode share

Cycle track design speed: - Standard cycle: 12-25 km/h - Sport / commuter: 20-30 km/h - Electric bike (e-bike): 25-32 km/h - Design for typical user (15-20 km/h average)

Material + surface: - Asphalt: standard wearing course; smooth finish - Concrete: durable; brushed for grip - Pavers / blocks: aesthetic; less smooth; not preferred for high-speed cycle paths - Colored surface: thermoplastic paint or epoxy at conflict zones

Spacing of intersections: - At-grade crossings: every 100-300 m typical (varies by context) - Grade-separated: at major intersections / high-conflict points

Lighting: - Cycle track lighting: 10-30 lux (lower than vehicle road) - At intersections: higher (30-50 lux) - Continuous evening / night

Accessibility: - Wheelchair / mobility devices may share if no separate path - Width adequate for adaptive bicycles - No barriers at intersections / driveways

Integration with public transit: - Bus stop with cycle parking - Cycle racks on buses (some cities) - Combined cycle + transit pass

Modern smart features: - Cycle counting at strategic locations - App-based wayfinding - E-bike charging stations - Public bike-share integration - Real-time traffic + cycle volume data

Maintenance: - Daily / weekly cleaning (especially during monsoon) - Vegetation maintenance (cycle tracks alongside green areas) - Repainting cycle markings every 2-3 years - Surface repair as needed - Drainage cleaning annually

Service life: - Cycle track pavement: 10-15 years - Painted markings: 2-3 years - Signage: 5-7 years - Lighting: 10-15 years (LED)

Companion codes (must pair with)

IRC:86:1983 — Urban Road Geometric Design.
IRC:103:2012 — Pedestrian Facilities.
IRC:35:2015 — Road Markings.
IRC:67:2012 — Road Signs.
IRC:SP-44:1996 — Road Safety Audit.
IRC:SP-50:2013 — Urban Drainage.
IRC:SP-105:2015 — Smart City Streets.
IRC:SP-90:2010 — Noise Abatement.
IRC SP 25 — Cycle Tracks Updated Guidelines (where applicable).
IRC:99:2018 — Speed Breakers (cycle-friendly).
ITDP Better Streets Guide.
NACTO Urban Bikeway Design Guide.
AASHTO Guide for the Development of Bicycle Facilities.
Smart Cities Mission Bikeway Guidelines.
Ministry of Urban Affairs NMT Guidelines.
State-level Urban Transport Policies.
IS 14438 — Bicycle Construction.
MoRTH Specifications for Road and Bridge Works.

Common pitfalls / what reviewers flag

1. Cycle infrastructure missing. Modern urban roads need cycle accommodation. Specify per IRC 11 + modern guides. 2. Width inadequate. < 1.5 m too narrow; uncomfortable. 1.5 m minimum, 2.0+ preferred. 3. No separation from motor traffic. Mixed mode; cycle safety poor. Buffered or separated lane. 4. Surface poor. Rough surface; cycling difficult. Smooth asphalt or concrete. 5. Drainage grates with parallel openings. Cycle wheels trapped. Grate openings perpendicular to direction of travel. 6. No cycle markings. Lane unclear; conflict with vehicles. Painted edge + 'cycle' symbol. 7. Intersection design poor. Cycle / vehicle conflicts. Cycle box, two-stage turn, cycle signals. 8. No connectivity. Cycle tracks isolated; not a network. Connected cycle network. 9. No cycle parking. Destinations lack parking. Provide racks + shelters. 10. Cyclist + pedestrian conflict. Shared path crowded. Separate where volume justifies. 11. No maintenance budget. Cycle infrastructure degrades. Maintenance contract. 12. No road safety audit. In-service cycle crashes. Per IRC:SP-44:1996. 13. Designer's preference for motor vehicles. Cycle infrastructure secondary. Modern complete streets give equal priority. 14. No lighting for evening cycling. Safety concern. Lighting per location. 15. No multi-modal integration. Cycle + bus / metro disconnect. Coordinate design. 16. Vegetation obstructions. Trees / planters in cycle path. Maintain clearances. 17. No bicycle counting / monitoring. Mode share unknown. Counters at strategic locations. 18. Tactile paving for blind users compromised. Cycle path conflicts with tactile paving design. Coordinate.

Where it sits in urban-design lifecycle

Cycle infrastructure project — IRC 11 + modern touchpoints:

1. Concept: - Cycle network planning - Mode-share targets - Connectivity to schools, offices, transit - Community input

2. Design: - Cycle track / lane per IRC 11 + modern guides - Geometric design + drainage - Intersection treatments - Signage + markings - Cycle parking - Lighting

3. Coordination: - With pedestrian facilities (IRC:103:2012) - With drainage (IRC:SP-50:2013) - With smart city infrastructure (IRC:SP-105:2015) - With public transit

4. Construction: - Cycle track pavement - Markings + signage - Lighting + utilities - Cycle parking - Connectivity to network

5. Quality control + acceptance: - Geometric per design - Surface quality - Markings + signage - Lighting performance - Drainage functional

6. Pre-opening: - Cycle safety audit - Connectivity check - Educational outreach

7. Operations + maintenance: - Daily cleaning - Periodic surface + marking repainting - Cycle counting (for impact assessment) - 10-15 year service life

8. Continuous improvement: - Mode share tracking - User feedback - Iterative improvements

IRC 11 is the enduring foundation for cycle infrastructure in India — applied across cities + recently expanded with Smart City Mission initiatives + complete streets policies.

International Equivalents

🌐

International Comparison — Coming Soon

We're adding equivalent international standards for this code.

Key Values8

Quick Reference Values

single direction width m2.0-2.5

bidirectional width m3.0-3.5

min radius m10

design speed kmph20-25

vertical clearance m2.5

cross slope pct2.0

long slope preferred pct5

surface illumination lux15-20

Key Formulas

Cycle track capacity: C = n × V / D, where n = number of cyclists per m², V = design speed (m/s), D = density function. Typical capacity 1500-2000 cyclists/hr per direction

Tables & Referenced Sections

Key Tables

Table 2.1 — Cycle track types and applications

Table 4.1 — Width recommendations by direction and user volume

Table 5.1 — Minimum curve radius by design speed

Table 6.1 — Pavement specifications for cycle tracks

Table 9.1 — Cycle signal timing requirements

Frequently Asked Questions15

What is the minimum cycle track width?+

Per Clause 4.1: single-direction 2.0 m minimum (2.5 m preferred), bidirectional 3.0 m minimum (3.5 m preferred). Narrower widths (1.5 m) only acceptable for short constrained sections. Too-narrow tracks don't allow overtaking.

What is the difference between Type A, B, and C cycle tracks?+

Type A (segregated): physical kerb/barrier from motor traffic — safest but most expensive. Type B (painted): striped lane without barrier — cheaper but less safe in aggressive traffic. Type C (shared): shared with pedestrians — only for very low volumes.

What cycle track design speed?+

Per Clause 3: 20-25 kmph design speed. This accommodates regular cyclists plus faster e-bikes. Geometric requirements (minimum radius, sight distance) based on this speed.

What is the minimum radius for cycle track curves?+

Per Clause 5: 10 m minimum for 25 kmph design speed. Sharp bends cause unsafe cornering. Transition curves between straights and bends improve comfort and safety.

What pavement type for cycle tracks?+

Per Clause 6.1: flexible (bituminous concrete) or rigid (PCC). 60-80 mm thickness sufficient for light use. Smooth finish essential — potholes/cracks are hazardous to cyclists. Anti-skid surface for wet weather.

Are cycle signals needed at intersections?+

For major intersections: yes, dedicated cycle signal phase (5-8 seconds green) per Clause 9. Without this, cyclists negotiate intersections with motor traffic — main cause of cyclist injuries. Cycle signals coordinated with parallel motor traffic phase.

Can cycle track be on a shared path with pedestrians?+

Per Clause 2 Type C: yes, for very low volumes only. For urban arterials with significant cycling/walking volumes: separate tracks preferred. Shared paths cause conflicts at higher volumes.

How does IRC 11 handle e-bikes and cargo cycles?+

Amendment No. 1 (2015) addresses these: e-bikes up to 25 kmph covered by standard cycle track design; faster e-bikes (35-40 kmph) need wider tracks (2.5+ m). Cargo cycles need wider tracks (3.0+ m) and larger parking spaces.

What separation from motor traffic is required?+

Per Clause 5: minimum 1.0 m separation via kerb, barrier, or painted island with bollards. More separation (2-3 m) for higher motor traffic speeds. Physical barrier strongly preferred for speeds > 50 kmph.

Does IRC 11 cover bicycle parking?+

Per Clause 10: yes, cycle racks at commercial areas, schools, transit stations. Covered secure parking for commuter cycles (to prevent theft and weather exposure). Integration with bike-sharing schemes (Yulu, Bounce). Essential for practical commuter cycling.

What about integration with Delhi/Mumbai metros?+

Per Clause 13: safe cycle crossings at bus stops, bicycle parking at metro/rail stations, bike-sharing dock integration. Existing Indian metros partially implement this; new metro lines must include from design stage.

What maintenance is required?+

Per Clause 12: monthly sweep-clean, bi-annual pavement inspection, annual surface renewal for high-use tracks. Maintenance budget ₹50k-1 lakh per km/year. Without this, cycle tracks degrade rapidly.

Does IRC 11 cover cycle track lighting?+

Per Clause 11: 15-20 lux minimum on surface at night; LED bollards or lamp posts every 20-30 m; emergency call points every 500 m (Amendment No. 2). Essential for safety, especially for women and night commuters.

What is the typical cycle track cost per km?+

Segregated (Type A) with physical barriers: ₹30-80 lakh/km. Painted lanes (Type B): ₹5-15 lakh/km. Shared paths (Type C): ₹3-8 lakh/km. Smart-city cycle tracks with lighting, bollards, signals: ₹50 lakh-1 crore/km.

Is cycle track a substitute for road widening?+

Cycle tracks and road widening address different demands (cycling vs motor traffic). Cycle tracks reduce motor demand by 5-10% where good infrastructure exists. Combine both in major corridor design rather than substituting one for the other.

QA/QC Inspection Templates

📋

QA/QC templates coming soon for this code.

Browse all 300 templates →

BOQ Builder·Auto-BOQ from dimensions, DSR ratesNEW→BidEasy·Government tenders, searchableLIVE→

IRC 11 : 1962Recommended Practice for the Design and Layout of Cycle Tracks

PDF Google Compare IRC Portal

Link points to Internet Archive / others. Not hosted by InfraLens. Details

International Comparison — Coming Soon

CurrentSpecializedRecommended PracticeTransportation · Traffic Engineering / Non-Motorized Transport

PDF Google Compare IRC Portal

Link points to Internet Archive / others. Not hosted by InfraLens. Details

Provides guidelines for the design, geometry, construction, and integration of dedicated cycle tracks on Indian roads — urban arterials, rural roads, recreational paths, and intermodal connections.

Quick Reference — IRC 11:1962 Cycle Tracks

Key reference values — verify against the current code edition / project specification.

✓ Verified 2026-05-15

Reference	Value	Clause
One-way cycle track width	≈ 2.0 m (minimum)	Geometry
Two-way cycle track width	≈ 3.0 m	Geometry
Width per additional cycle lane	≈ 1.0 m	Geometry
Separation from carriageway	Physical/segregated for safety	Layout
Gradient	Kept gentle (cyclist effort)	Geometry
Use	Urban arterials, rural roads, recreational paths	Scope

⚠ Indicative reference values from the code/standard practice; the binding figures are those in the current edition and the project specification.

Overview

Status: Current
Usage level: Specialized
Domain: Transportation — Traffic Engineering / Non-Motorized Transport
Type: Recommended Practice
Amendments: Amendment No. 1 (2015) — electric bicycles, cargo cycles provisions; Amendment No. 2 (2022) — Smart Cities alignment, e-bike charging infrastructure