ACTIVE MOBILITY

DESIGN GUIDE
For Development Submissions

This guide outlines the design considerations and

guidelines for Active Mobility related elements to
promote a conducive and safe environment for
walking and cycling. Qualified Persons preparing
a development submission are advised to take
these guidelines into consideration to facilitate
review and clearance.

The guidelines and examples found in this

guidebook are not exhaustive in covering all
possible site conditions. In evaluating a
development submission, LTA may provide
further guidance based on the proposed design
depending on merits.

Where mentioned in this guidebook, Active Mobility Device

Users refer to Bicycles, Power-Assisted Bicycles (PABs),
Motorised and Non-motorised Personal Mobility Devices
(PMDs) and Personal Mobility Aids (PMAs). PABs and
Motorised PMDs are not allowed on footpaths.

Version 1.0 - Content updated as of January 2023.

CONTENTS
1.0 WALKING & CYCLING INFRASTRUCTURE 3
1.1 Information to be Incorporated into DC Plans
1.2 Information to be Incorporated into Street Plans
1.3 Gazette Requirements for Cycling Paths

2.0 VEHICULAR ACCESS 8

2.1 Information to be Incorporated into DC Plans
2.2 Qualities of a Good Design
2.3 Examples of Traffic Calming Measures

3.0 PEDESTRIAN ACCESS 12

3.1 Information to be Incorporated into DC Plans

4.0 BICYCLE PARKING 14

4.1 Information to be Incorporated into DC Plans
4.2 Geo-fencing Requirements for Bicycle Parking

5.0 END-OF-TRIP FACILITIES 16

5.1 Information to be Incorporated into DC Plans

6.0 INTERNAL CIRCULATION 17

6.1 Information to be Incorporated into DC Plans

7.0 WAYFINDING SIGNAGE 18

7.1 Information to be Incorporated into DC/BP Plans

8.0 REFERENCES 19

2
1.0 WALKING & CYCLING INFRASTRUCTURE

PLANNED CYCLING PATH

The consultant shall first check if there is
planned cycling path abutting the
development. The information can be obtained
from URA SPACE following the steps below:

1. Visit https://www.ura.gov.sg/maps
2. Check Control Plans
3. Click “Filters”
4. Activate the “Connectivity” layer
Figure 1.1 - Cycling Path Network in URA Space

If there is a planned cycling path abutting the development, LTA may advise the developer to improve the
existing side table by widening the path and implementing 2m dedicated cycling path in addition to the
1.5m footpath, including any associated cycling path marking, signage, lighting along the cycling path, as
well as widen existing crossings to enhance connectivity of the cycling path network. Details of the cycling
path and crossings can be found in the prevailing Standard Details of Road Elements (SDRE) - Chapter 21.

Should the surrounding cycling path network not be ready when the development is completed, LTA may
advise the developer to provide a widened footpath with embedded conduits for the provision of future
cycling path lighting, according to the prevailing SDRE. LTA will complete the cycling path network in due
course.

For developments that have submitted a Walking and Cycling Plan (WCP) at TIA pre-scoping stage, please
ensure that provisions in DC plans and WCP are consistent.

1.1 Information to be Incorporated into DC Plans

1) The width of footpath / cycling path / covered linkway / crossings shall be indicated clearly on plan and
cross section details. If there are any columns/footings along the path, the clear width of the path shall
also be shown accordingly.

2) Please ensure that there is 0.6m lateral clearance between the outer edge of the road kerb and any
element (footpath / cycling path / covered linkway).

Figure 1.2 - Roadside Typologies

3) All paths shall be free from encumbrances (i.e. linkway columns, OG Boxes, Lamp Poles) to prevent any
reduction to the effective clear width of the path.

Road Reserve Line

2.4m covered linkway
Columns to be sited away
2m cycling path from cycling path

Existing OG box to be
POB staircase sited away from cycling
path

Figure 1.3 - Paths shall be free from encumbrances

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1.0 WALKING & CYCLING INFRASTRUCTURE
1.1 Information to be Incorporated into DC Plans

4) Crossings at vehicular accesses shall follow the same width of path upstream/downstream, and shall
be provided at flat level for the safety of path users. Gradient of entrance approach shall not encroach
on the crossing.

Road Reserve Line Road Reserve Line

1.5m Footpath 1.5m Footpath
2m Cycling Path 2m Cycling Path

1:10
1:10

Green Verge Green Verge

Figure 1.4 - Example of Vehicular Access where Figure 1.5 – Example of Vehicular Access where
Gradient of Entrance Approach Stops at the Gradient of Entrance Approach Encroaches the
Edge of the Crossing (Accurate) Crossing (Inaccurate)

5) Provision of minimum 1.2m high

railings are recommended along
cycling path with lateral clearance of
less than 1.5m, and

▪ Level difference of 1m or more,

and
▪ Slope equal or steeper than 1:3 Figure 1.6 - Level Difference of 1m or more

The railings shall not reduce the clear

width of cycling path.

Figure 1.7 - Slope equal or steeper than 1:3

6) To avoid sharp turns along the path

(eg. 90 degree kinks), please illustrate
and ensure smooth tapering between
2m cycling path and 1.5m footpath to
1.5m footpath/2.5m shared path
based on the minimum turning radius
indicated in the diagram below.

Please illustrate and indicate any

encumbrances within the path that Figure 1.8 - Tapering of 2m Cycling Path and 1.5m
will affect the line of sight. Please Footpath to 1.5m Footpath
ensure that the minimum stopping
sight distance for active mobility
users (12m for footpath, 23m for
cycling/shared path) can be met.

Figure 1.9 - Tapering of 2m Cycling Path and 1.5m

Footpath to 2.5m Shared Path
4
1.0 WALKING & CYCLING INFRASTRUCTURE
1.1 Information to be Incorporated into DC Plans

6) For other scenarios, please

illustrate and ensure smooth
tapering based on the
minimum turning radius and
stopping sight distance
indicated in the table below.
Table 1.1 - Minimum Turning Radius and Stopping Sight Distance

7) It is important to ensure that line of sight at corners is not hindered by hard structures and tall/dense
vegetation to minimise any possible head on collisions.

Splayed/porous design at corners would enhance safety as it allows pedestrians and active mobility
device users to see one another clearly and ensure that there is sufficient time to take any necessary
evasive actions to avoid collisions. The submission of 3D artist impressions would help to better
illustrate the design and facilitate clearance.

DESIGN CONSIDERATIONS
• Splayed/porous design at corners

• Avoid hard structures and tall/dense vegetation (more than 0.5m) within the visibility splay area

• To illustrate that minimum 12m/23m stopping sight distance can be achieved along the
footpath/cycling path

• If hard structures cannot be relocated, path can be realigned further away round the bend to
improve sight distance

• Traffic calming measures are also recommended to slow down path users

Figure 1.10 - Designing for Clear Line of Sight at Corners (Footpath)

Figure 1.11 - Designing for Clear Line of Sight at Corners (Cycling Path)
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1.0 WALKING & CYCLING INFRASTRUCTURE
1.1 Information to be Incorporated into DC Plans

DESIGN WITH CLEAR LINE OF SIGHT

Porous
Boundary

Low
Vegetation
Minimal vegetation round
Splayed Corner
the corner
with Low Vegetation

Figure 1.12 - Corner with Splayed Design Figure 1.13 - Corner with Porous Boundary
and Low Vegetation and Low Vegetation

DESIGN WITH OBSTRUCTED LINE OF SIGHT (TO AVOID)

Non Porous
Wall

Tall/dense
vegetation
Glass is Reflective and would
Obstruct Line of Sight

Figure 1.14 - Corner with Non Porous Wall Figure 1.15 - Corner with Obstructed Line of Sight
and Tall/dense Vegetation due to Reflective Glass

1.2 Information to be Incorporated into Street Plans

1) Cycling related markings and signages shall be provided in accordance with the prevailing SDRE and
clearly shown on plan.

2) The connection between existing footpath and new cycling path/widened footpath should have dowel
bars to prevent any differential settlement at the joint.

3) Gratings provided shall be concrete in-filled gratings in accordance with the prevailing SDRE.

4) Cycling path lighting shall be provided in accordance with the prevailing SDRE. The desired lighting
levels for cycling paths are as follows:

Minimum Average Illuminance Minimum Lux

Area Uniformity
(At Floor Level) (At Floor Level)
Non-Conflict areas 5 lux 2 lux 0.25

Conflict areas 10 lux 3 lux 0.25

The covered linkway lights shall be designed to
Adjacent to
illuminate both the linkway and cycling path in
Covered linkway
accordance to the Walking and Cycling Design Guide Chapter 2

Table 1.2 - Lighting Requirements

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1.0 WALKING & CYCLING INFRASTRUCTURE
1.3 Gazette Requirements for Cycling Path

For developments building cycling paths, the appointed Qualified Person (QP) is required to submit
information of the paths 2 months prior to public access for gazetting under the Active Mobility Act
to [email protected] .

This requirement is for addition, modification and removal of paths/facilities, where LTA will
declare, modify or remove the gazette respectively. The following information will be required for
the gazette:

DESCRIPTION OF THE PATH (IN PDF FORMAT)

The description of cycling path should include the length and flow of traffic. Any
significant breaks in the network should be mentioned (i.e. not enough space behind bus
shelter, car park accesses) in relation to the most distinct landmark (i.e. building/ lamp post
number).

LAYOUT PLAN (IN CAD FORMAT)

NOTE: Gazetting of cycling paths under the Active Mobility Act is solely for enforcement of
cycling/riding behaviour, the developer is still liable for the defects until the cycling paths are
handed over to LTA. This also applies to shared paths.

EXAMPLE OF SUBMISSION
A path (approximately 0.75 kilometre in length) starting at Jurong West Street 41, running along
Jurong West Avenue 1 and ending at Jurong West Street 51 (excluding the path between lamp post
16 to lamp post 17, the path behind bus stop number 28511 near Block 463, and the path between
lamp post 35 to lamp post 30).

Figure 1.16 – Example of a Layout Plan

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2.0 VEHICULAR ACCESS

Due to the high speed differential between motorists and pedestrians/active mobility device users, it is
important to ensure that sight line at vehicular accesses is not hindered by hard structures and tall/dense
vegetation to minimise any potential collisions. Splayed/porous design would allow motorists exiting the
development to clearly see incoming pedestrians/active mobility device users commuting along the path and
vice versa, ensuring that there is sufficient time to take any necessary evasive actions to avoid collisions.

DESIGN CONSIDERATIONS
• Splayed/porous design (eg. visually permeable fencing) for boundary wall near vehicular access

• Avoid hard structures and tall/dense vegetation (more than 0.5m) within the line of sight triangle

• Guardhouse, if located in between ingress and egress, shall not impede sight visibility

• Illustrate that minimum 12m stopping sight distance along the path can be achieved

• For any pedestrians and active mobility device users conflict area(s) with vehicular traffic, conflict mitigating
measures shall be provided to enhance safety of pedestrians/active mobility device users

Figure 2.1 - Designing for Clear Line of Sight at Vehicular Access

DESIGN WITH CLEAR LINE OF SIGHT

Splayed Design

Low Vegetation
Porous Boundary

Low Vegetation

Figure 2.2 - Vehicular Access Figure 2.3 - Vehicular Access

with Porous Boundary with Splayed Design and Low Vegetation

Low parapet
wall

Figure 2.4 - Vehicular Access

with Low Parapet Wall 8
2.0 VEHICULAR ACCESS

DESIGN WITH OBSTRUCTED LINE OF SIGHT (TO AVOID)

Hard
Structure

Hard Structure Non Porous

(Guardhouse) wall

Figure 2.5 - Vehicular Access Figure 2.6 - Vehicular Access

with Hard Structure and Non Porous Wall with Hard Structure

2.1 Information to be Incorporated into DC Plans

1) The layout plan and elevation view shall be submitted for LTA’s evaluation.

2) The submission of 3D artist impressions would help to better illustrate the design and facilitate
clearance.

Figure 2.7 - Example of Elevation View Figure 2.8 - Example of 3D Artist Impression

9
2.0 VEHICULAR ACCESS
2.2 Qualities of a Good Design

DEVELOPMENT WITH BOUNDARY WALL

Guardhouse

4 1 Boundary Wall
Building Signage 2 (Porous)

Road Reserve Line

Footpath

Green Verge 12m SSD

3

Public Street Pedestrian Refuge

1 Guardhouse shall be positioned away from vehicular access and not obstruct line of sight

2 Boundary wall with porous design

3 Pedestrian refuge with a safe holding area for development users

4 Any hard structures and/or vegetation within the line of sight triangle shall not be higher than 0.5m

DEVELOPMENT WITH COVERED WALKWAY AND NO BOUNDARY WALL

Shop Shop
Boundary Wall
1 (Splayed)

2 12m SSD
Covered Walkway

Footpath Road Reserve Line

Green Verge

Public Street

1 Boundary wall with splayed design

2 Any hard structures and/or vegetation within the line of sight triangle shall not be higher than 0.5m

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2.0 VEHICULAR ACCESS
2.3 Examples of Traffic Calming Measures

Besides 1 the standard provision of signs and markings in accordance with SDRE, QP can also
consider the following traffic calming measures.

Covered Walkway 3 Road Reserve Line

Footpath
1
Cycling Path

Green Verge

Public Street

2 Provision of hump at egress.

3 Usage of varying materials at the conflict point to heighten motorists’ awareness of pedestrians.

LEGEND
Walking/Cycling
Circulation

Block 1

Drop-Off

4
High covered linkway with traffic calming
measures underneath (e.g. raised zebra crossing)

Road Reserve Line

Bus Stop
Footpath
Green Verge

Public Street

4 Provision of traffic calming measures at the crossing point

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3.0 PEDESTRIAN ACCESS

It is important to ensure that sight visibility at pedestrian access is not hindered by hard structures and
tall/dense vegetation to minimise any possible collisions. Splayed/porous design would allow users exiting
the development to clearly see incoming pedestrians and active mobility device users commuting along the
path and vice versa, ensuring that there is sufficient time to take any necessary evasive actions to avoid
collisions. For the safety of development users, pedestrian access shall be positioned away from the vehicular
access.

DESIGN CONSIDERATIONS
• Splayed/porous design (eg. visually permeable fencing) near pedestrian access

• Hard structures and tall/dense vegetation (more than 0.5m) should be avoided within the line of sight
triangle

• To illustrate that minimum 12m/23m stopping sight distance can be achieved along the footpath/cycling
path outside development

• Pedestrian refuge is highly encouraged to provide a safe holding area for development users

• Avoid the provision of turnstiles as they are not BFA/cyclist friendly

• Locate pedestrian access such that it provides users with direct access to transport nodes and bicycle
parking

Figure 3.1 - Designing for Clear Line of Sight at Pedestrian Access

(Cycling Path)

Figure 3.2 - Designing for Clear Line of Sight at Pedestrian Access

(Footpath)

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3.0 PEDESTRIAN ACCESS

DESIGN WITH CLEAR LINE OF SIGHT

Porous Wall

Minimal
Vegetation
Pedestrian Refuge

Figure 3.4 - Pedestrian Access

with Porous Wall and Minimal Vegetation

DESIGN WITH OBSTRUCTED LINE OF SIGHT (TO AVOID)

Non Porous Wall

13

Tightly Spaced Louvres

Figure 3.5 - Pedestrian Access Figure 3.6 - Pedestrian access with

with Non Porous Wall Tightly Spaced Louvres

3.1 Information to be Incorporated into DC Plans

1) The layout plan and elevation view shall be submitted for LTA’s evaluation.

2) The submission of 3D artist impressions would help to better illustrate the design
and facilitate clearance.

Figure 3.7 - Example of Figure 3.8 - Example of 3D

Elevation View Artist Impression

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4 . 0 B I C YC L E PA R K I N G

Developments are required to comply with the bicycle parking provision as prescribed in the prevailing
Code of Practice for Vehicle Parking Provision - Annex A.

The bicycle parking lots shall be easily accessible by public, located on the ground floor and near to the
entrance of the development/lifts. The bicycle parking shall not be placed at corners of the development
where it is difficult to access and locate, or in places with safety concerns (eg. next to vehicular down ramp).

If bicycle parking is situated at grade-separated level, access via lift is preferred. Please ensure lift is big
enough to accommodate 2-3 horizontally standing bicycle and other passengers to avoid pedestrian and
cyclist collision during peak hours. The recommended internal lift car size dimension is 2m x 2m.

For multi-block developments, sufficient bicycle parking spaces shall be provided at the individual blocks to
serve the respective users where possible. It is recommended that the bicycle parking provision per block is
proportional to its respective blocks’ GFA.

Please refer to the bicycle parking layouts below for the minimum dimensions of parking spaces and
circulation aisle.

Figure 4.1 - Single Tier Bicycle Parking Details

Figure 4.2 - Double Tier Bicycle Parking Details

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4 . 0 B I C YC L E PA R K I N G
4.1 Information to be Incorporated into DC Plans

1) Provide a bicycle parking provision table indicating the total number of bicycle parking lots provided
for long-term and short-term based on the type of use in development.

2) Number each bicycle parking rack in the drawings clearly.

3) Indicate the bicycle parking layout dimensions clearly (e.g. length of the parking lot, spacing between
racks, circulation space, lateral clearance from hard structures).

4) Indicate the type of bicycle parking provided in the drawings (eg. single-tier or double-tier).

5) For alternative bicycle parking design, please provide additional 3D-illustrations, mock-up drawings,
etc. to illustrate that there is sufficient clearance space to support successful bicycle rack operations,
and that the design is user friendly and safe for cyclists (e.g. adequate space between bicycle racks to
maximise parking capacity and prevent handlebars from clashing, adequate circulation space for users
to lock/unlock their bicycles onto/from the racks and to push the bicycle in and out of the racks,
adequate lateral clearance between bicycle rack and hard structures if any)

Figure 4.3 -
Example of Isometric
view of Bicycle
Parking Rack
Table 4.1 - Example of Bicycle Parking Provision Table

4.2 Geo-fencing Requirements for Bicycle Parking

24/7 publicly accessible bicycle parking lots on Statutory Board, State Land, and land subjected to
landowner’s agreement would need to be affixed with QR codes and geo-fenced as part of LTA’s efforts to
keep track of bicycle parking island wide. Please make a submission with the following details to
[email protected], 2 months before completion of bicycle parking.

1) Type of bicycle parking implemented (racks or

yellow box)

2) Number of bicycle lots/size of yellow box (in mm

and number of bicycles that it can accommodate)

3) Photo and description of the exact location where

racks/yellow box would be located

4) Geo-coordinates of racks/yellow box

• Stand at location of racks/yellow box
• Open Google Map app
• Pin the location by holding the pin Figure 4.4 - Example of Photo with Description
• Scroll down to find the geo-coordinates

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5 . 0 E N D - O F -T R I P F A C I L I T I E S

To improve the viability of cycling as a mode of transport, designers are encouraged to provide supporting
End-of-Trip Facilities close to bicycle parking areas, especially for long-term bicycle parking.
Developers/owners/building management committees may consider providing the following facilities within
their development:

• Sheltered Bicycle Parking Spaces

• Shower Facilities, Lockers, Changing Room
• Bicycle Repair Stations, Air Pumps
• Security features such as CCTV

Please refer to the prevailing COP for Street Work Proposals relating to Development Works -Table 3.6 on
the recommended provision and guidelines for End-of-Trip Facilities.

EOT facilities shall be easily accessible and near to bicycle parking lots for the convenience of cyclists.

All toilet and shower facilities shall meet the National Environment Agency (NEA)’s minimum requirements
and comply with the Building & Construction Authority (BCA)’s Code on Accessibility in the Built
Environment.

5.1 Information to be Incorporated into DC Plans

(Applicable for Developments with WCP)

1) Include a End-of-Trip Facilities

provision table on the site
plan, indicate the total
number of End-of-Trip
Facilities (e.g. shower, locker)
provided based on GFA, and
different storey/cluster if any.

2) Label the type of End-of-Trip

facilities provided (e.g.
shower, locker) and number
each facility clearly in the
drawings.

Table 5.1 - Example of Bicycle Parking and End-Of-Trip Facilities

Provision Table Breakdown based on Cluster

Figure 5.1 - Example of a Bicycle Parking and End-of-Trip Facilities Plan

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6 . 0 I N T E R N A L C I R C U L AT I O N

Internal circulation routes from footpath/cycling path along public road to the lifts/lobbies, bicycle parking
and End-Of-Trip (EOT) facilities shall be safe, direct and comfortable.

DESIGN CONSIDERATIONS
• Internal walking/cycling circulation routes shall be separated from vehicular driveway to avoid sharing of
space with motorists for the safety of pedestrians/cyclists.

• Internal walking/cycling circulation routes shall not be located along carpark ramps or where cyclists are
required to pass through carpark barriers.

• Internal walking/cycling circulation routes shall not cut through car parks and internal driveways to
minimise conflict points with motorists as much as possible

• Internal walking/cycling circulation routes shall be free of encumbrances and with good sight visibility
(e.g. no hard structures)

• Internal cyclist circulation routes shall be tapered smoothly for the safety of users (e.g. no sharp turns)
• Traffic calming measures and safe crossings are provided if the internal walking/cycling routes cut across
vehicular circulation

• The entrance doors along internal circulation routes to bicycle parking shall be cyclist friendly (e.g.
automatic door, step free access)

• If there are internal BFA ramps/slopes/paths with level difference, please assess the risk of cyclists from
falling over. Please propose mitigating measures where appropriate.

6.1 Information to be Incorporated into DC Plans

(Applicable for Developments with WCP)

1) Indicate proposed pedestrian, cyclist

and vehicular accesses

2) Indicate the intended walking/cycling

circulation route from development
accesses to lifts/lobbies, bicycle parking
and EOT facilities

3) If demarcated lanes, traffic calming

measures and safe crossings are to be
provided, please annotate clearly in
drawings LEGEND

4) If there are entrance doors along Bicycle Parking

internal circulation routes to bicycle Access
parking, please indicate the door type Lift Lobby
(e.g. automatic door) Walking/Cycling Circulation
Walking Circulation

Figure 6.1 - Example of DC Plan indicating Walking/Cycling

Circulation Route to Bicycle Parking
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7 . 0 W AY F I N D I N G S I G N A G E

Wayfinding is an integral part of a user’s experience during their visit to developments for a safe, direct and
comfortable walking or cycling experience. QPs/developers are strongly encouraged to provide directional
signage with essential information for pedestrians and cyclists, such as directions to the nearest MRT
stations and other key transport nodes. Wayfinding will also serve to guide cyclists to parking facilities and
help to reduce indiscriminate parking around the development. The below are several points that
QPs/developers may consider when designing wayfinding for the development:

DESIGN CONSIDERATIONS
• Proper design and placement principles are important to the design of a holistic wayfinding system that
is not only clear and concise, but intuitive for first-time and even regular visitors.

• Provision of directional signage to bicycle parking/EOT facilities and nearby transportation nodes along
main walking/cycling circulation corridors and at decision making zones.

• Provision of confirmation/repeater signage at locations where there are long stretches without signage
(30-50m indoors, 50-100m outdoors)

• If there are bicycle parking/EOT facilities that are not located on ground level, provide directional
signage along main walking/cycling circulation corridors to guide visitors to access lifts to bicycle
parking/EOT facilities.

• Placement of signage shall not obstruct line of sight of pedestrians, motorists and cyclists, resulting in
potential conflicts.

• Provide 0.5m lateral clearance between the signage and clear width of path to prevent the bicycle
handlebar from hitting the signage and minimise any potential accidents.

• QP is recommended to use bicycle logo with letter P to indicate Bicycle Parking and LTA icons (and
caplet) design for Public Transport icons.

Note: Refer to the prevailing COP for Street Work Proposals relating to Development Works - Appendix 3D:
Guide for Adequate Provision of Wayfinding Signage within Developments for more detailed guidelines.

7.1 Information to be Incorporated into DC/BP Plans

(Applicable for Developments with WCP)

1) Indicate the intended walking/cycling circulation corridors from development accesses leading to
bicycle parking/EOT Facilities/lobbies/lifts/transport nodes

2) Indicate key decision making zones which include intersection of walking/cycling flows, vertical
circulation zones (lift lobbies/escalators)

3) Show exact placement of wayfinding signage along main circulation corridors leading to bicycle
parking/EOT Facilities/lobbies/lifts/transport nodes

4) Provide wayfinding signage design details (including dimensions, information to be indicated in the
signage and rationale of wayfinding family signage). This may be submitted as a signage family for
easy reference.

5) Indicate the type of wayfinding signage provided (e.g. identity, directional, informational and
confirmation)

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8.0 REFERENCES

1 WALKING AND CYCLING DESIGN GUIDE

• Guide private developers, the building industry, consultants, and government

agencies in the planning and designing active mobility infrastructure.
• Provide the considerations behind the standard design of the various
infrastructure.
• Complement various agencies' technical requirements in active mobility
related designs.

2 COP FOR STREET WORK PROPOSALS RELATING TO DEVELOPMENT

WORKS
• Chapter 3 on Requirements for WCP Submission
• Appendix 3C - Guide for Pedestrian Accesses and Conflict Treatments
• Appendix 3D - Guide for Adequate Provision of Wayfinding Signage within
Developments
• Appendix 3E - Guide for Bicycle Parking and Related Facilities

3 COP FOR VEHICLE PARKING PROVISION

• Requirements on bicycle parking provision, and minimum dimensions of

parking spaces and circulation aisle.

4 STANDARD DETAILS OF ROAD ELEMENTS (SDRE)

• Chapter 21 - Cycling Path

5 DBC TECHNICAL WEBINAR - DESIGNING FOR ACTIVE MOBILITY

• Slides

• Video

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