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ANNEX 1: GREENWAY SAFETY AND SIGNALIZATION..................................................................3

A. PURPOSE..........................................................................................................................................3
B. KEY ELEMENTS..............................................................................................................................3
C. TECHNICAL ASPECTS...................................................................................................................4
D. TYPES OF INDICATORS.................................................................................................................7
ANNEX 2: GREENWAY CONSTRUCTION...........................................................................................9

ANNEX 1: GREENWAY SAFETY AND

SIGNALIZATION
A.

SIGNALIZATION

1. Purpose
The main purpose of signalizationng is:
to ensure the user that at all times, he or she is on the correct route and is
moving in the right direction;
to create assurance and enable verification along the way;
to give the user directions indications about the route status: is the route part
of o separate road or on a mixed use road (shared with other motorized
traffic);
to contribute to the enjoyment of greenway usage informing about touristic
sites, facilities or other important specific information;
to show motorizedists-vehicle users that the road is actually also used by
greenwayers;
to help marketing the route.
The entire All route signalingge whether national, regional orand local must be
planned and implemented in such a way that these goals are met. Additionally, the
signs indicators must be designed and located so that they are easy to spot and read.
National laws exclusively stipulate the nature of signs, the conditions and rules for
installing them. There are five efficiency criteria for signalization design (safety,
coherence, directness, appeal and comfort):
uniformity, guaranteed by the exclusive use of statutory signs;
homogeneity, guaranteed by the use of signals of the same value and scope, in
identical conditions, installed according to the same rules ;
simplicity, guaranteed by keeping the number of messages down to the
essential, by concentrating these messages and making the most of them ;
visibility, guaranteed by observing placement rules and regular servicing ;
legibility, which summarizes all the others since it enables users to adapt their
driving immediately to the message transmitted.
An additional criterion needs to be added to these five for directional
signalizationsignage: the continuity of signaled directions.

2. Key elements
The key elements of a greenway sign are:
a. Information
b. Size
c. Location
d. Esthetics
a. Information in addition to route number(s) or symbol (s), the signs should also
have room for other useful information for greenwayers, like:

i.
ii.
iii.
iv.
v.
vi.
vii.

Name of place where the sign is located;

Name of places or towns further up the route;
Distances;
Directions or nearby public transportation;
Overnight accommodations;
Points of interest such as natural, historical and/or cultural sites, etc.
Status of the road

Many routes have their own route description with included maps, containing
information about overnight accommodation, bike repair shops (for cyclists) and
places of special interest. This information could be well shown on signs along the
route, preferably also with distances. If, according to the regions characteristics,
the information turns up to be too much to place on a single sign, larger
information boards on key locations are to be preferred.
b. Size There are standards that set the size of route signs, mainly based on the
amount of information of each sign and the appropriate letter size. The size may
also vary, depending on several other aspects like:
i. When a greenway is a mixed use route, signs will have to complete the
information already provided for the motorized participants. In order to be
visible to greenwayers, route signs must have the size equal to other traffic
signs and a width of at least 500 mm; the only exception being the routes
with very little or very slow traffic.
ii. The size of the landscape or city space will also determine the size of a
greenway sign when the route follows a narrow town street, the signs dont
have to be as big as in an open and wide country landscape.
iii. The users speed - in the case of bicyclists, rollers or riders at the sign
location will also be a factor when determining the proper size: a small sign
(300 mm or smaller) in the middle of a long down-hill, when the speed can
exceed 50km/h, a small sign (300 mm or smaller) will be easily overlooked; in
such cases, an additional warning sign should be considered.
c. Location signs must be located and placed so that they are clearly visible to all
greenway users e.g. perpendicular to the traffic direction and above. The signs
should leave no chance for misunderstanding about the route direction and give
assurance that the user has made the correct choice and is indeed on the right
track after an intersection and down the road. In some situations it can be
necessary to place a sign before the intersection as a warnin g. Correct arrows and
consistent location on the right hand side of the road seen in the traffic direction
must also indicate to the greenwayers how to continue in the intersection and
along the route. A follow up sign shortly after an intersection will give more
assurance that the user is on the desired track. The ideal height to suit all
greenway users is somewhere in between 1.5m and 2.5 m and always underneath
other traffic signs.
d.

Esthetics when the greenway signs are mounted together with other traffic signs
on the same pole or frame, they should always have the same size (width and
height) even if the amount of information differs - exception if the shape of the
GW sign is different, circular, diamond shaped or triangular. In urban / historical
area, the amount of signs and their sizes must be dealt with individually.

3. Technical aspects
Because most of the main itineraries are part of or connected to EuroVelo routes,
signalisation should
respect the standards used by these important cycling
corridors, proposed by the European Greenway association and The European
Cyclists Federation for EuroVelo Routes.

Intersections

In general, the crossings of major roads will be avoided. If imperative, traffic islands
must be installed to protect the crossing in two stages for the traffic of 1000
vehicles/day. This value can be adjusted depending on the type of movement and
constraints of the site: visibility, cross-section.
In case of heavy traffic when security can not be ensured by a passage plan or
traffic island, traffic lights will be used for urban greenways and passages (gateways or
underground) for rural areas (this feature can also be used in urban areas). For river
crossings, bridges, gateways or ferries will be needed.
OrdinaryOrdinary intersections junctions are have no turnaround non-gyratory and
on are on a single-level (at-grade). The main roads are generally assigned priority over
the remainder of the road networ k. The visibility and cross-section have a direct impact
on travelling conditions. Visibility is the physical possibility for users to see each other,
or for a given user to see an obstacle or simply signs that are in place. This notion of
visibility goes hand-in-hand with the travelling speed, a factor with such a with its
strong impact on the users field of vision and stopping distance. Visibility distances
have been estimated for cyclists by French studies in 2005. The values represent the
visibility time enabling necessary for non-priority users to cross the main road. It gives
both minimum and recommended values. The latter make better allowance for
cyclists crossing difficulties (slower acceleration) and are the recommended values for
appropriate adoption.
STOP
Give way
Left-hand turn feeder
lane
Access via a slope

8 seconds
10 seconds
+1 second
+1 second

The speed to be used when calculating the proposed visibility distance is V85,
namely representing the speed below which 85 % of users drive. Visibility distance
= V85 x visibility time
Greenway signalisation must be co-dependent on the type of end-user and is
crucial most of all in what regardsthe case of the intersections. There are different
types of intersections possibile:
a) Intersections outside urban areas
Crossings with of busy roads: in this case it is
preferable to avoid conflict by using a multilevel
engineering solution like a tunnel or a bridge

Crossings with of quiet roads: a possibile

solution inside urban areas is to use traffic lights

or if separation of conflicts is not possible, give a lot of attention to speed

reduction (speed tables, roundabouts etc)

Intersections between greenways User will

come across this type most frequently on their
travels. No special measures are needed at the
intersection.

Intersection with a main road - the greenway

should be continued at the intersection: the Stop
line or give way line must be recessed outside
the cycle lane. While this appears to be necessary to strengthen perception of
the intersection entrance and exit, it could be used to remind users that this
zone is dedicated to non-motorized users and that they have right of wa y. This
can be achieved by boosting visualization at the intersection, and if necessary
some ten meters ahead of the intersection using closely grouped white
greenway road markings.

Crossing a main road: Give way should be

the general rule andwhile STOP should be
the exeption , the special case as in the
case ofor intersections with main and
secondary roads. The choice of giving the
greenway path priority or not over the
road it crosses intersects will depend on
several factors: the visibility level of the
greenway, the geometric configuration of
the intersection, and the traffic on the
road crossed. If it is a rarely used rural
lane, a road that serves a few residents,
with limited passage of tractor or regulars, the greenway can have priority
over the road crossed.

b) Intersections inside urban areas - Creating a special left-hand turning lane to

access a greenway and therefore,thus to usinge paths strictly reserved for nonmotorists - this facility will only to be introduceddone on roadsarteries with one lane of
travel in both directions, since it would bein order to avoid the dangerous motor traffic.
Facility features:
Queuing
buffer
lane
width: 1.5-2 m
Length: very short (60-85
m)
Geometry: same principle
as for a conventional left-hand turn
Curb work desirable
Coloring
can
be
envisaged to emphasize that it is a
reserved lane and provided the facility is
a one-off one;

Specific signage in addition to a pictogram on the ground

Warning devices
Good reciprocal visibility for all users is essential so that they:
slow down when approaching the intersection or stop if necessary;
see that the road they are going to cross is near and that it may entail losing
priority.
In order to make users vigilant and inform them of the imminent approach of an
intersection, they should be announced by adequate vertical and horizontal signs on
both routes, greenway and motorized. Depending on the conflict that this intersection
presents, the message can be highlighted using a color or a change in road surface
texture at the immediate approach to the crossing or by combining geometric crosssection and/or longitudinal section constraints, (for example by narrowing the
greenways to 3 m when their normal section is
wider). A barrier system to encourage greenway
users to slow right down can also be a solution.
If the road crossed is a secondary road then it is
generally considered that no special provisions
need to be made. However, on a main road, if
traffic levels warrant and there is enough room,
an edged central refuge island with queuing
buffer capacity for at least two bicycles will be
installed. Thought has to be given to families
travelling along the greenway and also tandem
riders and trailers with children. Simple,
orthogonal crossing will be sought wide enough to keep the cycle route seamless.

Ends of greenways
If they are imperative, then devices must be found that are highly visible both during
the day and at night. A check will be made at each greenway intersection as to
whether devices are needed to limit access to the route to motorized vehicles only on
the basis of the use and locality crossed. Nevertheless, any route with too many
interruptions will lose its attraction. Reducing the cross-section could be a possible
solution, provided that emergency and cleaning vehicles can still have access.
Whatever equipment is chosen it must be visible to all users of the greenway, but
should not create an obstacle for vehicles travelling on the main road. Devices will be
chosen so that they cannot harm the users (no protruding corners or material that is
too hard). Also, great care must be taken not to set clearances that penalize persons
with reduced mobility, tandem riders or children trailers. Removable systems should be
preferred to enable access for emergency and maintenance vehicles. Any device,

regardless of its form, must be declared to users at

least ten meters in advance by clearly visible
vertical and horizontal signage.
Direction signs - Whenever possible, existing
direction signs should be used: the indications
directed at greenway users are then placed below the other panels, if possible
separated by a 10-cm gap. They always have to be coherent have to be coherent
with existing road signs. The network to be marked out includes all the routes that
link interest points for greenway users, regardless of whether or not these routes
have been developed. Examples of these centers are:
o service amenities : railway station and intermodal transport hubs, post
offices, swimming pools, shops, accommodating, repairing points, catering
etc ;
o tourism centers and major landmarks : castles, monuments, tourist offices,
etc. ;
o parking facilities for bicycles;
o identified communities and districts located in the study area ;
o other identified centers outside the study area.
++ schema indicateur

4. Types of signalization
Like all route direction signs and indicators, a basic greenway sign should always
include two important informations:
o above: closest milestones point and the distance
o bottom: the next point (town, village) along the way and the distance
The basic categories of greenway explanatory road signs are described by the
table below:
Type of message

Example

User affected by the signal

Distance between the sign and
its point of application
Length of the section covered by
the sign

Since the areas along the Danube are all connected or parts of the European Velo
route, theieirr standards in signalization will also be taken as an example and may be
used as insipiration for future greenways.
a1) Location panels mark entry and exit point out of a city, county or region. Other
location signs can be used to designate interest points like a river or a stream, a forest
path or a crossroads etc. They are extremey useful to orientation using a map.
++ schema indicateurs

Image source: Guide de signalisation de EuroVelo 6 European Cyclist Foundation - June 2007

b2) Signposts are used to semnalateindicate services located in close proximity to the
route.

c3) Information pannels are located at the main entrances

points of the route. Along the greenway, ideally with there will
be a minimum of one location for information pannels every 5
to 10 km. and tThey should include a large scale map of the
itinerary and a more accurate representation of the territory,
paths, key services and points of interest nearby.
d) Route marking sings (milestones) are used for safety reasons and to help users to
locate themselves. They can be painted on the floorground, or made of plastic and
fixed along the roadway. The information markesd on the milestones will include the
route identifier (ex. EV 6) and the number of kilometers (from the beginning point of
the greenway or to the nearest interest point).
e) Warning signs are usually situated before a junctionn intersection. It is preferable
that the signs be posted at a relative low height (not more than 2m) and at least 15m
before the intersection so that they are easily visible.
CALARASI
DOROBANTU

2
3

30
4

Image source: Guide de signalisation de EuroVelo 6 European Cyclist Foundation - June 2007
Image source: http://www.senderosdealicante.com/enbici/enbicien/rutas/ruta18_2.html

ANNEX 2: GREENWAY CONSTRUCTION

Greenways need to be thoroughly implemented from the on a technical point of
viewside, with every final service and facility in mind: access, rest points, information,
type of material used, signposting and most of all, the maintenance. Other features
that should be incorporated are the road network, the frequentation and the
environment.
It is very important, on a national level that the implementation of greenways is
done as a coherent and strategic effort. Therefore, elements like territorial coherence
schemes and urban planning schemes become important in greenway development.
These types of documents represent the application of legally defined procedures and
laws.

1. STEPS TO IMPLEMENT A GREENWAY

a) Identifying and analyzing the problems - A facilitys service level must match
the importance of the linkconnection it represents. Points Issues requiring action are
ranked in order of priority. Routing variants can be sought during this phase to improve
usage conditions, primarily taking on boardinto consideration facility constraints and
costs. This may lead to odd amendments to the initial project or the phasing of
construction work: a temporary solution pending a wider-ranging full project where
other opportunities come into play.
b) Drawing up the operations schedule - Facilities cost assessment and budgetplanning implementation are used to set the annual target for the program on the
basis of identified resources and priorities. The cost-effectiveness of the infrastructure
works is generally determined from the cost of facilities works in relation to the
number of users who will benefit by from it. Various parameters are taken into account
in a multi-criteria analysis with weightings (comfort, safety, appeal, costs, etc). It is
essential to add into the equation all the savings that the local authority will make in
terms of financial commitment with the greenway: fewer car trips, means less
impervious road surfaces for traffic or parking, fewer serious accidents, etc. Even if
they are hard to quantify, this data must guide and clarify the decision-making. Project
owners must also immediately enlist the relevant maintenance services (DDE, Park,
local authority or private firms): grass verge mowing and leveling, ditch cleaning and
surveillance, clearing away sand and gravel after heavy rain all that costs money.
c) Consultation and communication - This includes checking that the project
matches requirements or the uses identified during the diagnosis phase with the
institutional partners, chamber of commerce members, user representatives and
future users.
d) Operations performance by the contractors - However well a project is
designed, it will not match all expectations fully unless it is executed with care. Not
enough emphasis can be placed on how important it is to ensure that the camber is
designed so that rainwater does not collect on the paths, drain gratings must be
oriented perpendicular to the kerbkerb so that they do not trap bicycle or carriage
wheels,; posts and shrubs must be planted so that they do not obstruct visibility, etc.
Developing a greenway culture in project owners mindsets is vital.
e) Network assessment - Apart from post-completion spot-checks to verify that they
are effective, 5-year checks should be made to ensure that the greenway network still
matches general mobility needs and the general goals sought. Urban development
may have altered driving conditions or the traffic-generating centers. This may lead to
proposing amendments or additional facilities.

2. SPECIAL SECONDARY ASPECTS THAT ARE, BUT YET

CRUCIAL
a) Parking and rest points
Just like in the case of a motorized road, when planning a greenway, it is
extremely important not to overlook the rest points and parking places for bicycles.
Even though Tthis should be a part and parcel of the project but it is usually left aside.
There are a few criteria to be taken into consideration for provisioning parking places
and rest points:
Proximity
Visibility
Security
For a bike park, these criteria will be given different treatment depending on
whether the facility is located near a railway station, college, beach or another
greenway. These different expectations tend to be expressed in terms of parking time:
short-, medium- or long-term. It is up to each developer to find the solution that
matches each situation.

b)
Intermodality
Greenway users, especially along the Danube and especially in urban
greenways, will probably cover the journey using different types of transport: leaving
the car in a car park is the most common way, but they can also use the bus or the
train to do move around. This implies that the public means of transportation should
be equipped with certain facilities like:

Specially designed places to fit bikes inside the vehicles

Bike carriages

This aspect is a challenging one along the Danube, especially for the lower basin,
where there the laws havent set up yet a clear status of for cycling and for nonmotorized vehiclesmobility.

3. TECHNICAL DETAILS
Greenway constructions are generally carried out using conventional road building
techniques. Nonetheless, there are three specific parameters that call for very special
attention: the quality of the surface or wearing coursesurface, the bearing capacity
and the type of the road foundation material.
Thus, the width and covering will be different if in-line skaters or horse riders will
also use the route. Special comfort and safety issues will have to be resolved for
overtaking, passing each other, walking/riding side by side etc. Moreover, the surface
of the greenway has to be in concordance with the sites environmental constraints. A
preliminary socio- economic study will be needed to define all the different usages and
what kind of challenges they bring to the project.
a) Geometrical features
According to the definition of a greenway, it must be accessible and reserved for
non-motorized vehicles, namely cyclists, pedestrians, persons with reduced mobility,
in-line skaters as well as horse riders. However, the construction of a greenway must
take into consideration the fact that there will be a very light motorized traffic:
emergency rescue vehicles, authorized maintenance and operating vehicles with
onboard signals (revolving light, triangle) and moving maintenance vehicles.
It is recommended that the greenway route avoid residential areas access paths
and points so that it will not force the residents to access to their property using the
greenway.
Whether it is just a cycle lane or multiple use path, the minimum width for a oneway route is 2 m; a two-way route will need at least 3 m. But for safety reasons, t he
recommended width range is 3-5 meters excluding shoulders.
The higher value becomes imperative close to the access car park or for urban
greenways, where the frequentation is higher. Here, the greenway tends to be adopted
for everyday use by schoolchildren or people living nearby, on sections near city
centers, although the route was initially designed for leisure use. It is important to offer
greenways suited to each type of users: joggers, horse riders, anglers or kayakers. The
pathways that fan out from a shared artery and then come together again tend to be
the most popular.
There are cases, when a greenway will have to share small sections with
motorized traffic, especially at the exit of urban areas. In this case, separate lanes or
re-use of the shoulders are recommended. When using shoulders, project managers

have to surface the route to offer greenway users comfort and security. Therefore, the
greenway surface must be of the same quality as the rest of the carriageway.
Maintenance responsibles will provide regular cleaning and remove all obstacles on the
path or in the vicinity, like overhanging signs. The table below gives some indication of
the width to be chosen, according to the type of route.
Total width available
7 7.5 m (challenging
terrain)
8m
8.5 m
>9m

Maximum motorized way

width
5.5 m

Minimum greenway
width
1 1.5 m

6m
6m
6m

2m
2.5 m
3m

For every greenway, project managers should make sure the path will also have
shoulders of at least 0.50 m wide for safety reasons and to help evacuate rain water.
In the case of roads along waterways, the construction should have a minimum
safety distance from the edge of the water and, where appropriate, protective
equipment.
+ schemas
b) Structure and coverings
The structure of a greenway must be chosen according to the usage and
weardegradation to which it will are be subjected. The machinery required to build and
to maintain the route will wear out the structure. The same goes for the traffic related
to management and other operations such as lock-keepers comings and goings,
dredging machinery on working canal and river towpaths, or forestry and farming
vehicles etc. Therefore, when building a greenway structure, constructors will have to
pay attention to several aspects:
The sub-grade soil must be tested prior to building the foundation layer in order to
check if additional work needs to be done (like layer of anti-contaminant sand or
geotextile, lime treatment or cement), if there are any creeping tree roots that
may need to be cleared etc.
Reinforcement materials The longevity of the greenway mainly depends on the
quality of the foundation layer. To extend this time interval, the materials found
on-site can be treated. Usually, there are two main types of foundation material
are used: materials treated with a hydraulic cement and materials that are either
untreated or are treated with a binder other than hydraulic.
The surface layer is laid on top of the foundations. It may be the same along the
entire route and for all types of user, or it may be different on adjacent or
segregated paths: for example one for cyclist and in-line skaters and the other
unsuitable for bikes and skating intended for joggers, hikers or horse riders, or
it may vary according to the different environments that the route passes
through andthat are frequentedused by different users.
Structure and coverings are an important aspect for all users and the
frequentation will depend on the surface used. As mentioned before, the covering will
be chosen acording to the types of future users, each with their own comfort
constraints and tolerance constraintslevels:
Cyclists are split according to the type of bicyle they use: street or mountain bike.
Generally, they prefer hard surfaces;
In-line skaters are the most demanding customers because of their tiny wheels

that are very sensitives to the slightest imperfection in the road. So the only type
of surfaces that suit them are the smoothest ones;
Pedestrians accept all types of coating, although some, especially families with
small children, prefer a hard surface because they have difficulties with the
strollers. However, hikers will expect a a more natural surface. If a section will
featurehave both of these types of pedestrians and if the space available allows
it, the project manager might consider providing a parallel path to the coated
surface, sepecially designed for hikers;
People with disabilities need a fast surface, due to the tools used to get around
(wheelchairs, tricycles etc). A graveled surface is not usable because small
pebbles have the tendency to sink and get stuck in the
gravel, making it very difficult to advance, especially when
the ground is still wet;
The joggers are generally looking for flexible surfaces to
prevent joint injuries, but there are some that prefer hard
coatings for better practice;
Horse riders require flexible non-compacted sanded surfaces.
On stabilized coated surfaces, the trotting and galloping of
the horses rapidly destroys the quality of surface. Once the flatness of the
surfaces is deteriorated, holes are formed in the coating and water will quickly
erodes the structure.

The following types of surfaces can be used to build greenways:

Compacted or binded sand surface4: they are mixtures of sand or gravels with a
proper amount of water. The thickness of the surface will
depend on the wheather conditions and of the estimated
traffic, but the usual implemented width is between 4
and 10 cm. This type of structure integrates well in any
type of site because of the variety of colours available
and. Thus their impact on the environment and on the
scenery is low. The price is also competitive and it is a
good solution for all types ofn greenway users. However,
the maitenance costs are elevated because this type of
surface requires annual reparations and complete levelling works every 3 to 5
years. Also, the surface is unusable in wet wheather or for floodplains and cannot
be used by in-line skaters and people with disabilities. According to new
procedures, these surfaces can be stabilized with polymere based emulsions to
render them more smooth and suitable for all types of users. It also integratesd the
surface better in the surrounding environment. The use of the polymere is nontoxic for the vegetation and animals that may live in the respective area. However,
since this procedure is quite new on the market, there is no indication of its
resistance and behaviour in time.

4
5

Asphalt5: Sophisticated and expensive, the asphalt has a strong urban and roadrelated connotation. Despite the price, the smooth
aspect and comfort is very popular with all users,
especially cyclists, in-line skaters and people with
reduced mobility. It is easy to maintain, using
mechanized tools, and it is excellent for building
Picture source: http://www.af3v.org/-Fiche-VVV-.html?voie=232
Picture source: http://www.getdavinci.com/decorative-stamped-asphalt.html

meandering pathways. The widths of the layers vary between 2 and 7 cm,
according to the usage and traffic. Other negative aspects, apart from the price,
are the cracking that appears sooner or later in lower layers that have poor lift
force and the difficult implementation. Moreover, the material tends to deform
because of tree roots and under high heat (which is the case especially in the lower
basin of the Danube).
Bitumen based coatings are less expensive than the asphalt and have also an
urban look, even if the with time they aquire aaging of these materials gives them
gray tones that fit blends more easily into the natural environment. They are
suitable for cyclists, in-liners and people with reduced mobility. Maitenance is loweffort and has a good costs-sustainability report (even though it is still expensive).
This kind of material is not suitable when used in small quantities, because it
requires aditional materials for the installation. Also, the color deteriorates quickly,
especially when coloured binder is used. Surface coatings are unpopular with town
and sports cyclists for reasons of comfort and safety (loose chippings).
o Coloured coating with aggregates staining resist
longer but the fittings are difficult to hide. Cold
casted thin layered (<3 cm) coatings are less
expensive than thick coatings, but they also provide
less comfort and they need a more expensive
maitenance treatment.If the thin layered coatings
have a high quality and if they are carefully
implemented, they do not require any special maintenance (apart from
cleaning) for at least 10 years. The only threat is the growing tree roots that
may deteriorate the structure.
o Tire-based coatings are much less used but are remarkable for theirs
flexibility. They are useful on section with intensive pedestrian traffic but the
costs of such an implementation are relatively high.
o Double-layered or superficial coatings are granular
components, extremely inexpensive and that are very
appropriate for rural greenways that are situated at least
15 km away from urban agglomerations. But because of
their granulation, they are not suited for rollers and they
create discomfort for the cyclists because of the
vibrations. The material has a poor durability also.
Concrete is very durable (50 years), easy and cheap to
maintain and weather conditions have little influence on
its composition. Although it has a rather urban look,
using the lighter coloration will blend it more easily in
the surrounding environment. The rigidity of the
material limits the damages in time seen in the coating
surfaces, as well as the growing tree roots than can
deform it. The smooth concrete is excellent for in-line
skaters, people with disabilities and families with children. Travelling comfort is
highly dependent on how well the expansion joints are made. With a price twice
the one of coated surfaces, concrete routes also have a negative impact on the
natural environment. There are different types of concrete surfaces: reinforced
concrete (rarely used, but offers great acoustic comfort), disabled concrete
(mainly used for inside cities and villages because of the different available
coloring and thus various usage), concrete pavers and natural stone tiles (urban
usage because of the esthetics of the surface, but they are quite expensive and
can be uncomfortable when not correctly implemented)

Grassy gravel6 is a permeable mixture of topsoil and

stones and has the advantage of an excellent blending in
the landscape. It is a rather fast surface and has a good
load-bearing capacity (no rutting), but can pose slipping
problems. It is not a widely used material because of the
maintenance and cost issues.
Wood is esthetic and easy to implement, but it is not cost-effective and it
has disadvantages: risk of slipping when moist, appearance under
the influence of climatic disturbances. It is therefore mainly used over
short distances: gateways, small bridges etc.
Mechanically or hydraulic binder-stabilized soils are prone to rain damage and
occasional heavy traffic can form ruts. They require more maintenance activities
than asphalt or concrete and it is not suited for certain users like the in-line
skaters and people with disabilities. However, they may provide solutions in areas
with extreme environmental problems.
Resin-based slurries and mortars call for smooth, water-resistant substrates and
are generally complicated to apply. These new materials, made of sand mixed
with resin, have been designed specially for cycle paths (good grip, easy to
maintain, UV-resistant, hard-wearing and good resistance under bad weather) but
are expensive.
Modular materials, such as paving blocks or slabs, should be set aside for odd
work in public spaces as they are not particularly comfortable for either
pedestrians or cyclists.

In the case of greenways, the best wearing surfaces for cyclists and in-line skaters
tend to be those that are also the most comfortable for pedestrians to walk on. The
use of untainted asphalt surfacing for greenways, for example, combines wear comfort,
design and maintenance affordability with while being easy-to-clean.
But the best way to choose a certain surface for a greenway project is to use the
following selection criteria:
Travelling comfort
Visual impact
Road-holding
Ease of maintenance and repair
The table below gives several indications of assessment of the most frequently
used materials in light of on the basis of these criteria.
Selection
criteria
Visual
Comfort
Road-holding
Adaptation
to
urban use, easy
to repair, can be
worked in small
sections
Suited for
medium traffic
6

Bitumen
coatings
black
colore
d

Asphalt
Concrete

Stabilized
soils

black

colore
d

Surface
coatings

Resin based
slurries

Source: http://seancesfrancesco.blogspot.com/2009_04_01_archive.html

No
particular
expertise
required
Material doesnt
show dirt and it
is easy to clean

N/A

(*) Depends on the surface treatment

c) Quality amendements
Depending on the location of the greenway, it is particularly important that
several quality implementationimplementations be done to avoid damage and
accidents. Thus, constructors should adopt a single slope of 2 to 2.5% for the
evacuation of the water (or even a rooftop profile for wider routes). For graveled roads,
the roadsides must be coated with a "clean" material to avoid gravels to be projected
and cause damages. A slight elevation of maximum 2 cm maximum is possible
(sloping) to prevent dirt from getting on the greenway surface and reduce the risk of
water stagnation loggingon the road.