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Facilities
Guidance Note
Cycle Sports Facilities – Design Guide
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Cycling Sports Facilities
Contents
Introduction
1
Cycle racing tracks and velodromes
2
Closed road racing circuits
18
BMX race tracks
22
Cycle speedway tracks
31
Mountain bike courses and trails
36
Cyclo-cross circuits
39
Grass tracks
45
Road racing and time trials
47
School facilities
48
Multi-use facilities
51
Cycle sport for disabled people
56
Appendix A – Health and safety
57
Authors
62
Useful addresses
63
References
64
This guidance is supported by:
Acknowledgements
Sport England and British Cycling would like to thank the following
contributors to this design guide:
Ron Webb of R V Webb Consultants for the section Cycle Racing Tracks
and Velodromes
Bob Howden and Don Wiseman for their contributions to Closed Road
Racing Circuits
Peter Elmy and Keith Brookes of Colchester Stars Cycle Speedway
Nick Day of Colchester Borough Council and David Hemsley for their
contributions to Cycle Speedway Tracks
Andy Ballentyne and Mark Burchett for their contributions to Grass Tracks
Ron Akass for his contribution to Health and Safety
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Cycling Sports Facilities
Introduction
This design guide covers the design and
planning of facilities for all the cycling
disciplines embraced by British Cycling. The
facilities cater for all levels of participation and
include the following:
●
cycle racing tracks and velodromes
●
closed road racing circuits
●
BMX race tracks
●
cycle speedway tracks
●
mountain bike courses and trails
●
cyclo-cross circuits
●
grass tracks
●
road racing and time trials
●
school facilities
●
multi-use facilities
●
cycle sport for disabled people.
While there will always be a need for access
to roads and rights of way, purpose-built
facilities will be of increasing importance in
the development of cycling.
The purpose of this guidance is to provide
an introduction to the design and planning
requirements for each type of facility, however it
is not a comprehensive manual of construction
specifications. Any individual or organisation
seeking to develop any of the facilities included
in this guidance will need to employ specialists
with experience in the design and construction
of cycling facilities.
If you are considering the provision of a new
cycling facility, you are advised to consult the
facility officer at British Cycling at the earliest
stage for advice on the type of facility required.
You should also hold early consultations with
the appropriate regional office of Sport England
(see Useful Addresses).
This design guide complements the earlier
Facilities Strategy for Cycle Sport in England
produced in 1999 by the then British Cycling
Federation (BCF) and Sport England. The
strategy aims to provide a comprehensive
framework for the development of facilities for
cycling in England at national, regional and
local levels. The strategy is concerned with
ensuring that the right facilities are provided in
the right place at the right time.
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Cycle racing tracks and velodromes
The provision of a new track, or the refurbishment
of an existing one, will normally be motivated by
local cycle racing clubs intent on furthering
the standards of the sport and the development
of youth talent towards na tional and
international competition.
A purpose-built track can also benefit user
groups not currently involved in organised cycling.
A project to enable schools to adopt track
cycling as an optional sport would involve county
or borough education departments, which could
be of value to the community and augur well for
the future of the venue.
Youth and adult leisure schemes are possible
added activities. Persuading leisure cyclists to
exchange public roads for a dedicated cycling
venue is a forward step. Riding a bicycle on a
public byway is an intimidating experience and
the hardy few that persist are only a small
percentage of the number of people in the UK
who own a bicycle.
Therefore, when deciding on a track building
project, it may be necessary to consider not
only the specification of the cycle racing track,
but other community leisure pursuits that could
be incorporated in the scheme. Cycle tracks
come in several sizes and there is flexibility to
include local needs within the central arena
area. Local authorities should consult British
Young track cyclists – Herne Hill, London
2
Cycling on the best specification for their
particular area. The project in your area could
be an important part of the overall facilities
scheme being developed by Sport England.
This document is intended as a guide for
local authorities when initially considering the
construction or refurbishment of a cycle track.
The types of track and the variation of sizes are
addressed on the following pages.
New tracks
●
Cycle tracks can be built indoors or outdoors
in a variety of materials and in different
sizes.
●
New tracks are now constructed based on
the metric distance of cycling events:
250m track is 4 laps = 1km
333.333m track is 3 laps = 1km
500m track is 2 laps = 1km
●
Smaller tracks are used for indoor training
facilities and in multi-purpose stadiums to
stage annual spectacular professional SixDay Race promotions.
●
The popular sizes for small tracks are
166.666m (6 laps = 1km) and 200m (5 laps =
1km). For world championships and
Olympic Games, the smallest acceptable
track is 250m. At national cycling centres
where elite representative teams are
trained, tracks should ideally be 250m.
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Existing tracks
There are many 400m tracks in existence
around the world and quarter-mile tracks, which
were once an accepted standard, can be found
in the UK. Such tracks originate from times
when sport was less concerned with world
standards and town councils tended to build a
cycle track around a football pitch.
Changing attitudes have seen sports develop a
more elitist approach to their needs. We also
now accept that certain sports are not suitable
to share venues. However, British Cycling
appreciates that some quarter-mile – and larger
tracks – can still play an important role in the
development of the sport’s grassroots and
can cater for the increase in leisure cycling.
Where certain older tracks are marked for
redevelopment some changes to the geometry
in order to conform to metric distances might
suit the identified user groups.
A local authority may need to make a decision
on the refurbishment of an existing track. The
track may be situated in an area that is no
longer ideal for its intended use, or the land may
have more important considerations for town
and country planning. In other cases, the
refurbishment of the existing track may require
complex and expensive engineering solutions.
In such situations it may be a preferred option
to consult with cycle clubs and British Cycling
with a view to building a new track of modern
design on another site.
A local authority may consider that an existing
cycling facility has not been well used in recent
times due to the condition of the venue and the
amenities. Ongoing dialogue between the
authority and user groups is essential. It is in
the interests of the authority that the venue is
used more often and it is in the cycling clubs’
interests to attract more leisure activities to the
track. Leisure cyclists may, in time, become
active club cyclists.
The National Cycling Centre, Manchester
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Indoor tracks
Velodromes, such as the Manchester National
Cycling Centre, house a track built with a timber
surface decking, usually Siberian pine, supported
by a timber understructure. Indoor tracks built to
host a world championship will be either 250m
or 333.333m. It is now considered the norm to
build 250m tracks.
The popularity of the 250m track stems from
the fact that racing on it is more spectacular
than on the larger 333.333m track. The design
offers better racing lines for cyclists, and
spectators feel they are closer to the action on
the smaller size track.
The 250m track is the better of the two options
to build indoors. The overriding advantage of
the smaller track is the lower cost of the building
to house it and the spectator accommodation.
The velodrome building to house a 250m track
will require a free span structure of 120m. The
height of the building will preclude most
urban sites.
The Superdome, Adelaide
4
To gain a perspective of the cost of building a
velodrome such as the National Cycling Centre
or the Sydney Olympic Velodrome, it is sobering
to note that the cost of the 250m timber cycle
track – the visual centrepiece of the stadium – can
be less than 2% of the total cost of the facility.
A 333.333m track requires a much larger
building footprint and span. To achieve this, the
overall volume of the building increases out of
all proportion to the increase in the size of the
track. Funding a velodrome with a 333.333m
track is prohibitive.
The National Cycling Centre is a showcase for
international cycling events in Britain. It is
unlikely that another velodrome of this size and
cost will be built again in the UK unless a British
city is in a position to bid for an Olympic Games.
There is, however, a need for several indoor
cycle tracks to be built as training facilities. The
price of these venues can be kept to a minimum
with a cost-effective building shell providing a
small volume of spectator/educational trackside
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Calshot Activities Centre, Hampshire
seating for up to 500 persons. Simple, proven
building designs are available. For the national
elite training plan, a 250m track is desirable.
Where space is limited or a high-profile building
is unacceptable to local planning authorities,
thereby jeopardising a project in an area of
stated importance to British Cycling, then a
200m track is a good compromise for general
training and racing. The geometry of the design
can be developed to accommodate the desired
training programme without any great adjustment
to the cyclist’s orientation.
In the UK climate, indoor tracks are needed for
the training of elite national cyclists, but they
are also essential to provide all-year-round
activity. Schools will be encouraged to place
track cycling on the list of recognised school
sports, but year-round availability of the venue
must be guaranteed.
Tracks can be smaller and fill an important role
in activity centres. At the Calshot Activities
Centre in Hampshire, a track is situated in the
restricted area of half an aircraft hangar. The
timber track is 142.857m or 7 laps = 1km. The
track is part of Hampshire County Council’s
educational and leisure facility, providing sports
facilities for up to 200 school children per week
plus evening and weekend adult cycling.
A disused airfield hangar or similar shell may be
suitable for a training/competition track of 166.666m.
Lighting
An ideal solution for both lighting and PA
systems is a rectangular catwalk suspended
from the roof structure. Of simple box design
with handrails at 1200mm and mesh sides, the
catwalk should follow the length of the track
straights, directly over the inner arena edge of
the safety zone, this being about 3.5m from the
track edge. The short sides of the rectangular
catwalk will then be well inside the semi-circular
ends of the arena. Though these sides are
distanced from the track edge of the curves, the
lighting value on the track surface will be similar
to that above the straights due to the banking of
the curves reflecting light and by directional
adjustment of the lamps.
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Indoor track construction, Sydney Olympic track
Construction detail, National Cycling Centre, Manchester
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The lights are directed at the blue track line, at
midway on the width of the track surface. The
lights should be positioned about 8–10m apart
to ensure an even spread of the light value on
the track. The direction of light fittings and
speakers can be fine tuned and repositioned for
various arena spor ts and functions by one
person, even during track use.
This structure is a far better solution than an
oval ring of lights above the track, which will
require the use of a cherry-picker vehicle to
change a light fitting.
Surface light values for an indoor track are 300
lux for training or general activity and 600 lux for
racing events. A cut-in emergency lighting
pattern, battery powered, of 150 lux is a
necessity. Should television lighting be required,
extra lighting can be added to the catwalk to
bring the surface light value to 1200 lux. The
goal is to illuminate the track for the cyclists
without throwing shadows, a dangerous
distraction when riders are in bunched races.
The catwalk should be about 12–14m above the
arena floor.
Semi-roofed tracks
Tracks can be built with a roof that extends over
the spectator accommodation and at least 5m
past the inner perimeter of the track safety
zone. These velodromes afford protection from
normal rainy weather and could possibly be
used for all-year training and a schools activity
programme.
In some countries existing concrete tracks have
been semi-covered to ensure regular cycling
use. If a semi-covered stadium were built with
the track made of timber, the track surface
would need to be hardwood.
The stadium is cer tainly still open to the
elements. Wind-driven rain may reach parts of
the inner track surface and, in winter, extreme
cold may deter cyclists from serious training.
If you have limited funding, a semi-covered
velodrome is a compromise solution. The
argument against semi-covered tracks is the
Semi-covered track, Cottbus, Germany
cost of the engineering solution. Structures are
cantilevered or have building trusses supported
by masts in the central arena. Experience has
shown that in most cases it would have been
better to go the whole way and roof the entire
stadium. If a decision to roof the central
opening is made at a later date the engineers
may be compromised by the original design.
Despite the extra funding required, a complete
roof cover offers the valuable bonus of a usable
central arena area and the venue becomes a
multi-purpose stadium.
Lighting
Light fittings and PA speakers would be
positioned under the cantilevered roof above
the track safety zone. Lighting in the curves
would not be as intense as the value over the
straights, thereby avoiding pools of light.
Outdoor tracks
In order to maintain TV coverage in all weather
conditions the Union Cycliste Internationale
(UCI), the controlling body of world cycling,
prefers world championships to be allocated to
bidders with covered velodromes. If a track
world championship is awarded to an outdoor
track in the future, it will surely be in sunny
climes.
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Outdoor tracks may be used for other important
events, such as World Cup, Grand Prix and
junior world championships. The minimum size
of 250m still applies though there is no maximum
size for an outdoor track. The maximum in
practical terms is 500m.
An advantage of an outdoor cycling stadium
is that after the track, terracing and basic
amenities are in place, further infrastructure
may progress as funding becomes available.
Should an important event be planned in the
early days of the stadium, temporary seating
and equipment storage can be hired for the
promotion. Landscaping can also be developed
in the long-term plan. There are not the
demands on an outdoor cycling facility to be an
instant reality. On the other hand, an indoor
facility must be funded and complete when the
doors open.
Building materials
Three types of cycle track are built outdoors:
●
timber
●
concrete
●
asphalt.
Constructing timber track Taichung, Taiwan
8
A completed timber track Wanganui, New Zealand
Timber tracks
These tracks are very appealing to racing
cyclists as the timber surface produces very
fast racing speeds. The timber profiles of the
prefabricated understructure ensure that the
shape of the finished track is true. If the original
computer-aided design is precise, then the
finished track will be perfect.
However, an outdoor timber track does have
distinct disadvantages:
●
A timber track using proven suitable wood
will have surface timber of either afzelia
from West Africa or merbau from Borneo or
the Malaysian peninsula. Afzelia has been
used on many tracks and is a very dense
timber resistant to moisture absorption.
Afzelia has the disadvantage of varying
grain lines, which can result in a length of
lath containing both long and short grain. In
such cases the wood is prone to splitting,
with the lath breaking at the short grain.
Merbau is of similar weight and density to
afzelia. The laths are far more likely to have
continuous long grain. Merbau is easier to
work with, easier to obtain and less
expensive than afzelia.
●
Building a hardwood track is hard work. The
wood must be drilled before nailing and the
timber laths are difficult to bend and twist to
follow the form of the track transitions.
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Athens Olympic track – will be roofed for the 2004 Games
●
●
The managers of venues with hardwood
timber tracks will find them expensive to
maintain and in constant need of repairs to
surface defects. Local authorities
considering requests to construct outdoor
timber tracks would be wise to inspect an
existing venue that has been in use for five
years or more and to obtain annual
maintenance costs.
Outdoor timber tracks have an outstanding
appearance when in good condition and
produce record times, but are not costeffective in the long term.
Concrete tracks
In Britain, concrete is a common locally sourced
building material, and its qualities and uses are
stock-in-trade to British civil engineers. It is
logical that, given specialist track design advice,
local construction companies employing
experienced workers can build a cycle track.
A concrete track will be relatively maintenancefree and should have a lifespan of many years.
Many concrete tracks around the world have
been in constant use for 50 years or more.
In the past, many building companies have been
reluctant to undertake laying concrete angles
up to 45º in the curves of a 250m track or 38º
for a 333.333m track. It is, after all, an unusual
contract to be offered.
The concrete surface is constructed by laying
slabs in a ‘hit and miss’ pattern around the
shape of the track. A practical slab size is
8x8m. The screed cannot be finished from top
to bottom of the bay. The curved shape of the
bays demands screeding horizontally. All joints
are vertically cut and there are no longitudinal
production joins. The angle of the track in the
banked curves restricts the concrete mix
specification to 40mm slump. This mix cannot
be easily pumped. Dumping, vibrating, levelling
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1 Compacted and levelled
2 Low slump concrete
3 Slab poured, tamped, vibrated and finished in
one continuous operation
4 Horizontal screed and finish
5 Alternative bay construction
6 Surface finished and fence posts positioned
Concrete track: Stages of construction
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and finishing of the 8m-wide bay must be
completed in one pour. To facilitate the trowel
finishing of the slab, the workers are supported
on a movable cradle across the track width.
Tolerance on the finished slab is +/- 3mm.
A concrete surface is suitable for cycling but
does absorb rainwater, thus preventing use until
some time after the rain has stopped. If funding
is available, a 7mm topping of an epoxy-resin
mix containing ver y small a g g rega te is
recommended. The material is trowelled onto
the finished concrete. This surface is impervious
to water, allowing racing or training to commence
immediately after rain has stopped. The surface
is also super-fast. Several record-breaking
tracks in Europe have this surface and the
Herne Hill track in London is an example.
The quality and success of the finished track
will depend on the standard of the concrete
works and, in par ticular, the skill of the
tradespeople doing the final finishing work. The
required tolerances are essential for a good
track. The building work will require constant
quality control at all stages.
Where construction budgets are restricted,
project engineers may consider the advantages
offered by fibre-reinforced concrete. The savings
in steel reinforcing mesh, transportation and the
labour content of the preparation present a
strong argument for this material. The strength
of the fibre concrete lends itself to the twisting
shape of the slab in the transitions of a banked
track. Care must be taken, however, that the
finished surface is ‘hairless’.
The task is to illuminate with an even spread
over the 7m-wide surface of the track without
definite pools of light.
The materials for the lighting system are readily
available. Masts, lamps and cables can be
standard street lighting fittings. The height of
the masts should be about 6m. Cables for the
lights can be run under the concrete path
around the outer perimeter fence.
Asphalt tracks
Asphalt surfaces are not recommended for
banked tracks of 250m or 333.333m and
authorities building a new, larger track should
consider other options.
Britain has many asphalt tracks built around a
football pitch or athletics track. These very
large, flat tracks of 450 or 500 yards have
provided British cyclists with great service for
generations. It is important that the more valued
of these are refurbished and maintained in
serviceable condition. It is appreciated that not
all areas need or wish to build a modern track
for national-level competition.
Renewing asphalt on a very large, flat track
does not present difficulties. Continuous rolling
of new asphalt with a heavy road roller will –
Lighting
An oval pattern of masts around the outer
perimeter is a proven and cost-effective way to
illuminate the surface of a cycle track. The
masts should be about 10m apart and, for
safety reasons, positioned approximately 1m
away from the track fence. An arm of about
1.5m in length reaches to just past the track
fence. Two lamps can be fixed to the end of the
arm at angles to enhance the spread of light.
The even spread on the surface is achieved by
the illumination from one lamp overlapping the
light from the lamp on the neighbouring mast.
Club cyclists in action on the asphalt Harvey
Hadden Track at Nottingham
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providing there is no serious damage to the
base foundation – bring the track back to its
original condition.
Asphalt is an ideal material for road surfaces
but demands continuous kneading to ensure
flexibility and durability. On a roadway, daily
traffic provides the kneading process. Cycle
racing tyres, as narrow as 20mm and pumped
to 120psi, cannot simulate this effect
Banked cycle tracks are not the ideal
environment for slow, heavy road rollers. On a
banking angle of just 15º they would hardly
wind up, even rocket assisted, to the centrifugal
force necessary to maintain friction and even
distribution of weight. It is logical that the full
weight of the machine will gravitate towards the
inside edge of the rollers. Heavy rolling to
compact the asphalt is not possible. On some
existing tracks, it is probable that the job was
done using light rollers or even by teams of
workers pulling rollers up and down the banked
tracks. The effect can never be the same as
heavy rolling.
A lack of heavy rolling is probably a major
cause of surfaces bulging or splitting. Frost
damage is an added hazard with asphalt.
Where a large track is well used and maintained
and of value to the community, refurbishment is
a sound idea. However, for those tracks where
the cur ves are banked and unsuccessful
attempts have already been made to resurface
the track, it is probably advisable to consider a
concrete surface. If the venue has been in
place for many years and the basic foundation
is well settled and compact, there may be no
need to demolish the old track. A bed of leanmix concrete to a reasonable depth can be
compacted onto the old track, before constructing
the concrete slabs over the lean-mix. The
redesign could also develop more suitable
geometry and the opportunity to reshape the
bankings in the curves.
The asphalt track at Reading is a valuable asset for the grass roots of the sport
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Completing the track project
Track fence
A track used for the highest standard of
competition must have a fully enclosed perimeter
fence 750mm high. A continuous steel safety
rail on brackets will be fixed 250mm above the
fence. The total height of 1m is measured from
the top of the track surface at the fence. This
measurement will be constant around the full
circumference of the track. This height is
considered practical to help prevent a cyclist
who crashes into the fence from toppling over it.
Concrete safety fence, Cardiff
On the public side of the fence the concourse
will be slightly lower than the level of the top
of the track surface to conform to height
requirements for a standing person behind a
barrier. This can be 1100mm but may be higher
for some local authorities. A well-designed
stadium would provide terracing to accommodate
seated spectators. A recommended step for the
terraces is 500mm and these steps rise as the
transitions of the cycle track rise. The depth of
the terrace ‘going’ would be 800–1000mm,
according to the number of seats planned and
the type of seating used.
On a track for regional events, school groups
and leisure activities, a cheaper alternative is a
fence clad with tongue and groove timber
boarding on the trackside only, with a capping
and a supported steel rail.
Enclosed timber fence and track lines at Herne Hill,
London
On a track with no greater ambition than to
provide for cycle clubs and local community
activities, the fence could be a tubular steel
frame with plastic-covered fine mesh chainlink
fencing. It is advisable to fabricate a second
continuous rail at the top of the chainlink fence
without any obstructions that might injure
hands or arms. Along the bottom of the fence,
trackside, there must be a well-designed and
fitted kickboard to a height of at least 250mm.
Safety run-off
Where track surface and the slow run meet at
the bottom of the track, a curved run-off must
join the two different angles. The width of this
strip on a concrete track should be 1m. This
Mesh covered fence at Gosling Stadium, Welwyn
Garden City
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strip must be poured and finished at the same
time as the main slab with no horizontal
construction joint.
Safety zone
There should be a sealed zone, minimum 3.5m
wide, around the inside of the track. This zone
is a safe riding area for cyclists, and a path
where school pupils, or other first-time cyclists,
can learn the skills of riding a cycle with fixed
wheel gearing. If the central arena is grass, this
buffer safety zone will ensure that use of the
track is not restricted in wet weather by muddy
conditions in the central area.
Perimeter concourse
A sealed path around the top of the track
perimeter, outside the track fence, should be a
minimum of 1.5m wide and follow the contours
of the track profile. This path will provide a
walkway for spectators and prevent rainwater
filtering under the track surface. For a concrete
track, the strip is an essential building aid during
the construction of the concrete track slabs.
Amenities
Cycling stadiums follow the normal guidelines
for sport and leisure facilities. A suggestion is
offered here that changing, lockers, showers
and toilets should be planned in module form. If
units are designed for up to 10 persons, the
number of units can reflect the forecast volume
of competitors using the stadium. The advantage
of the modular format is that the number of
units open for use can change to meet male/
female needs on each occasion. During training
sessions, units that are not required can be
locked. This imposed discipline reduces cleaning
duties. Two rooms should be planned for
massage and a limited gymnasium would be
good for cyclists, and a possible attraction for
non-cyclist users of the facility.
Bicycle storage
Storage space will be required. If cycles are to
be left at the stadium by club cyclists, the
storage must be secure. If the track is of timber
construction, space can be allocated under the
curves of the track, using ply sheeting to cover
the underside of the track trusses. For concrete
14
or asphalt tracks, storage should be a detail
within the planning. A cost-effective idea for
outdoor stadiums is the use of steel shipping
containers bought from the trade disposal market
and painted to blend with the background.
Car parking
Local planning authorities have specific car parking
standards and these vary between authorities.
A regional facility is likely to require spaces for
at least 50 cars while a stadium of national
importance will need in excess of 100. Parking
and turning space for coaches will also be
required. Consideration should also be given to
the occasional need for overflow car parking for
special events. More details can be found in the
Guidance Note Car Park and Landscape Design
(see References section).
Track markings
UCI regulations for marking tracks used for
international competition
Track records are only recognised if all UCI
regulations for record attempts are complied
with, including those for track markings as detailed
in Table 1.
Paint: Best quality emulsion paint. Do not use
oil-based paint.
Colours: Common sense will prevail on asphalt
or dark grey hardwood tracks. In these cases it
is suggested that white replaces black, yellow
replaces red and light blue is used instead of
mid-blue.
Track area required
Figure 1 on page 16 illustrates a typical crosssection for a concrete track. Figure 2 on page 17
shows the shape and the area required for a
typical outdoor concrete track with a circumference
of 333.333m.
This size track, 3 laps = 1km, is recommended
as a good solution to the need for general
cycling activities from beginner to elite level,
and provides a central arena area to accommodate
a wide variety of sports. This venue would be
multi-purpose.
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Track marking
Colour
Setting out line
Position
The base line used during track construction
Track run-off zone
Light blue
Area below setting out line.
Outdoors: width 1m
Data line
Black
200mm above the setting out line
Sprinter line
Red
900mm above the setting out line
Stayer line
Mid-blue
2500mm above the setting out line
All
Black, red and blue
Black, red and blue lines are 50mm wide and
painted on the full circumference of the track.
The exact distance to measure track lines from
the setting out line is:
• to the bottom edge of the black line
• to the top edge of the red line
• to the top edge of the mid-blue line.
Finish line
Background: white
panel 7mx720mm
7m or the full track width
Centre line
Black
Width: 40mm
200m line
Black
Width:40mm
7m or full width of the track vertical from the
200m measurement
Pursuit lines
3.5m vertical from mid-point of the straights on
the track axis; two lines
Distance marks
Black
10m marks measured along the bottom of the
data line:
Width: 30mm centred on each 10m mark
Length: 200mm (joining the black line to the blue
safety run-off zone)
Distance marks
Black
5m marks measured along the bottom of the
data line:
Form: a black square 30x30mm centred on
each 5m mark
Black
Position: to the right side of each 10m mark line
Height: commercially available stencils of
180mm or 150mm
Track numbers
Table 1 UCI regulations for international level track markings
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Figure 1 Section through track
Herne Hill Stadium, London
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Concourse circumference
436m
Track circumference
333.333m
Track perimeter
373.5m
Track width
7m
Highest angle
28º
Lowest angle
5.5º
Figure 2 Velodrome cycle track
The ground area required to build a track only,
with a concourse 5m wide around the track but
not including seating or amenities, would be:
Track (m)
Length (m)
Width (m)
250
116
78
333.333
138
97
400
181
104
Table 2 Track dimensions
A 400m track should only be contemplated
where there is a requirement for a grass central
area for hockey or football.
Where the need is to refurbish an existing
quarter-mile track, consultation should take
place to adjust the geometry to the dimensions
of a 400m track.
Author of section on velodromes:
© Ron Webb – R V Webb Consultants
(see Useful Contacts)
A 250m track would be ideal for dedicated
cycling use with a reduced central arena area
capable of accommodating a variety of sports.
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Closed road racing circuits
Closed road racing circuits serve two main
functions, both of which are complementary to
the development of international road racing:
●
a means of training by competition in
surroundings not affected by other road
users – this is particularly important for
under-16s whose road racing is confined to
closed circuits
●
a form of road racing that will attract the
public, thus making it a spectator sport.
In many areas, circuits already exist in parks
and recreation grounds or could easily be
extended to provide a completed circuit. For
new recreation complexes, consideration should
be given at the design stage to the construction
of access roads so that these complexes can
be used for closed road circuits.
A site investigation process should be undertaken
by a specialist company to determine the following:
●
presence or otherwise of hazardous
materials
●
evidence of insufficient compaction in fill
materials
Small circuits at multi-use sites should be at least
0.5km in circumference. These are suitable for
introducing newcomers to cycling and for basic
training (Stage 1 activities in British Cycling’s
Progression Pathway).
●
water table level and ability to drain naturally
●
allowable ground-bearing capacity to enable
design of road construction.
Closed road circuits of at least 1km circumference
will be suitable for most local and regional level
activity, although 3–5km circuits are necessary
for regional and national competitions. A circuit
width of 6–8m is recommended. If the nature of
the circuit restricts the width, a minimum width
of 5m will be acceptable. The finish area width
must be 7–8m. Closed road circuits will be used
for races similar to those on open roads and
should therefore simulate this if possible with
hills and bends.
In all probability the circuit will only be used by
cycles, race vehicles, emergency vehicles and
those vehicles associated with site maintenance.
Failures in paving layers tend to stem from
unplanned use by vehicles that were not
originally intended to be there. Take such use
into account at the design stage if it cannot be
prevented with physical barriers.
Layout and dimensions
Site investigation
The opportunity to develop a closed road circuit
will often arise as par t of a regeneration
programme, therefore the chosen site may well
be classed as ‘brownfield’ with formation levels
consisting of significant measures of landfill
material. It is essential that the characteristics
of the site be investigated to determine suitability
for use and the optimum construction methods.
18
Road design
The best design solution incorporates a standard
250x125mm kerb laid on its side to form the
road edge. The paved edge should be laid with
a surface falling towards the verge, assuming
the verge is grassed. The inclusion of a positive
drainage system such as plastic pipe drains at
the edge of the circuit will assist in dispersing
surface water. This type of approach was used
for the construction of the circuits at Eastway
and Hillingdon.
A cheaper solution would exclude the road
kerbs and positive drainage. However, this could
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lead to roads that deteriorate quickly and need
frequent edge maintenance.
If the ground is likely to drain poorly, it will be
necessary to consider a verge drainage solution,
and a number are available. In the French drain
method, a trench fill consisting of single-size
shingle/gravel wrapped with a geo-textile will
provide a cost-effective solution where the
water table permits percolation. Alternatively,
proprietary wick drain systems are available
that require minimum excavation.
Remember that the verge should be firm
enough to support narrow tyres. Where gravel
fills are used they should be capped with a
stable material.
Consideration can also be given to the use of
porous asphalt paving that will reduce the
volume of surface water run-off and help to
prevent standing water. However, such paving
layers can be costly to lay and care will be
needed to ensure that the surface does not
become contaminated with pore-sealing dirt,
particularly where used in conjunction with offroad competition.
At locations where the circuit will meet other
types of paving, the edge should be finished
with a 150x150mm pre-cast concrete ‘square’
channel. This should be laid to finish flush with
both paving layers.
Road construction
A major factor to consider is the initial
excavation. The road in a typical circuit may call
for the removal of up to 15000m3 of spoil,
equal to 750 full lorry loads. In addition to the
impact on the neighbourhood of heavy traffic
movements, this can also be a costly factor,
particularly with the increasing burden of landfill
tax. Where possible, therefore, consideration
should be given to on-site disposal in the form
of earth screening bunds; these can also be
used to form contours for off-road activities. At
Hillingdon, moving earth around the site formed
the contours of the circuit. However, care needs
to be taken to ensure proper consolidation and
drainage and that bunds are not positioned too
close to the road circuit, as the height of the
bund could influence the local water table by
creating a pressure head.
If additional fill is required, it may be possible to
secure permission for controlled tipping. The
contours of the final circuit at Eastway were
formed in this way and the charges levied paid
for the road construction.
The site investigation will highlight the groundbearing capability of the underlying soils and
suggest a suitable sub-base depth. Before
commencing the sub-base it is advisable to
consider the use of a geo-textile membrane
over the excavated surface. As the construction
operation will be ‘linear’, the sub-base will be
required to accept the load of all delivery
vehicles and laying equipment. The membrane
will therefore help to prevent the sub-base
being pumped into the underlying layer during
its loading, avoiding contamination of the stone
and consequent costly wastage.
Figure 3 Cross-section through closed circuit cycle track
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The sub-base will lie within 450mm of the
finished level; this is determined as the maximum
range of frost penetration. Care should be
taken, therefore, to ensure that the sub-base
material is not susceptible to frost damage. This
can be achieved by choosing a specification
for highways clause 803 type 1 granular subbase. With modern screening techniques this
specification is increasingly being met from
recycled cr ushed concrete, a cheaper and
more sustainable solution, par ticularly if
the ‘brownfield’ site of fers the possibility
of obtaining the material locally, perhaps
even from the site itself.
For low traffic use the sub-base depth will
normally be a minimum of 200mm, unless the
site investigation report identifies underlying
weak ground, in which case the depth should
be increased.
The choice of paving material should take into
consideration factors such as rolling resistance,
‘fall-friendly’ texture and potential to skid.
Economy will also be a major factor but this
should not be at the expense of performance. It
is invariably much easier to incorporate the
capital costs of a durable material into a project
than it is to fund the repair or replacement costs
at a later date.
A typical specification for the circuit-paving layer
with nominal vehicle use can be identified as:
Road base: dense base macadam to BS4987
using 40mm thick coarse aggregate, average
thickness 75mm.
Base course: dense base macadam to BS 4987
using 28mm thick coarse aggregate, average
thickness 50mm.
Wearing course: hot rolled asphalt (HRA)
to BS 594 with 55% of l4mm thick coarse
aggregate; average thickness 30mm; overall
thickness 155mm.
Where surface markings are incorporated,
consideration should be given to the potential
for slip in wet conditions. The recommendation
is to use a low-build chlorinated rubber marking
paint rather than thermoplastic markings.
20
Good practice
Preston Sports Arena – University of Central
Lancashire
The University of Central Lancashire has
developed a 60-acre site to provide a new, highquality outdoor multi-sports complex on land
acquired for the purpose by the university. A
central feature of the development is a 1.7kmx6m
wide, tarmac-surfaced closed road circuit that
runs around the perimeter of the facilities.
Other facilities include an athletics track, hard
court sports area, grass pitches and a synthetic
turf pitch. The complex has been built at a cost
of £12,272,081 with the aid of an award of
£7,976,853 from the Sport England Lottery
Fund. All the facilities are available for joint use
by community and university sports organisations.
The provision of an off-road cycle track was
recognised in the Cycling Development Plan
produced jointly by all key partners. Cycling is a
well-established road-based sport in the area
and the lack of an off-road facility that would
provide a safe environment for young people
was identified as a priority. The facility is
immediately adjacent to the canal towpath and
links to the future Sustrans cycle route. The
facility also links to a series of cycle ways
developed by Preston Borough Council through
the town.
This project demonstrates that it is relatively
easy to incorporate a cycle facility into a multisports facility. Careful planning and programming
are essential when planning a multi-sports
facility to ensure minimal conflicts of interest
between different sports.
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Cycling circuit
Figure 4 Closed road cycle circuit at Preston Sports Arena
Aerial view of Preston Sports Arena
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BMX race tracks
BMX race tracks must adhere to the minimum
requirements of British Cycling and the Union
Cycliste Internationale and be of a high enough
standard to host a regional event. Such race
tracks have a separate start and finish and are
constructed with various corners and jumps
that are designed to be challenging while taking
account of riders’ safety.
The star t hill, as the name suggests, is a
downhill gradient with a start gate at the top.
The riders start with their front wheels pressed
against the start gate, which is hinged and
drops forward when released to start the race.
The average BMX track will be 300–400m in
length with a hard, smooth surface. The track
design will include obstacles constructed at
strategic points to add excitement and an extra
skill factor to the racing. There are also banked
turns (berms) to help riders maintain maximum
speed during a race
Track design
Starting area
The starting area is one of the main focal points
on a track. A paddock area should be sited
behind the start hill to allow racers to come on
to the star t gate in an efficient and orderly
manner. It must be large enough to allow
competitors to line up before their race. The
access to the start hill should incorporate a
shallow incline so that riders can push their
bikes up while waiting to race. Access to the
gate should allow riders to line up behind those
already on the pad and should be wide enough
to give access to the pad and gate. The material
for this part of the track should be the same as
the surface of the track to stop foreign material
from being impacted into the race surface from
riders’ feet or tyres.
A track with a tarmac start hill requires a subbase and a top surface dressing of tarmac.
Concrete can be used for the surface but
experience has shown that over such a large
and sloping area the settlement of the hill will
cause cracking and in some cases require
complete replacement within a few years.
Tar mac on the other hand will, to some
degree, move with the settlement and reduce
maintenance costs.
The height of the hill should be at least 2m,
preferably higher. This will be the highest part of
the track and its visual impact on local residents
must be considered. From the start gate the hill
should extend for 12–13m before reaching
nominal track level, with a smooth transition
between the two. This can be achieved by
laying the tarmac below track level with the final
surface laid up to the tarmac. The pad to which
the gate and release mechanisms are attached
should be made from reinforced concrete to
ensure solid and permanent fixings. The start
pad must be at least 10m wide and 2.5m long. It
should have a rough ribbed finish to provide grip
for the competitors’ tyres (scoring across the
surface will provide extra grip) and should be
set at an angle of at least 20º to the horizontal.
The start pad should be at least as steep as the
starting slope, preferably 5–10º steeper.
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Figure 5 Details of start grid in BMX circuit
The height of an obstacle
is dependent on the speed
of the riders – small in
slow sections, larger in
faster sections.
Obstacles on slower parts
of the track should be
steeper than those on
faster sections.
The transition of the
slopes is very important.
A gradual slope from the
ground getting steeper
towards the top is required.
The total length of an
obstacle is dependent on
the speed of the riders
and the location on the
track.
Figure 6 Details of mounds in BMX circuit
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The gate should be constructed of a good
strong tube or box steel, but can be constructed
in light alloy if available. It must be a minimum
of 8m wide and 50cm high and perpendicular to
the slope of the pad when in its upright position.
The gate release system should be made to fit
the gate and, if manual, enable release of the
gate with hand or foot pressure. It is preferable
to have an electrical or pneumatically controlled
start gate, and essential for a national event.
To prevent unsupervised children from trying to
lift the start gate, as a minimum precaution it
should be padlocked.
In competition use, the starting positions should
be clearly marked 1–8 on the gate. If automatic
gates are used for competition, appropriately
coloured lights must be provided and positioned
in such a way as to be clearly visible to all
riders, without disadvantage in the ‘pedals
ready’ position. If using an automatic gate there
must be provision for a mechanical operation in
case of failure.
Start or first straight
The start or first straight should be a minimum
40m long and start with a width of l0m, tapering
down to 6m as it enters the first berm. As
the first straight is usually where the most
spectacular obstacles are sited, a generous
width is recommended.
Jumps
One of the first jumps or obstacles on the track
will often be a large set of doubles. The riders
will approach these at speed and hence the
obstacle should be made wide (approximately
l0m from front to rear edge) with a shallow
centre, hollow to allow younger riders to ride
through it. It is important that the second peak
is slightly higher than the first as this enables
those riders who are jumping the obstacle to
judge the distance as they approach it.
The landing area should not be too shallow as
riders will use the angle to control their landing;
if it is too shallow they will tend to land very
heavily and lose control. Shallow landing areas
also stop less experienced riders jumping down
and landing on the front wheel only, which can
easily cause loss of control.
Table top is another obstacle that should be
l0m wide and 2–2.5m high to give younger
riders extra speed as they come down from it
into the turn; it is also intended to slow older
riders as they will tend to jump it. The same
comments about landing slopes apply. A flat
table top should be about 4m wide and 1m high
so that the more skilled riders will have enough
speed to jump the obstacle with a flat trajectory
or to ‘manual’ the jump, that is, ride it on the
back wheel only, while still applying pedal power.
A speed jump should be about 1m high, down
to 0.4m high for the small types. It usually has a
reasonably shallow rear edge and a steep front
so that speed gets riders over it, and they can
gain speed by using the down slope as a mini
start hill.
Step-up doubles or step-up table tops can
also be high (2–2.5m) with an overall length of
8–l0m, which will be controlled by the speed of
riders entering the obstacle and its position in
relation to berms and other jumps. The rear
face of the jump should be reasonably steep to
enhance the skill level of riders who are
jumping and to maximise the speed for younger
riders through to the next obstacle. Averagely
skilled riders in the older classes should be able
to jump from the front slope onto the top but not
over the whole jump; the best riders will clear
the jump.
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Figure 7 Typical BMX circuit
A combination of two doubles can be very
exciting to watch and to ride. Each element
could be about 6m long with shallow centre
hollows but the transition hollow between the
two sets should be deep and longer. Younger/
slower riders will be able to ride through the
combination and older/faster riders will do a
2&2, that is, jump the first double into the centre
hollow then jump out and over the second double.
Often the most challenging obstacle is a
combination or sequence of six jumps, each
about 3m long and 1m high with centre hollows
between the jumps, which should be 0.75m
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Figure 8 Elements of a BMX circuit
deep. Younger/slower riders will be able to ride
through the combination and older/faster riders
will do various combinations of 2&2&2 or ride
two, jump two and so on. The skill of the rider will
dictate their preferred route through the obstacle.
The space between jumps should allow a
normal full-size BMX bike to fully enter and exit
26
without being stuck in mid-air. A distance of
about 2m should be satisfactory depending on
the angles of the slopes and the shape of the
jumps. The slopes need not be severe and the
jumps should have a well-rounded profile. A
tandem roller such as the Bomag 80 is a good
guide to shape as it should be possible to take the
roller through the full sequence without grounding.
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A small set of doubles, 4–6m wide and 1m
high with a shallow centre hollow, gives younger
riders enough speed to ride the obstacle and
use the down slope to give them speed into the
next berm or jump, while older riders will be
jumping them.
A common mistake is to build jumps too small
as this entices younger, less experienced riders
to try jumping them – often when unsupervised
– while older riders will over-jump the obstacle
and risk bike damage or personal injury by not
having a proper landing slope.
Another obstacle is the triple, which will be
12–l5m wide and l.5m high at its third jump.
Younger riders will ride it without difficulty while
older riders will have the option of jumping parts
or all of it or just riding through.
First berm
The height of an obstacle is dependent on the
speed of riders and the approach line to the
jump. Slower sections of the track require lower
jumps than the faster sections but, where the
riders are exiting a fast berm, any jump close to
the berm will generally be low. The transition of
the slopes is also very important and can only
be judged by experience or trial and error. A
gradual slope from the ground, getting steeper
towards the top of the jump, is required and
this relationship varies from jump to jump
depending on height, speed and location to other
jumps. The length of jumps is also dependent
on the speed of riders and their relationship to
the berms and other jumps.
The height of the first berm (bend) should be
2.5–3m at its outer edge with a steep internal
slope to help riders maintain the speed at which
they enter the corner and to ensure a safe exit.
Any trees around this area should not interfere
with the track at any point and should be at
least 3m from the track edge.
The minimum width of the first berm should be
6m from the inside of the track to its top and
allowance should be made for a smoother
transition from the l0m wide start straight to the
rest of the track. The first straight is long and
will be fast – hence plenty of room is needed at
the first berm for all riders to have an equal
chance of negotiating it safely.
Unlike in road construction, more material and
height is needed on the exit of the berm to
ensure transition to continue on the track. This
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maintains more momentum during racing, and
allows alternative race lines for overtaking and
prevents collisions.
Other berms
A berm’s height will vary depending on its
shape and overall width. A tight turn might need
to be 2–2.5m high at its outer edge with a fairly
steep internal slope to maintain speed into the
corner and onto the next straight, while a wide
open turn can often require much less height.
The minimum width of a berm should be 5m
(6m for UCI events) from the inside of the track
to its top to ensure adequate race surface.
When the berm is not in use it may reduce
maintenance costs and be aesthetically pleasing
to allow grass to grow on the inside edge. A
good guide is to put most of the height in the
last third of the berm and then add to it if
required. The objective is a smooth transition
from the entry straight to the rest of the track.
Last straight
Normally the last straight is fairly technical with
combinations of carefully spaced jumps.
Finish area
An area should be provided beyond the finish
line for riders completing the course to slow
down safely. This area should be fenced off to
protect spectators. Allowance should be made
for up to five officials to stand at either side of
the track.
When using the track for competition, the finish
line must be clearly marked on the track to
indicate the finish point. Finish line banners
must also be high enough not to interfere with
any rider or finish line official and vertical
supports must be placed back a minimum of 2m
from the track edge and padded if necessary.
Track construction
Grass and good-quality topsoil should be
removed. Topsoil can be used later on the
backs of berms and sides of obstacles (areas not
surfaced) to provide support to the structures
and to establish grass, which enhances the
facility’s final appearance.
The importation of clean material – no chemicals,
glass, wood or rubbish – is required to build
up the main parts of the track (berms and
obstacles). For the construction of the larger
obstacles such as the start hill, berms and
larger jumps, crushed materials (no larger than
100mm) taken from excavations of roads,
building sites and so on are suitable as they are
stable and will not spread or change shape
during settlement. This material should be
covered with spoil to a depth of at least 150mm
to prevent it from coming to the surface. The best
spoil is clay based as it is stable and remains so
during and after construction. This spoil can
also be used to make the smaller obstacles.
On undulating or sloping land it might be possible
to reduce the quantity of material imported
by using the natural lie of the land and by the
repositioning of on-site materials.
Once the basic shape of the track is complete
a sub-base must be added. Depending on the
soil conditions the following recommendations
are made.
Soil condition
Clay, sandy or light soil
The sub-base, approximately 20mm down,
should be laid and compacted to a finished
depth of approximately 100mm over the entire
track. Following this the complete track area
should be surfaced with a fine soft limestone
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dust or dolomite (3mm to dust) to a compacted
depth of 20mm. With any clay-based soil there
is always ‘clay heave’ during adverse weather
conditions, so care should be taken that areas
will not become water logged causing the
surfacing to ‘mud up’. If it is clear that the area
will remain wet, the following procedure should
be followed:
●
Remove all affected materials (for reuse).
●
Fix a terrain membrane to the wet area.
●
Fill with hardcore or similar free-draining
stable material and compact.
●
Follow normal track construction.
Stone/shale
This ground condition requires less sub-base
material as the ground is more stable and less
likely to ‘mud up’. Lay 10mm to dust sub-base to
a compacted depth of 30mm. The area is then
surfaced as with the other soil types.
Material requirements
The following information is for general guidance
only and types of material and detailed estimates
of quantities must be based on your final
track design, preferably in conjunction with an
experienced track designer/builder. British Cycling
can provide contact details of recognised BMX
track builders.
Track surfacing materials
The following totals are a guide to the required
materials for the basic track stated above:
●
sub-base material
200 tonnes
●
top surface material 40 tonnes.
It is extremely important to achieve an aesthetically
pleasing appearance for the track and surrounding
areas in order to preserve the standards and
the image of the sport of BMX racing.
Concrete start hill
For a track with a concrete ramp or start hill,
the requirement would be for the use of readymixed concrete laid to a depth of 100mm and
‘tamped’ to secure a fine ribbed surface (not
smooth) to the length and width of the start
hill – 10x12m.
Spoil
While tracks can vary in length, the average
track is approximately 350–400m long by 6m
wide. Tracks can also vary in the number of
turns and jumps they have. Assuming a basic
track layout with four turns and six jumping
sections, the following approximate totals of
spoil would be required:
●
start hill
250–300 tonnes
●
turns
250–300 tonnes
●
jumps
150 tonnes.
These totals are dependent on the track design
and site location, but are a basic guide for spoil
importation. The larger the track and the more
jumps or special sections used, the greater the
requirements for spoil.
The quantity of concrete required for the start
hill would be approximately 10–12m 3 with a
4:2:1 mix using 10mm stone. An air-entraining
agent is recommended in the concrete mix to
increase its life expectancy in frosty conditions.
Suitable joints running longitudinally are
recommended for expansion.
Tarmac start hill
A track with a tarmac start hill would require a
sub-base and a top surface dressing of tarmac,
as follows:
●
sub-base of 20mm base coat laid to a
compacted depth of 75mm (approximately
7 tonnes)
●
top surface 6mm topcoat laid to a compacted
depth of 25mm (approximately 4 tonnes).
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Wind
Track fencing
Spectators must be kept away from the track
edge, especially during competition. This is
achieved with fencing situated at a suitable
distance (2m) from the edge of the track. A post
and rail type fence is an aesthetically pleasing
form of spectator control but it is important that
the posts are not sited trackside.
It is also preferable to fence in the complete
track to avoid damage by cars, motorcycles
and so on. This is costly, but over a period of
years the cost can be recovered in reduced
maintenance costs. It is advisable to make
allowance for this fencing at the planning stage,
even if it is not installed. Should a club then be
formed to manage the facility, the fencing option
can be reconsidered.
Drainage
It is always better to construct a track on a welldrained area, but most areas of land are
suitable. To ensure that the final surface of the
track drains well, simple drystone channels
leading to soak-aways can be used and should
be implemented in low-lying areas or wet land.
Use local knowledge of the land to ensure that,
wherever possible, the track surface drains well.
To prevent the surface of the track flooding
following rainfall, it is important to build the track
with a slight camber causing water to run off the
riding surface and drain away either through the
soil or in the designated soak-aways. The
insides of the turns are often a point where
water collects and adequate drainage should
be installed if there is no opportunity for water
to escape.
30
Wind is one of the major contributors to accidents
on BMX tracks. Therefore, it is important to
construct a track on a site that offers wind
protection and the design of the track should
take the prevailing wind direction into account.
Side winds on jumps or at the start must be
avoided wherever possible. By adding suitable
bunding around a track, much of the wind effect
can be minimised and this also has the advantage
of providing suitable spectator viewing areas. A
track built into an arena-style location can
generate much more crowd excitement than
one built on a flat field.
Track marking
Lines denoting each lane should be marked on
the surface of the start hill to denote eight lanes
1m in width to a length of l0m from the gate.
These lines should be marked along the full
length of the start hill.
The boundaries of the race track should be
clearly marked. This may be done with white
lines during major events. A neat edge of track
to grass is suitable for general day-to-day use.
Tyres are not permitted as barriers since they
present a positive hazard.
Hazards
It is important to keep the track a minimum of
3m away from trees and other fixed objects. On
areas where riders are more likely to leave
the track, this distance should be increased
according to the speeds at which the riders are
likely to be travelling. The exits and tops of berms
are likely areas and jumps immediately following
berms should also be treated with caution.
All obstacles on the track must be constructed
with safety in mind. A track should present all
riders with a challenge but the youngest riders
must be able to compete in safety.
Risk assessments for BMX tracks must consider
riders of all ages and abilities. (See Appendix A –
Health and safety for more details.)
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Cycle speedway tracks
Cycle speedway first developed in the late 1940s
under the influence of motorised speedway,
and there are still many similarities between the
two sports. Like motor cycle speedway, cycle
speedway races take place in an anti-clockwise
direction from a standing start on an oval track,
and four riders race for four laps in a sprint to
reach the chequered flag.
However, cycle speedway tracks are much shorter
than those for motor cycle speedway, usually a
maximum of 90m long, with a width of 5–6m.
Track construction
A cycle speedway track can be built on any
relatively flat site. This could be within a park,
on school premises, derelict land or as an
additional facility within a cycling multi-use site.
A cycle speedway track may be flat. However,
it is more usual to include some degree of
banking, particularly on the bends. The maximum
permitted degree of banking is 1 in 8 from the
inner to outer boundaries at the apex of a bend,
to 1 in 12 along the length of a straight. The
method outlined below is for the construction of
a track with 1 in 11 banking at the apex of the
bends and 1 in 25 banking on the straights.
The movement of material to or from a site is
expensive so it is best avoided when planning
the construction of a track. If starting with a flat,
grassed site, begin by stripping off the turf and
excavating to a depth of 200mm. This operation
will provide material for the banking on the bends.
The same principle will apply even if the track is
being constructed on derelict land. However,
it is necessary to confirm with the landowner
or local authority that there is no danger of
uncovering or disturbing any hazardous material.
Topsoil being used for the construction of the
banking must be compacted in layers. These
should be no greater than 150mm thick
otherwise the material twists and the compaction
will be ineffective. The material must be laid to
create a gradual progression from the steeper
gradient of the bends to the lesser elevation of
the straights. This is important because an abrupt
junction between the bends and the straights
will create a difficult riding surface and result in
a far less attractive venue for competitions.
The inner perimeter of the track should measure
64–92m, and the width of the track 4.25–7m.
The highest point of the corner should be no
higher than 750mm from the inner track level.
The slope should be graded from the outside
down to the inner bend.
It is important, when excavating and forming the
shape of the track, to allow a feeding area to
enable materials to be carried to the inside of
the track. Once the shape of the track has been
formed, the inner kerbs can be laid using precast concrete bull-nose edging with an overall
cross-sectional size of 150x50mm. Both the
internal and external perimeters should be laid
so as to protrude 25–100mm above the finished
track surface.
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Figure 9 Speedway track
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Figure 10 Starting grid for speedway track
Figure 11 Detail of perimeter fencing to speedway track
Figure 12 Section through speedway track at apex of bend
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Electric cables should be laid to provide utilities
for the centre of the track before construction
can begin.
At this stage, it will be necessary to build the
formwork for the starting gate and the inner
kerbs on the bends. The concrete slab for the
starting gates can then be constructed. This
starting grid should be 200mm thick and 2.4m
from front to back across the width of the track,
with four equally spaced starting lines marked
on the concrete. The area of concrete between
the marked lines of each grid should be left
roughened or transversely tamped while the
concrete is green. The inner kerbs are also
200mm thick and 0.5m wide.
1 Removing the topsoil
The drains and sumps can then be installed in
the inner area (Figure 9) using 100mm plastic
perforated pipe to form a land drain. The sumps
are 2m2 and 2m deep, filled with crushed concrete.
This is covered with drainage stone and sand.
The track area can then be covered with a
geo-textile membrane and a 100mm layer of
crushed rock, or crushed concrete if rock is not
available, is placed on top. (Hardcore should
not be used as this is liable to disintegrate over
time, especially if it includes soft red brick.) This
is compacted with a vibrating roller to form the
base layer of the track. A further layer of MOT
Type 1 material is then laid on top of the base
layer and compacted.
The surface of the track can then be laid.
Graded shale, from 6mm to dust, is the preferred
material, but a similar surface may be obtained
using limestone or granite. This top layer, which
should be 25–100mm in depth, can then be
raked out and left to bed in. It can be levelled
with a drag mat when it is dry and then compacted
with a whacker plate.
Complete the inner area by installing the
kerbing where the feeding area was located.
Then level and seed the inner area. It is also
advisable to grade and seed the outside banking
at the bends. The ground immediately between
the outside track boundary and the safety fence
should not slope away from the track. There
should be no obstructions on the track or within
450mm of the track boundaries.
34
2 Building up the banks
3 Laying the kerbing
Once the track is completed a safety fence
can be installed around the perimeter. The
installation of floodlights is a further option that
can be considered.
Safety fence and ancillary facilities
The safety fence is constructed from 75mmdiameter galvanised steel tube horizontal rail
supported on 75mm-diameter vertical posts. All
connections are made by welding or with
proprietar y joint connectors (kee-klamp or
similar). The horizontal rail should be positioned
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ground level of approximately 450 x 450 x 450mm
footing, approximately 250mm below ground
level. Additional posts can be provided for
floodlighting, but it is imperative that they are
set behind the safety fence, that is, on the
spectator side.
4 Compacting the crushed rock base laid on
geotextile layer
The safety fence should be positioned horizontally
a minimum of 1.3m from the outside edge of
the racing surface, so as to provide a safety
zone between the outside edge of racing and
the fence itself.
A pit area is required immediately adjacent to
the track, to accommodate riders not racing in a
particular heat. A double access gate from the
pit area onto the racing circuit should be
provided within the fence, in materials to match
the minimum opening size of the pit gate, which
should be 2m.
An announcer’s building should be adjacent to
the start/finish line, with independent access from
the rear to avoid possible collision with riders.
5 Laying graded shale and building up banks
Maintenance
The surface should be raked with a rack and
drag mat once a week during the racing season.
The timing of this operation will depend on
weather conditions; it is not possible if the track
is wet. The safety fencing must be maintained in
a safe condition and any damaged section must
be made safe before racing is staged.
6 The finished track
900mm above the finished outside concrete
edging level with the vertical posts positioned at
1.75m centres along the length of the safety
fence. An infill between the rail and the posts
should be provided, which can consist of either
a chainlink plastic-coated fence at least 700mm
high, or a galvanised wire mesh infill panel
between each vertical post, again of 700mm
minimum height.
The vertical post to the safety fence should be
set in an in situ concrete foundation below
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Mountain bike courses and trails
The sport of mountain bike racing evolved from
recreational off-road cycling. The recreational
off-road cyclist must be prepared to reach his
or her goal without assistance. To assist the
continuing evolution of the mountain bike coupled
with environmental responsibility, competitive
events place emphasis on equipment reliability
and individual ability. It is in the spirit of selfcontained, self-reliant ‘off-road’ cycling that
mountain bike events are conducted.
descents. The number of artificial objects on
the course should be kept to an absolute
minimum and the difficulty of the features
included should be tailored to the needs of the
riders and their relative skill levels. An alternative
is to have a modified route/course for riders
whose age or health prevents them from
negotiating particular hazards/terrain safely.
Other related factors include:
●
The best shape for a course is ‘clover leaf’
as this provides spectators with many
opportunities to see the riders without the
need to make the laps short, which can lead
to riders becoming bored. Clover leaf also
has the advantage that it is a smaller area to
manage, with consequent benefits in terms
of radio communication, medical evacuation
and marshal placement.
●
Aim for 95% of each lap to be off road.
Mountain bike courses are designed around
the two main types of racing and these are
described below.
Cross-country racing
Cross-country racing has a mass start with a
race around a number of circuits of a course
usually 5–9km long. The winner is the first rider
to the finish.
An ideal course should be varied but it must
also be rideable and safe. A blend of many
different types of terrain that avoids repetition is
ideal. There should be a mixture of technical/
difficult riding and easier/open riding, with a
blend of length and steepness of climbs and
36
Downhill racing
Downhill competitions are individual time trials
where riders are sent off at standard intervals
to race against the clock. Downhill courses
comprise a mixture of single track, jeep road,
field tracks, forest tracks and rocky tracks, and
a mixture of rapid and slower technical sections.
●
There should be no uphill or lengthy flat
sections.
●
The course must be 100% rideable
regardless of the terrain and weather
conditions. It is essential that the course
design take into account the likely effect of
bad weather, and that various course
change contingencies are built into the
design right at the outset. (See Appendix A –
Health and safety.)
●
Where jumps are proposed, they should be
subject to a rigorous risk assessment.
●
The majority, if not the whole course, should
be designed to facilitate passing.
●
The course should be designed to enable a
rider to maintain a fair speed over the entire
course, without excessive changing out of
the large chain ring.
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Figure 13 Aston Hill mountain biking circuit, Aylesbury
Safety
●
Where necessary, for example along the
edge of steep drops, catch nets that comply
with International Ski Federation norms
must be used. Open-mesh fencing must
never be used. Fine mesh may be used,
but it must not be larger than 5x5mm.
●
Wooden bridges or ramps must be covered
with a non-slip surface (carpet, roofing
paper or special anti-slip paint).
●
Where possible, roots, stumps, protruding
rocks and so on should be sprayed with
fluorescent biodegradable paint to increase
These essential measures apply to both crosscountry and downhill racing:
●
At appropriate places, such as walls, tree
stumps and on-course tree trunks, use hay
bales or padding adequate to protect the
riders. Padding must be secured so that it
does not move off its position when hit by a
rider. Marshals must be positioned within
sight of all padding and protective hay bales
to ensure that, if moved, the protection is
replaced before the next rider approaches.
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visibility to speeding riders. Large roots in
damp, single-track sections may have
notches cut in them to stop tyres slipping
along the root. Care must be taken to avoid
damaging trees when taking these
measures.
Other relevant factors
These include:
38
●
When building paths and tracks it is
important to note where the natural flow of
water crosses the course. At these points
you may wish to consider installing extra
drainage to keep the track from becoming
boggy and to ensure that the natural flow is
not disturbed.
●
When fencing along the edge of paths or
areas, always use a post and rail style fence
with rails not less than 10cm wide. Also
ensure that the height of the top rail is such
that a rider cannot fall over it when sitting on
a bike.
●
Ensure posts are made of material least
likely to injure riders.
●
You may wish to incorporate a short path
made of hardcore material or tarmac. There
are many people who wish to ride in areas
of natural beauty without getting covered in
mud and these types of paths are popular
with families with young children who are
learning to ride.
●
Car parking should be considered – in rural
areas cyclists might wish to drive to their
chosen location.
●
Bins must be provided.
●
Signage: Ensure that your facility is
adequately signed on nearby paths and
roads. It is important to warn pedestrians
that there are cyclists in the area. You must
create and sign some ‘escape routes’ from
the tracks to the car park so that riders with
mechanical problems can return to the car
park quickly. Course signing has two
objectives:
●
to highlight the route of the course
●
to warn of danger.
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Cyclo-cross circuits
What is cyclo-cross?
At one time, this was a fairly simple question to
answer. Cyclo-cross was off-road cycle racing,
usually over a circuit two to three miles in
length, where competitors covered a variety of
terrain including natural and artificial obstacles
where they would be obliged to dismount and
carry their bikes.
However, the nature of cyclo-cross has changed
in many ways since the end of the 1980s. At the
highest level on the international stage, the sport
has reinvented itself to carve out an identity that
is distinctive from the new rival discipline of
cross-country mountain biking. Regulations have
been introduced to make courses faster, wider
and more raceable, with the severity of obstacles
and the need to dismount much reduced. The
phrase ‘the Formula One of cycle sport’ was
coined, and a World Cup series and world
ranking system introduced. Coupled with the
move from separate professional and amateur
codes to fully open racing, the spor t has
developed greatly at world level, setting new
standards and dominated by a small core of
cyclo-cross specialists.
At the same time many local events, not only in
Britain, have continued to be staged year after
year virtually without change, sticking to a
formula where the challenge of the terrain is
equal to, or supersedes, the race between
competitors. At one time, detractors of cyclo-cross
used the term ‘mud plugging’ as a pejorative
term, but it is a format that still has many
adherents. In Britain in recent years there has
been much debate over the relative merits of
old versus new, technical versus non-technical
courses, mud plugging versus criterium-like
circuits, and so on. Much of this debate has
missed the point. The real issue is how to make
events more raceable, more attractive to potential
competitors and spectators, and ultimately more
self-sustaining, whatever the style of circuit.
Finding a venue
The first aim is to find a venue with terrain that
offers an appropriate challenge to competitors
and, where appropriate, an interesting spectacle
for spectators. In reality, the choice of venue is
usually decided by a combination of three
criteria: cost, suitability of terrain and access to
supporting facilities (changing accommodation,
showers and so on). The first two are expanded
on below.
Cost
The overriding factor in staging an event is
undoubtedly cost. There may be charges for
land use, either in the form of a flat fee or a per
rider levy. There may also be charges for the
use of supporting facilities, such as changing
rooms and showers. Often, even if a venue is
provided ‘free of charge’, the landowner might
have to meet the costs of a building caretaker
or park ranger, and may naturally wish to pass
these costs on to the race organiser. Most local
events operate on an entry-on-the-line system,
so an organiser needs to set a race budget with
the number of likely entrants in mind. It is a
useful idea to set two or three alternative budgets,
according to different levels of participation.
Suitability of terrain
A cyclo-cross course can be devised on a wide
variety of terrain. Venues have included public
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parks, disused quarries, the peripheries of sports
centres, farms, grassland and school grounds.
It is not necessary to have severe inclines, or to
employ every available climb and descent
where the terrain is more severe. A successful
cyclo-cross course can be devised on even the
flattest terrain with a little ingenuity. Nor is a vast
area of land required. By employing loops and
double-backs, a course can be laid out on a
relatively compact area of land, with the added
advantage that spectators can view the racing
a number of times each lap.
The guidelines below aim to outline best
practice when devising a course. Not every
element may be feasible at every venue, nor will
every element be necessary, especially at small
local events.
On at least a good proportion of the proposed
course good drainage is an important factor. A
venue that seems ideal at a summer inspection
can be ver y dif ferent and perhaps even
unrideable in a wet winter. Avoid clay soil and
potentially boggy landscapes, which may become
quickly saturated. The possibility of incorporating
a section of tarmac road or other hard surface
should also be considered. This is a particularly
important factor in top-level events.
It is a good idea to devise the course with the
help of an experienced cyclo-cross competitor.
Potential new organisers may be more familiar
with cross-country mountain biking than cyclocross and may attempt to use this background
accordingly. Cyclo-cross is not the same as
mountain biking and requires different skills.
Mountain bikes are welcome at the majority of
domestic events but a primary objective must
be to construct a cyclo-cross course, not a
mountain bike trail. A good rule of thumb is to
examine a proposed section of the course and
ask the question: ‘Would it be an advantage to
use a mountain bike here?’ If the answer is
‘yes’, try to look for an alternative.
Devising a course
Course formation
Ideally, a course should comprise a circuit of
2500–3500m in length which – depending upon
the nature of the terrain, the climatic conditions
and the standard of the participants – should
produce a lap time for senior riders of around
6–8 minutes. For youth competitors a shorter
circuit should be employed, usually by excluding
a section or sections of the full course. A
separate, simplified course should be devised
for under-12s.
A clover leaf or similar pattern will give a
reasonably sized course within a comparatively
small area. It will also enable race officials to
monitor the race more effectively and allow
commentators and spectators to see more of
the race and to keep in touch with race leaders.
This formation does have its drawbacks,
however. It requires more and better course
marking and more race marshals to secure and
define the course.
Cyclo-cross courses can be planned in the most
unlikely places by using imagination, initiative,
improvisation and a few stakes and tape. Some
may have limitations, but may be better than no
course at all. At many venues, organisers face
restrictions on the land they can use when
building a course. They may be prohibited from
crossing sports pitches or be confined to the
perimeters of facilities. Sometimes features that
the organiser wishes to incorporate may be
some way apart, necessitating a long transfer
from one section to another and thus extending
the lap length. Using such features may also
40
involve difficult or restricted access points where
the course becomes unsatisfactorily narrow.
Course width
Cyclo-cross is a racing discipline and courses
should be sufficiently wide to allow overtaking
at all points. The international regulations
stipulate a minimum width of 3m, and this
should be the goal for as much of the course as
possible, including technical sections.
Single track should be avoided. It is not a
feature of modern cyclo-cross, although it is still
found on many courses. Woodland single
tracks, with ‘rough stuff ’ features such as
exposed roots and excessively bumpy terrain,
are still popular with many competitors, but they
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are not conducive to fast racing. This is another
feature where mountain bikes have an
advantage, and is more appropriate in crosscountry mountain bike courses.
Also to be avoided are sections that, while
nominally meeting the minimum width
requirements, contain only a narrow racing line
with unrideable sections to right and/or left.
There will inevitably be a ‘best line’ within the
width of the course, but it should not be the
only line.
Course marking
There are two reasons for marking out a
course: first, to define an unambiguous route for
the competitors and, second, to separate the
competitors from officials and spectators for
safety purposes.
Plastic tape attached to wooden or plastic
stakes is the norm for course marking (metal
stakes should be avoided), but more robust
fencing or crowd control barriers may be
needed for key areas in bigger events. In small
local races, obvious straightforward sections,
which connect one technical feature to another,
are often unmarked, with course marking
restricted to indicating changes of direction.
In many cases this is sufficient, but organisers
should be wary of the occasional unscrupulous
competitor who may use the excuse of an
ambiguously marked course to cut corners.
This creates problems for the race judges, but
such instances are rare at local events. At major
races it is important to mark the course fully to
prevent such occurrences.
However, the most important role of course
marking is to indicate to non-competitors that a
cyclo-cross race is taking place. The extent and
standard of such marking will depend upon the
size of the event and the extent to which the
venue is open to the wider public. If it is a
small event at a private venue and is
restricted to competitors, their helpers and
officials then minimal course marking may be
adequate. Otherwise, the following measures
should be considered:
●
tape off the course
●
barriers or more secure fencing at points
where crowds may congregate, for example
start and finish, obstacles
●
marshals at points where public paths or
regularly used routes cross the course
●
marshals at public access points to the
course area.
If a course is being planned in a public park or
over common land where there are regularly
used paths, it is best to minimise the number of
crossings and to marshal sensitively those
crossings that are used. People who go for daily
walks or runs may become incensed if they find
their usual route is affected by a cyclo-cross,
even though permission has been granted.
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Ascents, descents and adverse cambers
The distribution of ascents and descents around
a course can be the key to staging a good
event. Try to intersperse these, and other
technical sections, with less demanding parts of
the circuit that can be used as recuperative
features. Cyclo-cross courses do not require a
huge variation in elevation. Generally, uphill
sections should be short but challenging. Try to
avoid long slow drags, which nowadays are
more the province of cross-country mountain
biking. If there is no alternative but to include a
significant climb, it is better to break it up into
sections if possible – don’t look at a hill and
think you must go straight up! Try to gain the
height in stages interspersed with flat or even
slightly downhill stretches.
Some ascents are designed to be sufficiently
severe to enforce a dismount and create a ‘runup’, although don’t be surprised if the better
riders can reach the top without dismounting. A
well-designed run-up should allow either option,
and the good technician can often dismount,
run and remount faster than the competitor who
opts to ride. Again, such sections should be
short and sharp.
Care should be taken when devising descents to
ensure that they are not excessively dangerous.
‘Extreme’ features such as drop-offs to the
side or ‘bomb-holes’ should be avoided.
Consideration must be given to providing safe
‘run-outs’ at the immediate foot of steep
descents, without sharp bends or potential
hazards such as buildings or trees.
Where the landscape is less severe but
undulating, technical sections can be created
by marking the course so that the circuit follows
an adverse camber along the side of an incline.
This may not look as spectacular as a steep
descent, but is nevertheless a good test of a
rider’s skills. The course marking at the lower
side of the adverse camber should be sufficiently
robust to protect both rider and spectator.
Artificial obstacles
Artificial obstacles are generally used either to
break up particularly flat courses or sections, or
42
to force riders to dismount before an ascent and
thus make them run rather than ride up the
climb. In the past, natural obstacles such as
fallen tree trunks were used, but under current
regulations obstacles are standardised and
should be in the form of planks across the course.
The more technically proficient competitors are
able to ‘bunny-hop’ these obstacles without
dismounting, and to discourage this the height
of obstacles at international level has been set
at 40cm. For domestic races this should be
regarded as a maximum height. Obstacles
should comprise no more than two successive
planks, placed 4m apart.
The following provisions apply to all obstacles:
●
They should cover the full width of the
course.
●
They should be solid over their full height
(that is, no gap between the ground and the
bottom of the obstacle).
●
They should not be made of metal.
Road/tarmac sections
Efforts should be made to include some road
or tarmac sections on the circuit, both as a
recuperative feature and to encourage more
open and faster racing. At international level
such sections are obligatory and are used for
the start and finish zones.
Unusual features
The provisions outlined above should be
sufficient to provide a varied and challenging
course. However, other features may also occur,
either naturally due to the nature of the terrain
or artificially to create more interest on an
otherwise bland course. The examples below
are not exhaustive and should be considered
with caution:
●
Steps: The ascent of steps is one way to
ensure that even the strongest and most
technically proficient rider must dismount
and carry the bike. Wide, rustic-style steps
have been an exciting feature of some
major events but have usually been
specially constructed. The temptation to use
existing steps as a course feature should be
examined carefully before proceeding.
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present). If narrower ditches are
unavoidable, competitors should be obliged
to dismount.
●
Indoor sections: Major events in Belgium
and Switzerland have sometimes taken the
course through the beer tent! Great for
atmosphere at big events but hardly
practical for local promotions.
Starting zone
The organisation of the starting zone probably
causes more problems than any other single
feature, especially where there is a large entry.
The domestic cyclo-cross regulations specify
that: ‘The starting section shall be devised so
that riders may safely progress onto the main
circuit. The first narrowing or obstacle after the
starting section may not be abrupt but shall
allow the riders to pass easily. The first bend
shall be less than a right angle turn.’
Concrete steps, and the descent of steps of
any kind, are forbidden.
●
Sand: Uncommon in Britain but a regular
feature in races in Belgium and Holland,
where circuits are often devised on coastal
dune sites. A useful addition, if available, to
give competitors a taste of the continental
scene.
●
Water/stream crossings: Water crossings
of any kind should be avoided. If it is
impossible to transit from one section of the
course to another without crossing water
then efforts should be made either to
construct a bridge (of sufficient width) or,
where the crossing is narrow, to oblige
riders to dismount. Bear in mind that a
negligible trickle at a summer inspection
could become a raging torrent at a winter
race.
●
Ditches: Ditches are acceptable where the
depression is shallow and it is possible to
ride in and out (and taking into account the
provisions for water crossings if water is
As the regulations suggest, it is common for the
starting leg of a cyclo-cross race to be outside
the course proper. The traditional thinking in
Britain has been that all riders line up in an arc
of one or two rows and the field is sufficiently
dispersed by the time it funnels into the main
course. With a small number of riders this is
feasible, but as the numbers increase problems
arise. A venue may not provide sufficient space
to allow this, it may be difficult to ensure that the
terrain to be crossed is approximately the same
for all, and there may not be sufficient lead-in to
the main course.
The solution to this is to employ a narrower
starting zone, still on a leg outside the main
course, but with the riders lined up in a number
of shorter rows. It is advantageous for this lineup to be organised, either by random draw or
more commonly in accordance with a ranking
based upon previous performances, with the
better riders claiming the front rows. This
addresses the problem of slower riders inhibiting
the faster starters at the beginning of the
race, which can lead to accidents. At major
and international events the starting zone is
invariably on the road, with riders gridded
according to performance.
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The additional provisions for international races
are also useful as guidelines for all events. The
starting leg should have a minimum width of 6m
and a length of 600m before reaching the first
off-road section. This should be sufficient to
allow the field to spread out and prevent
bottlenecks when the main course is reached.
By the same token, the starting leg should be
flat or uphill: a downhill start can bring the field
too quickly to the first technical sections.
Finishing zone
Judges and recorders will appreciate a fairly
open finishing area, so that riders can be seen
approaching from some 150–200m and do not
disappear around a bend immediately after
crossing the finish line. There should in any
case be sufficient braking space after the finish
line to allow for a sprint finish. A downhill
finish should be avoided. As spectators and
photographers tend to cluster around the
finishing area, special consideration should be
given to the course marking and fencing in this
zone. An area for the judging team and other
officials should be kept clear of spectators.
As with starting zones, finishing straights in
international races are invariably on the road.
Equipment pits
In cyclo-cross, competitors have the opportunity
to change onto a fresh bike if they have
mechanical difficulty, or simply if their original
bike is clogged with mud. The zones where
bikes can be changed are called equipment pits
and, where pits are used, bike changes must be
made in them. In local events, where few
competitors traditionally have a second bike,
there is no obligation under the domestic
regulations to have equipment pits, but they are
obligatory in more important races (designated
category B or higher).
There should be a maximum of two equipment
pits on the circuit, judiciously placed so that
they are evenly spaced. Where the formation
of the course allows, one double pit can be
installed which allows a rider to change bikes at
the same pit from different parts of the course.
44
The majority of riders dismount and mount to
the left of their cycles, so pits should be placed
on the right-hand side of the course.
The equipment pit is normally an open area at
the side of the course. However, in national and
international events a separate pit lane is
obligatory, and only riders who require an
equipment change can enter the pit lane.
Risk assessment
It is increasingly common for the landowner of a
proposed cyclo-cross venue to request that a
risk assessment be carried out before formal
permission for use of the venue is granted.
Some organisers are intimidated by the term
‘risk assessment’, but all events have been
subject to an informal risk assessment even if
the organiser doesn’t realise it. To take a
ludicrous example, no cyclo-cross course is
directed over a 100m cliff or across six lanes of
a motorway because this would obviously be
perceived as an unacceptably high risk. A
formal risk assessment procedure allows an
organiser to better evaluate the course and
venue in relation to the requirements of the
regulations and the potential risks to competitors,
officials, spectators and the general public.
Risk assessment was first developed in cycling
in anticipation of legislation to make this process
compulsory for events on the public highway.
However, it has become a regular requirement –
if not a legal one – for all kinds of public or
recreational events and the practice has been
extended to all cycling disciplines. See Appendix
A for more information on health and safety.
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Grass tracks
Grass tracks are used for a similar range of
events to those held on most cycle tracks.
Typically a grass track is marked out around
a cricket field or other spor ts pitch. One
permanent facility is located within Roundhay
Park, Leeds. Grass track racing is often featured
as part of a larger event such as the Highland
Games, and can be a welcome attraction to
village fairs and town and county shows.
Marking out tracks
The site for a grass track should be reasonably
flat with minimal undulation on the surface.
There should be a good quality of grass cover
and the grass should be as short as possible,
typically 1–3cm for maximum grip and speed –
it also dries quicker if kept short. Riders may
not be allowed on the track if it is wet, and
especially not after long, dry spells as a baked
hard surface may not produce enough grip. The
surface should be monitored for dangerous
materials such as glass and stones and
these should be removed. Other deleterious
substances such as dog mess and litter should
also be removed.
The length of a grass track is largely dependent
on the size and shape of the ground available.
Typically tracks may be 250–400m long and
often follow the perimeter of a cricket ground
Figure 14 Dimensions of grass circuit
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or go around a grass athletics track, but an
ideal size, if the footprint fits the available area,
is 333m.
The following guidelines are to assist organisers
with measuring a track (see also Figure 14):
Place two datum marks in the ground 47–55m
apart. Scribe a radius of 35m outside each
datum point in a semi-circle, and join each
semi-circle with the home straight and back
straight lines. Handicap marks every 5m or 10m
make the officials’ job easier. Perimeter flags
can be placed at 5m intervals with a small plate
on the peg giving the handicap distance, that is,
90m, 85m and so on.
It is recommended that the riders’ enclosure be
located on the outside of the track. This is a
safe location that also affords the race officials
the best possible view. A warm-up area, that
does not impede the officials’ view, should be
clearly marked out for riders to use before their
race. The outer perimeter of the track should
have a sufficient length of fencing/barrier tape
to ensure both rider and spectator safety.
46
Technical regulations
Pegs or flags are used to mark out grass tracks
with the inner boundary of the track placed
at least 200mm inside the inner boundary of
the track. The pegs should not be larger
than 200x40x15mm, and must be at an angle
with the ground of not more than 45º, with the
tops of the pegs pointing away from the white
line. The inside edge of all grass tracks should
be marked with a 40mm-wide white line.
On all grass tracks, the finish should consist of
three 25mm-wide parallel white lines. All lines
must be distinctly marked across the track with
the two outside lines not more than 300mm
apart – the centre line is the finishing line.
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Road racing and time trials
The Facilities Strategy for Cycle Sport in England
(1999) stresses that the public highway is the
single most important cycle facility. Competitive
cyclists of almost all disciplines use the road
network for both training and competitions.
While not a major issue for this design guide, it
is important to recognise the types of races that
currently take place on the public highway.
Criterium races
These are similar to closed circuit races but do
not always take place on a closed road. They
are often held on weekday evenings over a
distance of 30–40 miles, under a time handicap
system that allows for the mixing of various
categories. The first person over the line wins.
Road races
Held on public open roads for all age categories
apart from under-16s, races will normally cater
for up to three categories and accommodate a
field of up to 80 riders. Distances vary with
younger riders covering 40–50 miles while elite
riders can vary between 50 and 120 miles. The
first rider over the line wins. Speeds are kept
high with sprints at intermediate points of the
race, possibly for a ‘King of the Sprints’ or ‘Hot
Spots’ award. Some events also have a prize for
the best hill climber who is awarded a ‘King of
the Mountains’ prize.
Stage races
Stage racing events are split into stages, and
the event usually lasts more than one day. Each
stage is a separate race although the final result
is based on each rider’s overall time for all the
stages. The shortest overall time wins. Some
stage races can last for up to three weeks, for
example the Tour de France.
Time trials
The minimum distance for a time trial is
generally 10 miles, but shorter races are often
permitted. Most races cover fixed distances (10,
25, 50 and 100 miles) or a fixed time, for
example 12 or 24 hours. Riders start at oneminute intervals, or sometimes more, and cover
the course as fast as they can alone, without
assistance or taking pace from other competitors
or vehicles.
Race headquarters
When undertaking a risk assessment for a
course, consideration must be given to the
location of the headquarters and changing
facilities for the event. Typically, it will be
necessary to hire a village hall or a local school
and this should be located as close to the circuit
as possible.
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School facilities
Schools are ideal for developing low-cost offroad perimeter type cycling circuits that present
opportunities for curricular, extra-curricular and
community multi-sports use.
There is scope on many school sites to develop
further cycling facilities. These include BMX
tracks, closed road circuits, cycle speedway
tracks and grass track racing. Technical
guidance for these facilities can be found in the
appropriate sections of this design guide.
●
British Cycling regional youth development
officer
●
British Cycling regional talent manager.
Course design
Consult with the grounds maintenance contractors
to discuss:
●
the implications for increased grounds
maintenance costs, for example having to
cut around wooden marker posts
●
the width and positioning of any permanent
obstacles/markers to ensure there is no
conflict with grounds maintenance.
Benefits of off-road perimeter circuits
●
School-based off-road circuits provide an
ideal introduction to cycling for young
people.
●
Comply with the Construction (Design and
Management) Regulations 1994, if
applicable (see Appendix A – Health and
safety).
●
There is availability of land on school sites.
●
Perimeters of school fields are generally not
used for other sporting activities.
●
●
There is very little or no conflict with other
sports using playing fields, for example
football/rugby/hockey.
Ensure that the positioning of permanent
obstacles does not block emergency access
to the playing fields.
●
●
Such a circuit can be dual purpose serving
also as a cross-country running course.
●
School sites offer scope for community use
by local cycling and athletics clubs.
Examine usage of school playing fields if
they are open access, that is, not secure
sites. What would be the implications of an
off-road circuit in these circumstances?
●
Involve the local community in decisions on
matters of security.
●
Off-road circuits around the perimeter of the
school can be developed at a relatively low
cost and can be funded from a variety of
sources.
General principles
All school playing fields are different. It is
therefore impossible to provide a common
specification for an off-road circuit as it is so
dependent on the shape, size and contours of
the land available. However, there are some
general principles that can be applied in all cases.
Consultation
The consultation process should include:
48
Safety and security
●
grounds maintenance contractors
●
head teacher/local education authority/head
of PE
●
local community
●
local cycling club(s)
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Figure 15 Off-road cycling circuit at Frederick Gent School, Chesterfield
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Technical specification
Section 1: Flat hurdles
Many ideas for the design of a school-based
off-road circuit can be taken from the technical
specification for cyclo-cross circuits and mountain
bike cross-country circuits. Basic principles are:
Three railway sleepers concreted in 2m apart.
Used for bunny hopping/dismounting/remounting.
Section 2: Flat hurdles followed by natural
climb
●
Design an off-road type perimeter circuit
with various ‘technical’ sections that can be
used for coaching specific skills.
Three railway sleepers concreted in 2m apart
just before a short natural climb. Used for bunny
hopping/dismounting/remounting.
●
Make use of natural obstacles such as
cambers, bankings and so on.
Section 3: Incline hurdles
●
Minimise use of permanent
obstacles/markers.
Three railway sleepers concreted in 2m apart
just before a shor t natural climb. Used for
dismounting/remounting training on a climb.
●
Ensure any markers used are clearly visible
and properly secured.
Section 4: Slalom
●
Link the width of the course with the
recommended width for cyclo-cross courses
and also discuss grass cutting, for example
gang mowers, with grounds maintenance
contractors.
Example of a school off-road facility
Frederick Gent School’s off-road cycling circuit
was funded by an Awards for All grant at a cost
of £1,500. It consists of a perimeter off-road
course around the edge of the playing field. It is
marked out at approximately 30–40m intervals
with wooden marker posts concreted into the
ground and makes use of the split level of the
playing field, incorporating the natural climbs
and cambers throughout the course. Using
railway sleepers concreted into the ground, four
technical sections have been developed. All
sections can be used individually or as part of
the perimeter course.
Zig-zag climb marked out with six railway
sleepers on a short, steep natural incline. Used
for technical climbing training, that is, having to
negotiate turns on a climb.
Other options for school-based cycling
facilities
It is important to recognise that cycling is not
only an exciting competitive sport and beneficial
recreational activity but also a viable form of
transport. The charity Sustrans (sustainable
transport) is involved in practical projects to
encourage people to walk and cycle more, in order
to reduce motor traffic and its adverse effects.
The Sustrans Safe Routes to Schools project
enables and encourages children to cycle or
walk to school by improving street design,
calming traffic, creating traffic-free spaces and
linking with the National Cycle Network.
Kesgrave School in Ipswich has successfully
created a safe route under this initiative to
encourage pupils to cycle to school. Pupils
make a total of 1,400 bike journeys per day –
more than 700 out of the 1,050 pupils ride to
school and the school run by car has been cut
to 50 per day! Linking the development of a
school-based cycling facility with the provision
of bike storage and safe transport links will
maximise benefits to the school and the
community in terms of the provision of a
beneficial sporting and recreational activity that
is also a viable form of transport.
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from the main circuit. Extra width in the
shape of a rectangle could be included near
to the finish, to act as a feed station and
also a mechanics’ area.
Multi-use facilities
Lee Valley Cycling Centre (formerly known as
Eastway) is an established multi-use cycling
facility providing a suitable London venue for
leisure, training and competition. It has proved
that such venues need to cater for many cycling
disciplines in order to survive. It is used for
National Series Road and Premier Calendar
events, Veteran World Circuit Championships,
BMX competitions and has hosted international
cyclo-cross. Its regular Wednesday evening
mountain bike races attract up to 200 riders,
as do the regular road circuit races for all
categories of rider.
●
The road circuit should include a variety of
features including flat and hilly sections and
sharp and sweeping corners. A tunnel could
be provided for entry into the middle of the
circuit to avoid the need for pedestrians to
cross the road circuit.
●
The location of the facility is important.
Ideally it should be situated in or close to an
urban area, with provision for varying grass
terrain in the centre of the circuit to provide
for mountain biking and cyclo-cross, as the
fabrication of artificial mounds/hills can be
expensive.
●
Mountain biking and cyclo-cross routes that
cross the main road circuit can produce
mud debris, which could create danger to
road bikes, therefore adequate cleaning
equipment is required on site. If mud debris
is a problem, an industrial road sweeper is a
good investment.
●
Floodlights to 300 lux allow for winter
training and evening racing.
General specification
●
●
A multi-use facility should cater for at least
three of the following cycling disciplines:
road racing, cyclo-cross, mountain biking,
cycle speedway and BMX, and incorporate
a permanent closed (traffic-free) circuit of at
least 0.5km, but preferably around 1–2km
so that it meets training and competition
standards. It should be at least 6m in width.
Ideally, the circuit should be capable of use
for varying distances, with a smaller circuit
for youngsters to learn to ride and practise
cycle proficiency which could be separated
Provision for spectators/non-cyclists
The facility should be versatile and provide
opportunities for other compatible sports such
as in-line skating, road running, cross-country
running and wheelchair racing, although space
in the centre of the circuit should not be used
for ball games as these create a hazard when
cycling is in progress.
A pedestrian pathway around the road circuit,
with safely positioned benches, encourages
spectators. Such paths should never cross a
circuit, but pedestrians can use a tunnel/ramp
leading to the middle of the circuit, provided there
is adequate, safe separation of pedestrians and
machines. Pathways should be level to ensure
that leisure in-line skaters can safely use the
path without inconveniencing pedestrians, who
may include young children.
Optimise footpaths by incorporating fitness trails.
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Figure 16 Multi-use cycle site at Lee Valley
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Adequate space between the circuit and
pedestrian routes will lessen the danger of
inadvertent trespass.
Cycle security
Spectator provision is important at finish areas,
with a spectator stand where justified.
A secure compound, or cycle storage facilities
such as bike stands, should be provided in
close proximity to changing rooms and signingon areas. This has the effect of reducing theft.
Site security
Personal security
Security is a most important consideration. If
it is not effective, this could result in the
circuit failing to attract users, competitors and
spectators. For example, Lee Valley multi-use
facility has a major problem with vandalism at
the site including the access road, and this not
only leads to high maintenance costs but also
detracts from the enjoyment of users.
Barriers should be erected in the finishing straight,
and in any other places where pedestrians –
especially children and coaches – could run on
to the circuit. Safety and security can be
heightened if judges are able to see most of or
the entire course.
An effective level of security must be maintained
at all times, whether the facility is in use or not.
Ideally, substantial perimeter fencing should
encapsulate the entire facility, although there
are alternatives, for example employing security
guards or contracting a security company.
CCTV provides a further option, although it is
unlikely to be sufficient in isolation. To be
effective, CCTV should complement the use of
security officers.
First aid must be available whenever the facility
is in use and the home club and the site should
develop a child protection policy.
Changing rooms and toilets
Changing rooms and buildings should comply
with Sport England standards (see the Sport
England Guidance Notes Pavilions and
Clubhouses and Access for Disabled People –
see page 64). All facilities must have the
capacity to cater for the maximum anticipated
numbers of users, taking into consideration
the number of disciplines available at one
time and the number of races scheduled.
Changing facilities with toilets and showers
need to be provided for both sexes, and there
should be flexibility to cater for a preponderance
of one sex at a particular event.
The facility must have at least one clearly
signposted unisex accessible WC cubicle. The
cubicle must be accessible from all areas of the
facility including the social, refreshment, changing
and staff areas. The cubicle should be located
close to the changing areas unless there are
dedicated unisex accessible changing rooms
incorporating WCs within the changing areas.
The changing room floor should be designed
with a slight slope for easy cleaning and
drainage, especially as mud is likely to be
trodden through. Cleanliness of facilities is an
important factor, which improves the overall
experience of a rider. The floor should also be
capable of withstanding the stresses created by
the cleats on riders’ shoes.
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Lockers should be provided, of sufficient size to
safely store kit bags and personal items. If
possible, separate toilets for spectators should
be provided to avoid them having to walk
through the changing rooms. Ideally such toilets
should be accessible from the exterior of the
building and the circuit.
Adequate plans for the provision of drug
controls also need to be assessed.
It is important that designers consider carefully
the religious and cultural implications of their
proposals and consult closely with local users.
For example, a scheme serving a Moslem
community will have aspects of sanitation and
hygiene that require careful design. Communal
shower/changing facilities and urinal troughs
would be unacceptable given the requirement
for complete visual privacy and there might be a
need for ancillary facilities, such as a bidet or
other sluice arrangements. Additionally, the
orientation of facilities could be critical.
Other fixed amenities
A kitchen should be included in the pavilion,
with a suitable counter for serving customers. A
room adjacent to the kitchen can provide for the
54
signing in of riders and can also be used for
roller racing, spin cycling (equipment needs to
be stored safely), circuit training, fitness testing,
and coaching with the addition of a white board.
It can serve as a classroom and/or social area
for riders and spectators.
A drinking tap on the exterior of the building or
in the mechanics’ area for the refill of water
bottles is good practice.
A committee meeting room is also necessary in
order to provide a quiet environment for the
calculation of results. The room should ideally
have a window in which results can be displayed.
An electricity point is needed in the room for use
of electronic equipment.
First aid provision should include a first aid
room containing a sink. The room should be of
sufficient size to allow a screened-off area to be
used as a drug controls unit, or as a physio
room. This room should be easily accessible
and located on the external wall of the building
to facilitate entry by emergency services and
injured riders.
Although not essential, a gym or separate
fitness room is desirable. However, all space,
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Bike storage and maintenance
Secure bike storage is essential for the safe
keeping of hire bikes. This can either be
included in the pavilion or by means of steel
containers currently under research. (See also
‘Cycle security’ on page 53.)
Hire bikes should be police protected and well
maintained. Provision should be made for small
bikes with stabilisers and tricycles for younger
children who accompany brothers, sisters or
parents to events.
A mechanics’ area close to the circuit or car
park should incorporate bike stands, an
automatic air pump and a jet hose to wash
muddy bikes. Ensure that debris and water
have adequate drainage and will not run into
spectator areas or onto the circuit.
Access
including non-essential rooms, needs to be
justified on the basis of expected demand/use
as well as the overall sporting ’gain’.
Facilities for judges/officials
Judges and commissaires require a judging box
adjacent to the finish, which is elevated,
covered and has a power supply. Remember
that requirements for judging facilities may vary
according to the discipline involved.
A large electronic clock and lap board are also
essential, but should be removable to reduce
vandalism. A fitting to hang a flag should also
be provided.
Provision should be made for verifying the
finishing position of riders, either by photo finish
or transponders as used in France.
Barriers, which are provided to keep pedestrians
off the finishing straight, should allow sponsorship
banners to be attached. A public address
system is desirable on most circuits, and should
cover the entire circuit and all disciplines. A
permanent podium will add a professional
finishing touch.
Adequate car parking must be incorporated on
site, close to the circuit and with security
features. To take account of roof racks on cars
there should be no height barrier.
The facility should be designed to allow
emergency access to all areas with dedicated
parking directly in front of/next to the first aid
room. This parking area must be hatched
in yellow and include the clear message
‘Emergency vehicles only’.
Arrangements should be made for those
arriving by wheelchair, bicycle or on foot and,
where possible, for those arriving by public
transport. It is essential that there is clear
signage at the entry from the public highway
indicating routes to the:
●
car parking areas, specifically accessible
car parking spaces
●
drop-off point
●
main entrance to the facility.
The Guidance Note Access for Disabled People
(see page 64) has more infor mation on
disabled access.
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Cycle sport for disabled people
Cycle spor t caters for people with almost
any disability.
The ‘off-road’ facilities required for cycle sport
are, on the whole, user-friendly to disabled
people. Normally, gates and other means of
access to cycling facilities tend to be near to
start lines and the other necessary key access
areas. It is rare that such access is via steps. If
there are ramps to such access, they must be
on the shallow side.
Where access is by bridge or tunnel, alternative
means of access must be made readily
available to anyone who has difficulty using
steps. Calshot Activities Centre has a chairlift in
position to assist with such movement. Also,
access to/from car parks, changing facilities
and so on needs to incorporate shallow ramps
and other appropriate good practice procedures.
There are few general barriers to participation
in cycling, but people with more severe forms of
disability might need to compete using tricycles
or tandems. This does restrict the opportunities
to participate in the more technical disciplines
of cyclo-cross, BMX, cycle speedway and
mountain biking. Participation on track and
road – particularly closed road circuits – has far
fewer barriers.
In competition situations, people with a visual
impairment are assisted with audible countdown
systems, particularly on the track. Officials and
others – so long as they are made aware of the
need – can assist people with hearing difficulties.
There are currently British Cycling national
championships for people with locomotive,
cerebral palsy and visual impairment disabilities
on closed roads, in time trials (on the open
road) and on the track. Efforts are continually
being made to expand these championships to
cater for people with other forms of disability.
Evidence of this work already exists in a
number of British Cycling-promoted nonchampionship events. Typical examples are the
close links now being forged both with people
with learning difficulties and those who need to
compete on hand cycles.
Many riders with a disability also compete against
non-disabled riders in ‘normal’ competition.
As part of its equity policy, British Cycling fully
recognises the need to integrate disabled
people within cycle sport. It has a member of
staff dedicated to raising awareness among
cyclists with a disability of the opportunities to
be had within cycle sport as a whole.
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Appendix A – Health and safety
Introduction
Some cycle sports present risks to participants
and also, occasionally, to spectators and others
not actually participating in the events. While
it is impor tant to reduce risk to the lowest
practicable level, there is also the need to
ensure that the challenge presented by cycle
sports is not diluted to the point that it does
not ‘test’ those involved. If participants – and
spectators – begin to view safety regulations as
overly protective, they may lose interest.
However, all sporting activity – especially where
children and young people participate – has
become the focus of attention as a consequence
of the number of accidents, some fatal, that
have occur red in recent years. Although
organisations specialising in ‘adventure training’
have been the main focus of attention, every
sport must pay particular attention to the safety
of its younger participants.
Duties and responsibilities
Although relevant law and regulation is directed
towards health and safety at work – hence the
principal statute title the Health and Safety at
Work Act 1974 (HASAWA) – those responsible
for cycle sports must understand that, in many
cases, they will be regarded as having duties/
responsibilities under HASAWA. Even if they
have no such responsibilities, they will be
expected to perform to the same standards as
those who do!
●
Sports organisations/governing bodies
with employees: Even if the organisation
has only one paid employee, it is an
‘employer’ and as such has responsibilities
to that employee and to all other persons
who may be adversely affected by the way it
conducts its operations.
●
Sports organisations/governing bodies
with no employees: Although such
organisations cannot be proceeded against
for breaches of HASAWA, they are
expected to maintain the same standards as
those who can.
In its book Charity and Voluntary Workers: A
guide to health and safety at work, the
Health and Safety Executive states: ‘In
general, the same health and safety
standards should be applied to voluntary
workers as they would to employees
exposed to the same risks.’
Thus, organisations having no paid staff are
not strictly subject to health and safety law,
although it is recognised as good practice
that they should afford the same protection
to those with whom they deal as they would
be expected to do if they were employees.
Whether or not an organisation has employed
staff, it may be pursued in the civil courts by any
person who has been injured as a consequence
of the organisation’s failure to exercise their
duty of care to them while they were managing,
organising, participating in or watching events
produced by that organisation.
Legal considerations aside, it cannot be right to
deny participants in cycle sports the safeguards
that would be mandatory if the participants
were employees.
The objective of this appendix is not to
describe every item of health and safety law
and regulation, but to focus on the key
requirements, especially those that are
increasingly regarded as essential for
‘organisations’ as well as employers.
Clearly, all persons who are members of an
organisation and who participate in
events arranged by it, or who attend events as
spectators, are protected by HASAWA,
notwithstanding that they might not
themselves be ‘at work’.
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Health and Safety at Work etc Act 1974
(HASAWA)
Employers’ duty toward employees and others
who may be adversely affected by their operations.
It is the duty of employers to ensure, so far as is
reasonably practicable, the health, safety and
welfare at work of all employees, paying
particular attention to:
●
providing and maintaining plant and
systems of work that are safe and without
health risks
●
ensuring safety and absence of risk to
health in connection with the use, handling,
storage and transport of articles and
substances
●
providing such information, instruction,
training and supervision as is necessary to
ensure the health and safety of employees
●
maintaining the workplace in a safe
condition, without risks to health and
maintaining sufficient access and egress
to/from the workplace
●
providing a safe and healthy working
environment, with adequate welfare
facilities.
Employers’ duty toward persons not in their
employment
This section is concerned with the need to
protect persons who, although not employees,
might nonetheless be at risk from the operations
of employers. The implications of this requirement
in the context of cycle sport are clear: officials,
helpers and spectators are all protected by
this requirement.
Note: Both the above duties are subject to the
qualifying standard ‘so far as is reasonably
practicable’. This means that, in discharging the
duties described, it is permissible to consider
the cost of doing so compared to the level of
risk and the severity of potential accidents, that
is, to make a cost versus risk judgement.
Other relevant sections of HASAWA
Health and safety policies
Section 2(3) requires every employer of more
than four staff to develop and bring to the
attention of all their staff a health and safety
policy statement. This should be accompanied
by details of the arrangements for ensuring that
the organisation operates in a healthy and safe
manner. The policy must be kept under review
and updated as often as necessary.
Notes
(i) Unlike the other HASAWA duties described
above, the requirement to develop a health
and safety statement is ‘absolute’, that is, if
the organisation employs four or more staff
it has to comply.
(ii) Although this duty is imposed upon
employers, most organisations, whether
employers or not, produce documentation
that equates to a health and safety
statement, although it might be described
differently.
(iii) The requirement for a health and safety
policy being universal (other than for very
small firms). Many companies inviting
tenders ask for a copy of potential
contractors’ safety policies as part of the
tendering process, recognising that the
quality of the policy could be an indicator of
the overall quality of the tenderer.
Funding applications include a review of the
health and safety policy (where statutorily
required) of those applying for awards. See
also the comments on some of the constituent
regulations of the Management of Health and
Safety at Work Regulations 1999 (MHSWR)
that follow.
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Management of Health and Safety at Work
Regulations 1999 (MHSWR)
These regulations were introduced to ratify an
EU Directive on workplace health and safety.
They expand the requirements of HASAWA
1974, and address a wide range of subjects
concerned with health and safety management.
These notes cover constituent regulations
within MHSWR with the greatest relevance to
cycle sport.
Risk assessments: Regulations 3 and 4
Without question, the single most important
duty in the wide spectrum of health and safety
duties covered by legisla tion is tha t of
developing risk assessments, a statutor y
requirement since January 1993.
Regulation 3 requires every employer to develop
and keep updated a ‘suitable and sufficient’
assessment of the risks to which employees
might be exposed as a result of their work, and
the risks to persons not in their employment
who could be adversely affected by the conduct
of the firm’s (or organisation’s) operations.
Risks are to be ‘assessed’ and all reasonably
practicable measures taken to eliminate the
risks identified or to reduce them to the lowest
level reasonably practicable.
Regulation 4 sets out a hierarchical approach to
the risk assessment process, which must be
followed by those developing the assessment.
Risk assessments must be recorded if the
workforce exceeds four in number and all
employees affected by the assessment must be
acquainted with details of it and the measures
taken to eliminate/reduce the risks identified.
The long overdue requirement for everyone to
assess risks has changed the focus in health
and safety completely. It requires every employer
and organisation to critically review the way that
they operate in order to highlight any aspect of
their ‘modus operandi’ that poses risks, either to
staff, participants or others.
For many sports, the rules for the sport will
encompass health and safety issues, although
this should not be taken for granted.
Although it is not the purpose of this publication
to describe the risk assessment process in
detail, the following notes may be helpful
to those responsible for developing risk
assessments, either for their particular sport at
national level or in respect of particular sites or
cycle sport events/fixtures.
Risk assessment factors
Generic risk assessments
If the same activity is repeated, either at one
site or around the country, it may be possible to
develop a ‘safe system’ to be followed wherever
the identical activity takes place. This suggests
a ‘generic’ risk assessment and therefore a
generic set of protective measures to address
the risk.
Generic risk assessments are frequently used
in industry sectors where there is certainty that
the procedure being reviewed will be followed
rigorously wherever the operation takes place.
In cycle sport this might not be possible to
ensure, due to a variety of influences such
as loca tion, wea ther, age/experience of
participants, and factors beyond the control of
event organisers.
Input
It is impor tant that input, from as wide a
spectrum of experience/interest as possible,
is made available to those developing risk
assessments. It would be wholly wrong to develop
a risk assessment without the input/ involvement
of those engaged in the sport in question.
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Methodology
Although there is no stipulated methodology for
evaluating risks, the most common method is
referred to generically as the ‘5x5’ system.
This system assigns a numerical ranking to the
two constituent factors in risk: severity (of
consequences) and likelihood (of occurrence).
Therefore, a risk whose severity is judged to be
high (most serious) would be ranked 5, although
the likelihood might be remote and therefore
ranked as 1 (least likely). In this example the
risk value would be 5 (5x1).
Using the 5x5 method of evaluation, the highest –
and therefore most important (and pressing) –
risks for attention will be those scoring the
maximum (25) or close to it.
The criteria for each group might be:
score below 8 = low risk
9–16 = medium risk
17–25 = high risk
Determining the numerical ‘score’ to be assigned
can be made more accurate by determining
criteria for each value stage. For example:
Seriousness criteria:
1 no injury or minor injury treated by first-aider
2 injury requiring professional medical
attention, no hospital admission
3 in hospital for more than 24 hours
4 major injury, for example loss of limb or eye
5 fatality
Risk assessment is a subjective process, but
this is not a problem provided that the formula
adopted by an organisation is followed consistently.
The purpose in requiring evaluation is to focus
attention on the most serious risks, addressing
lesser risks in descending order of magnitude.
Likelihood criteria:
Thus a risk assessment group might decide that
the 5x5 system is to be used, and that there will
be three categories of risk: high, medium and low.
5 expected at every event
1 expected once a year
2 expected up to four times a year
3 expected monthly
4 expected weekly
It is stressed that the above are examples. It is
for individual organisations to establish the
criteria best suited to them.
Types of risk
Even within cycle sport, there are a great many
different risks. Some will be a feature of every
kind of cycle sport, others will be confined to
only one or two. Some risks will be present
at a particular venue, others applicable to
many venues.
Therefore, it is not possible to schedule all the
risks that may arise under the banner of cycle
sport. The list below is an illustration of the
variety of risk areas that could affect one or
more of the recognised cycle sports. However,
it is for the team developing the risk assessment
to decide which risks to consider, as they
should have the greatest knowledge of the
local circumstances.
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Potential risk areas
always bound by the requirements of the CDM
regulations. However, it would be unwise to
assume that a construction project, for example
construction of a cycle race track, was not
subject to these regulations without first obtaining
the opinion of the local authority environmental
health department.
●
Children and young people: Their
immaturity, susceptibility, physical
limitations, propensity
to take risks from bravado/desire to win,
unreasonable expectation of their abilities
by event organisers
●
Vandalism: Interference with obstacles,
signs, equipment; tampering with cycles
●
Traffic: General lack of concern for cyclists,
motorists’ failure to take care when cycle
races/time trials and the like take place on
public roads, their unwillingness to ‘give
way’ when appropriate
In many cases the local statutory authority does
require compliance with CDM. It is therefore
recommended that, in ever y case, clients
discuss the correct position with respect to
CDM with their local environmental health
department (or equivalent). Failure to comply
with CDM when it is applicable is, of course, a
criminal offence.
●
Fitness: Insufficient care taken re fitness of
participants, failure to establish fitness
criteria/verification
The requirements of the CDM regulations
generally and the statutory duties of clients
under these regulations are as follows:
●
Courses/obstacles: Insufficient
reconnaissance/unreasonable expectation
of participants’ physical ability to overcome
obstacles. Inadequate maintenance of
permanent obstacles or of fixed
tracks/courses
CDM: Key requirements
●
Medical cover/arrangements: Insufficient
first aid/professional medical cover,
inadequate liaison with hospitals/means of
communication.
●
All construction work to be properly planned
and duties assigned to key dutyholders, who
are:
– clients
– designers
– planning supervisors
– principal contractors
– other contractors.
●
Production of pre-tender and construction
phase health and safety plans and the
compilation of a health and safety file.
Construction (Design and Management)
Regulations 1994 (CDM)
These regulations were introduced in order
to bring about improvements in health and
safety in the construction industry, but their
requirements have the potential to affect any
organisation that embarks upon a new build,
renovation or repair project.
This is because the CDM regulations impose
duties not only upon those who design and
build, but also the ‘clients’ who commission
construction work and others. There are, therefore,
implications for sports organisations generally,
although perhaps less so for cycle sport.
Also, premises and construction activities that
fall within the purview of the environmental
health departments of local authorities are not
Statutory duties of clients (or clients’ agents):
●
To appoint a competent planning supervisor
and principal contractor.
●
To provide the planning supervisor with
information about the premises or land upon
which construction is to take place.
●
To ensure that the planning supervisor and
principal contractor have assigned sufficient
human/financial resources to safely carry
out their work on the project.
●
To ensure that, where the project has to be
formally notified to the statutory authority
using the approved form, this has been
done by the planning supervisor before
construction work commences.
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●
●
To ensure that a pre-tender health and
safety plan is in place before construction
work commences.
To act as custodian of the health and safety
file on completion of the project, and to
keep the file available for reference by
statutory inspectors and other contractors
working on the project subsequently.
Other legislation/regulations
Other regulations that could be relevant are
those concer ned with first aid provision,
manual handling, personal protective equipment
and welfare.
Cycle racing tracks and velodromes – Ron
Webb Track Consultants
Closed road racing circuits – Bob Howden and
Don Wiseman
BMX race tracks – Chris Furber, British Cycling
Cycle speedway tracks – Peter Elmy, Elmy
Landscapes Limited; Ashley Godfrey, Sport
England; Brian Furness, British Cycling; David
Hemsley, Isherwood McCann
Mountain bike courses and trails – Chris
Furber, British Cycling
Summary
Cyclo-cross circuits – Brian Green
Of the regulations described above, those
concerned with risk assessment and construction
management have the most relevance to
organisations concerned with cycle sport.
Grass tracks – Bob Barber, British Cycling;
Andy Ballentyne, Easterly Road Club
Risk assessments should exist for all permanent
sites /complexes as well as for one-off events
that might never be repeated at the same
place. If serious accidents do occur, those
investigating them will wish to examine the
relevant risk assessment.
The term ‘construction’ in the context of the
CDM regulations is a far-reaching one, and
includes work of a construction nature in a
variety of scenarios. It includes, for example,
the construction of a cycle track on an area of
wasteland, if the work lasts longer than 30 days
or occupies more than 500 person-days of work.
While it is for individuals to take care of
themselves, there is a clear duty placed upon
those who organise and manage sports to do
so in a responsible and mature manner. Such a
duty can, at times, call for strong action, for
example where a competitor, their cycle or
other equipment is patently unfit to participate.
However careful organisers are, accidents will
happen. When they do, criticism will fall most
heavily where there is no evidence of a safety
culture, or an absence of sensible checks
to ensure, so far as is reasonably practicable,
that participants and their equipment meet
sensible standards.
62
Authors
Road racing and time trials – Bob Barber and
Paul West, British Cycling
School facilities – Ian Drake, British Cycling
Multi-use facilities – Trudi Else and Ashley
Godfrey, Sport England
Cycle sport for disabled people – Paul West,
British Cycling
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North East
Aykley Heads, Durham DH1 5UU
Useful addresses
British Cycling
National Cycling Centre
Stuart Street, Manchester M11 4DQ
Tel: 0870 871 2000
Fax: 0870 871 2001
Elmy Landscapes Limited
Ashbocking Crossroads, Ashbocking IP6 9LA
Tel: 01473 785063
Email: [email protected]
Ron Webb Track Consultants
31 St Olaves Close, Staines
Middlesex TW18 2LH
Tel: 01784 450443
Email: [email protected]
Tel: 0161 834 0338
Fax: 0161 835 3678
South East
51a Church Street, Caversham
Reading RG4 8AX
Tel: 0118 948 3311
Fax: 0118 947 5935
South West
Ashlands House, Ashlands
Crewkerne, Somerset TA18 7LQ
Fax: 01460 77263
West Midlands
1 Hagley Road, Five Ways
Birmingham B16 8TT
Fax: 020 7383 5740
Sport England regional offices
East
Crescent House, 19 The Crescent
Bedford MK40 2QP
Tel: 01234 345222
Fax: 0191 384 5807
North West
Astley House, Quay Street
Manchester M3 4AE
Tel: 01460 73491
Sport England
Head office
16 Upper Woburn Place
London WC1H 0QP
Tel: 020 7273 1500
www.sportengland.org
Tel: 0191 384 9595
Tel: 0121 456 3444
Fax: 0121 456 1583
Yorkshire
4th Floor, Minerva House, East Parade
Leeds LS1 5PS
Tel: 0113 243 6443
Fax: 0113 242 2189
Fax: 01234 359046
East Midlands
Grove House, Bridgford Road
West Bridgford. Nottingham NG2 6AP
Tel: 0115 982 1887/2586
Fax: 0115 945 5236
London
Crystal Palace National Sports Centre
PO Box 480, Ledrington Road
London SE19 2BQ
Tel: 020 8778 8600
Fax: 020 8676 9812
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References
Sport England
Access for disabled people
London: Sport England, November 2002
http://www.sportengland.org/resources/pdfs/
guidance-notes/Disabled.pdf
Car park and landscape design
London: Sport England, July 1999
http://www.sportengland.org/resources/pdfs/
guidance-notes/Carparking.pdf
Pavilions and clubhouses
London: Sport England; June 1999
http://www.sportengland.org/resources/pdfs/
guidance-notes/Pavilions.pdf
Great Britain
Construction (design and management)
regulations 1994 (CDM)
London: HMSO, 1994
Health and Safety at Work etc Act 1974
(HASAWA)
London: HMSO, 1974
Aston Hill Mountain Bike Area, page 37
Stuart Benstead, pages 20 and 57
British Cycling, front cover and pages 1, 18, 22,
27, 28, 29, 30, 36, 39, 40, 43, 44, 47(bottom),
50, 51, 53, 54, 55, 56, 58 and 59
Mark Burchett, pages 45 and 46
Gary Clegg, page 11
Alan Edwards, page 62
Peter Elmy, pages 34 and 35(left)
Frederick Gent School, page 49
Adam Giles, page 38(bottom)
Paul Gilham, page 48
Graham Hindle, page 12
Alistair Kerr, page 38(top)
Roger Nicholson, pages 31, 35(right) and 60
Nick Peatson, page 47(top)
Management of health and safety at work
regulations 1999 (MHSWR)
London: HMSO, 1999
Neill Phillips, page 24
Health and Safety Executive
Charity and voluntary workers: A guide to
health and safety at work HSG192
London: HSE Books, 1999
Richard Sowersby, page 65
HSE Books, PO Box 1999, Sudbury,
Suffolk, CO10 2WA
Tel: 01787 881166
Fax: 01787 313995
The Stationery Office, PO Box 29,
Norwich NR3 1GN
Tel: 0870 600 5522
Fax: 0870 600 5533
64
Photographs and diagrams have been supplied
courtesy of the following:
Sealand Aerial Photography, page 21
Ron Webb, pages 2, 3, 4, 5, 6, 7, 8, 9, 10, 13
and 16
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Sport England Disclaimer
Every effort has been made to ensure the accuracy of the information contained in this publication. Sport England, its servants
or agents shall not at any time, in any circumstances, be held responsible or liable to any party in respect of any loss, damage or
costs of any nature arising directly or indirectly from reliance placed on the material in this publication, or any other guidelines or
policies issued by Sport England. This information has been prepared as a basic guide only and should not be viewed as a
substitute for obtaining comprehensive expert or professional advice.
This guidance and Sport England policies on Lottery funding applications are subject to change from time to time, including variations
required to comply with governmental directions on the application of Lottery funds. Sport England reserves the right to amend,
supplement and/or discontinue, at its absolute discretion for whatever reason, any or all of the guidelines set out in this publication.
There are a number of Guidance Notes on related
matters. A current list is available from:
Sport England Publications
PO Box 255, Wetherby LS23 7LZ
Tel: 0870 5210255. Fax: 0870 5210266
Minicom: 0870 1207405
E-mail (order enquiries only):
[email protected]
Online ordering: www.sportengland.org
Some publications can be downloaded from the
website.
Some Sport England publications may be available
in alternative formats or languages. Please
contact Information Services for assistance:
Tel: 020 7273 1700.
Fax: 020 7273 1868.
Email: [email protected]
© Sport England, April 2003
SE/2208/3M/04/03
16 Upper Woburn Place, London WC1H 0QP
www.sportengland.org
Design concept by GDA Creative Solutions
Produced by NBA Tectonics
Printed in England by Belmont Press
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Ref: 2208
£10
ISBN 1 86078 180 2