The purpose of the NACTO Urban Bikeway Design Guide (part of the Cities for Cycling initiative) is to provide cities with state-of-the-practice solutions that can help create complete streets that are safe and enjoyable for bicyclists.
This document includes printable versions of the annotated plans from the complete Urban Bikeway Design Guide document.
The purpose of the NACTO Urban Bikeway Design Guide (part of the Cities for Cycling initiative) is to provide cities with state-of-the-practice solutions that can help create complete streets that are safe and enjoyable for bicyclists.
Fairness in a Car Dependent Society, finds that vulnerable groups not only travel less than other people, they carry a greater burden of the costs of other people’s travel, including air pollution, noise, traffic danger, injury and crime. Other findings include:
Maintaining the continuity of cycle tracks is important if they are to provide an attractive alternative to being on road. Consideration should be given to the use of cycle priority crossings where they cross minor roads where daily traffic flows are below 2000 vehicles per day.
European experience suggests that where the cycle track is used solely by cyclists travelling in the same direction as vehicles on the adjacent traffic lane, returning cyclists to the carriageway before side road junctions can also be an effective solution.
FLUSH kerbs, i.e. with no upstand between abutting surfaces, should be provided at all transition points, with channel blocks and increased drainage provision used if necessary. Flush kerbs at crossings should be wide enough to allow cyclists to turn on/off the carriageway without the need to pull out into the path of vehicles going in the same direction.
All junction designs should seek to give priority to cyclists where practicable, and minimise delay and maximise cyclists’ safety and comfort in all cases (see also A08 Signal Controlled Junctions and A13 Roundabouts).
The minimum radius of curvature for the path followed by cyclists using the road should be 6m. Where cyclists need to turn sharply (e.g. when leaving the carriageway at a cycle gap) this may be reduced to 4m.
Where cycle tracks emerge onto the carriageway, suitable arrangements should be put in place to prevent parked vehicles obstructing access and to ensure adequate visibility (e.g. “Keep Clear” road markings, double yellow lines etc.) (see also A14 Corner Radii, B04 Junction and Forward Visibility and B05 Footway Crossings).
Off-road routes which cyclists are encouraged to use after dark should be lit. Note: Even lit facilities remote from passive surveillance are unlikely to be used and a lit on-road alternative should be identified. Consider the provision of floodlighting where cycle routes cross roads.
