National

The decision to provide cycle lanes should be reached by reference to the hierarchy of provision (Local Transport Note 2/08 Table 1.2) and such tools as the CROW derived ‘speed/flow’ diagram (see below); they should not be seen as a universal solution. Where provided, they should be a minimum of 1.5m wide, continuous, made conspicuous across side roads at junctions and not abandon cyclists where roads become narrow, for example at right turning lanes.

All new developments should be accessible by bicycle. Their highway infrastructure should focus on on-road provision for cyclists with roads designed to deliver low speeds whilst at the same time creating permeability and advantage through the use of connections and links not available to motor traffic.

New developments should also provide for, and fund, links to the wider cycle network including quality cycle routes to such destinations as town centres, schools, employment sites, transport interchanges etc; i.e. works remote from the site.

Local authorities should develop a robust system for monitoring and evaluating cycling activities throughout their area to enable targets to be set for future growth.

Cycle flows should be measured before and after the introduction of all new cycle tracks and lanes and consideration given to developing local targets based on these surveys that can feed into overall cycle–use targets.

The creation of advanced Stop Lines (ASLs) should be considered at all signal controlled junctions. The depth of the reservoir should be designed to take account of all of the manoeuvres cyclists need to make when entering and leaving the ASL as well as the numbers of cyclists.

Cyclists should be exempt from restrictions within Traffic Regulation Orders (TROs), including banned turns and road closures, unless there are proven safety reasons for not doing so.

Surfaces should be chosen with due regard to whole-life costs (off-carriageway as well as on). Materials should always be machine laid to ensure a smooth running surface.

For aesthetic, environmental and cost reasons coloured surfaces should only be used at potential hazards and conflict points, or where encroachment by motor vehicles is a problem. Any decision to use coloured surfacing for all cycle facilities will need to balance the potential safety benefits against the future maintenance commitment that will be required.

The need for adequate drainage should be considered during the design of all cycle tracks, especially at tie-ins, to prevent ponding or erosion during periods of heavy rain. Cycle-friendly gully grates should always be used and care taken to ensure that gullies are not located within the path of cyclists.

The use of “CYCLISTS DISMOUNT” and “END OF ROUTE” signs should always be avoided unless there is a proven need.

The use of advance directions signs, particularly map-type where this will direct cyclists through complex junctions, can help cyclists conserve energy lost when stopping to read signs erected at junctions.

Cycle tracks may be provided with priority crossings of roads where speeds are less than 30 mph, total traffic flows do not exceed 4,000 vehicles per day and the crossing is sited on a flat-topped road hump.

Adequate corner radii should be provided at junctions between cycle tracks (minimum 2m) and chamfered corners (min 1m) at the rear of footways crossed by cycle tracks, not 900 tie-ins. (see also A14 Corner Radii, B04 Junction and Forward Visibility, B05 Footway Crossings and B08 Access and Speed Controls).