cycle paths

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.

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).

Where cycle tracks cross footways to reach the carriageway, blind and partially sighted pedestrians should be warned by means of corduroy paving. Ladder tactile paving should not be placed in the path of a turning cyclist. The length of ladder paving should be kept to a minimum (800mm) wherever possible (see also B06 Flush Kerbs and B07 Cycle Track Junctions).

There should be a presumption against the use of any access barriers on a cycle track/shared-use path until/unless there is a proven need because of the difficulties they can cause all users. Where it is necessary to reduce the speed of cyclists, 2 rows of staggered bollards are preferred (see also A14 Corner Radii, B04 Junction and Forward Visibility, B05 Footway Crossings and B07 Cycle Track Junctions).

Headroom in new subways should be a minimum of 2.4m. Existing subways with lower headroom have been successfully converted to cycle use but should be risk assessed and warning signs added where appropriate (see also A15 Audits and Risk Assessment). Signs should be mounted at least 2.3m above the surface of a cycle track.

Adequate visibility (20m where the design speed is 12mph) should be provided or measures to manage speed considered (see also B08 Access and Speed Controls).

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.