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).
Carriageway profiles (especially those at pinch points created by build-outs and refuges) should be chosen to create adequate space for cyclists to be passed by other roads users in safety and comfort.
Cyclist’s needs should be considered as part of the design of all signalised junctions and, whenever possible, provided with an advantage over motorists (see also A09 Advance Stop Lines).
All new cycle infrastructure should be delivered in a manner that will minimise whole-life costs.
Maintenance programmes should reflect the importance of cycling as a mode that is to be encouraged and authorities should ensure that non-highway sections of cycle networks are the subject of an adequately funded maintenance regime.
Highway authorities should consider using highway maintenance funding for all projects created to deliver their LTP and other objectives.
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).
Designers should aim to achieve a maximum gradient of 3% with the absolute maximum 5% for lengths up to 100m. On the approach to priority junctions this should not exceed 3%. Where steeper slopes are unavoidable the limiting gradient is 7% for lengths up to 30m.
The use of continental-style design should be considered where roundabouts are to be introduced on cycle routes with entry flows of up to 2500 vehicles per hour.
