Cycling England

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).

Allowing cycling through restricted areas should be the rule rather than the exception. Where this is not appropriate, consideration should be given to allowing access to cyclists outside of the busiest pedestrian hours.

Additional off-carriageway links can offer enhanced permeability, potentially safer routes for cyclists and advantageous journey times compared to motor traffic. These need to be designed, built and maintained so that they achieve their intention of drawing cyclists away from less attractive routes on the carriageway.

The measures available to create cycle links can range from a cycle gap in a road closure to the construction of a new bridge. To be effective, cycle links should be clearly signed, direct and relevant to cyclists’ needs.

All traffic calming schemes should be subject to a cycle audit to ensure that they meet cyclists’ needs and do not create additional hazards.