off-road

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).

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).

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.