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Cycling by Design

2. the national cycle network

Background

2.1 In September 1995 the Sustrans National Cycle Network (NCN) became the first major cycling project to win support from the Millennium Commission. Upon completion the National Cycle Network will comprise over 6,500 miles of cycle routes. (Refer to Figure 2.1)

2.2 Route continuity is a fundamental aspect of the NCN and all opportunities are to be taken to improve access for cyclists to town centres and places of historic, heritage or recreation interest. Roads and Planning Authorities should actively endeavour to link the NCN to smaller communities and integrate the facility with all other transport and social infrastructure.

2.3 It is planned that approximately half of the NCN will be on paths free from motorised traffic for shared use by cyclists, walkers and wheelchair users. The remaining sections will be on minor roads or on traffic calmed or segregated routes through towns. Where there is no practicable alternative the NCN may interface with or cross a trunk road.

Application of Cycling by Design Guidelines

2.4 As promoter of the NCN, Sustrans have indicated that it should be constructed to a standard appropriate to attract a wide range of users and abilities.

2.5 This should include:-

(i) A sensible 12 year old child cycling unaccompanied;

(ii) Family groups with younger, supervised children;

(iii) All novice cyclists (aged 12 years and above).

Figure 2.1: National Cycle Network

Treatment of Rural Roads

2.6 A significant length of the NCN will involve cyclists sharing rural roads with other traffic. The current objective is to incorporate the NCN into roads where 2-way vehicle flows are less than 1,000 vpd or where traffic calming measures can be put in place. In many instances sightlines on rural roads are minimal with little scope for improvement. In these cases it may be desirable or necessary to reduce the speed of motor traffic using sections of rural road shared with or crossed by the NCN.

2.7 The NCN will pass through numerous villages and small towns providing facilities for long distance/touring cyclists but ensuring that the main benefits of the Network accrue to local cyclists.

Treatment of Trunk Roads

2.8 Trunk roads characteristically carry strategic long distance inter-urban traffic. This usually involves heavy, fast flows which make trunk roads generally unattractive to the cyclist. Where viable alternative routes exist on quieter roads, these should be the focus for the development of cycling infrastructure. Recourse to a trunk road should only be made where no viable alternative exists.

2.9 Within towns and villages which do not have the benefit of a bypass, a trunk road may represent the only realistic solution for the provision of the NCN. In such circumstances it is likely that the local cycling environment will require to be enhanced. In addition, where a main shopping centre is bypassed by the NCN it is important that local signing indicates how shops and complementary facilities may be reached from the network and that directions are given to cycle parking areas.

2.10 A significant length of the NCN will provide dedicated routes for cyclists which parallel the trunk road network using a mixture of new cycleway, local roads and superseded sections of trunk road. As such, the demand for long distance leisure cycling over these lengths of the trunk road network will be satisfied by the remote NCN. However, there will still be certain lengths of trunk road where local leisure cycling and commuting may need to be accommodated.

Technical Advice

2.11 Sustrans continues to require the assistance and co-operation of Roads and Planning Authorities, countryside, waterway and forestry organisations, charitable trusts, landowners and the general public if the aims of the National Cycle Network are to be achieved. In line with government policy, Roads and Planning Authorities should assist Sustrans with statutory procedures and technical advice including land purchase, order procedures, design and construction services, adoption and maintenance wherever necessary.

2.12 Project management advice should also be made available in the context of contemporary experience of road infrastructure procurement, as should general advice when requested.

Re-Determination of Suitable Footways

2.13 Existing rural footways are often suitable for both cycling and walking. While some lengths of existing footway may form parts of NCN rural road interface sections, other lengths may well be used to provide important links in local cycle networks for commuting and leisure/tourism. Priority should be given to NCN requirements in taking forward footway re-determination work.

Road Improvements

2.14 Design Organisations should fully consider the effects on the NCN of any proposed road improvement. The necessary considerations extend from whether or not the scheme will impact upon the NCN and therefore require a road crossing/interface section/signs etc through to the implementation of measures which are safe in use.

2.15 A primary consideration is the standard of provision adopted for any road improvement e.g. wide single carriageway overtaking and climbing lane improvements without metre hardstrips and no NCN or local road alternative may require dedicated verge cycling facilities. In the case of bridges, where decks are being replaced, these should be designed to incorporate any cycling requirements.

2.16 When developing a road improvement proposal the considerations towards cycling fall into 3 categories:-

(i) Ensuring that the opportunities for cyclists on the surrounding network and superseded sections of road, are recognised and exploited;

(ii) Ensuring that the opportunities for cyclists within the improvement scheme are recognised and developed, and

(iii) Ensuring that there are no hazards to cyclists built into the scheme.

2.17 Design Organisations should ensure that current and future schemes fully consider the needs of cycling in terms of these 3 broad considerations. The application of the cycle audit procedures introduced in Chapter 14 are seen as essential in this respect where a trunk road is involved.

COMMENTS : CHAPTER 2

Cycling by Design’s prime objective is to draw together and rationalise existing cycling design guidelines into a single comprehensive, coherent reference document that may be used as a source of sound technical advice. In order to achieve this objective it is imperative that Cycling by Design is developed through consultation. Please provide any comments or suggested amendments you may wish to put forward with respect to the preceding chapter.

Comments/Proposed Amendments:

Please send your comments to:

The Scottish Executive Development Department,

Standards Traffic & Environment,

Area 2-E,

Victoria Quay,

Edinburgh EH6 6QQ.

On or before 31^st December 2000.

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