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Cycling by Design

5.33 Advisory Cycle Lanes:

5.34 Where a mandatory lane is unsuitable, for example where occasional encroachment by motor vehicles is unavoidable, an advisory cycle lane may be used. Consultation with Police, emergency services and other interested bodies should normally precede introduction. The general layout for advisory lanes should be similar to that specified for mandatory lanes, (Refer to Figure 5.2), however advisory lanes should be marked with white broken hazard lines (TSRGD Diagram No 1004) and repeat upright signs to Diagram No 967. Diagram No 1057 painted at the start of the cycle lane and repeated at intervals along its length may be used provided the appropriate upright signing is also in place.

5.35 Although no statutory procedures are required for the establishment of an advisory lane, if it is necessary to introduce waiting and loading restrictions similar to those for the mandatory cycle lane, then a suitable TRO will require to be promoted.

5.36 Cycle lanes may be provided as an integral part of a cycle network in two basic forms:

(i) With-Flow Cycle lanes, and

(ii) Contra-flow cycle lanes.

5.37 These forms may be developed to take account of existing features within the road network for example on street parking, bus lanes, traffic calming and one-way streets.

5.38 With-flow Cycle Lanes:

5.39 With-flow cycle lanes, whether mandatory or advisory, should comply with Table 5.1.

5.40 As outlined in Figure 5.2, Diagram No 962.1 can be used to advise side road traffic of the existence of an advisory lane in the main road ahead.

5.41 Both mandatory and advisory cycle lanes are continued across side roads as advisory lanes with no break in any coloured surfacing. This permits motorised traffic to turn into and/or out of the side road. The cycle symbol (Diagram No 1057) may be located across the junction to give added prominence to the cycle lane. (Refer to Chapter 6 for specific treatment of junctions and crossings).

Table 5.1: With-Flow Cycle Lanes

*1.0m widths have been successfully employed over various lengths. In general where a 1.0m width is used it should be free of gullies and other ironwork and, in urban areas should be demarcated by the use of differential/ coloured surfacing. Also in urban areas, the length over which a 1.0m width is employed should be kept to a minimum commensurate with needs.

5.42 With-flow Bus/Cycle Lanes:

5.43 Within busy urban environments bus/cycle lanes (with-flow or contra-flow) can improve safety and convenience for cyclists. It is recommended that cyclists are allowed to use with-flow bus lanes and bus-only streets provided that:-

(i) Cycle flows do not unduly interfere with Public Transport operations;

(ii) Bus frequency is such that cyclists obtain positive benefits from such usage.

5.44 With-flow bus/cycle lanes should comply with Figure 5.3 and the widths detailed in Table 5.2. Entry to the lane should be signed to Diagram Nos. 958 and 959, used in conjunction with both Diagram Nos. 1048.1 and 1049.

5.45 Any proposal to combine cyclists and buses must be taken forward in consultation with the appropriate transport authorities, operators and Police. Additional safety training is recommended for scheduled Operators’ Drivers.

Figure 5.3: Mandatory With-flow Cycle Lane and Bus Lane

Table 5.2: With-Flow Bus/Cycle Lanes

Standard	Width (m)	Comments
Desirable Minimum Width	4.6	Enables a 1.5m wide advisory cycle lane to be provided within the bus lane. Normally allows a bus to pass a cyclist within the bus lane.
Absolute Minimum Width	4.25	Enables a 1.2m wide advisory cycle lane to be provided within the bus lane. Although a bus is still able to pass a cyclist within the bus lane, amenity is affected.
Limiting Width	3.0	Where bus stops are not within the bus lane or where bus flows are low, the width of the lane may be reduced over short lengths (preferably<100m). A bus will require to straddle the bus lane road marking to pass a cyclist.

5.46 With-flow Cycle Lanes and Adjacent Parking/Loading Area:

5.47 Where existing on street parking or waiting/loading facilities are to be retained; an advisory cycle-lane only may be applied in order that access to and from the parking bays may be maintained. As discussed in Paragraph 5.12 cycle lanes may not be effective adjacent to areas where parking pressure in excess of 85% exists as the cycle lane may be used for double parking. High levels of enforcement would otherwise be required to maintain the effectiveness of the cycle lane.

5.48 Where a with-flow cycle lane is to be developed adjacent to a parking/loading area a dividing strip between the parked cars and the edge of the cycle lane should be provided as shown on Figure 5.4 and detailed in Table 5.3.

5.49 Cycle lane widths should be in accordance with Table 5.1.

Figure 5.4: With-flow Cycle Lane with Adjacent Parking/Loading Area

Table 5.3: With-Flow Cycle Lanes and Adjacent Parking/Loading Area: Dividing Strips

5.50 Contra-Flow Cycle Lanes:

5.51 One-way traffic systems tend to make both cycle and motorised journeys longer and increase the number of junctions to be negotiated. One effective means of reducing this disbenefit for cyclists may be the introduction of a contra-flow cycle lane. (Refer to Figure 5.5).

5.52 Waiting and loading alongside the kerb which forms the boundary of a contra-flow cycle lane should normally be prohibited at all times by a T.R.O. (Refer to Appendix 1). The ability to enforce these restrictions will be an important factor when considering whether such a facility is practicable.

5.53 If waiting and loading are to be permitted alongside the opposite kerb, the carriageway should be sufficiently wide to enable opposing vehicles to manoeuvre without encroaching into the contra-flow cycle lane.

5.54 Where there is sufficient carriageway space it may be preferable to separate the cycle lane from the remainder of the carriageway by raised islands, to physically exclude motor vehicles. (Refer to Paragraphs 5.64 to 5.78, for details).

5.55 Contra-flow cycle lane widths should be in accordance with the guidelines specified for with-flow lanes. Refer to Table 5.1 for details.

Figure 5.5: Example of Contra-Flow Cycle Lane

5.56 As shown on Figure 5.5 the traffic flows should be physically segregated by refuges and bollards at the beginning and end of the cycle lane, which should have mandatory lane markings (Diagram No 1049) except across interim junctions (Refer to Paragraph 5.41). Further refuges and bollards may be required at intermediate locations along the lane if encroachment by other vehicles is likely. At the start of the lane a ‘Cycle Only’ sign (Diagram No. 955) should be used. The ‘No-Entry’ sign (Diagram No. 616) must be relocated to within the refuge island. Under no circumstances should plates exempting cyclists (Diagram No. 955) be placed under a ‘No Entry’ sign (Diagram No. 616).

5.57 Where occasional encroachment into the contra-flow cycle lane is unavoidable, a length of advisory cycle lane should be used or alternatively a ‘false’ one-way street could be provided (Refer to Chapter 7, Paragraph 7.46). The provision of the right-turning cycle lane shown on Figure 5.5 may be considered where the speed limit is 30mph or less and vehicle flows are below 6000vpd. Where these criteria are not met then a ‘jug handle’ with a central island could be used. (Refer to Chapter 7, Figure 7.4).

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