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Segregated Facilities
8.24 Application:
8.25 Where consultation and on-site assessment of the factors presented in Paragraphs 8.18 to 8.21 indicate that pedestrians or cyclists would be at risk using an unsegregated facility then segregation should be investigated.
8.26 Segregation of pedestrians from cyclists may be accomplished by a number of methods:-
(i) Facilities segregated by kerb;
(ii) Facilities segregated by railings;
(iii) Facilities segregated by verge, or
(iv) Facilities segregated by raised white line, (Diagram No 1049.1) colour contrast or surface textures.
8.27 The final choice of segregation is likely to be based on local conditions, public opinion and use, available width and funding being key constraints.
8.28 Kerb Segregated Facilities:
8.29 General: Where there are no space or other constraints a shared facility may be provided as a parallel footway/footpath and cycle track separated by a raised kerb, with the footway at the higher level.
8.30 Representatives of blind and partially sighted people have stressed how important segregation by level is to the visually impaired. Blind pedestrians can distinguish kerbs and are accustomed to the concept that ‘up equals safe’. This concept also has an important role to play in the training of guide dogs.
8.31 Segregation by level is important not only where the two facilities run parallel but also where they cross. Although a minimum kerb height of 100mm is generally recommended for a kerb separating a carriageway from a footway this may be reduced to 50mm to segregate a cycle track from an adjacent footway/footpath.
8.32 Optimum Dimensions: In locations where there are no constraints the recommended minimum footway width is 2.0m which allows a pram or wheelchair with a child walking beside it to pass alongside another pram or wheelchair. This should be combined with cycle track width of 3.0m, which is adequate to allow for 2-way cycle flows of up to 2,500 cyclists per hour while permitting overtaking. Refer to Figure 8.2.
Figure 8.2: Optimum Dimensions
8.33 Minimum Dimensions: There may be situations where lack of space, engineering considerations or other constraints prevent the provision of a segregated facility with the optimum widths suggested above. Where this is the case the provision of a kerb facility remains feasible but at the cost of reduced flows. Desirable Minimum dimensions should be based upon:-
(i) A footway/footpath width sufficient to allow 2 prams/wheelchairs to pass, and
(ii) A cycle track of sufficient width to allow 2 opposing cyclists to pass each other.
8.34 A further relaxation down to Absolute Minimum dimensions may be accepted over short distances, however this is likely to considerably reduce the capacity of the facility. A range of acceptable layouts are presented below. The designer should aim to provide Desirable Minimum standards or above for Long Distance Routes. Widths may be reduced as shown for Commuter and Local Access Routes where necessary.
8.35 Open on Both Sides: If a kerb segregated facility is provided across an open site clear of walls, bushes or carriageways, cyclists and pedestrians can use the full width of the paved surface area with minimal risk of conflict.
8.36 In difficult circumstances pedestrians or cyclists may make use of the adjacent verge, however this option may not be open to wheelchair users, especially where the run-off surface is soft or uneven.
8.37 Desirable Minimum and Absolute Minimum dimensions (in brackets) are shown on Figure 8.3.
Figure 8.3: Open on Both Sides
8.38 Bounded on Cycle Track Side: The presence of a wall, barrier or high vegetation at the edge of the cycle track will reduce the track’s effective width as the cyclist must maintain clearance from the bounded edge.
8.39 In such situations the cycle track widths should be increased by 0.25m as shown on Figure 8.4.
Figure 8.4: Bounded on Cycle Track Side
8.40 Bounded on Footway/Footpath Side: The presence of a wall, barrier or high vegetation at the edge of the footpath/footway will reduce the facility’s effective width as a pedestrian will maintain some clearance from the bounded edge.
8.41 In such situations the footpath/footway widths should be increased by 0.25m as shown on Figure 8.5.
Figure 8.5: Bounded on Footway/Footpath Side
8.42 Bounded on Both Sides: The presence of walls, barriers or bushes at the edge of both cycle track and footway/footpath will reduce the facility’s effective width. In such situations both the cycle track and footway/footpath widths should be increased by 0.25m as shown on Figure 8.6.
Figure 8.6: Bounded on Both Sides
8.43 Bounded On Footway/Footpath Side With Verge Between Cycle Track and Carriageway: Where the total width of a kerb segregated facility approaches the minimum standards referred to above and is adjacent to a carriageway, the cycle track portion should be located on the carriageway side. To discourage cyclists from overhanging the carriageway or from straying onto it there should be a verge of minimum 0.5m width between the edge of carriageway and cycle track edge as shown on Figure 8.7.
Figure 8.7: Bounded on Footway/Footpath Side with Verge between Cycle Track and Carriageway
8.44 Bounded On Both Sides with Verge between Cycle Track and Carriageway: Where the verge contains either a safety fence or guardrail the portion of track adjacent should be considered bounded. The width of the verge should be increased to include the width of the fence as shown on Figure 8.8.
Figure 8.8: Bounded On Both Sides with Verge between Cycle Track and Carriageway
8.45 Facilities Segregated by Railings:
8.46 Where segregation by level is impracticable railings can be an effective alternative. However like walls, railings reduce the effective width of the footway/footpath and cycle tracks. Although reduced height railings (<0.6m high) may minimise this effect they are not recommended as they are likely to :
(i) Introduce the risk of pedals being caught in the railings, or
(ii) Endanger pedestrians due to handlebars hanging over the railings and encroaching on the footway/footpath.
8.47 Railings reduce the adjacent effective width of the footway/footpath/cycle track by the order of 0.2m. Therefore for facilities segregated by railings the widths shown in Figures 8.2 - 8.8 should be increased accordingly with an allowance for the actual width of railing also.
8.48 Facilities Segregated by a Verge:
8.49 Segregation between a footway/footpath and a cycle track can be achieved by interposing a verge. To effectively discourage casual movement between the adjacent facilities the verge should have a minimum width of 0.5m. Individual widths for footways/footpaths and cycle tracks should be as recommended for the Kerb Segregated Facilities (Refer to Figures 8.2 - 8.8).
8.50 Facilities Segregated by Raised White Line, Colour Contrast or Surface Textures:
8.51 Facilities segregated by raised white line, colour contrast or surface textures are recommended where the minimum standards discussed previously cannot be achieved. In these areas, segregation by kerbs and railings would be inappropriate as they would prevent 2-way movements of prams and wheelchairs.
8.52 The effectiveness of segregation by raised white line, colour contrast or surface texture is dependent on the level of use. Segregation in this manner can be used safely for peak combined flows of up to 180 cyclists and pedestrians per hour per metre width, provided that flows are balanced and the facility has a minimum verge width of 0.5m separating it from an adjoining carriageway or is separated from it by railings.
8.53 If the verge is less than 0.5m, or the facility is not separated from the carriageway by railings then the volume of cyclists and pedestrians which may be accommodated should be reduced to 60 cyclists and pedestrians per hour per metre width.
8.54 The range of Desirable Minimum widths appropriate for facilities segregated by raised white line, colour contrast or surface texture are detailed in Table 8.2.
Table 8.2: Cycle Track Widths for Facilities Segregated by Raised White Line, Colour Contrast or Surface Texture
|
Desirable Minimum Widths |
||||
|
Constraints at Boundary |
Footway/Footpath (m) |
Cycle Track (m) |
Carriageway Verge (m) |
Total (m) |
|
Open Site |
1.2 |
1.3 |
N/A |
2.5 |
|
Wall, bushes etc. |
1.2 |
1.5 |
N/A |
2.7 |
|
Carriageway on cycle track side |
1.2 |
1.5 |
0.5 |
3.2 |
8.55 At sites where either pedestrian or cyclist flows are likely to predominate by a ratio of more than 9 : 1, and available widths are less than those provided in Table 8.2, then the raised white line or central divide should be positioned to give the dominant user group widths as close as possible to the widths recommended for Kerb Segregated Facilities provided that the minority group has a minimum width of 0.8m at an open site and 1.0m width where either side of the facility is bounded by a wall, fence or vegetation.
8.56 Colour contrasts cannot be detected by blind people or by most partially sighted people. It is therefore important to ensure that facilities segregated purely by colour contrast are considered only where more positive forms of segregation cannot be reasonably adopted. In areas where consultation indicates a requirement for blind and partially sighted people to use the facility a minimum provision of segregation by textured surfaces or raised white line in conjunction with tactile markings (Paragraphs 8.12 to 8.16 and Figure 8.1) should be implemented in consultation with these users.
Areas Free from Motorised Traffic
8.57 Introduction:
8.58 Where there are no safe alternative routes for cyclists then areas currently free from motorised traffic may, with appropriate treatment, be converted to shared use facilities. Conversion of these areas should not be to the detriment of existing users and should only be undertaken after consultation with all affected parties. Potential areas for conversion may be:
(i) Vehicle Restricted / Pedestrianised Zones;
(ii) Roadsides (either within or outwith the road boundary);
(iii) Disused Railway Lines;
(iv) Canal and Riverside Paths; and
(v) Bridleways.
8.59 Vehicle Restricted & Pedestrianised Zones:
8.60 Application: Vehicle restricted and pedestrianised zones offer an environment within which pedestrian activity may take place in relative safety. The majority of zones tend to be created within areas where there are retail, social and commercial outlets and therefore a concentration of pedestrian activity.
8.61 Conversion of vehicle restricted and pedestrian areas to shared use should only be contemplated when there are no alternative safe routes for cyclists which allow the area to be bypassed (e.g. shared bus-lanes).
8.62 Once the decision has been made to allow cyclists entry to a vehicle restricted or pedestrianised area they must be given a clear legal right to do so by amendment of the relevant Pedestrianisation Order (Section 205 of the Town and Country Planning (Scotland) Act 1997) or TRO (Section 1 or 6 of the Road Traffic Regulation Act 1984).
8.63 Design: The most common arrangements for accommodating cyclists within pedestrianised and vehicle restricted zones are as follows:
(i) Shared use of the whole, or certain sections of the zone;
(ii) Combined use with selected motor vehicles (e.g. buses, taxis, service vehicles)
(iii) Time - restricted access; and
(iv) Designated paths for cyclists through the zone.
8.64 Local conditions and attitudes are likely to be the dominant factors in choosing the most appropriate method for each individual area. The following factors should form the basis for assessment:-
(i) The density of cyclist/pedestrian movement;
(ii) The space available;
(iii) The width and variations in width of the available paved area;
(iv) The type of slopes and nature of land-uses on either side of the street and therefore the consequent likelihood of pedestrians crossing from one side to the other, and
(v) The proportion of children, elderly people and those with disabilities among local pedestrians.
8.65 Where combined flows of pedestrians and cyclists are in excess of 180/hour/metre width of paved area it is recommended that a segregated cycle track be provided. Cycle tracks should be demarcated by bollards, street furniture or by differentiation of surface colour, texture or height. Cycle track widths should be in accordance with Paragraphs 8.25 to 8.56.
8.66 Parking: Cyclists are equally likely to be visiting the shops and services in a pedestrian zone, therefore secure parking should be provided. Refer to Chapter 11 for details.
8.67 Time Restricted Areas: Where it is recommended that time restricted access should be allowed for cyclists the permitted times should generally cover the peak flow hours e.g. 0700 - 0900 and 1500 — 1800 on weekdays.
8.68 Additional access times may be required depending on local circumstances.
8.69 Shared Use with Motorised Vehicles: In some areas cyclists may share space with buses, taxis and delivery vehicles rather than pedestrians. The recommended design details provided in Chapter 5 for bus lanes should be applied.
8.70 Roadsides (Either Within Or Outwith The Road Boundary):
8.71 Verges Within The Road Boundary: The Roads (Scotland) Act 1984 Sections 1 and 2 as read with Section 152(2) enables purpose built cycle tracks to be provided within the boundaries of an existing road. Although opportunities may be restricted within a developed area some opportunities may remain. The following aspects should be considered:
(i) The available width of land within the boundary may control the standard of cycle track provision. As it is only rarely that a cycle track would be provided exclusively for cyclists then widths should be in accordance with those recommended for the conversion of existing footways/footpaths to unsegregated or segregated facilities. Refer to Paragraphs 8.17 to 8.56.
(ii) Cycle tracks may be located in roadside verges only when the track can be kept free of parked vehicles.
(iii) The treatment of cycle tracks at road crossings and the details recommended at junctions should be in accordance with Chapter 6.
8.72 Areas Outwith The Road Boundary: The Roads (Scotland) Act 1984, Sections 1 and 2, as read with Sections 19 and 20 enables the provision of a new cycle track outside the boundary of an existing road.
8.73 Section 28 of the Roads (Scotland) Act 1984 empowers the erection of barriers, raised paving, pillars, walls or fences for the purposes of safeguarding persons using a shared use off-road cycle track. The standard of provision should be as detailed for the conversion of footways/footpaths to unsegregated and segregated cycle facilities. Refer to Paragraphs 8.17 to 8.56.
8.74 Section 129(5) and (6) of the Roads (Scotland) Act 1984 makes it an offence to drive or park a motor vehicle, including a moped, on a cycle track, except where specifically exempted. Exemptions are limited to vehicles listed in Section 64 of the Act i.e. road cleansing and maintenance works vehicles, and vehicles belonging to statutory undertakers.
8.75 Dismantled Railway Lines:
8.76 The development of dismantled railway lines may, in some areas, provide safe alternative cycle facilities as they tend to have large horizontal radii and low gradients. However, the designer should take into account the following:-
(i) Consents will generally be required to change the use of, and make alterations to, a dismantled railway line;
(ii) Cyclists may not use remote routes due to concern over personal safety;
(iii) There may be significant long term cost implications due to incurred liability for structures, fence maintenance and lighting;
(iv) In the longer term the development of a dismantled railway for cycling may be regarded as safeguarding the permanent way which it represents for future generations to decide upon its use; and
(v) The views of Sustrans which should be sought for their experience and interests in such facilities.
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