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Cycling by Design

9. RURAL ROADS

Introduction

9.1 It is recommended that existing low flow rural roads should as far as possible be used to form an integral part of future cycle planning. Rural roads with 2-way traffic flows less than 1000 vehicles per day will form a significant part of the National Cycle Network. (Refer to Chapter 2).

9.2 The following paragraphs recommend a series of guidelines specifically designed for use in rural areas.

Measures for Rural Roads

9.3 In order to ensure that cyclists may be safely accommodated within the rural road network an assessment of the traffic flows and 85^th percentile traffic speeds should be undertaken. This assessment should include an evaluation of the experience of cycling on the road, which may conclude that no special requirements are required.

9.4 In general, designers should aim to reduce existing traffic speeds, where feasible, to a maximum 85^th percentile speed of 70kph (50kph preferable). This may be achieved in a number of ways:-

9.5 Speed Limits:

9.6 The introduction of speed limits may be an effective way of reducing 85^th percentile traffic speeds however care should be taken to ensure that the speed limit imposed is both appropriate and enforceable. For example the introduction of a 30mph speed limit on a straight, wide road is unlikely to be appropriate unless heavily enforced, and a high level of enforcement is unlikely to be guaranteed on grounds of cost.

9.7 The application of speed limits as a speed reducing measure may be used as follows:

(i) On isolated sections of road;

(ii) As part of an area wide approach, or

(iii) As part of a road hierarchy implemented by the Local Authority.

9.8 Isolated Speed Limit Approach: Where sections of a rural road have been assessed as being of an appropriate geometrical standard, speed limits may be introduced. In order to be effective a degree of traffic calming may be necessary.

9.9 Area Wide Approach: Speed limits may be used as part of an area wide approach allowing restrictions to be applied to a series of selected roads in order to provide a network of routes which cyclists may safely use. Within these areas the speed limits should be enforced in conjunction with:-

(i) speed roundels, and

(ii) traffic calming measures.

9.10 Where speed roundels are proposed they must be approved by Scottish Ministers and be used in conjunction with the appropriate upright traffic signs. To be effective roundels should be used together with physical traffic calming measures. Roundels should usually be painted on the appropriate side of the road. However, in areas of restricted width they can be sited centrally and be repeated for the opposite direction.

9.11 Road Hierarchy Approach: Where appropriate, speed limits may also be used as part of a local road hierarchy approach where the lowest category of road, a local access road, may be subjected to a 20 or 30mph speed limit. Such a road may then be treated as an access to premises or land only, the resultant reduction in traffic flow and speeds making the road more attractive to cyclists.

9.12 Road Closure/Access Restriction:

9.13 Traffic flows and speeds on minor roads may be reduced by:-

(i) Closing the road to motorised traffic while maintaining cycle access. Refer to Figure 9.1. This may be achieved by:-

End to end closure of the road;

Point closure of the road by provision of a gated access point at a suitable location.

(ii) Restricting access to the road by employing any of the following:-

Weight restrictions

Width restrictions;

Category of vehicle restrictions, or

Time and season restrictions.

9.14 When proposing any road closure or restriction designers should ensure that:-

(i) The owners of land served by the road are consulted and are in agreement with the proposal;

(ii) TROs must be used to legally effect closures or restrictions;

(iii) Vehicles are warned of the minor road’s status at its junction with the main road;

(iv) Turning manoeuvre problems are not created;

(v) Accessible areas of redundant carriageway are not created where fly tipping and other environmental problems result.

9.15 In conjunction with the hierarchy proposals introduced in Paragraph 9.11 traffic signs may be used to direct traffic away from minor roads thus making them more attractive to cyclists. This may be carried out in conjunction with the realignment of junctions.

Figure 9.1: Restricted Access

9.16 Engineering Measures:

9.17 The introduction of pinch points (possibly incorporating a priority system) with cycle bypasses may be used to reduce traffic speeds and act as a flow regulator on roads which suffer high seasonal or weekend flows (Refer to Figure 9.2). At some locations it may be appropriate to narrow a section of road to single track, with passing places. Where such features are proposed the motorist should be given sufficient advance warning of their presence in order that they can comfortably modify their speed.

9.18 In areas where more modest speed restrictions are desirable, for example on sections of rural road crossed by the main cycle route, the application of rumble strips, localised narrowing of the carriageway and optical width measures may be more appropriate.

9.19 Changed Priority at Junctions:

9.20 Where two roads, each with 2-way traffic flows <1000 vpd cross, then the road with the major cycle flow may, where feasible, be given priority.

9.21 Advisory Cycle Lanes:

9.22 Where rural roads carry less than 4000 vpd advisory cycle lanes may be considered. On roads where the 85^th percentile speed is in excess of 70kph the measures aimed at reducing motor vehicle speeds shown in Figure 9.2 should be considered.

Figure 9.2: Typical Rural Pinch Point

COMMENTS : CHAPTER 9

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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