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Cycling by Design

Table 12.2: Typical Construction - Rural Area

Figure 12.2: Typical Bituminous Construction - Rural Area

Figure 12.3: Typical Unbound Construction - Rural Area

Traffic Signs

12.35 A consistent and high quality system of traffic signs should be provided to assist cyclists with route finding and help advertise the presence of cyclists to other road users. Traffic signs should normally conform to the Traffic Signs Regulations and General Directions 1994.

12.36 Designers should aim to make signing as positive as possible in order to indicate route continuity and, where appropriate, cycle priority. The main signs used within Cycling by Design are illustrated in Appendix 4.

12.37 Cycle destination signs should normally include two destinations, the next destination and the next major destination. Long Distance Routes should be identified by either a name or number depending on the policy for the route.

12.38 Signs on cycle tracks should be offset at least 0.5m back from the edge of the track in order to maintain the effective track width (Refer to Chapter 8). At no time should they be positioned within the cycle track.

12.39 Where encroachment within the cycle track is unavoidable the sign must have a minimum clearance of 2.4m above the cycle track surface.

Maintenance

12.40 Maintenance of cycle facilities involves four maintenance types:-

(i) Routine and Cyclical Maintenance;

(ii) Structural Maintenance;

(iii) Winter Maintenance;

(iv) Bridge and Ancillary Structures/ Equipment Maintenance.

12.41 Maintenance may be considered as being driven by four basic considerations. These are:

(i) Securing the asset value of the cycle facility: - the economic consideration;

(ii) Securing the availability of the facility for users: — the functional consideration;

(iii) Ensuring that appropriate levels of road safety and personal security apply to the facility when it is in use: — the safety consideration;

(iv) Ensuring that the impact of the facility on its environment is in accord with current policies etc.:- the environmental consideration.

12.42 These economic, functional, safety and environmental considerations impact on every aspect of maintenance and require to be addressed when maintenance regimes are being put together.

12.43 The contemporary expansion of urban and rural cycle routes for long distance travel, commuting and access to transport interchanges, shopping centres and the workplace has highlighted the limited advice available to maintenance authorities on good practice in all situations. While urban and rural carriageway facilities will enjoy the maintenance regime which applies to the road, an unbound facility on an urban dismantled railway or in a remote rural location requires a quite different approach albeit with the same considerations mentioned above re economy etc.

12.44 The diversity of facilities and their individual requirements is something which is to be taken forward during the consultation period of ‘Cycling By Design’ in order that the maintenance aspects of cycling infrastructure benefit from the wide expanse of experience now available. This includes Scottish Executive, local authority, Sustrans and voluntary experience as well as others, e.g. ‘Paths for All.’

12.45 The present intention is to form a maintenance sub-group of the Cycling Liaison Group to develop what will effectively be a ‘Code of Practice’ for the maintenance of cycle facilities. Some of the considerations likely to be included in the sub-group’s remit are as follows:

(i) Optimum ‘road authority’ arrangements for long distance cycle tracks;

(ii) Maintenance ‘Agent’ arrangements including voluntary ‘Ranger’ services;

(iii) Safety Inspections and records;

(iv) Detailed Inspections and records;

(v) Defect categories;

(vi) Routine maintenance operations;

(vii) Structural maintenance operations;

(viii) Winter maintenance practice including seasonal closure and warning/advisory signing and mapping.

12.46 It would be the intention that, following the conclusion of this work, the sub-group’s report would form the basis for this section of the final version of ‘Cycling by Design’. However, the following interim guidance may be of assistance to practitioners.

12.47 Maintenance Management

12.48 It is recommended that all commuter routes and all routes associated with trunk and local roads (including associated sections of the National Cycle Network) should be adopted by the appropriate roads authority and included on their List of Roads for maintenance purposes.

12.49 Where a long distance cycle route crosses a number of local authority areas and is adopted by each local authority and included on their respective lists of roads it may be preferable to establish a standard maintenance regime. This could include establishing a lead authority to identify, agree and set-up a practicable demarcation of responsibilities between each local authority.

12.50 In some rural areas it may be more appropriate to have the cycle facility maintained by Scottish Natural Heritage, by Sustrans, by a voluntary ‘Ranger’ Service or by local Recreation & Leisure Services. A Warden or Ranger may be employed to monitor maintenance requirements, carry out minor works, liase with school children and community associations and to patrol the cycle facility.

12.51 Once adopted a cycle facility should be competently maintained with a specified and recorded inspection regime, a system for immediate and urgent repairs, a system for routine and cyclical maintenance together with a works programming system and intervention levels for the full range of operations. Some recommended standards follow (these are not to be regarded as comprehensive).

12.52 Surface Condition

12.53 Cyclists are affected by surface condition more than motorists therefore regular detailed inspections should be conducted and any defects noted. The following types of defects should be repaired promptly:-

(i) Ridges, projections, sharp edges, cracks, and gaps greater than 20mm;

(ii) Potholes and small area depressions greater than 25mm which are creating hazards, and

(iii) Rocking slabs.

12.54 Reinstatement of the pavement surface immediately after works have taken place should be to existing levels, and in any event should not rise more than 10mm or settle more than 5mm except in trenches more than 600mm wide, when the limit shall be a 10mm rise or 10mm settlement.

12.55 Debris from carriageways is deposited in channels or gutters by passing traffic and is likely to accumulate in cycle lanes and other areas of the road predominantly used by cyclists. Therefore regular sweeping and general maintenance of the road channels and gullies is important to cyclists’ safety.

12.56 Standing Water

12.57 Standing water more than 10mm deep should be noted and corrected. Gullies and other gratings which have gaps more than 20mm wide parallel to the line of movement of cyclists should be modified or replaced. Worn covers may constitute a hazard to cyclists in wet conditions and should be replaced, along with broken or cracked gullies or covers in danger of collapse. Ideally, gullies and other gratings should not rock or be proud of the pavement surface.

12.58 The drainage of a cycle facility may rely on run-off to adjacent land provided this is within the boundary of the facility or road. Otherwise gullies and piped systems may be required.

12.59 Verges And Overhanging Branches

12.60 Cycle track verges will require periodic maintenance. Overhanging branches, protruding hedges and briars should be checked regularly, as they can often create hazards for cyclists. They should be cut back and cleared as and when necessary to maintain safety standards and sight lines.

12.61 Structural Maintenance

12.62 Cycle track pavements are less likely to require major structural maintenance than motorised pavements because failure should not occur within the natural life of the materials used. However, structural maintenance is an aspect which will be taken forward by the Cycling Liaison Group working party.

12.63 Sweeping Paths

12.64 Sweeping is required to reduce the incidence of punctures. Not only can punctures be potentially dangerous but frequent punctures can quickly deter cyclists from using a cycle track. The problem is increased by the fact that there is no motor traffic to disperse debris and keep the cycle track clear. It is therefore recommended that the tracks are swept often enough to keep them reasonably clear, and isolated occurrences of broken glass, hedge trimmings, potholes etc. are rectified as and when they occur.

12.65 Signs and Markings

12.66 Signs and markings require regular maintenance. These should be inspected to check their colour, retro-reflective properties, general performance, surface protective treatment and structural condition.

12.67 Lighting Maintenance

12.68 Maintenance of lighting on urban commuter and local access routes should be to the same level as adjacent streets.

12.69 Winter Maintenance

12.70 Urban Areas: In urban areas on Commuter and Access Routes standard maintenance arrangements should continue throughout the year. This should include the clearance of snow, and the de-icing of cycle facilities.

12.71 Rural Areas: In rural areas standard maintenance arrangements should be maintained where practicable. It is recognised that this is unlikely to be feasible on some remote tracks during winter and maps/publicity material should advise of possible winter closure. Appropriate warning and other signs should be erected as necessary.

12.72 Fault Reporting

12.73 Even with frequent inspections, it is not always possible for a maintenance authority to be aware of all the faults along a cycle route. Some authorities have attempted to overcome this by encouraging the general public to report maintenance needs such as potholes, blocked gullies, raised manhole covers etc. Such schemes may well prove useful to cyclists and consideration should be given to publicity/signing etc. of these where appropriate.

12.74 Negligence and Road Maintenance

12.75 Legal action can be brought in respect of loss, injury or damage resulting from a negligent failure to maintain a road (e.g. a cycle track). Action can be taken for damages either in common law, or for breach of a statutory duty.

COMMENTS: CHAPTER 12

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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