Cycle network and route planning guide

The cycle network planning process

Print version: Chapter 12: Implementation (PDF, 285 KB, 4 pages)

Implementation

IMPLEMENT CYCLE NETWORK DEVELOPMENT
Allocate funding for detailed investigation, design and construction/implementation.
Detailed investigation and design of individual cycle projects.
Audit of individual cycle projects.
Physical works.
Maintenance.

12.1 Introduction

This section discusses implementing an agreed plan to improve cycle infrastructure in an area.

12.2 Integration

Cycle network planning needs to be integrated with mainstream transportation planning and policy. If not, conflicting policies and infrastructure provision can undermine its potential to achieve its objectives — for example, measures that increase the volume and speed of traffic with which cyclists have to mix.

Providing for cyclists’ needs should be the responsibility of all departments or divisions of a local authority or road controlling authority, whether or not they have a cycling officer or unit.

This is because their decisions and activities have the potential to either help or hinder the satisfaction of cyclists’ needs. The task is too big to be the sole responsibility of one person or small specialist unit.

Table 12.1: Opportunities for improving provisions for cyclists

Source: Fundamentals of planning and design for cycling: Course notes: Version 01 (Transfund, New Zealand, 2003, p.55)

OPPORTUNITIES FOR IMPROVING PROVISIONS FOR CYCLISTS
Road marking after resealing.
Carriageway adjustments with kerb and channel replacement.
Shoulder widening as part of edge-break repairs or drainage improvements.
Railway, motorway and pipeline corridors.
Conservation land.
Using strategic properties that come up for sale for off-road facilities.
Co-ordinating with projects carried out by adjacent local authorities and Transit New Zealand.
Arterial road traffic management — parking restrictions and crossing facilities.
Safety improvement works and intersection changes.
Traffic signal upgrades — cycle-friendly detectors, signals and phasing, and lane arrangements.
Bus priority schemes — bus-bike lanes, head start signals.
Bridge replacement or widening.
Local area traffic management schemes, including contra-flow lanes.
Safer Routes to Schools projects and school travel plans.
Improvements for pedestrians, such as barrier removal, crossings and footpath widening — include wider, shared paths.
Urban renewal projects.
Parks and reserves redevelopments.
Other developments by the local authority and others.
Riverfront and waterfront developments.
New subdivisions, including paths and links.
New commercial developments or redevelopments.

12.2.1 Infrastructure projects

Each local authority has forward work programmes identifying the infrastructure works to be implemented in the planning period, including road, path and bridge construction and maintenance (see Table 12.1).

A plan showing these infrastructure works should be superimposed on the cycle network plan to identify where the two sets of works overlap. Any desirable cyclist facilities should be incorporated in the mainstream infrastructure works rather than being retrofitted at greater expense and possibly to a lesser standard later.

Also, cycle facilities can be provided as part of other infrastructure works (or maintenance) rather than being funded by a local council’s dedicated cycle facilities fund. This means the fund can be made to go further and the primary cycle route network can be achieved sooner.

Individual opportunities to incorporate cycling works with other programmed works are likely to be scattered around the network, which means fragmented facilities until the inter-linking portions are completed. This is unavoidable and acceptable as long as suitable transitions are designed. However, it is desirable to implement whole routes wherever possible as incomplete cycle facilities are likely to result in significant cyclist dissatisfaction. Refer to section 13.4 for more information on monitoring programme implementation.

12.2.2 District plans

Include maps of the primary cycle route network in district plans, together with appropriate objectives, policies and rules relating to avoiding, remedying or mitigating the adverse effects of other activities on cycling, in a similar way to provisions for arterial roads. Mitigation measures could include, for example, off-street car parking provision to allow for cycle lanes, and private contributions towards implementing an adjacent section of the network.

12.3 Implementation programmes

12.3.1 Long-term programme

The long-term implementation programme, which needs to be flexible, should record each project’s name, location, estimates of construction cost and professional fees, and proposed year of implementation.

The professional fees for investigation and design can be significant compared with other roading projects.

For the purpose of integration, the cycle network implementation programme should have the same planning period as the local authority’s LTCCP.

Separate plans showing each stage of the work should be prepared. Such plans help identify and avoid any gaps in the network.

12.3.2 Short-term programme

A more precise one- to five-year cycle network implementation programme should be prepared, based on the longer term programme. This programme can feed into the local authority’s annual planning process.

12.4 Cycle network and programme review

At least every five years, the entire cycle network and implementation programme should be reassessed to confirm its currency. Factors to consider include:

• has the cycle network development progressed as planned?
• have cyclist desire lines or cycle route usage changed?
• has cyclist safety improved?
• have there been significant changes to the district transport infrastructure or major land-use developments that require changes to the network plan?
• have cycle network and route design and planning practice changed?
• has the way that cycle projects are evaluated and funded changed?
• are there opportunities to complete gaps in the network that should be given a higher priority?

12.5 Detailed investigation and design

This step involves assessing individual cycling infrastructure projects in more detail than at the network planning stage, which may have been undertaken some years previously.

It may be appropriate to confirm that the planned option is still the most appropriate. Refer to the earlier sections of this guide for details of these assessments.

12.6 Audit

The audit tools discussed in section 9.3 can be applied at scheme concept stage, to detailed design plans, and after construction.

12.6.1 Design audit

Before the detailed investigation and design are complete, plans should be audited to identify any design deficiencies and to ensure that opportunities to improve cycling conditions are properly considered.

12.6.2 Post-construction inspection

When a cycle facility is complete, and preferably before it is opened for use, it should be inspected using a bicycle. The inspection aims to identify any deficiencies that could compromise cyclists’ safety. Any remedial works considered necessary should be carried out as soon as possible and preferably before the facility is opened for use.

12.7 Personnel resources

It is essential that all personnel, including politicians, responsible for planning, implementing and promoting cycling facilities are available, appropriately trained and skilled and aware of the latest technical guidance and relevant research findings. There also needs to be a wider understanding of cycling policy, its objectives and benefits. Specialist training should be undertaken where necessary. (McClintock, 2002, pp32-33).

12.7.1 Cycling planners

Many projects in different administrations and organisations can affect cycling, and planning and implementing a cycle network involves a significant amount of work.

For this reason, each RCA should have someone with overall responsibility for preparing and implementing its cycling strategic plan. Where large urban areas are involved this position should be full-time, and may need the support of other full-time staff dedicated to this function.

Those responsible for co-ordinating cycle provision need to have a high profile within their organisations and be supported by senior management.

12.7.2 Cycling advocates

Cycling advocates, who often form groups to further their collective interests, can make a significant contribution at most stages of the cycle network planning and implementation process. If there is no group in an area, the local authority could help establish one. However, it must be independent to remain effective.

Details of the consultation required at each step in the planning process are discussed in the relevant sections of this guide.

12.7.3 Cycling advisory groups

It is recommended that each local authority convene a cycling advisory group.

12.7.4 Consultants

There are consultants who specialise in cycle planning and cycle infrastructure design. Before engaging a consultant, check they have the specialist skills and experience relevant to the tasks required. Experience in general roading or transport planning and design is not sufficient on its own.

12.8 Maintenance

‘To achieve adequate maintenance there need to be clear performance standards, and adequate staffing and revenue funding covering the maintenance of both on- and off-road cycle routes with reference to surface quality, signing, markings and cutting back intrusive vegetation. Regular inspection is vital as well as clear and well-publicised mechanisms for reporting defects’ (McClintock, 2002 p.30).

In York, United Kingdom, cycle-mounted maintenance rangers, each towing a trailer of tools, have been appointed to help improve cycle facility maintenance (Harrison, 2002, p.151).

In Odense, Denmark, four cyclists are equipped with cellphone cameras, with which they photograph defects, to send to the roads and parks maintenance officer with a text message description and location. They get paid for each accepted message.

Inspections and any necessary maintenance should be carried out after storms and during and after road works or property development that could result in detritus on the cycle route.

12.9 Funding for infrastructure

Long-term investment in cycle infrastructure and promotion is needed to induce a significant modal shift (Harrison, 2002, p.153).

RCAs fund cycling projects. Such funding must be provided for in LTCCPs and annual plans. Cycling projects that meet a transport need and satisfy the relevant criteria are eligible for a subsidy from Transfund New Zealand. Refer to Transfund’s Programme and funding manual and Project evaluation manual for details of the criteria.

Community groups, community trust funds and tourism interests are potential alternative sources of labour or funding for recreational cycling routes.

Construction of cycle parking facilities also qualifies for a Transfund New Zealand subsidy.

12.10 Funding for other initiatives

The central government responsibility for funding of non-infrastructure initiatives is not well defined. Activities that meet the requirements of Transfund NZ’s travel demand management category may be subsidised by Transfund NZ. School road safety education funding is being reviewed.

Discuss your cycle safety education proposals with the nearest LTSA regional manager.

12.11 Timeframes and levels of funding

It takes time to develop a well connected cycle network, and the annual expenditure will determine the rate at which this happens. It is unrealistic to expect a significant increase in cycle use before significant portions of the network are complete, not least because the cycle network is just one aspect of the overall provision cyclists require.

However, in the longer term, cities overseas have been able to improve cycle safety and increase cycling’s modal share. Consistent and continuing effort eventually achieves results.

12.12 Quality of cycle provision

Design standards are often compromised because of space and finance constraints, resulting in substandard facilities that can sometimes put cyclists more at risk than if no provision were made at all.

Cycle paths are often not safe, convenient, attractive or direct. More attention needs to be given to the quality of initial design, construction and maintenance. Attention to detail is very important. Cyclists may avoid an otherwise adequate cycle route because of one particularly hazardous or inconvenient obstacle.

12.13 Publicising facilities

Cycling facilities need to be publicised and cycling promoted to maximise cycle use. These activities can include:

• media releases to announce complete routes or facilities
• providing a cycle network map showing cycle routes, cycle-friendly routes and cycle parking facilities
• providing network signage to indicate recommended cyclist routes.

Network signage

Having route and destination signage for cyclists is important in promoting facilities. Initially it will be necessary to plan signage for parts of the network that are complete.

Once erected, the signs should be recorded and managed using a signs inventory and asset management system.

Signage of cycle routes is eligible for a Transfund New Zealand subsidy.

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Page created: 30 September 2004