Cycle network and route planning guide

The principles of cycle network planning

Print version: Chapter 4: Possible cycle route locations (PDF, 204 KB, 6 pages)

Possible cycle route locations

4.1 Introduction

Cycle networks are made up of interconnected routes and facilities. This chapter describes potential locations for cycle routes and discusses their advantages and disadvantages.

ROADS

• State highways
• Urban arterial roads
• Urban backstreets
• Urban off-road paths
• Rural arterial roads (includes state highways)
• Rural secondary roads

PATHS

• Operating railways
• Disused railways
• Watercourses
• Foreshores
• Reserves and parks
• Other locations
• Public transport

4.2 State highways

State highways are a special class of arterial road of national importance. They are managed by Transit New Zealand and include motorways, expressways, urban arterial roads and rural highways.

State highways form the main spine of the national road network. They are used by all road users, particularly heavy transport vehicles, and often carry high volumes of traffic.

Urban and rural state highways are an important part of the cycle network. This makes it important that state highways have appropriate cycle provision that is integrated with the cycle provision on other roads. This requires co-ordination between Transit New Zealand and other RCAs. Transit New Zealand should be involved at an early stage in planning any networks that include state highways.

4.3 Urban arterial roads

Description

Arterial roads are the main roads in an area. Their main function is to provide for through-traffic rather than access to adjoining properties, but many important destinations are found along them.

Minor arterial roads, with lower traffic volumes and speeds, are typically single lane each way and can usually be adapted to provide for cyclists of basic competence both between intersections (called mid-block) and at intersections.

Major arterial roads are busier and faster, and typically have multiple lanes. They are not appropriate for cyclists of basic competence unless they have more effective separation and facilities to turn right, such as hook turns.

Advantages

Arterial roads are generally well used by cyclists and have several benefits for those experienced and comfortable enough in using them. They need to be made as safe as possible.

Most arterial roads are flatter than surrounding local roads and have better surface conditions and maintenance standards. They are coherent and direct, and intersections favour the major flow of traffic.

Arterial roads often have safety advantages for competent cyclists because of fewer side roads and driveways and because major intersections are controlled.

Disadvantages

High traffic volumes and speeds make arterial roads unattractive for less confident cyclists and those riding for pleasure.

Cyclists are more exposed to traffic fumes on these roads, although tests have shown they inhale less air pollution than car occupants (Koorey 2004).

Even where cycle lanes are provided, urban arterial roads are unsuitable for children and novices until they achieve basic competence.

The main constraints to developing cycle routes on arterial roads are insufficient space at intersections, parking demands, and conflict with adjacent commercial activities. The trade-offs may involve politically unpalatable decisions.

Recommendations

Arterial roads will be used by many cyclists and will need cycle provision aimed as far as possible at cyclists with basic competence.

Alternative routes merely supplement the arterial routes and rarely eliminate the need for cycle provision on the latter.

Wherever possible, arterial roads should be planned with cycle facilities from the outset - or retrofitted to bring them up to best practice standard.

4.4 Urban backstreets

Description

Many cyclists undertaking inter-suburban trips prefer quiet routes, especially if they are not confident mixing with busy traffic. Local or collector road routes can provide this as long as they form a coherent pattern. Commuter cyclists will use them only if they are as convenient as the most direct route.

Advantages

Grid-based road systems, characteristic of older cities, lend themselves to backstreet cycle routes.

Backstreets are more readily available than off-road paths and do not require extra land, unless there are missing links that obstruct direct routes.

As destinations are served directly from these routes, they can enable cyclists to avoid particularly daunting arterial roads. They can also offer a lower-stress and enjoyable cycling experience owing to the streetscape and other attractions, and can be quite suitable as part of a leisure or tourist route.

Disadvantages

To attract significant numbers of cyclists, backstreet cycle routes need to be safer and more convenient than the arterial road network, but this is rarely possible. Compared with arterial roads, these routes usually have more hazards from side roads, driveways, parked cars and give-way requirements at intersections with busier roads.

Crash records on backstreet routes appear to be no better than those on arterial roads (United Kingdom Government, 1995).

Recommendations

Use backstreet routes where they are safer and more convenient than the arterials they parallel.

Use backstreet routes in dual networks to give a choice for those who prefer them.

Pay careful attention to intersections between backstreets and arterial roads. Traffic signals may be necessary.

Consider traffic calming these routes.

Signpost them well.

4.5 Urban off-road paths

Description

These are paths totally separated from roads, usually through parks and reserves

Advantages

The perceived safety of urban off-road paths is high owing to the absence of conflicts with motor vehicles, so they are attractive to less confident users and relatively safe for novice cyclists.

Most cyclists prefer a traffic-free environment and will divert to enjoy one. These paths also encourage new trips, particularly by recreational riders and neighbourhood cyclists. They also benefit walkers, joggers, scooters, parents with prams, skateboarders, etc.

Disadvantages

Cyclists have poor perceptions of personal security on urban off-road paths, particularly at night and when there is little use. These paths must be well lit and need to be clearly signposted, or only knowledgeable local cyclists will be able to find their way.

Like backstreet routes, the key safety issue with urban off-road paths is how they connect to or cross roads. Traffic controls and traffic calming are likely to be required.

Without a high design standard they can be less safe than the roads they parallel.

Recommendations

Urban off-road paths are especially recommended where they provide a direct, safe and personally secure alternative to an intimidating arterial road.

Use them where they can provide quality alternatives in dual networks (see Section 5.4).

Pay careful attention to intersections between paths and roads. Traffic signals may be necessary.

Pay attention to design quality and the LOS to both cyclists and walkers.

4.6 Rural arterial roads

In New Zealand’s rural areas, cyclists rarely have any alternative but to use the same road system as motorised traffic. State highways are often the only suitable routes between settlements.

Because this traffic is fast, a high proportion of rural cyclist crashes involves deaths or serious injuries. Cyclists particularly benefit from a sealed road shoulder. Separate paths have even greater safety benefits on rural roads, so their feasibility should always be considered. Narrow rural bridges are a particular hazard.

4.7 Rural secondary roads

Rural secondary roads can provide a coherent route and be an excellent cycling alternative to more heavily trafficked rural arterials or state highways.

They can also offer a better cycling experience than major roads, particularly for touring cyclists.

Even unsealed secondary rural roads may be adequate, as in some cases cyclists prefer them to adjacent sealed roads with heavy traffic.

4.8 Operating railways

Description

Some very useful cycle routes can be developed beside operating railways.

Advantages

Operating railways are invariably direct and relatively flat. They are also often aligned with central business districts and may provide the shortest route from outlying suburbs to a business centre.

Disadvantages

It can be difficult to accommodate cyclists at tunnels, underpasses, bridges and obstructions caused by electrical and other rail infrastructure.

Public safety near railways is also a concern, and appropriate barriers are required.

Rail-side environments are typically neglected and unattractive, with landscaping needing upgrading.

4.9 Disused railways

Description

Disused railways are mainly found in rural areas and provide important opportunities for touring cyclists. The Otago Central Rail Trail is an example. Those in urban areas, such as the Nelson-Richmond Railway Reserve, can cater for everyday utility and recreation trips by cyclists and pedestrians.

In a worldwide trend over the past decade, old railway reservations have been secured for recreation or tourism by cyclists and others. Developments like these require specialist expertise, and specific organisations (such as Sustrans in the United Kingdom and Rails to Trails in the United States of America and Australia) have often been established for this purpose.

Ideally, rural routes provide a cycling experience lasting at least several days. Their potential is enhanced by accommodation at regular intervals, practical facilities such as toilets, rest areas and water, servicing opportunities or arrangements, and transport assistance at principal connection points.

Some overseas examples have been highly successful, using public art and interpreting the local history of the route. Some of these have attracted very high numbers of cyclists and walkers.

Advantages

Cycle routes on disused railway corridors are usually relatively flat and direct.

They have significant value as icons of cycling, raising its profile among the general non-cycling public.

Rail trails in rural areas can have an economic benefit. They bring cycle tourists into areas not frequented by motorised tourists. Cycle tourists also take less luggage and so spend more locally to meet their needs. (Hillman and Grimshaw, 2000).

Disadvantage

Their isolated nature means disused railways can only be one element in an urban or rural cycle route network.

4.10 Watercourses

Routes adjacent to watercourses are often picturesque, relatively flat and therefore well used as recreational cycling routes, particularly in urban areas.

If they provide access to central business districts, they are also popular commuter routes. In this case, care should be taken to avoid meandering, indirect paths. They tend to also attract pedestrians, so conflicts between pedestrians and cyclists need to be considered.

4.11 Foreshores

Paths along the coastal foreshores of cities and next to lakes and harbours are often popular for leisure cycling and can offer unsurpassed riding experiences. Perth and Melbourne in Australia offer extensive foreshore routes. However, establishing foreshore routes often generates significant controversy.

Generally, foreshore paths are located to provide attractive views for cyclists. However, strong coastal winds may dictate situating them behind dunes.

4.12 Reserves and parks

Reserves and parks are popular cycling environments.

Ideally, these cycling routes need to be several kilometres long to provide a meaningful cycling experience. Alternatively, important links can be established through reserves and parks, which enhance the directness or coherence of a backstreet cycle route.

4.13 Other locations

• Undeveloped transport corridors
• Dedicated bus lanes or corridors
• Water and sewerage easements
• Power line corridors
• Conservation land tracks
• Redundant road formations

4.14 Public transport

Public transport extends cyclists' travel range. Buses, trains, ferries and planes could be considered part of the cycle route network, and links to public transport should be recognised in the cycle network plan.

Links to public transport can be critical to cyclists:

• to ensure the viability of longer trips, especially for cycle tourists
• in hilly terrain
• where there are poor, hazardous or nonexistent road options
• where cycling is prohibited, for example at some road tunnels or bridges
• as part of a leisure experience.

The potential for multi-mode travel involving cycling is demonstrated in The Netherlands, where 35 percent of train travellers cycle to the station (MTPW and WM, 1992).

The viability of such links depends on appropriate:

• cycle access at each end of the journey
• cycle storage in transit
• cycle parking at each end of a journey if storage in transit is not possible, or where a key destination is adjacent to a transport interchange
• transit or storage costs.

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Page created: 30 September 2004