As Easy As Riding A Bike)
Earlier this week I blogged about a new Highways England standard – Cycle Traffic and the Strategic Road Network, or IAN 195/16. This is a 68 page document with plenty of detail, and for convenience I’m breaking it up into chunks.
That first post looked at the basics of ‘Cycle Traffic’ covered by IAN 195/16 – this post will look at what the document has to say about how cycleways should be designed, in particular, and what form they should take, according to context.
One of the first things we encounter in this section is a table of desirable and absolute minimum widths, according to the expected flow at peak times, and the nature of the cycleway.
As explained in the previous post, ‘absolute minimums’ can only be used where there are existing physical constraints. But even these ‘absolute minimums’ are reasonable generous – a two-way cycleway with a peak hour flow of over 150 cycles per hour (two-way) has to be at least 3.5m wide, and it can be that narrow for only 100m at a time. This is roughly equivalent to sections of the new superhighways in London, so a good standard, even for an absolute minimum.
Explicitly, these values also do not include the additional width required ‘to maintain effective width’ – i.e. the usable width of a cycleway with kerbs or vertical features beside it.