4.3 Link Types
There are several types of link options available to the designer. The purpose of this section is simply to summarise the basic characteristics and principal design considerations of each option.
It is important this section is read in conjunction with the other advice offered in this manual. The appropriate link option will be primarily guided by the advice on Segregation and Integration.
In most cases, regardless of the choice of link option, the cyclist will be brought through junctions integrated with the traffic using transitions if required. The reason for this is that the alternative gives rise to significant cycling-pedestrian conflicts which are currently inappropriate to Irish urban town centres.
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4.3.1 Mixed/Shared Street
Mixed or shared streets are suitable in low traffic single lane environments where cyclists and pedestrians take precedence over vehicular traffic. The key feature from a cycling perspective is that cyclists “take the lane” in line with vehicles.
Where such streets are less than 5.5m in width, there should be no central lane marking, thereby ensuring all road users in either direction yield to each other.
For widths between 5.5 and 7.0m, a central lane marking should be provided to separate opposing traffic.
Typical Road Environments
- Residential areas, access roads and streets, environmental traffic cells and shopping streets.
- Little or no through traffic, except perhaps public transport
- Traffic function is subordinate to vulnerable road user requirements
- Low traffic speeds and volumes
- Not appropriate for multi-lane roads.
Characteristics:
- Street less than 5.5m in width
- No central line between opposing lanes
- Quiet, low traffic and low speed environments
- High QOS possible
- Unconstrained accessibility for cyclists
Key Issues to be Considered:
- Essential that cyclists “take the lane” and traffic follows
- Cycle logos in centre of lane to emphasise correct cyclist position
- Overtaking cyclists only in opposing lane and at low speed
- Two way cycling should be the norm
- Entry and exit treatments to reinforce legibility
- Cycle lane if exit queuing occurs
- Loading and parking
Typical Road Environments
- Residential areas, access roads and streets, environmental traffic cells and shopping streets.
- Little or no through traffic, except perhaps public transport
- Traffic function is subordinate to vulnerable road user requirements
- Low traffic speeds and volumes
- Not appropriate for multi-lane roads.
Characteristics:
- Street between 5.5 and 7.0m in width
- Central line between opposing lanes
- Quiet, low traffic and low speed environments
- High QOS possible
- Unconstrained accessibility for cyclists
Key Issues to be Considered:
- Essential that cyclists “take the lane” and traffic follows
- Cycle logos in centre of lane to emphasise correct cyclist position
- Overtaking cyclists only in opposing lane and at low speed
- Two way cycling should be the norm
- Entry and exit treatments to reinforce legibility
- Cycle lane if exit queuing occurs
- Loading and parking
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4.3.2 Standard Cycle Lanes
Cycle lane should be wider and mandatory
Cycle lanes are lanes on the carriageway that are reserved either exclusively or primarily for the passage of cyclists. They are normally located on the left or kerb side of the road and benefit from being included within the normal road maintenance programme.
Because they are part of the main carriageway;
- the design of cycle lanes requires careful attentioran to turning movements of both cyclists and other traffic
- cyclists are not physically protected, and it is important that the traffic regime is appropriate to the presence of cyclists on the road
- they are only effective when unhindered by parking and loading activity. Carefulattention to this design issue is required especially in town centres and around schools.
Standard cycle lanes include Mandatory Cycle Lanes, Advisory Cycle Lanes and Raised Cycle Lanes. In this manual, if cycle lanes are to be provided, the preferred option is the Mandatory Cycle Lane wherever possible.
4.3.2.1 Mandatory Cycle Lane
Cycle lane should be wider
Mandatory Cycle Lanes are marked by a continuous white line which prohibits motorised traffic from entering the lane, except for access. Parking is not permitted on mandatory cycle lanes. Mandatory Cycle Lanes are 24 hour unless time plated in which case they are no longer cycle lanes.
Typical Road Environments- Access streets with exit queues
- Collector roads with speeds up to 50km/h – see Guidance Graph
- Adjacent to bus lanes – see below
Characteristics
- Highlights presence of on-road cyclists to other road users
- May change to advisory lane on approach to junctions and at bus stops
- Red surfacing only at the beginning and end of mandatory sections of the cycle lane
Key Issues to be Considered
- Parking and loading not permitted in cycle lane, and must be provided elsewhere if required
- Consistent quality essential, no changes in lane width, no “gaps”
- Sufficient road width must be available to cater for other road users outside the cycle lane
- Smooth, flat, well-drained and well-maintained surface
- Gullies preferably located in kerb and not on the cycle lane
- 24-hour operation preferred, but time plating possible
- If traffic consistently tracks into mandatory cycle lanes, then segregation or enforcement may be required
4.3.2.2 Advisory Cycle Lane
Advisory Cycle Lanes are marked by a broken white line which allows motorised traffic to enter or cross the lane. They are used where a Mandatory Cycle Lane leaves insufficient residual road space for traffic, and at junctions where traffic needs to turn across the cycle lane.
Parking is not permitted on advisory cycle lanes other than for set down and loading. Advisory cycle lanes are 24 hour unless time plated.
Typical Road Environment- Collector roads with single lane in each direction and maximum speed of 50km/h – see Guidance Graph
- Multi-lane junctions for streaming cyclists and turning traffic movements
Characteristics
- Motorised traffic can enter cycle lane when safe and necessary to do so
- Most effective where there is no demand for kerbside parking or loading
- Red surfacing only required at conflict points or where area might be confused with on-street parking
Key Issues to be Considered
- Only to be used in exception circumstances where Mandatory Cycle Lane is inappropriate
- Not recommended in the vicinity of schools etc where drop off and pick up may undermine the cycling function
- Road centre line should not be used when the residual space for traffic is less than 6.0m. In this situation, low traffic speed is important and traffic calming may be required
- Consistent quality essential, no changes in lane width, no “gaps”/ breaks in continuity
- Smooth, flat, well-drained and well-maintained surface
- Gullies preferably located in kerb and not on the cycle lane
4.3.2.3 Raised Cycle Lane
Raised Cycle Lanes are Mandatory Cycle Lanes that are raised by 25 to 50 mm from the main carriageway surface. They are always 24 hour operation and parking is never permitted. Their primary use is two-fold:
- Along collector roads with frequent entrances and driveways where in a shelf arrangement the cyclist is slightly lower than the footpath and slightly higher than road.
- Where the cycle lane is adjacent to a bus lane and the position of the cyclist is reinforced at particular location, e.g. approaching junctions
Typical Road Environment
- Collector roads with frequent entrances and driveways
- Adjacent to bus lanes – also see below
Characteristics:
- Cycle lane, minimal separation from carriageway by low-level kerb
- Visually and legally part of carriageway, but improved safety
- Easier to provide than segregated cycle track
Key Issues to be Considered
- Lanes should be wide enough to allow overtaking – otherwise the step down presents a hazard to cyclists falling into traffic
- Smooth, flat, well-drained and well-maintained surface
- Gullies preferably located in kerb and not on the cycle lane
- Poles, public lighting columns, etc should be located off road, i.e. not on the raised cycle lane
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4.3.3 Cycling and Bus Lanes
There are two options for cycling with buses. Cyclists can cycle with the buses in the bus lane, or a Mandatory Cycle Lane can be provided alongside the bus lane. Advisory Cycle Lanes with a bus lane are not recommended other than in the vicinity of bus stops.
Some bus lanes are extremely busy traffic terms and the designer should consult the Guidance Graph before presuming on the suitability or otherwise of cycling in the bus lane.
Careful consideration is required when bus lanes are time plated, as the traffic regime outside of bus operation may be less cycle friendly.
Guidance on bus stops is provided elsewhere in this manual.
For overall policy on cycling and buses, consult Principles Underpinning Development of the Quality Bus Network and Cycling, October 2009, Department of Transport.
Typical Road Environment
- Collector or low-speed Distributor Road, max. 50km/h
Characteristics
- Cyclists share space with buses, coaches and taxis
- Bus lane 3.0 metre wide. Any surplus width to be marked off or re-assigned to footpath, verge or other road function
Key Issues to be Considered
- Bus lane surface (rutting, drainage details) especially around bus stops
- Time-plated bus lanes require separate assessment of cycling provision out-of-hours
- Only suitable for short lengths of road, to avoid frustration
- Poor QOS for cycling if buses are stacked at stops and junctions
- Limited QOS for buses with significant volumes of cyclists
Typical Road Environment
- Collector or low-speed Distributor Road, max. 50km/h
Characteristics
- Existing bus lane is wider than 3.0m, but less than 4.5m wide and consequently not wide enough for a parallel cycle lane.
- Any surplus bus lane width is hatched off to reduce the bus lane to 3.0m.
- Cyclists share space with buses, coaches and taxis
Key Issues to be Considered
- Bus lane surface (rutting, drainage details) especially around bus stops
- Time-plated bus lanes require separate assessment of cycling provision out-of-hours
- Only suitable for short lengths of road, to avoid frustration
- Conflict between left turning buses at junctions where the cyclist might approach alongside the bus on the hatching
- Limited QOS for buses with significant volumes of cyclists
Typical Road Environment
- Collector or District Distributor, max. speed 60km/h
Characteristics
- Dedicated cycle lane adjacent to bus lane
- Reduced frustration, higher QOS for both bus and bicycle modes
- Bus lane acts as buffer space between cyclists and general traffic
Key Issues to be Considered
- Mandatory cycle lane, except around bus stops
- Bus lane surface (rutting, drainage details) especially around bus stops
- Minimum total width for buses and cyclists is 4.5m – see Width Calculator
- Time-plated bus lanes require separate assessment of cycling provision out-of-hours
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4.3.4 Standard Cycle Tracks
Cycle Tracks are different from Cycle Lanes in that they are physically segregated from motorised traffic. This is achieved by either a kerb with a level change, bollards etc. They have limited points of access and egress and therefore these locations need to be carefully detailed.
Cycle tracks are generally for situations where the traffic regime is unsuitable for cycling and cannot be otherwise mitigated. For this reason, it is important that cycle tracks retain their function at all times – otherwise cyclists may be forced into an unsuitable traffic regime.
The transitions from cycle track to cycle lane and vice versa are central to the success of cycle tracks.
Typical Road Environment
- Collector roads, speeds up to 50km/h
- Roundabouts – see Hedgehog Design
Characteristics
- Physical segregation between cyclist and motorised vehicles
- 24 hour and no parking or loading
- Bollards or continuous upstand
Key Issues to be Considered
- Ensure continuity of segregation with no “gaps”
- Sufficient width of cycle track
- Poles, public lighting columns, etc should be located off road, i.e. not on the cycle track
- Transition to cycle lanes at junctions and their approaches
- Access for maintenance
- Drainage requirements will inform choice of segregation method – bollards or continuous upstand
- Provide sufficient and logical access and egress points for cyclists
- Pedestrian conflicts
Typical Road Environment
- Collector roads, speeds up to 80km/h.
- Distributor roads if there is 24-hour bus lane in both directions
Characteristics
- Physical segregation by full kerb height between cyclist and motorised vehicles
- 24 hour and no parking or loading
Key Issues to be Considered
- Bollards or delineators may be used if persistent parking or loading is an issue
- Additional hard surface may require increased drainage capacity
- Cross fall away from traffic is more comfortable but requires additional drainage
- Specific attention to detail at entrances to avoid dishing the cycle track
- Outside kerb of cycle track needs to be legible to traffic and cyclists at all times, including night time
- Poles, public lighting columns, etc should be located off road, i.e. not on the cycle track
Typical Road Environment
- Distributor and collector roads with speeds greater than 60km/h
Characteristics
- Grass or paved verge separating cycle track from carriageway
- Trees, shrubs & street furniture can be placed within the verge
Key Issues to be Considered
- Use paved verge in vicinity of pedestrian crossing points
- Trees, street furniture, etc. should not obstruct clear passage
- Tracks should be wide enough to allow overtaking
- Tracks should be smooth, flat, well-drained and well-maintained
- Access for maintenance
Typical Road Environment
- Multi-lane district distributor and collector roads with infrequent crossing points
- Roads with significant crossing delays for cyclists
- Roads where the urban development is on one side of the road only
Characteristics
- Must be segregated by level change from carriageway and/or verge
- The contra-flow cyclist should always be on the inside and furthest from the traffic and yields priority at junctions
- The with-flow cyclist is positioned closest to the traffic. This ensures lower relative speed between cyclist and traffic (Forgivingness Principle) and facilitates transitions from cycle track to cycle lane at junctions
- Physical separation from carriageway by dividing verge
- Physical separation from footpath by verge or height difference
- Cyclists need not cross road when using two-way track
- Wider track allows more comfort and easier overtaking for cyclist
Key Issues to be Considered
- Careful treatment required in design of junctions and crossings and their approaches
- Legibility – it should be readily apparent to all road users that track is two-way
- The positions of the cyclists need to be clearly marked
- Ensure continuity with no “gaps”
- Wider track required for two-way
- Poles, public lighting columns, etc should be located in the verge or the footpath
- Maintenance
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4.3.5 Contra Flow Cycle Lanes and Tracks
The introduction of contra-flow cycle facilities within an urban one way system can significantly improve in directness and the attraction of cycling. This manual proposes contra-flow cycle lanes and tracks, depending on the volume and speed of the one way traffic.
Typical Road Environment
- Access roads, quiet streets in town centres, speed 30km/h or less
Characteristics
- Short streets
- Low parking and loading demand on the contra-flow side of the street
- 24 hour by nature
- Mandatory
Key Issues to be Considered
- Legibility and signage – other users can read and respect the cycle facility
- Detail design of junctions
- Ensure continuity and coherence, no gaps
- Not suitable for areas with kerbside loading and parking
Typical Road Environment
- Access roads
- Low volume collector roads
- Town Centres with no direct parking or loading demand on the contra-flow side of the street
Characteristics
- Physically segregated
- Short streets
- No parking and loading demand on the contra-flow side of the street
- 24 hour by nature
- Mandatory
Key Issues to be Considered
- Legibility and signage – other users can read and respect the cycle facility
- Detail design of junctions
- Ensure continuity and coherence, no gaps
- Not suitable for areas with kerbside loading and parking
- Segregation needs to take account of pedestrian crossing demands
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4.3.6 Cycle Trails
Photo courtesy Sustrans
Typical Road Environment
- Parks and green areas,
- Green Route cycle facilities along railways, canals, waterways, and shore-lines
Characteristics
- Off-road and remote from vehicular traffic
- Mixed/shared use with other “soft” transport modes
- Functions primarily as leisure facility
- High comfort levels due to absence of motorised traffic
- Pedestrian priority in all cases of potential conflict
Key Issues to be Considered
- Shared use clearly legible
- Crossing points and intersections – see Junction Types: Crossing
- Social safety issues, including lighting
- Access and egress for cyclists including possible requirement to dismount in cases of high pedestrian volumes
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4.3.7 Cycle Ways
Typical Road Environment
- Roads for cyclists through parks
- Off-road short cuts
Characteristics
- Few intersections with roadways
- High comfort levels due to absence of motorised traffic
- Crossings rather than junctions
- Combined utilitarian and leisure uses
Key Issues to be Considered
- Need for compliance with Section 68 of Roads Act, 1993
- Need for good visibility and lighting
- Where frequent use by pedestrians is likely, consider raised adjacent footpath and/or reducing speed differential through cycle calming
- Consistent quality with dedicated cycle signposting
- Crossing points and intersections
