Cycling infrastructure
Cycling infrastructure is all
Good road design, road maintenance and traffic management can make cycling safer and more useful. Settlements with a dense network of interconnected streets tend to be places for getting around by bike. Their cycling networks can give people direct, fast, easy and convenient routes.
History
The history of cycling infrastructure starts from shortly after the bike boom of the 1880s when the first short stretches of dedicated bicycle infrastructure were built, through to the rise of the automobile from the mid-20th century onwards and the concomitant decline of cycling as a means of transport, to cycling's comeback from the 1970s onwards.
Bikeways
A bikeway is a lane, route, way or path which in some manner is specifically designed and /or designated for
Various guides exist to define the different types of bikeway infrastructure, including UK Department for Transport manual The Geometric Design of Pedestrian, Cycle and Equestrian Routes,[3] Sustrans Design Manual,[4] UK Department of Transport Local Transport Note 2/08: Cycle infrastructure design[5] the Danish Road Authority guide Registration and classification of paths,[6] the Dutch CROW,[7] the American Association of State Highway and Transportation Officials (AASHTO) Guide to Bikeway Facilities, the Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices (MUTCD),[8][9] and the US National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide.[10]
In the Netherlands, The Tekenen voor de fiets design manual recommends a width of at least 2 meters, or 2.5 metres if used by more than 150 bicycles per hour. A minimum width of 2 meters is specified by the cities of
Terms
Some bikeways are separated from motor traffic by physical constraints (e.g. barriers, parking or bollards)—
Segregation
The term bikeway is largely used in North America to describe all routes that have been designed or updated to encourage more cycling or make cycling safer. In some jurisdictions such as the United Kingdom, segregated cycling facility is sometimes preferred to describe cycling infrastructure which has varying degrees of separation from motorized traffic, or which has excluded pedestrian traffic in the case of exclusive bike paths.[12]
There is no single usage of segregation; in some cases it can mean the exclusion of motor vehicles and in other cases the exclusion of pedestrians as well. Thus, it includes
Safety
Legislation
Different countries have different ways to legally define and enforce bikeways.
Bikeway controversies
Some detractors argue that one must be careful in interpreting the operation of dedicated or segregated bikeways/cycle facilities across different designs and contexts; what works for the Netherlands will not necessarily work elsewhere, or claiming that bikeways increase urban air pollution.[24]
Other transportation planners consider an incremental, piecemeal approach to bike infrastructure buildout ineffective and advocate for complete networks to be built in a single phase.[25]
Proponents point out that cycling infrastructure including dedicated bike lanes has been implemented in many cities; when well-designed and well-implemented they are popular and safe, and they are effective at relieving both congestion and air pollution.[26]
Bikeway selection
Jurisdictions have guidelines around the selection of the right bikeway treatments in order make routes more comfortable and safer for cycling.
A study reviewing the safety of "road diets" (motor traffic lane restrictions) for bike lanes found in summary that crash frequencies at road diets in the period after installation were 6% lower, road diets do not affect crash severity, or result in a significant change in crash types. This research was conducted by looking at areas scheduled for conversion before and after the road diet was performed. While also comparing similar areas that had not received any changes. It is noted that further research is recommended to confirm findings.[27]
Bikeway types
You can help expand this article with text translated from the corresponding article in German. (June 2018) Click [show] for important translation instructions.
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You can help expand this article with text translated from the corresponding article in French. (June 2018) Click [show] for important translation instructions.
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Bikeways can fall into these main categories: separated in-roadway bikeways such as bike lanes and buffered bike lanes; physically separated in-roadway bikeways such as cycle tracks; right-of-way paths such as bike paths and shared use paths; and shared in-roadway bikeways such as bike boulevards, shared lane markings, and advisory bike lanes. The exact categorization changes depending on the jurisdiction and organization, while many just list the types by their commonly used names[28][29][30]
Dedicated bikeways
Type | Variant | Description | Image |
---|---|---|---|
Cycle lane (aka bike lane) | Advisory | A bike lane which other users are permitted to use, for example to park or pass other vehicles. | |
Mandatory | A bike lane for the exclusive use of cyclists, marked by a solid line in most places. | ||
Buffered | A bike lane with some form of buffer between motor traffic and the cycle lane. | ||
Lightly segregated | A bike lane with separating features such as wands or orcas. | ||
Contraflow | A bike lane which allows cyclists to go against the flow of a one-way street. | ||
Cycle track (aka bike track) | A physically separated part of the highway dedicated for cycling which typically excludes all motorized traffic with some sort of vertical barrier | ||
Cycle path (aka bike path or bike trail) | A path dedicated for cycling which is remote from a public highway. | ||
Shared use path (aka multi-use path) | Shared | A path dedicated for both pedestrians and cycling with the whole path shared. This includes rights of way, or derelict industrial land. Greenways can also be linear parks, and can serve as wildlife corridors .
|
|
Segregated | A path dedicated for both pedestrians and cycling, split into a walking and cycling section, typically by a painted line (or other feature). | ||
Road shoulder | A reserved lane on the verge of a roadway that is often used by bicyclists and also serves as an emergency stopping lane for motor vehicles. |
Sharing with motor traffic
Cyclists are legally allowed to travel on many roadways in accordance with the rules of the road for drivers of vehicles.
A bicycle boulevard or cycle street is a low speed street which has been optimized for bicycle traffic. Bicycle boulevards discourage cut-through motor vehicle traffic but allow local motor vehicle traffic. They are designed to give priority to cyclists as through-going traffic.
A shared lane marking, also known as a sharrow is a street marking that indicates the preferred lateral position for cyclists (to avoid the door zone and other obstacles) where dedicated bike lanes are not available.
A 2-1 road is a roadway striping configuration which provides for two-way motor vehicle and bicycle traffic using a central vehicular travel lane and "advisory" bike lanes on either side. The center lane is dedicated to, and shared by, motorists traveling in both directions. The center lane is narrower than two vehicular travel lanes and has no centerline; some are narrower than the width of a car. Cyclists are given preference in the bike lanes but motorists can encroach into the bike lanes to pass other motor vehicles after yielding to cyclists. Advisory bike lanes are normally installed on low volume streets.[13] Advisory bike lanes have a number of names. The U.S. Federal Highway Administration calls them "Advisory Shoulders".[34] In New Zealand, they are called 2-minus-1 roads. They are called Schutzstreifen (Germany), Suggestiestrook (Netherlands), and Suggestion Lanes (a literal English translation of Suggestiestrook).[35]
Bicycle highways
Denmark and the Netherlands have pioneered the concept of "bicycle superhighways". The first Dutch route opened in 2004 between Breda and Etten-Leur; many others have been added since then.[36] In 2017 several bicycle superhighways were opened in the Arnhem-Nijmegen region, with the RijnWaalpad as the best example of this new type of cycling infrastructure.
The first Danish route, C99, opened in 2012 between the Vesterbro rail station in Copenhagen and Albertslund, a western suburb. The route cost 13.4 million Danish kroner and is 17.5 km long, built with few stops and new paths away from traffic. "Service stations" with air pumps are located at regular intervals, and where the route must cross streets, handholds and running boards are provided so cyclists can wait without having to put their feet on the ground.[37] Similar projects have since been built in Germany among other countries.
The cost of building a bicycle super highway depends on many things, but is usually between €300,000/km (for a wide dedicated cycle track) and €800,000/km (when complex civil engineering structures are needed).[38]
Cycling-friendly streetscape modifications
There are various measures cities and regions often take on the roadway to make it more cycling friendly and safer. Aspects of infrastructure may be viewed as either cyclist-hostile or as
Colombian city, Bogota converted some car lanes into bidirectional bike lanes during coronavirus pandemic, adding 84 km of new bike lanes; the government is intending to make these new bike lanes permanent. In the US, slow-street movements have been introduced by erecting makeshift barriers to slow traffic and allow bikers and walkers to safely share the road with motorists.[41]
Traffic reduction
Removing traffic can be achieved by straightforward diversion or alternatively reduction. Diversion involves routing through-traffic away from roads used by high numbers of cyclists and pedestrians. Examples of diversion include the construction of arterial bypasses and ring roads around urban centers.
Indirect methods involve reducing the infrastructural capacity dedicated to moving motorized vehicles. This can involve reducing the number of road lanes, closing bridges to certain vehicle types and creating
Another approach is to reduce the capacity to park cars. Starting in the 1970s, the city of Copenhagen, where now 36% of the trips are done by bicycle,[45] adopted a policy of reducing available car parking capacity by several per cents per year. The city of Amsterdam, where around 40% of all trips are by bicycle,[46] adopted similar parking reduction policies in the 80s and 90s.
Direct traffic reduction methods can involve straightforward bans or more subtle methods like road pricing schemes or road diets. The London congestion charge reportedly resulted in a significant increase in cycle use within the affected area.[47]
Traffic calming
Speed reduction has traditionally been attempted by statutory speed limits and enforcing the assured clear distance ahead rule.
Recent implementations of shared space schemes have delivered significant traffic speed reductions. The reductions are sustainable, without the need for speed limits or speed limit enforcement. In Norrköping, Sweden, mean traffic speeds in 2006 dropped from 21 to 16 km/h (13 to 10 mph) since the implementation of such a scheme.[48]
Even without shared street implementation, creating
One-way streets
German research indicates that making
Two-way cycling on one-way streets
One-way streets can disadvantage cyclists by increasing trip-length, delays and hazards associated with weaving maneuvers at junctions.[40] In northern European countries such as the Netherlands, however, cyclists are frequently granted exemptions from one-way street restrictions, which improves cycling traffic flow while restricting motorized vehicles.[56]
German research indicates that making one-way streets two-way for cyclists results in a reduction in the total number of collisions.[57]
There are often restrictions to what one-way streets are good candidates for allowing two-way cycling traffic. In Belgium road authorities in principle allow any one-way street in 50 kilometres per hour (31 mph) zones to be two-way for cyclists if the available lane is at least 3 metres (9.8 ft) wide (area free from parking) and no specific local circumstances prevent it.[58] Denmark, a country with high cycling levels, does not use one-way systems to improve traffic flow.[59] Some commentators argue that the initial goal should be to dismantle large one-way street systems as a traffic calming/traffic reduction measure, followed by the provision of two-way cyclist access on any one-way streets that remain.[60]
Intersection and junction design
In general,
Protected intersection
Another approach which the Netherlands innovated is called in North America a protected intersection that reconfigures intersections to reduce risk to cyclists as they cross or turn. Some American cities are starting to pilot protected intersections.
Bike box
A bike box or an advanced stop line is a designated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safer and more visible way to get ahead of queuing traffic during the red signal phase.[64]
Roundabouts
On large roundabouts of the design typically used in the UK and Ireland, cyclists have an injury accident rate that is 14–16 times that of motorists.
Traffic signals/Traffic control systems
How
Signposting
In many places worldwide special signposts for bicycles are used to indicate directions and distances to destinations for cyclists. Apart from signposting in and between urban areas,[73] mountain pass cycling milestones have become an important service for bicycle tourists. They provide cyclists with information about their current position with regard to the summit of the mountain pass.[74]
Numbered-node cycle networks are increasingly used in Europe to give flexible, low-cost signage.
Widening outside lanes
One method for reducing potential friction between cyclists and motorized vehicles is to provide "wide kerb", or "nearside", lanes (UK terminology) or "
The use of such lanes is specifically endorsed by Cycling: the way ahead for towns and cities, the European Commission policy document on cycle promotion.[77]
Shared space schemes extend this principle further by removing the reliance on lane markings altogether, and also removing road signs and signals, allowing all road users to use any part of the road, and giving all road users equal priority and equal responsibility for each other's safety. Experiences where these schemes are in use show that road users, particularly motorists, undirected by signs, kerbs, or road markings, reduce their speed and establish eye contact with other users. Results from the thousands of such implementations worldwide all show casualty reductions and most also show reduced journey times.[78] After the partial conversion of London's Kensington High Street to shared space, accidents decreased by 44% (the London average was 17%).[78] However, in July 2018, the UK 'paused' all further shared space schemes over fears that a scheme dependent on eye-contact between drivers and pedestrians was unavoidably dangerous to pedestrians with visual impairments.[79]
CFI argues for a marked lane width of 4.25 metres (13.9 ft).[40] On undivided roads, width provides cyclists with adequate clearance from passing HGVs while being narrow enough to deter drivers from "doubling up" to form two lanes. This "doubling up" effect may be related to junctions. At non-junction locations, greater width might be preferable if this effect can be avoided. The European Commission specifically endorses wide lanes in its policy document on cycling promotion, Cycling: the way ahead for towns and cities.[77]
Shared bus and cycle lanes are also a method for providing a more comfortable and safer space for cyclists. Depending on the width of the lane, the speeds and number of buses, and other local factors, the safety and popularity of this arrangement vary.
In the Netherlands mixed bus/cycle lanes are uncommon. According to the Sustainable Safety guidelines they would violate the principle of homogeneity and put road users of very different masses and speed behavior into the same lane, which is generally discouraged.[80]
Road surface
Bicycle tires being narrow, road surface is more important than for other transport, for both comfort and safety. The type and placement of storm drains, manholes, surface markings, and the general road surface quality should all be taken into account by a bicycle transportation engineer. Drain grates, for example, must not catch wheels.
Trip-end facilities
Bicycle parking/storage arrangements
As secure and convenient
Other trip end facilities
Some people need to wear special clothes such as
Theft reduction measures
The theft of bicycles is one of the major problems that slow the development of urban cycling. Bicycle theft discourages regular cyclists from buying new bicycles, as well as putting off people who might want to invest in a bicycle.
Several measures can help reduce bicycle theft:
- Bicycle registration to enable recovery if stolen
- Making cyclists aware of antitheftdevices and their effective use
- Mounting sting operations to catch thieves
- Secure bicycle parking: offering safe bicycle parking facilities[85] such as guarded bicycle parking (staffed or with camera surveillance) or bicycle lockers
- Promoting devices to enable remote tracking of a bicycle's location
- Targeting cycle thieves
- Using folding bicycleswhich can be safely stored (for example) in cloakrooms or under desks.
Certain European countries apply such measures with success, such as the Netherlands or certain German cities using registration and recovery. Since mid-2004, France has instituted a system of registration, in some places allowing stolen bicycles to be put on file in partnership with the urban cyclists' associations. This approach has reputedly increased the stolen bicycle recovery rate to more than 40%. By comparison, before the commencement of registration, the recovery rate in France was about 2%.
In some areas of the United Kingdom, bicycles fitted with location tracking devices are left poorly secured in theft hot-spots. When the bike is stolen, the police can locate it and arrest the thieves. This sometimes leads to the dismantling of organized bicycle theft rings, as bike theft generally enjoys a very low priority with the police.
Bicycle lift
Bicycle lifts are used to haul bikes up stairs and steep hills. They are used to improve accessibility and encourage casual cycling.
Bike escalators are widely used in East Asia and are used in parts of Europe.
Impact
According to a 2019 study, protected and separated bike infrastructure is associated with greater safety outcomes for all road users.[86]
A 2021 review of existing research found that closing car lanes and replacing them with bike lanes or pedestrian lanes had positive or non-significant economic effects.[87]
A 2021
Integration with public transit
Cycling is often integrated with other transport. For example, in the Netherlands and Denmark a large number of train journeys may start by bicycle. In 1991, 44% of Dutch train travelers went to their local station by bicycle and 14% used a bicycle at their destinations.[92] The key ingredients for this are claimed to be:
- an efficient, attractive and affordable train service
- secure bike parking at train stations
- a quick and easy bicycle rental system for commuters, the OV-bicycle scheme,[93] at train stations
- a town planning policy that results in a sufficient proportion of the potential commuter population (e.g. 44%) living/working within a reasonable cycling distance of the train stations.
It has been argued in relation to this aspect of Dutch or Danish policy that ongoing investment in rail services is vital to maintaining their levels of cycle use.
Cycling and public transport are well integrated in Japan.[94] Starting in 1978, Japan expanded bicycle parking supply at railway stations from 598,000 spaces in 1977 to 2,382,000 spaces in 1987. As of 1987, Japanese provisions included 516 multi-story garages for bicycle parking.[95]
In January 2007, the European parliament adopted a motion decreeing that all international trains must carry bicycles.
In some Canadian cities, including
However, there are strong cultural variations in how cycling is treated in such situations. For instance in the Irish
Bikesharing systems
A bicycle sharing system, public bicycle system, or bike share scheme, is a service in which bicycles are made available for shared use to individuals on a very short-term basis. Bike share schemes allow people to borrow a bike from point "A" and return it at point "B". Many of the bicycle sharing systems are on a subscription basis.
Examples of cycling infrastructure
-
Cycling in Santos, Brazil
-
Bikeway in Portugal
-
Bikeway in Pocuro, Chile
-
Bikeway in Pesaro, Italy
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Ciclopaseo, Ciclovía Ejido Park Quito, Ecuador
-
Bikeway in Bogotá, Colombia
-
Trans Canada Trail alongVancouver, British Columbia
-
Cycling in Los Angeles, California, Cycleway in 1900
-
bicycle sharing system
-
Bikeway in Minsk
See also
- Bicycle bridge
- Bicycle parking station – Building or structure for bicycle parking
- Bicycle stairway
- Cyclability – Degree of the ease of cycling
- History of cycling infrastructure
- Outline of cycling – Overview of and topical guide to cycling
- Rail trail – Railroad bed converted to a recreational trail
- Road reallocation– Land route for travel by vehicles
- Removal of curbside parking spaces – Urban area absent of motor vehicles : frees up space for bicycle lanes
- Shared space – Roads unsegregated by travel mode
Organizing bodies:
- Adventure Cycling Association – American nonprofit member organization
- National Association of City Transportation Officials – North American association
Muli-modal road safety:
- Assured clear distance ahead – Safe driving distance between cars
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- ^ a b "Archived copy" (PDF). www.yourcta.com. Archived from the original (PDF) on 14 September 2000. Retrieved 15 January 2022.
{{cite web}}
: CS1 maint: archived copy as title (link) - ^ "Pace Bus – Bicycle Racks".
- ^ "Bus 'n' Bike". grt.ca. Archived from the original on 8 February 2011.
- ^ "Metra – Bikes on Trains Program". 9 February 2006. Archived from the original on 9 February 2006. Retrieved 6 March 2018.
{{cite web}}
: CS1 maint: bot: original URL status unknown (link)
External links
- Bicycle Infrastructure Manuals, a compendium of infrastructure design manuals, cycling master plans and strategy guides
- Urban Bikeway Design Guide from National Association of City Transportation Officials
- Bicycle infrastructure in the Netherlands video and blog explaining the Dutch approach of addressing cycling infrastructure safety
- CyclOSM and Opencyclemap are global maps of cycling infrastructure
- Bicycle Facilities is a world map and statistics of cycling infrastructure