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PDFs are… better than nothing but, given that they’re a mobile unfriendly pinch and zoom extravaganza, and have very poor accessibility and terrible linkability, way too much central and local government info is locked up in them.
So…
So…
… let’s liberate the LTN 1/20 guidelines – @transportgovuk’s July 2020 Local Transport Note on Cycle Infrastructure Design – from their PDF shackles: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/906344/cycle-infrastructure-design-ltn-1-20.pdf
Here goes…
Here goes…
The nub of the Chris Heaton-Harris intro is: “We need to see significant increases in
cycling in our cities and towns, & everywhere else too.
To achieve that, the quality of cycling infrastructure
must sharply improve …[to]… encourage people to cycle.”
20 principles follow
1. Cycle infrastructure should be accessible to everyone from 8 to 80 and beyond: it should be planned and designed for everyone. The opportunity to cycle in our towns and cities should be universal.
2. Cycles must be treated as vehicles and not as
pedestrians. On urban streets, cyclists must be physically separated from pedestrians and should not share space with pedestrians. Where cycle routes cross pavements, a physically segregated track should always be provided.
pedestrians. On urban streets, cyclists must be physically separated from pedestrians and should not share space with pedestrians. Where cycle routes cross pavements, a physically segregated track should always be provided.
3. Cyclists must be physically separated and protected from high volume motor traffic, both at junctions and on the stretches of road between them.
4. Side street routes, if closed to through traffic to avoid rat-running, can be an alternative to segregated facilities or closures on main roads – but only if they are truly direct.
5. Cycle infrastructure should be designed for significant numbers of cyclists, and for non-standard cycles. Our aim is that thousands of cyclists a day will use many of these
schemes.
schemes.
6. Consideration of the opportunities to improve provision for cycling will be an expectation of any future local highway schemes funded by Government.
7. Largely cosmetic interventions which bring few or no benefits for cycling or walking will not be funded from any cycling or walking budget.
8. Cycle infrastructure must join together, or join other facilities together by taking a holistic, connected network approach which recognises the importance of nodes, links and areas that are good for cycling.
9. Cycle parking must be included in substantial schemes, particularly in city centres, trip generators & (securely) in areas with flats where people cannot store their bikes at home. Parking should be provided in sufficient amounts at the places where people actually want to go.
10. Schemes must be legible and understandable.
11. Schemes must be clearly and comprehensively
signposted and labelled.
12. Major ‘iconic’ items, such as overbridges must
form part of wider, properly thought-through
schemes.
11. Schemes must be clearly and comprehensively
signposted and labelled.
12. Major ‘iconic’ items, such as overbridges must
form part of wider, properly thought-through
schemes.
13. As important as building a route itself is maintaining it properly afterwards.
14. Surfaces must be hard, smooth, level, durable, permeable and safe in all weathers.
14. Surfaces must be hard, smooth, level, durable, permeable and safe in all weathers.
15. Trials can help achieve change and ensure a permanent scheme is right first time. This will avoid spending time, money and effort modifying a scheme that does not perform as anticipated.
16. Access control measures, such as chicane barriers and dismount signs, should not be used.
17. The simplest, cheapest interventions can be
the most effective.
18. Cycle routes must flow, feeling direct
and logical.
19. Schemes must be easy and comfortable to ride.
17. The simplest, cheapest interventions can be
the most effective.
18. Cycle routes must flow, feeling direct
and logical.
19. Schemes must be easy and comfortable to ride.
20. All designers of cycle schemes must
experience the roads as a cyclist.
21. Schemes must be consistent.
experience the roads as a cyclist.
21. Schemes must be consistent.
