1 Encouraging cycling IN Salford Salford City Council s Local Cycling Strategy
2 Contents Foreword page 1 Policy background 2 Cycle use in the UK 3 Cycle use in Salford 4 Objectives 5 Implementation 6 Cycle route network Accident prevention Cycle parking Integration with public transport Cycle audit Development control Recreational cycling Maintenance Schools and education Encouragement Targets 9 Monitoring 9 Appendix 1 - Proposed cycle route schemes 10 Appendix 2 - Monitoring 10
3 Foreword 1 Until about forty years ago, cycling was an important form of transport for many people, accounting for about one-fifth of all trips. Today, cycle use is much less, although cycle ownership continues to rise. Many of the trips we make could be made by bicycle. Indeed, it is believed that many more people would cycle if there were better, safer cycle routes and more secure parking facilities. Salford City Council recognises that, for many people, the use of a car or public transport is not always an option and that cycling can often offer an inexpensive, healthier and exciting means of travel. Greater cycle use also has the potential to bring about significant environmental benefits, through the reduced use of scarce natural resources and associated reduction in air-borne pollutants and greenhouse gases. To me, it is clear that cycling will continue to play an important role in the strive to achieve a balanced and integrated transport system. This revised cycling strategy sets out the cycling objectives and targets that the city council aims to achieve, together with some of the policies and new initiatives to be pursued, over the next 5 to 10 years. COUNCILLOR DEREK ANTROBUS LEAD MEMBER DEVELOPMENT SERVICES
4 2 In order to provide a focus for promoting greater cycle use, Salford City Council embraces the principles and guidance provided by the NCS, and our local cycling strategy sets out the aims and objectives that can be realistically achieved within the city, contributing towards the national targets.
5 Policy background 3 In recent years policies relating to transport, the environment and personal health have changed dramatically, with cycling playing a key role by offering an environmentally sustainable and health promoting transport option. As a result, moves to highlight the role for cycling have been taken and the Government has issued a number of key strategic documents and guidance. In 1994, the Government issued a statement on cycling acknowledging the need to alter the underlying conditions on the highway network. This statement was further brought into focus when the Local Transport Minister of the time recognised the need to develop a national strategy to promote cycling. In addition, the Department of Transport called for growth in the use of cycling as a mode of transport for the 40% of journeys of three miles or less that are currently made by car. In 1996, the National Cycling Strategy (NCS) was launched. This document was designed to promote cycling on the highway, in town centres, to and from the workplace and in new developments. The strategy sets out common objectives, identifies targets in relation to those objectives and promotes a range of actions that can help to meet them. The Government s white paper, A New Deal for Transport: Better for Everyone, endorsed the principles set by the NCS, within which the headline target is to double the number of trips made by bicycle nationally by 2002, and to double it again by More recently, in the Government s paper, Transport 2010 The Ten Year Plan, these targets were complemented with the aim of trebling cycle trips between 2000 and In order to provide a focus for promoting greater cycle use, Salford City Council embraces the principles and guidance provided by the NCS, and our local cycling strategy sets out the aims and objectives that can be realistically achieved within the city, contributing towards the national targets. Cycle use in the UK Cycling accounts for less than 2% of trips in the UK, compared with 10-20% in other European countries. Despite this low level of cycle use there is a strong interest in cycling and cycle sales have been buoyant. There is clearly potential to convert this interest in cycling into increased levels of cycle use as a mode of transport, particularly as the UK has neither an unusual geography, climate or economy. In Switzerland there are more hills, Sweden has colder winters and Germany higher car ownership, yet each has at least five times the share of trips by bicycle than the UK. It should also be recognised that the UK has one of the world s highest rates of heart failure and strokes. Generally as a nation we need more exercise. Cycling is an ideal way of provided such activity as well as being an economic and efficient form of transport.
6 4 Cycle use in Salford Information gathered from the last census, in 2001, showed that the proportion of trips taken to work by cycle within the city stood at 2.3%, slightly below the national average of 2.8%. Information relating to the mode of travel to work, including a comparison of change between the last three censuses, and the amount of cycle use in each community committee area (CCA) are shown in the charts below. Mode of travel to work (%) Travel to work by cycle, CCA 2001 (%) Other Car Bus Walk Cycle Train Census 1991 Census 2001 Census Additional information from this census revealed that almost 40% of households within the city did not own a car. It is clear, therefore, that the city council should aim to enhance the facilities available for this section of the community. Since 1993, schemes have been implemented to improve facilities for cyclists on a number of routes within the city. This cycling strategy now provides an ideal opportunity for Salford City Council to review its progress on cycling provision and set out new objectives to help encourage an enthusiastic cycling culture to develop.
7 Objectives 5 Central to our vision of cycling within the city is the aim of: promoting and developing cycling to maximise its role as a safe, quick, efficient,convenient, healthy and environmentally friendly form of travel. The key objectives resulting from this aim are to: increase the safety of cyclists; develop a network of safe cycle routes and provide secure parking facilities; promote the greater use of cycles by making cycling more attractive for all age groups; contribute to an improved environment by seeking to alleviate urban pollution and congestion by encouraging cycling as a serious means of daily transport; promote a transport system which benefits our collective health; ensure sufficient financial resources are made available to implement the strategy; and ensure the Local Cycling Strategy is fully integrated into the Unitary Development Plan. If these objectives are achieved, then a stronger cycling culture should develop within the city.
8 6 Implementation In order to implement the strategy effectively, a number of key areas have been highlighted for attention. These areas include: Cycle route network Salford City Council will continue to develop and implement schemes, in accordance with its Cycle Route Network Plan, to provide safe and convenient facilities for cyclists throughout the city. In general, priority will be given to treating the major highway corridors, followed by routes to secondary schools and colleges and finally to minor residential roads. However, the city council will also continue its safer routes to school programme and as a result many of the areas around primary schools shall also receive traffic calming treatment. Wherever possible and practical, measures to make the use of existing roads safe and convenient for cyclists shall be implemented in preference to segregated facilities. The Cycle Route Network Plan will include suitable cross-boundary links with facilities in neighbouring authorities and these links shall be given appropriate priority within the implementation programme. Accident prevention Salford City Council will tackle cycling accident problems and implement measures to improve the safety of cyclists. The Accident Investigation Unit will continue to research into cycling accidents in Salford. Where concentrations of cycle accidents exist, remedial treatment will be identified and implemented, as part of the unit s ongoing programme of accident reduction schemes. Cycle parking Salford City Council will aim to provide secure and covered cycle parking facilities at all public buildings, local centres, transport interchanges and educational establishments. It is clear that the introduction of safer cycle routes will only help to increase the amount of cycling if cyclists have somewhere secure to leave their bikes once they reach their destination. The authority will also encourage private landowners to provide such facilities. It is envisaged that new cycle parking facilities will be introduced in conjunction with the implementation of the cycle route network Integration with public transport Salford City Council will ensure that cycling is fully integrated with public transport to facilitate cycle use as part of longer journeys. Cyclists will be permitted, wherever safe and practicable, to use all bus lanes throughout the city. The cycle route network will include provision of high quality links with public transport interchanges.
9 7 Cycle audit Salford City Council will adopt a system of cycle audit to ensure that all highway and land-use developments, all environmental and all housing improvement schemes take full account of, and provide for, the needs of cyclists. The procedures contained in Guidelines for cycle audit and cycle review and Greater Manchester s recently adopted, Concise Pedestrian and Cycle Audit, COPECAT, will form the basis of this cycle audit system. Development control Salford City Council will ensure that new developments do not sever routes used by cyclists or pedestrians. Policy will be adopted to require that all new large developments incorporate the uptake of a suitable travel plan, as a condition of any planning consent, including the provision of adequate cycle parking facilities according to an adopted standard. All major planning applications will undergo a cycle audit. The authority will make use, wherever possible, of planning gain and commuted payments to improve transport infrastructure to aid pedestrians, cyclists and public transport. Recreational cycling Salford City Council will continue its programme of disused railway line conversions to recreational routes for use by pedestrians and cyclists. As these routes will not always be of suitable construction, their use as year-round transport corridors is limited. Therefore, funding for this type of scheme will be obtained primarily through environmental packages. Further details of measures to encourage outdoor recreation in the city can be found in the city council s Countryside Access Strategy. Maintenance Salford City Council will undertake, promptly and to a high standard, the surface maintenance, sweeping, salting, removal of overhanging vegetation and lighting maintenance on all routes used by cyclists. The maintenance of the cycle route network will be given high priority by the city council.
10 8 Schools and education Salford City Council will endeavour to secure suitable cycling facilities for all secondary schools, to encourage more children to cycle to school. The authority will continue to provide cycle training for schools, encourage the use of cycle helmets and conspicuous clothing and also coordinate with schools and the police to promote a safer environment. The authority currently undertakes cycle training with approximately 25% of 10 year old school children throughout the city and will ensure that this continues. Measures will also be introduced to encourage more children to walk and cycle to school, through the safer routes to school programme and promotion of school travel plans. Encouragement In conjunction with AGMA and occasional national initiatives, Salford City Council will undertake promotional campaigns to encourage greater use of cycling as a form of transport. The authority will also encourage other organisations to promote more cycling to their premises and to develop Travel Plans. Experience suggests that the provision of special cycle facilities only goes part way to attracting more people onto bikes. Cycling is more likely to flourish when considered as part of wider policies, including traffic restraint, traffic calming, public transport investment, provision of more car free areas and land use planning to reduce trip lengths. The city council s transport and land use policies, taken as a whole, will aim to address these wider issues.
11 Targets 9 In summary, Salford City Council, by way of this and other transport related strategies, will aim to achieve the following targets. TARGET 1 Complete the implementation of the Cycle Route Network by TARGET 2 No more than 10% of school pupils travel to school by car by TARGET 3 Provide secure cycle parking at 50% of public buildings, public transport interchanges and educational establishments by 2006 rising to 100% by TARGET 4 Contribute to the National Cycling Strategy headline targets and achieve the transport 2010 target of tripling cycle usage between 2000 and 2010 and quadruple cycle usage by Monitoring Progress on implementing this strategy will be reviewed annually to ensure that the measures detailed remain at the forefront of council policy. The strategy itself will also be reviewed regularly, as part of the Greater Manchester LTP, and republished every five years to update the strategy and to monitor the authority s progress towards achieving its own targets. Additionally, Salford City Council s performance in helping to achieve the national target will be monitored by the following methods. 1. Comparison of the mode of travel to work, taken from census information. 2. Comparison of the mode of travel to school, using survey information gathered during Safer Routes to School studies. 3. Specific assessment of change around Eccles town centre by monitoring cordon traffic counts. 4. Assessment of city wide changes through monitoring the traffic counts on key highway corridors. These corridors will include the A6, the A580, the A57, the A575/B5211 and the A Assessment of city wide changes through monitoring the Transport Statistics for Greater Manchester and the Salford district produced by GMTU. 6. Monitoring of the operation of cycling facilities and further improvements where appropriate. Details of the current figures relating to this monitoring are shown in Appendix 2.
12 APPENDIX 1 Proposed cycle route schemes Note: Scheme locations are shown on Plan No. 1. Schemes on major routes incorporated into other city council or Greater Manchester strategies: a) A57/A576 Bus priority and cycle corridor (Peel Green - Eccles)(comp. Summer 2000). b) A6 Bus priority and cycle corridor (Chapel Street regeneration area). c) A6 Bus priority and cycle corridor (Wardley/Swinton Area). d) A56 Bus priority and cycle corridor. e) A665 Bus priority and cycle corridor. Prioritised major route schemes: a) A575/B5211 : Walkden to Barton cycle route. b) A580 cycle route (final Phase). c) A6 : Little Hulton to Wardley cycle route. d) University cycle scheme, Salford/Kersal. e) A57 : Cadishead - Eccles - Manchester cycle route (Cadishead Phase) f) A57 : Cadishead - Eccles - Manchester cycle route (Langworthy Road - Trafford Road). g) A5063 : Trafford Road cycling facilities. Other utility cycle schemes: a) Chatsworth Road cycle scheme. b) Buile Hill cycle scheme. c) Eccles Centre to Chatsworth Road cycle facilities. d) Lancaster Road / Stott Lane cycle facilities. e) Broughton Road / Cromwell Road / Gt. Cheetham Street E & W cycle facilities. f) Frederick Road cycle facilities. g) Langworthy cycle facilities. h) Liverpool Road traffic restraint, Irlam. i) Irlam - Trafford cycle link. j) Monton cycle scheme. k) Worsley Road cycle scheme (A580 - A6). l) Hilton Lane cycle route. m) Barton Lane traffic restraint. n) A666 - A580 cycle route, Swinton. o) Cleggs Lane cycle facilities. P) Barton cycle track APPENDIX 2 Monitoring Average 12 hour cycle flow for the Salford district A Roads 98, B Roads 112 Source: Transport Statistics Salford 2001, GMTU Report 765 July Census Trips to work by cycle = 2.3% Eccles Town Centre cordon count Pedal cycles as a % of total vehicle flow 2001 = 0.7% Total inbound flows recorded by standard 6 hour count (all vehicles) = 12,605 Total inbound pedal cycle flows recorded by standard 6 hour count = 89 Source: Transport Statistics Salford 2001, GMTU Report 765 July 2002.
13 Key corridor flows Corridor Road name 12 hour cycle flows 24 hour AAWT flows Year of c ount Link ID A6 Crescent, Salford A6 Manchester Road, Pendlebury A6 Manchester Road E. Walkden A580 East Lancs. Road, Swinton A580 East Lancs. Road, Walkden (T) A57 Regent Road, Ordsall A57 Liverpool Road, Patricroft B5320 Liverpool Road, Irlam A575 Bolton Road, Walkden A575 Walkden Road, Worsley B5211 Barton Road, Barton on Irwell A576 Centenary Way, Eccles ATC A576 Eccles Old Road, Seedley A576 Great Cheetham St., Higher Broughton Source: Transport Statistics Salford 2002, GMTU Report 853 July Mode of travel to school The following table shows mode of travel to schools in Salford based on survey information gathered during Safer routes to school studies between 1993 and 1997, and represent general travel habits prior to the implementation of the resulting safer routes schemes. Currently, many of the schools throughout Salford do not permit bikes onto school grounds, due to problems of theft. School type No. of pupils at all schools surveyed Response to survey Mode of travel to school Walk Car Cycle Bus Primary schools % 77% 22% - 1% High schools % 81% 9% 1% 9% Total % 78% 19% - 3%
14 12 Greater Manchester concise cycle & pedestrian audit Planning applications Issue Comments Guidance Funding Explore the opportunity for developer contributions to the provision of cycling and pedestrian facilities Networks Has the proposal been assessed according to the road user hierarchy? Does the development need to cater for strategic or local cycle and pedestrian networks through the site? Are all roads safe for cyclists and pedestrians to use and cross: are separate facilities, traffic calming or crossing points required? Does the nature and scale of the development require a specific internal pedestrian and cycle route network, as well as connections to the local network? If so, is this included? GMLTP Walking Strategy Routes Is the route: connected? easy to get from place to place without meeting dead ends or difficult road crossings convenient? direct routes without unnecessary detours; shops, services and homes as close together as possible comfortable? well maintained and designed, wide enough, well lit, offering shelter and resting places and information convivial? friendly, attractive and interesting safe? both in terms of road safety and personal security Cycle parking Has sufficient cycle parking been incorporated? Is there a differentiation between long stay for staff, short stay for customers/visitors, residents facilities? Does installation complies with spacing specifications and security issues? G M Cycle Parking Guidelines Signals Can approach lanes and advanced stop lines be provided at traffic signals? Have cycle detection loops been installed? Can bypass lanes be provided for any cycle movements? Are full pedestrian facilities to be provided on all arms of traffic signal controlled junctions? Have audible and / or tactile signals been installed? What is the most appropriate type of signalised crossing for the situation and user groups involved? LTN 1/98: The Installation of Traffic Signals and Associated Equipment TAL 8/93 Advanced stop lines Guidance on the use of tactile paving surfaces, DTLR 1999 The Design of Pedestrian Crossings, LTN 2/95, TSO 1995 Audible and Tactile Signals at Pelican Crossings, TAL 4/91, DTLR 1991 Audible and Tactile Signals at Signal Controlled Junctions, TAL 5/91, DTLR 1991 Puffin Pedestrian Crossings, TAL 1/01 Installation of Puffin Pedestrian Crossings, TAL 1/02 Garage size Can garage accommodate cycles and car(s)? 6m x 2.6m or similar Road closure Can pedestrian and cycle access be provided safely? Signs, lighting and street furniture Are signs mounted at correct height? Is all street furniture necessary? Is street furniture consistent in style and colour? Is all signing, lighting columns and street furniture, including bus stops, arranged to minimise clutter, and outside the path? Are destinations signed for pedestrians and cyclists? Is lighting adequate for visually impaired people? LTN 2/87 Signs for Cycle Facilities
15 Route planning Issue Comments Guidance 13 Route location Is the route: connected? easy to get from place to place without meeting dead ends or difficult road crossings convenient? direct routes without unnecessary detours; shops, services and homes as close together as possible comfortable? well maintained and designed, wide enough, well lit, offering shelter and resting places and information. Does it avoid busy traffic, substantive areas of on-road parking and steep gradients, within reason? convivial? friendly, attractive and interesting safe? both in terms of road safety and personal security Can / does the route coincide with any school or workplace travel plan initiatives? Can / does the route coincide with any safer routes initiatives, e.g. to schools or stations If the route intersects with other routes, have all movements been catered for? Selection of techniques to cater for cyclists Can traffic flows / speeds be reduced, or the numbers of heavier vehicles reduced? Can on-road cycle lanes be implemented? Can an off-road route be provided? Cycle-friendly Infrastructure Public transport schemes Issue Comments Guidance Stop location and design Is stop in a safe, secure and convenient location? Is stop fully accessible for all pedestrians, wheelchair users and cyclists if appropriate? Has a shelter been provided which allows good visibility of approaching vehicles and is acceptable in highway safety terms? Has sufficient footway width been provided to accommodate waiting passengers and passers-by? Have GMPTE been consulted? GMPTE guidance on public transport and development (emerging) Interchanges Do safe, secure and convenient access routes for pedestrians, wheelchair users and cyclists exist, and are they clearly marked? Has secure and convenient long and short stay cycle parking been provided? Are operators aware of cycle parking procedures? GMLTP Interchanges Strategy G M Cycle Parking Guidelines Metrolink Do pedestrian and cycle routes cross tracks at 90 degrees where possible? Is rail height is flush or thereabouts with carriageway? Are pedestrian tactile warning surfaces in place? Metrolink Local Authorities Design Guide Cycle carriage Has provision been made for cycle carriage, where appropriate? Structures schemes Issue Comments Guidance Bridges / steps Has sufficient width been provided to accommodate pedestrians and cyclists? Is the parapet height appropriate for the intended users? Can a wheeling ramp or channel be provided? Is the gradient appropriate, are risers of consistent height and have handrails been provided?
16 14 Structures schemes cont. Issue Comments Guidance Subways Can the subway be replaced with a surface crossing or bridge? Are widths adequate? Can lighting and visibility be improved? Are the approaches suitable for cyclists and disabled people, with appropriate gradients, ramps, steps and handrails? Are cyclists and pedestrians segregated? Does adjacent vegetation require removal? Maintenance schemes Issue Comments Guidance Road works Do road works cater for pedestrians and cyclists? Are pavement works guarded by appropriate barriers? Are temporary lanes of suitable width for cyclists and general traffic? (below 3m or over 4m preferred) TAL 15/99 Cyclists at roadworks Resurfacing Can crossing facilities be provided on reinstatement? Can footways and other pedestrian facilities be improved on reinstatement? Can cycle lanes, advanced stop lines and other facilities be provided on reinstatement? May surfacing treatments risk cyclists safety, cause discomfort? Do they meet DMRB skid resistance standards? Design Manual for Roads and Bridges Patching Has increased consideration been given to haunches and defects within 2m of carriageway edge? Have reinstatements been carried out satisfactorarily? Drainage Are gullies located away from crossing points? Are gullies cycle friendly? Consider use of beany blocks or replacement gully covers if existing gully covers use parallel bars Are gullies flush with surface? Lining Can cycle lanes, advanced stop lines and other facilities be provided on reinstatement? Vegetation Are only thornless shrubs used adjacent to cycle route? Does overhanging vegetation require removal? Street cleansing Can sweeping regime be improved for pedestrian and cycle routes? Are cycle facilities, particularly bypasses, swept frequently enough? Are litter bins regularly emptied? Is graffiti and fly posting dealt with promptly? Are measures to reduce dog fouling necessary? Highways schemes Facility Comments Guidance New signal junction Can cyclists and pedestrians make all movements easily? Have approach lanes and Advanced Stop Lines (ASLs) been provided? Can bypass lanes be provided for any cycle movements? Can cyclists turn right easily? If left turn filters are used, can a lane be provided to help cyclists to go straight on? LTN 1/98: The Installation of Traffic Signals and Associated Equipment TAL 8/93 Advanced stop lines TAL 5/96 Further development of ASLs
17 Have cycle detection loops been installed? Can signal timings be altered to benefit vulnerable road users? Have audible and / or tactile signals been installed? 15 T-junction Have wide junction mouths been avoided where possible? Have pedestrian crossing facilities been provided? Have advisory cycle lanes been extended across junction mouths? LTN 1/86 Cyclists at Road Crossings and junctions Roundabouts Can another form of junction control, such as signals, be used? Can vehicle speeds be further reduced? Can a single lane circulatory system be used? If not, has a peripheral cycle path been provided at large roundabouts? Have pedestrian crossing facilities been provided? Do facilities for pedestrians and cyclists minimise delay? TAL 9/97 Cycling at roundabouts New Zebra or controlled crossing Has puffin crossing been considered rather than a zebra, for pedestrian only routes? Has a toucan crossing been installed if crossing point is on strategic or local cycle network? Has tactile paving been installed? Does crossing conform to latest guidance? TAL 10/93 Toucan crossings TAL 4/98 Toucan crossing development LTN 1/95 Assessment of pedestrian crossings LTN 2/95 Design of Pedestrian Crossings TAL 5/95 Guidance on Use of Tactile Paving Surfaces New refuge / island Is crossing depth to at least 2m (to allow cyclists to wait on refuge) and crossing width 3m or 4m (to allow cyclists/pedestrians to pass) if on the cycle network? If insufficient room for refuge, can a controlled crossing be implemented instead? Has a high quality cycle bypass been provided if refuge / island creates a pinch point on a high speed road (40mph or above)? TAL 1/97 Cyclists at road narrowings Cycle lanes If multiple traffic lanes exist, can one be removed to create room for cyclists? Is lane width 2m (or a minimum of 1.5m) for a long length? Local narrowing below 1.2m is acceptable to ensure continuity of cycle lane. Is there sufficient space next to parking/loading areas? Are mandatory lanes or no-waiting TRO necessary if parking problems exist? Can advisory lanes be extended through pinch points? Is green coloured surfacing necessary where conflict is likely to occur? Inside/nearside lane width For carriageways where there is insufficient space for a cycle lane, can the nearside traffic lane be at least 4.25m width? One-way street Would a contra-flow cycle lane be appropriate, especially if the road is part of the cycle network? TAL 6/98 Contraflow cycle lanes Pedestrian / shared use cycle paths adjacent to carriageway Has on-road provision, with traffic volume and speed reductions, been considered? Has the route been given priority over driveways and accesses, and can it be given priority at side roads at side roads? Has parking on the path been prevented or discouraged? Has at least 1.5m width provided for pedestrians, and 2.0m for cyclists been provided, if segregated? Is the crossfall between 1 and 2%? Has correct signing, lining been provided? Are tactile markings required? Is cycle calming necessary to reduce danger at possible points of conflict? Can cyclists join main carriageway at 90 degrees? Have cycle, pedestrian and disabled groups been consulted? LTN 2/87 Signs for Cycle Facilities TAL 4/90 tactile markings for segregated shared use TAL 5/95 Guidance on Use of Tactile Paving Surfaces
18 16 Highways schemes cont. Facility Comments Guidance Off-highway routes Has status of cycle path been determined as adopted highway, bridleway, cycle track or concessionary? Has adequate width been provided if shared use? Have drainage problems been addressed? Is surfacing all-weather, easy to maintain, comfortable, skidresistant, appropriate to the path s status and sympathetic to the surroundings? Has correct signing, lining been provided? Are tactile markings required? Is lighting required, especially if a commuter route? Can cyclists join main carriageway at 90 degrees? Have cycle, pedestrian and disabled groups been consulted? See attached guidance summary re. widths LTN 2/87 Signs for Cycle Facilities TAL 4/90 tactile markings for segregated shared use TAL 5/95 Guidance on Use of Tactile Paving Surfaces Traffic calming Have vertical deflections for cyclists been avoided (whilst maintaining effect on cars), or cycle friendly deflections such as sinusoidal humps used (special authorisation may be required)? Has a 1m gap (0.75m min) been left in between traffic calming features and the edge of the carriageway? Have high quality bypasses been provided at pinch points? TAL 1/87 measures to contol traffic for the benefit of residents, pedestrians and cyclists TAL 1/97 Cyclists at road narrowings TAL 2/95 Raised rib marks TAL 4/94 Speed cushions TAL 9/98 Sinusoidal, H and S humps Road closure Can safe pedestrian and cycle access be maintained, both physically and in TROs? Drop kerb Is kerb flush, and has tactile paving been provided for pedestrians if on a pedestrian route? Bus lay-by Is upstand flush between carriageway and lay-by? Bus lane Is the lane width m to allow buses and cyclists to overtake each other? Drainage Are any conventional gullies located at pinch point or pedestrian crossing point? Alternative gully design or location may be required. Have gully grates been replaced if bars run parallel to kerb? Signs, lighting and street furniture Are signs mounted at at least 2.4 m? Is all street furniture necessary and? Is street furniture consistent in style and colour? Is all signing, lighting columns and street furniture, including bus stops, arranged to minimise clutter, and outside the path? Are destinations signed for pedestrians and cyclists? Is lighting adequate for visually impaired people? LTN 2/87 Signs for Cycle Facilities Cycle parking Does installation comply with spacing specifications and security issues? G M Cycle parking Guidelines Guidance where not stated: Cycle-friendly infrastructure - Guidelines for Planning and Design. IHT / BA / CTC / DoT (1996) Traffic Signs Regulations and General Directions, DfT, 2003 Inclusive Mobility: A Guide to Best Practice on Access to Pedestrians and Transport Infrastructure, DfT (2002)
19 Existing cycle route Proposed cycle route Existing recreational cycle route Proposed recreational cycle route Cycle network plan Salford City Council
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