Cycle network and route planning guide

The principles of cycle network planning

Print version: Chapter 3: Cyclists' needs (PDF, 309 KB, 10 pages)

Cyclists' needs

3.1 Introduction

Satisfying cyclists' needs and providing a high level of service (LOS) for cyclists are vital to maximising cycling. These needs vary according to cyclists' skill levels and their trip purposes. One type of cycle provision may not suit all cyclists using a particular part of the cycle network. This chapter discusses:

• the purpose of cycling
• cyclists' skill levels
• general route requirements
• cyclists' trip types and their preferred route characteristics
• complementary facilities.

3.2 The purpose of cycling

Cycling generally has two main purposes:

• utility
• leisure.

Utility cycling involves making a journey for the main purpose of doing an activity at the journey's end, such as work, education or shopping. Time is often an important consideration.

Leisure cycling is done for the journey itself. Leisure cyclists include sports training cyclists, recreation riders and cycle tourists. They also include children playing on their bikes near their homes.

3.3 Cyclists' skill levels

For the purpose of planning, cyclists may be grouped into three skill levels:

• child/novice
• basic competence
• experienced.

3.3.1 Child/novice

These are children and beginner adults. Depending on their age, children have serious knowledge, perceptual and cognitive limitations in relation to roads (Crossing, 1987). They can be unpredictable, do not have a good appreciation of road hazards and are generally unfamiliar with road rules. However, children as young as eight do not pose as high a risk as adolescents as they have a reduced tendency for deliberate risk-taking behaviours.

These cyclists most commonly ride to school and shops and for recreation near their homes. This local environment should be safe for them. They cannot safely interact with traffic apart from on traffic-calmed neighbourhood roads. They prefer full separation from other traffic if travelling along busier roads and grade separation or traffic signals for crossing them. Cycling strategic plans can aim to provide on-road training for novices who have reached about 10 years of age. A good example is the CycleSafe Team at Christchurch City Council. Similar training for novice adults is also beneficial.

3.3.2 Basic competence

Cyclists can achieve basic competence at about 10 years of age with appropriate training. Their utility trips generally extend further to intermediate and high schools.

These cyclists can ride on quiet two-lane roads, manoeuvre past parked cars, and merge across and turn right from beside the centreline. They can cope with simple traffic signals and single-lane roundabouts that are well designed to slow through traffic. On busier roads they prefer cycle lanes and facilities at junctions. They are not equipped to interact with faster traffic, multi-lane roads and multi-lane roundabouts. They usually lack the confidence to defend a lane in narrow situations.

Cycling strategic plans should consider whether it is practical to design all local facilities so they are suitable for cyclists of basic competence. If not, more advanced training from about age 13 could be beneficial.

3.3.3 Experienced

These cyclists have usually learnt by long experience how best to interact assertively with traffic.

They typically make longer commuting trips, sports training rides and cycle touring journeys. They do not require specific cycle facilities, just enough room for faster/busier situations. They will defend a lane where there is not enough room, judge the merge across faster multi-lane traffic, use multilane roundabouts in most cases (though apprehensively), and will not usually divert to a cycle path.

3.4 General route requirements

Cyclists' routes should provide:

• safety
• comfort
• directness
• coherence
• attractiveness.

3.4.1 Safety

Cycle routes should be safe, provide personal security, and limit conflict between cyclists and others.

Traffic speed and volume affect cyclists' safety. As these increase, it may be more desirable to separate cyclists from motorists. Safe provision at intersections is crucial.

Public lighting and other features that improve personal safety are also crucial. Cyclists should always have available a convenient route that provides a high level of personal safety. Routes used at night should have lighting.

Cyclists' perceptions of safety are important. Appropriate infrastructure standards and design will help cyclists feel more secure.

3.4.2 Comfort

Cycling routes should be smooth, non-slip, well maintained and free of debris, have gentle slopes, and be designed to avoid complicated manoeuvres.

Rain and wind discourage cycling. Measures to reduce their effects and make cycling more enjoyable include:

• considering walls, embankments or suitable hedges next to paths, but being aware of maintaining public surveillance
• paying attention to exposed paths near foreshores or ridges
• providing shelter at critical destinations. (Bach, 1992).

3.4.3 Directness

Cycle routes should be direct, based on desire lines, and result in minimal delays door to door. Parking facilities should be in convenient locations.

Indirect cycle routes or excessive delays may lead cyclists to choose more direct routes with greater risk. Some cyclists are unlikely to divert to safer routes greater than 10 percent extra in length (Hudson, 1982).

3.4.4 Coherence

Cycle routes should be continuous and recognisable, link all potential origins and destinations, and offer a consistent standard of protection throughout.

To be recognisable, cycling routes should use consistent standards and design.

3.4.5 Attractiveness

Cycle routes should integrate with and complement their surroundings, enhance public security, look attractive and contribute in a positive way to a pleasant cycling experience.

3.5 Cyclists' trip types and requirements

For the purposes of cycle planning, cyclist trip types can be grouped into:

 neighbourhood cycling

 commuter cycling

 sports adults

 recreation cycling

 touring cycling.

3.5.1 Neighbourhood cycling

Most neighbourhood cycling involves trips to local schools and shops, and children playing on their bikes. Cyclist provision should therefore be based mostly around the needs of novices.

Speeds are typically lower than 15 km/h. However, busy roads and short lengths of the primary cycle network may still need to be crossed to get to local destinations, and many potential destinations are along well trafficked arterial roads.

The highest priority is ensuring a safe environment for children and novices in their local streets and around shops and schools.

These cyclists prefer:

• the highest degree of safety
• comfort and personal security
• low traffic speeds and traffic volumes
• a good separation from traffic when local destinations require them to travel busy roads
• minimal gradients
• facilities for crossing busy roads, such as traffic signals
• secure parking at destinations
• good lighting for evening trips
• screening from weather and wind integrated with the surrounding landscape design.

3.5.2 Commuter cycling

Most commuter trips are done by high school students or adults commuting to work and tertiary education. However, for the purpose of this guide they include any longer-distance utility trip.

For most of their length these trips are on arterial roads or other primary cycle routes. Regular commuters generally ride at speeds of 20 to 30 km/h. The New Zealand Travel Survey 1997/98 (LTSA, 2000) indicates the median trip length for commuting cyclists is about five km. Most will choose a faster route at the expense of higher perceived safety, comfort and attractiveness. They are the main users of the primary cycle network.

It is important to note that designs based on ensuring the repeat business of current, more experienced commuters may not attract new users with less confidence. As far as practical, across-town cycle facilities should cater for cyclists of basic competence, while maintaining the qualities valued by more experienced commuters.

These cyclists prefer:

• high-quality road surfaces
• direct and coherent routes
• minimal delays
• facilities that give them their own space
• intersections that minimise conflicts with other traffic
• good lighting for evening trips
• secure parking at or very close to destinations
• facilities for changing clothes, lockers and showers.

3.5.3 Sports adults

Sports adults often travel at speeds higher than 30 km/h. They are confident cyclists and prepared to claim their road space. They generally cycle over long distances, mainly along urban arterial or rural roads, and may seek challenging terrain. They often travel in groups of two or more and like to ride two abreast.

These cyclists prefer:

• high-quality road surfaces
• minimal delays
• physically challenging routes and demanding gradients
• generous road widths.

3.5.4 Recreation cycling

Recreation cyclists ride mainly for leisure and place a high value on enjoying the experience. They are usually less constrained by time and vary widely in skill and experience.

Popular recreation cycling destinations include routes along rivers, coasts and reserves, as well as attractive routes with low traffic volume and speed.

These cyclists prefer:

• comfort
• good surfaces
• minimal gradients
• a high degree of safety and personal security
• routes that are pleasant, attractive and interesting
• screening from weather and wind
• parking facilities where they dismount to use facilities or visit attractions on the journey.

3.5.5 Touring cycling

Touring cyclists travel long distances carrying camping gear and provisions. They are often experienced and travel in pairs or groups.

These cyclists prefer:

• routes that are, or lead to, pleasant, attractive and interesting locations
• generous roadside shoulders
• high-quality road surfaces, although some may seek journeys on lightly trafficked back roads
• rest areas - water, toilets, shelter.

3.6 Complementary facilities

3.6.1 General

Cycling planning needs to consider the whole journey. All cyclists need to store or park their bicycles securely. For other than short local trips, they may need to change clothes, have a shower and store items. For longer recreational journeys toilets, clean water and attractive resting places are important.

Such facilities will often benefit people other than cyclists. For example, rest areas could benefit motorists and pedestrians, and changing areas, lockers and showers at a workplace could benefit lunchtime joggers.

3.6.2 Secure bicycle parking

All journeys require secure parking at each end. Most people will not cycle if they cannot secure their bicycle at their destination or public transport terminal (or take the bike with them on public transport).

The type of parking will depend on the need for security and convenience. The most common is the ability to lock cycles to a cycle stand. Older cycle-parking stands that support the bicycle by one wheel offer inadequate security and weather protection, and can easily cause wheel damage.

Choice of parking facility

Three types of cycle parking are recommended:

• stands
• enclosures
• lockers.

Stands

Stands are short-term parking devices that can be located in almost any position. They are suitable outside shops where there is a high degree of passive security. The frame and wheels of the cycle are locked to the rail.

Enclosures

Enclosures are a communal compound, generally at workplaces, where there may be a large number of cyclists.

As a longer-term parking option often located away from the public eye, enclosures should be protected from the weather and have a high degree of security and an appropriate form of access control. Swipe cards are often used for access. Within the compound, stands are generally installed to control internal parking and provide additional security. It is sometimes appropriate to require users to sign a contract to ensure they understand their obligations.

Bike lockers

Bike lockers are for individual cycles and are used where the highest security level is needed. They are mostly used for long-term parking.

Lockers are sometimes provided at public transport interchanges. As with enclosures, there are numerous access control choices, including coin-operated locks. Lockers can also be used to store cycling equipment such as helmets and other personal items.

3.6.3 Other end-of-trip facilities

Some situations require a conveniently located clothing change area.

For example, cyclists travelling distances more than 5 to 10 km often wear cycling clothes to cope with the build-up of body heat and perspiration and the need to move freely while cycling (although whether they need to change depends on the trip's purpose and the destination activity, for example if it involves wearing formal clothing). In wet weather, cyclists travelling any distance may need protective clothing.

Baggage lockers are also needed at workplaces and transport interchanges, as modern cycles have numerous detachable items such as seats, lights and pannier bags but no lockable space in which to store them. Cyclists also appreciate clothes-drying facilities or places to hang wet clothes and towels to dry.

Showers can also be important. It has been determined that more than 80 percent of cyclists who commute to a central business district, and travel more than 10 km, require shower facilities (Adelaide, Australia. Dorrestyn, 1995).

3.6.4 Trip facilities

Recreation and touring cyclists often undertake long trips and consequently have special requirements.

Urban recreation cyclists using reserves and similar resting places need drink fountains and toilets, typically at five km intervals.

Touring cyclists need rest areas at about two-hour (30 to 40 km) intervals. These should include water supply points, shelter from the weather, tables and toilets. They also need access to shops for provisions, and to phones in emergencies. Such facilities will often be available in towns along routes.

Good examples of remote rural rest areas include Kawatiri Junction between Nelson and Westport, and Lyell in the Buller Gorge. Rural townships are ideal locations for rest areas.

3.7 Summary

Table 3.1 summarises the relevance of cyclists' needs to cycle planning. It is necessarily broad and subjective, and individual cyclists will vary. Interpret the table with caution, and use your own judgement.

Table 3.1: The relative importance of network or route criteria to different cyclist groups.

	Cyclist type	Neighbourhood	Commuting	Sports	Recreation	Touring
	Cyclists' possible cycling objectives	To shops, school, or riding near home	To get to their destination efficiently	To be physically challenged	To enjoy themselves and get some exercise	To see and enjoy new places and experiences
Network/Route requirements	Criteria
Safety	Personal security (good lighting etc)
	High degree of safety
	Separated from busier/faster urban traffic
	Rural road shoulders or paths
Comfort	Screening from weather and wind
	High-quality riding surfaces
Directness	Direct routes
	Minimal delays
Coherence	Continuity
	Sign-posted; recognisable
Attractiveness	Pleasant and interesting routes or grades
	Physically challenging routes or grades
Complementary facilities	Parking facilities located near destinations
	Security of bicycle parking
	Showers, baggage lockers
	WAter, toilets, shelter, shops, phones

Legend: minimal benefit, moderate benefit, most benefit

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Page created: 30 September 2004