Transport For NSW Cycleway Design Toolbox

ContentsFacility design - Quietway Parking and loading zones should be providedoutside the main carriageway to prevent dooringQuietways can deliver enhanced safety due toincreased interaction between road users.Refer to Section 2 for more further treatments that canbe applied to reduce traffic volume or speed.These design features will help to indicate a changingroad environment, ensuring that road users adjust theirspeed and behaviour in response.Consideration must be given at intersections wherethe quietway may connect to a different type of cyclefacility.Entrance and exit points (Safe and Comfortable)At the entrance and exit points of a quietway, prominentfeatures such as signs, architectural or landscapefeatures must be provided to indicate a change in thestreet environment.At the entrance and exit points of a quietway, prominentfeatures such as road signs, architectural or landscapefeatures must be provided to indicate a change in thestreet environment.Continuous footpath treatments should be consideredat entry and exit points to assist in traffic calming, andchanged surface treatments can be used to providevisual cues to road users that they are entering aquietway. These should be clearly distinguishable bycolour, texture and/or materials.Figure 3.45 Quietway, Spit East Foreshore(Credit: Ben Williams Photography)Bicycle insignias painted on the roadway should beincorporated in the design to indicate priority for peoplecycling, ideally accompanied by sharrow markings.Figure 3.46 Quietway, Spit East Foreshore(Credit: Ben Williams Photography)Figure 3.47 Modal filter, Ellalong Road, CremorneCycleway Design Toolbox 43

Facility types3.3A Quietway - Raised intersectionFigure 3.48 Quietway, raised intersection - perspectiveRaised intersection Main design principle: reduce traffic speed, andraise awareness of potential conflict points Design elements:- Flat top speed humps (ie. raised road platforms)with gentle ramp gradients- Narrow roadway designed to reduce speed ofmotorised traffic- Design features that provide visual cues to roadusers including changed surface pavement,clearly distinguishable by colour, texture and/or materialsFigure 3.49 Quietway, raised intersection - planMore information on this facility type can befound in Austroads Guide to Traffic ManagementPart 8 Local Street Management Section 8.2.5,Fig. 8.944 Cycleway Design Toolbox

Contents3.3B Quietway - Modal filterFigure 3.50 Quietway, modal filter - perspectiveModal filter (Filtered permeability) Main design principles:- Reduce motorised traffic volumes- Maintain connectivity for people walking andcycling, reducing travel time- Create a more attractive environment forwalking and cycling Design elements:- Full road closure for motorised traffic- Turning loop- Connections for people walking and cycling- Landscaping elementsFigure 3.51 Quietway, modal filter - planMore information on this facility type can befound in Austroads Guide to Traffic ManagementPart 8 Local Street Management Section 8.4.1,Fig 8.20Cycleway Design Toolbox 45

Facility types3.3C Quietway - Midblock treatmentFigure 3.52 Quietway, slow point - perspectiveSlow point and flat-top speed hump Main design principle: reduce speed of vehicles,and raise awareness of potential conflict points Design elements:- Flat top speed humps (ie. raised road platforms)with gentle ramp gradients that incorporateeither a pedestrian crossing or kerb build-out- Narrow roadway designed to reduce speed ofmotorised traffic- Design features that provide visual cues to roadusers including changed surface pavement,clearly distinguishable by colour, texture and/or materialsFigure 3.53 Quietway, slow point - planMore information on this facility type can befound in Austroads Guide to Traffic ManagementPart 8 Local Street Management Section 8.2.3, Fig8.5,8.6 (Flat Top Speed Hump) and Local StreetManagement Section 8.3.2, Fig 8.11 (Slow Point)46 Cycleway Design Toolbox

Contents3.3D Quietway - Entrance and exit pointsFigure 3.54 Quietway, threshold treatment - perspectiveEntrance and exit points Main design principles:- Provide visual cues to road users that indicatea change in the street environment to dictateappropriate speed and behaviour- Reduce motorised traffic volumes- Maintain connectivity for people walking andcycling, reducing travel time- Create a more attractive environment forwalking and cycling Design elements:- Surface treatments, architectural or landscapefeatures providing texture and visual cues toindicate a change in the street environment- Bicycle insignias painted on the roadway shouldbe incorporated in the design to indicate priorityfor people cycling, ideally accompanied bysharrow markingsFigure 3.55 Quietway, threshold treatment - plan- Raised intersection treatments withgentle gradients- Narrow side street designed to reduce speed ofmotorised traffic- Landscaping elementsMore information on this facility type can befound in Austroads Guide to Traffic ManagementPart 8 Local Street Management Section 8.5.8,Fig 8.29Cycleway Design Toolbox 47

Facility types3.4 Shared path Within parklands and nature reservesShared paths are not suitable in the followingenvironments:3.4.1 OverviewA shared path is a facility that accommodates two-waybicycle and pedestrian movements along either thefootpath or an off-road environment without delineation. Locations with intersecting pedestrian and bicyclemovements, such as near entrances to schools, railinterchanges or near busy pedestrian crossingsShared paths may be considered where demand forboth pedestrian and bicycle facilities exist, but predictedwalking and/or cycling volumes are sufficiently low thatseparate facilities are not justified. Locations with moderate to high bicycle orpedestrian activity, including where there issignificant pedestrian queuing and storage such asat busy signalised pedestrian crossings or duringspecial eventsShared paths provide lower levels of service to bothpeople walking and people cycling than a separatedfacility due to the potential for conflicts with pedestrians,which must be carefully managed.Shared paths may be considered in environments such as: Local links to priority cycleways and local destinations Sections with relatively high cycling speeds Narrow sections along the route Routes that comprise interactions with numerousdriveways, side streets or other functions crossingthe cycleway Links between separated cycleways Within new estatesSafety - improve pavementsurfaces and declutter pathsto maximise useable spaceComfort continue pathsacross small side streetsby raising pavementsFigure 3.56 Shared paths - overview perspective48 Cycleway Design ToolboxCoherent - use wayfinding andpavement markings to reinforcepositive behavoiur and create arecognisable network

Contents3.4.2 Urban designShared paths are implemented in a wide varietyof locations - within parklands and reserves, alongintercity connections or as links between dedicatedfacilities. Design of these facilities need to respond tothe following principles: Contributes to a network of public space, wherepeople can live healthy, productive lives, meet eachother, interact, and go about their daily activities Accommodates the needs of all users, includingpeople walking and using public transport Contributes to networks of urban green corridors Sensitive to place Mitigate against very hot days through increasedshading such as urban street tree planting andimplementing water-sensitive design to mitigateagainst flash flooding Considers the whole street, including footpaths,from property line to property line, and theinterfaces with land useConnectivity - provide dedicatedcrossing points for pedestriansand bicycle riders at regularintervals and along desire linesEnvironment - incorporatetrees and landscaping andcontribute to networks ofurban green spaces

Facility typesFacility design - Shared path3.4.3 Main Design ConsiderationsShared paths are not suitable in the followingenvironments: Locations with high bicycle or pedestrian activity Sections with relatively high cycling speeds Narrow sections along the route Routes that comprise interactions with numerousdriveways, side streets or other functions crossingthe cyclewayShared path width (Safe and Comfortable)Figure 3.57 Typical cross section - optimal conditionsThe ideal width of a shared path is dependent onthe predicted volumes of pedestrian and bicyclemovements, the expected speed of people cycling,the amount of interactions that cross the shared path,and sight lines.The desired minimum width of a shared path is4.0m, allowing for safe overtaking and pedestrianinteractions. Wider shared paths should beconsidered in environments where: Space allows Higher numbers of people walking or cyclingare expected Higher cycling speed is expectedFigure 3.58 Shared Path, Powells Creek, Homebush Higher amounts of ‘cross shared pathmovements’ exist Limited sight lines are prevalentWhen designing a shared path the functional widthshould be taken into account. The functional widthtakes the actual width and subtracts any spaceused for street furniture, road signage, utilities, busshelters, etc.Depending on local conditions narrower shared pathscan be considered.To help achieve the optimal width of a shared path,the following measures should be considered to ‘gainwidth’ (refer to Section 2 for more examples): Reduce traffic lane width, especially if the roaddoes not service public transport Reduce the number of traffic lanes, removingturning lanes or slip lanes, or introducingone-way traffic Reduce space used for carparking Declutter the street by moving utilitiesunderground, where possible and separating streetfurniture through delineation50 Cycleway Design ToolboxFigure 3.59 Shared Path Tench Reserve, Penrith

ContentsFacility design - Shared pathSeparation (Safe and Comfortable)The absence of a clear delineation between space forpeople walking or cycling is a key feature of a sharedpath. Separation between opposite directions usingline markings or distinguishable pavement surfaces(ie. in colour or texture) may be considered.A buffer between the shared path and motorisedtraffic or parked cars should be incorporated,particularly along main roads where speeds exceed50 km/h or carry high volumes of traffic.The amount of physical separation required betweenthe shared path and the main carriageway dependson traffic aspects such as speed, volume and heavyvehicles, and the surrounding environment (trees,green space, road signage and other objects). Thebuffer can take the form of a median, kerb, verge orplanting, with a minimum buffer width of 1.0m.Figure 3.61 Typical cross section - constrained conditionsIn the long term, a shared path could be the first steptowards achieving a separated facility aligned withthe preferred facility.A shared path consists of the followingdesign elements: Potentially a median strip Link to RMS technical direction on shared pathsFigure 3.60 Shared path, Bourke Street, WaterlooMore information on this facility type canbe found in Austroads Guide to Road DesignPart6A Appendix A Section A.3, Fig. A2, andPart4 Appendix B Section B.5.2, Fig B.6 andCity of Sydney Shared Pathways PavementMarkings GuideFigure 3.62 Typical plan - constrained conditionsCycleway Design Toolbox 51

Facility types3.5 Shared zone Traffic calming measures to provide visual andphysical cues of appropriate travelling speed3.5.1 Overview Impeding sight lines for drivers through strategicallypositioned landscape features or street furnitureA shared zone is a segment or network of road(s)that is shared safely by pedestrians, bicycles andmotorised traffic. Priority is given to pedestrians, andsafety is achieved through close interaction betweenall road users.In areas with high place intensity, such as civicspaces, shared zones may be considered. However,shared zones should not be implemented as part ofhigh-quality high-priority routes that aim to facilitatemovement of riders.Shared zones may be considered on road segmentsand at intersections where there are high levels ofpedestrian activity and traffic volume and speedis low. This includes areas such as school zones,commercial districts and transport interchanges. Thedesign of the road must present visual cues to allroad users that dictate appropriate speed and enableinteraction between users.Shared zones are unsuitable on roads with significantmovement function where traffic volumes are high,commercial vehicles are prevalent, and/or busroutes exist.Awareness and behaviour programmes should bedelivered in conjunction with shared zone treatmentsto ensure the safe interaction of road users.3.5.2 Main Design ConsiderationsShared zone experience (Safe, Comfortable andAttractive)A shared zone should be designed to providevisual cues to road users on appropriate speed andbehaviour. This can include design features such as: Incorporating changed surface treatments at entryand exit points and consistent surface treatmentsacross the entire roadway within the shared zoneBy positioning people walking and cycling on thecentre of the road and incorporating the above designfeatures, conflicts between motorised traffic andpeople walking and cycling can be reduced, leading toenhance road safety for all users.Refer to Section 2 for more examples of effectivetreatments that support reductions in traffic volumeand speed.Entrance and exit points (Safe and Connected)At the entrance and exit points of a shared zone,prominent features such as road signs, architecturalor landscape features must be provided to indicate achange in the street environment.Continuous footpath treatments should be consideredat entry and exit points to assist in traffic calming, andchanged surface treatments can be used to providevisual cues to road users that they are entering ashared zone. These should be clearly distinguishable bycolour, texture and/or materials.Consideration must be given at intersections where theshared zone may connect to a different type of cyclefacility. If necessary, some on-street parking could beremoved on the approach to intersections to enable aformal kerbside bike lane to be established.Where parking is provided in a shared zone, it isonly allowed in marked bays. Refer to RMS technicaldirection ‘Design and implementation of sharedzones including provision for parking - TTD 2016/001February 2016’ Removal of kerbs to facilitate ease of movementand indicate priority for pedestrians Reduction of speed limits to 10km/hMore information on this facility type can befound in technical direction TfNSW TTD 2016/001Design and implementation of shared zones52 Cycleway Design ToolboxMore information on the entrance and exitpoints can be found in Austroads Guide to TrafficManagement Part 8 Local Street ManagementSection 8.5.8, Fig 8.29

ContentsCycleway Design Toolbox 53

4. PublicBicycle Parking

Cycleway Design Toolbox 55

4. Public bicycle parking4.1 Integrated bicycle parking4.3 Types of public bicycle parkingBicycle parking is integral to any cycle network andto wider transport systems incorporating publictransport. The provision and availability of bicycleparking at the beginning and end of every journeyhas a significant influence on cycle use – parkedbicycles provide evidence of demand and patternsof use, and can form part of a monitoring regime tomeasure growth and demand in cycling.Public bicycle parking facilities offer different levelsof security and convenience, and should be chosento meet the needs and preferences of target usergroups at different locations. Types of bicycle parkingfacilities include:In the same way that a bus route would not operatewithout bus stops or a road network without carparking, bicycle parking must be provided alongthe cycle network for it to be practical and useable.Investment in new routes and cycling infrastructuremay not reach its full potential if bicycle parking is notconsidered as part of the planning and design stages(ideally considered as early as possible).Personal security within bicycle parking areas maybe a concern for users if the location is remote andlacks active and passive surveillance. Bicycle parkingand routes to it should be clearly marked, locatedin a highly visible area, well-maintained, well-lit andintegrated into the built environment.The provision of bike parking should accommodate alltypes of bicycles and micromobility devices, and mayeven help tackle barriers for potential riders, such as: Insufficient bicycle parking Lack of space to store a bicycle at home Bicycle theft and vandalismAddressing these issues will encourage more peopleto ride and therefore bring economic benefits tobusinesses, health benefits to bicycle riders andimprovements to the transport network. It may alsocontribute to reduced reliance on commercial carparking and enhance placemaking opportunities.The provision of bicycle parking facilities should alignwith the principles outlined in Figure 4.1: accessible,convenient, secure, integrated, and maintained.For more informationMore information on standards and guidelineson bicycle parking can be found in Austroads4.2Bicycle Parking Facilities: Guidelines for Designand Installation (AP-R527-16) and AustralianStandards - AS2890.3 (2015)56 Cycleway Design Toolbox Bicycle hub – large-scale solution suitable forlong-term parking at public transport hubs ortown centres Bicycle locker – suitable for long-term parking thatincludes overnight storage Bicycle shed – suitable for day parking formembers of the public and public transport users Bicycle rack – suitable for short-term parkingsuch as visitor or customer parking, either onor off-streetBicycle hubs provide opportunity to deliver largescale bicycle parking facilities, typically comprisinghundreds or thousands of bicycle parking spaces,and are particularly appropriate when integratedwithin a town centre or at key transport interchanges.Hubs can include supporting amenities such asworkshops, changerooms, lockers and showers, andshould always have active and passive surveillance.Bicycle hubs should be funded by the relevant stateor local authorities and provided free of charge tousers to enable effective uptake. Bicycle hubs can besupplemented by additional bicycle parking facilitiessuch as racks or lockers at various locations orentrances, as appropriate for the environment.Bicycle lockers are lockable, individual use storageareas that offer the highest level of bicycle parkingsecurity. They enable multimodal transport journeysby providing opportunity for users to store their bikeat train stations, ferry wharves and bus interchanges.Bicycle lockers should be funded by the relevant stateor local authorities and provided free of charge tousers to enable effective uptake.Bicycle sheds are enclosed shared shelters thattypically accommodate between 20 and 50 bicycles.They enable multimodal transport journeys byproviding opportunity for users to store their bike attrain stations, ferry wharves and bus interchanges.Bicycle sheds should be funded by the

3. Cycleway facility design 18 3.1 Bicycle path (one-way) 20 3.2 Bicycle path (two-way) 30 3.3 Quietway 40 3.4 Shared path 48 3.5 Shared zone 52 4. Public bicycle parking 56 4.1 Integrated bicycle parking 56 4.2 Types of public bicycle parking 56 4.3 Key locations for public bicycle