Cycle Facility Treatments - (continued)

Treatment 3a.

This treatment is to be used where there is not enough space for Treatment 2. Motor traffic, cyclists and pedestrians all have designated areas each, with two-way traffic. This separation of modes allows safe travel by all concerned. The cycle path should be a minimum of 3.0m wide (See Austroads 14, 4.4.5 and figure 4.12).

The treatment provides for a dedicated cycle path separated from pedestrians by a normal kerb and the facility should be signposted as a separate cycle facility. Provisions for use of the cycle path by pedestrians would then follow the Regulation 239 of the Australian Road Rules.

For this treatment it is important to indicate that pedestrians should treat the cycle path as they would treat a road and only cross with care giving way to cyclists except on a marked crossing. For a normal road, designing the kerb as a natural boundary between road and footpath results in high compliance in separating the traffic and pedestrians. We would expected similar compliance when using a kerb for separation of the footpath and cycle path on this treatment. Under the Australian Road Rules regulation 239 provides that a pedestrian should not use a cycle path and should cross it by the shortest route available.

The treatment also calls for a major separation barrier between the cycle path and the motor traffic in the form of "New Jersey Barriers". This is particularly important because of the two-way nature of the treatment allowing contra-flow traffic patterns.

As this facility will be shared between commuter cyclists and other less experienced users the cycle path should be marked with a centre line to assist in keeping the traffic to the left which will facilitate overtaking.

Where the cycle path crosses side streets the pavement should be coloured bright green and the separation barrier should be reinstated as soon as possible. At side streets which are not controlled by traffic lights signs facing motorists should indicate "Warning. Two way cycle path. Give way to cyclists in both directions." Signs facing cyclists should indicate "Warning cars crossing cycle path".

Where the route crosses side streets at traffic lights there should be detectors on the cycle path that will pick up the presence of a cyclist and then trigger the traffic light change. (See Austroads 14, 6.7.2.3(a).) Cyclists should trigger the normal motor vehicle traffic lights and then proceed on green.

Treatment 3b.

This treatment is used when Treatment 3a comes up to a bus stop. The figure shows the situation where there is a bus lay-by, but the situation with a bus stop and no lay-by would be very similar, just without the extra set back.

The key feature of this treatment is the continuation of the cycle path around the back of the bus waiting area. This will facilitate the picking up of passengers by buses with no disruption to the cycle path. The area of the waiting area would need to be assessed but would certainly be large enough to accommodate bus passenger weather shelters.

Another key feature is the retention of the kerb around the outside of the cycle way and the provision of a pedestrian crossing to move between the footpath and the bus waiting area. With the design mimicking that of a road crossing it is expected that bus passengers would have a high compliance to directly cross the cycle path at the designated crossing. This would be assisted by only allowing access to the waiting area at the crossing.

Excellent sight lines must be maintained on either side of the bus stop crossing to help avoid any conflict. Signs just prior to the crossing should indicate to cyclists the presence of the crossing ahead.