MCM Demo Glasgow - August 12
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This document provides an overview of a training package for local authorities on designing cycling infrastructure. The training covers key principles of cycling infrastructure design from manuals like Cycling by Design. Trainees learn about setting route objectives, on-road and off-road design options, contra-flow lanes, and signing routes. The training includes workshops reviewing sample street design challenges and a site visit to review an existing cycling route against the principles discussed. The goal is for trainees to understand how to apply design principles and manuals to specific projects in their local authorities.
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MCM Demo Glasgow - August 12
- 1. A tailor made local authority training package WELCOME 1
- 2. Glasgow Connect 2 - TRAINING DAY Providing training to deliver solutions 2
- 3. MODULE: Connect 2 – Demonstration Project – Urban Setting August 2012 Glasgow – CS Office Peter Leslie Providing training to deliver solutions 3
- 4. WHAT WILL YOU LEARN TODAY? 4
- 5. LEARNING OUTCOMES Be aware of and be able to: Reference Design Manuals 5
- 6. LEARNING OUTCOMES Be aware of and be able to: Reference Design Manuals Set Route Objectives 6
- 7. LEARNING OUTCOMES Be aware of and be able to: Reference Design Manuals Set Route Objectives Review On/Off Road Review Contra Flow/Lanes 7
- 8. LEARNING OUTCOMES Be aware of and be able to: Design Principles Set Route Objectives Review On/Off Road Contra Flow/Lanes Review Signing of Routes 8
- 9. Questions? Name Job Description Achievement in the last month Question on Learning Point 9
- 10. Connect2 - Big Lottery Funded Sustrans' Connect2 is part funded by the Big Lottery Fund grant after the UK public voted the scheme the winner of the People's Millions Lottery contest on ITV1 in December 2007. http://www.youtube.com/user/Sustra 10
- 11. Headline Objective •will overcome major barriers such as roads, rivers, and railways •will create new bridges and crossings linking to walking and cycling networks in 79 communities UK-wide 11
- 12. Usage Objective 6 million people within one mile as many as 1 million pupils will benefit over a million journeys a week potentially saving 70,000 tonnes CO2/yr 12
- 13. Scotland’s Involvement 4 Local Authorities Dumfries and Galloway South Lanarkshire Glasgow City Council Perth and Kinross 13
- 14. Completion Routes are due to be completed by March 2013 14
- 15. “Bridge to Nowhere” Built 1960 Anderston Shopping Complex Never Completed 15
- 16. Start/End Point -- Central Station -- Kelvingrove Park 16
- 17. Workshop 1 – Route Objectives 17
- 18. Workshop 1 – Route Objectives – 5 minutes You are the Local Authority Who would you design it for? What would be your 3 main objectives of the project? Using the manuals - Can you identify what they promote as the main route objectives? 18
- 19. Sustrans Report – Recent Funding http://www.sustrans.org.uk/sustrans-near-yo In 2010 an indicative spend by recreational and touring cyclists is estimated at almost £100million. Using the World Health Organisation’s Health Economy Assessment Tool (HEAT) it is estimated that in 2010 the Network contributed £60million in health benefits. Cost to benefit ratios based on STAG appraisal range from 1.4:1 to 12.7:1. LOCAL BENEFIT 19
- 20. Workshop 1 – Actual Route Objectives 1.Remove Physical Barrier 2.Segregated Facility 3.Quality Infrastructure – Central Station – Destination 4.Deprived Area 5.Active Travel and Route Connections 20
- 21. HIERARCHY OF USERS Pedestrians and those with impaired mobility Cyclists Public transport users (including taxis) Goods and service deliveries Car borne shoppers Car borne commuters and visitors 21
- 22. TYPES OF CYCLISTS TO DESIGN FOR Skill Level • Novice; • Intermediate; and • Experienced. (Based on CBD 2010) 22
- 23. Journeys completed by Cyclists Neighbourhood Commuting School Day Trips Touring Sports (Based on CBD 2010) 23
- 24. DESIGN PRINCIPLES – LTN 2/08 – CBD - 2010 Coherence Directness Safety Comfort Attractiveness 24
- 25. Design Principles Coherence – Door step Directness – Time Saving Safety – Feel Safe Comfort – Surface Attractiveness – Fit Surroundings 25
- 26. Workshop 1 – Actual Route Objectives 1.Remove Physical Barrier 2.Segregated Facility 3.Quality Infrastructure – Central Station – Destination 4.Deprived Area 5.Active Travel and Route Connections 26
- 27. Existing Route - Characteristics Town Centre Grid Plan Main East / West Links Origin / Destination Route set by Bridge and Station 27
- 28. Workshop - On Road Design Waterloo Street One Way Street – Towards M8 3 Travelling Lanes – Bus Stops/Route North Side of Street – Horizontal Parking 28
- 29. Video and Photos 29
- 30. Workshop – On Road Design On Road Designs – Split into your groups and discuss the provisions including the width of cycle facility you would install on Waterloo Street: 30
- 31. REDISTRIBUTION OF THE CARRIAGEWAY Lane Width? 31
- 32. REDISTRIBUTION OF THE CARRIAGEWAY Lane Width? 32
- 33. REDISTRIBUTION OF THE CARRIAGEWAY Lane Width? 33
- 34. REDISTRIBUTION OF THE CARRIAGEWAY Lane Width? 34
- 35. Tables and Design Aids 35
- 36. Photo: Raheel Khan Cycle Lane Through Road Junction 36 Munich, Germany
- 37. Photo: Tom Bertulis Cycle Lane Through Bus Stop 37 Dublin, Ireland
- 38. Photo: Tom Bertulis Coloured Cycle lane across junction Copenhagen, Denmark 38
- 39. Photo: Tom Bertulis Innovative speed hump with cycle bypass 39 Copenhagen, Denmark
- 40. Photo: Tom Bertulis Cycle lane, Door opening strip 40 Glasgow, Scotland
- 41. Photo: Tom Bertulis Photo: Tom Bertulis Cycle Lanes with cycle bypasses on both sides Ayr, Scotland 41
- 42. Photo: Tom Bertulis Photo: Tom Bertulis Double Cycle Lane on approach to junction Glasgow, Scotland 42
- 43. Photo: Tom Bertulis Centre Cycle lane 43 London, England
- 44. Photo: Tom Bertulis 2 metre wide Cycle Logo Copenhagen, Netherlands 44
- 45. Photo: Tom Bertulis Cyclist in Cycle-Bus lane 45 Edinburgh, Scotland
- 46. What are the main issues for Cyclists? 46
- 48. Workshop - Crossing Waterloo Street Side Road Entrances Pedestrians 48
- 49. THE HIERARCHY OF PROVISION Stakeholders and Users – Wish us to invest money in segregated networks 49
- 50. 50
- 51. Other Options Cycling by Design Side Road Crossing – Bend Out There are other options but due to it being adjacent to a trunk road this was preferred 51
- 52. 52 Photo by Rob Marshall, ERCDT
- 53. 53 Photo by Rob Marshall, ERCDT
- 54. Other Options Side Road Crossing – Surfacing On Road Give Way Markings 54
- 55. Other Options Side Road Crossing – Bend out Raise Table crossing both with on road give way markings 55
- 56. 56
- 57. 57
- 58. Other Options Main Road Crossing – Traffic Island 58
- 59. Crossings Design Site Specific One size does not fit all Crossing Attributes Simple Field of Vision for All users Decision Making Cycling by Design Transport for London 59
- 60. Workshop – On/Off Road Design North Claremont Street Two Way Street 2 Travelling Lanes On Street - Horizontal Parking 60
- 61. Workshop – On/Off Road Design On/Off Road Design – Split into your groups and discuss the provisions including the width of cycle facility you would install on North Claremont Street: 61
- 62. Workshop – On/Off Road Design Berkeley Street Two Way Street 2 Travelling Lanes On Street - Horizontal Parking 62
- 63. Workshop – On Road Design On Road Designs – Split into your groups and discuss the provisions including the width of cycle facility you would install on Berkeley Street: 63
- 64. Photo: Alex Bertulis Contra Flow Cycle lane 64 Geneva, Switzerland
- 65. Photo: Tom Bertulis Contra Flow lane Munich, Germany 65
- 66. Photo: Tom Bertulis Contra Flow lane Chester, England 66
- 67. Photo: Tom Bertulis Segregated Contra Flow Lane 67 Glasgow, Scotland
- 68. Photo: Tom Bertulis Photo: Tom Bertulis Segregated Contra Flow Lane Glasgow, Scotland 68
- 69. Photo: Tom Bertulis Contra Flow Lane demarcated with a coloured cycle lane 69 Glasgow, Scotland
- 70. Photo: Tom Bertulis Unsegregated Contra-Flow cycle facility 70 Glasgow, Scotland
- 71. Photo: Tom Bertulis Unsegregated Contra-Flow cycle facility Munich, Germany 71
- 72. Photo: Tom Bertulis Contra-Flow facility 72 Copenhagen, Denmark
- 73. Photo: Tom Bertulis Contra-Flow facility 73 Copenhagen, Denmark
- 74. Photo: Tom Bertulis Contra Flow lane 74 London, England
- 75. Photo: Alex Bertulis 12mph zone with unsegregated Contra Flow lane 75 Geneva, Switzerland
- 76. Photo: Tom Bertulis Home Zone with gateway 76 Nottingham, England
- 77. Signing Routes What must we comply with? What is there to help us? 77
- 78. Signing Routes Who should we be signing for? What should would be signing? How do we get our message across? 78
- 79. Photo: Tom Bertulis Directional signing with route number for cyclists 79 Glasgow, Scotland
- 80. Photo: Tom Bertulis “Cyclists Rejoin Road” Sign 80 Dumfries and Galloway, Scotland
- 81. Photo: Tom Bertulis “Cycle Lane Look Both Ways” Sign 81 Dumfries and Galloway, Scotland
- 82. Photo: Tom Bertulis 82 “Cyclists and Pedestrians Only” marking along beachfront pathway Troon, Scotland
- 83. Photo: Tom Bertulis Shared use sign 83 Glasgow, Scotland
- 84. Signing Routes Sustrans – Technical Information - Note 5 It must comply with TSRGD Liability / Risk 84
- 85. Signing Routes 85
- 86. SUMMARY This Morning - We’ve looked at: The key principles of providing for cyclists Use of Cycling by Design and other Manuals On Site Solutions Any Questions? 86
- 87. LUNCH 87
- 88. SITE VISIT 88
- 89. Equality Instead of us going on about the different users we would like to show you the following video. We think this shows the different users perspective and requirements. Remember by 2025, disabled people will have the same opportunities and choices as non-disabled people on travel choices http://www.transportscotland.gov.uk/road/Roads-for-All-Conference-2010-vi WCCC Conference http://walkcycleconnect.org/downloads/2012-presentations/ 89
- 90. Site Workshop – Actual Route Objectives 1.Remove Physical Barrier 2.Segregated Facility 3.Quality Infrastructure – Central Station – Destination 4.Deprived Area 5.Active Travel and Route Connections 90
- 91. Site Workshop – Principles DESIGN PRINCIPLES – LTN 2/08 – CBD - 2010 Convenience Accessibility Safety Comfort Attractiveness 91
- 92. Site Workshop – Feedback Site Review Were the principles applied? Were Route Objectives Met? On Site Challenges? 92
- 93. SITE REVIEW 93
- 94. SITE REVIEW 94
- 95. SITE REVIEW 95
- 96. SITE REVIEW 96
- 97. SITE REVIEW 97
- 98. LEARNING OUTCOMES Be aware of and be able to: Design Principles Set Route Objectives Review On/Off Road Contra Flow/Lanes Review Signing of Routes 98
- 99. FINAL QUESTIONS? Providing training to deliver solutions
- 100. THANK YOU TO GLASGOW CITY COUNCIL AND SUSTRANS Providing training to deliver solutions
Notes de l'éditeur
- 1
- 1
- Each trainer is to complete this section for the specific training activity
- These are the subjects we will be covering today
- These are the subjects we will be covering today
- These are the subjects we will be covering today
- These are the subjects we will be covering today
- Money is no issue, Scotland Obesity, You need to change behaviour 3 main objectives, modal split, European experience CBD – LTN 2/08
- 1. Mitigate the physical severance caused by the M8 Anderston Interchange by the creation of a traffic free route for pedestrians and cyclists travelling from Anderston and the West End into the heart of the City Centre 2. Segregating cyclists and pedestrians from traffic by creating a traffic free route to encourage lapsed cyclists, children and less confident cyclists to try cycling in what they perceive to be a safer environment 3. Significantly improving multi-modal transport interchange by delivering a quality walking and cycling route to Glasgow Central Rail Station 4. Improve access to jobs, education, leisure by low cost and sustainable travel modes for residents living in Anderston, one of the most deprived areas of the country 5. Expand and enhance the local cycle network, connecting into the quality existing routes such as The Colleges Cycle Route, the Forth & Clyde Canal and NCN 7 and provide opportunities for healthy active travel and reduce carbon emissions associated with trips under 5km between the West End and the City Centre
- The wider range of disabilities and access requirements is included in the first category. Question: do you agree with this hierarchy? Question: motorcycles are not included – where do you think they might fit? There is no right model as some authorities may choose to change the order of the first three depending on such issues as topography etc
- Specialist Equipment
- In terms of what we are here for today we wish to design for all of the above but if we had all afternoon I would discuss how each of the trips would influence design but I only have a short time so here is have my own family review. Recently I have had to change behavior as have my family. Neighborhood - I now have Ruaridh behind me. Previously I would go to Morrison's or the Coop on road with the use of the off road on the way back. Now I use the footway to access the great NCN near my house. Commuting - Father – No longer in a job that needs a car to get between construction sites. He now cycles to work. Infrastructure has changed his route. Avoids the hills and asks for help at junctions. Schools – I am not there yet only 4 years to go Day Trips – Father in law had a triple bypass so requires to get some exercise. We again use the NCN beside us to have a leisure ride down to lochwinnoch. We need a café. Touring / Sports – Bro is over in Perth Australia so has no weather complaints but he has cycled all over Scotland MTB/Sportives/24 hour races coast to coast so will go anywhere on a bike and has commuted all his life so again does so 12 months a year.
- The five core principles are set out here and explored in more detail in the following slides. They may be found in Local transport Note 02/08 DfT 2008 Note: this is almost identical to guidance contained within Cycling by Design. The order and wording is slightly different but the principles remain the same. Exercise – What do they mean?
- Coherence – On your door step linking you to destinations. Easy to navigate Direct – Time saving, benefit to allow the behavior change Safety – Reduce perceived and actual risk, FEEL SAFE Comfort – Surfacing, Width etc Attractive – Fit with it surroundings
- 1. Mitigate the physical severance caused by the M8 Anderston Interchange by the creation of a traffic free route for pedestrians and cyclists travelling from Anderston and the West End into the heart of the City Centre 2. Segregating cyclists and pedestrians from traffic by creating a traffic free route to encourage lapsed cyclists, children and less confident cyclists to try cycling in what they perceive to be a safer environment 3. Significantly improving multi-modal transport interchange by delivering a quality walking and cycling route to Glasgow Central Rail Station 4. Improve access to jobs, education, leisure by low cost and sustainable travel modes for residents living in Anderston, one of the most deprived areas of the country 5. Expand and enhance the local cycle network, connecting into the quality existing routes such as The Colleges Cycle Route, the Forth & Clyde Canal and NCN 7 and provide opportunities for healthy active travel and reduce carbon emissions associated with trips under 5km between the West End and the City Centre
- Yes or No – No sitting on the fence
- Yes or No – No sitting on the fence
- How do we improve on road cycling within the road of Edinburgh Discuss 20mph zones being promoted by Edinburgh. So we have highlighted the hierarchy of provision but we still require to install lanes on some of the roads within Edinburgh. In your groups can you take the following 4 roads One – Standard 7.3m wide road – no on road parking Two – New housing estate (designing streets) Three – Two lane traffic with the promotion of a bus lane Four – 9m wide road with on street parking
- Maximum Width 2.5* Lanes of this width should be used where cycle flows are expected to be >150 cycles/peak hour and therefore cycles overtaking within the lane can be expected. Desirable Minimum Width 2.0* The minimum width that should be considered for a cycle lane with width for cyclists to pass each other. Absolute Minimum Width 1.5** The running width of the lane should be free from obstructions such as debris and unsafe gullies.
- Optimal Width 4.6 This width allows a bus to pass a cyclist within the bus lane. A 1.5m wide advisory cycle lane may be provided within the bus lane if considered desirable. Desirable Minimum Width 4.25 Although a bus is still able to pass a cyclist within the bus lane, safe passing width is affected and this width of lane should only be provided over short distances. A 1.2m wide advisory cycle lane may be provided within the bus lane If desirable. Absolute Minimum Width 4.0** An absolute minimum width of 4.0m allows cyclists to pass stopped buses within the bus lane but may encourage unsafe overtaking of cyclists by buses, particularly where the adjacent traffic lane has queuing traffic. Limiting Width 3.0 – 3.2** The width of the bus lane to prevent overtaking within the lane itself. A bus will be required to straddle adjacent lanes
- Kerb-segregated cycle lane Standard Width (m)* Comments Desirable Minimum Width 2.0 Typically operates satisfactorily for flows of up to 200 cycles per hour. The minimum width that should be considered to permit cyclists to pass each other. With-flow or contra-flow lane Absolute Minimum Width 1.5 Typically operates satisfactorily for flows of up to 100 cycles per hour. Desirable Minimum Width 3.0 Typically operates satisfactorily for two-way flows of up to 300 cycles per hour and will permit some overtaking. Two-way lane Absolute Minimum Width 2.0 The minimum width that should be considered to permit cyclists travelling in opposite directions to pass each other. Operates satisfactorily for twoway flows of up to 200 cycles per hour.
- Maximum Width 2.5* Lanes of this width should be used where cycle flows are expected to be >150 cycles/peak hour and therefore cycles overtaking within the lane can be expected. Desirable Minimum Width 2.0* The minimum width that should be considered for a cycle lane with width for cyclists to pass each other. Absolute Minimum Width 1.5** The running width of the lane should be free from obstructions such as debris and unsafe gullies.
- An additional aid within LTN 2/05 is the diagram which compares the cycle flows on a link with traffic speed and provides guidance on the type of facility appropriate for a given set of circumstances. This is based upon Dutch guidance originally found in the CROW manual ‘Sigh up for the bike’ but has subsequently been revised by Sustrans and in the London Cycle Network Design Manual with a simplified version set out in the LTN It should be noted that figures for traffic volumes and speed have been deliberately omitted from this diagram. This is to emphasis the fact that there is no exact correlation between these and the most appropriate facilities to employ. It is also important to remember that the first course of action must be to consider what can be done to reduce speeds and flows before referring to this diagram for guidance on what to implement (if anything). Put more simply this is not a diagram that may be used without applying thought to the process.
- Just to get us back in the mood before we go onto the hierarchy of provision – question?
- Thanks to Alan – So taking what the council have in place can we discuss the use of Zebra Crossings
- Designing for a range of users presents challenges and guidelines are available from a number of perspectives. The
- 1. Mitigate the physical severance caused by the M8 Anderston Interchange by the creation of a traffic free route for pedestrians and cyclists travelling from Anderston and the West End into the heart of the City Centre 2. Segregating cyclists and pedestrians from traffic by creating a traffic free route to encourage lapsed cyclists, children and less confident cyclists to try cycling in what they perceive to be a safer environment 3. Significantly improving multi-modal transport interchange by delivering a quality walking and cycling route to Glasgow Central Rail Station 4. Improve access to jobs, education, leisure by low cost and sustainable travel modes for residents living in Anderston, one of the most deprived areas of the country 5. Expand and enhance the local cycle network, connecting into the quality existing routes such as The Colleges Cycle Route, the Forth & Clyde Canal and NCN 7 and provide opportunities for healthy active travel and reduce carbon emissions associated with trips under 5km between the West End and the City Centre
- The five core principles are set out here and explored in more detail in the following slides. They may be found in Local transport Note 02/08 DfT 2008 Note: this is almost identical to guidance contained within Cycling by Design. The order and wording is slightly different but the principles remain the same. Exercise – What do they mean?
- The five core principles are set out here and explored in more detail in the following slides. They may be found in Local transport Note 02/08 DfT 2008 Note: this is almost identical to guidance contained within Cycling by Design. The order and wording is slightly different but the principles remain the same. Exercise – What do they mean?