Cycle network and route planning guide - NZ Transport Agency

12,000
11,000
NOTE: THIS DIAGRAM IS TO BE
APPLIED TO URBAN ROADS AND
IS NOT APPROPRIATE FOR
RURAL OR NON-URBAN ROADS
10,000
Volume of motor vehicles (vehicles/day)
9,000
8,000
7,000
6,000
5,000
COMBINATIONS OF LOW
SPEEDS AND HIGH TRAFFIC
VOLUMES ARE VERY RARE.
WHEN THESE CONDITIONS
OCCUR, SEGREGATION MAY
BE DESIRABLE IN ORDER TO
MINIMISE CONFLICTS.
CYCLE PATHS
CYCLE LANES
Cycle paths
Cycle lanes or
sealed shoulders
4,000
3,000
CYCLE PATHS WITH
SEPARATING VERGE
Mixed
traffic
2,000
1,000
MIXED TRAFFIC
SEALED SHOULDERS
0
10 20 30 40 50 60 70 80 90 100
Traffic speed (85th percentile, km/h)
Figure 6.1: Preferred separation of bicycles and motor vehicles according to traffic speed and volume.
This diagram is based on RTA NSW (2003) and Jensen et al (2000), also DELG (1999), Ove Arup and Partners (1997) and CROW 10 (1993).
Figure 6.1: Notes
1. In general, roads with higher traffic speed and traffic volumes are more difficult for cyclists to negotiate than roads
with lower speeds and volumes. The threshold for comfort and safety for cyclists is a function of both traffic speed and
volume, and varies by cyclist experience and trip purpose. Facilities based on this chart will have the broadest appeal.
2. When school cyclists are numerous or the route is primarily used for recreation then path treatments may be
preferable to road treatments.
3. Provision of a cycle path does not necessarily imply that an on-road solution would not also be useful, and vice-versa.
Different kinds of cyclists have different needs. Family groups may prefer off-road cycle paths while racing or training
cyclists, or commuters, tend to prefer cycle lanes or wide sealed shoulders.
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