Cycle network and route planning guide - NZ Transport Agency

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7.2.4 Visitor numbers Description This method uses the total number of visitors to particular locations, attractions or facilities to indicate their likely significance as cyclist destinations. Advantage As long as the information is readily available, this is a quick method for prioritising sites for more detailed investigation, such as counting cycle traffic or parked cycles. Disadvantage There are disadvantages in time and cost if the information is not readily available. Recommendation Use this method where the information is readily available. 7.2.5 Counting parked bicycles Counting the number of bicycles parked at particular locations on a typical day can help determine the significance of those places as cyclist destinations. Advantage Counts of parked cycles are particularly useful for places with defined cycle parking places such as schools. They are quick and simple to perform. Recommendation Develop a program for counting parked bicycles at key destinations. 7.2.6 Travel surveys Description Information on cycle demand can be gleaned from surveys conducted for transport planning and modelling, or from LTSA travel surveys. Advantage The New Zealand Travel Survey 1997/98 (LTSA, 2000), available on the LTSA website (www.ltsa.govt.nz), identifies the general characteristics of cycle trips and the people who cycle. Disadvantage The LTSA travel survey is a national survey, so the results do not necessarily reflect the characteristics of an individual study area. It does not identify routes. Recommendations Use any available information from local transport planning or modelling surveys; otherwise use the LTSA travel survey data. 7.3 Desire lines and barriers The cycle demand information gathered should be reviewed and the major trip origins and destinations plotted on a map, followed by the major desire lines linking origins and destinations. Such maps permit barriers to cyclists travelling along these desire lines to be identified. Barriers could include waterways, motorways, railways, large industrial estates and sections of road that cyclists perceive as hazardous. The latter might include heavily trafficked roads that have to be crossed or travelled along, multi-lane roundabouts, or sections of busy roads with no dedicated space for cyclists. 50
7.4 Use of routes by cyclists 7.4.1 Road hierarchy method Description District plans usually include maps of the road hierarchy in their areas (typically arterial, collector and local roads). A first assumption could be that the number of cyclists wishing to use a particular link in the road network will be in direct proportion to those using motor traffic on that link. So highly trafficked roads could be expected to carry relatively high volumes of cycle traffic, given appropriate cycling conditions. Advantage This method gives the simplest and quickest indication of potential cycle demand across the whole area. Disadvantages Cyclists may avoid sections of arterial roads that they perceive as hazardous or unpleasant for cycling, or may take a short cut not available to motor traffic. Cycling conditions may be perceived as so dangerous or unpleasant that people either cease cycling or don’t take it up in the first place. This suppressed or latent demand for cycling might be realised if cycling conditions were improved. Recommendations This method is a good way to begin assessing cycle demand. Other cycle demand assessment methods should be used to refine further the understanding of cycle travel patterns in an area. 7.4.2 Cycle crash data Description Cycle crash data for a long period of time can indicate those routes that cyclists have difficulty negotiating safely. Useful crash data can be obtained from the LTSA, ambulance services and RCAs’ databases of locally reported crashes. Advantage This data is readily available and is also needed for evaluating cycle route options. Disadvantages LTSA data generally excludes crashes that do not involve a motor vehicle, and off-road crashes. Ambulance data has good location information but is biased towards the more serious injuries. This method will be poor at identifying: • sections of the road network that carry significant numbers of cyclists and are relatively safe for cyclists • off-road routes (ambulance data is useful here). Also, cyclists may avoid hazardous sections of an otherwise desirable cycle route. Crash plot showing LTSA data (black dots) and ambulance data (blue dots) (Source: Christchurch City Council) Recommendations Use this method, but be aware of its limitations. Start with LTSA data. For a more complete picture, supplement this with ambulance and RCA data, but remove any duplicate data from the combined database to avoid double counting. 51
Page 1: CYCLE NETWORK AND ROUTE PLANNING GU
Page 4 and 5: ACKNOWLEDGEMENTS The following cons
Page 6 and 7: GLOSSARY OF TERMS BUS LANE A bus la
Page 8 and 9: 1 INTRODUCTION 1.1 Cycle network pl
Page 11 and 12: CHAPTER 2 THE PLANNING AND POLICY C
Page 13 and 14: Broader objectives include: • cre
Page 15 and 16: CHAPTER 3 CYCLISTS’ NEEDS • Cyc
Page 17 and 18: These cyclists most commonly ride t
Page 19 and 20: 3.4.3 Directness Cycle routes shoul
Page 21 and 22: These cyclists prefer: • high-qua
Page 23 and 24: Enclosures Enclosures are a communa
Page 25 and 26: CYCLIST TYPE NEIGHBOURHOOD COMMUTIN
Page 27 and 28: 4.3 Urban arterial roads Descriptio
Page 29 and 30: 4.8 Operating railways Description
Page 31 and 32: 4.13 Other locations • Undevelope
Page 33 and 34: are accessed by car from a fast cir
Page 35 and 36: 5.6 Needs approach This approach in
Page 37 and 38: 12,000 11,000 NOTE: THIS DIAGRAM IS
Page 39 and 40: 6.6 Contra-flow cycle lane Descript
Page 41 and 42: 6.10 Transit lane Description A tra
Page 43 and 44: 6.14 Shared path Description A shar
Page 45 and 46: 6.17 Unpaved roads and paths Descri
Page 47 and 48: 6.20 Structures A number of structu
Page 49 and 50: CHAPTER 7 ASSESSING CYCLE DEMAND CH
Page 51: 7.2.2 Census data Description The f
Page 55 and 56: 7.4.5 Consultation with cycle users
Page 57 and 58: Note: Each spot represents a bicycl
Page 59 and 60: 8.4 Finding space on existing roads
Page 61 and 62: 9.3 Audits Description Audits are a
Page 63 and 64: 9.5 Level of service (LOS) assessme
Page 65 and 66: LOCATION South Terrace — Greenhil
Page 67 and 68: Figure 9.2: Cycle route plan Source
Page 69 and 70: Figure 10.1: Cycle route network pl
Page 71 and 72: 11.3 Usage numbers Description This
Page 74 and 75: 12 IMPLEMENTATION IMPLEMENT CYCLE N
Page 76: 12.6.2 Post-construction inspection
Page 79 and 80: 13.9 Cycle network implementation I
Page 81 and 82: 14.7 What to consult on The full ra
Page 83 and 84: APPENDIX 2 SCALING CYCLE COUNTS Int
Page 85 and 86: ALL SITES COMMUTER SITES PERIOD STA
Page 87 and 88: Source: Kindly made available by Ky
Page 89 and 90: Guthrie, N; Davies, DG and Gardner,

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