Cycle network and route planning guide - NZ Transport Agency

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9.5.1 Bicycle compatibility index (BCI) Advantages The BCI measure is flexible and simple to use and can be used to distinguish between conditions on roads during different periods. As Table 9.2 (see opposite) demonstrates, a minimum of data is required to determine a BCI/LOS result for an entire route. The data is readily sourced in most instances. Disadvantages BCI does not account for: • low traffic volume environments where cyclists readily integrate with other traffic • significant intersections • strategic considerations such as route directness, coherence and purpose • paths. A similar US-developed process is available for paths, but it is not known whether the two methods may not be compatible for comparing path and road options. Recommendations The BCI method is most useful when comparing mid-block route options at an early stage, and when a quick and simple method is desirable. 9.5.2 Cycle review LOS Advantages This is more comprehensive than the BCI method. Among other factors, it gives basic consideration to intersections and route directness, and includes paths. Disadvantages A significant volume of data is required. It can be time consuming to compare several quite different route options. Recommendations This comprehensive method (IHT et al, 1998) can be used to examine existing infrastructure and to compare different route options provided concept proposals for routes are reasonably well defined. It should be used at a level appropriate for each route. Straightforward situations with obvious choices will not gain much benefit from the full depth of the process, but will nevertheless benefit from analysis based on its concepts. It can be used to assign an overall LOS score for a route proposal. 9.5.3 Florida bicycle LOS This method is the most widely used approach in the USA. It assesses bicycle LOS on links and straight through intersections as part of a multi-modal assessment of LOS. It is based on the research by Landis. The method includes a computer program to simplify the calculations. Refer to Florida DOT (2002). 9.6 Which method? Further research Further investigation into the appropriateness of the above methods for application in New Zealand is required and will be undertaken. Local authorities are invited to contact the LTSA with a view to participating and/or leading trial projects. Practitioners are encouraged to assess other methods where appropriate and available. Recommendations Use a mix of the methods outlined above. A needs assessment is always important. In general, many of the issues associated with developing a cycle route are qualitative, and only this type of assessment will consider all the overarching issues. For a quantitative assessment, the cycle review LOS method appears to be the most useful. Individual RCAs are encouraged to consider implementing a cycle audit and cycle review style of process, and to work with the LTSA to develop a New Zealand recommended process. A review of crash records (see section 7.3.2) is also worthwhile when assessing existing conditions. Two aspects stand out as being important in any cycling assessment: • Does the facility meet the users’ needs? • ‘The choice of routes in urban areas is largely determined by the extent to which junction features can be resolved where the cycle route meets or crosses more heavily trafficked roads’ (Ove Arup and Partners, 1997). 62
LOCATION South Terrace — Greenhill Road Greenhill Road — Fisher Road Fisher Street — Cross Road Cross Road — Grange Road Overall route GEOMETRIC & ROADSIDE DATA Length (km) 0.62 1.87 0.86 1.19 4.54 No. of lanes (one direction) 2 2 2 2 Kerb lane width (m) 3 3.4 3.4 3 Bicycle lane width (m) 1.5 1.5 1.5 1.5 Paved shoulder width (m) 0 0 0 0 TRAFFIC OPERATIONS DATA Residential development (y/n) Speed limit (km/h) 85th percentile speed (km/h) y n n n 60 60 60 60 60 50 60 60 Traffic flow (AADT) 28,000 28,000 28,000 31,000 Large truck % (HCV) 0.50 0.50 0.50 0.50 Left turn % 0.00 0.09 0.05 0.05 PARKING DATA Parking lane (y/n) y n n n Occupancy (%) 50 Time limit (minutes) 120 RESULTS BCI 4.74 3.78 4.00 4.43 4.12 Level of service E D D E D Bicycle compatibility level Very low Moderately low Moderately low Very low Moderately low Table 9.2: Example of BCI calculation 63
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CYCLE NETWORK AND ROUTE PLANNING GU
Page 4 and 5:
ACKNOWLEDGEMENTS The following cons
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GLOSSARY OF TERMS BUS LANE A bus la
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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 and 52: 7.2.2 Census data Description The f
Page 53 and 54: 7.4 Use of routes by cyclists 7.4.1
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: 9.5 Level of service (LOS) assessme
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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