Cycle lanes

Cycle lanes next to kerb or road edge

Cycle lanes next to the kerb or road edge should be implemented in accordance with Table 8‑9 and its associated notes.

Table 8‑9

The widths of cycle lanes in Table 8‑9 should be measured from the usable point, which could be the kerb face (where there is no vertical lip (>5mm) formed between the roadway and the fender) or the edge of a dish channel. An allowance also needs to be made where ramps have been provided at vehicle access ways, or sumps extend into the cycle lane. It also assumes that surface conditions adjacent to the gutter or road edge are of a high standard. Where there are poor surface conditions at the road edge, the widths of cycle lanes should be based on usable road space available to cyclists.

While not required by the TCD rule, it is best practice to mark a no-stopping line along the length of a kerbside lane to prevent parking. This is because of ongoing difficulties with illegal parking and the difficulties experienced enforcing it. Experience from all the main centres is now that the cost of the markings is justified and reduces the safety risk from cars parking in the cycle lane.

Table 8‑9: Cycle lane widths next to kerb or road edge or between traffic lanes

When using Table 8‑9, the following key width requirements of cycle lanes where no parking exists, are:

1. The speed limit is used unless the 85^th percentile speed is significantly higher.
2. Interpolation for different speed limits is acceptable.
3. At least 2.0m is desirable where the adjacent motor traffic is moving at high speed (eg 100km/h) and there are few large vehicles, or where speeds are moderate (eg 70km/h) and the volume of large vehicles is substantial. This is also the minimum width that is needed to enable cyclists to overtake each other without encroaching into the adjacent traffic lane.
4. Where the lane is adjacent to a kerb and it is not possible to achieve a wider cycle lane, 1.4m is the absolute minimum width. This should only be used in low speed environments and only along very short sections of the road, say less than 100m.
5. Where the lane is adjacent to a traversable edge (eg grass or hard shoulder) and it is not possible to achieve a wider cycle lane, 1.2m is the absolute minimum width. This should only be used in low speed environment and only along very short sections of the road, say less than 100m.
6. A cycle lane wider than 2.5m is not recommended as it can be mistaken for a traffic lane.
7. If cycle traffic flows exceed 150 in the peak hour, then sufficient width to accommodate overtaking manoeuvres should be considered.
8. When greater than 2.5 m of space exists between the kerb and edgeline, painted/flush diagonal shoulder markings should be provided to the right of the cycle lane to suggest a cycling area of between 1.5 m and 2.0 m in width, and to separate the cycling area from the general traffic lane. In such cases, the diagonal shoulder markings should be at least 1.0 m wide (refer Figure 2‑31). A solid line on the left-hand edge of the diagonal shoulder markings should be added.
   Figure 2‑31
9. The cycle lane width should also be considered in the context of the width of the adjacent traffic lane and combined widths of less than 4.6m avoided. Figure 8‑7 provides some examples of the general configuration of a cycle lane next to the kerb.
   Figure 8‑7

Cycle lanes next to parking

Cycle lanes next to parallel parking

Where the combined width of a cycle lane and parking space is limited, the parking space should be kept narrow, so that good parking discipline is encouraged, allowing cyclists to avoid open car doors.

A parking space width of 2.0m should only be used if parked cars can easily park up against the kerb, with 1.9m the absolute minimum width as per Table 8‑10. Wider parking lanes should be provided on roads with steep camber, or on curved sections (where parking next to the kerb is difficult), where there is excess road space available or where heavy vehicle parking is common.

Table 8‑10: Cycle lane widths next to parallel parking

Table 8-10 notes:

1. The posted speed limit is used unless the 85^th percentile speed is significantly higher.
2. Interpolation for different speeds is acceptable.

Figure 8‑11 illustrates a typical configuration of a cycle lane next to parallel parking. The cycle symbol and coloured background road surface should be placed in the two-thirds of the cycle lane furthest from the parked cars. This will encourage cyclists to avoid the hazard posed by car doors being opened.

Figure 8‑11: Cycle lane next to parallel parking

View larger image [JPG, 120 KB]

Cycle lanes next to angle parking

People require a high level of protection when cycling adjacent to angle parking, and therefore when implementing angle parking, the needs of cyclists should be given appropriate consideration.

Cycle lanes should be a suitable distance away from angle parking to encourage cycling in a position that aids visibility between drivers and cyclists and allows cyclists to avoid vehicles that are emerging from a car parking space.

Angle parking is appropriate only where the speed limit is 50km/h or less. Cycle lanes next to angle parking assist in reminding drivers of the potential presence of cyclists. Cycle lanes adjacent to angle parking should be installed in accordance with the clearance details shown in Table 8‑11 and the associated typical facility layout illustrated in Figure 8‑7. Minimum widths should only be used in low speed environments (85^th percentile speed of 40km/h and below) and when it is not possible to achieve a wider cycle lane.

Figure 8‑7

Lanes should be coloured green and marked with standard cycle symbols to enhance their visibility.

Table 8‑11: Cycle lane clearance from angle parking

Table 8‑11 notes:

1. Cycle lane width should be between 1.5m and 2.0m.
2. The provision of kerbed projections or other treatments including channelisation are important in locations next to parking (especially angle parking) when motor vehicle drivers might drive in a parking area when parking demand is light. They should be installed immediately to the left of the cycle lanes at the start of the facility and at frequent intervals to limit the incidence of motor vehicles travelling over, or to the left of, the cycle lane.
3. Minimum widths should only be used in low speed environments (85th percentile speed of 40km/h and below) and when it is not possible to achieve a wider cycle lane.
4. Where ‘reverse-in’ parking is used, the minimum clear space should be 1.0m.

Cycle lanes at bus stops

For guidance on how to mark cycle lanes at bus stops, refer to cycle lanes at bus stops.

Cycle lanes at bus stops