General

Road widths, provision of cycling facilities in relation to kerbs, parking, pedestrians and buses

Cycle lanes are provided where road space is to be formally allocated to cyclists. Where possible, cycle lanes should be provided on both sides of a road. Unprotected cycle lanes should not be placed between the kerb and parked cars as there will be no escape for cyclists if a car door is suddenly opened. In addition, cyclists may be hidden by parked cars from the view of drivers turning across the cycle lane from other lanes on the road. Protected cycle lanes can be located between the kerb and parked cars only if they are designed to overcome the issues of car door opening and visibility at driveways and intersections.

For further information of cycling provision in various environments refer to the following sections of this manual:

• Traffic lane widths;
• Wide kerbside lanes;
• Narrow urban traffic lanes;
• Cycle lanes next to kerb or road edge;
• Cycle lanes next to parking;
• Cycle paths at pedestrian crossings (zebra);
• Cycle lanes at bus stops
• Cycle paths signs and markings.

For cycle facility treatments at intersections refer to TCD manual Part 4 (Part 4 is in the process of being completed and will be available soon).

Cycle lane markings and delineation

Cycle lanes are made up of cycle lane lines on the right-hand side and edgelines on the left-hand side. They require marking with symbols but do not require signs, although signs may be installed. Coloured surfacing may also be used.

Cycle lane edgelines

Where parking is not provided, the left-hand side of the cycle lane should be defined by the edge of the roadway or marking as illustrated in Figure 8‑7 (a) and (b).

Figure 8‑7

Where parking is provided, the left-hand side of the cycle lane should be marked at a minimum of 1.9m from the kerb face, or the edge of the usable road space (eg at a dish channel), and consist of a continuous or broken white line as specified in Table 8‑1.

Table 8‑1

Cycle lane lines

The right-hand side of a cycle lane should be marked by a continuous white line. This line is also ordinarily the left-hand side of a general traffic lane with a 100mm continuous retroreflective white line.

The line separating motor vehicle traffic from cycle traffic should be marked as indicated in Table 8‑1.

Table 8‑1: Cycle lane markings

Cycle lane symbol

The cycle lane symbol (Figure 8‑6) must be marked at the start of a cycle lane and immediately beyond each intersection and should be marked immediately beyond other breaks in a lane (eg a bus stop).

Figure 8‑6

Cycle lane symbols should be located at not more than 100m spacing in an urban area, and not more than 300m in a rural area. Spacing symbols between 50m and 100m within an urban area is desirable.

The cycle symbol should be reflectorised white and may be marked on a rectangle of green coloured surface (at least exceeding the size of the cycle symbol itself) to aid conspicuity.

Symbols for cycle lanes adjacent to parallel parking should be positioned so the symbols are in the two-thirds of the cycle lane furthest from the parked vehicles (see Figure 8‑10).

Figure 8‑6: Cycle lane symbol
Refer to Table 8‑2 for dimensions of grid squares above.

Table 8‑2: Recommended scale factors for cycle lane symbol

Diagonal shoulder markings

Diagonal shoulder markings must not be marked within a cycle lane. However, if an RCA considers there is potential for a cycle lane to be used by motor vehicles as a lane or a shoulder, the RCA should consider reducing the spacing of cycle lane symbols within the cycle lane to reinforce the function of the lane.

Coloured surfacing

At particular locations where motorists may be unaware of the presence of cyclists, or where cyclists are likely to feel under stress from potential conflicts with motor vehicles, cycle lanes may be given a green road surface colour. Typical locations for such treatments include at the start of a cycle lane, where a cycle lane crosses over the end of a side road, in mid-block locations at curves (especially where the road curves to the left), alongside parking (cycle lanes next to parking) and where an on-road cycle lane turns into an off-road shared path facility.

Cycle lanes next to parking

Colour: Green - Use AS 2700S-2011 colour G26 Apple Green or similar.

No-stopping lines

Cycle lanes marked adjacent to the kerb are not legally required to have no-stopping lines. However, RCA’s have found a lack of no-stopping lines to be insufficient and consider it is desirable to mark no-stopping lines between cycle lane and kerbs. Having a mixture of some kerbside cycle lanes with, and some without no-stopping lines in the same district should be avoided.

Figure 8‑7: Typical layouts of on-road cycle lanes past parking

View larger image [JPG, 144 KB]

View larger image [JPG, 76 KB]

Figure 8‑8: On-road cycle lane to off-road shared path facility cycle markings

View larger image [JPG, 216 KB]

Delineator posts for cycle lanes

The use of delineator posts to separate general traffic lanes from cycle lanes should meet the requirements in delineator posts in relation to the shape, dimensions and reflectivity requirements.

Delineator posts

There is no formal post separation space and there will need to be a balance between creating good separation with permitted access to, from and across the cycle lane. Spacing of intermittent separators (eg posts) should be sufficiently frequent to discourage access by adjacent moving or parked vehicles (typically at least two separators per parking bay or no more than 5m apart). Spacing may be closer on curves and on the approach to intersections. The method of fixing to the road surface and the use or otherwise of mounting islands may influence spacing.

Consideration should be given to providing a more visible object, such as a small island on which to mount the first post at the beginning of a sequence of posts. This has been shown to increase clearance that vehicles give the following posts and the cycle lane preventing damage to the separators. For streets with 85th percentile speeds of 50km/h or more, this treatment is recommended. The height of the post may also be critical given the potential for bicycle handlebars to come into contact with the top of a post.

While this manual allows some flexibility in the selection of the type of device to be used for creating a cycle facility, the key criteria for the devices is that they need to conform to the earlier details given for delineator or collapsible posts where appropriate.

When considering the best and most appropriate fixing or mounting system there are some other key considerations in the design of a separated cycle facility over and above those mentioned earlier in this section. These include:

• the width of the facility and the type of separator;
• that the mounting device should not encroach on the cycle lane or the adjoining traffic lane to the extent the width of the lane is less than appropriate for the given environment;
• the mounting should have mountable or semi-mountable faces, with a slope no steeper than 60°;
• the mounting should have a height no greater than 150mm;
• it should be coloured white or yellow for at least two thirds of their horizontal width and for the full length of the device; and
• should be retroreflective over the same or greater area as is required for colouring, except where the devices are installed in locations where highway lighting is also installed and is deemed to be adequate for illuminating the devices.

There is scope when installing delineation posts to provide a post design that has a flat upper surface at 90° to approaching traffic and with the lower portion of the post being tubular in profile. The flat surface could be used to reinforce the presence of the facility by, for example, using colour or wording.

The post should still be substantially the same colour as the road marking on which it is placed and should still conform to the reflective material requirements and should conform to the general post dimensions.

Cycle signs

For further guidance on the application of signs and markings to designate paths for pedestrians and cyclists, refer to the best practice guidance note.

Signs and markings to designate paths for pedestrians and cyclists: best practice guidance note

Permanent warning and advisory

For guidance on the installation of permanent warning and advisory signage for cyclists, refer to Table 8‑3.

Table 8‑3: Cyclist permanent warning and advisory signage

Sign code	Example	Description/use
W16-7 Cyclists		Should be installed in areas subject to a speed limit of more than 50km/h where, in the opinion of the RCA, a considerable volume of cycle traffic shares the roadway with motor vehicles (ie is not provided with physically separated cycle lanes) and constitutes a hazard. For sign location, refer to notes 1, 2 and 3.
A43-6A Pass safely A43-6B Pass safely (1.5 m)		Some RCAs have adopted the “Pass Safely” sign to encourage cyclists and motorists to share the road safely. Should be installed where, in the opinion of the RCA, a considerable volume of cycle traffic shares the roadway with motor vehicles (ie is not provided with physically separated cycle lanes). The A43-6A sign should be used only in constrained urban or low speed rural locations where there isn’t sufficient road width to safely achieve a 1.5m passing gap. The A43-6B sign should be used in rural locations where there is sufficient roadway width to allow a passing gap of 1.5m. For sign location, refer to notes 1 and 4.

Table 8‑3 note:

1. The sign should be located where approaching drivers have an uninterrupted view of it over a distance of at least 120m in rural areas and 60m in urban areas.
2. The sign should be installed either in advance of the hazardous section of roadway or in advance of a particular hazard (eg where cycle routes cross major roads) by at least the distance shown in the table below.
   
   

   Operating speed	Distance
   50km/h	65m
   70km/h	100m
   80km/h	120m
   90km/h	140m
   100km/h	160m

3. The symbol on the W16-7 sign should be oriented such that the cycle appears to be coming towards the roadway, eg. For signs installed on the right-hand side of the road, the symbol must be reversed.
4. The sign should be installed either in advance of the hazardous section of roadway or on a road that has a large number of recreational or commuter cyclists.

Regulatory

When an RCA provides a special route or sets aside a specific area of roadway for cycling, the RCA may install signs and markings to indicate the restriction. The signs are shown in Table 8‑4.

Table 8‑4: Cycle facility regulatory signage

Sign code	Example	Description/use
R4-9 Cycle lane		Subject to formal authorisation by the RCA, R4-9 signs may be installed to supplement a full-time cycle lane marked on a road. No sign other than an R5-2 No pedestrians, or an R7-2.1 or R7-2.2 sign may be attached to an R4-9 sign or its support. For sign location, refer to note 1.
R4-9.1 Cycles only		Subject to formal authorisation by the RCA, R4-9.1 signs or markings must be used to indicate an exclusive cycle path. No sign other than an R5-2 No pedestrians or an R7-2.1 or R7-2.2 sign may be attached to an R4-9.1 sign or its support. An R7-2.1 sign may be used to augment the R4-9.1 sign at the start of an exclusive cycle lane or path and an R7-2.2 sign may augment the R4-9.1 sign at the end of an exclusive cycle lane or path. No other sign may be attached to an intermediate R4-9.1 sign or its support. For sign location, refer to note 1.
R4-11 Shared path		Subject to formal authorisation by the RCA, R4-11 signs or markings must be used to designate a shared path for use by pedestrians and cycles. An R7-2.1 sign may be used to augment the R4-11 sign at the start of a shared path. At the end of a shared path an R4-11 sign and an R7-2.2 sign must be installed unless signs or markings are installed to advise who may use any path that continues beyond the end of the shared path. No sign other than an R7-2.1 or R7-2.2 may be attached to an intermediate R4-11 sign or their supports. For sign location, refer to note 2.
R4-11.1 Shared path defined position for users		Subject to formal authorisation by the RCA, R4-11.1 signs or markings must be used to designate a shared path for use by pedestrians and cycles where the pedestrian and cycle positions are defined. An R7-2.1 sign may be used to augment the R4-11.1 sign at the start of the path. At the end of a shared path with defined positions an R4-11.1 sign and an R7-2.2 sign must be installed unless signs or markings are installed to advise who may use any path that continues beyond the end of the shared path with defined positions. For sign location, refer to note 2.
R7-2.1 General supplementary ‘Begins’		An R7-2.1 sign may be used in conjunction with a R4-9, R4-9.1, R4-11, or R4-11.1 sign at the start of a facility. The R7-2.1 signs should be installed immediately below the regulatory sign.
R7-2.2 General supplementary ‘Ends’		An R7-2.2 Ends sign may be used in conjunction with a R4-9, R4-9.1, R4-11, or R4-11.1 sign at the end of a facility. The R7-2.2 signs should be installed immediately below the regulatory sign. Where there is a change to the regulated use of a continuing route and the permitted use of the continuing route is defined by regulatory signage, the R7-2.2 sign may not be required for the discontinued mode.

Table 8‑4 note:

1. The sign should be so located that an approaching driver has an uninterrupted view of it over a distance of at least 120m in rural areas and at least 60m in other areas.
2. The sign should be located where approaching cyclists have an uninterrupted view of it over a distance of at least 30m.

Information signs

For guidance on the use of cyclist information signs, refer to Table 8‑5. For use at intersections, refer to TCD manual Part 4.

Table 8‑5: Cyclist information signs

Sign code	Example	Description/use
A43-1 Cyclists use left shoulder		This sign should be used to remind cyclists that, while travelling on an expressway, it is recommended that they use the left shoulder. No other sign may be attached to an A43-1 sign or its support. For sign location, refer to note 1.
A43-2 Cyclists use ramp		This sign should be used on an expressway in advance of the start of an exit ramp where it is recommended that cyclists use a ramp to avoid conflicts with high-speed following motor vehicles leaving at the ramp. Cyclists should negotiate the interchange by leaving the expressway via the exit ramp and returning via the entrance ramp. No other sign may be attached to an A43-2 sign or its support. For sign location, refer to note 2.
A43-3 Cyclists cross here with care.		This sign should be used at designated ramp crossing points where cyclists are permitted to use the expressway through an interchange and it is recommended that cyclists should cross both the exit ramp and the entrance ramp at these crossing points, away from the diverge and merge areas. No other sign may be attached to an A43-3 sign or its support. For sign location, refer to note 3.

Table 8‑5 note:

1. The sign should be located at the start of an expressway and replaced immediately past each intersection on the expressway where approaching cyclists have an uninterrupted view of it over a distance of at least 30m.
2. The sign should be located approximately 30m in advance of the start of the exit taper and where approaching cyclists have an uninterrupted view of it over a distance of at least 30m.
3. The sign should be located at the ramp crossing point and where approaching cyclists have an uninterrupted view of it over a distance of at least 30m.