Movement for Liveable London Street Talks - Brian Deegan 22nd January 2014

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Information about Movement for Liveable London Street Talks - Brian Deegan 22nd January 2014

Published on February 16, 2014

Author: liveablelondon



January 2014 Street Talk by Brian Deegan, Transport for London. Brought to you by Movement for Liveable London -

Heading Light segregation and space for cyclists Brian Deegan TfL/Delivery Planning - Cycling Street Talks 22.1.14

Contents Heading Royal College Street case study: Why light segregation was used. Types of light segregation Protected secondary and enabled primary riding positions Segregated cycle lanes in the London Cycling Design Standards and the adaptability principle TRL Separation methods for cyclists report Light segregation as a space for cycling template 2

Royal College Street: Case Study Heading Pre 2003 •One way A road •3 northbound lanes •Residential and commercial parking •No traffic calming 2003 to 2013 • One way A road •2 northbound lanes •Two-way cycle track on western side of carriageway •Speed cushions 3

Collision Clusters Heading Collisions clustered at side roads 12 of 16 involving cyclists Most involving southbound cyclists Potential contributing factors: •Southbound downhill gradient •Southbound cyclists in unexpected road position •Motor vehicles entering from side roads not looking left as all general traffic from right 4

Accident remedial measures Heading

Accident remedial measures Heading

Accident remedial measures Heading

Accident remedial measures Heading

Feasibility study options Heading

NACTO Concept Heading REJECTED: Too much of a downgrade in protection for cyclists

Going full Dutch: Split the track to either side of Heading the road REJECTED: Too expensive

Adaptable arrangements Heading “Back in Camden, I saw, and perhaps this is the first time this has ever occurred in British history, proper measures to divert and keep protected a cycle route when the usual route is closed by building work. This is a diversion on the Royal College Street twoway cycle track” Voleospeed (c) Voleospeed 12

What about light segregation? Heading Option A- Full Segregation 1.5m 0.7m Cycle Lane 3.6m 0.7m 2m Northbound lane Parking Bay 1.5m Cycle Lane 10m Option B- Light Segregation 2m Cycle Lane 0.2m 3.6m 2m Northbound lane 10m Parking Bay 0.2m 2m Cycle Lane

International phenomena Heading 14

Visualisation Heading 15

Light Segregation Design Heading 16

Heading After Photo 17

BusHeading Stop Treatment (c) Alex Sully 18

Heading Social Cycling (c) Voleospeed 19

Heading Elephant’s Footprints (c) GB Cycling embassy 20

Interest in the scheme Heading VIDEO LINK (c) Phil Loy 21

Types of Light Segregation: Armadillos Heading Bolt down or epoxy resin glue 3 sizes Deter encroachment into cycle lanes Easily replaced Visual contrast White stripped ones used in UK Rounded to reduce trip hazard and potential for vehicle damage Cyclehoop exclusive UK suppliers 22

Types of Light Segregation: Planters Heading Adapted from plantlock planter 600mm high 2m long, 410 wide at top Fits onto base plate, weight holds it in place Strap gaps for install and removal Low maintenance bio diverse plants suggested Greening the streets Attractive to all road users 23

Types of Light Segregation: Poles Heading Install by bond or bolt Some models can survive up to 600 strikes by HGVs Highest visual indicator Can have solar powered illumination 24

Primary and Secondary Riding positions Heading Every cycling scheme is criticised as it either caters for primary or secondary position cycling Vehicular cyclists and cycle trainers are the biggest critics of most cycling facilities Light segregation unites segregationists and vehicular cyclists as it protects in secondary but doesn’t trap cyclists into secondary like full segregation. Cyclists are free to move out of protection and merge with general traffic for manoeuvres No ped barrier to crossing 25

London Cycling Design Standards Heading 26

London Cycling Design Standards Heading 27

LCDS Golden Rules for Light Segregation Heading 1. Light segregation must be physical and evenly spaced 2. Light segregation should be not used in scenarios where other vehicles are expected to cross. Discontinue at signal junctions, side roads, crossings etc 3. Light segregation should protect not trap 4. Protective objects should be spaced between 2.5 and 10m apart 5. The higher the general traffic speed the wider the protected area should be 6. It is more important that newly reallocated road space is protected than existing cycle lanes 7. Parking should be outside the line of protection 8. Overtaking and social cycling should be provided for in protected space wherever possible 9. Protective objects should not obscure or mimic road markings 10. Light segregation is possible on any road type that cyclists have access to and under any conditions 28

TRL Review of Separation Methods for Cyclists Heading Looking at maintenance, behaviour and safety of techniques Kerbs and hard margins Raised Road markings Posts and bollards Results and recommendations coming out next year LCDS out before and suggesting each authority does their own assessment of risks 29

Space for cycling template Heading It is cheap <10% of costs of full segregation It is adaptable and flexible It gets new people cycling It pleases all road users It unites both schools of cycling It is perfect for trial layouts It has been a worldwide success It has the potential to transform cycling in the UK without waiting 40 years to catch up with the Dutch It is sensitive to pedestrians and street context It requires no regulation or legal changes to install 30

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