More Thoughts on the A660 Leeds Cycle Infrastructure
This post follows on from my initial Three Thoughts on the A660 Leeds Cycle Infrastructure. Here are some more comments on the developing cycle infrastructure on the A660 in Leeds.
4) Kerb-Protected Cycle Tracks
There is one section of kerb-protected cycle track from the 1st phase of the work, on the approach to the Shaw Lane junction. It provides more protection than wands.
Much of the second phase of work, between Shaw Lane and St Mark’s Road, will involve kerb-protected cycle tracks.
The widths may not always be ideal (2m Desirable Minimum, 1.5m Absolute Minimum), but Leeds City Council is applying the guidance good faith to achieve the best result possible in the available space.
Contrast that with North Yorkshire, who use LTN 1/20 Cycle Infrastructure Design guidance as an excuse to do nothing. Inability to meet the requirements of the guidance put forward as a reason for failing to complete it’s 8-year project for a cycleway on Otley Road Harrogate.
The result in Harrogate is that people are asked to cycle in mixed traffic on a road that carries over 10,000 vehicles a day. That’s also not LTN 1/20-compliant, but here North Yorkshire Council’s commitment to the guidance goes AWOL.
5) More Wands Please
The sections with light segregation are rather hit and miss. In some places there are loads of wands, and in others they are rather sparse.
I realise that wands don’t provide a huge amount of protection, but they do make people on bikes feel far safer. Where wands have been placed ungenerously and far apart, could there be more?
6) Two-Stage Right Turn
At Hyde Park Corner, signs suggest that if you’re turning right you should do a two-stage right turn. That’s a legitimate design, but I couldn’t see how you would do it – there doesn’t appear to be any provision for a right turn here.
As this falls within phase 2 of the works, perhaps this junction will be redesigned and the problem resolved.
7) Attention to Detail
Attention to detail is really important in cycle infrastructure design. The Dutch keep reexamining their practices and improving them.
Most of the time, the A660 scheme designers get things right. One example is the placing of a DO NOT OVERTAKE CYCLISTS sign where the second phase of work has begun. It lets drivers know that cyclists should be in primary position on the road, and could prevent bullying behaviour.
There is one instance of lack of attention to detail, resulting in bad design. It’s at the junction with Thornbury Avenue.
The wands stop and the painted cycle lane tapers into a pinch point. Conflict with motor vehicles is designed in here.
A good design isn’t impossible. For example if you made the crossing a one-stage effort and removed the pedestrian refuge, you’d create enough space for a proper cycle lane.
Final Thoughts on the A660 Leeds Cycle Infrastructure follows.