Summary

Cycle routes provide dedicated infrastructure that separates cyclists physically from motorised traffic, and hence differ from cycle lanes, which tend to be located close to the carriageway and separated by markings or kerbstones. Cycle routes can be defined at two different levels: 1) Cycle routes as dedicated single stretches physically separated from the carriageway (by verges, vegetation or the like) and often located at a certain distance from the carriageway; and 2) Cycle routes as a network throughout the urban landscape that includes dedicated infrastructure both alongside the roads and at the intersections with vehicle traffic. Routes for cyclists at both levels may be combined with routes for pedestrians. To mix pedestrians and cyclists is only recommended on stretches with few pedestrians, or as a second best solution where space is scarce.

Many cyclists do not feel safe when travelling on roads in mixed traffic. The primary objective of cycle routes therefore is to make cycling a less dangerous activity and so reduce the cycling accident rate. The secondary objectives of cycle routes, especially those defined as a comprehensive network, are aimed at giving current cyclists increased mobility and better access to their destinations. For potential cyclists this means encouraging modal switch from car and so an improvement in the environment and personal health. For both current and potential cyclists there is also a desire to improve equity and social inclusion via improved accessibility for those on lower incomes who cannot afford a car.

The success of cycle routes in achieving their objectives has to be set against the environment they operate in. Differences in culture, history, weather, cycling policy, road traffic levels, urban density and topographic conditions will all affect the share of journeys undertaken by cyclists. This has led to large differences between countries, for example in the Netherlands 27% of trips are made by bicycle compared to 2% in Great Britain. The evidence suggests that the successful implementation of cycle routes is directly correlated to the size of cycle’s existing market share and that new cycle routes will enjoy greater success in those areas where cycle traffic is currently in conflict with motorised traffic. The construction of cycle routes is more difficult in densely populated areas because of the constraints on land take. In such instances a better and less expensive, if less effective, alternative might be the use of cycle lanes.