Part 2: Design principles

2.4.1 Cycle facilities

On residential streets, cyclists will normally be expected to travel in the carriageway. Elsewhere they should be provided with dedicated or shared-use facilties, which should integrate with the surrounding network, and be designed in accordance with Transport Scotland’s Cycling by Design guidance.

There are various types of facilites which may be considered:

Segregated cycleways

Segregated cycleways are separated from vehicle flows by a kerbed change in level or physical barrier, and from pedestrian movements with a change in surfacing, painted line or, in a limited number of cases, a change in level or other feature.

Shared-use paths

The Land Reform Act 2003 gives cyclists access to all off-road routes and therefore any new path remote from the carriageway will be open to pedestrians, wheelchair-users, cyclists and horseriders. These shared-use paths should be at least 3m wide (much more in busy places) and, in built-up areas, be provided with street lighting.

On-road cycle lanes

On-road cycle lanes are not normally considered to provide sufficient segregation, and are not permitted on new developments which should be designed with dedicated cycle facilities. However, in limited circumstances, sometimes the only option is to retrofit a cycle lane to an existing road, and two types can be considered:

• Mandatory Cycle Lane - this prohibits all vehicles except pedal cycles.
• Advisory Cycle Lane - vehicles are permitted to drive along the lane if absolutely necessary, for example, due to width restraints on the carriageway. These lanes are prone to obstruction by cars parking.

Since 2016, neither Mandatory nor Advisory cycle lanes require a Traffic Regulation Order. However, additional waiting and loading restrictions should be considered to discourage obstruction.

Contra-flow cycle lanes

When retro-fitting existing streets to accommodate new cyclist flows, contra-flow cycle lanes should be provided on one-way streets. One-way streets are not expected on greenfield developments.

2.4.2 Cycle parking

Where a dwelling does not have a private garage/store or access to their garden from the road (for example flats or mid-terraces), then dedicated bike storage is required at a rate of one cycle space per dwelling. This should be provided inside a lockable room or store within 45m of a door of the dwellings which it serves.

In commercial developements, bike stands for customers and visitors should be placed in prominent positions visible to passers-by (that is, not hidden at the side or rear of buildings). There should be cycle parking at each of the main entrances to buildings, sited in a manner that will minimise conflict with motor vehicles and it should be covered if possible. It is preferable to have several locations rather than extensively long racks. The customer cycle parking must be closer to the most convenient entrance than all car parking except for accessible parking for people with disabilities.

Additional covered and secure bike parking should be provided for staff use.

Public cycle parking should generally consist of root-fixed ‘Bracknall’ type cycle racks which park 2 cycles each. Details can be seen on our Standard Drawings (shown below). Stands should be positioned a minimum of 0.9m apart and at least 0.7m from any wall. Cycle racks which only restrain the front wheel must not be used in any circumstances as these may result in damage to the wheel.

2.4.3 Restricting access to paths

Generally, it is desirable to have no access controls onto paths. However, experience has shown that there is a need at some locations to discourage unauthorised use by motor vehicles, particularly motor bikes. Refer to Cycling by Design for guidance.

Note: These webpages are for reference by developers of housing and employment sites in East Lothian. They provide guidance on transport infrastructure against which Planning Applications will be assessed and evaluated, and set out East Lothian Council's procedures regarding the construction and adoption of new roads in accordance with current legislation. These pages supersede all previous versions of our Standards for Development Roads document. Revisions 01/07/2023 Document release