Cycling infrastructure

Cycling infrastructure is all infrastructure cyclists are allowed to use. Bikeways include bike paths, bike lanes, cycle tracks, rail trails and, where permitted, sidewalks. Roads used by motorists are also cycling infrastructure, except where cyclists are barred such as many freeways/motorways. It includes amenities such as bike racks for parking, shelters, service centers and specialized traffic signs and signals. The more cycling infrastructure there is, the more people travel by bicycle.
File:Fietspad PeeWee32.jpg|thumb|This fietspad is in the Netherlands safely linking housing with decent street lights.
Good road design, road maintenance and traffic management can make cycling safer and more useful. Settlements with a dense network of interconnected streets tend to be places for getting around by bike. Their cycling networks can give people direct, fast, easy and convenient routes.

History

The history of cycling infrastructure starts from shortly after the bike boom of the 1880s when the first short stretches of dedicated bicycle infrastructure were built, through to the rise of the automobile from the mid-20th century onwards and the concomitant decline of cycling as a means of transport, to cycling's comeback from the 1970s onwards.

Bikeways

A bikeway or cycleway is a lane, route, way or path which in some manner is specifically designed and /or designated for bicycle travel. Bike lanes demarcated by a painted marking are quite common in many cities. Cycle tracks demarcated by barriers, bollards or boulevards are quite common in some European countries such as the Netherlands, Denmark and Germany. They are also increasingly common in major cities elsewhere, such as New York, Melbourne, Ottawa, Vancouver and San Francisco. Montreal and Davis, California, which have had segregated cycling facilities with barriers for several decades, are among the earliest examples in North America.
Various guides exist to define the different types of bikeway infrastructure, including UK Department for Transport manual The Geometric Design of Pedestrian, Cycle and Equestrian Routes, Sustrans Design Manual, UK Department of Transport Local Transport Note 2/08: Cycle Infrastructure Design, the Danish Road Authority guide Registration and classification of paths, the Dutch CROW, the American Association of State Highway and Transportation Officials Guide to Bikeway Facilities, the Federal Highway Administration Manual on Uniform Traffic Control Devices, and the US National Association of City Transportation Officials Urban Bikeway Design Guide.
In the Netherlands, the Tekenen voor de fiets design manual recommends a width of at least 2 meters, or 2.5 metres if used by more than 150 bicycles per hour. A minimum width of 2 meters is specified by the cities of Utrecht and 's-Hertogenbosch for new cycle lanes. The Netherlands also has protected intersections to cyclists crossing roads.

Terms

Some bikeways are separated from motor traffic by physical constraints —bicycle trail, cycle track—but others are partially separated only by painted markings—bike lane, buffered bike lane, and contraflow bike lane. Some share the roadway with motor vehicles—bicycle boulevard, sharrow, advisory bike lane—or shared with pedestrians—shared use paths and greenways.

Segregation

The term bikeway is largely used in North America to describe all routes that have been designed or updated to encourage more cycling or make cycling safer. In some jurisdictions such as the United Kingdom, segregated cycling facility is sometimes preferred to describe cycling infrastructure which has varying degrees of separation from motorized traffic, or which has excluded pedestrian traffic in the case of exclusive bike paths.
There is no single usage of segregation; in some cases it can mean the exclusion of motor vehicles and in other cases the exclusion of pedestrians as well. Thus, it includes bike lanes with solid painted lines but not lanes with dotted lines and [|advisory bike lanes] where motor vehicles are allowed to encroach on the lane. It includes cycle tracks as physically distinct from the roadway and sidewalk. And it includes bike paths in their own right of way exclusive to cycling. Paths which are shared with pedestrians and other non-motorized traffic are not considered segregated and are typically called shared use path, multi-use path in North America and shared-use footway in the UK.

Safety

On major roads, segregated cycle tracks lead to safety improvements compared with cycling in traffic. There are concerns over the safety of cycle tracks and lanes at junctions due to collisions between turning motorists and cyclists, particularly where cycle tracks are two-way. The safety of cycle tracks at junctions can be improved with designs such as cycle path deflection and protected intersections. At multi-lane roundabouts, safety for cyclists is compromised. The installation of separated cycle tracks has been shown to improve safety at roundabouts. A Cochrane review of published evidence found that there was limited evidence to conclude whether cycling infrastructure improves cyclist safety.

Legislation

Different countries have different ways to legally define and enforce bikeways.

Bikeway controversies

Some detractors argue that one must be careful in interpreting the operation of dedicated or segregated bikeways/cycle facilities across different designs and contexts; what works for the Netherlands will not necessarily work elsewhere, or claiming that bikeways increase urban air pollution.
Other transportation planners consider an incremental, piecemeal approach to bike infrastructure buildout ineffective and advocate for complete networks to be built in a single phase.
Proponents point out that cycling infrastructure including dedicated bike lanes has been implemented in many cities; when well-designed and well-implemented they are popular and safe, and they are effective at relieving both congestion and air pollution.

Bikeway selection

Jurisdictions have guidelines around the selection of the right bikeway treatments in order to make routes more comfortable and safer for cycling.
A study reviewing the safety of "road diets" for bike lanes found in summary that crash frequencies at road diets in the period after installation were 6% lower, road diets do not affect crash severity, or result in a significant change in crash types. This research was conducted by looking at areas scheduled for conversion before and after the road diet was performed, while also comparing similar areas that had not received any changes. It is noted that further research is recommended to confirm findings.

Bikeway types

Bikeways can fall into these main categories: separated in-roadway bikeways such as bike lanes and buffered bike lanes; physically separated in-roadway bikeways such as cycle tracks; right-of-way paths such as bike paths and shared use paths; and shared in-roadway bikeways such as bike boulevards, shared lane markings, and advisory bike lanes. The exact categorization changes depending on the jurisdiction and organization, while many just list the types by their commonly used names

Dedicated bikeways

Sharing with motor traffic

Cyclists are legally allowed to travel on many roadways in accordance with the rules of the road for drivers of vehicles.File:Dronning Louises Bro 2012.jpg|thumb|Generously broad separated bike lanes on Dronning Louises Bro in Copenhagen, Denmark. Normally filled with bicycles, as it has been the busiest stretch of bicycle lane in the world. The title has been taken over by Knippelsbro, another bridge in Copenhagen. File:Baana 2018.jpg|thumb|Baana, a long pedestrian and cycling path in the center of Helsinki, Finland
A bicycle boulevard or cycle street is a low speed street which has been optimized for bicycle traffic. Bicycle boulevards discourage cut-through motor vehicle traffic but allow local motor vehicle traffic. They are designed to give priority to cyclists as through-going traffic.
A shared lane marking, also known as a sharrow is a street marking that indicates the preferred lateral position for cyclists where dedicated bike lanes are not available.
A 2-1 road is a roadway striping configuration which provides for two-way motor vehicle and bicycle traffic using a central vehicular travel lane and "advisory" bike lanes on either side. The center lane is dedicated to, and shared by, motorists traveling in both directions. The center lane is narrower than two vehicular travel lanes and has no centerline; some are narrower than the width of a car. Cyclists are given preference in the bike lanes but motorists can encroach into the bike lanes to pass other motor vehicles after yielding to cyclists. Advisory bike lanes are normally installed on low volume streets. Advisory bike lanes have a number of names. The U.S. Federal Highway Administration calls them "Advisory Shoulders". In New Zealand, they are called 2-minus-1 roads. They are called Schutzstreifen, Suggestiestrook, and Suggestion Lanes.

Bicycle highways

and the Netherlands have pioneered the concept of "bicycle superhighways". The first Dutch route opened in 2004 between Breda and Etten-Leur; many others have been added since then. In 2017 several bicycle superhighways were opened in the Arnhem-Nijmegen region, with the RijnWaalpad as the best example of this new type of cycling infrastructure.
The first Danish route, C99, opened in 2012 between the Vesterbro rail station in Copenhagen and Albertslund, a western suburb. The route cost 13.4 million Danish kroner and is 17.5 km long, built with few stops and new paths away from traffic. "Service stations" with air pumps are located at regular intervals, and where the route must cross streets, handholds and running boards are provided so cyclists can wait without having to put their feet on the ground. Similar projects have since been built in Germany among other countries.
The cost of building a bicycle super highway depends on many things, but is usually between €300,000/km and €800,000/km.