Page:UK Traffic Signs Manual - Chapter 8 - Part 1 (Traffic Safety Measures and Signs for Road). Designs 2009.pdf/63

DESIGN CRITERIA Long lengths of narrow lanes can cause difficulties for cyclists and it may be preferable to have lanes that are too narrow for other vehicles to overtake than lanes where passing is possible but unsafe. Widths of between 2.75m and 3.25m for near side lanes should be avoided. Guidance on lane widths is given in Section D3.3.

In situations where motor vehicles are unable to pass cyclists safely, for example, where the effective lane width is less than 3.5 m, the use of temporary speed limits should be considered, backed by the appropriate enforcement methods, where feasible (see Section 3.7).

Cyclists are particularly vulnerable to rough surfaces, temporary or otherwise, and particularly gullies at the edge of the carriageway. The designer should ensure that provisions are made to keep wearing courses level and in good condition. Guidance on surface condition is given in Section D318.

Wherever possible, access should be maintained for cyclists in both directions throughout the period of road works, avoiding more hazardous diversions. Where possible, a segregated cycle lane or route away from the carriageway should be provided particularly on dual carriageways or multi-lane roads.

When cycle routes, and other facilities for the exclusive use of cyclists and pedestrians, are affected by the road works the changes should be clearly signed well in advance of the road works.

Where there is cycle provision, such as cycle lanes or tracks, efforts should be made to keep these open or to provide an acceptable alternative during the road works.

It is particularly important in the case of partial contra-flow schemes to ensure that the single lane, situated on the primary carriageway, is of adequate width to allow wider vehicles to pass cyclists.

In an emergency, the provision of temporary traffic management complying with the principles included in this document may not always be possible. In such circumstances it may be necessary for those dealing with an incident to deploy emergency traffic management (ETM) using such limited traffic management resources as are available to them upon arrival at the incident. The operational aspects of ETM are dealt with in Part2: Operations, Sections O7.1 to O7.4.

Consideration should be given to emergency access to all parts of the works area and highway which are subject to temporary traffic management, should a carriageway be blocked and queuing occurs. Provision of an emergency access lane is dealt with in Section D6.7.

When works are likely to cause congestion, accidents or breakdowns can result in stationary traffic which may create a hazardous situation. It may therefore be appropriate to have recovery vehicles permanently on site or available on immediate call out. It is essential to have an efficient recovery service and a well defined operational procedure in the event of an incident.

On dual carriageway roads where the hard shoulder is utilised as a running lane so there is no refuge for the broken-down vehicle, the provision of a recovery vehicle service is recommended. Recovery vehicles, if provided, should be located on the approach to the affected length of hard shoulder so that the broken-down vehicle may be removed as quickly as possible. These recovery vehicles should be available throughout the period of hard shoulder usage. 62