Marlborough Walking and Cycling Strategy Appendix D: Strategic approaches There are three possible approaches to providing a cycle network considered relevant to the urban areas of Marlborough and affected stakeholders. It is necessary to explore these approaches and identify the favoured one before specific policies and action items can be developed. The first approach allows for a network of cycle lanes on major roads, the second develops a cycle network on roads with lower motor vehicle volumes and the third is the traditional European approach of providing a separate off-road cycle path network. D.1. Cycle lanes on major roads The most common approach in New Zealand is to provide cycle networks that coincide with the main road networks. This generally consists mainly of providing cycle lanes and appropriate intersection treatments on major roads. There are several benefits to this approach. Much like From a skill level perspective, this approach motorists, many cyclists choose the most direct and supports experienced cyclists, and can support quickest route between destinations, which is to some extent cyclists with basic competence. generally provided by the major road networks. For It is an unsuitable approach for novice / cyclists, ‘direct’ also incorporates the concept of not beginner cyclists. As such, growth in cycling having to stop (thus losing momentum). Using a route numbers will be limited with such an approach. that has priority (i.e. the right of way) fulfils this directness criterion. Roads with high motor traffic volumes are generally less safe for cyclists than those with lower motor traffic volumes (due to increased exposure and potential for conflict). Therefore, improving provision for cyclists on high volume roads reduces the variation in safety over the total road network and makes cycle safety more consistent throughout the road network. Enabling cyclists to ride on major roads also gives them the same accessibility options as motorists and therefore improves equality between road users. On the other hand, mixing with heavy motor traffic can be particularly unattractive for some cyclists, especially those with low levels of confidence or experience. This will mean that some cyclists are not able or willing to use the cycle network provided and will either have to remain on low volume roads, where there is little provision and fewer other cyclists (and hence no “safety in numbers” benefits). A cycle network approach that focuses on the major road network is most beneficial to commuter cycling, and also supports sports cycling. Neighbourhood, recreation and touring cycling are not well addressed by this approach. Installing cycle lanes on existing roads often requires a change in road layout. Accommodating cycle lanes on major roads often comes at the expense of parking on one or both sides of the road. This can be a politically sensitive topic as there is often much public opposition to the removal of parking, regardless of the fact that most parking spaces in urban areas where cycle lanes are required rarely have full occupancy all the time. Another space restraint on major roads occurs at intersections. It is important that cyclists are provided for at intersections as intersections have more conflict points and are therefore inherently less safe than midblock locations. The safety of cyclists is not improved if cycle lanes are provided in the midblock, but not at intersections, and cyclists are then left to their own devices at the most complex parts of the journey. However, major intersections require many lanes and this can limit the opportunities for cycle provision. x