This guidance has been prepared so that layouts for proposed active travel infrastructure in Leicestershire:
- accord with the principles of Local Transport Note 1/20 ‘Cycle Infrastructure Design’ (LTN 1/20) and Manual for Streets (MfS) ;
- meet the council’s adoptable standard; and
- consider the context and constraints posed by different development locations in the county.
In designing active travel provision, developers should apply LTN 1/20’s Cycling Level of Service Tool (Appendix A) and Junction Assessment Tool (Appendix B).
Additionally, developers are asked to refer to the council’s Cycling and Walking Strategy (CaWS) and contact officers regarding proposals at an early point in the design process. Importantly, CaWS emphasises the council’s requirement for Non-Motorised User (NMU) Audits to be undertaken on all highway schemes. NMU Audits consider how new or modified junctions or highway schemes affect pedestrians, cyclists, equestrians and disabled users and are expected for all developments.
Specialist advice should be sought regarding the design of active travel provision in addition to reference to guidance such as Sport England’s ‘Active Design’.
Complex, large-scale schemes such as distributor roads or spine roads may require additional consideration through a Walking, Cycling & Horse-Riding Assessment & Review (WCHAR), which provides an evidence-based assessment of the potential needs of non-motorised users. WCHAR’s are used as a supporting document within planning applications alongside Transport Assessments, Travel Plans and Road Safety Audits.
New active travel proposals should enhance existing provision, reflecting Active Travel England’s position regarding provision; the council will consider adoption of active travel facilities (including those independent from the road network) that:
- Offer high quality design that accords with the council’s guidance and that fully considers the local context including the existing local network and nearby services such as transport hubs, health centres/doctors’ surgeries, schools and other care establishments;
- Deliver significant additional, strategic community benefit to that which already exists; and
- Considers ease and affordability of maintenance.
Where it is necessary to break a road link to discourage problems relating to through-traffic, it is important that active travel links and facilities are retained, including provision of appropriate parking as detailed in LHDG Parking for cycles.
Where cul-de-sacs to road traffic are unavoidable, connectivity for active travel must be provided/maintained wherever practicable.