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The cycle path debate concerns the issues surrounding the provision and use of cycle paths. A cycle path or bike path is a track or road designated for use by cyclists that is physically separated from roads used by motor vehicles. It may be built for the purpose, or it may be an existing path marked as a cycle path. Some cycle paths are shared with pedestrians.

Contents 1 Introduction 2 Arguments in favour of cycle paths 3 Arguments against cycle paths 4 References 5 See also 6 External links

Cycle paths are widely used in parts of Europe, especially in towns in the Netherlands, and are also frequently seen on American college campuses. Most cycle paths are in urban areas^{[citation needed]}; however, they can also be intended to link towns and cities, such as the National Cycle Network in Britain. Cycle paths are often made alongside canals or on the trackbed of disused railways. Cycle paths are essentially utilitarian in nature and they should not be confused with bicycle trails, off-road tracks used by recreational cyclists. Cycle paths should also not be confused with cycle lanes (or bike lanes) which are portions of roadway designated for bicycle use with a painted stripe.

Specific local cycle paths have been controversial amongst local residents, cyclists and transport planners^[1]. Some confident and experienced cyclists prefer to ride on the roadways, sharing them with motor traffic, instead of riding on a cycle path^[2]. In 2004, the state legislature of Iowa considered legislation that would have prohibited cycling on four-lane (dual carriageway) roads if the government decided that an adjacent parallel alternative route was readily available to cyclists^[3].

The UK Department for Transport asserts^[4] that all types of cyclist will use high-quality well-maintained traffic-free routes if they are more direct than the equivalent on-road alternative and there are no personal security issues. The core of the cycle path debate is that very few cycle paths meet all these criteria.

The Department also usefully recognizes five types of cyclist^[5]:

• Fast commuter - confident in most on-road situations, and will use a route with significant traffic volumes if it is more direct than a quieter route
• Other utility cyclist - may seek some segregation at busy junctions and on links carrying high-speed traffic;
• Inexperienced utility, commuter and leisure cyclist - may be willing to sacrifice directness in terms of both distance and time, for a route with less traffic and more places to stop and rest. May travel more slowly than regular cyclists
• Children - require segregated, direct routes from residential areas to schools, even where an on-road solution is available
• Users of wide or long equipment such as trailers, trailer-bikes, tandems, and tricycles.

In many countries it has proved very hard to design a suitable path to cater for all these types of users within available budgets^{[citation needed]}.

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• Most cyclist deaths are caused by a collision with a motor vehicle.
• Some people are frightened of cycling because of the perceived risk of collisions with motor vehicles. Segregated cycle paths may encourage these people to cycle.
• When riding on high speed roads, cyclists can hold up motor vehicles. Cycle paths segregate cyclists from motor vehicles and so allow the motor vehicles to go faster.
• A cycle path may offer a shortcut not available to motor vehicles.
• Abandoned railway lines may be lost to development if they are not converted to new uses, such as cycle paths.
• Cycle paths have proved to be popular where they are built. Especially among families riding with young children.
• A proper cycle path means cyclists are less likely to ride on paths made for pedestrians.

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• The cycle path network is unlikely to become as extensive or interconnected as the road network; hence it is less convenient and will inevitably result in cyclists untrained in Effective Cycling being exposed to the road network eventually.
• Converting cycling trips from road to path may decrease general safety for road cyclists (the authors of some studies have concluded that the average rate of injuries per road cyclist varies inversely with the number of cyclists on the roads).
• The danger of collision with motor vehicles is highest at junctions. Most cycle paths have many junctions with roads, so the risk of collision may go up for users of cycle paths. Many junctions are very poorly designed.
• When riding on high speed roads, cyclists can hold up motor vehicles. Cycle paths segregate cyclists from motor vehicles and so allow the motor vehicles to go faster, potentially making future collisions more dangerous.
• Removing cyclists from main roads allows motor vehicles to go faster; this causes more road traffic accidents in general.
• Cycle paths are rarely as well-constructed or maintained as roads. They are often narrower than roads, have tighter corners, worse lighting, poorer surfaces, and more obstacles.
• The maximum safe speed on a cycle path is usually lower than on a road; journeys on cycle paths take longer than on roads.
• Generally the start and end of any cyclist's journey is on the road system, so using cycle paths often involves a diversion.
• The majority of injuries to cyclists are not caused by collisions with motor vehicles. So moving cyclists from well-constructed roads to poorly-constructed paths may result in more injuries.
• Cyclists may not share facilities well with pedestrians (cyclists cannot maneuver as deftly as pedestrians, and so can easily travel too fast to avoid a collision) which increases risk to both parties.
• Cycle paths are generally less frequently cleaned of debris and snow/ice than roads.
• Sidewalks which have been later re-designated as cycle paths may contain various obstructions including bus stops, pillar boxes and telecommunications cabinets. This can be a particular problem in the UK.
• In some countries the introduction of segregated facilities may be a first step towards the banning of cycling on roads.

Many advocates now talk of recreational trails, shared-use paths, or community paths, recognizing that avid cyclists find cycle paths less than ideal, while they have become very popular for other uses, including walking, jogging, inline skating, wheelchair excursions, cross-country skiing as well as more casual cycling.

1. ^ "Cyclists told to get off and walk at oral hearing on Seamus Quirke Rd", Galway Cycling Campaign, July 2002. Retrieved on July 13, 2006.
2. ^ MassBike Policies. Policies. The Massachusetts Bicycle Coalition. Retrieved on July 13, 2006.
3. ^ "Anti-bicycling bill considered in Iowa this week", Missouri Bicycle Federation, 2004-02-24. Retrieved on July 13, 2006.
4. ^ LTN 1/04 - Policy, Planning and Design for Walking and Cycling - Paragraph 3.4.4. Department for Transport, UK.
5. ^ LTN 1/04 - Policy, Planning and Design for Walking and Cycling - Paragraph 3.4.3. Department for Transport, UK.

• Segregated cycle facilities
• Effective Cycling
• vehicular cycling
• Non-motorized vehicle access on freeways

• City of Chicago Bike Lane Design Guide
• Why have shoulders and/or bike lanes? - Oregon Department of Transportation
• Engineering and Planning : Bike Lanes - Bicycle Transportation Institute
• Bicycle Blunders: Blunders in Planning & Engineering - LAB Reform
• A critical look at bike facilities including bike lanes - John S. Allen
• A critique on a sidepath-style bike lane design in Cambridge, Massachusetts
• Analysis of the major arguments about bike lanes - John Forester
• UK Department for Transport, Local Transport Notes
• Study on the causes of bicycle and pedestrian injuries - Jane C. Stutts and William W. Hunter