This document discusses light segregation as a way to provide protected space for cyclists. It presents a case study of Royal College Street where light segregation was used successfully to reduce collisions. Light segregation uses low-cost, removable objects like armadillos, planters and poles spaced 2.5-10 meters apart to delineate space for cycling while allowing flexibility. It has benefits over full segregation in being adaptable and enabling both protected and vehicular-style cycling. The London Cycling Design Standards provide guidelines for implementing light segregation.

1. Heading
Light segregation and space
for cyclists
Brian Deegan TfL/Delivery Planning - Cycling
Street Talks 22.1.14

2. Contents
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Royal College Street case study:
Why light segregation was used.
Types of light segregation
Protected secondary and enabled
primary riding positions
Segregated cycle lanes in the
London Cycling Design Standards
and the adaptability principle
TRL Separation methods for cyclists
report
Light segregation as a space for
cycling template
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3. Royal College Street: Case Study
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Pre 2003
•One way A road
•3 northbound lanes
•Residential and commercial parking
•No traffic calming
2003 to 2013
• One way A road
•2 northbound lanes
•Two-way cycle track on western
side of carriageway
•Speed cushions
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4. Collision Clusters
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Collisions clustered at side roads
12 of 16 involving cyclists
Most involving southbound cyclists
Potential contributing factors:
•Southbound downhill gradient
•Southbound cyclists in unexpected
road position
•Motor vehicles entering from side
roads not looking left as all general
traffic from right
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5. Accident remedial measures
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6. Accident remedial measures
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7. Accident remedial measures
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8. Accident remedial measures
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9. Feasibility study options
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10. NACTO Concept
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REJECTED:
Too much of a
downgrade in
protection for
cyclists

11. Going full Dutch: Split the track to either side of
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the road
REJECTED:
Too expensive

12. Adaptable arrangements
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“Back in Camden, I saw, and
perhaps this is the first time
this has ever occurred in
British history, proper
measures to divert and
keep protected a cycle
route when the usual route
is closed by building work.
This is a diversion on the
Royal College Street twoway cycle track”
Voleospeed
(c) Voleospeed
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13. What about light segregation?
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Option A- Full Segregation
1.5m 0.7m
Cycle Lane
3.6m
0.7m
2m
Northbound lane
Parking Bay
1.5m
Cycle Lane
10m
Option B- Light Segregation
2m
Cycle Lane
0.2m
3.6m
2m
Northbound lane
10m
Parking Bay
0.2m
2m
Cycle Lane

14. International phenomena
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15. Visualisation
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16. Light Segregation Design
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17. Heading
After Photo
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18. BusHeading
Stop Treatment
(c) Alex Sully
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Social Cycling
(c) Voleospeed
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Elephant’s Footprints
(c) GB Cycling embassy
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21. Interest in the scheme
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VIDEO LINK
(c) Phil Loy
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22. Types of Light Segregation: Armadillos
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Bolt down or epoxy resin glue
3 sizes
Deter encroachment into cycle lanes
Easily replaced
Visual contrast
White stripped ones used in UK
Rounded to reduce trip hazard and
potential for vehicle damage
Cyclehoop exclusive UK suppliers
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23. Types of Light Segregation: Planters
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Adapted from plantlock planter
600mm high 2m long, 410 wide at
top
Fits onto base plate, weight holds it
in place
Strap gaps for install and removal
Low maintenance bio diverse plants
suggested
Greening the streets
Attractive to all road users
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24. Types of Light Segregation: Poles
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Install by bond or bolt
Some models can survive up to 600
strikes by HGVs
Highest visual indicator
Can have solar powered illumination
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25. Primary and Secondary Riding positions
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Every cycling scheme is criticised as
it either caters for primary or
secondary position cycling
Vehicular cyclists and cycle trainers
are the biggest critics of most
cycling facilities
Light segregation unites
segregationists and vehicular
cyclists as it protects in secondary
but doesn’t trap cyclists into
secondary like full segregation.
Cyclists are free to move out of
protection and merge with general
traffic for manoeuvres
No ped barrier to crossing
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26. London Cycling Design Standards
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27. London Cycling Design Standards
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28. LCDS Golden Rules for Light Segregation
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1. Light segregation must be physical and evenly spaced
2. Light segregation should be not used in scenarios where other vehicles are
expected to cross. Discontinue at signal junctions, side roads, crossings etc
3. Light segregation should protect not trap
4. Protective objects should be spaced between 2.5 and 10m apart
5. The higher the general traffic speed the wider the protected area should be
6. It is more important that newly reallocated road space is protected than existing
cycle lanes
7. Parking should be outside the line of protection
8. Overtaking and social cycling should be provided for in protected space
wherever possible
9. Protective objects should not obscure or mimic road markings
10. Light segregation is possible on any road type that cyclists have access to and
under any conditions
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29. TRL Review of Separation Methods for Cyclists
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Looking at maintenance, behaviour
and safety of techniques
Kerbs and hard margins
Raised Road markings
Posts and bollards
Results and recommendations
coming out next year
LCDS out before and suggesting
each authority does their own
assessment of risks
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30. Space for cycling template
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It is cheap <10% of costs of full segregation
It is adaptable and flexible
It gets new people cycling
It pleases all road users
It unites both schools of cycling
It is perfect for trial layouts
It has been a worldwide success
It has the potential to transform cycling in the UK without waiting 40 years to
catch up with the Dutch
It is sensitive to pedestrians and street context
It requires no regulation or legal changes to install
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