The following guidelines for street work standards are included here, as whilst they are temporary measures, road excavations (in Camden running at 20,000 during 1998) are increasing across the borough, and thus represent a growing road hazard if carelessly undertaken. Camden Council's borough engineer advised us in the autumn of 1995 that he had issued these guidelines below to all staff and contractors, and expected them to be obeyed.

• Road Surface Reinstatements: All permanent reinstatements of the road surface should include a contractual obligation for the contractor to reinstate all road markings, including cycle lane and logo markings. Failure to do this should incurr a financial penalty.
• Metal plates: All metal plates used on the road surface should have a slip resistant surface applied (such as bitumen) to minimise the risks to cyclists in wet weather, with a ramp up on to, and off, the plate.
• Road narrowings: Where works constrict the road width to any extent warning signs should be placed 200m from the works; on on roads with moderate - heavy traffic a 20mph speed limit should be introduced.
• Resurfacing: All loose material must be removed after scraping the top surface. Where temporary ramps have been installed they should have minimal gradients and should form a smooth join with the road surface.
• Exposed Hoses/Cables: The current practise of using bitumen to cover hoses & cables lying on the road surface, and only applying sufficient bitumen to protect the cable/pipe is a dangerous practise for cyclists. Most motor vehicle suspensions may be able to cope with the resultant surface; however cyclists find these difficult at low speed. Furthermore, as these are often difficult to see and are rarely signed as hazards cyclists can hit these at considerable speed and fall off. Considerably more material should be used so that gradients are much reduced, and warning RAMP signs used.
• Barriers: The current design for barriers used to fence off works is inadequate. Whilst they are easy to assemble, they also seem to easily disassembled by moderate winds (often generated by passing vehicles); it seems fairly rare for one of these constructions remain intact for more than a couple of hours. It is common to see detritus scattered over the road surface, and this poses a serious hazard to cyclists. Surely there are designs where the horizontal battens actually lock in place and provide a sturdier construction? Until such a design is found it should be the contractor's responsibility to ensure that where used they protect rather than threaten the road user.
• Pavements: Where pavement works are taking place, the current practice of placing temporary barriers and/or spoil in the gutter shouldcease. Motorists are generally unaware of these, and the cyclist is forced out into the traffic flow, often with little warning to overtaking motorists.
• Building works: It seems common practise when rebuilding works are taking place to extend the site area to take over the entire pavement, and sometimes part of the road. This should only be allowed when there is no alternative. If there is significant traffic or pedestrian flow, or parking problems, pedestrians must have a sturdily fenced off area to allow the site to be safely bypassed. Failure to adhere to these principles often results in a dangerous cocktail of weaving traffic, pedestrians & contractors vehicles - potentially lethal for cyclists.
• Considerate Contractor Scheme: Camden should establish a Considerate Contractor Scheme, with contracts being awarded wherever possible to those companies which have agreed to abide by acceptable safety standards.

*Added 7/8/01 following appalling practice by contractors involved in Camden Council's Boulevarde pavement resurfacing programme; CCC regrets that it has to add such a blindingly obvious guideline.*

• Physically segregated cycle tracks (eg as in Royal College Street) should not be obstructed by contractor's vehicles or materials unless measures are in place to allow cyclists to safely use the main carriageway. In the case of two way or contraflow cycle tracks considerable thought will be required prior to works commencing to ensure that adequate temporary measures or route diversion signs are in place.

Far from satisfactory arrangements in Prince of Wales Road NW5, June 2000.

No consideration of pedestrian needs/safety on this Red Route. Camden Road, Sept 2000

Government Guidance

The DETR has published an excellent traffic advisory leaflet 15/99 Cyclists at Road Works.

The engineering recommendations are:

• Temporary Speed Limits: More use should be made of temporary speed limits, especially where motor vehicles are unable to pass cyclists safely, eg where the effective lane width is less than 3.5 metres. These should be backed by appropriate enforcement measures, where feasible.
• Lane Widths: Subject to the type of traffic expected to pass through the road works, lane widths should be maximised wherever possible (see Table 1 for guidance). Lane widths between 2.75 and 3.25 metres should be avoided in most cases.
• Signal Timings: Traffic signals should give cyclists sufficient opportunity to pass safely through road works, particularly where oncoming motor vehicles cannot pass without conflict.
• Maintaining Access: Wherever possible, access should be maintained for cyclists in both directions throughout the period of road works, avoiding more hazardous diversions. Cyclists are unlikely to accept lengthy detours or long delays. In such conditions some cyclists will be tempted to ride contra-flow or use the footway.
• Route Signing: Routes and other facilities for the exclusive use of cyclists (and pedestrians) should be clearly signed well in advance of the road works.
• Existing Cycle Facilities: 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. They should not be blocked by signs, debris, plant, etc.
• Special Provision: Cyclists will often ride contra-flow or use the footway to avoid potential hazards or lengthy diversions. This can be avoided by, for instance, providing a segregated cycle lane or route away from the carriageway. This kind of provision is likely to be desirable or even essential on dual carriageways or multi-lane roads.
• Road Surfacing: It should be borne in mind that cyclists are particularly vulnerable to rough surfaces (temporary or otherwise). Therefore, wearing courses should be kept as level as possible, especially at locations where cycling demand is known to exist.
• Equipment and Materials: Care should be taken not to place cones, signs and other items in locations likely to cause hazards to cyclists.

  See also the DTLR recommendations on Safety at Street Works and Road Works - Cycle Lanes & Cycle Tracks.