titlepage/contents pg 1-16 - British Parking Association

114 Chapter 7●consideration should begiven to provision of a busboarder, which is a wideningof the footway so that the buscan approach the kerb moreeasily and illegal parking canbe deterred;When the aim is to makebuses accessible to thosewith mobility difficulties.Accessibility can beincreased if higher kerbs (theusual design is known as theKassel kerb) are installed inconjunction with busboarders. These have theadded advantage ofdiscouraging cars fromparking or stopping at thebus stop since the higherkerb can prevent a car doorfrom opening; and● When the bus stop is justdownstream of a side roadjunction with yellow linerestrictions, it makes it easierfor the bus to get close to thekerb.Bus Lanes and Bus GatesBus lanes and other parts of theroad network where buses havepriority should have parking andloading restrictions that prohibitany other activity to obstruct busmovement. Such restrictionsshould apply at least during theperiod of operation:●Parking should be preventedat all times; and● Loading should be preventedat critical times.Where access for frontageloading is required this wouldpreclude 24-hour bus lanesbeing introduced, unless spacecan be found for a separateloading bay. The bus lane would,therefore, normally be timed forthe period of the day when busesare most affected by congestion,usually the morning and/or theevening peak, and loadingallowed during the inter-peakperiod.The parking and loadingrestrictions should be consistent,in terms of the location and timeperiods, with the bus lane order.It may also be necessary tointroduce controls on the otherside of the street during theoperational period of the buslane order, as vehicles precludedfrom using the bus lane mayhave to straddle the centre of thecarriageway.Cycle facilitiesSome cycle facilities need to beprotected from obstruction byparked motor vehicles. As withbus lanes, parking restrictionsideally should apply 24 hours aday, but at locations wherekerbside loading is required,with-flow cycle lanes may haveto operate at peak hours only.Where frontage access isprovided throughout the day,cycle provision should take intoaccount the following:● A cycle lane should beprovided on the offside of aparking/loading lane;● The parking/loading laneshould take the form of a baydefined within the footway orbetween footway “build-outs”;● The cycle lane must be ofsufficient width to minimisethe risk to cyclists caused byopening of vehicle doors;and● Where there is intenseparking pressure (leading todouble parking), cycle lanesare of little value.For further details about parkingin relation to the design of cyclefacilities, see CROW (7).Cycle gaps through roadclosures in the contra-flow areaof a one-way section of streetshould have permanent 24-hourparking and loading restrictions.This is another instance wherethe problem of obstruction bythoughtless parking can besolved through design.Short stay parkingShort stay parking can becontrolled by payment or bylimited period free parking.Where there is both on- and offstreetavailable, it is usuallydesirable to provide for shortstays (less than one hour) onstreetand for longer stays offstreet.This reduces congestion