Photomap

[Image taken 21.6.20] York: Bishopgate Street junction with Price's Lane. See also: #165589
I have uploaded it to show the narrowness of the cycle lane, the carriageway, the bend, the walls. The signs and cones have long been removed. They are not the subject of this image.
On Tuesday 23 June 2020 I used a tape measure to record this data:
On Bishopgate Street at the junction with Bishopthorpe Road and Price's Lane the advisory cycle lane is 75cm between the 'inside' of the white and the yellow lines;
the gutter (two rows of inset 'bricks' and a parallel slightly higher line of stone next to the brick wall between the carriageway edge ie the outside of the double yellow line nearest to it) is 43cm.
This is too narrow for someone to use the cycle lane and stay within in it:
The dynamic width (actual width plus deviation) of a cyclist on the road is generally taken to be 1m. Design of cycle, luggage/person being carried, incline, wind, etc affect this. People wobble at slower speeds.
Chapter and verse on 'dynamic envelopes' here:
assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf
Plus the same page explains that more space is required where there is a feature that encloses the space available to the person on a bike eg
Continuous features, e.g. walls of the height here, railings, bridge parapets - 1 m.
At the approach to the curve, there is a wall to the left of the advisory bike lane.
This means people cannot swerve or escape danger from drivers passing too close or too fast, or avoid broken glass or flooding, for example. Or if something happens to their bike - brake cable or chain breaking. There's no forgiving kerb (www.cycling-embassy.org.uk/dictionary/forgiving-kerbing) "They are an essential way of reducing crash risk, and also maximise the effective width of a cycleway." Important for us all especially as we get older or if we are carrying children onboard or unnerved by behaviour of other road users.
"They reduce the risk of injury due to a lapse of concentration."
The carriageway closest to the junction with Price's Lane is very approx 2.45m.
But:
assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf

2.2 Minimum passing distances Measured from outside of cyclist’s dynamic envelope
20 mph 1.0 metres
30 mph 1.5 metres

And

Table 2.3 Total width required for overtaking

Car passing at 20 mph Total width required (metres) 3.8 m
Car passing at 30 mph Total width required (metres) 4.3 m

Bus/HGV passing at 20 mph Total width required (metres) 4.6 m
Bus/HGV passing at 30 mph Total width required (metres) 5.05 m
The Temporary Traffic Management Handbook
content.tfl.gov.uk/temporary-traffic-management-handbook.pdf
Says:
"Lane widths of four metres or more
enable cars and wider vehicles to
overtake cyclists safely. Therefore,
where possible, designers should look
to maintain or create lane widths of at
least 4 metres on carriageways where
high cycle flows exist."
The table on p71 'Lane width guidance for cycles in carriageway' clearly shows the widths where it is not possible to safely overtake a cyclist and those that make it unsafe. These are for a flat straight road. Bishopthorpe Street is uphill and has a blind bend. Urgent action is required here. As a minimum, speeds must be limited such that someone on a cycle (going uphill) can move into the all-traffic' lane. Markings and infrastructure needs to ensure people on cycles are in the visible, central (I am part of the traffic) position in the all-traffic lane with no scope for any other road user to try to pass or intimidate them. This should be supported with signage.