Protected intersection: Difference between revisions

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[[File:13-06-27-rotterdam-by-RalfR-25.jpg|thumb|A protected intersection in [[Rotterdam]] in the [[Netherlands]]. A safe way to cross the road on a [[bicycle]].]]

This type of [[intersection (road)|intersection]] has for decades been used in the bicycle-friendly [[Netherlands]], and [[Denmark]]. An alternative philosophy, design for [[vehicular cycling]], encourages having bicycle lanes simply disappear, or "drop", at intersections, forcing riders to merge into traffic like a vehicle operator ahead of the intersection in order to avoid the risk of a ''right-hook'' collision, when a right turning motorist collides with a through moving cyclist. Design policies which do not allow the cyclist to remain separated through the intersection have come under increasing scrutiny in recent years as causing difficulties for less capable riders,<ref>{{Cite journal|last1=Dill|first1=Jennifer|last2=McNeil|first2=Nathan|date=2016-01-01|title=Revisiting the Four Types of Cyclists: Findings from a National Survey|url=https://journals.sagepub.com/doi/10.3141/2587-11|journal=Transportation Research Record|volume=2587|pages=90–99|language=en|doi=10.3141/2587-11|s2cid=114945037|url-access=subscription}}</ref> leading to lower overall ridership and sidewalk riding,<ref>{{Cite web|last=|first=|date=|title=Prospect Park West Traffic Calming and Bicycle Path Page 12|url=https://www1.nyc.gov/html/dot/downloads/pdf/2012_ppw_trb2012.pdf|archive-url=|archive-date=|access-date=|website=}}</ref><ref>{{Cite web|last=|first=|date=|title=Designing for All Ages and Abilities. Page 2|url=https://nacto.org/wp-content/uploads/2017/12/NACTO_Designing-for-All-Ages-Abilities.pdf|archive-url=|archive-date=|access-date=|website=NACTO}}</ref> and being less safe.<ref>{{Cite journal|last1=Buehler|first1=Ralph|last2=Pucher|first2=John|date=2021-01-02|title=The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom, Germany, Denmark, and the Netherlands, 1990–2018|journal=Transport Reviews|volume=41|issue=1|pages=48–72|doi=10.1080/01441647.2020.1823521|s2cid=225108005|issn=0144-1647|doi-access=free}}</ref>

==History==

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[[File:13-06-27-rotterdam-by-RalfR-27.jpg|thumb|The protection of the vulnerable cyclists with a protected junction with bicycle traffic lights.]]

In terms of optimal spacing between the path and motorist lanes, it is generally practice to use 2–5 meters at signalised crossings and one car length >5 m at unsignalised intersections. Providing more buffer space allows vehicles, particularly those turning out of smaller roads, to queue in the waiting area. On the other hand, larger buffers could place the cyclist at a less optimal viewing point from the mainline, and delay the signal operation due to longer distances necessitating slightly longer bicycle signal yellow and all red clearance intervals. The exact optimal distance has been the subject of several studies.<ref>{{Cite journal|last=Schepers|first=Paul|date=2011|title=Road factors and bicycle–motor vehicle crashes at unsignalised priority intersections|url=https://doi.org/10.1016/j.aap.2010.11.005|journal=Accident Analysis and Prevention|volume=43|issue=3|pages=853–861|doi=10.1016/j.aap.2010.11.005|pmid=21376876|via=|url-access=subscription}}</ref><ref>{{Cite journal|last1=Richter|first1=Thomas|last2=Sachs|first2=Janina|date=2017-01-01|title=Turning accidents between cars and trucks and cyclists driving straight ahead|journal=Transportation Research Procedia|series=World Conference on Transport Research – WCTR 2016 Shanghai. 10–15 July 2016|language=en|volume=25|pages=1946–1954|doi=10.1016/j.trpro.2017.05.219|issn=2352-1465|doi-access=free}}</ref>

===Signalised junctions===

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===Protected roundabouts===

Protected roundabouts or Dutch roundabouts are a variation of protected intersections for lower [[traffic flow]], without the traffic lights.<ref>[https://www.youtube.com/watch?v=41XBzAOmmIU Video:Dutch roundabout] and [https://bicycledutch.wordpress.com/2015/10/13/explaining-the-dutch-roundabout-abroad/ blog post] on the Youtube Chain and web site 'BicycleDutch'◘</ref> In the Netherlands, designers have been switching signalised junctions for roundabouts, as roundabouts are safer.<ref>{{Cite web|last=Dutch|first=Bicycle|date=2015-10-12|title=Explaining the Dutch roundabout abroad|url=https://bicycledutch.wordpress.com/2015/10/13/explaining-the-dutch-roundabout-abroad/|access-date=2021-12-28|website=BICYCLE DUTCH|language=en}}</ref> Specific facilities for cyclists are not needed at quieter roundabouts (<6,000 [[passenger car unit]]s per 24 hours), unless connecting roads have segregated cycle tracks. Cycle lanes on roundabouts may be considered by designers to increase the visibility of cyclists, however they are dangerous as drivers, especially lorries, might have an inadequate view of cyclists using a circulatory cycle lane.<ref name=":0">{{Cite book|url=https://www.worldcat.org/oclc/972096448|title=Design manual for bicycle traffic|date=2016|others=Rik de Groot, vervoer en infrastructuur CROW kenniscentrum voor verkeer|isbn=978-90-6628-659-7|___location=Ede, The Netherlands|oclc=972096448}}</ref>{{Rp|page=147}}

For the safety of cyclists, motor traffic speeds should be reduced. Single-lane roundabouts are generally used in the Netherlands. Otherwise, a turbo roundabout can be used, which has multiple lanes and separates motor traffic going in different directions, but multi-lane roundabouts have been found to be especially dangerous to cyclists since many cyclists choose to ride in the outside lane and become much less visible to drivers.<ref>{{cite web |quote=I studien til Campbell et al. (2006) utgjorde slike ulykker 68% av alle sykkelulykker i flerfelts rundkjøringer. Ifølge Cumming (2012) skjer mange slike ulykker fordi bilister ikke så syklisten, noe som forklares med at mange syklister sykler ytterst i rundkjøringen. Syklister synes best når de bruker midten av kjørefeltet i rundkjøringen, mest fordi bilistene er mest oppmerksomme på hva som skjer i midten av kjørefeltet. |title=TØI rapport 1597/2017 - Trafikksikkerhet for syklister, Alena Høye - Blandet trafikk i rundkjøringen (ved sykkelfelt i tilfartene) s. 54 |url=https://www.toi.no/getfile.php?mmfileid=46551}}<!-- auto-translated from Danish by Module:CS1 translator --></ref> The best form of protection is grade separation, however as an alternative a segregated cycle track should be placed around the roundabout. This should not normally be used if there is more than one lane on exit. The track normally circulates one-way in the same direction as motor traffic to reduce confusion for motorists.<ref name=":0"/>{{Rp|page=|pages=147–148}}

As cyclists will conflict with motorists at the exit arms of the motorised roundabout, priority must be established. In the Netherlands, cyclists will normally be given priority to [[Bicycle-friendly|promote cycling]] over driving.<ref name=":0"/>{{Rp|page=148}} This is the design that has often been transposed internationally, labelled the 'Dutch roundabout', e.g. in [[Cambridge]], UK.<ref>{{Cite news|date=2020-09-26|title=Cambridge's Dutch-style roundabout: Why all the fuss?|language=en-GB|work=BBC News|url=https://www.bbc.com/news/uk-england-cambridgeshire-53947440|access-date=2022-01-17}}</ref>

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==See also==

* [[Cyclability]], how well suited an area is for cycling

* [[Cycling infrastructure]], infrastructure used by cyclists

* [[Cyclist crossing]], point where a cyclists crosses a route for another mode of transport

* [[Hook turn]]

* [[Hook turn]], road-vehicular manoeuvre for turning across lanes of opposing traffic

* [[Right-hook accident]], traffic accident where a turning motor vehicle hits a pedestrian or cyclist

==References==

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{{cycling}}

{{Cycling Infrastructureinfrastructure}}

{{Road types}}