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{{short description|At-grade road junction in which cyclists and pedestrians are separated from cars}}
[[File:Protected intersections for bicyclists.webm|thumb|upright=1.3|A video showing a protected signalised intersection to US standards]]▼
A '''protected intersection''' or '''protected junction''', also known as a '''Dutch-style junction''', is a type of [[intersection (road)|at-grade road junction]] in which [[cycling|cyclists]] and [[pedestrian]]s are separated from cars. The primary aim of junction protection is to
Dave Stevens, Brian Deegan (July 2019). Greater Manchester’s cycling and walking network: CYCLOPS – Creating Protected Junctions. [http://www.jctconsultancy.co.uk/Symposium/Symposium2018/PapersForDownload/CYCLOPS%20Creating%20Protected%20Junctions%20-%20Richard%20Butler%20Jonathan%20Salter%20Dave%20Stevens%20TFGM.pdf]</ref>
At a conventional junction, pedestrians are separated from motor vehicles, while cyclists are placed in the [[carriageway]] with motorists. Cycle lanes are often placed on the nearside (right in [[right-side driving countries]]; left in left-side countries) of the carriageway, which can create conflict, for example when a cyclist is going straight ahead and a motorist is turning to the nearside.<ref name="Butler" />
At a protected junction, vehicles turning to the nearside
[[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
==History==
[[File:Groningen_Grote_Markt_1975_Museum_Exhibit.jpg|thumb|A museum exhibit about the Groningen Grote Markt shows a post-WWII
With the popularity of the bicycle, the Dutch began constructing separated cycle tracks as early as the late 1800s.<ref>{{Cite book|last=|first=|title=The Spectator|publisher=F.C. Westley|year=1898|isbn=|volume=18|url=https://
In the 1970s, road traffic and urban quality of life began to be seen as a significant issue in Dutch city politics. This, combined with other political headwinds related to party
The protected intersection is only one of several treatments for addressing motorist-cyclist conflicts. While used in much of the Netherlands, including Amsterdam, local road authorities in other parts of the country do not use the classic protected intersection with middle islands, preferring to have cyclists move during a completely separated all directions green phase.<ref>{{Cite web|last=Dutch|first=Bicycle|date=2016-06-20|title=Traffic lights in 's-Hertogenbosch; an interview|url=https://bicycledutch.wordpress.com/2016/06/21/traffic-lights-in-s-hertogenbosch-an-interview/|access-date=2021-02-14|website=BICYCLE DUTCH|language=en}}</ref> Other options for reducing
==Basic protection==
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===Early release===
Early release uses [[advanced stop
===Hold the turn===
A hold the turn setup holds turning traffic at a red light while the cycle lane gets a green light in tandem with straight-ahead carriageway traffic, reducing the danger of hook collisions by turning vehicles.<ref>[https://healthyrider.weebly.com/hold-the-left-junctions.html Hold the left junctions - Cycling for Health]</ref><ref>[https://southwarkcyclists.org.uk/a-hold-the-left-junction-finally-built/ A “hold-the-left” junction finally built. – Southwark Cyclists]</ref> While this setup works well for cyclists turning to the nearside or going straight ahead, there is no provision for turning across oncoming traffic (unless a [[Hook turn|two-stage turn]] is permitted). Furthermore, it can lead to increased delay at junctions and is not highly space efficient (it requires a dedicated nearside-turn lane for motorists).<ref name="Butler" />
==Full protection==
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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
===
[[File:Protected intersection features.png|thumb|Features of a protected signalised intersection]]▼
Signal-controlled junctions are less sustainably safe as they normally prioritised the movement of motor vehicles. However, if they are used, they can be designed to provide full protection for those cycling. Cyclists ideally have a [[Cycle track|protected cycle track]] on the approach to the intersection, separated by a concrete median with splay [[curb]]s if possible, and have a protected
Clear ground striping is key to define the cycle lane and its priority. Wide strips are painted aside the cycle
The design makes a [[turn on red]] possible [[Idaho stop|for cyclists]]. In many cases, the cyclist who is separated from motor traffic can turn right without even needing to come to a complete stop.<ref>{{cite web|title=Out of the Box Transcript.docx|url=http://www.protectedintersection.com/wp-content/uploads/2014/02/Falbo_ProtectedIntersection_Transcript1.pdf|access-date=2018-04-04}}</ref>
This protected intersection design features a number of common elements that optimise safety:
* A corner refuge island with a reduced turning radius
**A reduced radius could increase difficulties to turn for larger vehicles (trucks and busses), so in some cases, mountable islands have been used, similarly to the [[Truck apron|truck mountable aprons]] which surround the
* A setback crossing for pedestrians and cyclists, preferably 5 meters (16.5 ft) at signalised junctions
* A forward stop line, which allows cyclists to stop for a [[traffic light]] well ahead of motor traffic who must stop behind the [[Pedestrian crossing|crosswalk]], therefore placing bicycles in better view of a vehicle turning to the nearside.
* Separate signal phases, or at least a leading green interval for cyclists and pedestrians, to give cyclists and pedestrians no conflicts or a head start over motor traffic.
Some countries such as the UK, do not permit partial conflicts. A partial conflict is where turning motor traffic may conflict with a cycle lane going straight ahead and/or a pedestrian crossing. These may be prohibited on safety grounds to prevent motor traffic colliding if they fail to give way when turning. However, they can also be beneficial as one cycle crossing will not require traffic to wait at a red light while the cycle light is green. They generally shouldn't be used if the amount of turning traffic is high, a bidirectional cycle track is used or outside of built up areas.<ref name=":0" />{{Rp|page=153}}<gallery mode="packed" widths="350" heights="300">▼
▲File:Protected intersection features.png|Features of a protected signalised intersection
▲File:Protected intersections for bicyclists.webm|A video showing a protected signalised intersection to US standards
▲Some countries such as the UK, do not permit partial conflicts.{{citation needed|date=June 2024}} A partial conflict is where turning motor traffic may conflict with a cycle lane going straight ahead and/or a pedestrian crossing. These may be prohibited on safety grounds to prevent motor traffic colliding if they fail to give way when turning. However, they can also be beneficial as one cycle crossing will not require traffic to wait at a red light while the cycle light is green. This cycle light may be accompanied by audio signals to aid the visually impaired. They generally
===CYCLOPS Junction===▼
[[File:Cyclops junction design.png|thumb|A sketch of a CYCLOPS junction]]
A Cycle Optimised Protected Signal (CYCLOPS)
The benefits of this design mean that:<ref name="Butler" />
* all cyclist-motorist conflicts are signalised
* cyclists can complete a turn across opposing traffic (a right turn in the UK) in one manoeuvre
* all junction designs can be incorporated within the encircling cycle track
* there is more space for queueing at cycle signals
* cyclists can turn to the nearside without signalised control
* diagonal pedestrian crossings can be provided, to allow pedestrians to cross in a single phase
CYCLOPS junctions have been criticised for perpetuating traditional shortcomings of junction design, such as multi-phase
===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
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
▲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. 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}}
<gallery widths="240" heights="240">
▲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 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> This design has been criticised by environmental campaigner David Hembrow for being less safe for cyclists than motorist priority.<ref>[http://www.aviewfromthecyclepath.com/2014/05/the-best-roundabout-design-for-cyclists.html David Hembrow 2014 post about safer roundabouts], [http://www.aviewfromthecyclepath.com/2018/04/safe-roundabouts-revisited-theyre-still.html with 2018 update and statistics]</ref><gallery widths="240" heights="240">
File:Protected roundabout 3D.png|alt=Diagram of a single-lane roundabout with a circulatory segregated cycle roundabout. Cyclists and pedestrians have priority over vehicles joining and leaving the roundabout.|3D view of a protected roundabout, as commonly used in the Netherlands
File:Alternative dutch roundabout.png|alt=A single lane roundabout with a bidirectional circulatory cycle track and set back cycle crossings. Cyclists must give way to vehicles leaving and joining the roundabout. |Alternative Dutch roundabout design, with bidirectional tracks and motorist priority
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=== Experimental designs ===
To bring protected junctions to [[Republic of Ireland|Ireland]], the [[Dublin City Council]] trialled an experimental design. The cycle lane remains segregated, but contrary to Dutch practice is brought up to the side of the carriageway to improve visibility. Cycling campaigners have criticised the project for putting
An innovative design in [[Zwolle]], Netherlands, called the 'bicycle roundabout'. On the city inner ring road, this replaced a gap in the central reservation, with priority to motorists, a roundabout only cyclists could use, while for the motorist the junction is a [[Right-in/right-out|right-in right-out]] junction.<ref>{{Cite web|last=Dutch|first=Bicycle|date=2013-08-25|title=Experimental bicycle roundabout in Zwolle|url=https://bicycledutch.wordpress.com/2013/08/26/experimental-bicycle-roundabout-in-zwolle/|access-date=2022-01-17|website=BICYCLE DUTCH|language=en}}</ref>
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== Design and publications ==
=== US Design Guide Controversy ===
==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]], 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
{{Road types}}
[[Category:Road junction types]]
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