Protected intersection: Difference between revisions

Revision as of 03:25, 13 October 2022

Revision as of 20:14, 28 November 2022

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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 (right in [[right-side driving countries]]; left in left-side countries) are separated from crossing cyclists and pedestrians by a buffer, providing increased reaction times and visibility. Drivers looking to turn to the nearside have better visibility of cyclists and pedestrians as they can look to the side for conflicts instead of over their shoulders. At unsignalized intersections, it is practice to have one car length of space between the cycleway and roadway, so that cars exiting the minor street have an area to pull forward and wait for a gap in traffic, without becoming distracted by potential simultaneous conflicts along the cyclepath.

[[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]].]]