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Fact Sheet H-04 - Intersections

Designing and planning intersections demands consideration tor every transport modę. Ensuring safety and acces-sibility for all. rather than increasing car flows. has to be prioritised. General requirements for intersections indude [FGSV (2006) and FGSV (2010)]:

•    recognizable. understandabte and easily and safely usable by all transport modes.

•    elear sight-lines between cyc-lists/pedestrians and drivers.

•    easily traversable. falling ha-zards such as high kerbs should be avoided and

•    dearty indicate expected cy-dist behaviour (meaning of any related signange. e.g. for indirect left turns. has to be obvious) Particular attention should be paid

to conflicts between tuming cars and through cydists. Smali turning radii for motorised traffic are recommended for reducing car speeds. In addition. the use of coloured surfacing can inerease drivers^- awareness of cydists.

It should be noted that the attractiven-ess of cyding decreases as the number of required stops inereases - number of stops and waiting time at intersections for cydists should be minimised.

The varying and complex needs ot transport users (especially cydists and pedestrians) at intersections regui-re a morę detailed discussion than is possible in this fact sheet. Further in-formation can be found in the Central MeetBike Strategy Recommendations for local level (CMB 3.4.1) and other sources listed below.

Signalised intersections

Signalised intersections are standard for junctions between urban main roads with high traffic volumes or special safety requirements. Cydists travelling straight or tuming left are particularty endangered due to inattentive drivers. Crash risk can be minimized through special signalisation or road markings.

Signalisation measures require that cydists have their own traffic signals. as they would otherwise have to obey the same signals as motorised traffic. Signaling can be used to give cydists an advanced green phase. ensuring them a time advantage; they enter the intersection before motorised traffic. putting them in front of turning drivers and making them morę visible.

A similar effect can be achieved through road markings with an ad-vanced stop linę. This gives cydists a spatial advantage over drivers. The queuing area for cydists is extended at least 3.00 m in front ot waiting drivers. A feeder bicycle lane is recommended so that cydists can pass queuing mo-torists to reach the advanced stop linę.

Markings for turning cydists indude a dedicated left tum lane adjacent to the motor vehide tum lane for dired left turns. This enables dired sight-lines between cydists and drivers and inereases driver awareness of cydists. If space is not available. a waiting box is recommended in front of queuing mo-torists that extends across the entire width of the car travel lane. Cydists are then in front of motorists and highly vi-sible and can turn left diredly.

Altematively. an indirect left turn fadli-ty can be provided as described below.

Grade-separated

intersections

Grade-separated intersections (tun-nels and bridges) can be used to over-come major barriers where avoiding the disruption of car traffic is the main goal. However. tunnels and bridges are morę cosłly than at-grade junctions and require morę physical effort for bicydists and pedestrians. In addition. tunnels can be an environment in which cydists and pedestrians feel per-sonally unsafe. Current planning ge-nerally tries to avoid grade separation. however if used. high design standards conceming gradient, width and lighting are necessary in order to ensure sodal safety and comfort for cydists.

Right-of-way intersections

Right-of-way intersections give one road priority over the other and are not signalised. They are the standard solu-tion for the junction of main roads with

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