Cycle network and route planning guide - NZ Transport Agency

6.19 Intersections
6.19.1 General
When planning intersections for cyclist use,
the goal is to accommodate cyclists safely
with a reasonable LOS, and at a reasonable
cost, within the available constraints.
6.19.2 Key principles
The key planning principles relate to
the type of intersection control and the
provision of adequate space.
The design should ensure that:
• the intersection performs efficiently
for cyclists under the traffic conditions
expected throughout the planning
period
• it is as far as possible suitable for
cyclists of basic competence
• all normal manoeuvres are possible,
particularly right turns (including the
option of hook turns)
• the conflict area between throughcyclists
and left-turning traffic
(especially heavy vehicles) is managed.
Left-turn slip lanes can simplify this
by moving left-turning traffic conflict
points away from the intersection and
providing space for hook turns
• conflict points are easily identified
• cyclists and drivers know where cyclists
are expected to be on the road
• the intersection is consistent in
alignment and standards with mid-block
facilities on approach and departure.
Helpful design information can be found in
the CDS, Vicroads (2001), Austroads (1999)
and Transfund New Zealand (2003).
6.19.3 Roundabouts
A higher proportion of cyclist injuries
happens at roundabouts than at any other
intersection type. Multi-lane roundabouts
are the main culprits and should be avoided
on cycle routes where possible.
Small, single-lane roundabouts, that are
designed to tame traffic speeds, have been
proven to reduce cycling injuries. These
roundabouts slow traffic by using the
shape of the islands to deflect traffic onto
a curved path, and by ensuring visibility to
other traffic is not excessive. They require
no special provision for cyclists (Austroads,
1999; Bach and Diepens, 2000).
External perimeter paths should
be considered for large multi-lane
roundabouts (Austroads, 1999; Bach and Diepens,
2000), but will generally result in a poor
LOS for cyclists owing to crossing delays.
Grade separation or conversion to traffic
signals is strongly preferred over
multi-lane roundabouts.
Cycle lane leading to advanced stop box, Colombo Street, Christchurch, New Zealand. (Photo: Neil Macbeth)
Hook turn, trial markings, Merivale, Christchurch,
New Zealand. (Photo: Andrew Macbeth)
Slip lane treatment, Hamilton, New Zealand.
(Photo: Tim Hughes)
Cycle lane diverts to cycle path to negotiate multi-lane roundabout, Otaha Valley Road, Albany, New Zealand.
(Photo: Tim Hughes)
Grade separation at multi-lane roundabout, Wairere Drive, Hamilton, New Zealand. (Photo: Paul Ryan)
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