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