As Easy As Riding A Bike)
Cycle Traffic and the Strategic Road Network – Junctions (1)
January 31, 2017
This post is part of a series looking at new Highways England standard on designing for cycling, Cycle Traffic and the Strategic Road Network, or IAN 195/16. The previous two posts can be found here and here.
This particular post will look at how junctions are covered in IAN 195/16. Junctions are important, and this is clearly recognised in the document – dealing with them accounts for around half of its 68 pages. For that reason I’m going to break up my assessment into two posts.
IAN 195/16 starts by giving an overview of the various design options that can be employed to minimise or eliminate the ‘significant conflict’ that can arise between motor traffic and cycling at junctions, ranging from grade separation and ‘unravelling’ (i.e. putting cycling onto completely different routes), right down to slowing motor traffic when turning on ‘low volume roads’. In other words, the full spectrum of approaches employed on Dutch cycle networks.
On page 32 we have this large, clear table of what kind of junction treatment is appropriate (and indeed required) for cycle traffic, given the speed and volume of motor traffic.
Some things immediately leap out from this table. If motor traffic is travelling at 60mph or above, any crossings of these roads have to be grade separated – i.e. in an underpass, or by means of a bridge.
The table also (importantly) stipulates the maximum number of lanes that should be crossed in one movement, again according to speed and volume. So for instance, above 6,000 motor vehicles per day on a 40-50mph road requires a refuge, allowing one lane to be crossed at a time.