Underpasses should be the same width as the cycle path connecting to the underpass, or wider.

It can be much more expensive to widen an underpass afterwards than to widen the connecting cycle path, so it is a good idea to future-proof the tunnel for the expected increase in bicycle traffic volumes by making the underpass wider from the start.

Additionally, it is recommended to establish a separate area for pedestrians through the underpass, preferably with a different surface pavement and separated with curbs, cobblestone strips, or similar.

It is important that underpasses on cycle superhighways have sufficient height. Underpasses should typically be established with a minimum clearance height of 2.8 meters, primarily for snow clearance and sweeping purposes.¹Vejregler: Håndbog for Grundlag for udformning af trafikarealer, 2021, p. 70-71 Link.

It is important that underpasses on cycle superhighways feel bright and airy. This can be achieved by angling the walls of the underpass entrances outward to allow as much light and air into the underpass as possible.

In the case of greenfield construction projects, skylights can be installed to bring daylight down to cyclists. Skylights can be placed where there are gores and other open areas on the road above.

Similarly, it is recommended to landscape the surrounding terrain with a slope to create an open and airy experience towards the tunnel.

It may also be a good idea to consider the material of the walls, as a surface with a slight reflection can make underpasses visually appear larger and brighter.

Lighting both inside and outside underpasses is crucial for the safety of cyclists. As a basic principle, underpasses on a cycle superhighway should be illuminated around the clock.

It is recommended to follow the concept for underpass lighting developed by the Cycle Superhighway Collaboration for the underpasses on the cycle superhighway network.

On cycle superhighways, it should be possible to remain on the bicycle when entering and leaving underpasses. Therefore, it is recommended that approaches to underpasses should not have gradients greater than the recommendations outlined in the road regulations for paths.²Vejregler: Håndbog for Tracéring i byer, 2016, p. 54. Link. Therefore, it is recommended that the relationship between gradients and lengths does not exceed the values indicated in the following table:

It is important to ensure that there is good drainage in underpasses to prevent water from collecting at the bottom of the underpass.

Read more here:

When deciding on the width of bike-pedestrian overpasses, it is important to take into consideration the expected future increase in bicycle traffic.

In addition, it is recommended to establish a separate area for pedestrians on the overpass, preferably with different paving and a curb, a cobblestone strip or similar.

A bridge must normally have a clearance of 4.5 meters above the road, while for railway bridges there should typically be a clearance of between 7 and 8 meters above the railhead if the railway is electrified.³Transportministeriet: (CIR nr 162 af 17/09/1998) Cirkulære om vejregler for vejes geometri over og under broer. kap. 2. Link.

Ramps for footbridges should not be constructed with gradients steeper than the recommendations for paths in the Road Standards⁴: Håndbog for Tracéring i byer, 2016, p. 54 Link. Therefore, it is recommended that the ratio between gradients and lengths does not exceed the values specified in the following table.

Bridges must be equipped with sufficiently high railings or guardrails. It is recommended that railings or guardrails area at least 1.2 meters high.

It is important that the bridge’s connections on both sides take into account intersecting sidewalks, cycle tracks and roads,

Establishing a traffic signal at a four-way intersection will be an advantage for cyclists going straight ahead if they have difficulty crossing a heavy flow of traffic. Local conditions greatly influence what is perceived as a heavy flow of traffic. The key is that the waiting time should not be too long, so cyclists are not delayed at the intersection. If there are NOT many vehicles, bicycles or pedestrians that cyclists going straight ahead have to yield to, a four-way signal system can also cause poorer traffic flow compared to a four-way intersection controlled by yielding.

If there is NO yield requirement for a heavy flow of traffic, a four-way signal could instead result in poorer traffic flow compared to a four-way intersection controlled by yielding.

For right-turning cyclists, a four-way signalized intersection will result in poorer traffic flow if they are required to stop on red at the signal. When converting intersections controlled by yielding to signalized intersections, traffic flow for right-turning cyclists can be improved by establishing a right-turn slip lane for cyclists or by allowing cyclists to turn right on red.

Click below to learn more about right-turn slip lanes and about allowing cyclists to turn right on red:

A traffic signal at a four-way intersection will benefit left-turning cyclists if the status quo means that they have to yield to a heavy flow of traffic. If left-turning cyclists do NOT have to yield to a heavy flow of traffic, signalizing the intersection may lead to a reduced traffic flow for left-turning cyclists.

Traffic signals at T-intersections are usually implemented if it is difficult for vehicles, cyclists, and pedestrians coming from the minor (side) road to cross the main road. For cyclists going straight ahead, a signalized T-junction is therefore rarely an advantage for traffic flow, as it entails extra stops.

If there is a cycle track on the main road, it is possible to let cyclists going straight on the main road (on the far side from the minor road) bypass the traffic signal. Also consider implementing a left-turn lane for cyclists from the main road towards the minor road, if space permits.

If the cycle track along the main road bypasses the traffic signal and a left-turn lane is implemented, be aware that some cyclists turning left onto the main road may not know who has the right of way along the main road.

For right-turning cyclists to and from the minor road at intersections with a cycle track and/or bike lane, signalization is rarely an advantage for the traffic flow of cyclists.

When converting intersections controlled by yielding to signalized intersections, traffic flow for right-turning cyclists can be improved by establishing a right-turn slip lane for cyclists or by allowing cyclists to turn right on red.

Click below to learn more about right-turn slip lanes and about allowing cyclists to turn right on red:

Left-turning cyclists from the minor road are regulated in the traffic signal as going straight ahead and are therefore relatively unproblematic. In signalized T-intersections, bicycle boxes with bicycle symbols can be established in front of the stop line for motorists. This allows cyclists to wait in front of the motorists at a red light.

You can learn more about the Cycle Superhighway Collaboration’s recommendations for bike boxes below.

If there is a cycle track “on the top of the T” and if space permits, it is possible to establish a left-turn lane for cyclists turning left from the main road to the minor road. It may be a good idea to give these cyclists the green signal before traffic from the minor road gets the green signal, or even give these left-turning cyclists their own phase in the traffic signal.

When a cycle superhighway runs through a signalized intersection, it is generally recommended to establish an uninterrupted cycle track where there is a separate right turn lane for vehicles (i.e., continuing the curb-separated cycle track all the way to the intersection as opposed to a truncated cycle track, which ends before the intersection and leaves cyclists to merge with right-turning vehicles), as this solution provides the best traffic flow for cyclists.

The uninterrupted cycle track can help minimize blind spots and increase safety for cyclists, as cyclists are guaranteed their own space. It also ensures good comfort and flow for cyclists as well as a visual and intuitive connection by continuing the cycle track all the way to the intersection.

An uninterrupted cycle track next to a separate right-turn lane for cars is significantly safer than an uninterrupted cycle track next to a combined straight-ahead and right-turn lane for cars. When establishing a new intersection, it is always recommended to provide a separate right-turn lane for vehicles next to an uninterrupted cycle track.

However, there can be different reasons for establishing either an uninterrupted or a truncated cycle track. Whether it should be one solution or the other should always be assessed based on several factors, such as the size of the intersection, traffic volumes, speed and the overall geometry of the intersection. If an uninterrupted cycle track with a separate right-turn lane for vehicles is not feasible, other solutions should be carefully considered.

Design of uninterrupted cycle tracks with separate right-turn lanes for cars:

• For traffic safety reasons, uninterrupted cycle tracks should only be established at signalized intersections if there is a separate right turn lane for vehicular traffic.
• The stop line for vehicles should be set back by a minimum of 5 meters, as this improves traffic safety on the uninterrupted cycle track. It also minimizes blind spots for truck drivers in particular, thereby helping prevent or reduce right-turn accidents⁷Vejdirektoratet (2022): Håndbog for Vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, p. 7. Link.
  
• At signalized intersections where the stop line for vehicles cannot be set back by a minimum of 5 meters, cyclists should be given an early green signal. This allows the flow of cyclists going straight to clear before right-turning vehicles enter the intersection⁸Vejdirektoratet (2022): Håndbog for Vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, p. 7. Link.
  
• The stop line on the cycle track should be pushed forward all the way to the pedestrian crossing⁹Vejregler (2022): Håndbog for Projektering af trafiksignaler, p. 39. Link.
  
• Good visibility conditions should always be ensured 30-50 meters before the intersection to reduce the risk of drivers overlooking cyclists and pedestrians¹⁰Vejregler (2018): Håndbog for vejkryds i byer, p. 82. Link. Where this is not possible, cyclists should be handled in a separate signal phase or a right-turn ban for vehicles should be established.
  
• For uninterrupted cycle tracks with a separate right-turn lane for vehicles, consider regulating cycle traffic in a separate green phase, as this is a safe and secure solution for cyclists. This solution removes the potential conflict between cyclists and right-turning drivers. However, this solution also reduces traffic flow for all road users as the green time becomes shorter with more signal phases. Here, a wider cycle track can help maintain capacity for cyclists at the intersection.
  
• Consider banning right turns for vehicles completely (cycles exempt). This solution will ensure traffic safety on uninterrupted cycle tracks because the conflict between cyclists going straight and right-turning drivers is completely eliminated.

Establishing set-back stop lines for vehicles helps minimize blind spots, especially for truck drivers, and helps reduce right-turn accidents.

At signalized intersections, cycle boxes can be installed in front of the right-turn lane for vehicles. This gives cyclists priority in the intersection. The advantage is that cyclists have the opportunity to stop in front of drivers at red lights. This makes cyclists more visible to turning drivers and allows cyclists to enter the intersection before drivers. A cycle box should be established with a minimum depth of 5 meters, as a cyclist needs to be able to enter it in case of cyclists waiting ahead.

Establishing cycle lanes with wide dashed lines supplemented with cycle symbols and possibly blue-colored cycle zones at intersections can help guide cyclists across the intersection and make other traffic aware of cyclists.

For safety reasons, the use of blue cycle zones should be limited to one or at most two of the directions of travel, in order to maintain the design as something special that stands out from regular intersections¹²Jensen, S. U. : Effekter af overkørsler og blå cykelfelter. Trafitec, 2006. Link.

If the cycle superhighway runs along the “top bar of the T” of the T-intersection (the main road), cyclists’ traffic flow can be improved by exempting them from the traffic signals and requiring them to yield to crossing pedestrians and cyclists from and to the minor road. This solution is only recommended in intersections with few pedestrians and few cyclists from and to the minor road. 

If cyclists on the “top bar of the T” are allowed to bypass the traffic signal, it is generally recommended to require these cyclists to yield for left-turning cyclists from the side road. This is to ensure that the left-turning cyclists from the side road clear the intersection quickly.

If the amount of cycle traffic from the side road is very limited, it may be considered to require cyclists from the side road to yield to ensure maximum traffic flow along the cycle superhighway.

In three-way intersections, it is important to pay special attention to cyclists from the main road turning left onto the minor road. If there are many left-turning cyclists, it is recommended to establish a left-turn lane for them and and to manage their movements in their own phase separate from traffic from the other directions.

If a cycle superhighway turns right at a signalized intersection, it can be a good idea to allow right turns on red. This measure improves traffic flow and ensures the possibility for cyclists to turn right even when the signal is red. The solution requires the following conditions to be met¹³Vejregler: Håndbog i Projektering af trafiksignaler, 2022, p. 24f. Link, ¹⁴Transportministeriet: Bekendtgørelse om anvendelse af vejafmærkning, § 225, 2023. Link:

1) There must be a separate cycle track on the approach to the intersection as well as leading away from the intersection to the right,

2) The cycle track must be divided into a through lane and a right-turn lane with a total width of at least 1.85 meters including a continuous line dividing the cycle track,

3) The through lane and the right-turn lane must each be a minimum of 0.925 meters wide measured from the curb to the center of the continuous line dividing the cycle track,

4) The right-turn lane must be marked with a right-turn arrow for cyclists,

5) The right-turn lane must be marked with an S 11 yield line (“shark’s teeth”), as close as possible to crossing cyclists and

6) The distance to fixed objects must be at least 0.30 meters.

Additionally, one should be aware of the number of pedestrians. If there are many pedestrians, the risk of accidents between cyclists and pedestrians increases.

If there is ample space at the corner of an intersection where the cycle superhighway turns right, it can be an advantage to establish a right-turn slip lane for cyclists. This avoids right-turning cyclists having to stop for red lights. There should be room for a cycle track of at least 2.0 meters to bypass the traffic signal.

The measure reduces accessibility and perceived security for pedestrians who have to cross the cycle slip lane to reach the crosswalk. Therefore, the measure is best implemented in locations where there are no large pedestrian flows.

In signalized intersections on cycle superhighways, it is important to consider left-turning cyclists if the intersection represents a change of direction for the cycle superhighway.

In a four-way intersection, most cyclists will make a left turn by continuing through the intersection and waiting for a green light on the opposite corner after crossing one road segment. It is therefore important to design the intersection so that left-turning cyclists can safely stop on the corner without being a hindrance to pedestrians in the crosswalk. Especially if there are many left-turning cyclists, it can be difficult to ensure that everyone can stop and wait safely. Markings on the roadway can help cyclists to position themselves appropriately when turning left. In intersections where the traffic signals are traffic-controlled rather than time-controlled, induction loops in the left-turn lane can be added to detect cyclists in the signal.

If the cycle superhighway changes direction at a T-intersection, traffic flow can be improved by establishing a signalized left-turn lane and right-turn slip lane from the minor road. If it is not possible to establish a right-turn slip lane, it should be investigated whether right-turning cyclists can be allowed to turn right on red.

For safety reasons, it is a good idea to completely separate the cycle and vehicle phases in the signal program. This can result in short green times and generally poorer traffic flow at the intersection. Alternatively, cyclists can get an early green light in advance of drivers so the cyclists can pass the conflict zone before vehicles reaches the conflict zone. Read more in the section on early green lights.

If there is a significant amount of cyclists to and from the minor road, consider establishing a left-turn lane for cyclists from “the top of the T” to the minor road as well as a space for cyclists turning left from the minor road onto the major road, allowing them to yield to cyclists going straight on “the top of the T” without stopping on the roadway, if cyclists on “the top of the T” are exempt from the traffic signals.

Using an uninterrupted cycle track next to a separate right-turn lane can be problematic in densely built-up areas with higher traffic volumes and limited space at the intersection. If space is tight or if high-speed cyclists can be expected (e.g., at intersections at the end of a hill), a truncated cycle track will often be the best compromise between traffic flow and safety for cyclists. With a truncated cycle track, the cycle track stops before the intersection and cyclists merge with right-turning drivers in the right-turn lane.

From a traffic safety perspective, the truncated cycle track is considered a good solution, as the risk of right-turn accidents is lower with a truncated cycle track. Therefore, this solution is often preferable at signalized intersections with a high incidence of right-turn accidents if it is not possible to establish an uninterrupted cycle track with separate control or to prohibit right turns for vehicles.

The point of conflict between cyclists and right-turning drivers is moved away from the intersection by the truncated cycle track. Instead, the point of conflict is shifted backwards to the merging point on the approach to the intersection, where road users’ attention is increased because they have to share the space and therefore have to orient themselves in relation to each other.

Although the solution is good from a statistical traffic safety perspective, it may be perceived as an unsafe solution by the majority of cyclists¹⁶Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 5 Link, as it can create uncertainty about where cyclists should position themselves in relation to drivers, and sharing road space with vehicles can feel unsafe. It can also be confusing for drivers as cyclists can position themselves on both the right and left side of the vehicle. Therefore, truncated cycle tracks should only be established at intersections where there are few right-turning drivers. In these cases, one should reconsider whether it is possible to prohibit right turns for vehicles, thereby allowing for a truncated cycle track without the risk of conflicts.

Design of truncated cycle tracks in densely built-up areas:

• For truncated cycle tracks, the combined cycle lane and right turn lane should have a width of at least 3.5-4.0 meters¹⁷: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 5 Link. This width ensures that cyclists can position themselves next to the driver, while preventing two drivers from positioning themselves next to each other.
• The length of the combined cycle lane and right-turn lane should be 15-25 meters¹⁸Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, s. 10 Link. Additionally, good visibility conditions should be ensured 30-50 meters before the cycle track is truncated¹⁹Vejregler: Håndbog for vejkryds i byer 2018 Link. If good visibility conditions cannot be ensured, a truncated cycle path should not be used.
  
• When using a truncated cycle path, it is a good idea to mark the combined cycle lane and right-turn lane with two to three large cycle symbols. The first cycle symbol should be placed immediately after the cycle track is truncated. The last cycle symbol should be positioned in the combined cycle lane and right-turn lane, where the dashed line between the two lanes ends and becomes a solid line.
  
• Truncated cycle tracks should not be considered if there are many right-turning vehicles at the intersection as it reduces traffic flow and comfort for cyclists. Similarly, there should not be any bus routes turning right or a large volume of heavy traffic at truncated cycle paths in signalized intersections in densely built-up areas.

At signalized intersections with a truncated cycle track, where there are many cyclists going straight, consider establishing a cycle track or cycle lane to the left of the right-turn lane for vehicles. This contributes to better comfort and flow for cyclists compared to a regular truncated cycle track. However, the perceived safety is lower than with an uninterrupted cycle track. By establishing a cycle track or cycle lane to the left of a right-turn lane at the end of a truncated cycle track, the dangerous conflicts between right-turning drivers and cyclists going straight are replaced with less dangerous merging situations before the intersection itself²⁰Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 10 Link.

Design of truncated cycle tracks with cycle path/cycle lane to the left of the right-turn lane:

• Truncated cycle tracks with a cycle track or cycle lane to the left of the right-turn lane for vehicles should be designed so that the cycle track continues straight ahead, while drivers have to change direction when crossing the cycle lane. This helps drivers to slow down and orient themselves in the merging situation.
• If there is a high proportion of right-turning drivers, an uninterrupted cycle track can be provided for the right-turning cyclists.
  
• The length of the combined cycle land and right turn lane should be 15-25 meters²¹Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 5 Link. In addition, good visibility conditions should be ensured for the last 30-50 meters before the merging situation²²Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, s. 5 Link. If good visibility conditions cannot be ensured, a truncated cycle track should not be used.
  
• If this solution is designed with a cycle lane rather than a (curb-separated) cycle track, the cycle lane should have a width of at least 1.5 meters including the edge line towards the through lane, and the width of the right-turn lane should be 3.5 meters. There should also be a crossing zone between right-turning cars and cyclists going straight²³Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 10 Link.
  
• The merging point should be marked as a blue cycle zone to increase awareness among all road users in the merging situation. If a cycle lane is constructed instead of a cycle track from the merging point to the intersection, this cycle lane should also be marked as a blue cycle zone.

There may be signalized intersections where there is no space to carry the wide, uninterrupted cycle track all the way to the intersection, but where a truncated cycle track is also not considered the best solution. In such cases, a narrow cycle lane along the curb all the way to the stop line can be considered as a compromise between traffic flow and safety for cyclists. This solution should only be considered if there are many right-turning drivers and few cyclists going straight ahead. If there are many cyclists going straight ahead, you should instead consider routing the cycle track to the left of the right-turn lane or choose a “traditional” truncated cycle track.

Truncated cycle track with cycle lane along the curb up to the stop line:

• The stop line for the right-turn lane for vehicles should be set back by a minimum of 5 meters, as this improves traffic safety on the uninterrupted cycle track. A stop line for vehicles that is set back by at least 5 meters minimizes blind spots, especially for truck drivers, and can therefore help prevent or reduce right-turn collisions.
• The cycle lane should have a minimum width of 1.5 meters including the edge line and the width of the right-turn lane should be 3.5-4 meters²⁴Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 10 Link.
  
• Good visibility conditions should always be ensured for the last 30-50 meters before the cycle lane is truncated²⁵Vejregler: Håndbog for vejkryds i byer, 2018, p. 82 Link. If good visibility conditions cannot be ensured, a truncated cycle track should not be used.
  
• The solution can be supplemented with a cycle box in front of the right-turn lane to improve traffic flow for cyclists going straight ahead.

Read more about cycle boxes here

Uninterrupted cycle tracks next to a combined straight and right-turn lane for vehicles is not recommended as this solution causes the most collisions²⁶: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 7 Link.

Uninterrupted cycle tracks next to a combined straight and right-turn lane should only be considered if there are few or no right-turning vehicles. In such cases, however, prohibiting right turns for cars should be considered instead.

Design of truncated cycle tracks when through lanes and right-turn lanes are combined:

• When an uninterrupted cycle track runs alongside a combined through and right-turn lane, it should be considered to regulate cycle traffic with a separate green phase, as this is a safe and secure solution for cyclists. This approach eliminates the potential conflict between cyclists and right-turning drivers. However, this solution reduces traffic flow for all road users, as the green time is shorter with more signal phases. In this case, a wider cycle track can help maintain capacity for cyclists at the intersection.
  
• The stop line for the combined through and right-turn lane should be set back by a minimum of 5 meters, as this improves traffic safety on uninterrupted cycle tracks. A stop line set back by at least 5 meters for drivers minimizes blind spots, especially for truck drivers, and can therefore help prevent or reduce right-turn accidents²⁷Vejdirektoratet: Håndbog for vejtekniske løsninger for cyklister – Effekt på sikkerhed og oplevet tryghed, 2022, p. 7 Link.
   
• Good visibility conditions should always be ensured 30-50 meters before the intersection to reduce the risk of drivers overlooking cyclists and pedestrians²⁸Vejregler: Håndbog for vejkryds i byer, 2018, p. 82 Link.
  
• A complete ban on right turns for vehicles should be considered (cycles exempt). This solution increases traffic safety for cyclists because the conflict between cyclists going straight ahead and right-turning drivers is completely eliminated.

Establishing roundabouts are often a good way to ensure efficient traffic flow and safety for motorists. However, they can pose challenges for cyclists in terms of traffic flow, safety, and perceived safety.

Therefore, as a general recommendation, it is advised to find alternative routes for the cycle superhighway if it passes through an existing roundabout.

Recent research on cyclist safety in roundabouts indicates a clear but paradoxical relationship between cycling facilities within roundabouts and the number of accidents. The “better” the facilities established for cyclists within the roundabout, the more accidents tend to occur.

The latest traffic safety research shows³³Transportøkonomisk institutt: Trafikksikkerhetshåndboken, 2023. Link, among other things:

Speed reduction measures

There is a clear correlation between the speed difference between drivers and cyclists at roundabouts and traffic safety: The higher the speed difference, the higher the collision risk for cyclists. Therefore, existing – as well as newly built – roundabouts that are to be part of a cycle superhighway should be made as speed-reducing for drivers as possible.

This can be achieved through the following measures:

• Expand the central island to narrow the circulating area (the roadway)
• Make entries and exits less dynamic
• Establish speed humps or speed tables for vehicles at entries and exits

Things to consider:

• Cycle lanes in roundabouts should be used with caution, as establishing a cycle lane essentially increases the circulating area that drivers can use to increase their speed. Additionally, the risk of cyclists being squeezed at the entries and exits is greater when there is no physical separation.
• Approach lanes should generally not be wider than 3.5 meters, but preferably narrower in small and medium-sized roundabouts. Exit lanes should not be wider than 4 meters. A truck apron with cobblestones surrounding the central island can make it easier for trucks and buses to pass through, but can also result in increased speed through the roundabout.

In rural areas, roundabouts are usually relatively dynamic, meaning that drivers can travel relatively fast through the roundabout. Therefore, solutions are typically used where cycle traffic is diverted away from the roundabout along bidirectional cycle paths, with cyclists being required to yield at the roundabout. This is the safest solution for cyclists but often results in long waiting times for cyclists and, in some cases, detours. Therefore, this solution is not recommended as part of a cycle superhighway.

If a cycle superhighway runs through a roundabout in rural areas, it is recommended to ensure traffic flow and safety for cyclists by grade separating the cycle track through the roundabout using either a tunnel or a bridge.

• Closing side roads and driveways.
• Establishing continuous cycle tracks across side roads – applicable to bidirectional cycle tracks as well. A continuous cycle track has a speed-reducing effect on drivers turning onto and out of side roads, as they have to cross over the cycle track, including its curb. The continuous cycle track helps side road traffic to more easily recognize and understand who has the right of way.
• If the curves of the side are too dynamic (allowing a soft turn), they should be made less dynamic. This means that turning drivers have to slow down to turn onto and out of the side road. This minimizes the risk of collisions.

Principle for the design of a continuous cycle track. Continuing the cycle track across less busy side roads provides good traffic flow for cyclists. The AADT (Annual Average Daily Traffic) on the side road should not exceed 600-800 vehicles. Also remember to extend the sidewalk across the side road as shown in this example. Photo: The Cycle Superhighway Collaboration of the Capital Region of Denmark.

Crossings constructed with varying surfaces across a cycle track can create uncertainty about the right of way, while riding on cobblestones and similar surfaces can reduce comfort for cyclists. This solution is not recommended. Photo: Pablo Celis

When crossing other cycle paths and footpaths, it is recommended to prioritize the cycle superhighway. This can be done by clearly marking the duty to yield with shark’s teeth markings on the adjoining paths. Additionally, it is important to ensure good visibility at path junctions. Vegetation or sharp crossing angles can pose challenges for visibility.

The crossings of the cycle superhighway with other paths must be marked with clear yield requirements, and good visibility must be ensured at the crossing. Photo: The Cycle Superhighway Collaboration of the Capital Region of Denmark.

Type A shows a bus stop with a bus bulb, where the course of the cycle superhighway is unchanged and straight. However, cyclists still have to deal with crossing pedestrians as the bus shelter is located on the right side of the cycle track.

Type B shows a bus stop with a bus bulb. The bus bulb is wide because the bus shelter is located on it. This means that waiting bus passengers do not rush onto the cycle track when the bus arrives, but may mean that the cycle superhighway has to make a bend to make room for the wide platform.

Type C shows a floating bus stop where the bus stops on the roadway. This solution can be considered when the cross-section is not wide enough to establish both a bus bay and a bus bulb, and/or when it is desired to prioritize bus flow over vehicle flow.