{"id":8872,"date":"2023-01-13T14:57:30","date_gmt":"2023-01-13T13:57:30","guid":{"rendered":"https:\/\/supercykelstier.dk\/concept\/?page_id=8872"},"modified":"2024-08-14T11:00:14","modified_gmt":"2024-08-14T09:00:14","slug":"intersections","status":"publish","type":"page","link":"https:\/\/supercykelstier.dk\/concept\/design-and-build\/intersections\/","title":{"rendered":"Intersections on cycle superhighways"},"content":{"rendered":"
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To meet the five quality goals, cycle superhighways should have a minimum amount of intersections. However, cycle superhighways are often constructed along the existing road network, and completely avoiding intersections on a cycle superhighway can be difficult and expensive. At the same time, it is also important that cycle superhighways connect to the rest of the infrastructure network to ensure coherence and connections to where people need to go. Therefore, it is important to upgrade and improve the design and operation of intersections on cycle superhighways.<\/p>\n\n\n\n

To ensure optimal solutions, intersections on cycle superhighways should be designed according to the following principles:<\/p>\n\n\n\n

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Principles for intersections on cycle superhighways<\/h3>\n\n\n\n
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Avoid stops <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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On a cycle superhighway, it is important to have as few stops as possible. Where it is impossible to avoid potential stops, the ability to maintain a flow on the cycle superhighway should be prioritized as highly as possible (for example, through prioritization in traffic signal systems).<\/p>\n<\/div>\n<\/div>\n\n\n\n

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Priority in signalized intersections <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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The stopping and waiting time for cyclists at signalized intersections should be minimized. Therefore, it is important to review the signal program and the physical layout of each intersection or to coordinate multiple signals along a section to reduce the stopping and waiting time for cyclists.<\/p>\n<\/div>\n<\/div>\n\n\n\n

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Priority at side roads, driveways and junctions with other paths <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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Cyclists on cycle superhighways should have priority when crossing unsignalized roads and paths.<\/p>\n<\/div>\n<\/div>\n\n\n\n

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Priority at bus stops <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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At bus stops along a cycle superhighway, it is important to establish platforms for bus passengers boarding and alighting in the form of bus stop bypasses or floating bus stops to avoid conflicts between cyclists and pedestrians.<\/p>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n

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Read on for recommendations for the design of various types of intersections on cycle superhighways and points to consider. Click to go directly to the various types of intersections or continue scrolling. <\/p>\n\n\n\n

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Overpasses and underpasses<\/a><\/div>\n\n\n\n
Signalized intersections<\/a><\/div>\n\n\n\n
Roundabouts<\/a><\/div>\n\n\n\n
Side roads and crossings<\/a><\/div>\n\n\n\n
Bus stops<\/a><\/div>\n<\/div>\n\n\n\n
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Overpasses and underpasses<\/h1>\n\n\n\n

Grade-separated crossings are the best solution to avoid stops on cycle superhighways. Grade-separated crossings can be established either as underpasses (tunnels) or overpasses (bridges). Read on for recommendations for the design of underpasses and overpasses.<\/p>\n\n\n\n

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Using underpasses for intersections on cycle superhighways<\/h3>\n\n\n\n
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Recommendations for establishing underpasses on cycle superhighways<\/strong>:<\/strong><\/p>\n\n\n\n

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Wide underpasses and separation between cyclists and pedestrians <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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Underpasses should be the same width as the cycle path connecting to the underpass, or wider.<\/p>\n\n\n\n

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. <\/p>\n\n\n\n

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.<\/p>\n\n\n\n

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Read more about types of cycle paths<\/a><\/div>\n<\/div>\n\n\n\n
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Minimum clearance height of 2.8 meters <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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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.1<\/a><\/sup>Vejregler: H\u00e5ndbog for Grundlag for udformning af trafikarealer, 2021, p. 70-71 Link<\/a><\/span>.<\/p>\n<\/div>\n<\/div>\n\n\n\n

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Bright and open underpasses <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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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.<\/p>\n\n\n\n

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.<\/p>\n\n\n\n

Similarly, it is recommended to landscape the surrounding terrain with a slope to create an open and airy experience towards the tunnel.<\/p>\n\n\n\n

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.<\/p>\n<\/div>\n<\/div>\n\n\n\n

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Lighting in underpasses <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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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.<\/p>\n\n\n\n

It is recommended to follow the concept for underpass lighting developed by the Cycle Superhighway Collaboration for the underpasses on the cycle superhighway network.<\/p>\n\n\n\n

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Learn more about lighting in underpasses<\/a><\/div>\n<\/div>\n\n\n\n
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It is recommended to follow the concept for underpass lighting on the Cycle Superhighways. Photo: The Cycle Superhighway Collaboration in the Capital Region. <\/figcaption><\/figure>\n<\/div>\n<\/div>\n\n\n\n
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No steep slopes <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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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.2<\/a><\/sup>Vejregler: H\u00e5ndbog for Trac\u00e9ring i byer, 2016, p. 54. Link<\/a><\/span>. Therefore, it is recommended that the relationship between gradients and lengths does not exceed the values indicated in the following table:<\/p>\n\n\n\n

Gradient<\/strong><\/td>Maximum Length<\/strong><\/td>Elevation difference overcome<\/strong><\/td><\/tr>
5.0 percent (1:20)<\/strong><\/td>50 meters<\/td>2.5 meters<\/td><\/tr>
4.5 percent (1:22)<\/strong><\/td>100 meters<\/td>4.5 meters<\/td><\/tr>
4.0 percent (1:25)<\/strong><\/td>200 meters<\/td>8.0 meters<\/td><\/tr>
3.5 percent (1:29)<\/strong><\/td>300 meters<\/td>10.5 meters<\/td><\/tr>
3.0 percent (1:33)<\/strong><\/td>500 meters<\/td>15.0 meters<\/td><\/tr><\/tbody><\/table>
The recommended relationship between gradients and lengths for access ramps to underpasses on cycle superhighways.<\/figcaption><\/figure>\n\n\n\n
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The Dutch design concept for tunnels. The idea is that cyclists should not ‘realize’ that they are entering an underpass. This is achieved by ensuring sufficiently long ramps and a very open design around the underpass itself. Photo: Pablo Celis.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n\n\n\n
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Attention to proper drainage <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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It is important to ensure that there is good drainage in underpasses to prevent water from collecting at the bottom of the underpass.<\/p>\n\n\n\n

Read more here:<\/p>\n\n\n\n

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Drainage solutions on cycle superhighways<\/strong><\/a><\/div>\n<\/div>\n\n\n\n
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Using overpasses for crossings on cycle superhighways<\/h3>\n\n\n\n

Recommendations for establishing bike-pedestrian overpasses on cycle superhighways:<\/p>\n\n\n\n

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Wide overpasses and separation between cyclists and pedestrians <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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When deciding on the width of bike-pedestrian overpasses, it is important to take into consideration the expected future increase in bicycle traffic.<\/p>\n\n\n\n

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. <\/p>\n\n\n\n

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Bike-pedestrian overpass with good separation between cyclists and pedestrians on Indre Ringrute<\/em>. Photo: The Cycle Superhighways Collaboration in the Capital Region of Denmark.<\/figcaption><\/figure>\n<\/div>\n<\/div>\n\n\n\n
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Ramp gradients are important <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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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.3<\/a><\/sup>Transportministeriet: (CIR nr 162 af 17\/09\/1998) Cirkul\u00e6re om vejregler for vejes geometri over og under broer. kap. 2. Link<\/a>.<\/span><\/p>\n\n\n\n

Ramps for footbridges should not be constructed with gradients steeper than the recommendations for paths in the Road Standards4<\/a><\/sup>: H\u00e5ndbog for Trac\u00e9ring i byer, 2016, p. 54 Link<\/a><\/span>. Therefore, it is recommended that the ratio between gradients and lengths does not exceed the values specified in the following table.<\/p>\n\n\n\n

Gradient<\/strong><\/td>Maximum Length<\/strong><\/td>Elevation difference overcome <\/strong><\/td><\/tr>
5.0 percent (1:20)<\/strong><\/td>50 meters<\/td>2.5 meters<\/td><\/tr>
4.5 percent (1:22)<\/strong><\/td>100 meters<\/td>4.5 meters<\/td><\/tr>
4.0 percent (1:25)<\/strong><\/td>200 meters<\/td>8.0 meters<\/td><\/tr>
3.5 percent (1:29)<\/strong><\/td>300 meters<\/td>10.5 meters<\/td><\/tr>
3.0 percent (1:33)<\/strong><\/td>500 meters<\/td>15.0 meters<\/td><\/tr><\/tbody><\/table>
The recommended ratio between gradients and lengths for ramps to bridges on cycle superhighways.<\/em><\/figcaption><\/figure>\n\n\n\n
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Railings with a minimum height of 1.2 meters <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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Bridges must be equipped with sufficiently high railings or guardrails. It is recommended that railings or guardrails area at least 1.2 meters high.<\/p>\n<\/div>\n<\/div>\n\n\n\n

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The bridge landing is crucial <\/i><\/h4>\n<\/div>\n<\/div>\n\n\n\n
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It is important that the bridge’s connections on both sides take into account intersecting sidewalks, cycle tracks and roads, <\/p>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n

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Examples of bike and pedestrian bridges<\/h2>\n<\/div>\n\n\n\n
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Bike and pedestrian bridges over railways must be between 7 and 8 meters high (to the underside of the bridge). This can pose challenges in constructing ramps with an appropriate gradient \u2013 however, the view from the bridge often contributes positively to the cycling experience. Photo: City of Aarhus<\/p>\n\n<\/div><\/div>\n\n

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The Folehave Bridge, which carries a local green bike route and a regional bike route over the Folehaven main road in Copenhagen. Photo: Martin Toft Burchardi Bendtsen\/Arkitekturbilleder.dk<\/p>\n\n<\/div><\/div>\n\n

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An example of leveling a height difference from Utrecht in the Netherlands by establishing long ramps with a gentle incline along the entire stretch. The solution with the long ramps means that the cyclist can remain seated on the bike and climb the ramps without significant effort. Photo: Pablo Celis.<\/p>\n\n<\/div><\/div>\n\n

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The cycle superhighway Indre Ringrute runs along the \u00c5buen bike-pedestrian bridge over \u00c5boulevarden. Photo: The Cycle Superhighway Collaboration of the Capital Region of Denmark.<\/p>\n\n<\/div><\/div>\n<\/div><\/div>