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Don't Give Up at the Intersection Index

Don't Give Up at the Intersection
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Variations

Variations

High-Capacity Protected Intersection

At this two-way bikeway intersection, the corner island is thinner than in typical protected intersections. This shape maximizes the available queuing and maneuvering space. To reduce wait times, the crossbike is also wider on the intersection approach than at the receiving side. This configuration allows more riders to wait side-by-side and depart at the same time. Faster riders tend to accelerate through the intersection first, and pass slower riders before reaching the narrower receiving side. As shown in the drawing below, the approaches are 6’ wide and the receiving side 4’ wide for a total 10’ two-way approach.

Amsterdam, The Netherlands
Photo: Martijn Sargentini

 

Bend-Out

To set back the bikeway further, the bikeway can be ‘bent-out’ away from the motor vehicle lanes. This design enhances visibility by raising the angle at which cars cross the bikeway. Increasing the bikeway setback can also provide room for turning cars to wait before making the turn.

As it approaches the intersection, the bikeway can be bent away from the motor vehicle lanes and toward the sidewalk. If the bikeway bends out before the intersection the taper angle should be gradual, typically 1:4 or 1:5, allowing for a smooth transition to the intersection. When possible, the taper should end before the crosswalk to provide good visibility for approaching pedestrians.

The bikeway can also bend out after crossing the crosswalk, and before crossing the motor vehicle lanes.

San Francisco, CA
Photo: SFMTA

 

Interim Materials

Quick-build or interim materials can be used to implement protected intersection designs, even when building a refuge and corner island is not possible. As shown below, a pedestrian safety area is marked between the bikeway and the motor vehicle lane. This area is outlined in a double white line to prohibit motor vehicle crossings, and a pedestrian-friendly color and texture has been applied to this area. Flexible delineators or other vertical devices are used to separate this space from the roadway. Modular speed bumps can be placed at the corner, in lieu of a concrete truck apron.

Portland, OR
Photo: Roger Geller, PBOT

Accessibility for Interim Design

Protected intersections with interim materials often have flush, roadway-level pedestrian areas. These can be made accessible for pedestrians who are blind or have low vision by following either of the following design and regulation options:

• Interim Island: Place detectable warning surfaces on each side of the refuge area, as would be done at a raised pedestrian island. This allows pedestrians who are blind to use the intersection the same way other pedestrians do. The interim refuge area should include detectable elements when the pedestrian path changes direction at the refuge area, or if the refuge is so wide that pedestrians might diverge into the bikeway or street, or if other alignment concerns are present.

• Pedestrian Safety Zone: Mark the crosswalk all the way through the surface-level pedestrian area. This does not designate the pedestrian area as a refuge or stopping place. In some conditions, this arrangement may be simpler to navigate.

References