Clare Creedon – Assignment #4
A bike lane is an on-road exclusive lane for bicycles denoted with white painted lines on the ground and a bicycle symbol. These are usually on 1 + 1 lane roads with no parking. When with mixed traffic, the traffic must be light. The minimum width of a bicycle lanes can be 4 feet.
B.4 – Buitenhofdreef, Martinus Nijhoflaan
This intersection shows a bike lane that ends for those turning right but continues straight across the street. When a cyclist wants to turn right, the situation becomes vehicular cycling. Although turns may promote decreasing speeds, this can be a safety concern since there are no indicators of a bike lane as seen in the photo. In addition, this is unsafe because without a bike lane and with a large enough lane for passing, cars will be inclined to pass cyclists on this turn. The lane should be shrunk if no lines added for extra lane so no passing is allowed. An alternative option, I see, is to connect the existing bike lane with the pedestrian side walk since there is so much space and small amount of traffic there. The right turning lane is 16.8 feet which could also add another lane, one for protected bike lanes. This bike lane would need 4.75’ and hatch lines of 2′ would leave about 10′ for cars. This is a safe reallocation of of space.
A.9 – Schoemakerstraat
The image above depicts a pocket lane on Schoemakerstraat. This may seem intimidating at first, but right before the intersection, the lane turns red. This does not permit cars to cross the lane. If cars want to turn right, they must do so earlier when the lane is black. Once a cyclist is in the intersection, the lane has no cars to it’s right, since part of the pocket was a right turn only lane. This creates a sense of safety for cyclists entering the intersection as they lose any threat to their right.
I personally felt very threatened when turning left at this intersection using this pocket lane. Once the red (bike) lane gets to the middle, it disappears. Also there is no protected green light for vehicles turning left which makes yielding to two lanes (bike and car) traffic from the other side extremely difficult. While waiting to turn left in the intersection, I questioned if I’d be hit from the right if it became their turn and if I had no space to turn with the time given. After waiting for the light, successfully turning left, and proceeding on the next road, I wanted to note a potential conflict of vehicles across turning right that may get into my lane. This intersection can be modified to include protected left turn lights in order to prevent the uncomfortable situation I was in.
A bicycle boulevard or quietway is a bikeway on calm, local street intended to be used by thru bike traffic while discouraging motor traffic. These routes have a meaningful length, and cars can usually only go one way down the narrow road.
A.1 – Abtswoude path, TU to Pr Beatrixlaan
This bicycle boulevard perfectly portrays a quiet street, safe for bicycling. As you can see on the map right above at the yellow person, this route is separated from major arteries and therefore does not have heavy traffic. This road does not have direct access to popular places, so cars usually come through to park if people live nearby. The road has reddish pavers which alerts drivers to slow down and keep watch for bikers. The bike boulevard is protected with a 4″ curb between car and bike lanes. The bike path is designed for two-way cycle traffic, so this must be a heavily used bike route. I am certain of this because right of the yellow man above is a river/canal that has a bike bridge (15 ft. wide) only permissible to bicyclists/mopeds. Below shows how this route area is specifically for bicycles as seen by building design, comfortably wide bike paths, a bike bridge, specific signs, and permeable barriers (see 8.3′ wide entrance thru way). These are all features of a bicycle boulevard. This route is only really beneficial to cyclists and runs parallel or avoids major road just north.
C.5 – Buitenwatersloot
This bicycle boulevard is surrounded by trees and grass. This wide buffer spacing from traffic along with smoothly paved red paths allow for pleasant riding. At the intersection, cyclists that turn right here are not affected by traffic signals and can ride at their own ease. Furthermore, this path can be called a bicycle boulevard as it runs parallel to greenery and a canal as well as its distinct separation from pedestrians on black sidewalk separated with a small curb.
Cycle tracks are effective roads for bicycles that usually do not permit cars. When cars are sometimes allowed on the roads, such as in a neighborhood, they must act as a guest; bikes are priority. These exclusive roadways are often protected with a large patch of grass and trees or are raised. They are distinct so as to lower possibilities of friction such as pedestrians. Cycle tracks usually run alongside the main road and help reduce its congestion.
A.2 – Papsouwselaan
I’m assuming this once 2 + 2 mixed function road was converted into a 1 + 1 road since it is in an area where shopping/leisure time is spent. Therefore, cars shouldn’t be racing by; hence the narrowed lanes. The road design was changed to promote accessibility (parking near shops) versus mobility (thru-way). The pavers and placed crosswalk in the road indicate that design is made to slow cars down. The black circled area shows what is now a buffer but, maybe once a traffic lane. This area can now be used as car parking to further slow down moving vehicles and create a larger barrier between moving vehicles and the cycle track. The cycle track is located next to the road yet separated with grass and pavers. It is distinct from the pedestrian areas at right by using red pavers and a border. This cycle track is a two-way facility and is 10 feet wide. The majority of people using this track are probably shoppers because this area has plenty of shopping and houses.
A.3 – -Voorhofdreef
This intersection perfectly defines a protected bike lane. To slow traffic, a turn-only car lane was taken out to make a more narrow road and so there would be two thru-way / turning lanes. Cars wanting to go straight would then have to wait if someone turning. Also if a car was to turn right into the bike lane, it would have to make a 90 degree turn which slows it down significantly and yield to bikes as seen on the shark teeth on the road. The cycle tracks are two ways on both sides and even protected with a barrier of trees. This cycle track may assist students because it goes right by the university.
D.8 – Ruys de Beerenbrouckstraat
These 1 + 1 cycle tracks run between the 1 + 1 roadway and pedestrian sidewalks. Ruys de Beerenbroukstraat carries local traffic as well as through traffic as it runs through local neighborhoods and shopping spaces. To minimize the flow of traffic since there are people living and shopping nearby, the lanes were narrowed to about 10.4 feet (curb to curb) and separated by raised cobbled median. Widening a lane for the bicycles rather than creating a protected cycle track, would’ve made the street seem wider and in effect, giving cars the sense they could drive faster. Instead, the cycle tracks were put off to the side and raised to create a distinct and safe riding zone. Cycle tracks are protected from cars turning right because the car lane shrinks at the intersection to 9.3 feet (curb to curb). Then the road curves slowly so that if the driver wants to turn right, they can clearly see cyclists at the who are continuing straight. Moreover, before entering the intersection, the motor vehicle road changes from a smooth, black asphalt road to a red, paver-stamped asphalt road. This immediately brings attention to the driver that there are bicycles nearby. Pedestrians also know not to enter the cycle track since, it is distinctly red and different from their stone sidewalk. The one-way cycle track is 6.8 feet which gives enough room for two cyclists to comfortably be ride side by side or pass each other.
A suggestion lane or advisory bike lane (ABL) is on a road with a middle zone surrounded by two bike lanes running both directions. They are used when space is limited and road traffic is low so that vehicles may cooperate with one another in the narrow space. Sometimes, they are bordered with parked cars on both sides. Other times, country roads have this type of facility and simply have grass on the sides. Regardless, bikes should stay in their suggested red lane, and cars can move left or right of the entire space to work around oncoming traffic. This will promote slow driving.
C.6 – Hugo de Grootstraat
This advisory bike lane is mixed with a two-way street. The road goes through a narrow dimension to promote slow cars that cannot speed past bikes. The black paved road is 13 feet which makes it tight for cars that may want to pass. They must wait their turn. As noted in the picture, there is a median which aides cross-walkers. The median also curves the road to further slow down cars. Five feet is comfortable for bikes, but as you can see from the bicyclists in the photo, the parked cars on his right push him to the left to avoid “dooring”. This area is a destination with many shops, offices, and schools as well as a residences, so precautions must be made to prevent speeders from hitting children or people crossing the street. This is a high volume area so controlling speed, while providing on road parking for people creates a compatible design.
C.7 – Westplantsoen
An advisory bike lane allows motor vehicles intrude upon the bike lane so that a small amount of space can be used for the whole road and traffic can be slowed. Traffic may be slowed when cars coming from two opposite directions must negotiate who will pass through first. Meanwhile, the other car will hug the right of the road and merge onto the bike lane. The bicycles, too, may go in the middle zone, or the center of the road when parked vehicles, common on these types of roads seem within reach of conflicts. The lanes are only suggestion, specifically for bicyclists to stay within their defensive space. I think advisory bike lane appropriately allocates space as lines are moderately spread out. As you can see in the image above, there is a disabled person in a wheel chair who feels comfortable going down this road because it is often difficult for cars to speed down these roads. Also see the car between bike lane and middle zone, while the cyclist and electric wheel chair stay in their suggested lanes.
B.11 – Schimmelpenninck van der Oyeweg (Delfgauw)
This is a rural local road that runs parallel to the highway. This is mainly used by residents living in this area who are trying to get to the highway or commute to nearby areas (no heavy traffic). Also the lack of sidewalk illustrates this as a quiet neighborhood. Other than residents, workers trying to get to green house will come through this road. Since not many cars come through this area, there isn’t a large focus to allocate city budget here. This type of facility is a cheaper alternative since space and maintenance are expensive. Instead of building shoulders along the road which would give it a larger feel and lead to speeding, ABL’s will cause friction when multiple vehicles mix. Instead of having two car lanes which would lead to speeding, bikes are prioritized with two lanes. The shared space promotes safety since cars adjust speeds according to others nearby as the limited space is negotiated.
A service road runs parallel to the main road and can be in an area mixed use or a neighborhood. This helps those looking for a access to a destination rather than act as a through way. Parked cars usually line the sidewalk side near the destination to avoid unsafe conditions of people crossing the street.
C.12 Zuidpoldersingel (Delfgauw)
A service road runs parallel to the main road and is intended for destination driving. It is also a safe route used by bicyclists since not many cars drive here, and when they do, it’s one direction. The main uses of service roads are bicycling and resident motorized traffic only. Another feature of the service road is the parking spaces. These are blocked out and on the apartment’s side so people will not cross the street and cars will park in their laid out parking spots. This will keep the service road open and clear. The motorized traffic is one way, while bicycles can go either way. Motorized vehicles are warned of bicyclists by the pavered ground. This means to drive slowly since there is parking and vulnerable cyclists on this unlaned, suburban road.
A bicycle highway is a luxury. It is used in rural areas and gives quick, direct routes to major destinations. Therefore, they have few curves, hills, or traffic lights. This facility is bi-directional and paved red. The entire width can range between 6.5 feet to a little over 8 feet. These are often used by people living outside of the city commuting in and also connect cities.
C.13 – N470 Bike Highway (Delfgauw)
The bicycle highway is intended for direct routes between cities or separated popular areas. It is two lanes, and cyclists can pass others. The road is a bicycle-red paved road making trips smooth and comfortable. The type of riders on this road are commuters. As you can see, there are few distractions or threats, so riders will have an easy time getting to where they want to go. I’m sure most people who live in the countryside and can’t get easy access to the train use this peaceful, yet straight-forward route. Although this bicycle highway runs alongside with a car highway at some points, it is spaced (raised) with a grassy hill.