Cycle lanes in the central position

from Wikipedia, the free encyclopedia
Cycle lanes in the middle of the Schilling Bridge in Berlin

A cycle lane in the middle position ( RiM for short , colloquially known as Fahrradweiche ) is a cycle route at traffic junctions in which a cycle lane with interrupted lines runs along the straight-ahead lane or has its own left-turn lane that can be crossed by the turning motor traffic. As a result, the straight-ahead bicycle traffic can be directed through an intersection together with the straight-ahead motor traffic with a traffic light phase.

Central cycle lanes have been set up in Germany since the 1990s. They are increasingly being criticized by cycling activists and cycling associations, as the classification process creates an area of ​​conflict.

Relevant regulations in Germany

Cycle lanes in the central position are not described in the general administrative regulation on road traffic regulations . The guidelines for the construction of city streets contain information on direct left-turn guidance for bicycle traffic between two vehicle lanes. Concrete explanations on the design and routing of cycle lanes in the central position are also given in the recommendations for cycle traffic facilities . According to these, "special attention should be paid to defusing the conflict between straight-ahead bicycle traffic and vehicles turning right". According to the recommendations, the stop line of the cycle lane at the traffic junction should be at least three to five meters in front of the stop line of the vehicle lane in the same direction, depending on the volume of cycle traffic. To ensure that bicycle traffic is in the conflict area earlier than motor vehicle traffic, a traffic light switch with an early green phase is recommended for bicycle traffic. The regulations also recommend setting up the straight-ahead cycle lane to the left of the vehicle lane turning right.

The information on signaling bicycle traffic developed by the Research Association for Roads and Transport in 2005 describes the advantages of bicycle lanes in the middle for traffic safety and the flow of traffic when there is increased vehicle traffic turning right.

Problems

Cyclists' associations criticize bicycle switches under the designation "fear switch" as dangerous traffic routing and also refer to a subjectively perceived insecurity of cyclists when they are between two vehicle lanes. Young people and senior citizens in particular hardly ever use bicycle switches, as was found in a study by the Technical University of Berlin .

Another disadvantage is that there is a risk of traffic jams on the bike path, which can happen in particular when there is increased traffic turning right. While the creation of cycle lanes in the central position is intended to prevent right-turn accidents between straight-ahead cyclists and vehicles turning right, according to the study by the Technical University of Berlin, these would only shift the accident risk from the direct crossing area into the merging area. The increased feeling of insecurity leads to the fact that cyclists increasingly switch to areas of the road that are not permitted for cycling, where they can in turn pose a risk to pedestrians. In the case of further misconduct, for example when cyclists disregard the right of way, an increase was also recorded. During the study from 2015 to 2017, bicycle switches at 48 traffic hubs in Berlin, Hanover and Leipzig were examined with regard to the severity of accidents occurring there. As a result, there were no fatalities after setting up the bicycle switches, but the proportion of accidents with seriously injured people rose from 9.8 to 15.8 percent.

The risk of serious accidents on bicycle switches without a red color is around twice as high as on colored cycle lanes in the central position.

Regional implementations

Berlin

In Berlin bicycle lanes were in middle position, according to Senate Department for Environment, Transport and Climate Change created, among other things "to right-turn accidents involving cyclists and straight run counter right-turn vehicles". Newly created bicycle switches were last painted with red paint. In the Berlin implementing regulations for Section 7 of the Berlin Roads Act on sidewalks and cycle paths, there are no specifications for the construction of cycle lanes in the central position. Most recently, bicycle switches in Berlin were in constant criticism, especially after the introduction of the Mobility Act and the redesign of the traffic routing on Holzmarktstrasse and on the Schilling Bridge. In May 2020, the Senate Department for the Environment, Transport and Climate Protection announced in a report on increasing traffic safety at intersections to the parliamentary main committee that it no longer wanted to set up cycle lanes in the central position and instead preferably switched to separate traffic light phases, if possible.

Hamburg

Bicycle switch at the Caffamacherreihe in Hamburg

According to the Hamburg rules of the planning instructions for city streets, part 9 - systems of bicycle traffic - a separate lane for bicycle traffic on the carriageway at multi-lane intersection approaches can be safer and more sensible. Specifically, pass-by lanes for straight bicycle traffic in the central position are mentioned. These correspond to a protective strip with a minimum net width of 1.25 meters and are marked within the lane if the width of the lane is at least 3.50 meters. This leaves a net 2.25 meters for motor vehicle traffic.

In April 2020, the red-green Senate reached an agreement with the citizens' initiative Radentscheid Hamburg as part of a package of measures, including against the construction of further bicycle switches and the red coloring of the existing ones.

Web links

Commons : Cycle lane in central position  - collection of images

Individual evidence

  1. ↑ a b FFA-5/2019 - It's getting red on the streets of Frankfurt! Retrieved May 29, 2020 .
  2. ↑ a b c d Thomas Richter: Areas of application of cycle lanes in the central position. Technische Universität Berlin, January 2019, accessed on May 30, 2020 . (PDF; 14.9 MB)
  3. ↑ a b Yannic Walther: Let fear give way. In: New Germany . Retrieved May 29, 2020 .
  4. ↑ Bicycle switches should give way - for more safety. Retrieved May 29, 2020 .
  5. ↑ Red-Green agrees with the “Radentscheid Hamburg” initiative. NDR, accessed on June 6, 2020 .
  6. ↑ Radentscheid Hamburg agrees with Red-Green on improvements for bicycle traffic. Retrieved June 6, 2020 .