Security divider strips
A safety release strip is in Germany, a structurally identifiable or by marking verdeutlichter range, in contrast to the safety room , which is not always labeled or structurally applied. This shows the distance between the cycle path along the road and the edge of the road or between cycle lanes or protective lanes and parked cars.
The aim of the cycle path is to achieve a greater distance from flowing car traffic, and also to lead cyclists outside of the area in which car doors suddenly pushed open by the driver or front passenger lead to accidents. This is the so-called dooring accident, which accounts for every 7th cyclist accident reported to the police.
Recommended widths and design
In the recommendations for cycling facilities , a width of at least 0.50 m is recommended for parallel parking spaces and the edge of the road. For vertical or sloping parking spaces or for installations between the edge of the lane and the bicycle traffic system, 0.75 m is recommended. For (sidewalk and) cycle paths outside built-up areas, 1.75 m is specified as the regular distance to the lane of the country road .
distribution
Safety separation strips with the recommended widths are not available at numerous bicycle traffic facilities in Germany. The reason is the time of the investment. Construction cycle paths in particular are often decades old. They can also be retrofitted by marking them. As a rule, there should be safety stripes in the more recent cycling facilities in Germany. A new cycle traffic facility without a safety stripe is a defect that should be noted in a traffic safety audit.
While safety lanes built in the Netherlands are the norm on cycle paths, they have not yet been used in Denmark. The highly praised, wide cycle paths in Copenhagen endanger particularly fast cyclists who are just overtaking and therefore driving far to the left on the cycle path if a passenger door is opened carelessly.
Concept history
Until the amendment to the Road Traffic Act (StVO) in 1997, the safety separation strip was referred to as a protective strip in the regulations for road construction of the Research Association for Roads and Transport (FGSV) , similar to other meanings of this term. Since the bicycle traffic routing previously known as the offer lane was named a protective lane in the 1997 amendment to the Road Traffic Act , a new term had to be found for the previous protective lane.
Individual evidence
- ↑ UDV Communication
- ↑ Table 7 of the recommendations for bicycle traffic facilities (ERA 2010), quoted in the presentation on ERA 2010 from 2011, slide 8 there
- ↑ Compare e.g. B. Hupfer et al. Areas of application of offer strips. Reports of the Federal Highway Research Institute, volume V 74, Bergisch Gladbach 2000