Cycle Stop Area

This type of marking consists of two parallel stop lines before the intersection. The line located closer to the intersection indicates the stopping place for cyclists, the stop line farthest from the intersection is the stopping place for all other vehicles. The length of the zone is the distance between two stop lines, usually 5 meters. The cyclist stop zone is usually an extension of one or more lanes and accommodates several cyclists.

In addition to linear marking, stopping areas for cyclists can have a bright road surface (usually red or green) with a contour image of a white bicycle. Also, such markings can be accompanied by road signs informing drivers about its purpose, and additional traffic lights for cyclists. Cycle stop zones are often used in conjunction with bike lanes, allowing cyclists to enter the zone without interference.

Russian norms and rules, this type of markup is not provided. There is no universally accepted name for this markup in Russian yet. In the European Bicycle Dictionary ^{[1], an} advanced stop line is translated as a stopping area for cyclists at a traffic light . In the documents of the Research Institute for the Design of Cycling Transport ^[2], proposals for the introduction of this type of marking pass under the heading of an enlarged area for stopping bicycles at intersections . This article uses a shorter version of the translation of this term - the stopping area for cyclists, and a short version of its English name - bike box .

Cycle stop zones are commonly used at intersections with bike lanes. The rules of the organization of traffic in some countries, for example, in the UK and Ireland, require the presence of a bicycle lane, which provides cyclists with a formal opportunity to leave the first (car) stop line. At the same time, such a lane can begin just a few meters before the intersection. Bicycle lanes can be separated from car lanes by either a continuous or intermittent marking line. In addition to the bike lanes leading bike traffic to the stopping areas for cyclists, bike lanes can be used in conjunction with such zones, continuing from the stopping areas to the intersection, and indicating to cyclists and car drivers the possible directions of the flow of the bicycle stream.

The presence of special zones at the intersection to stop only cycling allows cyclists to take a position in front of waiting cars during the red phase of the traffic light and, when the traffic light changes to green, start first. One of the most common types of accidents involving cyclists is the collision of a straight-forward cyclist with a car turning right. An additional stop line provides cyclists moving straight or left from the intersection a place where they can wait for their phase of the traffic light without interfering with vehicles turning to the right in situations where the turn to the right is regulated by the signals of additional sections of the traffic light or is allowed regardless of the signals traffic light (as, for example, in the USA).

When stopping at a red light on a site formed by an additional stop line, in front of drivers, cyclists are more visible. And while crossing the green light, the very presence of additional stop lines and the image of the bicycle on the road reminds road users that this road is used by cyclists. Visibility and awareness help reduce accidents.

This marking is most effective at intersections with high bicycle traffic. Stop zones:

• improve the visibility of cyclists
• increase the awareness of drivers about the presence of cyclists on the road,
• allow cyclists moving straight or turning left to take a safer position for maneuver,
• By placing cyclists in front of cars, they reduce the volume of inhaled automobile exhausts.
• contribute to improving the status of cyclists as road users.

The first additional stop lines appeared in the late 1980s in Europe and Asia. In Belgium, this type of markup has been officially used since 1992. In the USA and Canada - since about 2000. In the UK, the first experiments on the introduction of such markup have been carried out since 1986, and in 1993 the official brochure of the Department of Transport was released describing the results of these experiments ^[3] . The results of one of the first significant studies on the use of such markings were published by a group of Danish engineers in 1994 ^[4] .

In the UK, markings of this type were first tested at Oxford in 1986 ^[3] . Then, as part of a pilot project by the UK Department of Transportation, and in addition to this project at the initiative of some local authorities, this markup appeared in Newark, Bristol, York, Cambridge, Manchester and Newcastle. Different marking variations were tested - with additional information plates and additional traffic lights on the “back” stop line, and without them, with the allocation of a bicycle area by a pavement of different colors, with different widths of the stopping area for cyclists, with different types of lead lanes (separated as solid , and broken lines of marking) and different widths (1.2 and 1.5 m). Comparison of different options showed that:

• Car drivers were less likely to call on a lane and in a stopping area for cyclists where the initial, most informative, marking option was used. A simplified version, however, is much more profitable in terms of implementation. Therefore, at the stage when this type of marking is used for the first time in the region, it is recommended to use the marking in the most informative way - with additional information signs, a bike lane separated from the car lanes by a solid marking line and, possibly, even additional traffic lights. When drivers get used to perceiving such markup correctly, one can proceed to use a simplified version.
• Driving lanes separated by a solid line are much less frequent for drivers than those separated by a dashed line. If possible, lanes of the first type should be used, since the effectiveness of the entire marking as a whole is greatly reduced if cars block the path of cyclists. You can only separate bike lanes with a dashed line if the width of the road does not allow you to organize dedicated lanes.
• The contrasting color marking also helps to ensure that car drivers are less likely to call on the lane and in the area where cyclists stop. In this case, the contrasting bright green coating used in Manchester is considered contrasting; in Russia, a coating of any color other than the color of the asphalt will be contrasting.
• The visibility and clarity of the marking is significantly increased if the area for stopping cyclists is marked with a bicycle image on the road surface, and if there is a contrasting color lead-in lane.
• The original design provides for the width of the stopping areas of cyclists 5 m and the width of the driving lanes 1.5 m.In Cambridge, stopping areas with a width reduced to 3 m were tested, but subsequently the width was returned to 5 m, since the proximity of the cars prevented the proper use of the stopping areas for cyclists. 1.5 is considered the minimum recommended width of the drive bike lanes, however, Oxford used lanes only 1.2 m wide. Such a decrease in width is probably justified only on streets with a low speed.
• The recommended length for the driving lanes should correspond to the maximum length of the line of cars that accumulate in front of the intersection.

Leading or, as they are sometimes called, “feeding” bike lanes are an obligatory element of the bike box marking in the UK, as traffic laws prohibit all vehicles, including bicycles, from crossing the stop line. There is no stop line on the lead-in lane, and the cyclist can enter his stop zone without interference.

Leading bike lanes are usually located at the edge of the roadway. But in the event that straight traffic is forbidden from the extreme lane, the stopping area for cyclists occupies several lanes, the incoming lane may be located to the right (in the UK, left-hand traffic) from the extreme lane. Also, stopping areas for cyclists can have two leading bike lanes.

In other countries, this marking may not have leading bike lanes. Separate areas for stopping cyclists not associated with cycle paths and bike lanes can be seen, for example, in the USA and the Czech Republic. In this version, such markup is even simpler and cheaper to implement. However, in this form, it greatly contributes to improving road safety.

In Denmark and the USA, stopping areas for cyclists can have not only leading bike lanes, but also bike lanes, continuing from the stopping zone further through the intersection in the directions of cyclist movement permitted at that intersection.

When stopping at a red light on a site formed by an additional stop line, in front of drivers, cyclists are more visible. And while the traffic flow crosses the intersection into green light, the very presence of additional stop lines at the intersection reminds the traffic participants that there are cyclists on the road. Visibility and awareness help reduce accidents.

Copenhagen, in which almost 40% of trips are made by bicycle, is considered one of the most cyclized cities in the world. The bike box markup has been used in Copenhagen for over 20 years. The experience of using this marking confirms that it significantly reduces the number of collisions between straight-moving cyclists and cars turning right. Studies conducted in Denmark also showed that this type of marking is most effective in combination with a contrasting color road surface and bike lanes that continue through the intersection and indicate the direction of movement of cyclists to drivers, as well as reminding drivers who turn right that there may be a cyclist to their right ^{[5 ]} .

The results of another study conducted in Denmark show that the width of the stop zone of cyclists, that is, the distance between stop lines should be at least 5 m. This is due to the need to ensure clear visibility of cyclists to heavy truck drivers who may have a blind zone in front of the hood to 4 m. Another study by the Organization for Economic Security and Cooperation shows that by increasing the distance between pedestrians and cars, additional stop lines also run osobstvuyut improve the safety of pedestrians crossing the intersection.

Although it is safer for riders to wait in front of cars for green signals, there are concerns about riders coming to the intersection on the outside (right) side of the road. If a lorry is moving along the right lane, cyclists, even if they are driving along a lane, may go unnoticed by the driver due to the large lateral blind spots. Collisions with trucks almost always have very serious consequences for cyclists. John Franklin, author of Cyclecraft - A Guide to Safe Cycling, recommends that cyclists use lanes to access the cyclists' stopping area, including turning right only when the red light is on. During a green signal, it is safest to move with the flow of vehicles. If the signal changes to green during the approach to the intersection along the lane, it is recommended that cyclists integrate into the general flow whenever possible. If a heavy truck is standing in front of the intersection, it is recommended that you do not try to drive around it and get into the bike box, but wait for the enable signal, remaining in the general stream.

In Portland, Oregon, USA, both cyclists and car drivers find this marking a useful innovation that improves road safety. The main goal of introducing cyclist stop zones was to reduce the number of collisions between cars turning right and cyclists moving straight.

A study by the Oregon Consortium of Transport Research and Education showed that most road users - both car drivers and cyclists, understand the concept of this marking and comply with its requirements - almost three quarters of car drivers stop in front of the bike box, and almost the same number of cyclists stop in the right place in front of the stop line for cars. Among the positive effects, it can also be noted that at the crossroads the number of conflicts between drivers and cyclists decreased, and besides that, drivers began to give way to cyclists more often. Also, road users began to consider roads safer.

A 2002 study in New Zealand showed that at intersections equipped with areas for stopping cyclists and other safety measures, the number of collisions decreased ^[6] . In Cambridge, in the UK, after it was revealed at several pilot intersections that cyclist stop zones were effective, it was recommended that cyclist stop zones be used at all intersections ^[7] .

The stopping areas for cyclists are not a panacea for all possible dangers at the intersection. At the same time, they certainly improve the visibility of cyclists and allow them to take a comfortable position to start. All studies of the consequences of introducing such a markup show that it either significantly increases safety ^{[3] [8]} or does not have a noticeable effect ^[9] . But not a single study confirmed the sometimes absurd assumptions encountered in the blogosphere that cyclist stopping zones could increase the number of collisions.

Differences in the degree of marking efficiency are caused, apparently, by the nature and features of intersections - probably not at all intersections such marking will be effective. However, even in cases where the introduction of such markings did not lead to a change in the number of accidents, it was noticed that this helped to reduce conflicts between cyclists and car drivers.

A study of approximately 50 intersections in London, equipped with cyclist stopping zones, did not reveal a significant change in the number of collisions when averaging data for all intersections, but showed that the accident rate decreased at some individual intersections ^[9] . Similar results were demonstrated by a study conducted by the Department of Transportation in Portland (Oregon, USA) ^[5] .

The most controversial point in using such a markup is its use for organizing the turn of cyclists to the left. Turning left is traditionally considered a difficult maneuver even for cars. Во многих странах, в том числе и в России, поворот налево на большинстве перекрестков велосипедистам запрещен, поскольку связан с необходимостью предварительного перестроения через полосы трафика, движущегося прямо, и повышенного внимания для контроля не только сопутствующих, но и встречных автомобилей. Велосипедные зоны остановки не избавляют велосипедистов от этих трудностей.

Более надежным и безопасным способом поворота налево в последнее время считается используемый многими велосипедистам «ход конём» — пересечение перекрестка в два приема — сначала прямо, потом поворот налево и после смены сигнала светофора проезд в нужном направлении ^[10] .

1. Многие участники дорожного движения не знают, что означает эта разметка.

Чтобы действительно избежать столкновений, и автоводители, и велосипедисты должны хорошо знать правила дорожного движения. И те, и другие должны понимать, что они должны предпринять, приближаясь к зоне остановки велосипедистов. Некоторые водители сообщали о том, что разметка приводит их в замешательство, «засоряя» поле зрения и мешая заметить велосипедиста ^[11] . Также было замечено, что некоторые, по-видимому, наиболее неопытные велосипедисты пытались въехать в bike box во время зелёного сигнала светофора, пересекая поток движущегося трафика ^[9] . В одном исследовании, проведенном в городе Eugene (Орегон, США), наблюдали за bike box на улице с односторонним движением. Зона остановки велосипедистов шириной в несколько полос, была задумана, чтобы облегчить велосипедистам перестроение на другую сторону улицы для поворота налево. Однако многие велосипедисты не использовали такую возможность, по-видимому, не понимая полностью, как следует пользоваться этой разметкой [5].

2. Зону для остановки автомобилистов занимают автомобили и мотоциклы. ^{[8] [9] [12]}

Исследование, проведённое Фондом «Транспорт для Лондона» показало, что так поступают только 14 % водителей автомобиля… и 60 % мотоциклистов ^[9] .

3. Зоны для остановки велосипедистов не помогают повернуть направо.

Спроектированные, чтобы действовать в то время, когда транспорт останавливается на красный сигнал, зоны для остановки велосипедистов не помогают во время движения на разрешающий сигнал. Они не предоставляют дополнительной информации, предупреждающей автоводителей, совершающих поворот направо. Поэтому рекомендуется в дополнение к bike box использовать велополосы, продолжающиеся в направлении движения велосипедистов через перекресток.

Кроме того, незначительная часть столкновений при повороте направо связана с велосипедистами, движущимися по переходу или едущими, с нарушением правил дорожного движения, по находящейся справа улице навстречу поворачивающему потоку ^[13] . Зоны для остановки велосипедистов не помогают избежать таких столкновений.

4. Они не помогают велосипедистам, поворачивающим налево.

Если зона для остановки велосипедистов не распространяется на все полосы движения, она не позволяет велосипедистам повернуть налево. На нешироких дорогах такая зона вполне может занимать всю ширину проезжей части. Однако в этом случае велосипедисты, поворачивающие налево, должны занимать левую часть зоны остановки велосипедистов только во время красного сигнала светофора.

5. Задача обеспечения видимости велосипедистов ещё не решена полностью.

Зоны остановки велосипедистов сами по себе способствуют повышению заметности велосипедистов на дороге. Однако в случае с грузовиками, капот автомобиля может помешать водителю заметить велосипедистов, занявших зону для остановки велосипедистов пока автомобиль ожидает зелёного сигнала. Как отмечено выше, рецептом в таких случаях должно стать увеличение ширины зоны остановки велосипедистов на дорогах, по которым движутся большие грузовики.

6. По-прежнему остаётся опасным правый поворот на красный свет.

В США водителю разрешается повернуть направо при запрещающем сигнале светофора после полной остановки и условии, что этот манёвр возможно выполнить безопасно. Поворачивающие таким образом водители могут создать опасность велосипедистам, приближающимся к зоне остановки велосипедистов в то время, когда горит красный свет, и особенно во время смены сигнала на зелёный, а также велосипедистам, уже находящимся в зоне в ожидании разрешающего сигнала ^[14] .

В России такой манёвр запрещён, но на некоторых перекрёстках поворот направо регулируется сигналом в дополнительной секции светофора, и в качестве аналогичной ситуации можно рассматривать случай, когда движение прямо запрещено, а в направлении направо горит зелёная стрелка.

7. Велосипедисты будут опасаться использовать зоны для остановки велосипедистов.

Многие велосипедисты считают, что безопаснее ехать ближе к краю проезжей части. Исследование, проведённое в Лондоне показало, что многие не решаются занимать bike box'ы ^[9] .

Велоактивисты из Сан-Франциско, авторы статьи на Стритсвики, изучив множество публикаций и зная на собственном опыте преимущества и недостатки bike box'ов, сформулировали несколько основных советов по внедрению этой разметки.

1. Почти все исследования эффективности зон остановки велосипедистов акцентируют внимание на том, что чтобы они действовали, как задумано, и велосипедисты, и автомобилисты должны знать и соблюдать требования этой разметки ^{[8] [9] [12]} . Необходимы затраты на просвещение и образование, которые могут включать, например, информационные таблички и постеры, устанавливаемые непосредственно на дорогах, брошюры, разъяснения в СМИ и т. п. Например, в Портленде (США) перед началом внедрения bike box'ов была проведена масштабная информационная кампания, включающая объявления по радио, телевидению и в газетах. На каждом перекрёстке, где впоследствии были размечены зоны для остановки велосипедистов, заранее были установлены заметные постеры и таблички, предупреждающие об изменениях. Полиция Портленда в начале внедрения новой разметки следила за соблюдением правил её использования особенно тщательно. Департамент полиции также участвовал в распространении буклетов, разъясняющих требования и принципы функционирования новой разметки.
2. Зоны для остановки велосипедистов должны быть покрыты яркой краской для быстрой и лёгкой идентификации ^{[7] [8]} . Цветное покрытие гораздо эффективнее простого обозначения линиями и знаками.
3. Зоны для остановки велосипедистов должны использоваться совместно с подводящими (или как их ещё иногда называют, «питающими» велополосами), а также с велополосами, продолжающимися на перекрёстке в направлении движения велопедистов ^[7] .
4. Зоны для остановки велосипедистов должны иметь ширину не менее 5 м, чтобы обеспечить видимость водителям автобусов и грузовиков, и чтобы вместить большее количество велосипедистов ^[9] .
5. Чтобы уменьшить стремление водителей моторных транспортных средств занять зону для остановки велосипедистов, можно отодвинуть стоп-линию для автомобилей немного дальше от зоны для остановки велосипедистов. Новая разметка, так же как и любые другие нововведения требует некоторого времени, чтобы автомобилисты начали соблюдать её.

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• Bike lane
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