Kenniscentrum voor fietsbeleid
  • 1. Two-lane roundabout with two-way bike path

    Harderwijk, Hoofdweg/Verkeersweg, two-lane roundabout. On this two-lane roundabout with a two-way bicycle crossing too many accidents occurred. Local authorities have increased safety by a three-pronged approach: 1) construction of a raised crossing, 2) increasing the distance between crossing and roundabout and 3) adapting the arrow markers for motorists.

  • 2. Location and traffic volume

    The roundabout is located at the edge of the town centre, at an intersection of two through roads. Over 20,000 motor vehicles per 24 hours use the roundabout. For cyclists the route along Hoofdweg to the town centre is most important. In addition there is a two-way cycling route along the south of Verkeersweg that is heavily used, by school-age children in particular.

  • 3. Construction two-lane roundabout

    In 2000 traffic lights at this intersection were replaced by a roundabout. In order to ensure a speedy circulation for motor vehicles a decision was made in favour of a two-lane roundabout, constructed largely in accordance with the recommendations of CROW-publication 126: 2 lanes on the approaches,1 lane on the exits, circular bike path at 5 metres’ distances from the lanes and priority for cyclists. The south leg was provided with a two-way bicycle crossing.

  • 4. Many accidents

    From the very first year after construction numerous accidents occurred.. In 2002 and 2003 28 accidents occurred, 6 of which with injuries. On the one hand these were priority accidents* between cars and cyclists on the exits Hoofdweg and Verkeersweg-west. Often injuries were incurred, particularly among cyclists between 12 and 15 years of age. In addition there were many weaving and rear-end collisions among cars at various locations on the roundabout. In these accidents only material damage was incurred. 

    *) Actually these were passage accidents. Drivers leaving the roundabout failed to give free passage to cyclists continuing on the roundabout.

  • 5. Causes of accidents

    An analysis revealed many accidents to be the result of too high a workload for drivers. At this compact roundabout car speeds were relatively high. As a result drivers had to perform many actions and make many decisions in a very short time, particularly drivers on the inner lane who had to weave in order to leave the roundabout. This resulted too often in overlooking the cyclists on the exit. A major cause of the rear-end collisions was moreover the limited room in front of the bicycle crossing. This lead to rear-ends of vehicles sticking out over the roundabout when motorists had to wait.

  • 6. Additional measures

     A number of measures have been taken to increase safety: 1) the two-way crossing has been raised; 2) two bicycle crossings have been relocated at a greater distance from the roundabout; 3) signs and markings* for motor vehicles have been adapted. The measures resulted in a significant decrease in the number of accidents. In 2006 and 2007 only a single accident occurred on the connections. The following pictures provide the details of these measures.


     *) The arrow markings have not been executed as planned, see chapter 9.

  • 7. Two-way raised crossing

    By raising the two-way bicycle crossing the visibility and conspicuity of the crossing are heightened. In addition the raised level has a calming effect on car traffic. The pedestrian crossing has been raised at the same location. In order to emphasise the right of way the bike path has been executed in red asphalt. Axial markings, in addition to signs, indicate this is a two-way bike path.

  • 8. Distance to crossing

    By increasing the distance between the roundabout and the bicycle crossing to approximately 10 metres, there is now more room for cars having to give free passage to cyclists. Consequently they no longer take up room on the roundabout itself. An additional advantage is that there is also more room for cars waiting at the entrance to the roundabout, so drivers having to yield to traffic on the roundabout cause less obstructions for cyclists. The extra distance was also desirable for the construction of the raised level, as it provided more room for fitting in the slopes. Motorists do not like waiting on a slope.

  • 9. Marking and signs

    In order to reduce the number of (sudden) weaving manoeuvres on the roundabout, markings and signs on the approaches have been adapted. Only left-turn traffic is referred to the inner lane and has to weave in order to leave the roundabout.

  • 10. Discussion about alternative solutions

    Removing the right of way of cyclists has been considered, but this was rejected on the grounds of uniformity and cycling quality. Discontinuing the two-way crossing has been considered as well, but this would be highly illogical for cyclists on the two-way bicycle route. Not many school-age children will meekly travel three-quarters of the way around the roundabout. A tunnel proved to be not feasible and too expensive. A turbo roundabout was rejected since this would require a two-lane exit. These exits are undesirable due to the danger of blocked-view accidents. Semi-turbo roundabouts that render weaving on the roundabout redundant as well and have moreover single-lane exits (zie Hilversum), did not yet exist at the time

Design example
2006
Amersfoort, Wuytierslaan-Hogendorplaan, uitritconstructie met tweerichtingsfietspad. Vanwege het grote aantal ‘spookfietsers’ heeft de gemeente Amersfoort in 2003 éénrichtingsfietspaden langs de Wuytierslaan omgebouwd tot een tweerichtingsfietspad. Om de veiligheid op de kruispunten met de zijstraten te verhogen zijn uitritconstructies aangelegd. Pijlmarkeringen attenderen automobilisten uit de zijstraten op fietsers uit twee richtingen.
Design example
2007
Maastricht, Tongerseplein, meerstrooksrotonde. Het Tongerseplein is een drukke meerstrooksrotonde nabij het centrum van Maastricht. Het plein stond bekend als gevaarlijkste punt van Limburg. Met een pakket aan maatregelen heeft de gemeente de veiligheid voor fietsers vergroot. Onder andere: spiraalmarkering, een bypass en vermindering van het aantal rijstroken op een afrit.
Notice
Peter Kroeze (Ligtermoet & Partners) , CROW
2006
De Ontwerpwijzer Fietsverkeer (CROW-publicatie 230) is het standaardwerk voor ontwerpers en beleidsmakers. Deze index helpt bij het vinden van de gewenste informatie. Let op: de Ontwerpwijzer Fietsverkeer is in 2016 geactualiseerd. 
Design example
2008
Hilversum, Joost den Draaijerrotonde. In de zomer van 2007 is in Hilversum de eerste halve turborotonde van Nederland geopend met voorrang voor fietsers. (Althans, voor zover bekend is dit de eerste). In de loop van 2008 worden de resultaten van de evaluatie verwacht. Volgens de gemeente zijn de eerste ervaringen positief. Met video-impressie.
Notice
Peter Kroeze (Ligtermoet & Partners) , CROW
2006
The Bicycle Traffic Design Indicator (CROW publication 230) is the standard reference for designers and policy makers. This index helps them find the required information.
Article
Ron Hendriks , Fietsverkeer nr. 18
2008
In een nieuwe CROW-publicatie over turborotondes komt ook de positie van de fietser aan de orde. En dan met name de vraag of en wanneer fietsers in danwel uit de voorrang meelopen.
Presentation
Peter Kroeze , Ligtermoet en Partners
2008
Analyse van enkele oplossingen voor ‘fietsers op drukke rotondes’, anders dan de steeds vaker toegepaste turborotonde. Concrete oplossingen zoals gerealiseerd in Maastricht, Harderwijk en Utrecht worden in deze presentatie (voor een Fietsberaad-bijeenkomst, mei 2007) beoordeeld, op basis van feitenmateriaal over ontwerp en ongevallen.
Presentation
Design example
2007
Amersfoort, Wuytierslaan-Hogendorplaan, exit construction with two-way bike path. As a result of the large numbers of cyclists riding against traffic, local authorities in Amersfoort decided in 2003 to convert one-way bike paths along Wuytierslaan into a two-way path. To improve safety on intersections with side-roads, exit constructions have been deployed. Arrow markings in the side-roads draw car drivers’ attention to the presence of cyclists from two directions.
Design example
2008
Hilversum, Joost den Draaijer roundabout. In the summer of 2007 the first semi-turbo roundabout in the Netherlands (at least as far as we know) with right of way for cyclists was opened in Hilversum. In 2008 results of the evaluation are to be published. According to local authorities the first results are positive.  
Design example
2007
Maastricht, Tongerseplein, multi-lane roundabout. Tongerseplein is a busy multi-lane roundabout near the Maastricht town centre. It had a reputation as the most dangerous location in the entire province of Limburg. A large number of measures by local authorities have improved cyclists' safety. Among these: spiral markings, a bypass and reducing the number of lanes on an exit.  
Article
Ron Hendriks , Fietsverkeer nr. 18
2008
A new CROW publication on turbo roundabouts also discusses the position of cyclists. In particular the issue whether and when cyclists should have the right of way or not.
(Rijkswaterstaat)
06-08-2008 @ 15:49

In de discussie rondom de tweestrooksrotonde in Harderwijk lees ik "Van een turborotonde is afgezien, omdat daarvoor een dubbelstrooksafrit noodzakelijk is. "

Dit is niet juist, een turbo(achtige)rotonde met enkelstrooks afritten is ook zeer goed mogelijk. Zie de Joost den Draaierrotonde in Hilversum.

Theo Zeegers (-)
22-09-2008 @ 12:04

Dit weekend is er een 19-jarige vrouw doodgereden door een vrachtauto op een dubbelstrooksrotonde in Harderwijk (een andere dan deze). Toedracht wordt nog onderzocht. Een turbo met enkele afritten is ongetwijfeld beter voor de verkeersveiligheid. Gemeente Harderwijk zou het standpunt moeten heroverwegen. Theo Zeegers, Fietsersbond

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