11.7 Cycling at Junctions

Junctions, by definition, are places of conflict and as such the most hazardous and intimidating parts of the street network for cyclists and pedestrians. Between 2015 and 2020, around 71% of cycle casualties occurred at or within 20m of a junction, with the highest proportion being at T, Y or staggered junctions [Reference 50]. An unsafe junction, either perceived or actual, will deter people from cycling and sever the wider network, regardless of the quality of the adjoining routes.

Creating safe, user-friendly junctions, or convenient alternative routes, is essential to achieving a joined up, attractive cycle network that will lead to increased uptake in cycling as a mode of transport.

The design of safe junctions is a complex topic, and new arrangements, such as the CYCLOPS junction, have recently emerged [Reference 51]. This guide provides a high-level summary of potential options and design considerations. Further detailed design guidance can be found in LTN 1 / 20 and designers must make use of the Junction Assessment Tool.

Junctions can be designed to separate cycle and motor traffic, especially where the latter is high, or to reduce traffic speed and volume and make it safe for these different traffic streams to mix.

Between these two strategies there is a spectrum of levels of separation or integration.

Separation of the flows can be spatial, such as using bypasses, or temporal by using cycle only phases with signals.

The following junction treatments should be used to ensure a safe and attractive cycle network.

Full Junction Bypass

• Level of separation: Full
• Control type: Signalised
• Suitable for all users? Yes

Design considerations:

On both new and existing junctions, it may be better to divert cyclists around the junction and across the main streets outside the main junction area.

A fine urban grain will allow routes that bypass the main junction but remain direct and convenient. This integrates the junction into the wider urban fabric, avoiding the need for a single, expansive junction.

CYCLOPS or Circulating Stage Junction

• Level of separation: Full
• Control type: Signalised
• Suitable for all users? Yes

Design considerations:

Using an orbital cycle track encircling the junction, cyclists only have to give way to the right to other cyclists. These are not space efficient and while simple to use, can lead to visual clutter and leftover spaces.

Priority Junction (with priority crossings on all arms)

• Level of separation: Full
• Control type: Unsignalised
• Suitable for all users? Yes

Design considerations:

Where there are cycle tracks on the major arm of the junction, these should cross the minor arm (side road) as a full priority continuous crossing. For busier roads, such as primary streets, priority cycle crossings should then be introduced on the major arm to allow safe right turns. These should be located a safe distance from the minor arm to reduce conflict.

Dedicated Cycle Phase

• Level of separation: Partial - separation from pedestrians and traffic by time only
• Control type: Signalised
• Suitable for all users? Yes, if adequate timings are provided.

Design considerations:

A dedicated, all movements phase in lights for cyclists only. A simple, spatially efficient method of separation. Particularly useful where a junction allows some cycle only movements.

Cycle and Pedestrian Only Phase

• Level of separation: Partial - separation from traffic by time only
• Control type: Signalised
• Suitable for all users? Yes, if adequate timings are provided.

Design considerations:

A dedicated, all movements phase in lights for cyclists and pedestrians. A simple, spatially efficient method of separation. Particularly useful where a junction allows some cycle only movements. However, as pedestrian flows are mixed it is only suitable where there are low pedestrians flows.

Priority Junction (with priority crossings on minor arms only)

• Level of separation: Partial
• Control type: Unsignalised
• Suitable for all users? Yes

Design considerations:

Where there are cycle tracks on the major arm of the junction, these should cross the minor arm (side road) as a full priority continuous crossing. If the major arm has relatively low traffic, such as a secondary street or smaller high street, uncontrolled crossings can be used to allow right turns. These should be located a safe distance from the minor arm to reduce conflict.

Mini Roundabout

• Level of separation: Mixed with traffic
• Control type: Unsignalised
• Suitable for all users? Yes

Design considerations:

Suitable for low traffic streets. Double roundabouts should be avoided.

Raised Table Junction

• Level of separation: Mixed with traffic
• Control type: Unsignalised
• Suitable for all users? Yes

Design considerations:

Informal, shared surface raised table junctions can be used on low traffic streets, mainly Local streets. On busier roads separation may be required.

Junctions on shared surfaces or quiet streets

• Level of separation: Mixed with traffic
• Control type: Unsignalised
• Suitable for all users? Yes

Design considerations:

Lack of vehicle priority and very low speeds ensure street is safe for all users.

Designers should not be timid in their ambitions for creating safe, attractive junctions through segregation or by significantly restricting traffic speed and volume.

Partial measures will not make the junction feel safe enough for all users which will create a weak point in the network and reduce the number of trips that can be made by bike. On some junctions some compromise may be unavoidable

All junctions must be assessed using the Junction Assessment Tool (JAT) in LTN 1/20, no movements should be scored 'red' and those on key cycle routes must be scored 'green'.

In new developments, all junctions should be suitable for users of all abilities and confidence levels.

Junction designs should be coherent, simple and legible across a network and so a mix of typologies should be avoided.

In general, where there is segregated cycle provision on the street, a segregated junction should be provided. Elsewhere, traffic volumes and speeds should be low enough to allow integration with traffic.

References

• Reference 50: DfT (2020) Reported road casualties in Great Britain: pedal cycle factsheet https://www.gov.uk/government/statistics/reported-road-casualties-great-britain-pedal-cyclistfactsheet-2020/reported-road-casualties-in-great-britain-pedal-cycle-factsheet-2020 (Return to content for reference 50).
• Reference 51: TfGM (2029) CYCLOPS – Creating Protected Junctions (Return to content for reference 51).