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Discussion in 'Politics, Laws, Government & Insurance' started by agro, Jul 13, 2008.
thats way to enlightened for australia. never happen sadly. the RTA here in NSW is all about the car, toll roads and PP's.....screw environmentally friendly alternatives to the almighty car...
The geniuses over here have decided to put the slowest things at the front. They're making boxes like these for bicycles. :roll:
Don't be too sure, advanced stop lines are being trialled by the Poms and we have been working on this for the past two years. They came up as one of the proposals from the VACC motorcycle forum and they have been in every congestion paper, report and submission from motorcycle groups for the past couple of years. It might take time but I think this is something we might manage.
Having spent all last night working on it with Marcus Wigan I an confirm that they come up again in the MRA's comments on the Eddington report.
See now, IF we get this through (in Victoria), there is a logical follow-on that leads from the advance box to the method of getting there.
If it's safer for cyclists, it's also safer for motorcyclists. And if it's safer for cyclists to move up the left-hand side (bike lane or no bike lane) of traffic to get there, it's also safer for motorcyclists... see where I'm leading?
But one step at a time. We can't expect to get the right to pass on the left UNTIL we've got somewhere to get to. The nice thing about this though, is that the infrasructure and legislation is already in place. Won't cost a cent. All it will take is one simple change to the definition of cyclist in the road rules (to include powered two wheelers) and weve got the whole box and dice
This is already allowed in Queensland...as long as the vehicles you are passing are stationary...
From the UK Institute of Highway Engineers Motorcycle guidelines
Chapter Four: Road Design & Traffic Engineering
4.4.1 The use of Advanced Stop Lines (ASLs) for cyclists at signal junctions is now widespread.They are intended to provide a safe location for waiting cyclists, especially those wishing to make a right turn at a junction.The Traffic Signs Regulations and General Directions (2002) (DfT 2002) clarified the legal position of such ASLs making it an offence for other vehicles to cross the first stop line and wait in the reservoir between the stop lines, except if unable to stop safely otherwise.
4.4.2 The shared use of specifically designed ASLs by cyclists and motorcyclists could provide similar benefits to motorcyclists as those experienced by cyclists:
v They offer a head start over other traffic, reducing the potential for conflict especially where turning movements are possible.
v They allow motorcycles to be visible away from and in front of other traffic.
4.4.3 There is an obvious potential safety benefit to cyclists themselves.Motorcycles are generally capable of greater acceleration than other motor vehicles; the risk of conflict is that much greater if motorcycles are placed directly behind them.
4.4.4 However, cycling representatives have raised concerns, arguing that the shared use of ASLs would detract from the convenience and safety of making a trip by bicycle and that the facilities would no longer be being used for the purpose for which they were intended.This implies that motorcyclists are less vulnerable than cyclists and do not need priority measures. Such concerns led to trials in the London Borough of Newham of shared use of ASLs.These trials,monitored by the Transport Research Laboratory (TRL), have included attitudinal surveys both before the installation of the facilities and after, and a video survey.The surveys showed significant illegal use of ASLs by a range of vehicles including motorcycles. Conflict between pedal cycles and motorcycles was not identified as a problem although the trial sites only provide a limited range of conditions and there were few right turning manoeuvres.
4.4.5 The trials have highlighted a number of design issues regarding the shared use of ASLs, especially the provision of separate filter lanes for motorcycles providing direct access to the protected area.There were particular concerns with motorcyclists rejoining other traffic as the signals change.The early results of these limited trials have been encouraging (Tilly,A & Huggins, P 2003):
v Before the trial of the shared use of ASLs a majority of motorcyclists (77%) and cyclists (51%) were supportive of motorcyclists using ASLs.
v After implementation 73% of motorcyclists thought the layout was an improvement along with 48% of cyclists.
v 80% of cyclists surveyed thought that the layout was better or unchanged and only 5% believed it had become worse.
v Across all sites the number using the new ASL filter lane â€œafterâ€was greater than the number that filtered on the outside â€œbeforeâ€.
v The number of motorcyclists filtering between the nearside kerb and queuing traffic fell from 13% to 6%.
v There was no change in the number of cyclists managing to reach the front of the traffic queue.
v The percentage of motorcyclists managing to reach the front of the traffic queue rose from 40%â€˜beforeâ€™ to 53%â€˜afterâ€™.
v Conflict between motorcyclists and cyclists did not arise.
v Overcrowding was not an issue.
v Motorcyclists would tend to wait on the right hand side of the ASL reservoir, cyclists on the left. Conflict could arise, however, between left turning motorcyclists and right turning cyclists.This was not an issue as the majority of movements were straight ahead.
4.4.6 In view of the limited number of trial sites included in this study and the limitations on layout and traffic mix, there is a clear need for further trial sites,with local authorities being encouraged to apply for trial sites in their areas. In doing so the following points should be considered:
v A consistent approach should be adopted on a route so that both cyclists and motorcyclists know they share the facility and so that drivers will expect motorcyclists to filter to the ASL.
v Motorcyclists are more likely than cyclists to access the feature from other than the nearside position. Access from the offside is feasible, given appropriate signing to inform all drivers and riders.The positioning of road-centre street furniture needs careful consideration in order to avoid last minute steering/braking corrections from riders.
v Adequate and prominent advance signing is needed to alert both riders and drivers of the facility.
AN example of a filter lane