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"Does anyone know of any research/ reasons why for example the UK hasn't adopted a left turn first policy for cyclists?" I expect it is merely because junction capacity is a scarce resource, and cyclists aren't numerous or important enough to justify a separate filter phase - until now. The DfT are now experimenting with allowing temporal segregation through advance phases for cyclists, with a small advantage given at Old Shoreham Road (Brighton) and the newly installed (but much criticised) Catholic Church junction in Cambridge. The solution adopted elsewhere is to allow left (normally right) turning traffic to cross during the pedestrian phase, so long as they give way to pedestrians. This works perfectly well in many locations and could easily be used for cyclists only (the danger is if it creeps to other vehicles, negating any safety benefit in lorry crashes). Alternatively the 'all green phase for cyclists' approach could be used, but again, this would - for the sake of junction capacity - best be allowed during an all-green pedestrian phase. However, there is a reluctance in Britain to undermine the status of the pedestrian green phases. TRL's report "Traffic Management Techniques for Cyclists" includes 'left turn on red' and 'all green phase'. Unfortunately TRL's scoring system for this project meant that anything which required extensive changes to regulations was given huge negative scores, which meant anything vaguely difficult probably won't ever happen. The document is below: http://www.ciltuk.org.uk/Portals/0/Documents/The%20Hub/infrastructure/TrafficManagementTechniquesCyclists.pdf From: Cycling and Society Research Group discussion list [mailto:[log in to unmask]] On Behalf Of Justin Spinney Sent: 20 September 2013 11:22 To: [log in to unmask] Subject: Re: Avoiding blind spot accidents by reprogramming red light sequences? You are right Frederik in that sense that if road users are 'incompatible' with each other, separation of one kind or other seems to be the way forward. This can be (1) spatially - i.e having infrastructure for cyclists; (2) temporally - i.e by having trucks deliver when there are the least number of cyclists around; or (3) temporally on a micro scale as you are suggesting - i.e that cyclists and HGVs inhabit the same space but are separated in when they move by the light sequence. If authorities are unable or unwilling to do either of the first two then 3 would be the next best option as a number of people on this thread have pointed out. Why it isn't standard practice is interesting in itself as it would appear to be a relatively easy (and cheap) win whilst we are agitating for more fundamental changes to be made (i.e to vehicle design or cycle-specific infrastucture). Does anyone know of any research/ reasons why for example the UK hasn't adopted a left turn first policy for cyclists? On Fri, Sep 20, 2013 at 11:00 AM, Frederik Van De Walle <[log in to unmask]<mailto:[log in to unmask]>> wrote: Thanks for the feedback so far. But as from the below linked report, most weight is put on increasing visibility which is remains problematic as pointed out. What I am proposing here as a short term possible improvement is that all cyclists and pedestrians get a green light at the same time, with all motorised traffic has a red light, thus safely clearing all cyclists. Add to that Johns proposition that right turning cyclist may continue regardless of the traffic lights. Remains are the cyclists standing that have to go on straight while motorised traffic makes its turn. A more predictable situation and with a reduced number of cyclist in the danger zone, would this not significantly reduce the statistical chance for this accident type? My main assumption here is that the worst case after all is when both a HGV or buss and all right turning cyclists (from a standstill or already moving) are turning at the same time, increasing the chance for conflict and not seeing eachother (cfr. 6 seconds to check all mirrors)... /Frederik ________________________________ From: Justin Spinney <[log in to unmask]<mailto:[log in to unmask]>> To: [log in to unmask]<mailto:[log in to unmask]> Sent: Friday, September 20, 2013 11:18 AM Subject: Re: Avoiding blind spot accidents by reprogramming red light sequences? TfL are getting their heads round this now and - based upon the recent TRL Clocs report (summary here: http://www.tfl.gov.uk/microsites/freight/documents/publications/construction-logistics-and-cyclist-safety-summary-report.pdf). They are currently working with the industry on three key issues related to vehicle design: 1. Design of different HGVs on safety; 2. Workplace safety definitions (i.e expanding it to include road spaces); 3. Creating and integrating best practice standards. In particular they are pushing at the EU level for some changes in overall vehicle design to try and make visibility greater. We'll see how much success they have as this is not a new idea as you can see from the 2012 Transport & Environment report (http://www.transportenvironment.org/sites/te/files/media/2012%2002%20smart%20trucks%20report%20briefing_final.pdf). Aside from this, Kim Kullman and I are currently working on a proposal to do some related work on HGV design and driver/cyclist experiences. I'd be keen to see how many of our EU based colleagues would be interested in working on something like this as a proposal could conceivably be put in for ERC funding? I have to say I agree with Dave - our pilot research so far suggests that unless you fundamentally change the design of the vehicle you are on a hiding to nowhere. Even with all the mirrors and safety sensors/ cameras in the world you are still asking drivers to do the impossible in relation to vulnerable road users because they can't possibly do what is being asked of them. It takes nearly 6 seconds to scan five mirrors, add in the type 6 mirror and a monitor to look at and the driver will be looking everywhere but out the front. Justin On Fri, Sep 20, 2013 at 8:58 AM, <[log in to unmask]<mailto:[log in to unmask]>> wrote: Mirrors, and fiddling with signal sequences is like rearranging deck chairs on the Titanic - it does not resolve inhernet failure to have direct vision of what is directly alongside the truck. 2 Solutions 1) put driver back at same level as cyclists & pedestrians with eye-to eye vision 2) manage large vehicle traffic to alternative routes & times, or eliminate need. Dave -----Original Message----- From: Frederik Van De Walle <[log in to unmask]<mailto:[log in to unmask]>> To: CYCLING-AND-SOCIETY <[log in to unmask]<mailto:[log in to unmask]>> Sent: Fri, Sep 20, 2013 8:30 am Subject: Avoiding blind spot accidents by reprogramming red light sequences? Hello dear cycling researchers, Blind spot incidents keep happening here, and it seems that governments are focussed on mirror or other solutions on the vehicle itself. But the conflict actually arises because traffic turning right gets the green light at the same time soft road users get the green light to cross. This seems the single most deadly accident type there is. Are there any studies that document if it is effective to reprogram the sequence so that, as is done in some places, to let all soft road users get the green light at the same time in a crossing every red light sequence. Or do cyclist still get crushed as traffic now turns onto stationary cyclists... but there should be a better chance to spot them in the multiple mirrors when the cyclists are not moving around? Thoughts, references? Apologies if this has been covered before, I did a search but without much satisfactory results. Thank you, Frederik Van De Walle Stockholm, Sweden CTC, the national cycling charity, inspires and helps people to cycle and keep cycling. To join or support us visit www.ctc.org.uk or phone 0844 736 8451. Registered office: CTC National Office, Parklands, Railton Road, Guildford, GU2 9JX Cyclists' Touring Club, a company limited by guarantee, registered in England no.25185. Registered as a charity in England and Wales no.1147607 and in Scotland no.SC042541. This email has been scanned for all viruses by CTC.