One-way streets

One-way roads can be planned as an advantage to bicycle traffic. Decisions must be taken about street parking and whether to install facilities or markings for contra-flow cycling. Contra –flow cycling is safe.

By Troels Andersen, Odense municipality

In Denmark the primary reason for establishing one- way streets is to reduce motor traffic by having one-way streets meet. In contrast to the US and Spain, for example no Danish city has a network of large one-way streets to improve traffic flows. However, one-way streets can create more space for cyclists, and if cyclists are allowed to cycle against the direction of traffic, the trip will be somewhat easier by bike than by car.

The multiple destinations in the city center make it important to be able to cycle in both directions on all streets. If the street is wide enough a two-way cycle track can work in one-way streets without issues of traffic flow or safety. Considerable attention must be paid to the design of intersections.

Signage informs drivers that there is contra-flow cycling on the street. Photo Troels Andersen

Cross profile

A dedicated contra-flow area for cyclists makes it somewhat easier for cyclists to get around quickly. It is a moot question whether such a dedicated area improves cyclist safety since on the one hand cyclists will be less alert, but on the other hand drivers will be more aware of contra-flow bicycle traffic. In addition cars passing parked cars may create problems for contra-flow cyclists.

In one-way streets with very little traffic, a dedicated contra-flow area for cyclists isn’t necessary. In streets with more traffic a cycle track or cycle lane can be established for contra-flow cyclists. The police often have a very clear position on this. Draw on experience from other cities if you need to argue based on concrete examples.

The cycle track should be minimum 1.7 m wide, while the cycle lane should be 1.5 m wide. If there is car parking just outside the cycling facility, the cycling facility should be minimum 2.0 m wide. It’s a good idea to lay down a different type of surface on the cycling facility.

When parking is on the left side of the road, a cycle track or lane to the left of parked cars is important since drivers parked on the left have difficulty seeing contra-flow cyclists on the right of the car.

To prevent illegal or inexpedient parking in small streets, one solution is to set up bollards, but not too many. There should be no kerbs in such streets so cyclists can easily ride around cars blocking their way. The speed limit can be signed as 15 km/h (living street.)

Intersections

Traffic islands and pavement widening are good solutions at intersections with speeds of 40 km/h and higher. They can help prevent parking close to the intersection and make contra-flow cyclists visible. This enables contra-flow bicycle traffic to enter and exit the one-way street safely.

At intersections with lower speeds, markings, different surfaces, and bollards may be enough to prevent parking close to the intersection, thereby improving visibility.

To make contra-flow cycling safer, a short cycle lane can be installed up to the intersection as well as a continuous pavement. Photo: Troels Andersen

Safety

A German study concludes that contra-flow cycling is safer than cycling in the direction of traffic in one-way streets. The city of Copenhagen has analyzed contra-flow related cycling accidents, but no police records of the accidents were available.

Cycling promotion

When cyclists are allowed to cycle against the direction of traffic, this is a clear prioritization of cyclists since their route is shorter than drivers’. This may encourage more people to cycle on short trips.

Sources

Hülsen, H. (1993): Unfälle mit radfahrern in Bayern, Beratungstelle für Schadenverhütung, Mitteilung 33, Tyskland