Dutch Junction Design Cuts Cyclist Blind Spots Without Widening Roads

BicycleDutch

Reorganizing existing intersection curb space into corner islands eliminates hazardous vehicle blind spots without requiring wider streets.

AI-assisted summary of Intersection design, the Dutch - cycle friendly - way — original source. Check the original for full context.

Source published: 2011-04-03

Key ideas

Standard US intersection engineering forces cyclists and right-turning motor vehicles into a hazardous pre-intersection weave zone where drivers must check blind spots over their right shoulders. (0:01)
Dutch protected intersections fit within standard intersection footprints without requiring wider streets, repurposing existing corner curb radii into protective islands. (0:34)
Setting vehicle stop lines back aligns drivers' natural forward sightlines with bicycle crossings, enabling direct eye contact and eliminating blind-spot turning collisions. (0:34)
Corner islands in all four quadrants naturally facilitate safe two-stage left turns for cyclists while accommodating dedicated zebra crossings for pedestrians. (0:34)

Detailed notes

## Background Published on YouTube by BicycleDutch on April 3, 2011, this video (Episode 120) addresses the misconception that Dutch cycle-friendly intersections require wider streets. The description explains that protected intersections can be implemented within standard street footprints without requiring any additional space.

## TL;DR The video contrasts conventional US intersection design with the Dutch protected junction layout. Standard American road designs force hazardous weaving zones and bad-angle blind spots by routing bike lanes between through-traffic and right-turn lanes. Dutch traffic engineers solve this by maintaining cycle separation to the far right and utilizing protective corner islands carved out of existing curb radii. Shifting the stop line back enhances pedestrian crossings, provides direct forward sightlines between drivers and cyclists, and facilitates safe two-stage left turns without expanding the road's footprint.

## Atmosphere & style The presentation carries a calm, pragmatic, and educational tone that methodically deconstructs standard engineering flaws using straightforward spatial logic. It feels like an authoritative, clear-headed urban planning lesson that demystifies road safety without sensationalism. The matter-of-fact delivery imparts a quiet confidence, making a complex traffic engineering dilemma appear completely manageable through thoughtful, practical geometry.

## Bulletin - [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) Standard US intersection engineering forces cyclists and right-turning motor vehicles into a hazardous pre-intersection weave zone where drivers must check blind spots over their right shoulders. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Dutch protected intersections fit within standard intersection footprints without requiring wider streets, repurposing existing corner curb radii into protective islands. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Setting vehicle stop lines back aligns drivers' natural forward sightlines with bicycle crossings, enabling direct eye contact and eliminating blind-spot turning collisions. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Corner islands in all four quadrants naturally facilitate safe two-stage left turns for cyclists while accommodating dedicated zebra crossings for pedestrians.

## Key takeaways - [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) Standard US urban design guides place bicycle lanes between general through-lanes and right-turn lanes. - [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) Positioning bike lanes to the left of turn lanes creates a dangerous crossing angle and severe blind spots for motorists. - [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) Dutch traffic engineering abandoned pre-intersection weaving zones decades ago in favor of keeping cyclists consistently separated to the far right. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) The Dutch protected intersection requires no extra road width or land acquisition compared to traditional junction layouts. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Protective corner islands are carved out by mirroring the original turning radius of the street corner with an additional curb. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Colored asphalt and high-visibility crossing markings visually reinforce dedicated cyclist paths across the intersection. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Pushing the motorized vehicle stop line back creates dedicated space for pedestrian zebra crossings. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) The set-back geometry ensures turning drivers face crossing cyclists directly through their front windshield rather than glancing over their shoulders. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Corner islands provide intuitive, sheltered waiting areas for cyclists executing two-stage left turns. - [00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) The protected intersection layout represents standard, everyday road engineering across the Netherlands rather than an experimental design.

## Detailed walkthrough ### [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) The Flaws of Standard US Intersection Design

Standard road layouts in the United States, drawn straight from official urban design guides using standard lane widths, present a fundamental safety hazard when integrating cycle infrastructure alongside turning lanes. Under standard American recommendations, a bicycle lane is typically routed to the left of a dedicated right-turn lane, forcing cars and cyclists to weave across one another prior to entering the intersection.

The narrator identifies this weave zone as inherently dangerous because of the severe blind spots it creates for motorists. As the narrator explains: “The problem with this design is the extremely bad angle of crossing.” Drivers must physically crane their necks and glance over their right shoulder while moving forward to check if a cyclist is approaching in their blind spot. Because of these hazardous conflict zones, Dutch traffic engineers abandoned this style of road engineering decades ago. Instead of forcing cyclists to mix with general traffic or shift across active vehicle lanes before an intersection, Dutch planners position cyclists consistently to the far right of motorized vehicles and handle intersection crossings directly at the junction itself.

- Standard American intersection design places the cycle lane between general through-traffic and a right-turn lane, requiring drivers to look backward over their right shoulder across the bike lane. - In contrast, the Dutch design philosophy keeps bicycle traffic separated to the right side of motorized vehicles right up to the junction, eliminating weaving zones ahead of the intersection.

```mermaid flowchart LR accTitle: Standard US vs Dutch Intersection Conflict Points accDescr: Diagram contrasting the pre-intersection weave in US design with Dutch protected right-hand placement.

subgraph US["Standard US Intersection Design"] direction TB A1["Car approaching turn"] -->|"Weaves across bike lane"| C1["Conflict Zone (Bad Angle / Blind Spot)"] B1["Cyclist continuing straight"] --> C1 end

subgraph Dutch["Dutch Protected Approach"] direction TB A2["Car approaching turn"] -->|"Stays in vehicle lane"| D2["Right Turn onto Junction"] B2["Cyclist continuing straight"] -->|"Stays on far right"| E2["Protected Crossing at Junction"] end ```

---

[00:34](https://www.youtube.com/watch?v=FlApbxLz6pA&t=34s) Geometry and Safety Mechanics of the Dutch Protected Intersection

To make intersections safe without requiring wider streets or taking up additional land, the Dutch design simply reorganizes the existing space. An extra curb is constructed with the exact same turning radius as the original street corner, effectively creating a physical barrier to separate the cycle track from vehicle traffic. Because turning motor vehicles should already be steering clear of the bike lane, this modification carves out room for a protective corner traffic island. Opening up this curb allows bicyclists traveling straight to pass directly across the junction along a dedicated path. This protective geometry can be placed into all four corners of a standard four-way intersection without increasing the total footprint of the roadway.

Visual clarity is enhanced by applying colored asphalt to the cycle path and adding high-visibility crossing markings across the vehicle lane. Pedestrian safety is addressed by setting the vehicle stop line slightly further back from the intersection, creating ample space for a zebra crossing. This set-back stopping position and island geometry transform sightlines: turning vehicles wait where the driver can look forward to see cyclists waiting or crossing, rather than checking over their shoulders. Cyclists clear the intersection quickly, but even when a vehicle and bicycle meet, direct eye contact is straightforward since both individuals face forward. Additionally, the corner islands solve the classic challenge of two-stage left turns for cyclists. While skeptics might assume such an arrangement is merely theoretical, the narrator emphasizes: “It really needs no more space than a traditional junction.” The result is standard Dutch junction geometry that dramatically improves safety and makes cycling vastly more comfortable.

- **Geometric footprint:** The protective corner islands utilize the existing curb radius, requiring zero extra street width compared to conventional road layouts. - **Pedestrian and stop line adjustments:** Shifting the vehicular stop line back provides room for a dedicated zebra crossing and significantly improves visibility for foot traffic. - **Visibility and sightlines:** When turning right, drivers face the bicycle crossing directly through their windshield, enabling natural forward-facing eye contact with cyclists. - **Left-turn solution:** The four-corner protected island network provides cyclists with an intuitive, protected two-stage left turn across the intersection. - **Everyday implementation:** Far from being an experimental concept, this layout serves as the everyday, standard junction design across the Netherlands.

## Mentioned BicycleDutch, United States, Netherlands

## Video description [Ep. 120] The Dutch build cycle paths that continue on their intersections. They must have wider streets, right? Wrong! This video shows how these so-called "Protected Intersections" are built, no extra space is needed. More info: http://bicycledutch.wordpress.com/2011/04/07/state-of-the-art-bikeway-design-or-is-it/ And see part 2 of this video too: http://www.youtube.com/watch?v=5HDN9fUlqU8

A real-life example of this protected intersection design is shown in the following video: https://www.youtube.com/watch?v=TemAwgUrWJc

[Source](https://www.youtube.com/watch?v=FlApbxLz6pA)

中文简报

荷兰路口设计无需拓宽道路即可减少骑行盲区将现有路口路缘空间改造为转角安全岛，无需拓宽街道即可消除危险的车辆盲区。该视频对比了传统的美国路口设计与荷兰受保护路口布局。标准的美国道路设计将自行车道设置在直行车道与右转车道之间，迫使车辆和骑行者进入危险的交织区，并形成角度恶劣的盲区。荷兰交通工程师通过将非机动车道保持在最右侧，并利用现有路缘转弯半径改造出保护性转角安全岛来解决这一问题。将机动车停止线后移改善了行人过街条件，为驾驶员和骑行者提供了直接的前方视线，并在不扩大道路占地面积的情况下实现了安全的二次左转。标准的美国路口工程迫使骑行者和右转机动车进入路口前危险的交织区，驾驶员必须越过右肩查看盲区。 (0:01) 荷兰受保护路口适用于标准路口占地面积，无需拓宽街道，将现有的转角路缘半径改造为保护性安全岛。 (0:34) 后移机动车停止线可使驾驶员的自然前方视线与自行车过街通道对齐，实现直接的眼神接触，并消除盲区转弯碰撞。 (0:34) 四个象限的转角安全岛自然为骑行者提供了安全的二次左转条件，同时兼顾了行人的专用斑马线。 (0:34)

Reading summary

BicycleDutch argues that standard American intersection designs introduce dangerous blind-spot conflict zones by forcing turning motorists and cyclists to weave across one another, whereas Dutch protected intersections resolve these hazards by reallocating existing roadway space. Hazards of Pre-Intersection Weave Zones (0:01) Standard US intersection layouts position bicycle lanes between general through-traffic and dedicated right-turn lanes. According to the narrator, this forces vehicles and cyclists to weave across one another prior to the junction, creating an inherently dangerous conflict zone with an “extremely bad angle of crossing.” Drivers must crane their necks and glance back over their right shoulders while moving forward to monitor blind spots for oncoming cyclists. Dutch engineers abandoned this design decades ago, opting instead to keep bicycle lanes consistently separated on the far right of motor traffic right up to the junction. Corner Islands and Forward Sightlines (0:34) The Dutch model prevents collisions by placing protective corner islands on the junction's existing curb radius, requiring no extra street width or land acquisition. Cyclists continuing straight cross the junction along a dedicated path highlighted by colored asphalt and high-visibility markings. By setting the vehicular stop line further back, the design provides space for a pedestrian zebra crossing and radically improves sightlines. Turning drivers wait facing the cycle crossing directly through their windshields, enabling natural forward-facing eye contact with cyclists. Furthermore, this four-corner network provides cyclists with a protected, intuitive method for executing two-stage left turns. The narrator notes that this configuration is neither experimental nor purely theoretical; it serves as standard, everyday infrastructure across the Netherlands, demonstrating that junction safety can be substantially upgraded within conventional street footprints.

精炼阅读摘要

BicycleDutch 指出，传统美式交叉路口因强制车辆与自行车在路口前交织变道而存在严重盲区隐患；荷兰方案则通过在现有道路空间内重组几何结构与增设保护性安全岛，实现了人车分离与前方自然视线对齐。美式路口交织冲突与盲区隐患 (0:01) 依据美国官方城市设计指南的标准车道方案，自行车道通常被布置在专用右转车道的左侧，这导致汽车与自行车在进入路口前被迫相互交织切道。解说员指出，这种交织区域（weave zone）的根本缺陷在于交叉角度极其危险，机动车驾驶员在向前行驶的同时，必须费力扭头向右后方观察盲区中是否有直行骑行者。由于此类冲突区域存在严重的事故隐患，荷兰交通工程师早在数十年前就彻底淘汰了这种工程模式，转而将自行车流始终固定在机动车的最右侧，把通行矛盾留到路口本身来解决，避免路口前提前交织。保护性安全岛与视距几何优化 (0:34) 荷兰保护型交叉路口通过在既有空间内重构几何形态提升安全性，完全无需拓宽道路或增加额外用地。设计团队沿用原路角转弯半径增设路缘石，开辟出街角保护性安全岛（corner traffic island），将自行车道与机动车道进行物理隔离，并辅以彩色沥青和高可见度的过街标线。针对外界关于空间需求的疑虑，解说员强调该方案所需的占地面积绝不大于传统交叉路口。这种几何重塑显著改善了行车视线。当车辆准备右转时，驾驶员停留在可直接透过前挡风玻璃正视自行车过街区域的位置，使机动车驾驶员与骑行者能够自然进行正向眼神交流，无需向后扭头查看盲区。这一设计在荷兰已是成熟的日常标准规范，而非停留在纸面上的概念实验。退缩停车线与两段式左转方案 (0:34) 在行人与转向流线处理上，荷兰设计将机动车停车线向后退缩，为斑马线留出充裕空间，极大提升了步行者的可视性与过街安全性。与此同时，四个街角布置的安全岛网络天然地为自行车提供了直观、受保护的两段式左转（two-stage left turn）路径，彻底免除了骑行者穿越多条机动车道左转的危险。整套系统在保持原有路口尺寸的同时，兼顾了所有交通参与者的通行安全与骑行舒适度。 BicycleDutch 认为，荷兰经验证明了交叉路口的安全核心在于科学的几何布局而非单纯增加道路宽度；不过该内容主要论证了几何形态与视线优势，未涉及不同地区既有法律法规差异或特殊异形路口改造的具体工程挑战。

Detailed notes — zh

## Background 该视频由 YouTube 频道 BicycleDutch 于 2011 年 4 月 3 日发布。视频简介指出，荷兰的十字路口拥有连贯的自行车道，但这并不依赖于更宽的街道，而是通过巧妙的“受保护交叉路口”（Protected Intersections）设计，在完全不占用额外道路空间的前提下保障骑行安全。 ## TL;DR 视频首先指出了传统美式路口设计的致命缺陷：右转机动车与自行车道的交汇角度极差，迫使司机向右后方盲区回头张望。针对这一痛点，荷兰式路口通过在四角增设相同曲率半径的路缘并设立保护性安全岛，让自行车始终处于机动车右侧，并在无需拓宽马路的情况下自然形成路口内部的专用车道。此外，配合后移的机动车停止线、人行横道与鲜明的地面标线，转弯司机与直行骑手能够在正前方视线范围内轻松建立眼神接触，彻底消除了视线死角，并以标准化工程方案兼顾了行人和自行车的安全过街与转弯需求。 ## Atmosphere & style 整段视频洋溢着理性、精炼且极具说服力的科普氛围，以清晰的几何推导直击传统道路设计的结构性痛点。旁白语调沉稳笃定，伴随着直观易懂的图解与逐步演进的道路重构演示，层层揭示设计背后的安全逻辑。整部作品给人一种拨云见日般的顿悟感，将看似复杂的城市规划难题转化为优雅简洁的常识性方案，充分展现了荷兰城市工程务实而人性化的设计美学。 ## Bulletin - [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) 传统美式交叉路口设计强迫右转司机回头向右后方观察盲区，极差的交叉视角给直行骑行者带来了严重的碰撞风险。 - [00:25](https://www.youtube.com/watch?v=FlApbxLz6pA&t=25s) 荷兰式保护交叉路口无需拓宽道路或增加占地面积，仅通过在转角增设路缘形成安全岛，即可实现连续的受保护自行车道。 - [01:03](https://www.youtube.com/watch?v=FlApbxLz6pA&t=63s) 后移机动车停止线并配合正交视角几何，使转弯司机与过街骑行者能够直接实现眼神接触，彻底消除了侧后方盲区。 - [01:50](https://www.youtube.com/watch?v=FlApbxLz6pA&t=110s) 该保护性路口设计已成为荷兰道路的标准规范，不仅保障了直行安全，还顺带为自行车的安全左转提供了天然庇护空间。 ## Key takeaways - [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) 美式标准路口中，右转机动车道切断自行车道的设计导致交叉视角极差，司机必须大幅扭头回望才能看清盲区中的骑行者。 - [00:15](https://www.youtube.com/watch?v=FlApbxLz6pA&t=15s) 荷兰道路设计哲学要求将自行车始终保持在机动车右侧，并将所有潜在的行车冲突直接留到路口内部化解。 - [00:25](https://www.youtube.com/watch?v=FlApbxLz6pA&t=25s) 在路口四个转角增设与原外侧路缘曲率半径相同的新路缘，即可在现有空间内开辟出保护性交通安全岛。 - [00:45](https://www.youtube.com/watch?v=FlApbxLz6pA&t=45s) 通过切开路缘引导自行车直行，该方案在完全不拓宽马路或占用额外物理空间的前提下，打造出了路口专属的受保护自行车道。 - [01:03](https://www.youtube.com/watch?v=FlApbxLz6pA&t=63s) 鲜艳的红色路面铺装与清晰的地面标线，让交叉路口中各类交通参与者的行驶轨迹与路权边界一目了然。 - [01:15](https://www.youtube.com/watch?v=FlApbxLz6pA&t=75s) 适度将机动车停止线向后推移并紧随斑马线，不仅缩短了行人过街距离，还显著改善了过街视线。 - [01:25](https://www.youtube.com/watch?v=FlApbxLz6pA&t=85s) 后移等待位置重构了视线几何角度，骑行者直接处于右转司机的正前方视野中，双方无需扭头即可轻松建立眼神交流。 - [01:40](https://www.youtube.com/watch?v=FlApbxLz6pA&t=100s) 受保护转弯安全岛的外形与布局，自然而然地为骑行者提供了安全的二段式左转等待空间。 - [01:50](https://www.youtube.com/watch?v=FlApbxLz6pA&t=110s) 该设计绝非停留在理论层面的概念，而是早已广泛落地的荷兰标准交叉路口工程规范。 ## Detailed walkthrough ### [00:01](https://www.youtube.com/watch?v=FlApbxLz6pA&t=1s) 传统美式路口设计的盲区缺陷与荷兰式路口改造视频开篇以美国最新城市设计指南中的标准道路切入，展示了包含官方标准车道宽度的道路模型，以及针对带有右转车道的自行车道所给出的最新设计建议。然而，解说指出这种标准设计存在致命缺陷：“The problem with this design is the extremely bad angle of crossing.” 司机在路口右转并试图穿过自行车道时，面临着极差的交叉角度，必须大幅度把头向右后方回望，才能看清是否有骑行者处于盲区之中。正因如此，荷兰早在很久以前就放弃了这种设计模式。荷兰的做法是将骑行者始终保持在机动车流的右侧，将所有交叉与交汇问题直接留到路口内部去解决。为了在现有的物理空间内实现安全交叉，设计者可以在路口角落增设一条额外的路缘（curb），将两条垂直相交街道的自行车道顺畅连接起来。这条新路缘的转弯半径与现有的道路外侧路缘完全相同，机动车在转弯时本身就应当绕过自行车道行驶。这一调整立刻腾出了设立保护性交通安全岛（protecting traffic island）的空间。随后，通过将路缘切开以允许自行车直行，路口内部便自然形成了一条专属的自行车道，而这一切完全无需拓宽马路或占用额外空间。 ```mermaid flowchart TD accTitle: 传统交叉路口与荷兰式保护交叉路口对比 accDescr: 对比传统路口与荷兰式保护路口在车道设置、盲区视线以及安全性方面的核心差异。 subgraph Traditional["传统美式设计"] T1["自行车道被右转车道切断"] --> T2["极差的交叉视角"] T2 --> T3["司机须向右后方扭头盲视"] end subgraph Dutch["荷兰式保护路口设计"] D1["增设相同半径路缘"] --> D2["形成保护性转弯安全岛"] D2 --> D3["直行与转弯自行车道成形"] D3 --> D4["无需额外道路空间"] end ``` - 美式设计要求机动车司机回头向右后方张望以确认盲区内的自行车。 - 荷兰设计理念坚持“自行车始终在机动车右侧”，并将交汇点设置在路口内部。 - 新增路缘与既有路口转角拥有相同的曲率半径，使路口四角均有足够空间容纳安全岛。 ### [01:03](https://www.youtube.com/watch?v=FlApbxLz6pA&t=63s) 视觉标识、行人过街设施与视线视角的安全提升在路口的四个转角全部完成这种改造后，道路规划可以通过铺设鲜明的颜色（例如荷兰常用的红色自行车道铺装）以及在交叉路口施划清晰的地面标线，让所有道路使用者的行车轨迹一目了然。对于行人的过街需求，解决方案同样非常简洁：只需将机动车的停止线向后稍微后退一小段距离，并在其前方增设斑马线，行人便拥有了一个视野更好、距离更短且更为安全的过街环境。这一设计在安全性上带来了质的飞跃。当机动车准备右转时，其停车等待的位置与等待过街的骑行者位置拉开了距离，使得骑行者直接暴露在司机的正前方视线范围内。在实际通行中，自行车往往在机动车到达交叉冲突点之前就已经完成通行；即便两者同时在交汇点相遇，司机与骑手也能够轻松建立眼神交流（eye contact），因为双方此时都是面朝前方观察路况，彻底消除了回头盲区的隐患。不仅如此，该设计还顺带完美解决了骑行者安全左转的难题。解说最后强调，这绝非纸上谈兵：“You may think this could only work in theory. But this is standard design for Dutch junctions.” 这种设计所占用的道路面积完全不大于传统的交叉路口，却能为骑行者提供极高的安全性，并让整座城市的骑行体验变得更加舒适愉悦。 - 颜色铺装与地面交叉标线进一步强化了骑车人与机动车司机的路权边界。 - 机动车停止线适度后移，配合斑马线，大幅改善了行人的安全与视线条件。 - 视线几何的改变消除了右转盲区，转弯司机与直行骑手均保持正向视野并可进行眼神接触。 - 该结构在无需额外占地的前提下，为自行车两段式安全左转提供了天然的受保护等待空间。 ## Mentioned BicycleDutch, 荷兰, 美国 ## Video description [Ep. 120] The Dutch build cycle paths that continue on their intersections. They must have wider streets, right? Wrong! This video shows how these so-called "Protected Intersections" are built, no extra space is needed. More info: http://bicycledutch.wordpress.com/2011/04/07/state-of-the-art-bikeway-design-or-is-it/ And see part 2 of this video too: http://www.youtube.com/watch?v=5HDN9fUlqU8 A real-life example of this protected intersection design is shown in the following video: https://www.youtube.com/watch?v=TemAwgUrWJc [Source](https://www.youtube.com/watch?v=FlApbxLz6pA)

Original transcript

[0:01] This is a standard US road from the latest urban design guide with the official [0:05] lane widths. [0:07] And this is the latest advise for a cycle lane with a right turning lane. [0:13] The problem with this design is the extremely bad angle of crossing. [0:17] A driver has to look over his or her right shoulder [0:20] to see if there's someone on a bicycle. [0:22] For that reason the Dutch stopped building lanes like this a long time ago. [0:27] They keep cyclists to the right of motorized traffic and deal with the crossing [0:32] on the junction itself. [0:34] To make that possible in a safe way [0:36] you can create an extra curb to connect the cycle lanes on both streets. [0:42] It has the same radius as the existing curb and cars should turn around the cycle path anyway. [0:47] You can see there's now room for a protecting traffic island. [0:51] When we open up the curb to let cyclists go straight on we see that we have created a cycle path [0:56] on the junction itself, without needing more space. [1:00] There's room for this in every corner. [1:03] To make things more clear for all the road users, we could add some color [1:08] and at the place of crossing [1:10] some markings. [1:12] Now we only have to find a new place for pedestrians to cross the street. [1:16] For that we can easily shift back the stopping line a bit. [1:21] Add a zebra crossing [1:22] and pedestrians have an even better place to cross the street. [1:28] Now how does this improve safety? [1:31] A right turning car has to stop here while someone a bike waits over here. [1:36] In very clear view of the driver. [1:39] A cyclist will be gone once the car arrives at the crossing place, [1:43] but if they do meet there, eye contact is possible because both can look [1:48] to the front. [1:53] This design solves a further problem. [1:57] That of the left turn. [2:01] You may think this could only work in theory. [2:05] But this is standard design for Dutch junctions. [2:09] It really needs no more space than a traditional junction. [2:13] But for people cycling it is much safer [2:16] and it makes riding a lot more pleasant.