Editing Roundabout (section)

=== Bicycles ===
Physically separated bikeways best protect cyclists.<ref name="swov-roundabouts">{{Cite web|url=https://swov.nl/en/facts-figures|title=Facts & figures|website=swov.nl}}</ref><ref name="modern" /><ref>{{Cite web|url=https://mutcd.fhwa.dot.gov/HTM/2003/part3/part3b2.htm|title=FHWA - MUTCD - 2003 Edition Chapter 3B2|website=[[Federal Highway Administration|Federal Highway Administration (FHWA)]]}}</ref> Less optimally, terminating cycle lanes well before roundabout entrances requires cyclists to merge into the stream of motor traffic, but keeps cyclists in full view of drivers, at some cost in motor vehicle speed. Cyclists may also be permitted to use pedestrian crossings. 

Traditional cycle lanes increase vehicle–bicycle collisions. When exiting, a motorist must look ahead to avoid colliding with another vehicle or with pedestrians on a pedestrian crossing. As the intersection curves away from the exit, the path of an exiting vehicle is relatively straight, and so the motorist may often not slow substantially. To give way to a cyclist on the outside requires the exiting motorist to look toward the rear, to the perimeter. Other vehicles can obstruct the driver's view in this direction, complicating the motorist's task. The more frequent requirements for motorists to slow or stop reduce traffic flow. A 1992 study<ref>R. Schnüll, J. Lange, I. Fabian, M. Kölle, F. Schütte, D. Alrutz, H.W. Fechtel, J. Stellmacher-Hein, T. Brückner, H. Meyhöfer: ''Sicherung von Radfahrern an städtischen Knotenpunkten'' [''Safeguarding bicyclists in Urban Intersections''], Bericht der Bundesanstalt für Straßenwesen zum Forschungsprojekt 8952, 1992</ref> found that the risk to cyclists is high in all such intersections, but much higher when the junction has a marked bicycle lane or sidepath around its perimeter.<ref>[http://bernd.sluka.de/Radfahren/Vortragsfolien.html Vortragsfolien Radverkehr] Scroll to the section labelled "''Kreisverkehr''". A translation of the text reads: Graphic from ''Sicherung von Radfahrern an städtischen Knotenpunkten'' [''Safeguarding cyclists in Urban Intersections''], (BASt, 1992). Accident numbers in large circular junctions with different bicycle facilities show: 1. Why there should be no pathways or bike lanes at these junctions; 2. Even when cyclists use the roadway, their risk is relatively high at these junctions.</ref><ref>Maycock, G., and Hall, R. D. (1984). "Accidents at 4-Arm Roundabouts." TRRL1120, Transport and Road Research Laboratory (TRRL), Crowthorne, England.</ref> Cycle lanes were installed at Museum Road, [[Portsmouth]], but were replaced by a narrowed [[carriageway]] to encourage lane sharing.

The roundabout at the [[Arizona State Route 202#Exit list|Brown Road and Loop 202]] interchange in [[Mesa, Arizona]], adopts a U.S.-recommended design.<ref name="adot">{{Cite web|url=https://azdot.gov/about/transportation-safety/roundabouts|title=Roundabouts &#124; ADOT|website=azdot.gov}}</ref> On-street road markings direct cyclists to enter the pavement at the end of the bike lane. Cyclists who choose to travel on the wide pavement, cross roundabout arms perpendicularly, well outside the circle. A pedestrian island allows pedestrians and cyclists to cross one lane at a time.

[[Dutch roundabout|Protected roundabouts]] (or Dutch roundabout) were developed in the [[Netherlands]], with cyclists separated from vehicles using dedicated lanes.<ref name=":0">{{Cite book |url=https://www.worldcat.org/oclc/972096448 |title=Design manual for bicycle traffic |date=2016 |others=Rik de Groot, vervoer en infrastructuur CROW kenniscentrum voor verkeer |isbn=978-90-6628-659-7 |location=Ede, The Netherlands |pages=147–148 |oclc=972096448}}</ref> As cyclists will conflict with motorists at the exit arms of the motorised roundabout, priority must be established. In the Netherlands, cyclists will normally be given priority to [[Bicycle-friendly|promote cycling]] over driving.<ref name=":0" /> As well as their use in the Netherlands and Denmark, these designs have been subsequently built in the United Kingdom and Ireland.<ref>{{Cite web |date=7 August 2020 |title=UK's first Dutch-style roundabout welcomed by road safety campaigners - Highways Industry |url=https://www.highwaysindustry.com/uks-first-dutch-style-roundabout-welcomed-by-road-safety-campaigners/ |access-date=29 July 2024 |website=Highways Industry |language=en-US}}</ref><ref>{{Cite web |date=29 May 2023 |title=Ireland's first Dutch-style roundabout opened in Dublin 15 - |url=https://irishcycle.com/2023/05/29/irelands-first-dutch-style-roundabout-opened-in-dublin-15/ |access-date=29 July 2024 |website=IrishCycle.com |language=en-GB}}</ref>

<gallery widths="200" heights="200" class="center">
File:Okay to enter sidewalk.jpg|alt=Pavement markings indicate sidewalk riding is legal.|Road markings invite cyclists to enter the pavement on approach to roundabout in [[Mesa, Arizona]]. Cyclists are still permitted to use the roundabout like any other vehicle.
File:Bicyclist in roundabout.jpg|alt=Cyclist rides through the main lane of roundabout|Cyclists can choose to ride on the pavement on far right, or in the main lanes of this roundabout in Mesa, Arizona.
File:Protected roundabout 3D.png|3D view of a [[Protected intersection|protected roundabout]], as commonly used in the Netherlands
</gallery>