3.4 Bends and view 3.4 弯曲和视图

Horizontal bends 水平弯管

• bicycle connections forming part of the basic network ought to have a radius of $\ge 10\mathrm{m}$$\ge 10\mathrm{m}$>= 10m\geq 10 \mathrm{~m}, finetuned to a design speed of $20\mathrm{km}/\mathrm{h}$$20\mathrm{km}/\mathrm{h}$20km//h20 \mathrm{~km} / \mathrm{h};
  构成基本网络一部分的自行车连接半径应为 $\ge 10\mathrm{m}$$\ge 10\mathrm{m}$>= 10m\geq 10 \mathrm{~m} ，微调后的设计速度为 $20\mathrm{km}/\mathrm{h}$$20\mathrm{km}/\mathrm{h}$20km//h20 \mathrm{~km} / \mathrm{h} ；
• cycle routes and main cycle routes ought to have a radius of $\ge 20\mathrm{m}$$\ge 20\mathrm{m}$>= 20m\geq 20 \mathrm{~m}, fine-tuned to a design speed of $30\mathrm{km}/\mathrm{h}$$30\mathrm{km}/\mathrm{h}$30km//h30 \mathrm{~km} / \mathrm{h}.
  自行车道和主要自行车道的半径应为 $\ge 20\mathrm{m}$$\ge 20\mathrm{m}$>= 20m\geq 20 \mathrm{~m} ，并根据 $30\mathrm{km}/\mathrm{h}$$30\mathrm{km}/\mathrm{h}$30km//h30 \mathrm{~km} / \mathrm{h} 的设计速度进行微调。

igure 3-4. Relationship between radius and cycling speed (9].
图 3-4.半径与骑行速度的关系 (9]。

Cyclists' sight distance 骑自行车者的视距

Main cycle network Basic structure (design speed $30\mathrm{km}/\mathrm{h}$$30\mathrm{km}/\mathrm{h}$30km//h30 \mathrm{~km} / \mathrm{h} )（design speed $20\mathrm{km}/\mathrm{h}$$20\mathrm{km}/\mathrm{h}$20km//h20 \mathrm{~km} / \mathrm{h} )
主要循环网络 基本结构（设计速度 $30\mathrm{km}/\mathrm{h}$$30\mathrm{km}/\mathrm{h}$30km//h30 \mathrm{~km} / \mathrm{h} ）（设计速度 $20\mathrm{km}/\mathrm{h}$$20\mathrm{km}/\mathrm{h}$20km//h20 \mathrm{~km} / \mathrm{h} )

• the approach speed of the intersecting traffic; - the time that the cyclist needs to cross safely; - the recoil time (safety margin).
  相交车辆的接近速度； - 骑车人安全通过所需的时间； - 反冲时间（安全系数）。

Sight distances 视距

3.5 Inclines 3.5 斜坡

Upward inclines 向上倾斜

steep but short, the level difference can usually be overcome, with a bit more effort but without much trouble. If the extra exertion needs to be kept up over a longer period of time, then the same gradient will be much more tiring.
如果坡度较陡，但距离较短，通常可以克服坡度差，虽然需要付出更多努力，但不会有太大问题。如果需要在较长的时间内保持额外的体力，那么同样的坡度就会更累人。

Downward incline 向下倾斜

Determining the gradient 确定梯度

Gradient 梯度

• if the level difference is doubled and at the same time the gradient is halved (cf. lines 1 and 3 ), then the severity remains the same. The length of the incline will then be four times $\left(2^2\right)$$\left(2^2\right)$(2^(2))\left(2^{2}\right) as long;
  如果将高低差增加一倍，同时将坡度减半（参见第 1 和第 3 行），那么严重程度将保持不变。斜面长度将是 $\left(2^2\right)$$\left(2^2\right)$(2^(2))\left(2^{2}\right) 的四倍；
• if the level difference stays the same and the gradient is doubled (cf. lines 2 and 3), then the severity will also be doubled. The length of the incline will then be halved.
  如果高度差保持不变，而坡度增加一倍（参见第 2 和第 3 行），那么坡度也将增加一倍。这样，斜面的长度就会减半。

Recommendation 建议

• Lower limit. Delimitation of the bandwidth ‘more wind nuisance / more comfort’ is based on $S=0.0333$$S=0.0333$S=0.0333S=0.0333, with a maximum of $6.67\mathrm{\%}$$6.67\mathrm{\%}$6.67%6.67 \% and a minimum of $1.25\mathrm{\%}$$1.25\mathrm{\%}$1.25%1.25 \%. Even smaller gradients would not be worthwhile, serving as a ‘false flat’
  下限。根据 $S=0.0333$$S=0.0333$S=0.0333S=0.0333 划分 "更多风噪/更舒适 "带宽，最大值为 $6.67\mathrm{\%}$$6.67\mathrm{\%}$6.67%6.67 \% ，最小值为 $1.25\mathrm{\%}$$1.25\mathrm{\%}$1.25%1.25 \% 。即使是更小的梯度也不值得使用，因为它会成为 "假平"。
• Target values. Starting point is $S=0.075$$S=0.075$S=0.075S=0.075 resulting in $\mathrm{L}={\mathrm{H}}^2/\mathrm{S}={\mathrm{H}}^2/0.075$$\mathrm{L}={\mathrm{H}}^2/\mathrm{S}={\mathrm{H}}^2/0.075$L=H^(2)//S=H^(2)//0.075\mathrm{L}=\mathrm{H}^{2} / \mathrm{S}=\mathrm{H}^{2} / 0.075. In this regard, a maximum of $7.5\mathrm{\%}$$7.5\mathrm{\%}$7.5%7.5 \% and a minimum of $1.75\mathrm{\%}$$1.75\mathrm{\%}$1.75%1.75 \% apply.
  目标值。起点为 $S=0.075$$S=0.075$S=0.075S=0.075 ，结果为 $\mathrm{L}={\mathrm{H}}^2/\mathrm{S}={\mathrm{H}}^2/0.075$$\mathrm{L}={\mathrm{H}}^2/\mathrm{S}={\mathrm{H}}^2/0.075$L=H^(2)//S=H^(2)//0.075\mathrm{L}=\mathrm{H}^{2} / \mathrm{S}=\mathrm{H}^{2} / 0.075 。在这方面，适用的最大值为 $7.5\mathrm{\%}$$7.5\mathrm{\%}$7.5%7.5 \% ，最小值为 $1.75\mathrm{\%}$$1.75\mathrm{\%}$1.75%1.75 \% 。
• Upper limit. Delimitation of the bandwidth ‘less wind nuisance / less comfort’ is based on $S=$$S=$S=S= 0.200 , with a maximum of $10.0\mathrm{\%}$$10.0\mathrm{\%}$10.0%10.0 \%
  上限。少风干扰/少舒适度 "带宽的划定以 $S=$$S=$S=S= 0.200 为基础，最大值为 $10.0\mathrm{\%}$$10.0\mathrm{\%}$10.0%10.0 \% 。

Course of the incline 倾斜路线

order to still be able to make reliable judge ments about cycling intensities with limited resources, random samples can be used. In this regard, consideration must be given to the marked variation in traffic volumes throughout the day.
为了在资源有限的情况下仍能对骑行强度做出可靠的判断，可以采用随机抽样的方法。在这方面，必须考虑到全天交通流量的显著变化。

3.7 Fellow users of cycle facilities
3.7 自行车设施的其他使用者

Light mopeds 轻便摩托车

Linearized dynamics equations
线性化动力学方程
(Proceedings of the Royal Society, A 463: 1955-1982). J.P. Meijaard, J.M. Papadopoulos, A. Ruina, A.L. Schwab, 2007.
(英国皇家学会院刊》，A 463：1955-1982）。J.P. Meijaard、J.M. Papadopoulos、A.Ruina, A.L. Schwab, 2007.
6 A bicycle can be self-stable without gyroscopic or caster effects (Science 15 April 2011,
6 自行车可以在没有陀螺效应或脚轮效应的情况下自稳（《科学》，2011 年 4 月 15 日、
332(6027):339-342). J.D.G. Kooijman, J.P. Meijaard, J.M. Papadopoulos, A. Ruina, A. L. Schwab, $332(60$$332(60$332(60332(60
332(6027):339-342).J.D.G. Kooijman、J.P. Meijaard、J.M. Papadopoulos、A.Ruina, A. L. Schwab, $332(60$$332(60$332(60332(60 .
2011.
7 Single-bicycle crash types and characteristics. Schepers en Klein Wolt, 2012
7 单车碰撞类型和特征。Schepers 和 Klein Wolt，2012 年
8 Ontwerpwijzer bruggen voor langzaam verkeer (CROW-publicatie 342). Ede, CROW, 2014
8 慢速交通桥梁设计指南（CROW 出版物 342）。埃德，CROW，2014 年
8 Ontwerpwijzer brag.fietsberaad.n/library/repository/bestanden/Vrouwelijk%20ontwerpen.pdf.
8 设计指南 brag.fietsberaad.n/library/repository/files/Female%20designs.pdf。
10 What do cyclists need to see to avoid single-bicycle crashes? (Ergonomics 54, 315-327).
10 骑自行车的人需要看到什么才能避免单人自行车撞车事故（人体工程学 54，315-327）。
J.P. Schepers, B.P.L.M. den Brinker, 2011
J.P. Schepers、B.P.L.M. den Brinker，2011 年

4.1 The basis of any design
4.1 设计的基础

4.2 Levels in quality 4.2 质量水平

• Basic structure 基本结构

• Main cycle network 主要自行车网络

• Bicycle highways 自行车公路

4.3 Requirements for the main cycle
4.3 对主要周期的要求

4.3.1 Cohesion 4.3.1 凝聚力

Cohesion and grid size 凝聚力和网格大小

of the cycle network will only be sited in pedestrianized areas if there is specific space for cyclists here, thereby keeping the extent of conflict with pedestrians to a minimum.
只有在行人专用区有专门的空间供骑车人使用时，才会将自行车网络的一部分设置在行人专用区，从而将与行人的冲突程度降到最低。

4.3.2 Directness 4.3.2 直接性

• using traffic bollards (enabling cyclists to pass a barrier but not cars);
  使用交通护柱（允许骑车人通过障碍物，但不允许汽车通过）；
  creating a one-way traffic situation for cars
  造成汽车单行
• creating passages and bridges for exclusively slow-moving traffic.
  为慢速交通开辟通道和桥梁。

Directness in terms of distance
距离的直接性

Directness in terms of tim
时间方面的直接性

Detour factor 绕行因素

4.3.3 Safety 4.3.3 安全

Road safety 道路安全

• Avoiding conflicts with intersecting traffic Every encounter with an intersecting traffic flow is a potential conflict. The risk entailed in those encounters depends on the volume, the velocity and the mass of the intersecting traffic as well as the complexity of the junction. When defining the main cycle network, efforts must be made to minimize the adverse effects of this aggregate of factors. When defining routes for the network, preference will be given to routes with as few junctions as possible that feature car traffic; junctions with heavy, high-speed traffic flows are to be avoided to the fullest extent possible. Incidentally, it is safer on balance to cross a busy junc- tion once than it is to cross a quiet one twice if in that regard the total volume of car traffic being crossed is the same. The converse is also true: it is safer to increase the volume of bicycle traffic than to split it up. Both insights are the consequence of the universal law of safety in numbers [2].
  避免与相交车流发生冲突 每一次与相交车流的相遇都是一次潜在的冲突。这些冲突所带来的风险取决于相交车流的流量、速度和质量以及交叉路口的复杂程度。在确定主要自行车网络时，必须努力将这些综合因素的不利影响降至最低。在确定自行车网络的路线时，应优先选择路口少有汽车交通的路线；应尽量避免在路口出现车流量大、车速快的交通。顺便提一下，如果通过的汽车交通总量相同，总的来说，通过一次繁忙的路口比通过两次安静的路口更安全。反之亦然：增加自行车交通量要比分割自行车交通量更安全。这两种观点都是普遍安全定律的结果[2]。
• Segregating vehicle types
  隔离车辆类型

• Reducing speed at points of conflict
  在冲突点降低车速

• Ensuring recognizable road categories Recognizability is chiefly of importance in connection with the use of specific facilities. In that regard, it is a requirement that pertain more to road sections and junctions than it does to networks. All facilities should be recognizable as such to all road users. Conti nuity of solutions, particularly on distributor roads, is a network property, however.
  确保道路类别的可识别性 可识别性主要与特定设施的使用有关。在这方面，对路段和路口的要求比对网络的要求更高。对于所有道路使用者而言，所有设施都应具有可识别性。然而，解决方案的连续性，尤其是在集散道路上的连续性，是一个网络属性。
• Ensuring uniform traffic situations
  确保统一的交通状况

(Traffic) health (交通）健康

• Ensuring minimal pollution due to emissions and noise
  确保尽量减少排放和噪音造成的污染
  This means minimizing the extent to which cycle routes are sited alongside busy roads, siting segregated cycle paths some distance from car traffic, keeping traffic with combus tion engines away from bicycle connections and creating stacking spaces for bicycles in front of waiting motorized traffic.
  这意味着要尽量减少自行车道与繁忙道路相邻的程度，将隔离的自行车道与汽车交通保持一定距离，使混合动力汽车远离自行车道，并在等候的机动车前为自行车留出停放空间。
  Ensuring minimal physiological stress
  确保生理压力最小
  This entails avoiding steep slopes on cycle routes (for example). Another factor to be avoided is protracted medium-intensity or high-intensity vibration (e.g. due to block paving).
  这就需要避免自行车道上的陡坡（例如）。另一个需要避免的因素是长时间的中强度或高强度振动（例如，由于块状铺装）。
• Ensuring minimal stress level
  确保压力最小化

• Avoiding or limiting stops
  避免或限制停车

• Comprehensibility 可理解性

• Even road surface that is enjoyable to ride on The road surface must not be bumpy and there should be no unexpected crossings. Preference is given to surfacing consisting of asphalt or continuous concrete. Nuisance caused by tree roots and holes must be kept to a minimum. To the fullest extent possible, slip-
  路面平整，骑行舒适 路面不得颠簸，不得有意外的交叉路口。优先选择沥青或连续混凝土路面。必须尽量减少树根和树洞造成的干扰。尽可能减少滑坡

periness caused by fallen leaves and winter precipitation must be prevented, or otherwise remedied as swiftly as possible, particularly on main cycle routes. The road alignment and any edging alongside the surfacing must be readily visible.
必须防止落叶和冬季降水造成的路面不平，或尽快采取其他补救措施，尤其是在主要自行车道上。道路线形和路面两旁的任何镶边都必须清晰可见。

• Limiting the amount of turning off
  限制关机次数

4.3.5 Attractiveness 4.3.5 吸引力

Personal safety 人身安全

• charting the most important areas in terms of cyclists’ origins and destinations and the links between these (step 1);
  绘制骑车人出发地和目的地的最重要区域图，以及这些区域之间的联系图（第 1 步）；
• converting desire lines into routes (step 2);
  将欲望线转换为路线（第 2 步）；
• confronting the routes with the infrastructure for other modes of transport (step 3).
  将路线与其他交通方式的基础设施相衔接（第 3 步）。

4.4.1 Determining origin and destinations and links
4.4.1 确定出发地、目的地和连接点
The first thing done during this step is to chart the most important origins and destinations. The size of the study area plays a decisive role in this regard. At provincial level, a hub can be regarded as a single origin, whereas for the net work within that hub neighbourhoods and districts are considered to be separate origins.
在这一步骤中，首先要做的是绘制最重要的出发地和目的地图。研究区域的大小在这方面起着决定性作用。在省一级，一个枢纽可被视为一个单一的出发地，而对于该枢纽内的网状结构而言，邻里和地区则被视为不同的出发地。

• shopping areas and town and city (or district) centres;
  购物区和城镇（或地区）中心；
• buildings (including government buildings) with an important public function;
  具有重要公共功能的建筑（包括政府建筑）；
  schools and universities 中小学和大学
• sports facilities: swimming pools, sports grounds, recreational areas and activity centres;
  体育设施：游泳池、运动场、娱乐区和活动中心；
• focal points for jobs, e.g. larger companies or industrial estates:
  工作岗位的集中地，如大型公司或工业区：
• important public transport hubs (stations for trains, bus, tram, underground);
  重要的公共交通枢纽（火车站、公共汽车站、有轨电车站、地铁站）；
• points of connection with the surrounding regional or provincial cycle network and the recreational cycle network;
  与周边地区或省级自行车网络以及休闲自行车网络的连接点；
• activities that are not of an everyday nature, but that are capable of attracting a lot of cyclists, such as market, theatre, cinema, church, event, catering establishments, nightlife areas.
  非日常活动，但能吸引大量骑车者的活动，如市场、剧院、电影院、教堂、活动、餐饮场所、夜生活区等。
  Special attention must be given to the edges of the sphere of activity being considered. Network links to connections outside of the sphere of activity should be marked as a destination on the edge of the network.
  必须特别注意所考虑的活动范围的边缘。与活动范围之外的连接的网络链接应在网络边缘标明目的地。

For a large city the desire lines can first be set at the macro level (entire city), with the centre, subcentres and destinations for the entire area being interconnected. Next, this can be fleshed out in more detail at the micro level (district/ neighbourhood). It is important to achieve good interconnection between the different levels of scale and the surrounding areas (e.g. neighbouring municipalities).
对于一个大城市来说，首先可以在宏观层面（整个城市）设定愿望线，将整个区域的中心、次中心和目的地相互连接起来。然后，可以在微观层面（区/邻里）进行更详细的阐述。重要的是，要实现不同规模级别与周边地区（如邻近市镇）之间的良好互联。

4.4.2 Transforming desire lines into routes
4.4.2 将欲望线转化为路线

4.4.3 Confrontation with other modes of
4.4.3 与其他模式的冲突

• the function (or intended function) of the connections
  连接的功能（或预期功能
• the extent to which bottlenecks can be remedied, therefore achieving an improvement in quality for the cycle network;
  可以在多大程度上解决瓶颈问题，从而提高自行车网络的质量；
• the consequences of the decision to not implement the desired facility or to do so at a lesser standard of quality.
  决定不实施所需的设施或以较低的质量标准实施所需的设施的后果。

4.4.4 Doing away with (and preventing) barriers
4.4.4 消除（和预防）障碍

Physical barriers 有形障碍

• the construction of ring roads around cities;
  在城市周围修建环路；
• the implementation of major infrastructural works;
  实施重大基础设施工程；
• the upgrading of distributor roads and regional flow roads (reduction in the number of junctions);
  改造集散道路和区域流动道路（减少路口数量）；
• doing away with ferry connections;
  取消轮渡连接；
• erecting barriers at level crossings.
  在平交道口设置障碍。

created. In the case of major infrastructural work, it is always important to investigate whether cycle and pedestrian connections will be jeopardized as a result and whether there are any opportunities to ‘include’ cyclists in the work to be done.
已创建。在进行大型基础设施工程时，必须调查自行车和行人连接是否会因此受到影响，以及是否有机会将骑自行车的人 "纳入 "工程中。

Other barriers 其他障碍

Doing away with barriers 消除障碍

Measures 措施

• Restoring connections interrupted by the construction of new infrastructure. The costs of this should be included in the budget for the new infrastructure project.
  恢复因修建新基础设施而中断的连接。这方面的费用应列入新基础设施项目的预算。
• Performing an integrated safety analysis prior to erecting barriers at a level crossing. A safety analysis must not be restricted to individual level crossings (see also the fifth item in the following list).
  在平交道口设置障碍之前进行综合安全分析。安全分析不能仅限于个别平交道口（另见下表第五项）。
  = Linking facilities for cyclists (and pedestrians) to construction work for trains, cars or shipping. Examples include ‘attaching’ bicycle bridges to railway bridges, widening floodgates to enable a (cycle) path to be created over the top, and creating new bicycle connections under viaducts.
  = 将自行车（和行人）设施与火车、汽车或航运建设工程连接起来。例如，将自行车桥 "连接 "到铁路桥上，拓宽水闸以便在上面开辟一条（自行车）路，以及在高架桥下新建自行车通道。
• Joint use of ecological connecting passages, such as ecoducts and wildlife tunnels. The defragmentation of the countryside by building wildlife corridors between nature reserves also presents opportunities for bicycle traffic. It is possible for ecoducts and wildlife passages to be used by cyclists as well. Joint use is often possible without problems, because the wildlife primarily passes through at night
  共同使用生态连接通道，如生态管道和野生动物隧道。通过在自然保护区之间修建野生动物通道来减少乡村的碎片化，这也为自行车交通提供了机会。骑自行车的人也可以使用生态管道和野生动物通道。共同使用通常不会出现问题，因为野生动物主要在夜间通过
  = Creating small-scale shortcuts and links for cyclists and pedestrians.
  = 为骑车人和行人开辟小范围的捷径和通道。
• Creating simple cable ferries that people can operate themselves.
  创建人们可以自己操作的简易缆索渡船。

• Creating large residential areas. This will limit the number of arterial roads, thereby minimizing the number of barriers to be crossed
  创建大型居住区。这将限制主干道的数量，从而最大限度地减少需要跨越的障碍物数量
• Creating good crossing facilities (refuge island, roundabout).
  创建良好的过街设施（避难岛、环岛）。
• Creating grade-separated crossings (bridges tunnels) over or under line barriers (roads, waterways, canals, railway lines and suchlike). Please see chapter 6 for an elaboration
  在线路障碍物（道路、水道、运河、铁路线等）上或下建造分层交叉口（桥梁隧道）。详见第 6 章
• Opening up parallel roads and paths (existing or to be constructed) along waterways, dikes and railway lines to slow-moving traffic. Although parallel facilities do not cross the relevant barrier, this measure can sometimes shorten the detour distance
  开放水道、堤坝和铁路沿线的平行道路和小径（现有的或将要修建的），供慢速车辆通行。虽然平行设施不跨越相关障碍物，但这一措施有时可缩短绕行距离
• Settling for partial barriers for motorized traffic at a level crossing at which barriers are to be erected. After all, casualties on level crossings are mainly the occupants of motor vehicles. The level crossing could be converted for exclusive use by cyclists, pedestrians and riders. The same goes for bridges. This measure is particularly cost-effective
  在需要设置路障的平交道口为机动车辆设置部分路障。毕竟，平交道口的伤亡者主要是机动车驾驶员。可将平交道口改为自行车、行人和骑车者专用。桥梁也是如此。这项措施的成本效益特别高
• Making pedestrianized areas accessible to cyclists. A few shortcuts could suffice in this regard.
  让骑自行车的人可以进入步行区。在这方面，走几条捷径就足够了。
• Making private land accessible to cyclists (and any pedestrians and other slow-moving traffic).
  让骑自行车的人（以及任何行人和其他慢行车辆）可以进入私人土地。

4.5 Bicycle highways 4.5 自行车公路

4.5.1 What is a bicycle highway?
4.5.1 什么是自行车高速公路？

4.5.2 Bicycle highways at network leve
4.5.2 网络层面的自行车高速公路

• as part of the overall cycle network
  作为整个自行车网络的一部分
• in conjunction with the origins and destina tions;
  结合起源和目的地；
  = in conjunction with public transport structures
  = 与公共交通结构相结合
• in conjunction with car networks.
  与汽车网络相结合。

Bicycle highways in conjunction with origins
自行车公路与起源地相结合

Bicycle highways and public transport
自行车公路和公共交通

4.5.3 Route selection bicycle highways
4.5.3 自行车公路的路线选择

Route selection in outline
路线选择大纲

• how straight the route is
  路线多直
• connection with regional destinations;
  连接区域目的地；
• estimated potential for use;
  估计使用潜力；
• feasibility of the organizational requirements (can the bicycle highway have ‘universal right of way’, for example?).
  组织要求的可行性（例如，自行车公路能否拥有 "普遍通行权"？）

• contribute to the qualify of life of a town or city with surrounding area as a binding and structuring element;
  为城镇或城市的生活质量做出贡献，并以周边地区作为约束和结构元素；

• improve the accessibility of (small) hubs and facilities (at both city and town/recreational level);
  改善（小型）枢纽和设施（在城市和城镇/娱乐层面）的可达性；
• improve the accessibility of green zones between cities
  改善城市之间绿色区域的可达性

Directness 直接性

Attractiveness 吸引力

and be shielded from poor weather conditions Cyclists should experience as little nuisance as possible from fellow users of the route (overtaking, differences in speed, differences in width). Alongside the route an obstacle-free zone must ensure that it is sufficiently forgiving in the event of cyclists coming off the surfacing. When approaching junctions and bends there should be an adequate view of oncoming traffic. This particularly applies to intersecting traffic, which in principle must always give way to the users of the bicycle highway.
骑车人应尽可能少地受到沿线其他使用者的干扰（超车、速度差异、宽度差异）。路线两旁的无障碍区必须确保在骑车人离开路面时有足够的宽容度。在接近路口和弯道时，应能充分看到迎面而来的车辆。这一点尤其适用于交叉路口的交通，原则上，交叉路口的交通必须始终为自行车公路的使用者让路。

Comfort 舒适性

Compensatory measures 补偿措施

Organized as bicycle street
组织为自行车街

*) The S value can be applied as follows:
*)S 值的应用方法如下：

4.6 Recreational cycle network
4.6 休闲自行车网络

4.6.1 Cycling as a form of recreation
4.6.1 骑自行车是一种休闲方式

• Citizens of the Netherlands we cy cling trips of one 197 million recreational cycling trips of $55\mathrm{\%}$$55\mathrm{\%}$55%55 \%
  荷兰公民骑自行车出行达 1.97 亿人次 $55\mathrm{\%}$$55\mathrm{\%}$55%55 \%
  The average cycling trip lasted 2.5 hours. $55\mathrm{\%}$$55\mathrm{\%}$55%55 \% of the recreational
  平均骑行时间为 2.5 小时。 $55\mathrm{\%}$$55\mathrm{\%}$55%55 \% 的娱乐性
  The average distance covered on a recreational cycling trip was 20.6 kilometres. $53\mathrm{\%}$$53\mathrm{\%}$53%53 \% of the recreational cycling trips covered less tha 20 kilometres
  休闲自行车旅行的平均距离为 20.6 公里。 $53\mathrm{\%}$$53\mathrm{\%}$53%53 \% 休闲骑车旅行的距离少于 20 公里
  = Weekend days are the most popular for a rec reational cycling trip, with $22\mathrm{\%}$$22\mathrm{\%}$22%22 \% of the cycling trips being done on a Sunday and $19\mathrm{\%}$$19\mathrm{\%}$19%19 \% on Saturday. sates more than trips use nodal routes. 51 million cycling day nodal routes.
  = 周末是最受欢迎的休闲骑行日， $22\mathrm{\%}$$22\mathrm{\%}$22%22 \% 的骑行旅行是在周日， $19\mathrm{\%}$$19\mathrm{\%}$19%19 \% 是在周六。5100 万次骑行日使用节点路线。
• The longer the day trip, the is. In the case of cyclists’ use of nodal routes is. In seltatively scant short trips, use of nodes is trips of between 20 ( $13\mathrm{\%}$$13\mathrm{\%}$13%13 \% ). In the case of day rise to $34\mathrm{\%}$$34\mathrm{\%}$34%34 \% and to and 50 km , this percentage reeding 50 km in $41\mathrm{\%}$$41\mathrm{\%}$41%41 \% in the case of day trips exceeding 50 km length.
  一日游的时间越长。骑自行车的人使用节点路线的情况是。在相对较少的短途旅行中，节点路线的使用率在 20（ $13\mathrm{\%}$$13\mathrm{\%}$13%13 \% ）次之间。当日行程达到 $34\mathrm{\%}$$34\mathrm{\%}$34%34 \% 和 $41\mathrm{\%}$$41\mathrm{\%}$41%41 \% 50 公里以上时，使用节点路线的比例为$41\mathrm{\%}$$41\mathrm{\%}$41%41 \%。
  e reational cyclist’s profile has also been studied [9]:
  此外，还研究了国内骑自行车者的轮廓[9]：
• Around half ( $49\mathrm{\%}$$49\mathrm{\%}$49%49 \% ) of recreational day trip cyclists are 55 years or older. In comparison with their share in the population of the Neth rlands ( $30\mathrm{\%}$$30\mathrm{\%}$30%30 \% ), this group is markedly overrep resented.
  约有一半（ $49\mathrm{\%}$$49\mathrm{\%}$49%49 \% ）的休闲一日游自行车骑行者年龄在 55 岁或 55 岁以上。与他们在内斯特兰地区人口中所占的比例（ $30\mathrm{\%}$$30\mathrm{\%}$30%30 \% ）相比，这一群体的比例明显偏高。
  40% of the day trips are made by people cycling with their partner. In $36\mathrm{\%}$$36\mathrm{\%}$36%36 \% of the day trips the cyclist is riding alone.
  40% 的一日游是与伴侣一起骑车。在 $36\mathrm{\%}$$36\mathrm{\%}$36%36 \% 的一日游中，骑车人是独自骑行。
• Amongst users of nodal routes for day trips, there is a relatively high proportion of people there is $55-64(28\mathrm{\%})$$55-64(28\mathrm{\%})$55-64(28%)55-64(28 \%) and $65+(31\mathrm{\%})$$65+(31\mathrm{\%})$65+(31%)65+(31 \%).
  在节点路线的一日游用户中， $55-64(28\mathrm{\%})$$55-64(28\mathrm{\%})$55-64(28%)55-64(28 \%) 和 $65+(31\mathrm{\%})$$65+(31\mathrm{\%})$65+(31%)65+(31 \%) 的比例相对较高。
  aged $55-64$$55-64$55-6455-64 ( $28\mathrm{\%}$$28\mathrm{\%}$28%28 \% ) that a relatively small propor
  $55-64$$55-64$55-6455-64 （ $28\mathrm{\%}$$28\mathrm{\%}$28%28 \% ）的年龄相对较小，而 $55-64$$55-64$55-6455-64 （ $28\mathrm{\%}$$28\mathrm{\%}$28%28 \% ）的年龄相对较大。
• What is striking is the the tion of residents of the Netherage in recreational lowest social class (CD) engage in to nationcycling day trips (45% compared the who do wide figure of $50\mathrm{\%}$$50\mathrm{\%}$50%50 \% ), but that those wite degree of cycle tend to do so with a greaterdent of the frequency that the average this lowest social Netherlands. Cyclists from this lowatively more class use signposted routes when on cycling day trips.
  值得注意的是，尼德河畔地区最低社会阶层（CD）的居民参加全国自行车一日游的比例（45%，而其他社会阶层参加自行车一日游的比例较低，为 $50\mathrm{\%}$$50\mathrm{\%}$50%50 \% ），但那些骑自行车程度较高的居民参加自行车一日游的频率往往高于这一最低社会阶层的平均水平。在骑自行车进行一日游时，来自这一较低阶层的骑车者更多地使用有路标的路线。

Sports cyclists 运动自行车运动员