Lesson:Protected Intersections for Bicyclists/ExerciseD1 - Revision history

Ricardo: /* Listening Exercise */

2014-09-22T18:28:53Z

Listening Exercise

Gustavo at 04:39, 20 August 2014

2014-08-20T04:39:31Z

Alvaro: /* Listening Exercise */

2014-06-02T19:20:54Z

Listening Exercise

Alvaro: /* Listening Exercise */

2014-06-02T18:49:21Z

Listening Exercise

Alvaro: /* Listening Exercise */

2014-06-02T18:41:24Z

Listening Exercise

Alvaro: /* Listening Exercise */

2014-06-02T18:32:09Z

Listening Exercise

Alvaro: Created page with "{{subst:Listening}}"

2014-06-02T18:24:55Z

Created page with "{{subst:Listening}}"

New page

==Listening Exercise==

<html5media>http://linktotherightMP3file.mp3</html5media>

<quiz display=simple>
{Watch the video and complete the text according to what you can understand.
|type="{}"}
###TRANSCRIPT HERE###
- This is an example of a { listening _10 } exercise. Basically what you do, is { format _7 } the text, using { _# } where # is the number of letters the { word _5 } they have to guess has + 1.
</quiz>

@@ Line 8: / Line 8: @@
 {Watch the video and complete the text according to what you can understand.
 |type="{}"}
-Urban planners and designers have { finally_8 } figured it out: If your city is designed so that you can bike instead of { drive_6 }, it will be a happier, { healthier_10 } place to live. We know that { protected_10 } bike lanes are the key to getting the average { person_7 } to consider traveling by bike. Sharing busy traffic lanes with cars is absolutely unacceptable. And separation by a line of paint is { often_6 } not enough. Protected bike lanes - also called cycle tracks - use curbs, planters or { parking_8 } to buffer { bicyclists_11 } from moving cars. But there's still a problem. The protected bike lanes lose their benefits when they { reach_6 } intersections. The buffer falls away and you're faced with an ambiguous collection of { green_6 } paint, dashed lines and bicycle markings.
+Urban planners and designers have { finally_8 } figured it out: If your city is designed so that you can bike instead of drive, it will be a happier, healthier place to live. We know that { protected_9 } bike lanes are the key to getting the average person to consider traveling by bike. { Sharing_7 } busy traffic lanes with cars is absolutely unacceptable. And separation by a line of paint is often not enough. Protected bike lanes - also called cycle { tracks_6 } - use curbs, planters or parking to buffer bicyclists from moving cars. But there's still a problem. The protected bike lanes lose their benefits when they reach intersections. The buffer falls away and you're faced with an { ambiguous_9 } collection of green paint, dashed lines and bicycle markings.
-One popular configuration is { called_7 } the mixing zone. Where cars and bikes share the lane. It doesn't { matter_7 } how safe and protected your bike lane is, if intersections are risky stressful experiences. We need to make { intersections_14 } just as safe and secure as the { lanes_6 } that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the { physical_9 } protection along with you as you ride { through_8 } the crossing. A collection of design elements makes left turn simple and secure. Right turn is protected and { fast_5 } and provide straight through movement that minimize or { eliminate_10 } conflicts from turning cars.
+One popular configuration is called the { mixing_6 } zone. Where cars and bikes share the lane. It doesn't matter how safe and protected your bike lane is, if intersections are { risky_5 } stressful experiences. We need to make intersections just as safe and secure as the lanes that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the physical protection along with you as you ride { through_7 } the crossing. A collection of design { elements_8 } makes left turn simple and secure. Right turn is protected and fast and provide straight through movement that minimize or eliminate conflicts from turning cars.
-With this design, riders will never feel { stranded_9 }, exposed or unsure of where to go and how to get there. There are four { main_5 } elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and { pedestrian_11 } crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections { function_9 }. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically { separates_10 } bicyclists as they make right turns. And { provides_9 } a secure refuge for those { waiting_8 } at a red signal protected from moving cars. Paired with the corner refuge { island_7 } is a forward stop bar for bicyclists. While people { driving_8 } must stop back { behind_7 } the crosswalk, people on bikes may yield to { pedestrians_12 } and stop at a waiting area farther ahead in the intersection. Bicyclists { turning_8 } left also use the space to wait when making a { left_5 } turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly { visible_8 } to drivers waiting at a red { light_6 }; the physical distance - ahead of cars - gives bicyclists an { effective_10 } head start when the light turns green. And the { distance_9 } to the road the bicycles need to cross is greatly { reduced_8 }. In Protected Intersections, the bike lane bends away from the intersection, { creating_9 } a setback bicycle and pedestrian crossing. In contrast to { conventional_13 } bicycle crossings that run next to moving cars, the setback { crossings_10 } provide the space and time for { everyone_9 } to react to potential conflicts. The critical dimension is one car length of space { between_8 } the traffic lane and the bicycle crossing: Around six { meters_7 }. This space is often already present in the { parking_8 } and buffer space of the protected bike lane. With this design, drivers turn 90 { degrees_8 } to face the bike lane before they even cross it, making people on bikes highly { visible_8 } and out of the drivers' { blind_6 } spot. To allow for adequate reaction time for all users, use a small effective { corner_7 } radius to encourage a slow driver turning speed of five to { ten_4 } miles per hour.
+With this design, { riders_6 } will never feel stranded, exposed or  ( unsure-6 } of where to go and how to get there. There are four main elements to protected Intersection designs: A corner { refuge_6 } island; a forward stop bar for bicyclists; a { setback_7 } bike and pedestrian crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections function. This island brings the protective { barrier_7 } from the bike lane far into the intersection. Think of it like a { curb_4 } extension for bicyclists. The island physically separates bicyclists as they make right turns. And provides a secure refuge for those waiting at a red signal protected from moving cars. Paired with the corner refuge island is a forward stop bar for bicyclists. While people driving must stop back behind the { crosswalk_9 }, people on bikes may { yield_5 } to pedestrians and stop at a waiting area farther ahead in the intersection. Bicyclist turning left also use the space to wait when making a left turn. The advantage of this design is threefold: the { forward_7 } stop location makes bicyclists incredibly visible to drivers waiting at a red light; the physical distance - ahead of cars - gives bicyclists an effective head start when the light turns green. And the distance to the road the bicyclists need to cross is greatly reduced. In Protected Intersections, the bike lane { bends_5 } away from the intersection, creating a setback bicycle and pedestrian crossing. In contrast to conventional bicycle crossings that run next to moving cars, the { setback_7 } crossings provide the space and time for everyone to react to potential conflicts. The critical dimension is one car length of space between the { traffic_7 } lane and the bicycle crossing: Around six meters. This space is often already present in the parking and buffer space of the protected bike lane. With this design, drivers turn 90 { degrees_7 } to face the bike lane before they even cross it, making people on bikes highly visible and out of the drivers' { blind_5 } spot. To allow for adequate reaction time for all users, use a small effective corner radius to encourage a slow driver turning speed of five to ten miles per hour.
-The last { element_8 } of a Protected Intersection is the use bicycle specific signals and bicycle { friendly_9 } signal phasing. Just as important as the { physical_9 } design of the intersection is the use of signals to { control_8 } how and when different people can proceed. At its most { secure_ 7 }, a protected signal phase for bicyclists will use red signals to { prevent_8 } any conflicting car turning movements. There's no risk of right or left hooks from cars when they are { prohibited_11 } from turning where bicyclists are { traveling _9 } through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This { simultaneous_13 } green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at { once_5 }.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at { negotiating_12 } shared space and will have no { trouble_8 } staying out of each other's way.
+The last element of a Protected Intersection is the use of bicycle specific signals and bicycle friendly signal phasing. Just as important as the physical design of the intersection is the use of signals to control how and when different people can { proceed_7 }. At its most secure, a protected signal phase for bicyclists will use red signals to prevent any conflicting car turning movements. There's no risk of right or left hooks from cars when they are { prohibited_10} from turning where bicyclists are traveling through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This { simultaneous_12 } green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at once.Left turns in one } stage_5} and even full u-turns through the intersection. Even at high volumes, bicyclists are good at { negotiating_11 } shared space and will have no trouble staying out of each other's way.
-When it's not possible to prohibit conflicting movement entirely, an alternate { approach_9 } is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It { provides_9 } them a little extra time to get rolling, enter the intersection and { maybe_6 } even clear it completely before people driving start to move.
+When it's not possible to prohibit conflicting movement { entirely_8 }, an alternate approach is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It provides them a little extra time to get { rolling_7 }, enter the intersection and maybe even clear it completely before people driving start to move.
-Taken { together_9 }, these design elements create a safe clear experience for all people using the street. Signals control movements, refuge islands create protected spaces and proper positioning of crossings and conflict points provides everyone with the time and space necessary to { react_6 } to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design concepts, planners, designers and { engineers_10 } can bring the protection of their bike lane to the space where people need it the most. And finally provide a { safe_5 } place for people of all ages and abilities to { ride_5 }.
+Taken together, these design elements create a safe clear experience for all people using the street. Signals control movements, { refuge_6 } islands create protected spaces and proper { positioning_11} of crossings and conflict points provides everyone with the time and space necessary to react to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design { concepts_8 }, planners, designers and engineers can bring the protection of their bike lane into the space where people need it the most. And finally, provide a safe place for people of all ages and { abilities_9 } to ride.

@@ Line 2: / Line 2: @@
-<html5media>http://linktotherightMP3file.mp3</html5media>
+<html5media>http://thegrove.com.br/metodo/images/0/09/Protected_Intersections_For_Bicyclists_1.mp3</html5media>
@@ Line 11: / Line 11: @@
 One popular configuration is { called_7 } the mixing zone. Where cars and bikes share the lane. It doesn't { matter_7 } how safe and protected your bike lane is, if intersections are risky stressful experiences. We need to make { intersections_14 } just as safe and secure as the { lanes_6 } that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the { physical_9 } protection along with you as you ride { through_8 } the crossing. A collection of design elements makes left turn simple and secure. Right turn is protected and { fast_5 } and provide straight through movement that minimize or { eliminate_10 } conflicts from turning cars.
 With this design, riders will never feel { stranded_9 }, exposed or unsure of where to go and how to get there. There are four { main_5 } elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and { pedestrian_11 } crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections { function_9 }. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically { separates_10 } bicyclists as they make right turns. And { provides_9 } a secure refuge for those { waiting_8 } at a red signal protected from moving cars. Paired with the corner refuge { island_7 } is a forward stop bar for bicyclists. While people { driving_8 } must stop back { behind_7 } the crosswalk, people on bikes may yield to { pedestrians_12 } and stop at a waiting area farther ahead in the intersection. Bicyclists { turning_8 } left also use the space to wait when making a { left_5 } turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly { visible_8 } to drivers waiting at a red { light_6 }; the physical distance - ahead of cars - gives bicyclists an { effective_10 } head start when the light turns green. And the { distance_9 } to the road the bicycles need to cross is greatly { reduced_8 }. In Protected Intersections, the bike lane bends away from the intersection, { creating_9 } a setback bicycle and pedestrian crossing. In contrast to { conventional_13 } bicycle crossings that run next to moving cars, the setback { crossings_10 } provide the space and time for { everyone_9 } to react to potential conflicts. The critical dimension is one car length of space { between_8 } the traffic lane and the bicycle crossing: Around six { meters_7 }. This space is often already present in the { parking_8 } and buffer space of the protected bike lane. With this design, drivers turn 90 { degrees_8 } to face the bike lane before they even cross it, making people on bikes highly { visible_8 } and out of the drivers' { blind_6 } spot. To allow for adequate reaction time for all users, use a small effective { corner_7 } radius to encourage a slow driver turning speed of five to { ten_4 } miles per hour.
-The last { element_8 } of a Protected Intersection is the use bicycle specific signals and bicycle { friendly_9 } signal phasing. Just as important as the { physical_9 } design of the intersection is the use of signals to { control_8 } how and when different people can proceed. At its most { secure_ 7 }, a protected signal phase for bicyclists will use red signals to { prevent_8 } any conflicting car turning movements. There's no risk of right or left hooks from cars when they are { prohibited_11 } from turning where bicyclists are { travelling_11} through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This { simultaneous_13 } green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at { once_5 }.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at { negotiating_12 } shared space and will have no { trouble_8 } staying out of each other's way.
+The last { element_8 } of a Protected Intersection is the use bicycle specific signals and bicycle { friendly_9 } signal phasing. Just as important as the { physical_9 } design of the intersection is the use of signals to { control_8 } how and when different people can proceed. At its most { secure_ 7 }, a protected signal phase for bicyclists will use red signals to { prevent_8 } any conflicting car turning movements. There's no risk of right or left hooks from cars when they are { prohibited_11 } from turning where bicyclists are { traveling _9 } through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This { simultaneous_13 } green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at { once_5 }.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at { negotiating_12 } shared space and will have no { trouble_8 } staying out of each other's way.
 When it's not possible to prohibit conflicting movement entirely, an alternate { approach_9 } is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It { provides_9 } them a little extra time to get rolling, enter the intersection and { maybe_6 } even clear it completely before people driving start to move.
 Taken { together_9 }, these design elements create a safe clear experience for all people using the street. Signals control movements, refuge islands create protected spaces and proper positioning of crossings and conflict points provides everyone with the time and space necessary to { react_6 } to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design concepts, planners, designers and { engineers_10 } can bring the protection of their bike lane to the space where people need it the most. And finally provide a { safe_5 } place for people of all ages and abilities to { ride_5 }.

@@ Line 11: / Line 11: @@
 One popular configuration is { called_7 } the mixing zone. Where cars and bikes share the lane. It doesn't { matter_7 } how safe and protected your bike lane is, if intersections are risky stressful experiences. We need to make { intersections_14 } just as safe and secure as the { lanes_6 } that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the { physical_9 } protection along with you as you ride { through_8 } the crossing. A collection of design elements makes left turn simple and secure. Right turn is protected and { fast_5 } and provide straight through movement that minimize or { eliminate_10 } conflicts from turning cars.
 With this design, riders will never feel { stranded_9 }, exposed or unsure of where to go and how to get there. There are four { main_5 } elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and { pedestrian_11 } crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections { function_9 }. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically { separates_10 } bicyclists as they make right turns. And { provides_9 } a secure refuge for those { waiting_8 } at a red signal protected from moving cars. Paired with the corner refuge { island_7 } is a forward stop bar for bicyclists. While people { driving_8 } must stop back { behind_7 } the crosswalk, people on bikes may yield to { pedestrians_12 } and stop at a waiting area farther ahead in the intersection. Bicyclists { turning_8 } left also use the space to wait when making a { left_5 } turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly { visible_8 } to drivers waiting at a red { light_6 }; the physical distance - ahead of cars - gives bicyclists an { effective_10 } head start when the light turns green. And the { distance_9 } to the road the bicycles need to cross is greatly { reduced_8 }. In Protected Intersections, the bike lane bends away from the intersection, { creating_9 } a setback bicycle and pedestrian crossing. In contrast to { conventional_13 } bicycle crossings that run next to moving cars, the setback { crossings_10 } provide the space and time for { everyone_9 } to react to potential conflicts. The critical dimension is one car length of space { between_8 } the traffic lane and the bicycle crossing: Around six { meters_7 }. This space is often already present in the { parking_8 } and buffer space of the protected bike lane. With this design, drivers turn 90 { degrees_8 } to face the bike lane before they even cross it, making people on bikes highly { visible_8 } and out of the drivers' { blind_6 } spot. To allow for adequate reaction time for all users, use a small effective { corner_7 } radius to encourage a slow driver turning speed of five to { ten_4 } miles per hour.
-The last element of a Protected Intersection is the use bicycle specific signals and bicycle friendly signal phasing. Just as important as the physical design of the intersection is the use of signals to control how and when different people can proceed. At its most secure, a protected signal phase for bicyclists will use red signals to prevent any conflicting car turning movements. There's no risk of right or left hooks from cars when they are prohibited from turning where bicyclists are travelling through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This simultaneous green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at once.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at negotiating shared space and will have no trouble staying out of each other's way.
+The last { element_8 } of a Protected Intersection is the use bicycle specific signals and bicycle { friendly_9 } signal phasing. Just as important as the { physical_9 } design of the intersection is the use of signals to { control_8 } how and when different people can proceed. At its most { secure_ 7 }, a protected signal phase for bicyclists will use red signals to { prevent_8 } any conflicting car turning movements. There's no risk of right or left hooks from cars when they are { prohibited_11 } from turning where bicyclists are { travelling_11} through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This { simultaneous_13 } green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at { once_5 }.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at { negotiating_12 } shared space and will have no { trouble_8 } staying out of each other's way.
-When it's not possible to prohibit conflicting movement entirely, an alternate approach is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It provides them a little extra time to get rolling, enter the intersection and maybe even clear it completely before people driving start to move.
+When it's not possible to prohibit conflicting movement entirely, an alternate { approach_9 } is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It { provides_9 } them a little extra time to get rolling, enter the intersection and { maybe_6 } even clear it completely before people driving start to move.
-Taken together, these design elements create a safe clear experience for all people using the street. Signals control movements, refuge islands create protected spaces and proper positioning of crossings and conflict points provides everyone with the time and space necessary to react to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design concepts, planners, designers and engineers can bring the protection of their bike lane to the space where people need it the most. And finally provide a safe place for people of all ages and abilities to ride.
+Taken { together_9 }, these design elements create a safe clear experience for all people using the street. Signals control movements, refuge islands create protected spaces and proper positioning of crossings and conflict points provides everyone with the time and space necessary to { react_6 } to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design concepts, planners, designers and { engineers_10 } can bring the protection of their bike lane to the space where people need it the most. And finally provide a { safe_5 } place for people of all ages and abilities to { ride_5 }.

@@ Line 10: / Line 10: @@
 Urban planners and designers have { finally_8 } figured it out: If your city is designed so that you can bike instead of { drive_6 }, it will be a happier, { healthier_10 } place to live. We know that { protected_10 } bike lanes are the key to getting the average { person_7 } to consider traveling by bike. Sharing busy traffic lanes with cars is absolutely unacceptable. And separation by a line of paint is { often_6 } not enough. Protected bike lanes - also called cycle tracks - use curbs, planters or { parking_8 } to buffer { bicyclists_11 } from moving cars. But there's still a problem. The protected bike lanes lose their benefits when they { reach_6 } intersections. The buffer falls away and you're faced with an ambiguous collection of { green_6 } paint, dashed lines and bicycle markings.
 One popular configuration is { called_7 } the mixing zone. Where cars and bikes share the lane. It doesn't { matter_7 } how safe and protected your bike lane is, if intersections are risky stressful experiences. We need to make { intersections_14 } just as safe and secure as the { lanes_6 } that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the { physical_9 } protection along with you as you ride { through_8 } the crossing. A collection of design elements makes left turn simple and secure. Right turn is protected and { fast_5 } and provide straight through movement that minimize or { eliminate_10 } conflicts from turning cars.
-With this design, riders will never feel { stranded_9 }, exposed or unsure of where to go and how to get there. There are four { main_5 } elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and { pedestrian_11 } crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections { function_9 }. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically { separates_10 } bicyclists as they make right turns. And { provides_9 } a secure refuge for those { waiting_8 } at a red signal protected from moving cars. Paired with the corner refuge { island_7 } is a forward stop bar for bicyclists. While people driving must stop back behind the crosswalk, people on bikes may yield to pedestrians and stop at a waiting area farther ahead in the intersection. Bicyclist turning left also use the space to wait when making a left turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly visible to drivers waiting at a red light; the physical distance - ahead of cars - gives bicyclists an effective head start when the light turns green. And the distance to the road the bicycles need to cross is greatly reduced. In Protected Intersections, the bike lane bends away from the intersection, creating a setback bicycle and pedestrian crossing. In contrast to conventional bicycle crossings that run next to moving cars, the setback crossings provide the space and time for everyone to react to potential conflicts. The critical dimension is one car length of space between the traffic lane and the bicycle crossing: Around six meters. This space is often already present in the parking and buffer space of the protected bike lane. With this design, drivers turn 90 degrees to face the bike lane before they even cross it, making people on bikes highly visible and out of the drivers' blind spot. To allow for adequate reaction time for all users, use a small effective corner radius to encourage a slow driver turning speed of five to ten miles per hour.
+With this design, riders will never feel { stranded_9 }, exposed or unsure of where to go and how to get there. There are four { main_5 } elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and { pedestrian_11 } crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections { function_9 }. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically { separates_10 } bicyclists as they make right turns. And { provides_9 } a secure refuge for those { waiting_8 } at a red signal protected from moving cars. Paired with the corner refuge { island_7 } is a forward stop bar for bicyclists. While people { driving_8 } must stop back { behind_7 } the crosswalk, people on bikes may yield to { pedestrians_12 } and stop at a waiting area farther ahead in the intersection. Bicyclists { turning_8 } left also use the space to wait when making a { left_5 } turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly { visible_8 } to drivers waiting at a red { light_6 }; the physical distance - ahead of cars - gives bicyclists an { effective_10 } head start when the light turns green. And the { distance_9 } to the road the bicycles need to cross is greatly { reduced_8 }. In Protected Intersections, the bike lane bends away from the intersection, { creating_9 } a setback bicycle and pedestrian crossing. In contrast to { conventional_13 } bicycle crossings that run next to moving cars, the setback { crossings_10 } provide the space and time for { everyone_9 } to react to potential conflicts. The critical dimension is one car length of space { between_8 } the traffic lane and the bicycle crossing: Around six { meters_7 }. This space is often already present in the { parking_8 } and buffer space of the protected bike lane. With this design, drivers turn 90 { degrees_8 } to face the bike lane before they even cross it, making people on bikes highly { visible_8 } and out of the drivers' { blind_6 } spot. To allow for adequate reaction time for all users, use a small effective { corner_7 } radius to encourage a slow driver turning speed of five to { ten_4 } miles per hour.
 The last element of a Protected Intersection is the use bicycle specific signals and bicycle friendly signal phasing. Just as important as the physical design of the intersection is the use of signals to control how and when different people can proceed. At its most secure, a protected signal phase for bicyclists will use red signals to prevent any conflicting car turning movements. There's no risk of right or left hooks from cars when they are prohibited from turning where bicyclists are travelling through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This simultaneous green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at once.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at negotiating shared space and will have no trouble staying out of each other's way.
 When it's not possible to prohibit conflicting movement entirely, an alternate approach is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It provides them a little extra time to get rolling, enter the intersection and maybe even clear it completely before people driving start to move.
 Taken together, these design elements create a safe clear experience for all people using the street. Signals control movements, refuge islands create protected spaces and proper positioning of crossings and conflict points provides everyone with the time and space necessary to react to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design concepts, planners, designers and engineers can bring the protection of their bike lane to the space where people need it the most. And finally provide a safe place for people of all ages and abilities to ride.

@@ Line 9: / Line 9: @@
 |type="{}"}
 Urban planners and designers have { finally_8 } figured it out: If your city is designed so that you can bike instead of { drive_6 }, it will be a happier, { healthier_10 } place to live. We know that { protected_10 } bike lanes are the key to getting the average { person_7 } to consider traveling by bike. Sharing busy traffic lanes with cars is absolutely unacceptable. And separation by a line of paint is { often_6 } not enough. Protected bike lanes - also called cycle tracks - use curbs, planters or { parking_8 } to buffer { bicyclists_11 } from moving cars. But there's still a problem. The protected bike lanes lose their benefits when they { reach_6 } intersections. The buffer falls away and you're faced with an ambiguous collection of { green_6 } paint, dashed lines and bicycle markings.
-One popular configuration is { called_7 } the mixing zone. Where cars and bikes share the lane. It doesn't { matter_7 } how safe and protected your bike lane is, if intersections are risky stressful experiences. We need to make { intersections_14 } just as safe and secure as the { lanes_6 } that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the physical protection along with you as you ride through the crossing. A collection of design elements makes left turn simple and secure. Right turn is protected and fast and provide straight through movement that minimize or eliminate conflicts from turning cars.
+One popular configuration is { called_7 } the mixing zone. Where cars and bikes share the lane. It doesn't { matter_7 } how safe and protected your bike lane is, if intersections are risky stressful experiences. We need to make { intersections_14 } just as safe and secure as the { lanes_6 } that lead into them. What the protected bike lane needs, is the protected intersection. Modeled after Dutch intersection design, the Protected Intersection brings the { physical_9 } protection along with you as you ride { through_8 } the crossing. A collection of design elements makes left turn simple and secure. Right turn is protected and { fast_5 } and provide straight through movement that minimize or { eliminate_10 } conflicts from turning cars.
-With this design, riders will never feel stranded, exposed or unsure of where to go and how to get there. There are four main elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and pedestrian crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections function. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically separates bicyclists as they make right turns. And provides a secure refuge for those waiting at a red signal protected from moving cars. Paired with the corner refuge island is a forward stop bar for bicyclists. While people driving must stop back behind the crosswalk, people on bikes may yield to pedestrians and stop at a waiting area farther ahead in the intersection. Bicyclist turning left also use the space to wait when making a left turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly visible to drivers waiting at a red light; the physical distance - ahead of cars - gives bicyclists an effective head start when the light turns green. And the distance to the road the bicycles need to cross is greatly reduced. In Protected Intersections, the bike lane bends away from the intersection, creating a setback bicycle and pedestrian crossing. In contrast to conventional bicycle crossings that run next to moving cars, the setback crossings provide the space and time for everyone to react to potential conflicts. The critical dimension is one car length of space between the traffic lane and the bicycle crossing: Around six meters. This space is often already present in the parking and buffer space of the protected bike lane. With this design, drivers turn 90 degrees to face the bike lane before they even cross it, making people on bikes highly visible and out of the drivers' blind spot. To allow for adequate reaction time for all users, use a small effective corner radius to encourage a slow driver turning speed of five to ten miles per hour.
+With this design, riders will never feel { stranded_9 }, exposed or unsure of where to go and how to get there. There are four { main_5 } elements to protected Intersection designs: A corner refuge island; a forward stop bar for bicyclists; a setback bike and { pedestrian_11 } crossing and bicycle-friendly signal phasing. The corner refuge island is the key element that makes these intersections { function_9 }. This island brings the protective barrier from the bike lane far into the intersection. Think of it like a curb extension for bicyclists. The island physically { separates_10 } bicyclists as they make right turns. And { provides_9 } a secure refuge for those { waiting_8 } at a red signal protected from moving cars. Paired with the corner refuge { island_7 } is a forward stop bar for bicyclists. While people driving must stop back behind the crosswalk, people on bikes may yield to pedestrians and stop at a waiting area farther ahead in the intersection. Bicyclist turning left also use the space to wait when making a left turn. The advantage of this design is threefold: the forward stop location makes bicyclists incredibly visible to drivers waiting at a red light; the physical distance - ahead of cars - gives bicyclists an effective head start when the light turns green. And the distance to the road the bicycles need to cross is greatly reduced. In Protected Intersections, the bike lane bends away from the intersection, creating a setback bicycle and pedestrian crossing. In contrast to conventional bicycle crossings that run next to moving cars, the setback crossings provide the space and time for everyone to react to potential conflicts. The critical dimension is one car length of space between the traffic lane and the bicycle crossing: Around six meters. This space is often already present in the parking and buffer space of the protected bike lane. With this design, drivers turn 90 degrees to face the bike lane before they even cross it, making people on bikes highly visible and out of the drivers' blind spot. To allow for adequate reaction time for all users, use a small effective corner radius to encourage a slow driver turning speed of five to ten miles per hour.
 The last element of a Protected Intersection is the use bicycle specific signals and bicycle friendly signal phasing. Just as important as the physical design of the intersection is the use of signals to control how and when different people can proceed. At its most secure, a protected signal phase for bicyclists will use red signals to prevent any conflicting car turning movements. There's no risk of right or left hooks from cars when they are prohibited from turning where bicyclists are travelling through. A variation of the protected signal phase is to give all car movements a red signal and all bicyclists movements a green. This simultaneous green phase gives full reign of the intersection to bicyclists, allowing through movements in all directions at once.Left turns in one stage and even full u-turns through the intersection. Even at high volumes, bicyclists are good at negotiating shared space and will have no trouble staying out of each other's way.
 When it's not possible to prohibit conflicting movement entirely, an alternate approach is to provide a leading bicycle interval. This is a head start green light for bikes of anywhere from two to five seconds. It provides them a little extra time to get rolling, enter the intersection and maybe even clear it completely before people driving start to move.
 Taken together, these design elements create a safe clear experience for all people using the street. Signals control movements, refuge islands create protected spaces and proper positioning of crossings and conflict points provides everyone with the time and space necessary to react to potential risks. While the Protected Intersection design is unconventional and non-standard in the US, so were protected bike lanes only a few years ago. Using these design concepts, planners, designers and engineers can bring the protection of their bike lane to the space where people need it the most. And finally provide a safe place for people of all ages and abilities to ride.