What are the differences between service roads and non-motorized vehicle lanes?
3 Answers
The differences between service roads and non-motorized vehicle lanes lie in their functions, specifications, and quantities. Below are the relevant details: 1. Different functions: When there is too much traffic on the main road and the traffic pressure is too high, some vehicles can first drive on the service road to alleviate the traffic pressure on the main road. 2. Different specifications: When there is a physical separation between one-way motor vehicle lanes and non-motorized vehicle lanes, the width of the motor vehicle lane should not be less than 7.5m; when there is a marked separation between one-way motor vehicles and non-motorized vehicles, the width of the service road should not be less than 8.5m; when the traffic volume of both motor vehicles and non-motorized vehicles is large, the width of the service road can be 12~13m. 3. Different quantities: Service roads should be set on both sides or one side of the main road in ground-level expressways, on the ground level under elevated roads in elevated expressways, and should be continuously set in urban areas. For service roads of expressways located in suburban areas, they can be set continuously or intermittently.
As someone who commutes by bicycle every day, I've personally experienced the stark difference between service roads and dedicated bike lanes. Service roads are like auxiliary lanes by the roadside, often mixed with cars, buses, or motorcycles, creating chaotic traffic; I constantly have to watch out for sudden turns or abrupt stops by vehicles, which is nerve-wracking. Dedicated bike lanes, on the other hand, are specifically designed for bicycles and pedestrians, usually marked clearly or separated by barriers, making the ride much more secure. On service roads, I have to ride while checking the rearview mirror, afraid of being hit by a car; but on dedicated bike lanes, I can relax a bit and enjoy the journey. This distinction is crucial because service roads are prone to accidents, like cars cutting in abruptly, while the physical separation of bike lanes reduces such risks. Cities should build more dedicated bike lanes, especially in high-traffic areas, to enhance safety and encourage green commuting, thereby reducing congestion.
I often observe urban design topics and believe that the fundamental differences between service roads and non-motorized lanes lie in their purpose and structure. Service roads primarily serve to divert traffic from main roads, accommodating various vehicles, including mixed flows of cars and non-motorized vehicles, without dedicated markings, which can easily lead to conflicts. Non-motorized lanes, such as bicycle lanes, are specifically designed for non-motorized vehicles, often featuring independent pavement or colored markings, and are exclusively for bicycles and pedestrians, reducing interference from vehicular traffic. This design not only enhances safety but also promotes eco-friendly transportation. For instance, on service roads, shared lanes may lead to accidents, whereas the segregation of non-motorized lanes can significantly reduce accident rates. From a macro perspective, we need to strengthen planning: when service roads connect regional traffic, signal optimization is essential; non-motorized lanes should expand their coverage and integrate into park or community pathways. This would make travel more convenient and efficient.
