What is the difference between an auxiliary road and a non-motorized vehicle lane?

[LeAiden]

The differences between an auxiliary road and a non-motorized vehicle lane lie in their different functions, specifications, and quantities. Here are the relevant details: 1. Different functions: When there are too many vehicles on the main road and traffic pressure is too high, some vehicles can first drive on the auxiliary road to alleviate traffic pressure on the main road. 2. Different specifications: When there is physical separation between a one-way motor vehicle lane and a non-motorized vehicle lane, the width of the motor vehicle lane should not be less than 7.5m; when there is painted separation between a one-way motor vehicle lane and a non-motorized vehicle lane, the width of the auxiliary 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 auxiliary road can be 12~13m. 3. Different quantities: Auxiliary roads should be set up 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 preferably be continuously set up in urban areas. For auxiliary roads of expressways located in suburban areas, they can be set up continuously or intermittently.

[FrankDella]

The key difference between auxiliary roads and non-motorized vehicle lanes lies in their functions and user groups. As someone who frequently drives, I've realized that auxiliary roads serve as secondary paths supporting main roads in urban road systems, aiming to divert motorized traffic such as cars and motorcycles. They can be shared with other lanes and sometimes mix with pedestrians and bicycles, but with poor safety, prone to congestion or conflicts. On the other hand, non-motorized vehicle lanes are dedicated independent pathways designed specifically for bicycles, pedestrians, and electric scooters, usually physically separated by green belts or guardrails to strictly prohibit motor vehicle entry, ensuring safety and comfort. I've found that in travel planning, auxiliary roads alleviate congestion but increase risks, while non-motorized lanes promote green travel and reduce accidents. Daily drivers should pay attention to road signs to avoid mistakenly entering non-motorized lanes.

[StJuliet]

From an urban planning perspective, auxiliary roads function more like supporting veins in the transportation network, aiding the efficient operation of main roads. They can integrate various types of vehicles but come with high maintenance costs and are prone to wear. Non-motorized lanes, on the other hand, are ecosystems specifically designed for sustainable mobility, strictly protecting the independent space of cyclists. The fundamental difference lies in one being a shared resource to enhance efficiency, while the other is an exclusive pathway ensuring equity. Through urban observations, I've found that new technologies like intelligent monitoring can optimize this system, calling for more investment.

[Talia]

As a cyclist, I use the bike lane every day. It's my sanctuary, offering a smooth experience and keeping me away from dangers. The service road, on the other hand, is filled with heavy traffic, and sharing it feels nerve-wracking. The difference is very clear: service roads serve motor vehicles for traffic diversion, while bike lanes are exclusively for non-motorized users, protecting the safety of vulnerable road users.