Conclusions and recommendations Conclusions of the evaluation The evaluation of the traffic engineering aspects proved that waiting times for cyclists have fallen greatly, without causing any noticeable adverse effects for motorists. The extra realisation opportunities for cyclists did not lead to a clearly demonstrable increase of cycle times and waiting times for motorists. The regime is highly valued by cyclists. They greatly appreciate the regime, but do indicate that waiting times for motorists are to be taken into account. Those interviewed state they have noticed their waiting times have been shortened and that they receive a green light more often. The majority of respondents consider rain to be the most unpleasant weather condition and a good reason to receive extra green light. Parameters for the regime: the perception study has shown that rain is the most important disruptive element for cyclists. Cold weather is mentioned as a relevant parameter by almost none of the respondents. Making the number of green phases dependent on the amount of other traffic participants is stated as desirable. The advice is to base an upgrade on a regime where the number of realisations for cyclists is dependent on rain and the amount of motorists. Points of attention The effectiveness of the bicycle-friendly regime is strongly dependent on the numbers of cyclists and the pressure of other traffic participants on the intersection. It is expected that when pressure on the intersection becomes too high, waiting times for other traffic participants will strongly increase. Where exactly waiting times for other traffic participants do no longer outweigh the advantages to cyclists has not become clear in the investigation. For that the effects of the regime will have to be calculated at several sites with various levels of pressure. This investigation may be carried out by actual experiments or by means of simulations. Advisability of expansion The evaluation has demonstrated that the bicycle-friendly traffic light regime has been highly valued by the cycling users of the intersection. The traffic-engineering analysis demonstrates in addition that the extra realisations for cyclists do not cause disruptive effects for motorists. The evaluation is also positive on safety aspects. Despite the fact that a large part of respondents indicate never cycling through a red light, there are also people who state they cycle through a red light less often now they know they receive a green light more often. This is also clear from the traffic-engineering analysis, the number of red light negations has fallen by half. Recommendation: owing to the positive results in Grave, study the possibilities to apply bicycle-friendly traffic light regimes at other sites in Brabant. Local conditions and the place in the network will ultimately be the decisive factors at which location the regime will be feasible.