Crash risk and subjective risk perception during urban cycling: Accounting for cycling volume

Cross-culturally approaching the cycling behaviour questionnaire (CBQ): Evidence from 19 countries

“…In this regard, and although at first glance it could be interpreted that, added to a substantial lack of previous research, a combination of reduced cycling infrastructure, training, and tradition (Larouche et al, 2014;Timpabi et al, 2021) might drive low-income countries to report 'worse' behavioural outcomes, this relationship seems not sheer. For instance, it draws attention that Germany, a highincome economy with high investments in infrastructure, road safety education, and an undisputable urban cycling tradition, remains one of the top scorers in terms of self-reported traffic violations, coherently with issues highlighted by previous researchers such as cycling anger (Oehl et al, 2019), secondary task engagement (Huemer et al, 2022), alcohol-intoxicated riding (Bothorn et al, 2022), crowding and road conflicts in urban scenarios (Von Stülpnagel et al, 2022).…”

Contraflows and Cycling Safety: Evidence from 22 Years of Data Involving 508 One-Way Streets

“…Fourth, whilst we have adjusted for change in cycling volume, our cycling volume data is based on cordon traffic counters not individual road segment cycling volume. This data does not accurately reflect cyclist spatial distribution or volume (von Stülpnagel et al, 2022). It also does not take into account potential increases in cycling volume on the contraflow segment as a consequence of this infrastructure being introduced (Pritchard et al, 2019).…”

Safety Risk of Nonmotorized Vehicles from the Perspective of Motorized Vehicle Drivers

“…The perceived risk was substantially correlated with gender, the number of lanes on the road, the width and maintenance of the sidewalks, traffic volume, and speed. Although in the case of cyclists the objective and subjective risk perception indicators are typically the same, there are some circumstances, such as cycleways traveling in the opposite direction from cars, in which cyclists underestimate the actual crash risk, especially at intersections of streets with 30 km/h speed limits and streets with higher speed limits ( 28 ). Thus, the literature demonstrates a high risk perception of nonmotorized modes, indicating their vulnerability in heterogeneous traffic systems.…”