The Influence of Bicycle Oriented Facilities on Bicycle Crashes within Crash Concentrated Areas

Abstract

This study presents guidelines for local transportation planners to analyze the patterns of bicyclist crashes in order to improve roadway safety. This research also assists planners in effectively allocating scarce resources as they address issues of bicyclist safety.

Factors contributing to bicycle–motorised vehicle collisions: a systematic literature review

“…For instance, at night, a road can be less congested which, in turn, let the driver operate at faster speed (Liu et al, 1995), thereby increasing the likelihood of a BMV collision. Moreover, another study, by contrast, has demonstrated that street light conditions did not have a significant impact on the likelihood of BMV collisions (D. Kim & Kim, 2015).…”

“…A distance of 2-5m between the cycle track (see supplemental material) and the side of the main carriageway decreased the risk of collision (Schepers et al, 2011). Concerning the importance of separation, another study found that the quantity of unclear borders (e.g., defined separation of space by a physical barrier) was associated with increased risk of BMV collisions (D. Kim & Kim, 2015). A defined separation of space by a physical barrier can reduce the invasion of sidewalks by motorized vehicles.…”

“…Indeed, it has been shown that roads with insufficient capacities cannot adequately accommodate both bicycles and motor vehicles during rush hours, thus, increasing the risk of collisions (Liu et al, 1995). Not only the volume of traffic seemed to increase the risk of collisions but also the speed, the density or the presence of road and traffic The presence of structured medians (see supplemental material) -both barrier and planter medians -(D. Kim & Kim, 2015) or divided road (Yan et al, 2011) seemed to decrease the risk of collisions because medians were significant obstacles for cyclists, discouraging them from illegal crossing. In addition, some structured medians also serve as a refuge for cyclists when crossing streets, allowing them to cross in two steps.…”

“…Apart from visibility, the presence of entrances and exits seemed to play a role in collisions probably because the discontinuation of sidewalks presents a serious hazard to bicyclists (D. Kim & Kim, 2015). An increased risk of collisions was associated with parking lot entranceways (D. Kim & Kim, 2015), presence of garage/parking driveway (Vandenbulcke et al, 2014), bridge and tunnel portals (i.e., entrances and exits) (Slaughter et al, 2014). However, in the study of Miranda-Moreno et al (2011) the presence of parking entrance was not associated with an increased risk of collision.…”

A Spatial Analysis of Land Use and Network Effects on Frequency and Severity of Cyclist–Motorist Crashes in the Copenhagen Region

“…From the infrastructure perspective, the presence of cycling facilities (e.g., Aultman-Hall and Hall 1998;Pucher et al 1999) is related to an increase in the crash rates of cyclists, although recent evidence contradicts initial findings and proclaims bicycle lanes as safer (de Rome et al 2014;Kaplan et al 2014). Also, higher numbers of light injuries among cyclists are recorded in proximity of parking facilities and public transport stops (e.g., Kim et al 2007; Kim and Kim 2014;Rifaat et al 2011). From the traffic condition perspective, both peak and off-peak hours observe less crashes (e.g., Hels and Orozova-Bekkevold 2007;Wang and Nihan 2004), but the severity is lower in peak hours because of the reduced speed differential between fast and slow transport modes and higher in off-peak hours because of high vehicle speeds (e.g., Kaplan et al 2014;Kim et al 2007; Klop and Khattak 1999).…”