437:. When they occur in such circumstances, they are also associated with significantly increased risk of fatality. Rear-end type collisions by overtaking motorists who didn't see the cyclist (Type 13 in the Cross-Fisher study) have been characterized as negligibly few in one analysis by John Forester and another analysis by Kenneth Cross characterized them as being the most deadly of crashes – three times the fatalities of other crash types (both used the same data). All motorist overtaking crashes were combined by Cross into a category called "Problem Class D–Motorist Overtaking/Overtaking Threat" accounting for 37.8% of fatal crashes and 10.5% of non-fatal crashes in their study. One possible explanation for the low overall number of collisions is that motorists coming from behind have plenty of time to see and avoid the collision, but another "possible explanation for the low number of overtaking collisions is that, as noted earlier, bicyclists fear and avoid roads where the overtaking threat seems greatest". Though such crashes were not in the majority they both had a perception of being quite dangerous by the majority of cyclists as well as having a high percentage of the fatal crashes.
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reconstructed roads." The number of accidents and injuries increased at intersections but decreased mid-block. These changes in road safety have been estimated taking both general trends in safety and changes in car and cycle traffic into account. The
Copenhagen study also found accident and injury rates were related to the amount of car parking and number of turn lanes, blue cycle crossing markings, and raised exits at non-signalised intersections, suggesting that risk is dependent on making various improvements to the cycle tracks. For instance, recent planning guidelines in the US advise that cycle tracks drop to a bike lane before arriving at an intersection to increase the visibility of cyclists. The British Cycling Embassy criticises this study because the before-and-after design makes it impossible to isolate the effects of the cycle track design from changes in the types of cyclists (less confident/experienced cyclists) using the street. Furthermore, the study is based on a predictive model. The study alters the 'before' figures to account for the changes in traffic composition before and after the track installation.
498:, California by A. Wachtel and D. Lewiston concluded that "Bicyclists on a sidewalk or bicycle path incur greater risk than those on the roadway (on average 1.8 times as great), most likely because of blind conflicts at intersections. Wrong-way sidewalk bicyclists are at even greater risk, and sidewalk bicycling appears to increase the incidence of wrong-way travel." and "Separation of bicycles and motor vehicles leads to blind conflicts at these intersections." It concluded "the aim of a well-designed roadway system should be to integrate bicycles and motor vehicles according to the well-established and effective principles of traffic law and engineering, not to separate them. This conclusion is in accord with the 1981 and 1991
288:(NHTSA) to produce an improved study (on a pseudo-random national sample), and the results were much the same. In second study by Cross, he argues that, "although a reduction in overtaking accidents may not be sufficient justification for the widespread use of on-street bicycle lanes, it is possible that their cost could be justified when considering all the problem types that might be positively affected by such facilities. There is virtually no doubt that off-street bicycle lanes would reduce the incidence of overtaking accidents, if such facilities were available and used by bicyclists who would otherwise be riding on roadways."
343:) in the late 90s discovered that the city's grid roads (60 and 70 mph rural-style arterial roads) are the safest in terms of accidents to cyclists per distance cycled. Cyclists were found to be more likely to be killed when using a redway than a grid road. He attributes this to poor user discipline on the redways, under a false illusion of safety, which also spills into other areas, such as increased footway cycling. Redways are shared use with pedestrians and not true cycle tracks. Neither user finds this to be a satisfactory arrangement, that the redways are sites of increased fear among users.
51:, protected intersections). Recent studies generally affirm that segregated cycle tracks have a better safety record between intersections than cycling on major roads in traffic. Furthermore, cycling infrastructure tends to lead to more people cycling. A higher modal share of people cycling is correlated with lower incidences of cyclist fatalities, leading to a "safety in numbers" effect though some contributors caution against this hypothesis. On the contrary, older studies tended to come to negative conclusions about mid-block cycle track safety.
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special road markings, e.g. "sharks teeth" or "elephants footprints", and treatments using red, green or blue coloured tarmac. Other less cycle-friendly approaches include efforts to "traffic calm" the bicycle traffic by introducing tight curves or bends to slow the cyclists down as they near a junction. Alternatively, traffic engineers may remove priority from the cyclists and require them to yield to turning traffic at every side road. In 2002, engineers proposing a sidepath scheme in the Irish university city of
208:. Due to this expectation, some argue, the number of car-bike collisions with serious consequences is not alarmingly high in the Netherlands. In such cases, it is speculated that an existing large cycling population might already exert a "safety in numbers" effect, and it is this, rather than their diversion onto off-road tracks, that accounts for the better safety record. More people might start cycling if the perceived safety of doing so improved sufficiently.
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cycle traffic and an extensive network of separated bicycle paths and intersection treatments. The study highlighted not just the importance of infrastructure which takes cyclists off busy roads, but also takes motorists off less-suitable roads. The
Netherlands' extensive motorway network shifts large amounts of traffic from city roads to spaces away from more vulnerable road users.
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European countries, with The
Netherlands, Sweden and Denmark having the lowest rates (1.6–2.3), Finland and Great Britain in the middle (5.0 and 6.0), and Italy on the high end (11.0), per 100 million kilometers traveled. The Netherlands, Sweden and Denmark are known for their bicycling networks and one-way cycle tracks, while Great Britain and Italy lack cycle tracks.
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junctions because drivers coming from minor roads do not expect cyclists to come from both directions. The same study found that protected intersections in the
Netherlands, with speed reduction measures and a clearance of 2 to 5 metres between the cycle track and the carriageway improve cycling safety, particularly because it keeps cyclists out of the
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periods. Jacobsen found that doubling the number of cyclists on the road tends to bring about a one-third drop in the per-cyclist frequency of a crash with a motor vehicle. By the same token, tripling the rate of cycling cuts the crash rate in half. A study of the accident impacts of re-engineering bicycle crossings in the
Swedish city of
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one with no facilities - the risk of a crash is higher on a street with no facilities or cycle lanes rather than cycle tracks. Overall, the study reports a safety benefit of 50-60% fewer cycling crashes of cycle tracks over mixed traffic. Kerbside parking leads to increased crashes due to dooring and visibility obstructions.
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Dutch analysts have argued as a statistical exercise that given that three times as many cyclists as car occupants are injured in collisions, and that cars harm about three times the number of other road users that bicycles do, in situations where casualties due to car traffic predominate, increasing
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cycle tracks before and after they were constructed concludes "The construction of cycle tracks in
Copenhagen has resulted in an increase in cycle traffic of 18–20% and a decline in car traffic of 9–10%. The cycle tracks constructed have resulted in increases in accidents and injuries of 9–10% on the
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Research
Program looked at injury and crash data separated by bicycle facility type and found that "purpose-built bicycle-only facilities have the lowest risk of crashes and injuries". They found such bike-only facilities had lower risk than cycling on-road with motor traffic as well as off-road with
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A 1997 study by
William E Moritz of North American bicycle commuters calculated a relative danger of different facilities based on the survey results of " divided by the ". Moritz calculated a relative danger of 1.26 (worst) on a major street with no cycling facilities, 1.04 on a minor street with no
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reviewed how the Dutch achieved an 80% reduction in the number of cyclists killed per distance cycled over a 30-year period. Some factors in this reduction were the establishment of a road hierarchy (the Dutch 'unbundling' approach) with separate routes for fast-moving motor traffic and slower-moving
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In the
Netherlands, researchers focused on separating bicycle tracks from motorised traffic. They found that "roundabouts with separate bicycle tracks have a much lower number of casualties per roundabout than roundabouts with bicycle lanes, van Minnen (1995)". This meant that Dutch planners focused
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Studies show that multi-lane roundabouts significantly increase risk to cyclists unless a separated cycle track is provided. Furthermore the installation of marked bike lanes on a roundabout leads to higher risks for cyclists. The installation of separated cycle tracks around roundabouts leads to no
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Some treatments involve raising the cycle track onto a speed ramp-type structure where it crosses side roads ("raised side road crossings"). In addition, various road markings have been developed in an attempt to remedy the issue of increased junction collisions. Examples of these include the use of
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in 1990 found that "crash risk" for cycle users crossing the intersection on a set-back path are up to 11.9 times higher than when cycling on the roadway in a bike lane (see diagrams). Since 1990, the ADFC now advocates for the introduction of both cycle tracks and cycle lanes. The organisation only
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A 2020 study in
Toronto, Canada found that the majority of cyclist-motorist collisions on roads with cycle tracks occur at intersections, though the increase of intersection's proportion of total collisions is minimal. The frequency of collisions at signalised intersections increased from 8% to 22%.
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found that cycle lanes incur nearly double the risk of cyclist crashes compared to cycle tracks. The absence of cycling facilities was not significant until streets with similar conditions are compared. For three given streets with similar conditions - one with cycle tracks, one with cycle lanes and
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Opponents say that segregation of cyclists from fast or frequent motorized traffic increases crash and injury rates. For example, the author of a 2014 review of cycling safety concluded that the majority of studies showed increased crash and injury rates on segregated cycle facilities. He criticized
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commuter cyclists. The surveys were conducted to create "estimates of travel exposure on roads, off-road paths and sidewalks". They found that "the relative rates for falls and injuries suggest it is safest to cycle on-road followed by off-road paths and trails, and finally least safe on sidewalks."
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Bhatia and Wier caution against the "Safety in Numbers" hypothesis, because it is unsubstantiated. The claim that larger numbers changes motorist behaviour is judged as premature and the authors urge better research into the topic. A 2019 study of the relation between bicycling rates and road safety
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A 1999 study by John Franklin in Milton Keynes found that cyclists perceived redways (shared use paths which criss-cross the city) to be less safe than grid or local roads (only 37% viewed grid roads as safe), but less secure, less well maintained, less well lit and more difficult to find your way.
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in 2008 concluded that "Through the years many studies have shown that bicycle paths in built-up areas impair traffic safety. A new Danish study presented in this article confirms these results... the main results are that bicycle paths impair traffic safety and this is mainly due to more accidents
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at the 1990 Vélo Secur conference on cycling stated "Because the separation of different types of traffic by means of sidepaths behind curbs makes excessive demands on users and leads to crashes, other solutions are being increasingly recommended for channeling bicycle traffic." The cycle tracks in
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Statewide Bicycle Committee commissioned Kenneth D. Cross to study car-bike collisions. The Committee had supposed that many collisions would occur when cars overtook bicycles and that such a finding would help to justify their plans to offer segregation between junctions. Unexpectedly, Cross found
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appears to corroborate those findings by attributing collision rate reductions in part to significant increases in cyclist volumes at the treated sites. Studies have demonstrated that cities with high levels of cycling tend to have better traffic safety records for all road users. However, the same
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in 2010 and published their results in early 2011. It created a two-way bicycle path with a 3 foot (0.91 m) parking lane buffer and the removal of one lane from motor vehicles. They found that weekday cycling traffic tripled after the implementation; cyclists riding on the sidewalk fell to 3%
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In 2012, a study in Canada found that cycling on segregated tracks had approximately one ninth the risk of cycling on major streets with parked cars and no cycle infrastructure, concluding that, "Transportation infrastructure with lower bicycling injury risks merits public health support to reduce
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found that two-way cycle tracks accounted for a disproportionate number of cycling injury collisions. However, the study did not account for injury severity, and as a result may have underestimated the benefit of two-way cycle tracks in reducing severe injuries associated with overtaking (i.e. the
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Detractors argue that the most prominent examples of "successful" cycle networks were implemented in towns that already had significant numbers of cyclists. In the Netherlands, for example, drivers know to expect a high volume of cyclist traffic and bicycle paths are widespread and (in the cities)
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effect. Cycling facilities increase the perception of safety, leaving aside the evidence supporting or detracting from their actual risk. Cycling increases on routes with cycling facilities, particularly if they are separated cycle tracks. With greater numbers of cyclists in relation to motorists,
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In addition, it has been shown that in western countries the health benefits of regular cycling significantly outweigh the risks due to traffic danger. Therefore, notwithstanding their effect on crashes and injuries, measures that promote cycling should produce an overall societal health benefit.
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Remedial measures have been developed in an attempt to reduce the risk of junctions for cycle tracks. In some environments these represent established engineering practice while in others they may have to be retroactively applied in response to complaints and safety concerns. Examples include the
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Transportation engineers Ian Hallett, David Luskin, and Randy Machemehl, by studying the interactions of drivers and bicyclists on Texas roads, have discovered that having painted bike lanes on streets and roads helps both commuters stay in safer, more central positions in their respective lanes.
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A study by Peter L. Jacobsen found that as cycling and walking levels increase, the chance that a given cyclist will be struck by a motor vehicle actually decreases. This pattern is consistent across communities of varying size, from specific intersections to cities and countries, and across time
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A 2016 study of intersections with bicycle tracks found that cycle tracks on the right (nearside) through a junction were safer than having no cycle tracks at a junction. This is associated with 25% fewer interactions than with no cycle tracks. Cycle tracks on the left were found to have no real
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in the US concludes that "bicycle safety data are difficult to analyze, mostly because bicycle trip data (and thus accident probability per trip) are hard to uncover". One major reason for the inability to draw definite conclusion may be that facilities with different risks are often categorized
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Intersection designs which route cyclists around an intersection separately from motorists leads to a safer road environment than bike lanes or in-traffic cycling. The most common road danger associated with them is the "looked but failed to see" event, whereby a motorist does not see a cyclist
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A 2017 Dutch study found that the likelihood of crashes at unsignalised intersections with one-way cycle paths is 45% lower when the track is deflected between 2 and 5 metres from the kerb. Compared with one-way cycle tracks, two-way tracks have a 75% elevated risk of collisions at unsignalised
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may result in additional risk to pedestrians. This is particularly likely to be the case where cycle lanes are not readily distinguishable from pedestrian areas, e.g. due to the choice of surfacing or lane markers, or if the layout is confusing, or if the pedestrians area is inadequate for the
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A 2020 study in Toronto, Canada, found that cycle track implementation is linked with reduced cycle-motorist collisions after adjusting for increased volume. There is also a 35% reduction in these collisions for up to 550 m from the cycle track, which is attributed to more cyclists moving from
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An unpublished and undated paper written by Pasanen for the Helsinki City Planning Department (Pasanen, undated) presents the same findings regarding the collision risk of two-way cycle tracks. However, the same study found significant differences in the bicycling fatality rates for different
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after 20 months because the casualty rate had increased significantly, according to the local cycling campaign. German research has indicated that cyclists are safer negotiating roundabouts in traffic rather than on separate cycle lanes or cycle paths. A 2005 paper on German roundabout design
399:, Canada authors found 2.5 times as many cyclists rode on the cycle tracks (physically separated bicycle-exclusive paths along roads) compared to the reference roads (a parallel road with approximately the same intersection frequency and cross traffic) and that the relative risk of injury was
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found that one-way cycle tracks reduced rear-end collisions, while increasing crashes with right-turning vehicles and crashes with other cyclists and pedestrians. There was also an increase in collisions with bus passengers where they exit directly onto the cycle track. The study had accuracy
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philosophy for handling roundabouts is to try to maintain a prominent position while circulating. The use of cycle lanes runs counter to this vehicular cycling approach and places cyclists outside the main "zone of observation" of entering motorists, who represent the major source risk.
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Schnüll, R., Lange, J., Fabian, I., Kölle, M., Schütte, F., Alrutz, D., Fechtel, H.W., Stellmacher-Hein, J., Brückner, T. & Meyhöfer, H., Bericht zum Forschungsprojekt 8925 der Bundesanstalt für Strassenwesen BASt Nr. 262. Bundesanstalt für Strassenwesen BASt, Bergisch Gladbach,
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Potential hazards arise where the cycle lane is bidirectional on the "wrong" side of the road, in which case the pedestrian crossing the cycle lane may look in the wrong direction, and at crossings where traffic lights apply to vehicles on the carriageway but not to the cycle lane.
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Furthermore, countries which have higher levels of cycling have lower fatality rates for cyclists than countries which do not. The table below shows the modal split share for cycling compared with the cycling fatality rate in the Netherlands, Germany and the United States.
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A common Dutch model for improving the safety of cycle tracks at junctions involves separating cars turning right by a car length from crossing cyclists and pedestrians, providing increased reaction times and visibility. Alta Planning & Design popularized this as the
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study also suggests that the 'safety in numbers' effect is not as important in improving safety records as building cycling infrastructure. Improving bike infrastructure with more separated facilities leads to lower fatalities and more safety for all road users.
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A 2021 study confirmed an expectation that the presence of protected bike lanes is associated with significant improvement in biking safety. The model predicts that by adding bike lanes to non-local streets increases biking safety by 26% in a local area.
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In 1988, a Dutch study found that cycle tracks in built up areas are safer for cyclists and moped riders between junctions, but have an increased collision rate at junctions. Therefore, the study recommends cycle tracks are ended before the junction.
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noted that the study by Wachtel and Lewiston only considered intersection crashes, "omitting non-intersection crashes that include being hit from behind, sideswiped, or struck by a car door." If the non-intersection crash data is included, as Lusk
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In the UK, cycling collision data recorded by police indicates that at non-junction locations, where a cyclist was struck directly from behind there was an overall fatality rate of 17%. The rate of fatality increases with speed limit of the road:
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Teschke, Kay; Harris, M. Anne; Reynolds, Conor C. O.; Winters, Meghan; Babul, Shelina; Chipman, Mary; Cusimano, Michael D.; Brubacher, Jeff R.; Hunte, Garth; Friedman, Steven M.; Monro, Melody; Shen, Hui; Vernich, Lee; Cripton, Peter A. (2012).
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At non-signalised junctions, cyclists face risks from turning motor traffic. This is dependent on the degree of setback of the cycle track from the carriageway edge and whether the cycle track is one- or two-way. Research presented by the
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on a cycle track than on the comparable reference road (the average being 0.72 the relative risk). They concluded that "ycle tracks lessen, or at least do not increase, crash and injury rates compared to bicycling in the street"
750:, Canada. Results reported 38% would use other travel modes than cycling before the construction of cycle tracks (to replace painted bike lanes). An improvement to safety was the most commonly cited reason for this modal shift.
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from 46% (the count included children who are legally allowed to ride on the sidewalk); speeding dropped from 74% to 20% of all vehicles; crashes for all road users were down 16% and injuries to all road users were down 21%.
299:/"bike" path, and 0.5 (best) for streets with bike lanes. The "other" category, which mostly included sidewalks, had a relative danger of 5.32. Moritz made it clear that this was "ot a statistical or random sample of BCs ."
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has argued that the vast majority of research implies increases in the rate and severity of car-bicycle collisions due to such segregation, based on an overview of studies published up to 1999. For example, his study into
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According to one literature review, clearly-marked, bike-specific facilities are consistently shown by studies on the topic to improve safety for cyclists compared to riding with traffic or off-road with pedestrians.
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claim that the "Wachtel and Lewiston data, when corrected to include non-intersection crashes, corroborate our findings that separated paths are safer or at least no more dangerous than bicycling in the street."
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on interurban routes in the 1970s reportedly resulted in a 50% decrease in accidents. It is reported that the Danes have also found that separate cycle tracks lead to a reduction in rural collisions.
192:, known for cycle networks and one-way cycle tracks, had the lowest rates of cyclist fatalities, while countries without such extensive networks such as Great Britain and Italy reported higher rates.
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NCHRP Report 552, 2006, "Guidelines for Analysis of Investment in Bicycle Facilities", National Cooperative Highway Research Program, Transportation research Board of the National Academies, page F-1
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is disputed. Studies generally show an increase in collisions at junctions, especially where cyclists are travelling in the direction opposite to the flow of traffic (e.g. on two-way cycle tracks).
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With the number of cyclists growing due to the bike paths, it would create less pollution in the air, reducing health problems such as asthma, especially for those most at risk such as children.
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effect on safety compared with no cycle tracks. Interaction severity reduces as more cyclists use the junction. More turning vehicles and more approach lanes results in more risk to cyclists.
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A 2017 study into the Netherlands called the overall safety effect of one-way cycle tracks "positive" but noted the worse safety record of two-way tracks compared with one-way tracks.
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Smith, Alison; Zucker, Shana; Lladó-Farrulla, Mónica; Friedman, Jessica; Guidry, Chrissy; McGrew, Patrick; Schroll, Rebecca; McGinness, Clifton; Duchesne, Juan (26 April 2019).
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more on designing roundabouts and cycle tracks with appropriate priority rather than mix cyclists with other traffic or put them on cycle lanes at the edge. A 2009 study on
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Relative risks of crossing an intersection. Crossing on a set-back cycle path was found to be up to 11.9 times more risky in one study than straight crossing on a road.
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A 2010 study of Texan cities found that cycle lanes are a safer environment than wide outside lanes and that parked car buffers are the only reliable method to prevent
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A 2019 study of the relation between bicycling rates and road safety found that cities with more protected cycle facilities correlates with better road safety records.
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supports cycle lanes on roads up to 50 km/h. The ADFC calls protected cycle lanes "a very safe, high quality and well-suited form of routing for cycle traffic".
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A number of studies found that on-road marked bike lanes have a positive safety effect. They reduce road safety events by about 50% compared to unmarked roadways.
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that only 0.5% of car-bike collisions had occurred between straight-ahead cyclists and overtaking straight-ahead motorists. Cross in 1977 had a contract with the
640:, though it is still common to see such facilities in the Netherlands and elsewhere. In 2002, cycle lanes were removed from a roundabout in the English town of
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admitted that the limitations to the data and a fuller analysis needed "bicycle travel exposure information and the use of more than just collision databases".
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calculated in their study, it appears that sidewalk bikeways carry half the risk of the street, for bicyclists riding in the same direction as traffic. Lusk
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A 1988 British medical study suggested that their data indicated that cycle lanes were safer than ordinary roads, reducing the kilometre rate of collisions.
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There is evidence that one of the main factors influencing the individual safety of cyclists is the number of cyclists using the roads, commonly called the
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Roundabouts : A State of the Art in Germany, Werner Brilon, paper presented at the National Roundabout Conference, Vail, Colorado, USA, 22–25 May 2005
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found that roundabouts with separated cycle tracks had a greater safety effect than those with on-road marked bike lanes or no dedicated infrastructure.
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Without a marked bike lane, there appears to be a lot of uncertainty about how much space each person needs—even when adequate road space is provided.
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The relative rates of collisions on the three different facility types, however, were not statistically significant in the Ottawa study. Aultman-Hall
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The use of appropriately designed segregated space on arterial or interurban routes appears to be associated with reductions in overall risk. In
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pedestrians on sidewalks or multi-use paths. The highest risk of crashes and injuries were found to be on sidewalks and unpaved off-road trails.
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Protected intersection design based on a common Dutch model, preserving the physical segregation of the cycle lane throughout the intersection.
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Leden, Lars; Gårder, Per; Pulkkinen, Urho (2000). "An expert judgment model applied to estimating the safety effect of a bicycle facility".
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1078:"Are signalized intersections with cycle tracks safer? A case–control study based on automated surrogate safety analysis using video data"
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lights for motorists, raised intersections, and elimination of car parking or the barrier as the cycle track approaches the intersection.
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1450:, S.U. Jensen, C. Rosenkilde, N Jensen, Road & Park, City of Copenhagen, Presentation to European Cycling Federation AGM 2006
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2002:
2924:"Perception of Safety and Cycling Behaviour on Varying Street Typologies: Opportunities for Behavioural Economics and Design"
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One benefit of cycle tracks is the reduction of motorist-overtaking collisions. There are more rear impacts with cyclists on
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79:
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1778:"The safety of physically separated cycle tracks compared to marked cycle lanes and mixed traffic conditions in Amsterdam"
714:, from 2012 to 2016, 2,120 pedestrians were killed by a vehicle; 0.8% of these involved a bicycle and 66% involved a car.
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numbers of people using the space. Pedestrians may easily stray into the cycle lanes without realising they have done so.
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at intersections, and that there has been no improvement in the design of new bicycle paths compared to the older ones."
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Studies that also found negative safety aspects of cycle tracks also come from Linderholm, Sweden, 1984 and from Jensen
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360:"of no evidence that cycle facilities and in particular cycle lanes, generally lead to safer conditions for cycling"
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Stone, Mervyn; Broughton, Jeremy (2003). "Getting off your bike: Cycling accidents in Great Britain in 1990–1999".
2135:"Bike lanes prevent over-correction by drivers, bicyclists reducing danger for both even when sharing narrow roads"
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the number of cycling journeys and reducing the number of car journeys will reduce the total number of casualties
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2638:– Rauh, W. (ARGUS Vienna), p. 78 of the proceedings of the Velo Secur 90 conference, Issues of Bicycling Safety,
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3029:"All-Cause Mortality Associated with Physical Activity During Leisure Time, Work, Sports, and Cycling to Work"
647:"Cycle lanes at the peripheral margin of the circle are not allowed since they are very dangerous to cyclists"
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Cycling Towards Health and Safety, Hillman et al., British Medical Association, Oxford University Press, 1992
2690:, A. Wachtel and D. Lewiston, Journal of the Institute of Transportation Engineers, pp 30–35, September 1994.
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Aultman-Hall, Lisa; Hall, Fred L. (1998). "Ottawa-Carleton commuter cyclist on-and off-road incident rates".
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A 2019 US-based medical study found that 'the implementation of urban bike lanes improved bicyclist safety'.
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1137:"The impact of transportation infrastructure on bicycling injuries and crashes: A review of the literature"
850:"The impact of transportation infrastructure on bicycling injuries and crashes: a review of the literature"
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concluded that 'more bicyclists on the road is not as important as the infrastructure we build for them'.
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The impact of transportation infrastructure on bicycling injuries & crashes: a review of the evidence
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Ling, Rebecca; Rothman, Linda; Cloutier, Marie-Soleil; Macarthur, Colin; Howard, Andrew (February 2020).
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Lusk, A. C.; Furth, P. G.; Morency, P.; Miranda-Moreno, L. F.; Willett, W. C.; Dennerlein, J. T. (2011).
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Diagram showing relative increases in collision rates for users of a common type of segregated cycle path
2795:"Cycle lane withdrawn after casualty rise, Cycle Campaign Network News, page 5, Issue No 45, March 2002"
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A study of bicycle/motor vehicle accidents: Identification " problem types and countermeasure approaches
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Pedal Cyclists at Roundabouts, Layfield R.E. and Maycock G., Traffic Engineering and Control, June 1986
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Signalreglerade korsningars funktion och olycksrisk för oskyddade trafikanter ─ Delrapport 1: Cyklister
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Reynolds, Conor CO; Harris, M Anne; Teschke, Kay; Cripton, Peter A; Winters, Meghan (21 October 2009).
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2469:"Cyclist-motor vehicle collisions before and after implementation of cycle tracks in Toronto, Canada"
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955:""Safety in Numbers" re-examined: Can we make valid or practical inferences from available evidence?"
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2965:"Mode substitution effect of urban cycle tracks: Case study of a downtown street in Toronto, Canada"
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Zangenehpour, Sohail; Strauss, Jillian; Miranda-Moreno, Luis F.; Saunier, Nicolas (1 January 2016).
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Junctions and Cyclists, S.U. Jensen, K.V. Andersen and E.D. Nielsen, Velo-city '97 Barcelona, Spain
1005:, 1987, in English translation and in the original German, with commentaries (accessed 8 July 2007)
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In the United Kingdom and Germany there is some concern to the use of cycle lanes in large urban
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A high perception of safety is important in determining modal choice, particularly for parents.
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1616:
1570:
1474:"FHWA Study Tour for Pedestrian and Bicyclist Safety in England, Germany, and The Netherlands"
1423:
1365:
1357:
1310:
1271:
1236:
1176:
1105:
1097:
982:
974:
897:
879:
661:
576:
312:
196:
184:
A unpublished paper from the Helsinki City Planning Department reported that the Netherlands,
2634:
2027:
1637:
Aultman-Hall, Lisa; Kaltenecker, M.Georgina (1999). "Toronto bicycle commuter safety rates".
3487:
3383:
3368:
3318:
3286:
3040:
2984:
2935:
2543:
2480:
2422:
2367:
2359:
2311:
2099:
1971:
1953:
1840:
1789:
1740:
1732:
1646:
1608:
1562:
1413:
1405:
1349:
1302:
1263:
1226:
1218:
1166:
1156:
1089:
966:
887:
869:
810:
641:
482:
474:
3122:
2028:
Vélo Secur 90 – Issues of bicycling Safety. Report from the German Cycling Federation
1777:
3333:
3313:
3276:
3271:
3117:
2897:
2687:
2674:
2639:
2618:
2598:
2228:
2208:
1885:
1002:
728:
699:
542:
463:
358:
In the United Kingdom, the UK Cycle Campaign Network made a 2007 statement that they know
340:
306:
police conducted a 1987 study which came to a negative conclusion about cycle tracks. The
296:
75:
2274:"Cycle paths are dangerous where they cross junctions | Cycling Embassy of Great Britain"
2221:
1878:"Identifying Critical Behavior Leading to Collisions Between Bicycles and Motor Vehicles"
3087:
2980:
2300:"Effects of On-Street Bicycle Facility Configuration on Bicyclist and Motorist Behavior"
2298:
Duthie, Jennifer; Brady, John F.; Mills, Alison F.; Machemehl, Randy B. (January 2010).
1152:
865:
710:
Although cyclists pose a risk to pedestrians, the risk for pedestrians is minor. In the
3408:
3348:
3291:
3067:
2372:
2347:
1976:
1941:
1914:(Report). United States, National Highway Traffic Safety Administration. Archived from
1845:
1818:
1418:
1393:
1231:
1206:
1171:
1136:
1135:
Reynolds, Conor CO; Harris, M; Teschke, Kay; Cripton, Peter A; Winters, Meghan (2009).
892:
849:
775:
711:
564:
2547:
1650:
1612:
1267:
3502:
3363:
3343:
3004:
2949:
2742:
2508:
2450:
2348:"Route Infrastructure and the Risk of Injuries to Bicyclists: A Case-Crossover Study"
2331:
2231:
Response to the further changes to rules 61 and 63, Cycle Campaign Network, June 2006
2138:
1762:
1582:
1291:"Research Article: Evidence on Why Bike-Friendly Cities Are Safer for All Road Users"
434:
332:
170:
78:– were lumped together, as found by research at the Cycling in Cities program at the
2712:
1862:
1322:
3393:
3281:
3106:
2006:
1680:
2988:
2524:, Listening to Bike Lanes Jeffrey A Hiles, September 1996. (accessed 12 June 2006)
2299:
1794:
1447:
3045:
3028:
2410:
1194:(PDF) Safety in numbers: More walkers and bicyclists, safer walking and bicycling
1022:
Franklin, John (1999). "Two decades of the Redway cycle paths of Milton Keynes".
3378:
3323:
3201:
2940:
2923:
2801:
2426:
1958:
785:
637:
252:
128:
48:
2468:
1736:
1719:
Schepers, P.; Twisk, D.; Fishman, E.; Fyhri, A.; Jensen, A. (1 February 2017).
1521:
248:
the methodology of studies showing the opposite, including the Montreal study.
32:
3403:
2909:
2484:
2103:
1776:
Petegem, Jan Hendrik van; Schepers, Paul; Wijlhuizen, Gert Jan (8 July 2021).
1566:
1353:
1306:
1093:
970:
588:
381:
351:
280:
92:
17:
2996:
2578:
2492:
2434:
2411:"Bicycle lanes: Are we running in circles or cycling in the right direction?"
2390:"Safety & Route Type: Bicyclists' Injuries & The Cycling Environment"
2363:
2323:
2111:
1967:
1854:
1803:
1754:
1574:
1361:
1314:
1207:"Safety in numbers: More walkers and bicyclists, safer walking and bicycling"
1101:
978:
883:
3418:
3398:
3358:
3258:
3217:
3180:
2304:
Transportation Research Record: Journal of the Transportation Research Board
1290:
695:
263:
71:
62:
designs generally improve safety records over non-protected junction types.
3054:
2555:
2500:
2442:
2381:
2119:
1658:
1460:
Getting rid of the Cyclists: Frank Urry and the 1938 DoT Advisory Committee
1427:
1409:
1369:
1275:
1240:
1180:
1161:
1109:
986:
901:
874:
1985:
1817:
Daraei, Sara; Pelechrinis, Konstantinos; Quercia, Daniele (3 March 2021).
1620:
3128:
1745:
682:
568:
396:
319:
2860:
2764:
1478:
FHWA International Technology Scanning Program Study Tour Summary Report
2739:"Cyclists told to get off and walk at oral hearing on Seamus Quirke Rd"
2635:"Russian roulette" on sidepaths – sidepaths are the target of criticism
2162:"Evaluation of On-Street Bicycle Facilities Added to Existing Roadways"
1473:
1222:
747:
459:
408:
229:
189:
149:
1062:. Cycle-Friendly Infrastructure Conference. University of Nottingham.
584:
499:
303:
225:
185:
3086:. NL Institute for Road Safety Research (SWOV). 2006. Archived from
2315:
2653:
2187:
1835:
1675:. Institutionen för trafikteknik, LTH: Bulletin 55, Lund 1984, In:
1551:"Why cities with high bicycling rates are safer for all road users"
1394:"Risk of injury for bicycling on cycle tracks versus in the street"
2963:
Mitra, Raktim; Ziemba, Raymond A.; Hess, Paul M. (21 April 2017).
2700:
http://vbn.aau.dk/files/14344951/agerholm_et_al._bicycle_paths.pdf
2688:
Risk factors for bicycle-motor vehicle collisions at intersections
593:
481:
473:
311:
Berlin, however, were not removed and Berlin continues to have an
31:
1677:»Russian Roulette« turns spotlight of criticism on cycleways
677:
implemented a bicycle path and traffic calming pilot project for
1448:
Road safety and perceived risk of cycle facilities in Copenhagen
3132:
2522:
Chapter 2 Car-Bike Crashes 1 Those Bothersome Bumps From Behind
731:
on rural roads reduced the rate of cyclists' injuries by half.
587:
stated that cyclists would be required to dismount and "become
502:
Guides and the California Highway Design Manual". Anne C. Lusk
2088:"The safety of urban cycle tracks: A review of the literature"
1819:"A data-driven approach for assessing biking safety in cities"
1338:"The safety of urban cycle tracks: A review of the literature"
104:
Cycling safety by modal split share by country (Pucher, 2001)
2900:
NYC Department of Transportation. Accessed on 7 February 2011
2611:
54:
However, the implications for road safety of cycle tracks at
3070:, Adam Coffman, Cyclists Touring Club (accessed 8 June 2007)
2654:"SAFETY EFFECTS OF BICYCLE FACILITIES: THE DUTCH EXPERIENCE"
1940:
Simpson, A H R W; Unwin, P S; Nelson, I W (23 April 1988).
1549:
Marshall, Wesley E.; Ferenchak, Nicholas N. (1 June 2019).
1462:
by Jeremy Parker, Bikereader.com (accessed 27 January 2007)
429:
Crashes from motorists overtaking cyclist on arterial roads
3027:
Andersen, L. B.; Schnohr, P; Schroll, M; Hein, HO (2000).
746:
A 2015 study involved a survey of cyclists in a street in
1782:
European Journal of Transport and Infrastructure Research
1681:
Proceedings of conference »Sicherheit rund ums Radfahren«
1040:
Franklin, John (2001). "Cycling in the wrong direction".
3112:
Road safety and perceived risk of cycle tracks and lanes
1289:
Marshall, Wesley E.; Garrick, Norman W. (1 March 2011).
2865:, John Franklin, The Stationery Office Books, UK, 2004
1632:
1630:
3123:
Pedestrian and Bicyclist Safety and Mobility in Europe
1594:
1592:
2827:
Sicherung von Radfahrern a städtischen Knotenpunkten.
2741:. Galway Cycling Campaign. July 2002. Archived from
2571:
The Bicycle: a study of efficiency, usage and safety
2188:"Bicycle Tracks and Lanes: A Before-and-After Study"
2086:
Thomas, Beth; DeRobertis, Michelle (28 March 2013).
1336:
Thomas, Beth; DeRobertis, Michelle (28 March 2013).
620:
because they are not specifically looking for them.
70:
together so that off-road paths – paved or unpaved,
3437:
3304:
3257:
3250:
3210:
3194:
3173:
3166:
2969:
International Journal of Sustainable Transportation
2891:
Prospect Park West Bicycle Path and Traffic Calming
1942:"Head injuries, helmets, cycle lanes, and cyclists"
567:for bicycle traffic; markings – either coloured or
1721:"The Dutch road to a high level of cycling safety"
1499:"What are the Dangers in Terms of Cycling Safety?"
2862:Cyclecraft: Skilled Cycling Techniques for Adults
2621:, compiled Wachtel and Lewiston and other studies
2241:Bicycle Tracks and Lanes: a Before - After Study
1907:Kenneth D. Cross; Gary Fisher (September 1977).
323:most common cause of fatal cyclist collisions).
3354:Bicycle transportation planning and engineering
2251:
2249:
2040:"Cycling in Berlin: overview of bicycle routes"
541:(German Cycling Federation) at a conference at
2711:V, ADFC Allgemeiner Deutscher Fahrrad-Club e.
2061:"This is What a Bike-Friendly City Looks Like"
2003:"A Survey of North American Bicycle Commuters"
1522:"Assessing the actual risks faced by cyclists"
1443:
1441:
1439:
1437:
286:National Highway Traffic Safety Administration
3144:
3068:Briefing Note: The Health Benefits of Cycling
2717:ADFC Allgemeiner Deutscher Fahrrad-Club e. V.
953:Bhatia, Rajiv; Wier, Megan (1 January 2011).
67:National Cooperative Highway Research Program
8:
2825:
2601:, Danish Roads Directorate, Copenhagen, 2000
809:Quote translated from original German using
2629:
2627:
2243:, Søren Underlien Jensen, Trafitec ApS 2007
1544:
1542:
1387:
1385:
1383:
591:" at every junction on the finished route.
224:produced a 1998 study based on a survey of
36:Dedicated cycling facility in New York City
3254:
3170:
3151:
3137:
3129:
675:New York City Department of Transportation
315:on- and off-road, including cycle tracks.
3469:Manual on Uniform Traffic Control Devices
3044:
2939:
2371:
1997:
1995:
1975:
1957:
1844:
1834:
1793:
1744:
1417:
1230:
1170:
1160:
929:Transportation Quarterly: Ideas in Motion
891:
873:
454:31% on 70 mph (110 km/h) roads.
115:Fatality rate per 100 million bike trips
3195:Physically separated in-roadway bikeways
3107:Cycle path safety: A summary of research
2912:, fullfact.org (accessed 8 October 2019)
2765:"Protected Intersections for Bicyclists"
2415:Journal of Trauma and Acute Care Surgery
633:change or risk reductions for cyclists.
558:Solutions to the junction safety problem
425:surrounding streets to the cycle track.
376:A large study undertaken by S.U. Jensen
102:
3457:CROW Design Manual for Bicycle Traffic
2910:How many cyclists are killed each year?
1884:. Anacapa Sciences, Inc. Archived from
1060:Achieving Cycle-Friendly Infrastructure
825:
802:
660:For adults, the standard advice in the
313:extensive network of bicycle facilities
2670:
2659:
2462:
2460:
2204:
2193:
1714:
1712:
1710:
1130:
1128:
922:"Cycling Safety on Bikeways vs. Roads"
2137:. University of Texas. Archived from
2081:
2079:
2077:
948:
946:
451:21% on 60 mph (97 km/h) and
200:the safety in number effect is seen.
7:
1071:
1069:
1053:
1051:
1035:
1033:
1017:
1015:
1013:
1011:
998:
996:
915:
913:
911:
843:
841:
839:
837:
835:
833:
831:
829:
571:continued through the intersection;
27:Overview of bicycle safety concerns
3125:by US Department of Transportation
2775:from the original on 16 April 2023
2536:Accident Analysis & Prevention
2473:Accident Analysis & Prevention
2092:Accident Analysis & Prevention
1639:Accident Analysis & Prevention
1601:Accident Analysis & Prevention
1520:Wardlaw, Malcolm (December 2002).
1501:. Share the Road Cycling Coalition
1342:Accident Analysis & Prevention
1256:Accident Analysis & Prevention
1082:Accident Analysis & Prevention
959:Accident Analysis & Prevention
448:13% on 40 mph (64 km/h),
355:problems in its prediction model.
228:commuter cyclists and a survey of
25:
2652:Wegman, F.; Dijkstra, A. (1988).
2352:American Journal of Public Health
2262:. Alta Planning. 4 February 2009.
1876:Kenneth D. Cross (19 June 1974).
1555:Journal of Transport & Health
1529:Traffic Engineering & Control
1042:Traffic Engineering & Control
1024:Traffic Engineering & Control
563:addition of a separate system of
445:5% on 30 mph (48 km/h),
3483:
3482:
2928:Transportation Research Procedia
2186:Jensen, Soren Underlien (2008).
1846:10.1140/epjds/s13688-021-00265-y
326:British cycling safety educator
163:
142:
121:
2257:"Cycle Tracks: Lessons Learned"
415:injuries and promote cycling."
2394:University of British Columbia
1702:A Review of cycle Track Safety
1003:Berlin Police Department study
367:University of British Columbia
80:University of British Columbia
1:
3174:Separated in-roadway bikeways
3033:Archives of Internal Medicine
2989:10.1080/15568318.2016.1249443
2769:www.protectedintersection.com
2573:. Dublin: An Foras Forbatha.
2548:10.1016/S0001-4575(02)00032-5
2222:Proposed revised Highway Code
1795:10.18757/ejtir.2021.21.3.5283
1651:10.1016/S0001-4575(99)00028-7
1613:10.1016/S0001-4575(97)00059-6
1268:10.1016/S0001-4575(99)00090-1
727:Furthermore, the presence of
295:cycling facilities, 0.67 for
251:A study on cycling safety in
3046:10.1001/archinte.160.11.1621
2592:Collection of Cycle Concepts
1026:(July/August 1999). Hemming.
350:A 2007 unpublished study in
3081:"SWOV Fact sheet: Cyclists"
2941:10.1016/j.trpro.2019.09.039
2850:SWOV Factsheet: Roundabouts
2427:10.1097/ta.0000000000002328
1959:10.1136/bmj.296.6630.1161-a
519:A Danish study by Agerholm
3545:
3238:Bicycles May Use Full Lane
3211:Shared in-roadway bikeways
2612:http://www.eirbyte.com/gcc
2278:www.cycling-embassy.org.uk
1737:10.1016/j.ssci.2015.06.005
920:Pucher, John (Fall 2001).
669:Changes for all road users
3478:
3339:Bicycle poverty reduction
3233:Shared bus and cycle lane
2597:27 September 2007 at the
2485:10.1016/j.aap.2019.105360
2227:10 September 2008 at the
2104:10.1016/j.aap.2012.12.017
1567:10.1016/j.jth.2019.03.004
1354:10.1016/j.aap.2012.12.017
1307:10.1017/S1466046610000566
1094:10.1016/j.aap.2015.10.025
971:10.1016/j.aap.2010.08.015
554:of right-turning trucks.
435:arterial/rural-type roads
308:German Cycling Federation
112:Cycling modal split share
40:There is debate over the
2896:11 February 2021 at the
2610:Galway Cycling Campaign
2364:10.2105/AJPH.2012.300762
86:Safety in numbers effect
3529:Transportation planning
2922:Riggs, William (2019).
2713:"So geht Verkehrswende"
1058:Franklin, John (2002).
42:safety implications of
3514:Cycling infrastructure
3414:Protected intersection
3389:Cycling infrastructure
3160:Cycling infrastructure
2826:
2669:Cite journal requires
2203:Cite journal requires
1410:10.1136/ip.2010.028696
1295:Environmental Practice
1205:Jacobsen, P L (2003).
1162:10.1186/1476-069X-8-47
875:10.1186/1476-069x-8-47
791:Cycling infrastructure
614:protected intersection
608:
487:
479:
60:Protected intersection
44:cycling infrastructure
37:
2167:. University of Texas
781:Bikeway controversies
735:Perceptions of safety
606:
485:
477:
380:. into the safety of
275:Between intersections
65:A 2006 report by the
35:
2745:on 27 September 2007
2617:17 July 2012 at the
2569:Moore, D.F. (1975).
1141:Environmental Health
1044:(May 2001). Hemming.
854:Environmental Health
718:Other infrastructure
3465:(England and Wales)
3374:Bike Week (cycling)
3329:Bicycle Master Plan
3186:Shared lane marking
3167:In-roadway bikeways
2981:2017IJSTr..11..248M
2807:on 27 February 2008
2141:on 21 December 2011
2009:on 7 September 2015
1952:(6630): 1161–1162.
1921:on 16 February 2008
1888:on 20 February 2008
1153:2009EnvHe...8...47R
866:2009EnvHe...8...47R
532:Side road crossings
462:, the provision of
105:
3463:Manual for Streets
3305:Health, safety and
3251:Right-of-way paths
1704:Paul Schimek, 2014
1223:10.1136/ip.9.3.205
609:
488:
480:
279:In the 1970s, the
103:
38:
3496:
3495:
3438:Design guidelines
3429:Vehicular cycling
3300:
3299:
3246:
3245:
3228:Bicycle boulevard
3223:Light segregation
1671:Leif Linderholm:
1472:Zegeer, Charles.
1398:Injury Prevention
1211:Injury Prevention
694:The provision of
662:vehicular cycling
655:Dutch roundabouts
604:
577:right turn on red
370:Cycling in Cities
197:safety in numbers
182:
181:
16:(Redirected from
3536:
3486:
3485:
3384:Cycling advocacy
3369:Bike-to-Work Day
3319:Bicycle-friendly
3287:Bicycle stairway
3255:
3171:
3153:
3146:
3139:
3130:
3095:
3094:
3093:on 25 June 2008.
3092:
3085:
3077:
3071:
3065:
3059:
3058:
3048:
3024:
3018:
3015:
3009:
3008:
2960:
2954:
2953:
2943:
2919:
2913:
2907:
2901:
2888:
2882:
2879:
2873:
2858:
2852:
2847:
2841:
2838:
2832:
2829:
2823:
2817:
2816:
2814:
2812:
2806:
2800:. Archived from
2799:
2791:
2785:
2784:
2782:
2780:
2761:
2755:
2754:
2752:
2750:
2735:
2729:
2728:
2726:
2724:
2708:
2702:
2697:
2691:
2685:
2679:
2678:
2672:
2667:
2665:
2657:
2649:
2643:
2631:
2622:
2608:
2602:
2589:
2583:
2582:
2566:
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2559:
2531:
2525:
2519:
2513:
2512:
2464:
2455:
2454:
2406:
2400:
2397:
2385:
2375:
2342:
2336:
2335:
2295:
2289:
2288:
2286:
2284:
2270:
2264:
2263:
2261:
2253:
2244:
2238:
2232:
2219:
2213:
2212:
2206:
2201:
2199:
2191:
2183:
2177:
2176:
2174:
2172:
2166:
2157:
2151:
2150:
2148:
2146:
2130:
2124:
2123:
2083:
2072:
2071:
2069:
2067:
2057:
2051:
2050:
2048:
2046:
2036:
2030:
2025:
2019:
2018:
2016:
2014:
2005:. Archived from
1999:
1990:
1989:
1979:
1961:
1937:
1931:
1930:
1928:
1926:
1920:
1913:
1904:
1898:
1897:
1895:
1893:
1873:
1867:
1866:
1848:
1838:
1823:EPJ Data Science
1814:
1808:
1807:
1797:
1773:
1767:
1766:
1748:
1716:
1705:
1699:
1693:
1690:
1684:
1669:
1663:
1662:
1634:
1625:
1624:
1596:
1587:
1586:
1546:
1537:
1536:
1526:
1517:
1511:
1510:
1508:
1506:
1495:
1489:
1488:
1486:
1484:
1469:
1463:
1457:
1451:
1445:
1432:
1431:
1421:
1389:
1378:
1377:
1333:
1327:
1326:
1286:
1280:
1279:
1251:
1245:
1244:
1234:
1202:
1196:
1191:
1185:
1184:
1174:
1164:
1132:
1123:
1120:
1114:
1113:
1073:
1064:
1063:
1055:
1046:
1045:
1037:
1028:
1027:
1019:
1006:
1000:
991:
990:
950:
941:
940:
938:
936:
926:
917:
906:
905:
895:
877:
845:
814:
811:Google Translate
807:
700:shared-use paths
645:practice states
605:
494:A 1994 study in
395:A 2010 study in
318:A 1999 study in
302:In Germany, the
244:, Denmark 1997.
169:
167:
166:
148:
146:
145:
127:
125:
124:
106:
21:
3544:
3543:
3539:
3538:
3537:
3535:
3534:
3533:
3499:
3498:
3497:
3492:
3474:
3433:
3334:Bicycle parking
3314:Active mobility
3306:
3296:
3277:Bicycle highway
3272:Shared-use path
3242:
3206:
3190:
3162:
3157:
3103:
3098:
3090:
3083:
3079:
3078:
3074:
3066:
3062:
3026:
3025:
3021:
3016:
3012:
2962:
2961:
2957:
2921:
2920:
2916:
2908:
2904:
2898:Wayback Machine
2889:
2885:
2880:
2876:
2859:
2855:
2848:
2844:
2839:
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2824:
2820:
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2808:
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2797:
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2722:
2720:
2710:
2709:
2705:
2698:
2694:
2686:
2682:
2668:
2658:
2651:
2650:
2646:
2640:Lund University
2632:
2625:
2619:Wayback Machine
2609:
2605:
2599:Wayback Machine
2590:
2586:
2568:
2567:
2563:
2533:
2532:
2528:
2520:
2516:
2466:
2465:
2458:
2408:
2407:
2403:
2388:
2358:(12): 2336–43.
2344:
2343:
2339:
2316:10.3141/2190-05
2297:
2296:
2292:
2282:
2280:
2272:
2271:
2267:
2259:
2255:
2254:
2247:
2239:
2235:
2229:Wayback Machine
2220:
2216:
2202:
2192:
2185:
2184:
2180:
2170:
2168:
2164:
2159:
2158:
2154:
2144:
2142:
2133:Rische, Becky.
2132:
2131:
2127:
2085:
2084:
2075:
2065:
2063:
2059:
2058:
2054:
2044:
2042:
2038:
2037:
2033:
2026:
2022:
2012:
2010:
2001:
2000:
1993:
1939:
1938:
1934:
1924:
1922:
1918:
1911:
1906:
1905:
1901:
1891:
1889:
1875:
1874:
1870:
1816:
1815:
1811:
1775:
1774:
1770:
1718:
1717:
1708:
1700:
1696:
1691:
1687:
1670:
1666:
1636:
1635:
1628:
1598:
1597:
1590:
1548:
1547:
1540:
1524:
1519:
1518:
1514:
1504:
1502:
1497:
1496:
1492:
1482:
1480:
1471:
1470:
1466:
1458:
1454:
1446:
1435:
1391:
1390:
1381:
1335:
1334:
1330:
1288:
1287:
1283:
1253:
1252:
1248:
1204:
1203:
1199:
1192:
1188:
1134:
1133:
1126:
1121:
1117:
1075:
1074:
1067:
1057:
1056:
1049:
1039:
1038:
1031:
1021:
1020:
1009:
1001:
994:
952:
951:
944:
934:
932:
931:. pp. 9–11
924:
919:
918:
909:
847:
846:
827:
823:
818:
817:
808:
804:
799:
772:
756:
754:Health benefits
737:
729:street lighting
725:
723:Street lighting
720:
692:
671:
630:
594:
565:traffic signals
560:
543:Lund University
534:
472:
431:
277:
253:the Netherlands
218:
164:
162:
143:
141:
122:
120:
88:
28:
23:
22:
15:
12:
11:
5:
3542:
3540:
3532:
3531:
3526:
3521:
3519:Cycling safety
3516:
3511:
3501:
3500:
3494:
3493:
3491:
3490:
3479:
3476:
3475:
3473:
3472:
3466:
3460:
3454:
3448:
3441:
3439:
3435:
3434:
3432:
3431:
3426:
3421:
3416:
3411:
3409:Lane splitting
3406:
3401:
3396:
3391:
3386:
3381:
3376:
3371:
3366:
3361:
3356:
3351:
3349:Bicycle safety
3346:
3341:
3336:
3331:
3326:
3321:
3316:
3310:
3308:
3307:infrastructure
3302:
3301:
3298:
3297:
3295:
3294:
3292:Bicycle tunnel
3289:
3284:
3279:
3274:
3269:
3263:
3261:
3252:
3248:
3247:
3244:
3243:
3241:
3240:
3235:
3230:
3225:
3220:
3214:
3212:
3208:
3207:
3205:
3204:
3198:
3196:
3192:
3191:
3189:
3188:
3183:
3177:
3175:
3168:
3164:
3163:
3158:
3156:
3155:
3148:
3141:
3133:
3127:
3126:
3120:
3115:
3109:
3102:
3101:External links
3099:
3097:
3096:
3072:
3060:
3039:(11): 1621–8.
3019:
3010:
2975:(4): 248–256.
2955:
2914:
2902:
2883:
2874:
2853:
2842:
2833:
2818:
2786:
2756:
2730:
2703:
2692:
2680:
2671:|journal=
2644:
2623:
2603:
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2514:
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2401:
2399:
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2245:
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2214:
2205:|journal=
2178:
2152:
2125:
2073:
2052:
2031:
2020:
1991:
1932:
1899:
1868:
1809:
1768:
1725:Safety Science
1706:
1694:
1685:
1683:, Vienna 1991.
1664:
1626:
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1538:
1512:
1490:
1464:
1452:
1433:
1379:
1328:
1281:
1246:
1197:
1186:
1124:
1115:
1065:
1047:
1029:
1007:
992:
965:(1): 235–240.
942:
907:
824:
822:
819:
816:
815:
801:
800:
798:
795:
794:
793:
788:
783:
778:
776:Bicycle safety
771:
768:
755:
752:
736:
733:
724:
721:
719:
716:
712:United Kingdom
691:
688:
670:
667:
629:
626:
559:
556:
533:
530:
471:
468:
464:hard shoulders
456:
455:
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427:
276:
273:
217:
214:
180:
179:
176:
173:
159:
158:
155:
152:
138:
137:
134:
131:
117:
116:
113:
110:
87:
84:
26:
24:
18:Bikeway safety
14:
13:
10:
9:
6:
4:
3:
2:
3541:
3530:
3527:
3525:
3522:
3520:
3517:
3515:
3512:
3510:
3507:
3506:
3504:
3489:
3481:
3480:
3477:
3470:
3467:
3464:
3461:
3459:(Netherlands)
3458:
3455:
3452:
3449:
3446:
3443:
3442:
3440:
3436:
3430:
3427:
3425:
3422:
3420:
3417:
3415:
3412:
3410:
3407:
3405:
3402:
3400:
3397:
3395:
3392:
3390:
3387:
3385:
3382:
3380:
3377:
3375:
3372:
3370:
3367:
3365:
3364:Bike registry
3362:
3360:
3357:
3355:
3352:
3350:
3347:
3345:
3344:Bicycle rodeo
3342:
3340:
3337:
3335:
3332:
3330:
3327:
3325:
3322:
3320:
3317:
3315:
3312:
3311:
3309:
3303:
3293:
3290:
3288:
3285:
3283:
3280:
3278:
3275:
3273:
3270:
3268:
3265:
3264:
3262:
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3256:
3253:
3249:
3239:
3236:
3234:
3231:
3229:
3226:
3224:
3221:
3219:
3216:
3215:
3213:
3209:
3203:
3200:
3199:
3197:
3193:
3187:
3184:
3182:
3179:
3178:
3176:
3172:
3169:
3165:
3161:
3154:
3149:
3147:
3142:
3140:
3135:
3134:
3131:
3124:
3121:
3119:
3116:
3114:in Copenhagen
3113:
3110:
3108:
3105:
3104:
3100:
3089:
3082:
3076:
3073:
3069:
3064:
3061:
3056:
3052:
3047:
3042:
3038:
3034:
3030:
3023:
3020:
3014:
3011:
3006:
3002:
2998:
2994:
2990:
2986:
2982:
2978:
2974:
2970:
2966:
2959:
2956:
2951:
2947:
2942:
2937:
2933:
2929:
2925:
2918:
2915:
2911:
2906:
2903:
2899:
2895:
2892:
2887:
2884:
2878:
2875:
2872:
2871:0-11-702051-6
2868:
2864:
2863:
2857:
2854:
2851:
2846:
2843:
2837:
2834:
2828:
2822:
2819:
2803:
2796:
2790:
2787:
2774:
2770:
2766:
2760:
2757:
2744:
2740:
2734:
2731:
2718:
2714:
2707:
2704:
2701:
2696:
2693:
2689:
2684:
2681:
2676:
2663:
2655:
2648:
2645:
2641:
2637:
2636:
2630:
2628:
2624:
2620:
2616:
2613:
2607:
2604:
2600:
2596:
2593:
2588:
2585:
2580:
2576:
2572:
2565:
2562:
2557:
2553:
2549:
2545:
2542:(4): 549–56.
2541:
2537:
2530:
2527:
2523:
2518:
2515:
2510:
2506:
2502:
2498:
2494:
2490:
2486:
2482:
2478:
2474:
2470:
2463:
2461:
2457:
2452:
2448:
2444:
2440:
2436:
2432:
2428:
2424:
2420:
2416:
2412:
2405:
2402:
2395:
2391:
2387:
2386:
2383:
2379:
2374:
2369:
2365:
2361:
2357:
2353:
2349:
2341:
2338:
2333:
2329:
2325:
2321:
2317:
2313:
2309:
2305:
2301:
2294:
2291:
2279:
2275:
2269:
2266:
2258:
2252:
2250:
2246:
2242:
2237:
2234:
2230:
2226:
2223:
2218:
2215:
2210:
2197:
2189:
2182:
2179:
2163:
2160:Hallet, Ian.
2156:
2153:
2140:
2136:
2129:
2126:
2121:
2117:
2113:
2109:
2105:
2101:
2097:
2093:
2089:
2082:
2080:
2078:
2074:
2062:
2056:
2053:
2041:
2035:
2032:
2029:
2024:
2021:
2008:
2004:
1998:
1996:
1992:
1987:
1983:
1978:
1973:
1969:
1965:
1960:
1955:
1951:
1947:
1943:
1936:
1933:
1917:
1910:
1903:
1900:
1887:
1883:
1882:John Forester
1879:
1872:
1869:
1864:
1860:
1856:
1852:
1847:
1842:
1837:
1832:
1828:
1824:
1820:
1813:
1810:
1805:
1801:
1796:
1791:
1787:
1783:
1779:
1772:
1769:
1764:
1760:
1756:
1752:
1747:
1746:11250/2766251
1742:
1738:
1734:
1730:
1726:
1722:
1715:
1713:
1711:
1707:
1703:
1698:
1695:
1689:
1686:
1682:
1678:
1674:
1668:
1665:
1660:
1656:
1652:
1648:
1645:(6): 675–86.
1644:
1640:
1633:
1631:
1627:
1622:
1618:
1614:
1610:
1606:
1602:
1595:
1593:
1589:
1584:
1580:
1576:
1572:
1568:
1564:
1560:
1556:
1552:
1545:
1543:
1539:
1534:
1530:
1523:
1516:
1513:
1500:
1494:
1491:
1479:
1475:
1468:
1465:
1461:
1456:
1453:
1449:
1444:
1442:
1440:
1438:
1434:
1429:
1425:
1420:
1415:
1411:
1407:
1403:
1399:
1395:
1388:
1386:
1384:
1380:
1376:
1371:
1367:
1363:
1359:
1355:
1351:
1347:
1343:
1339:
1332:
1329:
1324:
1320:
1316:
1312:
1308:
1304:
1300:
1296:
1292:
1285:
1282:
1277:
1273:
1269:
1265:
1262:(4): 589–99.
1261:
1257:
1250:
1247:
1242:
1238:
1233:
1228:
1224:
1220:
1216:
1212:
1208:
1201:
1198:
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1190:
1187:
1182:
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1168:
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1131:
1129:
1125:
1119:
1116:
1111:
1107:
1103:
1099:
1095:
1091:
1087:
1083:
1079:
1072:
1070:
1066:
1061:
1054:
1052:
1048:
1043:
1036:
1034:
1030:
1025:
1018:
1016:
1014:
1012:
1008:
1004:
999:
997:
993:
988:
984:
980:
976:
972:
968:
964:
960:
956:
949:
947:
943:
930:
923:
916:
914:
912:
908:
903:
899:
894:
889:
885:
881:
876:
871:
867:
863:
859:
855:
851:
844:
842:
840:
838:
836:
834:
832:
830:
826:
820:
812:
806:
803:
796:
792:
789:
787:
784:
782:
779:
777:
774:
773:
769:
767:
764:
760:
753:
751:
749:
744:
740:
734:
732:
730:
722:
717:
715:
713:
708:
704:
701:
697:
689:
687:
684:
680:
679:Prospect Park
676:
668:
666:
663:
658:
656:
650:
648:
643:
639:
634:
627:
625:
621:
617:
615:
592:
590:
586:
580:
578:
574:
570:
566:
557:
555:
553:
547:
544:
540:
531:
529:
525:
522:
517:
514:
510:
505:
501:
497:
492:
484:
476:
469:
467:
465:
461:
453:
450:
447:
444:
443:
442:
438:
436:
428:
426:
422:
419:
416:
412:
410:
405:
402:
398:
393:
389:
386:
383:
379:
374:
371:
368:
365:In 2009, the
363:
361:
356:
353:
348:
344:
342:
338:
334:
333:Milton Keynes
329:
328:John Franklin
324:
321:
316:
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309:
305:
300:
298:
292:
289:
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282:
274:
272:
268:
265:
260:
257:
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249:
245:
243:
238:
236:
231:
227:
223:
220:Aultman-Hall
215:
213:
209:
207:
201:
198:
193:
191:
187:
177:
174:
172:
171:United States
161:
160:
156:
153:
151:
140:
139:
135:
132:
130:
119:
118:
114:
111:
108:
107:
101:
97:
94:
85:
83:
81:
77:
73:
68:
63:
61:
57:
56:intersections
52:
50:
46:
45:
34:
30:
19:
3394:Hand signals
3282:Bicycle lift
3088:the original
3075:
3063:
3036:
3032:
3022:
3013:
2972:
2968:
2958:
2931:
2927:
2917:
2905:
2886:
2877:
2861:
2856:
2845:
2836:
2821:
2809:. Retrieved
2802:the original
2789:
2777:. Retrieved
2768:
2759:
2747:. Retrieved
2743:the original
2733:
2721:. Retrieved
2716:
2706:
2695:
2683:
2662:cite journal
2647:
2633:
2606:
2587:
2570:
2564:
2539:
2535:
2529:
2517:
2476:
2472:
2421:(1): 76–81.
2418:
2414:
2404:
2393:
2355:
2351:
2340:
2310:(1): 37–44.
2307:
2303:
2293:
2281:. Retrieved
2277:
2268:
2236:
2217:
2196:cite journal
2181:
2169:. Retrieved
2155:
2143:. Retrieved
2139:the original
2128:
2095:
2091:
2064:. Retrieved
2055:
2043:. Retrieved
2034:
2023:
2011:. Retrieved
2007:the original
1949:
1945:
1935:
1923:. Retrieved
1916:the original
1902:
1890:. Retrieved
1886:the original
1881:
1871:
1826:
1822:
1812:
1788:(3): 19–37.
1785:
1781:
1771:
1728:
1724:
1697:
1688:
1676:
1672:
1667:
1642:
1638:
1607:(1): 29–43.
1604:
1600:
1558:
1554:
1535:(11): 420–4.
1532:
1528:
1515:
1503:. Retrieved
1493:
1481:. Retrieved
1477:
1467:
1455:
1404:(2): 131–5.
1401:
1397:
1373:
1345:
1341:
1331:
1301:(1): 16–27.
1298:
1294:
1284:
1259:
1255:
1249:
1217:(3): 205–9.
1214:
1210:
1200:
1189:
1144:
1140:
1118:
1085:
1081:
1059:
1041:
1023:
962:
958:
933:. Retrieved
928:
857:
853:
805:
765:
761:
757:
745:
741:
738:
726:
709:
705:
693:
672:
659:
651:
646:
635:
631:
622:
618:
610:
581:
561:
548:
535:
526:
520:
518:
512:
508:
503:
493:
489:
470:At junctions
457:
439:
432:
423:
420:
417:
413:
406:
400:
394:
390:
387:
377:
375:
369:
364:
359:
357:
349:
345:
325:
317:
301:
293:
290:
278:
269:
261:
258:
250:
246:
241:
239:
234:
221:
219:
210:
202:
194:
183:
98:
89:
72:bicycle-only
64:
53:
49:cycle tracks
41:
39:
29:
3524:Road safety
3379:Cyclability
3324:Bicycle law
3202:Cycle track
2934:: 204–218.
2719:(in German)
2098:: 219–227.
2066:29 February
2045:29 February
1731:: 264–273.
1348:: 219–227.
1088:: 161–172.
786:Cyclability
690:Pedestrians
638:roundabouts
628:Roundabouts
589:pedestrians
552:blind spots
262:A study in
129:Netherlands
3503:Categories
3404:Idaho stop
2479:: 105360.
2171:15 October
1925:22 January
1892:22 January
1836:1902.05015
1561:: 100539.
821:References
696:bike lanes
573:bike boxes
382:Copenhagen
352:Copenhagen
341:shared-use
281:California
216:In general
204:closed to
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