Road factors and bicycle–motor vehicle crashes at unsignalized priority intersections

• Published in: Accident analysis and prevention 2011-05, Vol.43 (3), p.853-861
• Main Authors: Schepers, J.P., Kroeze, P.A., Sweers, W., Wüst, J.C.
• Format: Article
• Language: English
• Subjects: Accident prediction models; Accidents, Traffic - prevention & control; Accidents, Traffic - statistics & numerical data; Bicycle crossings; Bicycles; Bicycling - injuries; Collisions; Crashes; Cyclists; Deflection; Environment Design; Humans; Intersections; Likelihood Functions; Motor Vehicles; Negative binomial regression; Priorities; Probability; Regression Analysis; Risk-Taking; Road safety; Roads; Safety; Statistics as Topic; Unsignalized priority intersections
• ISSN: 0001-4575; 1879-2057
• DOI: 10.1016/j.aap.2010.11.005

▶ The characteristics of priority intersection design affect cyclist safety. ▶ Bicycle crossings are safest when raised and deflected 2–5m from the main carriageway. ▶ More bicycle–motor vehicle crashes occur at well marked bicycle crossings. ▶ At intersections, one-way bicycle paths are safer than two-way bicycle paths. In this study, the safety of cyclists at unsignalized priority intersections within built-up areas is investigated. The study focuses on the link between the characteristics of priority intersection design and bicycle–motor vehicle (BMV) crashes. Across 540 intersections that are involved in the study, the police recorded 339 failure-to-yield crashes with cyclists in four years. These BMV crashes are classified into two types based on the movements of the involved motorists and cyclists:•type I: through bicycle related collisions where the cyclist has right of way (i.e. bicycle on the priority road);•type II: through motor vehicle related collisions where the motorist has right of way (i.e. motorist on the priority road). The probability of each crash type was related to its relative flows and to independent variables using negative binomial regression. The results show that more type I crashes occur at intersections with two-way bicycle tracks, well marked, and reddish coloured bicycle crossings. Type I crashes are negatively related to the presence of raised bicycle crossings (e.g. on a speed hump) and other speed reducing measures. The accident probability is also decreased at intersections where the cycle track approaches are deflected between 2 and 5m away from the main carriageway. No significant relationships are found between type II crashes and road factors such as the presence of a raised median.