INTRODUCTION
Interest in bicycling is unlikely to slow in the next decade, especially while we
search for ways to cut fuel consumption, and to devote more and more time to both outdoor
leisure and physical exercise. Americans who already own bicycles are likely to increase
the number of miles they ride, and many others are expected to take up the activity.
Neither bicyclists nor motorists are prepared for this sudden mix on highways designed
largely for a single mode of travel. Action by planners, law enforcement officials,
educators, legislators and organizations is needed to help reduce the number of
injuries.
This report has been prepared for the National Highway Traffic Safety Administration by
a large bicycling organization, Bikecentennial, in order to help identify how and why many
adult bicycle accidents take place. This report not only outlines new data from observing
4,065 bicyclists during the summer of 1976, but also blends the knowledge of two
professional bicyclists/bike planners in an interpretation of that data. By sharing this
added perspective on bicycling accidents we hope to aid in your efforts to improve
facilities, laws, enforcement, and education programs.
Approach.
Bicycle accident data is elusive. Very few of the 80-100 million men, women or children
riding bicycles are able to give an accurate account of the miles or hours spent riding
their bikes. Most accidents are of a minor nature and hence go unreported. Even the few
reports that make their way to insurance, hospital, or police files are often brief and
inadequate. Most accident forms are too general in nature to give an accurate picture of the incident, and investigators are rarely trained in bike accident
causation. Many statements simply read, "rider fell while making turn." Little
consideration is given to highway design, debris, other traffic, the rider's experience
level, and other important factors.
This study examines the riding habits, attitudes, exposure, and equipment of a known
group of mostly adult bicyclists and takes into account the design of the 4,200 miles of
Class III (shared highway) bikeways they rode during the summer season. It is the first
known study that can relate actual exposure in miles and hours to an accurate count of
total accidents. Perhaps even more important, it not only presents a profile of men
and women having accidents, but also contrasts that group with others who rode without
accidents. This is one of the first bicycling studies with such a built-in control
group. Through this investigation we have been able to determine base rates of accidents
per million miles ridden by accident type.
Background History.
During the summer of 1976, 4,065 men and women from around the United States and 16
other nations joined together to participate in the inauguration of the longest recreation
trail in the world, the TransAmerica Bicycle Trail. Almost half (44%) of these bicyclists
rode the entire 4,200 mile trail from Oregon to Virginia.
The idea behind the TransAmerica Trail was to find a good cross-country route on
existing back roads which were already maintained and would require no further development
costs to be used for bicycle travel. The route would follow country roads and lightly
traveled state highways as much as possible. The quiet back roads would encourage an
intimacy with the land that wide, noisy highways could never allow. The trail avoids large
urban areas almost entirely.
About 80% of the riders traveled in small groups of 8-12 riders.
Although these men and women often rode in even smaller groups (usually two riders
together), they had the benefit of sharing their experience with the entire group in the
evenings and had the aid of a trained leader. The remaining 20% of the riders traveled
independently, and usually teamed up with one or more other independent or group riders
during the day. Tours lasted anywhere from 12-82 days, covering 350 to 4,200 miles. Some
bicyclists carried their equipment in saddlebags and handlebar bags, while others relied
on trucks to carry their gear.
Cyclists taking part in Bikecentennial were well-educated urbanites whose families had
middle income salaries. Roughly 45% of the riders were either students or educators. Men
outnumbered women 3:1 on the long trips, and 2:1 on the short trips. Only 30% of the
riders had toured any appreciable distance on a bicycle before (700 total touring miles).
The average Bikecentennial rider had been bicycling for 3.5 years. During fair weather,
these men and women put in an average of 250 miles per month. (The majority of the riding
(78.2%) is for one-day rides.) Slightly more than half of the riders used their bikes for
commuting (58.6%), regular exercise (61.0%), and minor shopping trips (56.8%).
Each of the riders was issued maps and guidebooks and a health/accident insurance
policy. They received publications in advance discussing conditioning, equipment
selection, bicycling hazards and riding techniques. In addition, most riders went through
an orientation session at the trailheads, during which common accidents and hazards were
discussed.
The route these bicyclists traveled was carefully chosen not only for scenic and
cultural interest, but for safety as well. In most regions traffic
counts were between 200-1000 ADT (Average Daily Traffic Count). About 25-35% of the trail
was under 500 ADT. On approaches to large towns such as Pueblo, Colorado, and in some
sections of Wyoming, counts climbed to 1200 ADT or higher.
One of the goals of Bikecentennial was to encourage the shift of long-distance bicycle
travel onto specific roadways lighter in traffic, and then to work toward the elimination
of hazards on these roads through local, state, and federal agencies. By focusing on a
major transcontinental route during the bicentennial year, it was possible to rally enough
support to get the 4,200 mile route developed in the brief span of three years. The
success of this trail has already served as an inspiration to others, helping foster
similar routes through California, Washington, Oregon, the Northeast, and North Carolina.
PURPOSE OF THIS REPORT
The specific objective of this report is to provide new ideas and data on bicycling
safety. After poring over the mounds of data, interviews, tables, charts, and summaries,
we have chosen to make an informal presentation. Our statements are based not only on
fact, but on our years of experience as well. We feel that the most value can be offered
by this writing if we interject the perspective of the active bicyclist. By doing this we
are able to leave behind the cold world of statistics and relate more clearly just why
bicycling accidents take place. Many studies on bicycling accidents fail to take into
account such things as the different attitudes bicyclists have toward traffic and
roadways, the limitations of the equipment they ride and design of the roadways they
share.
We are sticking our necks out a bit to suggest fresh ideas that should be tried. We
feel that the art of bicycle safety is developing too slowly. Very few funds have been
earmarked for either research or programs. Blame for accidents is passed from
manufacturers, to educators, to highway designers, to motorists, and to the bicyclists
themselves. In reality, the problem and the solution must be placed squarely on each of
our shoulders. The dominant purpose of this report is to get each and every one of us to
accept this responsibility.
To help meet this responsibility this report outlines existing and new data related to
bicycling safety, including but not limited to:
- Identification of hazards
- Relation of roadway design, maintenance, riding habits, motorist behavior, and education
to frequency of bicycling accidents
- Importance of signing and law enforcement
- List of major design and maintenance hazards
- Bicycle, and accessory design and use
- Equipment
- Motor vehicle design and operation
- Rules of the road
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