NON-ACCIDENT AND ACCIDENT RIDER PROFILES
Having a known population and a high response rate, we took the rare opportunity to
develop a profile of the "accident" and the "non-accident" rider. To
do this we looked for characteristics that would clearly identify a rider in either group.
The test (difference of proportions, using the statistic Z) is explained in the Appendix.
With this technique we examined experience, equipment, bicycle technique, and attitude.
The major findings of this comparison are:
Accident Riders.
Typically, accident riders were between the ages of 16 and 20, had just graduated from
high school, and were single. These bicyclists had no set plan of action for handling an
emergency or hazard, and did not have a set riding technique, such as always riding to the
right, or always riding in the center of the lane. Accident riders made more frequent
repairs to their bikes -- especially those components that are related to the power train
(derailleur, pedals, cranks, chain, gear cogs), and braking systems. They also had more
problems with racks and bicycle packs, and had a higher proportion of flat tires.
The accident rider does not always obey stop signs, has no set procedure in using
signal turns, often rides three abreast, has not made up his mind about riding wrong way
on one-way streets, and has not decided whether he should or should not ride against
traffic. Likewise, the accident rider does not have any set pattern for downhill
procedure, and is undecided about where he normally rides. If an animal approaches, the
accident rider normally increases speed and yells or screams to frighten the animal away.
Further characteristics include usually riding alone, riding in any
weather, almost never wearing bright clothing; and either constantly tinkering with the
bike or failing to make safety checks frequently enough. Typical speed is 14-20 MPH for
the accident rider.
Non-Accident Riders.
In contrast, those who had no accidents were between the ages of 26 to 35 and 46 to 55,
were married, and had completed some postgraduate work. The non-accident riders had
established definite techniques for riding,, and can be characterized by the following
attitudes and practices: always obeys stop signs, never rides three abreast, always wears
bright clothing, brakes frequently on downhills, checks the mechanical condition of the
bicycle before riding, is careful about accessories including packs and carriers, keeps
the bike in good repair, seldom needs to make repairs of any kind (including flat tires),
never rides at night, exercises care during adverse weather conditions, either continues
normal speed or stops and walks if an animal approaches, and considers the automobile a
hazardous vehicle. The typical non-accident rider maintains speed under 23 miles per hour.
Other Results.
Also tested, but not shown as significant in this population: exposure to a bicycle
course, number of miles driven in an automobile in the past twelve months, the number of
years of active bicycle riding, and length of time bicycle was owned.
Hazard Recognition. A comparison between accident and non-accident groups was run for
awareness of the most significant bicycling and roadway hazards. This test was run to
determine if such awareness was significant in the prevention of accidents.
The most common cause of all accidents along the TransAmerica Trail,
one bicyclist hitting another, was viewed by both groups as the least likely hazard of
all. Such collisions made up 200 of all accidents. It is surprising that so many of the
riders (both in the accident and non-accident groups) mistakenly perceived this as the
least likely hazard.
The second most common cause of all accidents, potholes and broken pavement (10% of all
accidents), was perceived as the single greatest cause of all accidents by both groups.
Motor vehicle traffic generated concern among both groups, with non-accident riders
having a healthy respect for the hazards posed by the passenger car. Fear of the
recreational vehicle generated the most concern of the combined groups, but was distinctly
a characteristic of those cyclists who had experienced accidents. The accident group also
expressed their concern for the semi- or tractor-trailer rig.
Railroad tracks were indicated as the number one area of caution by both groups.
In conclusion, it is unclear whether hazard recognition is a factor in accident
prevention. Both groups had a similar awareness (or lack of awareness) of the real threats
facing them. For a more complete discussion of the real hazards see page 4 0.
Important Findings.
By studying the accident and non-accident rider profiles we have learned that the group
having the highest number of accidents (students) have a common meeting ground with. those
having the lowest number of accidents (educators)--the school system. Educators with
bicycling experience should be encouraged to take additional course work in bicycling and
to share their knowledge through the community education system.
Confusion and indecision are a clear characteristic of the accident
rider, and should be recognized as an important target for increasing bicycle safety.
There are distinct age groups (16-20, 21-25) that should be targeted with a
concentrated bicycle safety program, for maximum reduction of accidents. (Note: since
there were relatively few riders under age 16 on Bikecentennial, it was not possible to
establish accident rates for this age group.)
Summary. Youthful, single riders, in general, stand a better chance of having a bicycle
accident, especially if they have no clear plan of action, travel at higher speeds, and
take greater risk (common to the accident group). Regular road maintenance and observance
of traffic regulations are important in reducing the frequency of bicycling accidents. |