Top: John S. Allen's Home Page
Up: Table of Contents
Previous: Chapter III part 1
Next: Chapter III part 3
logo.gif (3551 bytes)

CHAPTER III
BICYCLE ACCIDENTS
part 2

[Editor's note: this chapter is very long;
the online version has been split into three sections
for easier navigation]


BICYCLE ACCIDENT TYPES

The Traffic Accident Reports for all accidents involving bicycles through the years 1974 to 1978 were used to classify the bicycle accidents. A classification system, similar to the system used by Dr. Ken Cross of Anacapa Sciences, Inc. of Santa Barbara, California for a National Highway Safety Administration Study, was used to classify Eugene Bicycle Accidents. These accidents have been categorized into six accident groups that include 24 accident types. The accident groups are

  • Group A -
The bicyclist rides into the path of a motor vehicle from a mid-block location
  • Group B -
The bicyclist rides into the path of a motor vehicle in an intersection of streets
  • Group C -
The motorist drives into the path of a bicycle at either a mid-block location or an intersection
  • Group D -
The motorist hits the bicyclist from behind or forces the bicyclist off the road
  • Group E -
The bicyclist makes an unexpected turn into the path of a motor vehicle
  • Group F -
The motorist makes an unexpected turn into the path of the bicyclist

Each accident group (as shown in Table III-2) includes several accident types. In addition to accident types within the accident groups described on the previous page, eight accident types are also listed in Table III-2 under "Other Bicycle Accidents". A complete description of each accident group and type will be found in the text following Table III-2.

TABLE III-2
BICYCLE ACCIDENT TYPES
TOTAL NUMBER OF REPORTED BICYCLE ACCIDENTS
by TYPE OF ACCIDENTS
EUGENE, OREGON

1974 - 1978

Type of Accident Number
of
Accidents

Accident Group A: Mid-block Bicycle Rideout

Type 1 -  Driveway/Alley, Pre-crash path perpendicular to roadway 28
Type 2 -  Bicycle Path, Pre-crash path perpendicular to roadway 1
Type 3 -  Driveway/Alley Apron, Pre-crash path parallel to roadway 3
Type 4 -  Entry over shoulder or curb 0
Total Group A 32

Accident Group B: Intersection Bicycle Rideout

Type 5 -  Sign controlled intersection 31
Type 6 -  Signal controlled intersection 15
Type 7 -  Multiple lane signal controlled intersection 3
Total Group B 49
Accident Group C: Motorist Driveout
Type 8 -  Turn-merge: Driveway/Alley 41
Type 9 -  Turn-merge: Crossing sign controlled intersection 40
Type 10 -  Turn-merge: Intersection controlled by signal 3
Type 11 -  Backing: Driveway/Alley 2
Type 12 -  No-Stop Driveout: Driveway/Intersection 22
Total Group C 108

Accident Group D: Motorist Overtaking/Overtaking Threat

Type 13 -  Bicyclist not detected 3
Type 14 -  Motor vehicle out of control 3
Type 15 -  Counteractive evasive action 0
Type 16 -  Motorist mistakes space required to pass 0
Type 17 -  Bicyclist's path obstructed 1
Other/Hit and run 6
Total Group D 13

Accident Group E: Bicyclist Unexpected Turn/Swerve

Type 18 -  Left turn: Parallel paths, same direction 11
Type 19 -  Left turn: Parallel paths, facing approach 9
Type 20 -  Swerve left: Parallel paths, same direction 3
Type 21 - Right turn/swerve: Bicyclist riding wrong way 6
Total Group E 29

Accident Group F: Motorist Unexpected Turn

Type 22  - Left turn: Parallel paths, same direction 13
Type 23  - Left turn: Parallel paths, facing approach 56
Type 24  - Right turn: Parallel paths 42
Total Group F 111

Other Bicycle Accidents

Type 25 -  Bicycle loses control 19
Type 26 -  Fixed object 2
Type 27 -  Parked car 13
Type 28 -  Open car door 2
Type 29 -  Pedestrian 3
Type 30 -  Motor vehicle loses control 3
Type 31 -  Bicycle - bicycle head-on 3
Type 32 -  Bicycle rear ends car 3

Not identified

1
Total Other 49
Total Bicycle Accidents 391

A summary analysis of bicycle accidents by Group classification reveals the following statistics:

Accident Group  Total No. % of Total
32 8.2
49 12.5
108 27.6
13 3.3
29 7.5
111 28.4
Other  49 12.5
Total  391 100.0

ACCIDENT GROUP A

The bicycle-motor vehicle accidents within Accident Group A, involve a bicycle driver driving from a mid-block location into the path of a motor vehicle. The four accident types illustrated below include:

  • Type 1 -
A bicycle rider driving from an alley or driveway with a pre-crash path perpendicular to the roadway
  • Type 2 -
A bicycle rider driving from a bike path onto the road
  • Type 3 -
A bicycle rider with a pre-crash path parallel to the roadway
  • Type 4 -
A bicycle rider driving over a curb or shoulder onto the roadway.

larger scan of this image

a.gif (7584 bytes)


The characteristic common to accidents within Group A, is the limited opportunity for the motor vehicle operator to observe the bicyclist and take evasive action. The age groups of the bicycle drivers involved in Group A accidents are described below:

Bicycle Driver Age Group

  TOTAL 0-5 6-10 11-15 16-25 26+
Type 1 28 1 10 8 6 3
Type 2 1 0 0 0 1 0
Type 3 3 0 1 0 0 2
Type 4 0 0 0 0 0 0
Total 32 1 11 8 7 5

The young bicycle drivers under the age of 16 were most frequently involved in these accidents.

These accidents have occurred throughout the City and have not recurred in specific locations. Engineering countermeasures to this accident group are limited. The location of the only bike path crossing (Type 2) accident has since been reconstructed to eliminate the potential of bicycle-motor vehicle conflicts. The other accidents (Type 1 and 3) have occurred on driveways and alleys throughout Eugene.

The bicycle driver's failure to scan the roadway in the direction of the approaching motor vehicle is a causative factor in each of these accidents. Teaching young bicycle drivers to effectively scan a roadway before entering may help to reduce the frequency of occurrence. Bicycle drivers between the ages of 6 and 10 years are most frequently involved in this accident type, so it is apparent that training should be provided at an early age.

ACCIDENT GROUP B

The bicycle-motor vehicle accidents within Group B involve a bicycle entering an intersection controlled by a sign or signal, and riding into the path of a motor vehicle. These accidents include three types which are illustrated and described below:

  • Type 5 -
A bicycle driver rides into an intersection controlled by a STOP or YIELD sign, failing to yield the right-of-way to oncoming motor vehicles.
  • Type 6 -
A bicycle driver disobeys a traffic signal and rides across the path of a motor vehicle.
  • Type 7 -
A bicycle driver disobeys a traffic signal and rides across the path of two or more oncoming lanes of traffic

larger scan of this image

b.gif (7269 bytes)


In each type of accident, the bicyclist enters the intersection unexpectedly. The age groups of the bicycle drivers involved in the Group B accidents are described below:

Bicycle Driver Age Group

  Total 0-5 6-10 11-15 16-25 26+
Type 5 31 1 4 11 8 7
Type 6 15 0 0 3 11 1
Type 7 3 0 1 0 1 1
Total 49 1 5 14 20 9

The young bicycle drivers below age 16 were frequently involved in the Type 5 accident. A violation of intersection control is characteristic of the Group B collisions. Three of the Type 5 accidents involved young drivers riding along the wrong side of a street into an intersection. These bicyclists are particularly vulnerable because the motor vehicle driver has reduced sight distance of a bicyclist entering from an unexpected location. In addition, Type 5 accidents do not allow the vehicle driver time to see the bicyclist, and react.

Teaching the young bicycle driver to both scan effectively and ride on the right side of the road, may help to reduce the frequency of occurrences of this type of accident.

The young adult and adult bicycle driver was most often involved in the Type 5 and 6 collisions. These accidents involved a violation of intersection control, in which the bicycle drivers are usually cited for failing to yield, or for disobeying a traffic signal.

These accidents have occurred throughout Eugene and have not recurred in a specific location. Problems are related to bicycle drivers "running" STOP signs, or trying to "beat" yellow signals. Engineering countermeasures to these types of accidents are limited. Improved education reinforced with enforcement of traffic laws, is likely to be effective in reducing the frequency of Group B accidents.

ACCIDENT GROUP C

The bicycle-motor vehicle accidents within accident Group C involve a motor vehicle driver entering a street into the path of a bicyclist. The five accident types which are illustrated below include:

  • Type 8 -
A motor vehicle exits a driveway or alley into the path of a bicycle
  • Type 9 -
A motor vehicle enters an intersection controlled by a STOP or YIELD sign, after stopping or slowing, into the path of a bicycle
  • Type 10 -
A motor vehicle drives into an intersection controlled by a signal after stopping for the signal. Typically, the motor vehicle is making a right turn on a red signal
  • Type 11 -
A motor vehicle backs from a driveway or alley into the path of a bicycle
  • Type 12 -
A motor vehicle fails to stop at an intersection controlled by a sign or signal, and drives into the path of a bicycle

larger scan of this image

c.gif (9766 bytes)


For each accident type, the motor vehicle enters a street, crosses the path of a bicyclist, and fails to see the bicyclist. The age groups of the bicycle drivers involved in the Group C accidents are described below:

Bicycle Driver Age Group

  Total 0-5 6-10 11-15 16-25 26+
Type 8 41 0 1 9 23 8
Type 9 40 0 1 6 22 11
Type 10 3 0 1 0 2 0
Type 11 2 0 0 0 2 0
Type 12 22 0 0 3 13 6
Total 108 0 3 18 62 25

The young bicycle driver below age 10 was involved in less than 3% of the Group C accidents, while the young adult bicycle driver (age 16-25) was involved in 56% of the Group C accidents.

Of the forty-one Type 8 accidents involving a motor vehicle exiting a driveway or alley, 71% of the accidents involved wrong way riding or sidewalk riding. Engineering countermeasures for this type of accident are very limited. Education efforts to alert bicyclists concerning the dangers of wrong way and sidewalk riding are likely to be the most effective way of reducing the Type 8 accidents. The motor vehicle driver is required to yield to sidewalk and oncoming traffic, but the "fast moving" cyclist and "wrong way" cyclist violate the expectancy of the driver. Only ten of these accidents involved bicyclists riding on the right side of a street; one involved a bicyclist riding at night with no lights, and only one involved a bicycle ridden in a bike lane. The Type 8 accident involving a bicyclist riding on the right side of the road is relatively infrequent, and bike lanes reduce the occurrence.

The forty Type 9 accidents involving a motor vehicle entering an intersection controlled by signing included: sixteen bicyclists riding on the wrong side of the road, riding at night with no light, or riding into the intersection from a sidewalk. Education of bicyclists concerning the dangers of such riding habits, is likely to be an effective countermeasure to such accidents. Twenty-four of the Type 9 accidents involve motor vehicles being driven, after stopping or slowing, into the path of a bicycle ridden on the right side of the road. These accidents warrant special attention. Engineering countermeasures improving sight distance or modifying intersection control may improve problem intersections.

The three Type 10 accidents included: two bicyclists riding on the wrong side of the roadway, and a motor vehicle cutting a corner sharply and hitting a bicyclist. Education of bicyclists of the dangers of wrong way riding is likely to reduce this accident type.

The two Type 11 accidents involved motor vehicle drivers cited for careless driving. Accidents involving motor vehicles backing into the path of a bicyclist occur infrequently, and are not a significant problem along either streets or bike lanes.

Of the Type 12 accidents involving motor vehicle drivers not stopping at intersections controlled by signs or signals, and the single accident involving a motor vehicle exiting a driveway without slowing, 36% were "hit and run". Improving enforcement, and alerting bicycle drivers to scan and prepare for such accidents are likely countermeasures. Locations where such accidents recur are problem locations subject to engineering countermeasures such as: grade separations of bicycle, pedestrian facilities, signal improvements, or intersection improvements.

In summary, 41% of the Group C accidents involved bicycles ridden on sidewalks, on the wrong side of the street, or at night without a light; and 18% of the accidents were "hit and run", in which the motor vehicle driver left the scene of the accident. Education and enforcement of traffic laws for both bicycle and motor vehicle drivers are likely to reduce these accidents.

ACCIDENT GROUP D

The bicycle-motor vehicle accidents within Group D involve a motor vehicle overtaking and colliding or threatening to collide with a bicycle. This accident type is perceived as a serious threat by bicyclists and motorists alike. 3% of the bicycle-motor vehicle accidents were Class D accidents. The accident group has been divided into five types based on causative factors including:

  • Type 13 -
A bicycle driver is not detected by a motor vehicle driver
  • Type 14 -
A bicycle driver is struck from the rear by a motor vehicle which is out of control
  • Type 15 -
A bicycle driver makes a counteractive evasive action into the path of a motor vehicle
  • Type 16 -
A bicycle driver is sideswiped by a motor vehicle driver who misjudged the distance required to pass the bicycle
  • Type 17 -
A bicycle driver's path is obstructed and the bicycle driver is forced to strike an object to avoid the motor vehicle collision

larger scan of this image

d.gif (4465 bytes)


The age groups of the bicycle drivers involved in the Group D accidents are described below:

Bicycle Driver Age Group

  Total 0-5 6-10 11-15 16-25 26+
Type 13 3 0 0 0 2 1
Type 14 3 0 0 1 2 0
Type 15 0 0 0 0 0 0
Type 16 0 0 0 0 0 0
Type 17 1 0 0 1 0 0
Other 6 0 0 0 3 3
Total 13 0 0 2 7 4

No bicycle drivers were under age 12. The six accidents classified as "other", were hit and run accidents in which the bicycle driver abandoned the roadway without being struck by a motor vehicle.

The three Type 13 accidents include two accidents in which the bicyclists were riding at night on a narrow road with no light. A single accident occurred on a bike lane. The three Type 14 accidents included two accidents in which the motor vehicle driver was arrested for driving under the influence of an intoxicant, and a bicycle driver stopped for a traffic signal. The single Type 17 accident involved a bicyclist hitting a parked car.

The Class D accidents can be reduced by engineering countermeasures such as roadway widening, parking removal, and separation of bicycle facilities. Such countermeasures are costly and can be applied only in particular locations.

ACCIDENT GROUP E

The bicycle-motor vehicle accidents with Group E include collisions in which the bicycle driver turns unexpectedly into the path of a motor vehicle. The four types of collisions in Group E illustrated below are:

  • Type 18 -
A bicycle driver traveling on a path parallel and in the same direction as a motor vehicle, turns left into the path of the motor vehicle
  • Type 19 -
A bicycle driver traveling towards a motor vehicle on a parallel path, turns left across the path of the oncoming motor vehicle
  • Type 20 -
A bicycle driver traveling on a path parallel, and in the same direction as a motor vehicle, swerves into the path of the motor vehicle
  • Type 21 -
A bicyclist traveling on the wrong side of the road towards a motor vehicle, turns right into the path of the motor vehicle

larger scan of this image

e.gif (6560 bytes)


The age groups of the bicycle drivers involved in the Group E accidents are described below:

Bicycle Driver Age Group

  Total 0-5 6-10 11-15 16-25 26+
Type 18 11 0 4 5 2 0
Type 19 9 1 0 7 1 0
Type 20 3 0 0 0 2 1
Type 21 6 0 1 2 3 0
Total 29 1 5 14 8 1

Young bicycle drivers below the age of 16 were frequently involved in the Group E accidents, particularly the Type 18 and 19 accidents.

Each of the Group E accident types involve an unexpected action by the bicyclist, although the bicyclist is observed by the motor vehicle driver. The Group E accidents have not recurred at specific locations. They have recurred along two specific routes, including Harlow Road (five occurrences), and 11th Street (two occurrences). Engineering countermeasures such as shoulder improvements or facility separations may be appropriate in these locations. Education is more important as a countermeasure. Alerting bicyclists to scan for a clear roadway before swerving into a motor vehicle lane, and to signal their intentions, will likely reduce the Group E accidents.

ACCIDENT GROUP F

The bicycle-motor vehicle accidents within Group F include accidents in which a motor vehicle driver turns unexpectedly across the path of a bicycle driver. The three types of accidents illustrated below include:

  • Type 22 -
A motor vehicle turns left across the path of a bicyclist traveling on a parallel path, and in the same direction as the motorist
  • Type 23 -
A motor vehicle turns left across the path of an oncoming bicyclist on a parallel path
  • Type 24 -
A motor vehicle turns right across the path of a bicyclist traveling on a parallel path

larger scan of this image

f.gif (7075 bytes)


The age groups of the bicycle drivers involved in the Group F accidents are described below:

Bicycle Driver Age Group

  Total 0-5 6-10 11-15 16-25 26+
Type 22 13 0 0 1 10 2
Type 23 56 0 1 6 45 4
Type 24 42 0 0 5 23 14
Total 111 0 1 12 78 20

The young adult and adult bicycle drivers were most frequently involved in the Group F accidents.

The Type 22 accidents involve a motor vehicle driver turning left across the path of a bicycle driver traveling in the same direction include: seven collisions with bicyclists in bike lanes, and two collisions with bicyclists on a sidewalk or crosswalk. Six of the bike lane accidents have occurred on Pearl Street. An engineering countermeasure such as: the relocation or elimination of this bike lane, control of driveway access, or parking removal, may be necessary along this route. The collisions which did not occur on sidewalks or bike lanes involved bicycle drivers improperly passing a motor vehicle waiting to turn left, and a bicyclist improperly traveling straight in a left turn lane. Type 22 accidents could be reduced, if the bicycle operator was knowledgeable concerning the Rules of the Road. The Rules of the Road would include: passing and traveling on the left side of a travel lane, on bike lanes, sidewalks, or the roadway.

The Type 23 collisions involve a motor vehicle turning left across the path of an approaching bicycle. This accident type has occurred most frequently in Eugene. Signalized intersections accounted for 43% of the accidents of this type, and the remaining collisions occurred at driveways or sign-controlled intersections. Four of the collisions involved bicyclists traveling in bicycle lanes, and two involved bicyclists traveling on sidewalks. Although nine of these accidents involved bicyclists traveling at night with no light, and four of the accidents involved bicyclists traveling straight in a right turn lane, the majority of the accidents involved a motor vehicle driver who failed to observe the oncoming bicyclist. In most accidents, the motor vehicle driver has been cited for failing to yield the right-of-way.

Engineering countermeasures such as improving sight distance, signal or intersection improvements are appropriate in the locations of the Type 23 collisions. The signal improvements noted above refer to separate left turn or split phasing. These accidents have recurred in specific intersections and along specific routes. Alerting bicycle drivers concerning the frequency of such collisions, and the possibility of avoiding such collisions by promoting visibility, scanning oncoming traffic, and taking evasive actions, is likely to reduce the collisions. Alerting the motor vehicle driver to the importance of scanning for bicyclists is also important.

The Type 24 collisions involve a motorist making a right turn across the path of a bicyclist. This type of collision has been nearly as frequent as the Type 23 collision. Of the collisions, 26% have been "hit and run". Five of the accidents involved bicyclists traveling on bike lanes. Six of the accidents involved bicyclists traveling on sidewalks. Two accidents involved bicyclists riding at night without lights. One involved a bicyclist traveling straight in a right turn lane.

The Type 24 accidents involve a bicyclist approaching unexpectedly from the rear of a motor vehicle turning right. Typically, this is considered a violation of the Rules of the Road. Alerting bicycle drivers concerning the precautions and Rules of the Road involved in passing on the right side of a travel lane on bike lanes, sidewalks, or the roadway, are most likely to reduce this accident type. Engineering countermeasures are unlikely to be effective, as the accidents have not recurred in specific locations.

OTHER BICYCLE ACCIDENTS

Many reported accidents were dissimilar from the accidents within the six accident groups described above. Eight additional accident types have been used to classify the bicycle accidents which have recurred in Eugene.

  • Type 25 -
Bicycle driver losing control
  • Type 26 -
Bicycle striking a fixed object
  • Type 27 -
Bicycle striking a parked motor vehicle
  • Type 28 -
Bicycle striking an open car door
  • Type 29 -
Bicycle and pedestrian collision
  • Type 30 -
Motor vehicle not controlled by driver
  • Type 31 -
Bicycle and bicycle head-on collision
  • Type 32 -
Bicycle rear-end collision with a motor vehicle in traveled lane

An age group description of the bicyclists involved in the accident types is given below, and a description of each accident type follows:

Bicycle Driver Age Group

  Total 0-5 6-10 11-15 16-25 26+
Type 25 19 0 1 4 5 9
Type 26 2 0 0 1 1 0
Type 27 13 0 0 7 4 2
Type 28 2 0 1 0 0 1
Type 29 3 0 0 0 3 0
Type 30 3 0 0 2 0 1
Type 31 4 0 0 1 2 1
Type 32 3 0 0 1 2 0
Total 49 0 2 16 17 14

The Type 25 accidents involve a bicycle driver losing control, and does not involve other motor vehicles, bicycles, or pedestrians. The older adult rider was most often involved in this accident type. Of the nineteen investigated accidents, eleven involved either a brake failure, a front wheel falling off, riders riding double, excessive speed, or a bicycle wheel jammed with a package. The two bicycle accident reports which involved drivers tangling a wheel in railroad tracks, and a storm drain, provide information for identifying hazardous locations subject to improvement.

The Type 26 and 27 accidents involve a bicycle driver hitting a fixed object or parked car. Parked cars (Type 27 accidents) are a more frequent hazard to bicycle drivers than roadside hazards (Type 26 accidents). None of the collisions of bicyclists with parked cars involved bicycle drivers using bicycle lanes. The bicycle lanes reduce the frequency of occurrence of these type of accidents.

The Type 28 accidents involve a bicyclist striking an open car door. This accident type is perceived as a serious problem by bicycle and motor vehicle drivers alike. During the five-year study period, there were two collisions of this type reported. One of the collisions involved a bicycle driver striking a car door on the sidewalk side.

The Type 29 collisions involve a pedestrian and a bicyclist. For the first four years of the study period there were no reported collisions of this type. Three reported collisions occurred in 1978, and involved severe or major injuries to the bicycle driver and pedestrian. A single collision occurred on a bicycle facility, while the other two collisions occurred at intersections of streets.

The three Type 30 collisions involve a motor vehicle which is not controlled by the driver, crossing paths with a bicyclist. Two of the accidents were head-on collisions, in which the uncontrolled motor vehicle crossed the centerline and struck an oncoming bicycle driver, and one involved a bicyclist striking a motor vehicle which had just rear-ended a parked car. None of these accidents involved bicyclists riding in a bicycle lane.

The three Type 31 collisions involved bicycle drivers striking one another head-on, where at least one of the drivers was seriously injured in each accident. One accident involved riding on a centerline with no lights, and one involved a bicyclist riding on the wrong side of a roadway. Education and enforcement countermeasures are appropriate for such accidents. A third accident involved two bicyclists attempting to pass between the same posts. The posts are used to prevent motor vehicles from entering a bicycle path. The posts restricted the paths of the bicyclists and were a causative factor in the accident. Engineering countermeasures are appropriate in this case. Removal or modification of the posts reduces the possibility of a bicycle head-on collision. These are discussed in the Improvement Projects Chapter (Chapter VI) of this report.

The Type 32 collisions involve bicycle drivers rear-ending a car in the travel lane. One of the three collisions involved an intoxicated bicycle driver. None of these accidents occurred on bicycle facilities.

The forty-eight accident types described above, accounted for 12% of the reported accidents, and included six accident types which did not involve moving motor vehicles. A single reported bicycle accident was not identified because it did not correspond to any of the types of accidents described above. This accident involved a motor vehicle driver who reported hitting a fixed object to avoid hitting a bicyclist.

Next: Chapter III part 3


Top: John S. Allen's Home Page
Up: Table of Contents
Previous: Chapter III part 1
Next: Chapter III part 3
Government document, public domain

Last modified March 24, 2003