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

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

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

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:

Bicycle Driver Age Group

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:

Bicycle Driver Age Group

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:

Bicycle Driver Age Group

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:

Bicycle Driver Age Group

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:

Bicycle Driver Age Group

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:

Bicycle Driver Age Group

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.

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

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

Last modified March 24, 2003