Cyclist Safety Research Articles

Do cyclists need HMIs in future automated traffic? An interview study

Cyclists are expected to interact with automated vehicles (AVs) in future traffic, yet we know little about the nature of this interaction and the safety implications of AVs on cyclists. On-bike human–machine interfaces (HMIs) and connecting cyclists to AVs and the road infrastructure may have the potential to enhance the safety of cyclists. This study aimed to identify cyclists’ needs in today’s and future traffic, and explore on-bike HMI functionality and the implications of equipping cyclists with devices to communicate with AVs. Semi-structured interviews were conducted with 15 cyclists in Norway and 15 cyclists in the Netherlands. Thematic analysis was used to identify and contextualise the factors of cyclist-AV interaction and on-bike HMIs. From the analysis, seven themes were identified: Interaction, Bicycles, Culture, Infrastructure, Legislation, AVs, and HMI. These themes are diverse and overlap with factors grouped in sub-themes. The results indicated that the cyclists prefer segregated future infrastructure, and in mixed urban traffic, they need confirmation of detection by AVs. External on-vehicle or on-bike HMIs might be solutions to fulfil the cyclists’ need for recognition. However, the analysis suggested that cyclists are hesitant about being equipped with devices to communicate with AVs: Responsibility for safety should lie with AV technology rather than with cyclists. A device requirement might become a barrier to cycling, as bicycles are traditionally cheap and simple, and additional costs might deter people from choosing cycling as a transport mode. Future studies should investigate user acceptance of on-bike HMIs among cyclists on a larger scale to test the findings’ generalisability, and explore other, perhaps more viable solutions than on-bike HMIs for enhancing AV-cyclist interaction.

Kewenangan Pemerintah Kota Denpasar dalam Penerapan Jalur Khusus Sepeda

Realizing an environmentally friendly city of Denpasar is one of the balancing concepts in the development of an environmentally friendly city. Changing the mode of transportation to environmentally friendly transportation, such as the use of bicycles, can prevent congestion. One of the government's real actions is the government's authority on bicycle lanes as a necessity for the community. The purposes of this study are to reveal the form of authority of the Denpasar City Government in Streamlining the Application of Bicycle Paths and forms of legal protection for bicycle lane users based on Law Number 22 Year 2009 in Denpasar City. The type of legal research used in this research is empirical legal research with a statutory approach. The data collection techniques were carried out by reading, recording, quoting, summarizing and analyzing the data and information obtained from the relevant agencies, namely the Denpasar City Transportation Service. After obtaining primary legal materials and secondary legal materials which are then processed and analyzed systematically, data is obtained that the authority of the Denpasar City government in making the use of bicycle lanes effective is to provide bicycle lane facilities at several points scattered in the Denpasar City area, such as on Jalan Sudirman , Jalan Letda Made Putra, Jalan Letda Tantular and at several other points. Meanwhile, legal protection for bicycle lane users contains the rights of bicycle lane users, such as the mandatory provision of bicycle lane facilities by the government to ensure the safety and comfort of cyclists, freedom from fear in traffic, and avoidance of traffic hazards.

Comparing the cycling behaviours of Australian, Chinese and Colombian cyclists using a behavioural questionnaire paradigm

Cyclists are vulnerable road users and face disproportionately high rates of road trauma, especially in low- and middle-income countries. Behaviour of road users is a system outcome, and thus studying cyclist behaviours can identify problems in the whole road transport system and assist in generating long-lasting, cost-effective solutions to promote cyclist safety. This study aims to investigate the similarities and disparities of cycling behaviour among countries with different income levels and cycling prevalence, and the relationships among cyclist demographic characteristics, behaviours and crash involvement. It applies the Cycling Behaviour Questionnaire (CBQ) to measure the behaviour of cyclists in three countries: Australia (high-income, emerging cycling country), China (mid-income, traditional cycling country) and Colombia (low-income, emerging cycling country). A total of 1094 cyclists (Australia 347, China 368, and Colombia 379) with a mean age of 31.8 years completed the online questionnaire. Confirmatory Factor Analysis was used to examine the factorial structure of the CBQ. The results showed that the three-factor CBQ (i.e., Traffic Violations, Errors and Positive Behaviours) had a stable and uniform factorial structure across all three countries. Cyclists reported more frequent positive behaviours than risky behaviours across all three countries. The Australian cyclists reported more positive behaviours and fewer violations than cyclists from the other countries, which is likely to reflect the road environment, policy and enforcement differences. Male cyclists tended to engage in more risky riding than females and reported more crash involvement. Older cyclists reported less risky riding and less involvement in crashes than younger cyclists. Cyclists who rode more often reported more frequent risky riding. The study helps understand the prevalence of risky/positive cyclist behaviours among countries and provides insights for developing systematic countermeasures to improve cycling environment and cyclist safety.

Crash risk and subjective risk perception during urban cycling: Accounting for cycling volume

Most research concerned with cyclists’ safety has been focused on the crash risk (i.e. their objective safety). However, there has been a growing interest in the perceived level of this risk (i.e. the subjective safety of cyclists). Crash risk and subjective risk perception in urban cycling appear to be mostly well aligned. For example, reduced speed limits have been found to reduce both objective and subjective risks (although there is also evidence for some incongruences). This absolute number of incidents could be misleading, as it does not account for potential differences in cycling volume (i.e. cyclists are likely to prefer streets with reduced speed limits). Thus, it may be important to adjust the absolute number of incidents relative number to the local cycling volume. In this research, we investigate the relation of cycling crashes and subjective risk perception (operationalized through reports from a crowd-sourcing project) for different types of cycling infrastructure and different speed limits, while accounting for the local cycling volume. We find that the absolute number of VGI reports and crashes can be misleading: whereas the absolute incident numbers, for example, suggest few benefits of cycling lanes and tracks, adjusting for the cycling volume reveals an increase of both objective and subjective safety as compared to streets without cycling infrastructure. We also identify situations where cyclists apparently underestimate the crash risk (i.e. on cycleways opposing the cars’ traveling direction, and at streets with a speed limit of 30 km/h intersecting streets with higher speed limits). Additional research is required to understand the sources of these discrepancies, and how to make cyclists aware of them.

Online risk estimation of critical and non-critical interactions between right-turning motorists and crossing cyclists by a decision tree

One of the most critical situations in urban areas is when motorists turn right in an intersection and cyclists cross the road. Many of those crashes result in severe consequences for cyclists. In order to increase the safety of cyclists, especially in the case of conflicts with right-turning vehicles, an online infrastructure-based assistance system may be a promising solution warning drivers and cyclists when a conflict or crash is predicted. By means of automated video traffic detection, the resulting trajectories of road users can be analysed and a warning can be sent to vehicles and cyclists equipped with vehicle-to-anything communication (V2X) when a high risk is estimated. An approach for online risk estimation was developed combining the surrogate measure of safety (SMoS) gap time (GT) with trajectory prediction-based estimates of the time-to-arrival (TTA) or distance to conflict point (DCp) and velocity (v). A decision tree as classifier of risk levels based on the previous named risk features was trained to model the risks perceived by humans. Expert ratings of traffic conflict scenes were used to build a model, apply the model, and improve it in the field. The warning system was evaluated by test drives in real traffic at the urban AIM Research Intersection in Braunschweig, Germany. In general, the system warned reliably. In approximately 67% of the trials, it was assessed as helpful.

Effects of using mobile phones while cycling: A study from the perspectives of manipulation and visual strategies

Bicycles have become one of the major modes of urban public travel. Moreover, the high number of bicycle accidents has created challenges for road traffic safety. In addition, a relationship exists between single-handed use of handlebars and the use of mobile phones while cycling, which increases the risk of cycling. The current study considers not only the impact of mobile phone use while cycling on the safety of cyclists but also the impact of the mental load of a distracting task on cycling safety. Thirty-two college students were recruited to participate in a cycling experiment with distractions that was carried out on both campus and off-campus roads. A paired t-test was used to analyze cyclists' performance under different distraction states. The results show that when performing distracting tasks, the speed of cycling is significantly reduced, the acceleration and rate of change in the deflection angle are significantly increased, and the saccade frequency is significantly reduced. In addition, texting while cycling has a greater negative impact on cycling performance than does calling or listening to music. This study reveals the harm of mobile phone use while cycling by analyzing the effects and characteristics of manipulation performance and visual strategy. The study results can contribute to improving cyclist awareness regarding distraction safety and reducing the occurrence of mobile phone distraction issues. Furthermore, this approach provides a theoretical research basis for scientific and effective intervention and improvement measures in the future.

Strategic Management Indicators for Sustainable Road Traffic Management

Human is very critical and important asset of any nation. Human security is the prime need. Also, at organizational level, the business success depends on the human efficiency. Hence, strategic management is very important to achieve effective performance. This paper assessed various indicators and attributes of strategic management. However, the limitation of this study was to focus on strategic management used in traffic management used bypublic security sector ofAbu Dhabi. Evaluation involved 29 common attributes of strategic management identified from literature. These were categorized into five indicators aslearning & training; traffic setting; emergency response; road engineering & vehicle safety; and strategiesbeing enforced. Analysis of the data collected through Questionnaire survey with officials involved in traffic management was done with mean score method. Results of the analysis showed that review and develop a driver training program and licensing mechanismis the top ranked attribute in the domain of learning & training. The respondents highlighted effective traffic control in pedestrian and cyclist safety areas and seatbelts as very useful in the indicator traffic setting. Top indicators in the indicator emergency response are development of effective systems for geographical positioning of traffic accidents andspreading a culture of prioritising emergency vehicles in emergency situations. Develop an integrated traffic safety management system (ITSMS) is the most useful attribute related to road engineering & vehicle safety indicator. While in the indicator strategies being enforced, the respondents mentioned that the attribute at top rank is developing smart traffic settings to minimize the accidents.

Cyclists’ phone use in relation to proximate environmental characteristics - A qualitative study

IntroductionThe use of phones in traffic can cause distraction and thus affect the safety of cyclists. Unlike distractions external to the cyclists, phone use is initiated by the cyclists themselves, but is always performed in a contextual setting that affords, moderates, or constrains the action. The purpose of this study is to investigate how the proximate environment, including cyclists' personal items, affects cyclists’ phone use with the aim of improving the development of preventive measures. MethodsThe empirical foundation is 19 qualitative, semi-structured interviews with cyclists in Denmark (n = 9) and the Netherlands (n = 10). We use thematic analysis and affordance theory to identify proximate environmental characteristics that facilitate or inhibit phone use while cycling and discuss the results in relation to cognitive dual-process theory's distinction between impulsive and reflective behaviours. ResultsCharacteristics of bicycle design, clothes, and infrastructure design offer accessibility and suitable conditions for phone use and are associated with whether cyclists use their phone in traffic, how they use it, and for what purpose. ConclusionsThe distinction between impulsive and reflective phone use highlights a need for preventive measures that considers decision-making processes. Findings on associations between phone use and proximate environmental characteristics suggest use of phone accessories (e.g. headphones), inaccessible phone placement, and muting notifications as strategies to prevent impulsive use, while legal measures possibly limit reflective phone use.

Bicycle crash contributory factors: A systematic review

There is a growing body of road safety research that seeks to identify crash contributory factors beyond road users, their vehicles, and the immediate road environment. Although cyclist safety represents a critical research area, this ‘systems thinking’ approach has received less attention in bicycle crash analysis. This article presents the findings from a systematic literature review which aimed to synthesise the peer reviewed literature regarding bicycle crash contributory factors (defined as factors which play a contributory role in bicycle crashes, as opposed to risk factors which are factors which may increase the probability of crashes). Crash contributory factors were extracted from included articles and mapped onto a systems thinking framework comprising seven hierarchical road transport system levels. The findings show that a majority of the included studies identified contributory factors relating to the road environment, cycling infrastructure, and cyclist and driver behaviour. No studies identified contributory factors outside of cyclists and road users, bicycles and vehicles, and the road environment and few specifically examined causal relationships between contributory factors. It is concluded that there are gaps in the knowledge base regarding the broader transport system features that play a role in bicycle crashes and how contributory factors interact to create crashes. We argue that more expansive research into the systemic factors involved in bicycle crashes is required and that initial work should focus on the development of new data sources and analysis methods.

1213 Cycling-related Trauma Admissions to the Major Trauma Centre in the Cycling Capital of the United Kingdom

Abstract Aim The number of cyclists travelling on roads in the United Kingdom (UK) is increasing. The government has recently introduced initiatives to promote cycling uptake and so these numbers are likely to increase. This study aims to characterise cycling related injuries presenting to a major trauma centre located within a region with the highest rates of cycling in the UK. Method A retrospective review of cycling related trauma admissions occurring between January 2012 and June 2020 was performed. All patients were split into three groups based on the mechanism of injury. Our institution’s electronic patient record system was used to collect data including age, gender, mechanism of injury, Glasgow coma scale score on arrival, incident date and time, injured body regions, 30-day mortality, helmet use, and length of stay. Results A total of 606 cycling related trauma cases were identified, with 52 being excluded due to incomplete data. The ‘cyclist v vehicle’ group was associated with a significantly higher Injury Severity score (ISS), lower GCS and longer hospital stay than the other two groups. Helmet wearers were significantly older than non-wearers and helmet use was associated with a significantly reduced risk of head injury, lower ISS and higher GCS. Conclusions With a likely increase in future cycling uptake, it is crucial that effective interventions are put in place to improve the safety of cyclists. A multi-faceted strategy involving driver and cyclist education, road infrastructure changes and helmet promotion campaigns targeting the younger generation could be employed.

Single-bicycle crashes: An in-depth analysis of self-reported crashes and estimation of attributable hospital cost

Cyclists’ awareness of their risk of single-bicycle crashes is limited. Thus, knowledge of the most common contributory factors of single-bicycle crashes is required. Similarly, single-bicycle crashes and their costs to society are under-recognized by the public. The aim of this study was to conduct an analysis of single-bicycle crashes occurring in a cohort of cyclists in Denmark and supplement it with estimation of some attributable costs of single-bicycle crashes among all injured cyclists during one year treated in a hospital or emergency room in Denmark. We conducted a one-year follow-up of 6,793 active cyclists (mean age: 45.8 years) encountering 349 single-bicycle crashes (single-bicycle crash rate: 55 per 1,000 person-years). An in-depth analysis of the crashes suggested that daily winter road maintenance is crucial in colder climates and that the current cyclist infrastructure design gives rise to many single-bicycle crashes. Further analysis of the co-occurrence of the factors contributing to the crashes indicated that when the weather is warmer, the factors pertaining to the individual cyclist (and not the road authorities) dominate. The risk of sustaining a more severe injury (i.e. other than light bruises) once in a single-bicycle crash was 18 %. However, for cyclists above 50 years, this risk doubled compared with their younger counterparts, wholly due to a 4.7 times higher risk during the warm season. Among cyclists treated in hospital or emergency room, we estimated the attributable hospital cost of single-bicycle crashes at €1,701 and the attributable cost of municipality care at €417 in the first year after the injury (2019 prices). In cyclists aged 18–60 years and treated in hospital or emergency room, the estimated attributable risk of sickness benefit was 5.2 percentage points in the first year after the injury. We concluded that to increase cyclist safety, the road authorities should improve winter road maintenance and redesign cyclist infrastructure.

Exploring Factors Associated with Cyclist Injury Severity in Vehicle-Electric Bicycle Crashes Based on a Random Parameter Logit Model

Electric bicyclists are vulnerable road users and play an important role in traffic safety. The focus of this research is on analyzing cyclists’ injury severity in vehicle-electric bicycle collisions. It is an exploratory analysis that was conducted based on samples obtained from video data provided by the police of Xi’an China. Three types of severity include fatal, injury, and property-damage-only (PDO). A random parameter logit (RPL) model was specified to gain more insights into factors related to the injury severity level, including human behaviors, vehicle characteristics, roadway attributes, and environmental conditions. Some factors not included in previous research were introduced into this study, especially precrash behaviors of drivers and cyclists. The direct pseudo-elasticity effects of variables were compared to investigate the stability of individual parameter estimates on the severity categories. The results indicated that variables that significantly increment the probability of fatal accidents were as follows: driver violation behaviors (speeding, red-light violation, driving in the opposite direction), cyclist violation behaviors (speeding, red-light violation), day of time (nighttime), visibility restrictions (fixed obstacles), and vehicle type (larger bus, small truck, and larger truck). Based on these findings, we suggested measures such as strengthening law enforcement by installing cameras, implementing zero tolerance for cyclist violations, promoting education by completing training courses for cyclists, and enhancing traffic safety awareness through educational activities. The research results can provide a theoretical basis for formulating strategies to improve cyclist safety.

Critical antagonisms: cycling and territory

ABSTRACT Slower speed limits and regulated passing distances between motor vehicles and bicycles are now taken-for-granted in policies aimed at increasing cycling participation rates by addressing safety concerns in societies dominated by cars. Rather than understanding distance as a measurement between two points, this paper addresses the sensibilities of proximity. This paper draws on the work of Deleuze and Guattari and the related concepts of assemblage, territory and critical distance, to better understand how subjectivities emerge through sensations of proximity-in-motion while riding a bike. Attention turns to how experiences of risk underpin an encroachment on personal space that transforms the affective capacities of cycling bodies to ride specific routes along roads, footpaths and cycleways. The article engages with the situated cycling experiences of 28 individuals who ride for leisure and/or transport, who consented to participate in a cycling sensory ethnography in the small city of Wollongong, Australia. Greater appreciation of how sensations of antagonism triggered by proximity-in-cycling-motion, work to reinforce or challenge subjectivities may offer insights to improve actual and perceived safety for cyclists beyond fixed distance policy concepts.

Configurations of underreported cyclist-motorised vehicle and single cyclist collisions: Analysis of a self-reported survey

Lower severity cycling collisions, and single cyclist collisions (or single bicycle crashes) are significantly underreported in police statistics, introducing biases into the types of collisions that are available for analysis. Furthermore, many lower severity collisions do not appear in other collision data sources (e.g. hospital and insurance data). This in turn affects priorities for cyclist safety and puts an underemphasis on certain collision types. Due to an absence of data, little is known of the configurations of unreported collisions. In this paper, data from a recent self-reporting survey of cycling collisions in Ireland is used to provide details of cyclist collisions with motorised vehicles and single cyclist collisions, with the inclusion of unreported collision types. Pre-crash scenarios and impact configurations for cyclist collisions with bonnet-type vehicles, and collision factors and fall types for single cyclist collisions are coded. Injury patterns and police underreporting levels are compared, and representative collision scenarios are identified.This study highlights the relative importance of collisions resulting from the cyclist and vehicle travelling in the same direction, specifically, nearside-hook, vehicle lane changing, and overtaking manoeuvres are emphasised. Furthermore, cases involving the cyclist struck from the side by vehicle fronts comprise a smaller share than previous studies. Specifically, side to side impacts, impacts between the front of the cyclist/bicycle and the side of the vehicle, and impacts with open(ing) doors emerge as important impact configurations with the inclusion of self-reported cases. For single cyclist collisions, the importance of loss of traction of the tyres due to slippery road conditions and interactions with tram tracks and kerbs are emphasised. Fall types differ between single cyclist collision scenarios and are related to differences in injury severity.These findings add to existing knowledge for fatal and higher severity collisions, demonstrating that cyclist safety priorities change with inclusion of underreported, and lower severity collisions. The findings are particularly relevant to road infrastructural planners, as well as in the fields of injury biomechanics, and automated vehicle safety (ADAS). Representative scenarios for collisions with bonnet-type vehicles and single cyclist collisions have been identified, allowing for their future inclusion in development of collision and injury prevention strategies. The dataset generated in this study is available from the authors on reasonable request.

Beyond ‘good’ and ‘bad’ cyclists. On compensation effects between risk taking, safety equipment and secondary tasks

IntroductionIn France the number of injuries involving cyclists has risen over the last 10 years. With the widespread use of ICT devices, secondary tasks have become a major focus for transport safety research. They have also been identified as a predictor of collision. Although still scarce, this literature on cyclists’ secondary tasks identifies a recurrent profile. Young cyclists are in the spotlight as they often use earbuds or headphones and combine such use with taking other major risks on the road. Despite their vulnerability, their group accounts for only 12% of severe fatalities, which is proportional to their share of the urban cyclist population. This paper explores other cyclist profiles in an attempt to understand the discrepancy between the perception of risk-prone behaviour and transport safety statistics. MethodsWe seek to establish more nuanced profiles, i.e. cyclists who balance risk-taking and safety. In order to detect these profiles, we conducted 1746 observations at 14 locations in the city of Besançon (France). For each observation we considered 30 variables that provide information on the cyclist's profile, secondary tasks, risks taken, and safety equipment. ResultsThese observed situations show that the two well-documented profiles (i.e. ‘risk-prone’ or ‘risk-averse’) together represent only 53.84% of our observations. We identify more mitigated profiles. Primarily a large group (37.29%) consists of middle-aged and elderly cyclists who are poorly equipped, who are rarely engaged in any secondary tasks, but who take occasional risks on the road. ConclusionsPolicies that aim to reduce the use of ICT devices on bike for all are necessary but not sufficient for reducing collisions. In addition to providing dedicated infrastructure, more targeted responses need to be provided to these different groups, such as focused actions on safety equipment and compliance with the traffic regulations for elderly cyclists.

A qualitative exploration of the mechanisms, pathways and public health outcomes of a city centre 20mph speed limit intervention: The case of Belfast, United Kingdom.

Twenty miles per hour (mph) speed limits can impact the health of the public (e.g., road safety, active travel). However, a better understanding of how individuals experience 20mph limits is required, to ensure interventions are cognisant of perceptions and potential un/intended outcomes. Focus groups (n=9, 60 participants) to explore the Belfast 20mph intervention highlighted divergent perspectives and experiences including: 12 mechanisms (e.g., limited awareness), 15 pathways (e.g., reduced driving speed→improved liveability) and 10 public health outcomes (e.g., increased cyclist safety). Future interventions should consider un/intended outcomes and implement strategies to enhance effectiveness and mitigate harms (e.g., through training, enforcement).

Analysis of ebike dynamics and cyclists’ anxiety levels and interactions with road vehicles that influence safety

The significance of commuting with ebikes as an integral part of the urban mobility of the future can no longer be ignored. The real and perceived hazards of cycling in urban areas and sharing roads with other motorized vehicles have been identified as a major barrier to wider adoption of ebikes. The objective of this study is to investigate parameters that affect the anxiety level of cyclists, which influences their safety and interaction with other road users. An ebike was instrumented with a variety of sensors and equipment to monitor the speed, balance of bike, type, and proximity of vehicles overtaking cyclists, as well as the events on the road. Thirty-two participants rode the instrumented ebike for 12 km on urban roads in Oshawa, ON, Canada. Participants wore a heart rate sensor attached to their chest and a helmet equipped with a peripheral detection task setup to measure stress and mental workload. This naturalistic study showed that most participants had concerns about the threats and risks of crashes when sharing the road with other vehicles. The data showed that the significant difference in acceleration between ebikes and conventional bikes does not change the perception of safety for cyclists. Additionally, the outcomes indicate that mental workload and average heart rate increase at lower speeds when passing a queue of vehicles in traffic or at intersections. Across all participants, the balance of the bike did not change significantly. Also, neither the heart rate nor mental workload showed a significant effect on the balance of the bike. This study suggests that dense traffic in the afternoon and the demands of riding a bike in complex traffic conditions result in a higher mental workload even though cyclists slowed down their speeds. Furthermore, the majority reported perceived risks of cycling on a shared road with other vehicles regardless of the demographic differences. The findings from this study can be used as a framework for the development of active safety features for ebikes.

Bayesian space–time modeling of bicycle and pedestrian crash risk by injury severity levels to explore the long-term spatiotemporal effects

Vulnerable road users (VRUs)-related crashes are recognized as an important public safety problem. However, few macro-level studies of VRUs-involved crashes have considered the long-term spatial, temporal, or spatiotemporal effects in the crash risk. This study analyzes the bicycle and pedestrian crash risk in different injury severities by using three multivariate Bayesian space–time models. These models address different spatiotemporal effects to account for possible correlations across injury severities over space and time. Various explanatory variables are used to examine the contributory risk factors, including socio-demographic features, roadway structures, and weather characteristics. Spatio-temporal conditional autoregression with an ANOVA style (ST-CARanova) models outperform other two space–time models in most circumstances. The long-term spatiotemporal effects, such as relatively high temporal autocorrelations, significant spatial heterogeneity, and weak spatiotemporal interactions, are found in this study. The increase of female ratios, young people ratios, unemployment rates, and annual average high temperatures could increase the county-level crash risk of cyclists and pedestrians. The findings provide useful insights for policy makers to improve the safety of cyclists and pedestrians.

‘[I]f It’s a Public Health and Safety Thing … Why Not Just Give the Kids Helmets?’: Policing Mandatory Helmet Laws in New South Wales

In the early 1990s Australia became the first country in the world to introduce laws mandating the wearing of helmets by bicyclists. Road safety – particularly for child bicyclists – was the primary driver of change. This article considers the operation of the mandatory helmet law in New South Wales (‘NSW’) with the aim of assessing whether, in light of recent changes to the law and contemporary enforcement practices, its operation is consistent with the animating concern for cyclist safety. Analysis of quantitative data on issued penalty notices shows the law has been heavily enforced and with significant geographical disparity. Analysis of qualitative data derived from interviews with lawyers and others with knowledge of the operation of the law (n = 27) reveals a punitive fine-based enforcement system that is producing serious unintended and ancillary harms. The most significant of these are disturbing levels of over-policing and the accumulation of crippling levels of fine debt.

Safety on Bike Lanes

The article presents the assessment of safety on bike lanes in the opinion of the inhabitants of the Tri-City. The analysis was based on a survey of 172 cyclists of different sex, age and education. The research site was the attractive seaside lane Gdańsk–Sopot–Gdynia. The aim of the research was to evaluate the cycling culture and the sense of safety of cyclists on bike lanes.