Safety in Cycling

Interesting entry I have taken from a blog specialising in all aspects of cycling. This one focuses specifically on three types of safety, and I for one think it is the most concise and effective piece of text I have found on safety. Read on to learn a bit more:

The Netherlands is generally recognised to be the safest place in the world to cycle. This is often put down to a "safety in numbers" effect, which in part is true, though the infrastructure design is a vital component and shouldn't be overlooked. A lot of people would like their own country to emulate the Dutch success, but often they don't realise what is needed.

There are three measures of safety, all of which have their place in Dutch bicycle provision:

• Actual safety - How many km you can expect to travel before you're injured on your bike.
• Subjective safety - Are you near fast moving traffic? Is it easy to make a turn across traffic? Do you have to cycle "fast" in order to keep up?
• Social safety - Is there a mugger around that blind corner? Will I be attacked in the street if I cycle?

Cycle campaigners and planners might interest themselves in the actual safety, and it's a good thing that they do. Cyclists should of course be as safe as possible. However, no-one really makes a decision on whether to cycle or not based on these figures. Actually, cycling isn't really very risky in most countries and these figures often feature in cycle promotion literature. However, they're not successfully convincing people to take up cycling.

When people make the decision about whether it is "safe to cycle", they generally mean the second and third of our three different types of safety: Subjective Safety and Social Safety.

Also, if they're making a decision for someone else - perhaps their child or their partner - these issues become even more important. How do you improve Subjective Safety? Here's a partial list:

• Cyclists should never mix with high speed or high volume motor traffic. Most 50 km/h / 30 mph roads here provide cyclists with a segregated path.
• Bike lanes and cycle paths without sufficient separation from the road are not suitable with high speed or high volume motor traffic.
• Reductions in speed and volume of traffic always help. All residential streets here have a 30 km/h (18 mph) speed limit.
• Fully segregated cycle paths provide a good degree of subjective safety but must be built to a suitable standard. Here they have a minimum width of 2.5 metres if for single direction use and 4 m for bidirectional use. Paths for pedestrians are separate.
• Junctions should be designed to make sure that cyclists are not left out.
• In Assen, the new standards require that cycle paths which follow the line of roads are separated from them by 2.5 metres. Where this isn't possible you will find a metal barrier is used, to provide a feeling of subjective safety as well as actual safety from crashing vehicles.
• Where possible, cycle paths follow a completely different line to the roads, which of course improves the feeling of safety further.
• Reducing the noise of motor vehicles by using quieter road surfaces and installing noise barriers between the road and cyclists helps.

For social safety:

• You should always be able to see out of any tunnel as you enter it.
• Blind corners on paths are not acceptable.
• Cycle paths should be wide to allow cyclists to move out of the way of others.
• A low crime rate and a good conviction rate are needed. Cyclists should not feel that the police do not take their complaints seriously.
• Areas that are clean, litter free, graffiti free, where grass is mowed and plants are not allowed to overhang the cycle path have a better feeling of social safety.
• Cycle paths should be lit at night so that you can see potential muggers, obstacles on the path etc.
• If subjective and social safety are improved then people will cycle. They will want to. and so they will do it.

To summarise... No-one will do anything that feels too dangerous to them. Everyone wants their child to be safe and their partner to be safe. That's why so many journeys which ought to be cycleable are made by car. There is no point in arguing with people's decisions, or ridiculing them. The person making the decision to use a car has made it for quite logical reasons. Their level of confidence about cycling in the conditions around you is not the same as your own.

What to do... If you want people who do not cycle to take up cycling, then the right thing to do is to campaign for or design in road conditions which make cycling into an appealing option. That is what the Dutch have done. Everywhere. It is the key to the high cycle usage and high cycle safety figures.

Don't make the mistake of thinking that subjective safety is a concern only for inexperienced cyclists. No-one suffers from cycling being pleasant. Steps to increase the subjective and social safety of cyclists lead to a better cycling experience for all. Experienced cyclists are less likely to give up cycling in a subjectively safe environment. It becomes a lifetime habit.

So, where do helmets and fluorescent clothing fit in ? For some individuals, merely wearing such a thing improves their own feeling of safety to the level that they will ride. However, these items do little to improve actual safety and can have a negative effect on the subjective safety of other people due to making cycling look dangerous. Where cycling has a high degree of subjective safety, as it does here, no-one wears these safety aids. Dutch cyclists are safer without them than cyclists elsewhere are with them.