Between 1998 and 2000, the National Institute of Statistics (NIS) recorded for the Brussels Capital Region 424 accidents in which cyclists were injured 1; 219, or roughly half the accidents, occurred on regional roads and from among these cases, 138 statements were analysed to understand why the accidents occurred and to draw up preventive guidelines. Human error through lack of precaution or disregard for the highway code is the primary cause of almost all the accidents. Of the 138 cases examined, 15 cyclists left the pavement recklessly to join the main traffic, 15 drivers opened doors without checking for passing cyclists and there were numerous cases of drivers who changed direction without giving way to the cyclists. Information campaigns should focus, on the one hand, on certain types of dangerous behaviour, not always perceived as such by the players involved, and, on the other hand, intensify cautionary advice for cyclists. Infrastructure is rarely the primary cause of accidents but is often a contributory factor, for example, when the signposting and road markings are confusing or when the road layout is inappropriate for cycling. It is clear that, in many cases, more cyclefriendly layouts could have reduced, sometimes significantly, the risk of accidents. We must point the finger at some flagrant infrastructure deficiencies, and in the first place, the case of a two-way cycle track on the central reservation of the carriageway that ends suddenly before the crossroads without any transitional layout. The infrastructure endangers the lives of the cyclists and yet they are obliged by the highway code to take the cycle lane. Observe too the example of a crossing authorised by the traffic lights but forbidden by the signposting or again the segregated cycle lane that starts at traffic lights in a waiting space for pedestrians. Certain layouts actually generate accidents by the absence of mutual visibility between the cyclist on a cycle lane and the driver on the road. Advisably, for instance, segregated cycle lanes should, as they are nearing crossroads, be brought closer to the carriageway and, generally speaking, situations avoided that might mask cyclists as they reach crossroads and junctions, including those caused by vehicles that are waiting to turn. As for junctions with traffic lights, specific green phasing (filter lights) with an arrow pointing left and covering drivers wanting to go in that direction, or even conventional, "conflict-free" regulation would have avoided at least 12 out of the 138 accidents. This study confirms that two-way cycle tracks generate accidents because they catch vehicle drivers off guard as they approach the cycle tracks. However, such lanes may, over short distances, allow cyclists to avoid a double crossing which could be even more dangerous for them. It also seems that the risk of cycling accidents associated with parked vehicles should not be underestimated. The great majority of accidents in section involve the opening of vehicle doors and parking entrances and exits. Happily no fatal accident was recorded on regional roads between 1998 and 2000. (Author/publisher) For the Dutch version of the study see C 37490.
Samenvatting