Analysis of the impact of different bicycle infrastructure designs on cyclist–motor vehicle interactions on local roads

Abstract

The increasing volume of bicycle traffic has heightened the demand for safe cycling infrastructure on local roads, where space and financial resources are often limited. This research investigates how different types of cycling infrastructure affect interactions between cyclists and motorized traffic. The goal is to provide policymakers with practical and applicable insights to support safe and feasible design choices. Four scenarios were developed in STISIM Drive® 3 (driving simulator software): no cycling infrastructure, advisory bike lanes, cycle streets, and adjacent bike lanes. These were implemented on both one-way and two-way streets. Driver behavior was analyzed using parameters such as passing distance, passing speed, overtaking distance, and overtaking time. The simulations show that on one-way streets, adjacent bike lanes offer the highest level of safety due to greater passing distances. Cycle streets offer the most safety on two-way roads, even though 55% of drivers violated the no-overtaking rule. Nevertheless, cycle streets still demonstrated high safety due to low passing speeds and ample overtaking distances. Advisory bike lanes represent a viable alternative in cases where the low-speed limit of cycle streets (30 km/h) is less desirable. In terms of cost-effectiveness and spatial feasibility, the safest options are often achievable, particularly in planning new road infrastructure. However, no clear relationship between infrastructure and cyclist safety was observed on one-way streets. Abstract The increasing volume of bicycle traffic has heightened the demand for safe cycling infrastructure on local roads, where space and financial resources are often limited. This research investigates how different types of cycling infrastructure affect interactions between cyclists and motorized traffic. The goal is to provide policymakers with practical and applicable insights to support safe and feasible design choices. Four scenarios were developed in STISIM Drive® 3 (driving simulator software): no cycling infrastructure, advisory bike lanes, cycle streets, and adjacent bike lanes. These were implemented on both one-way and two-way streets. Driver behavior was analyzed using parameters such as passing distance, passing speed, overtaking distance, and overtaking time. The simulations show that on one-way streets, adjacent bike lanes offer the highest level of safety due to greater passing distances. Cycle streets offer the most safety on two-way roads, even though 55% of drivers violated the no-overtaking rule. Nevertheless, cycle streets still demonstrated high safety due to low passing speeds and ample overtaking distances. Advisory bike lanes represent a viable alternative in cases where the low-speed limit of cycle streets (30 km/h) is less desirable. In terms of cost-effectiveness and spatial feasibility, the safest options are often achievable, particularly in planning new road infrastructure. However, no clear relationship between infrastructure and cyclist safety was observed on one-way streets.