ATSSA Signal September October 2020

American Traffic Safety Services Association 12 ATSSA News Along with technology, the NTSB report emphasized improving infrastructure, not only at intersections, where most bike crashes happen, but also at “mid-block” points along roadways. Separating bikes from automobiles is one key approach. ATSSA’s 2019 case study highlighted such an infrastructure approach in the form of “bike boxes.” This safety measure is meant to make left turns for cyclists safer. The so-called bike boxes—areas marked off at the head of a traffic lane —were added to streets in Portland, Ore. A study by Portland State University concluded the safety measure had posi - tive effects, according to the 2019 study. The bike box approach aligns with the NTSB’s interest in making bicyclists— and things such as signage and curb - ing—clearer andmore visible to drivers. Approaches like the bike box align with the NTSB’s recommendation to the American Association of State Highway Transportation Officials (AASHTO) that it incorporate separate bike lanes and intersection improvements in its design guidelines. Trombly also said culture plays a role in determining how well bikes are inte - grated into roadway systems. Acceptance of bikes and adapting road - ways for their use seems to be growing, he said, adding that considering bike use in road planning seems to be a “standard process now.” One reason for this attitude could be the increase in bicyclists in the U.S. In 2016, about 12.4%of Americans cycled regularly, according to a 2018 report by Statista, which added that the number of cyclists increased from 43 million in 2015 to 47.5 million in 2017. U.S. Census data supports the statistics suggesting increasing popularity. Data shows roughly 488,000 people biked to and from work in 2000 and that the number had risen to about 872,000 bicy - cle commuters in the Census Bureau’s 2013–2017 American Community Survey. The 2010 ATSSA case study noted growth in bike-friendly approaches across the country. The study, for example, pointed out plans for a national bike network. In 2018, according to the Adventure Cycling Association, the U.S. had a bicycle route covering 13,000 miles in 26 states. TheNTSB report emphasized technology as a key to improving bicycle safety. A major aspect of this emerging technology involves communication between auto - mobiles and the exterior environment. Initsrecommendations,theNTSBcalledfor: • Expansion of connected and automated vehicle research to help identify pedestrians, such as automobile blind-spot detectors specifically for bikes. • Incorporating testing to gauge automobiles’ ability to avoid crashes with bikes. • Including crowd-sourcing options to conduct more accurate bike counts. Trombly believes companiesmight bene - fit fromadapting their automobile safety approaches to bicycles. Some potential areas where such adap - tation couldwork include reflective paint for roadway markings, which is used for things such as the bike boxes in Portland, he said. He added that companies should not “be bashful about alternatives.” He sees potential growth in “dedicated facilities” for bicyclists, instead of the traditional “shoe-horning” approach with roadway infrastructure. The use of smartphones also is likely to play a pivotal role in the use of tech - nology, something that could allow for improved vehicle detection of bicyclists. “I think there is a lot to be done with tech - nology,” Trombly said.  The full NTSB report can be found at NTSB.gov/ safety/safety-studies. ATSSACase Studies are avail - able at ATSSA.com/CaseStudies. To reach Scott Shenk, communications@atssa.com . 22% Increase in bicycle fatalities in the U.S. between 2007 and 2018 (NTSB) 11% Decrease in automobile fatalities between 2007 and 2018 (NTSB) $6.2 billion Estimated size of the U.S. bicycle market (Statista) In 2016, 12.4% of Americans cycled regularly, according to a 2018 report by Statista, which added that the number of cyclists increased from 43 million in 2015 to 47.5 million in 2017. By the Numbers