Bike Lane Obstructions in Manhattan, New York City: Implications for Bicyclist Safety

Basch, Corey H.; Ethan, Danna; Basch, Charles E.

doi:10.1007/s10900-018-00596-4

Cited by 4 publications

(3 citation statements)

References 12 publications

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“…The geographic boundaries of the zones were derived from our prior observational studies in Manhattan, NYC [ 26 ]: Zone 1 Uptown East—above 96th Street; Zone 2 Uptown West—above 96th Street; Zone 3 Midtown East— between 34th Street and 59th Street; Zone 4 Midtown West—between 34th Street and 59th Street; Zone 5 Between Midtown and Downtown East between 34th Street and 14th Street; Zone 6 Between Midtown and Downtown West 34th Street and 14th Street; Zone 7 Downtown West Below 14th Street; Zone 8 Downtown East Below 14th Street; Zone 9 Between Midtown and Uptown West between 59th Street and 96th Street; Zone 10 Between Midtown and Uptown East between 59th Street and 96th Street.…”

Section: Methodsmentioning

confidence: 99%

“…As with our previous work, limiting the study to bike lanes was based on the notion that a rider would expect a higher level of security as the lane is not shared with cars and other vehicles. Our prior research [ 26 ] and the current NYC bike map [ 29 ] were used to determine and verify zones and protected lanes.…”

Section: Methodsmentioning

confidence: 99%

“…Further, an analysis of distracted biking demonstrated that, compared with riders on personal bikes, public bike share riders in NYC were more likely to be engaged in distracted behavior and less likely to wear a helmet [ 25 ]. A 2018 study found that protected bike lanes in NYC had obstructions ranging from objects to parked vehicles [ 26 ]. Others have questioned the design of protected bike lanes [ 27 ].…”

Section: Introductionmentioning

confidence: 99%

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Micromobility Vehicles, Obstructions, and Rider Safety Behaviors in New York City Bike Lanes

et al. 2023

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Micromobility vehicles (MMVs) have become increasingly popular, particularly in urban areas where infrastructure has improved in recent years to facilitate their use. The purpose of this study was to observe protected bike lanes in 10 zones of Manhattan, NYC to: (1) describe the MMVs in bike lanes by type, phone and helmet use; and (2) document MMV users’ responses to obstructions. Approximately 1 in 4 of all riders (260/998) were wearing a helmet. Fewer than 2% were observed using a phone while moving. Fewer than 9% of Citi Bike users were wearing a helmet. In contrast, over one-third of non-Citi Bike users were wearing a helmet (228 of 670, 34.03%). This difference was determined to be significant by a chi-squared test (a = 0.05) with a p-value less than 0.0001. Of the 988 MMVs observed in this study, 398 (40.28%) were motorized and 590 (59.72%) were non-motorized. A similar proportion of users of motorized riders versus non-motorized vehicles were wearing a helmet (28.14%, 112/398 versus 24.41%, 144/590). A total of 232 riders (23.50%) encountered an obstruction in their bike lane. Of these obstructions in a bike lane, 82.33% (191/232) were a car/vehicle and 17.67% (41/232) was garbage. A large majority of riders (87.93%) reacted by riding into the traffic lane. These findings suggest that further research and local education, enforcement, and legislative efforts are needed to examine and implement best practices in the safe operation of MMVs, decreasing bike lane obstructions, promoting helmet use, and raising awareness of MMV legislation.

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Section: Methodsmentioning

confidence: 99%

Section: Methodsmentioning

confidence: 99%