Click here to download this information page<\/a><\/p>\n
[\/et_pb_text][et_pb_text admin_label=”What is \u2018CycleRAP\u2019?” _builder_version=”4.6.6″]<\/p>\n
What is \u2018CycleRAP\u2019?<\/strong><\/h2>\nCycleRAP is an innovation project being led by iRAP to develop an enhanced risk evaluation model specific to bicycling and other light mobility users, with the aim of reducing crashes and improving infrastructure safety for these transport modes. CycleRAP would be designed to complement other RAP models and tools, including the Star Rating\u00a0bicyclist model.<\/p>\n
CycleRAP is a model designed to evaluate risk, irrespective of the type of facility (or whether it is on or off road) and for all crash types relating to bicyclists and light mobility vehicles.<\/a>[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row column_structure=”1_4,1_4,1_4,1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/Conflict-with-vehicles.png” title_text=”Conflict with vehicles” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\nConflicts with vehicles<\/strong><\/p>\n[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/Conflict-with-cyclists.png” title_text=”Conflict with cyclists” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n
Conflicts between bicycles and\/or light mobility vehicles<\/strong><\/p>\n[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/Conflict-with-pedestrians.png” title_text=”Conflict with pedestrians” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n
Conflicts with pedestrians<\/strong><\/p>\n[\/et_pb_text][\/et_pb_column][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/No-others-involved.png” title_text=”No others involved” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n
Crashes which do not involve others<\/strong><\/p>\n[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.6.6″ _module_preset=”default”][et_pb_column type=”4_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_text admin_label=”What problem is CycleRAP trying to solve?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n
What problem is CycleRAP trying to solve?<\/strong><\/h2>\nThe lack of bicycle crash data is fast becoming a major challenge for road safety. Data is critical for understanding the nature of the problem and how to address it. Even for those with the most developed road crash data reporting systems, the quality of crash data for bicyclists and other users of light mobility remains poor.<\/p>\n
Data for bicycle crashes which do not involve motor vehicles is a particular challenge. This is due to the simple fact that\u2014even in cases of severe injuries\u2014only ambulance services are called to attend to crash victims and no report or analysis of the crash cause is completed by traffic police.<\/p>\n
Hospital data studies consistently show that between 60-90% of bicycle crashes requiring hospitalisation\u2014and approximately 17% of fatal bicycle crashes\u2014are the result of single bicycle crashes (i.e. they do not involve a motor vehicle). In the United Kingdom, for example, a study of 35,000 hospital records found that over two-thirds of hospitalisations due to bicycling crashes did not involve a motor vehicle.<\/p>\n
\u201cCyclists are now the biggest challenge we have in achieving Vision Zero\u201d \u2013 Anna Niska, VTI Sweden<\/em><\/strong><\/h3>\nThe problem is not a small one. In the Netherlands, over 60% of approximately 80,000 bicycle crashes each year are categorised as serious. In many places, FSI crashes for bicyclists are increasing\u2014often\u00a0while the trend of overall FSI crashes decreases. For example, serious injuries in Sweden resulting from bicycling crashes has increased by approximately 35% over the past 10 years, while serious injuries for all other crash types fell.<\/p>\n
This trend reflects the steep increases in the use of bicycles and other light mobility vehicles in cities across the world. Rapid changes in technologies (such as electric powered vehicles), service providers (such as bicycle food delivery) and the sharing economy are contributing factors. In the United States, for example, the increase in shared micro mobility alone more than doubled in a single year, from 35\u00a0million trips in 2017 to 84\u00a0million trips in 2018.<\/p>\n
Road safety is a critical issue which needs to be addressed to ensure that bicycling and light mobility options can continue to support new and greener mobility choices. The existing Star Rating bicyclist model is a very effective tool for identifying where facilities are present on the road network (including what type of facility it is and its suitability for the traffic conditions), where the risk of vehicle-bicycle conflict is high and how to address it (via the Safer Road Investment Plans).<\/p>\n
The CycleRAP model would offer a complementary method of safety analysis for routes and networks used by bicyclists and light mobility users. The model will focus specifically on the features of these facilities and the inherent risk they pose across a range of bicyclist and light mobility crash types, irrespective of the facility type (or whether it is part of the road network). Similar to the Star Ratings, CycleRAP will be a predictive model which can be used to identify high risk locations without the need for crash data. It will power software tools used for pinpointing and mapping where crashes are likely to occur, and offer suggestions for treatments to reduce this risk.<\/p>\n
Monitoring, managing and addressing safety on facilities used by bicyclists and light mobility vehicles is a challenge, even for those with the most advanced cycling networks. Specifications and manuals for road engineering and design for bicycling infrastructure, assessment tools such as road safety audit, and road asset management practices often neglect or ignore safe bicyclist infrastructure. CycleRAP aims to help fill this gap by providing a way to objectively measure and benchmark safety.<\/p>\n
<\/a>[\/et_pb_text][et_pb_text admin_label=”Where did CycleRAP come from?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\nWhere did CycleRAP come from?<\/strong><\/h2>\nCycleRAP originated in 2015 as a result of collaborative efforts by the International Road Assessment Programme (iRAP), the Royal Dutch Touring Club (ANWB), the Province of Friesland and the Dutch Institute for Road Safety Research (SWOV). In 2016-19, early versions of the model were piloted over more than 400km of bicycling facilities in the Netherlands.<\/p>\n
In 2018, ANWB engaged iRAP to undertake an evaluation of the CycleRAP pilot trials and to complete a comprehensive literature review to strengthen the link between the model and available evidence.<\/p>\n
The project was undertaken in three phases:<\/p>\n
\n- A preliminary review of the CycleRAP model and any existing evidence (i.e. related studies) documented to understand the model and any challenges<\/li>\n
- A literature review to capture available research into bicycling crashes, their causes and their outcomes to strengthen the evidence base for the CycleRAP model, and<\/li>\n
- A review of the results of the pilot trials in the Netherlands and the lessons learned. This was based on consultations with the suppliers and provinces involved in pilot projects.<\/li>\n<\/ol>\n
[\/et_pb_text][et_pb_button button_url=”https:\/\/resources.irap.org\/Report\/CycleRAP_RV2020_Evaluation_and_literature_review_report.pdf” button_text=”Read the study report here” admin_label=”Read the study report here” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_button][et_pb_text admin_label=”What is the goal for the CycleRAP project?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n
What is the goal for the CycleRAP project?<\/strong><\/h2>\nThe ultimate goal for CycleRAP is to be a globally-applicable and evidence-based model which enables easy, affordable and fast methods of evaluating bicycling infrastructure for safety.<\/p>\n
It is envisaged that the model would be used to develop tools and software by trusted CycleRAP partners. Similar to Star Rating assessments, CycleRAP could be used to:<\/p>\n
\n- Improve cycling-related asset management and maintenance planning<\/li>\n
- Help prioritise investment and planning<\/li>\n
- Provide safety key performance indicators and track performance over time.<\/li>\n<\/ul>\n
[\/et_pb_text][et_pb_text admin_label=”Who would use CycleRAP?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n
Who would use CycleRAP?<\/strong><\/h2>\nCycleRAP is intended for use by any transport authority or other organisation involved in addressing or advocating for safer facilities for bicyclists and users of other light mobility vehicles.<\/p>\n
Specific uses could be:<\/p>\n
\n- Addressing explicit or general safety concerns for bicyclists and light mobility users<\/li>\n
- Evaluating existing network\u2019s capacity to cater for rapidly increasing demand or increase in new vehicle types<\/li>\n
- Prioritise funding and investment into bicycling and light mobility infrastructure<\/li>\n
- Assist cities formalising rapid response measures for bicyclists during COVID19.<\/li>\n<\/ul>\n
The CycleRAP model and data is expected to be of interest to a wide range of stakeholders, including:<\/p>\n
Conflicts with vehicles<\/strong><\/p>\n [\/et_pb_text][\/et_pb_column][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/Conflict-with-cyclists.png” title_text=”Conflict with cyclists” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n Conflicts between bicycles and\/or light mobility vehicles<\/strong><\/p>\n [\/et_pb_text][\/et_pb_column][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/Conflict-with-pedestrians.png” title_text=”Conflict with pedestrians” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n Conflicts with pedestrians<\/strong><\/p>\n [\/et_pb_text][\/et_pb_column][et_pb_column type=”1_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_image src=”https:\/\/irap.org\/wp-content\/uploads\/2021\/02\/No-others-involved.png” title_text=”No others involved” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_image][et_pb_text _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n Crashes which do not involve others<\/strong><\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.6.6″ _module_preset=”default”][et_pb_column type=”4_4″ _builder_version=”4.6.6″ _module_preset=”default”][et_pb_text admin_label=”What problem is CycleRAP trying to solve?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n The lack of bicycle crash data is fast becoming a major challenge for road safety. Data is critical for understanding the nature of the problem and how to address it. Even for those with the most developed road crash data reporting systems, the quality of crash data for bicyclists and other users of light mobility remains poor.<\/p>\n Data for bicycle crashes which do not involve motor vehicles is a particular challenge. This is due to the simple fact that\u2014even in cases of severe injuries\u2014only ambulance services are called to attend to crash victims and no report or analysis of the crash cause is completed by traffic police.<\/p>\n Hospital data studies consistently show that between 60-90% of bicycle crashes requiring hospitalisation\u2014and approximately 17% of fatal bicycle crashes\u2014are the result of single bicycle crashes (i.e. they do not involve a motor vehicle). In the United Kingdom, for example, a study of 35,000 hospital records found that over two-thirds of hospitalisations due to bicycling crashes did not involve a motor vehicle.<\/p>\n The problem is not a small one. In the Netherlands, over 60% of approximately 80,000 bicycle crashes each year are categorised as serious. In many places, FSI crashes for bicyclists are increasing\u2014often\u00a0while the trend of overall FSI crashes decreases. For example, serious injuries in Sweden resulting from bicycling crashes has increased by approximately 35% over the past 10 years, while serious injuries for all other crash types fell.<\/p>\n This trend reflects the steep increases in the use of bicycles and other light mobility vehicles in cities across the world. Rapid changes in technologies (such as electric powered vehicles), service providers (such as bicycle food delivery) and the sharing economy are contributing factors. In the United States, for example, the increase in shared micro mobility alone more than doubled in a single year, from 35\u00a0million trips in 2017 to 84\u00a0million trips in 2018.<\/p>\n Road safety is a critical issue which needs to be addressed to ensure that bicycling and light mobility options can continue to support new and greener mobility choices. The existing Star Rating bicyclist model is a very effective tool for identifying where facilities are present on the road network (including what type of facility it is and its suitability for the traffic conditions), where the risk of vehicle-bicycle conflict is high and how to address it (via the Safer Road Investment Plans).<\/p>\n The CycleRAP model would offer a complementary method of safety analysis for routes and networks used by bicyclists and light mobility users. The model will focus specifically on the features of these facilities and the inherent risk they pose across a range of bicyclist and light mobility crash types, irrespective of the facility type (or whether it is part of the road network). Similar to the Star Ratings, CycleRAP will be a predictive model which can be used to identify high risk locations without the need for crash data. It will power software tools used for pinpointing and mapping where crashes are likely to occur, and offer suggestions for treatments to reduce this risk.<\/p>\n Monitoring, managing and addressing safety on facilities used by bicyclists and light mobility vehicles is a challenge, even for those with the most advanced cycling networks. Specifications and manuals for road engineering and design for bicycling infrastructure, assessment tools such as road safety audit, and road asset management practices often neglect or ignore safe bicyclist infrastructure. CycleRAP aims to help fill this gap by providing a way to objectively measure and benchmark safety.<\/p>\n <\/a>[\/et_pb_text][et_pb_text admin_label=”Where did CycleRAP come from?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n CycleRAP originated in 2015 as a result of collaborative efforts by the International Road Assessment Programme (iRAP), the Royal Dutch Touring Club (ANWB), the Province of Friesland and the Dutch Institute for Road Safety Research (SWOV). In 2016-19, early versions of the model were piloted over more than 400km of bicycling facilities in the Netherlands.<\/p>\n In 2018, ANWB engaged iRAP to undertake an evaluation of the CycleRAP pilot trials and to complete a comprehensive literature review to strengthen the link between the model and available evidence.<\/p>\n The project was undertaken in three phases:<\/p>\n [\/et_pb_text][et_pb_button button_url=”https:\/\/resources.irap.org\/Report\/CycleRAP_RV2020_Evaluation_and_literature_review_report.pdf” button_text=”Read the study report here” admin_label=”Read the study report here” _builder_version=”4.6.6″ _module_preset=”default”][\/et_pb_button][et_pb_text admin_label=”What is the goal for the CycleRAP project?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n The ultimate goal for CycleRAP is to be a globally-applicable and evidence-based model which enables easy, affordable and fast methods of evaluating bicycling infrastructure for safety.<\/p>\n It is envisaged that the model would be used to develop tools and software by trusted CycleRAP partners. Similar to Star Rating assessments, CycleRAP could be used to:<\/p>\n [\/et_pb_text][et_pb_text admin_label=”Who would use CycleRAP?” _builder_version=”4.6.6″ _module_preset=”default”]<\/p>\n CycleRAP is intended for use by any transport authority or other organisation involved in addressing or advocating for safer facilities for bicyclists and users of other light mobility vehicles.<\/p>\n Specific uses could be:<\/p>\n The CycleRAP model and data is expected to be of interest to a wide range of stakeholders, including:<\/p>\nWhat problem is CycleRAP trying to solve?<\/strong><\/h2>\n
\u201cCyclists are now the biggest challenge we have in achieving Vision Zero\u201d \u2013 Anna Niska, VTI Sweden<\/em><\/strong><\/h3>\n
Where did CycleRAP come from?<\/strong><\/h2>\n
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What is the goal for the CycleRAP project?<\/strong><\/h2>\n
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Who would use CycleRAP?<\/strong><\/h2>\n
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