AutoMat studied the behavior of cyclists in Prague. It proposes over 80 improvements to the infrastructure

The research took place from April to October

Based on locations identified by participants in the „Cycle to Work“ competition in Prague, the Sustainable Urbanism Laboratory (LAB) team selected ten sites. In each of them, they observed and recorded for five hours how people on bikes deal with problematic areas, poor infrastructure, and also how they use the first separated bike lane on Smetanově nábřeží. Less frequented Křižíkova was chosen due to its relatively high accident statistics, and the Kapitán Jaroš Embankment was selected due to the uncomfortable width of the 3.75 m lane with a advisory bike lane.

Focus group interviews focused on three key locations: Smetanovo nábřeží, Klárov, and the Magistrála in Prague 2. The interviews offered various perspectives from people who regularly cycle in these areas and encounter local infrastructure. Group interviews took place in June 2023, and observations were done in June, September, and October.

Findings from the survey

Both focus groups and observations confirmed a significant diversity in the behavior of cyclists, especially in environments lacking attractive infrastructure. While cyclists may often appear peculiar or even dangerous at first glance, they typically do not endanger themselves or others during their rides.

The main research conclusions are as follows:

• The complete inappropriateness of bumpouts where cyclists need to join a car lane with heavy automobile traffic was confirmed. Some cyclists choose to ride on the sidewalk, and those who remain on the road often engage in risky overtaking maneuvers in narrow spaces.
• The fact that high-quality infrastructure minimizes problematic behavior is also confirmed. However, cycle paths or lanes must be continuous, comprehensible, and genuinely helpful to cyclists. If a legal solution is not practical, cyclists will ignore it. An example is the exit from the embankment near Mánes, where the majority simply bypasses the traffic light after a wait of several minutes, and cyclists cross the pedestrian crossing where the green signal is more frequent. Some may briefly use the sidewalk and enter the road beyond the intersection.
• Riding on the sidewalk is common, and respondents admit to it, but they also defend their attempt to be considerate of pedestrians. Pushing the bike is about as rare on sidewalks as aggressive cycling; cyclists usually ride in an orderly manner, making an effort to avoid pedestrians. However, close passes at lower speeds are not uncommon. The rough pavement undoubtedly leads some cyclists to ride on the sidewalk, and this is especially noticeable with electric scooters with small wheels.
• A peculiar finding is that even seemingly risky maneuvers, such as crossing an intersection that doesn’t allow easy turning, can be factually safe. Upon closer examination, it becomes apparent that cyclists secure their passage in a way that almost eliminates the possibility of collision with another vehicle. However, this should not be confused with reckless riding, which also occurs.
• Another finding was the identification of several problems not only for cyclists but also for pedestrians. Many observed locations lack crosswalks, curbs are barriers, and pedestrians have to manage or are bothered by excessive car traffic in residential areas.

The survey results for specific locations will be detailed in future articles.

Proposals for responsible authorities

A number of deficiencies in the existing infrastructure, concerning the provision of safe, comfortable, and dignified conditions for cycling, emerged from research conducted at various locations. Bus stop islands, missing bike lanes, illogical connections, inappropriate surfaces—these are all issues that need to be addressed.

A total of 87 change proposals were developed for the ten locations. In some places, minor adjustments to traffic signage are recommended, while elsewhere, only a complete reconstruction of an entire intersection or square will help. The suggestions were submitted by the association to the city districts, specifically Prague 1, 2, 6, and 8, as well as to the city hall, and further discussions on these proposals will take place.

In addition to specific proposals, the resulting studies formulate recommendations for the design of additional one-way (Danish) cycle lanes, addressing appropriate widths, preventing the entry of parked vehicles, or emphasizing passage through intersections more prominently.

Some questions remain unresolved by our observations, such as the suitability or unsuitability of advisory bike lanes in lanes with a width of 3.7–4 meters. Unless we consider the simple fact that such a lane bordered on the left by a curb should not exist on the streets. However, there is still room to clarify interactions between cyclists and drivers at conflict points, and therefore, LAB plans to continue observations in 2024.

References (documents in Czech – red.)

• Sociological research on cyclists‘ behavior in selected locations in the center of Prague (1) Analysis
• Sociological research on cyclists‘ behavior in selected locations in the center of Prague (2) Proposed measures
• Research report from the questionnaire survey