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       Signage on cycling infrastructure plays an important role in making cycling safer by reducing risk, improving visibility and generally making cyclists feel safer. The main obstacle to cyclist safety on the road is collisions with vehicles: around 83% of cyclist fatalities are caused by collisions with cars, trucks, vans and other vehicles. However, single-vehicle collisions (collisions without other vehicles) also represent a significant obstacle to overcome. They can cause multiple serious injuries or even death. These accidents are often caused by poor infrastructure, poor visibility, slippery roads or poor cycling decisions. When it comes to infrastructure, an important but often overlooked component is the identification of the cycling infrastructure itself.
       Dividing lines in the middle of a two-way cycle lane help cyclists to follow their route and clearly identify the direction of the cycle lane. They can also warn cyclists of bollards that protect cycle paths from being used as parking spaces or shortcuts for cars. The Netherlands is also testing wide blue dividing lines at and near cycle lane intersections to improve their recognition.
       Edge markings help identify the edge of a rideable surface. At night, when color discrimination is low, asphalt or concrete road surfaces can look very similar to nearby roads. Clear white edge markings prevent cyclists from running off the road (and losing control of their bike when they hit an uneven surface). This is especially useful when turning corners.
       If a bike path is adjacent to a wall or has a high curb, edge markings can be used to indicate where it is safe to ride a bike without risking the wall or curb being hit by the handlebars or pedals. Similarly, if a bike path is adjacent to a roadway, the markings can create a buffer zone that cyclists should avoid to avoid colliding with objects such as car mirrors or being caught in the wake of vehicles passing on the roadway.
       Infrastructure markings are particularly important for older people, who often have less developed peripheral vision or contrast sensitivity, and on busy routes where people driving behind them limit their forward visibility and cannot clearly see what is happening ahead.
       Compared to segregated bike lanes, having bike lanes on the roadway can provide cyclists with a sense of safety. However, in dense and fast-moving traffic conditions, isolating cyclists is always the best option. Another problem is that if bike lanes are too close to parked cars, both real and perceived safety are reduced!
       A recent Cycle Consumer Report by CIE (our colleagues in the cycling industry) found that painted road infrastructure can improve feelings of safety. 57% of respondents said that street markings “encourage them to cycle more”. While this is lower than the 69% of separate cycle paths, it is quicker and cheaper to build marked cycle paths, and sometimes it is better to offer an imperfect solution now than to wait years for a perfect one. It is worth noting, however, that a recent UK government report dropped this figure to around 29%.
       One important factor may be the width of the bike path. In terms of perceived safety, cyclists rated wide bike paths next to parked vehicles only slightly lower than drivers, and almost as safe as drivers when there were no parked vehicles nearby. On narrow bike paths, safety ratings for drivers were virtually unchanged, but for cyclists they dropped sharply. Unfortunately, many existing bike paths are barely wide enough for cyclists and do not provide a safe buffer for overtaking. However, when used correctly, in carefully chosen areas and road locations, painted infrastructure can still be a useful tool.
       In conclusion, it should be noted that painted signs and markings on cycling infrastructure can be an excellent safety tool when used correctly, and can also provide a certain sense of security on mixed roads.