The main safety or risk factor for a cyclist in an urban context is primarily his or her own conduct. A cyclist can increase his or her safety very significantly if they are visible, predictable e act according to the rules.
Whether you are new to cycling or already have some years of it, here you can get to know the city's infrastructure for yourself. Be aware that it is always changing
A bidirectional bike path consists of two lanes, one in each direction. It's best not to ride side by side here if the width of the bike path doesn't allow it and if traffic is heavy.
A one-way cycle path has only one direction that usually corresponds to the traffic direction of the road. On these bike paths you try to avoid going the wrong way and find the right direction.
On a one-way street for cars, there may be a bike lane that allows you to ride in the opposite direction. It is called a contraflow and use it in the right direction.
In general, all roads can be used by bicycles. However, the 30+bici zones are neighborhood streets, marked with a green stripe, where the speed of all traffic is limited to 30km/h, and are therefore very safe for bicycles.
They may have different designs but, according to the Highway Code, they are marked with white squares and green paint on the sidewalk. At these crossings, bicycles have priority over cars and must proceed without dismounting.
There may be cycle paths shared with pedestrians. In these, cyclists should ride slowly and pay attention to the people around them, who will always have priority. These cycle paths usually exist on sidewalks or bridges.
In Coexistence Zones, marked with the corresponding sign, the pedestrian has the highest priority and there is no road; other vehicles, including cars and bicycles, should travel slowly.
You don't need to be a cycling professional or at the peak of your physical condition to use a bicycle for your daily commute. However, using a bicycle requires some physical effort to get around. If you don't have that habit and you are just starting out, the important thing is to go slowly to find your own rhythm. If you opt for an electric bike, the effort required will be greatly reduced.
Don't pedal against the clock. Reserve time for your trip. You will see your times improve. The climbs are managed effortlessly with intelligent and early use of the gears. Relax your fists, arms, and shoulders, focus on paused breathing and continuous, quiet leg movement, without forcing the transition to lighter changes. Straight back. Remember that using the bicycle daily is not a race. If you feel signs of fatigue, try to get some rest. If necessary, dismount the bicycle, and walk it as far as necessary.
To get around in an urban environment it is advisable to study and know the routes you usually want to take. You may want to avoid a steeper climb or a road with a bad road surface or more car traffic. Nothing like testing routes. You can also ask a MUBi Bike Buddy for help or to a friend experienced in advising courses or accompanying you.
The distance you are going to travel is also important. If you think the path is long you can always try the intermodality. Public transportation, namely the train and the boat, is the bicycle's best friend and can be an ally in your daily commute. In Lisbon, you can take bicycles by train (CP and Fertagus) or by boat (TTSL) at any time, and by Metro during off peak hours. Carris, on the other hand, has no such option.
Although in Portugal we have a mild climate most of the year, the weather conditions should not be underestimated. Here are some tips:
Parking is one of the most critical issues. In an urban environment, it is common to have to stop the bike to go anywhere. Whether it's to go to work/school, to go shopping at the local store, or for any other reason. It is imperative that you leave your bicycle safely parked. The degree of safety depends on how long you are going to be there, where and what time of day it is, or what part of town you are in. Look for a busy and visible place.
You should make sure that the rack you attach the bike to is adequate. Ideally, you should do this on a U-shaped parking and secure the vehicle by the frame. The lock must be robust and of quality, preferably of the U-lock type (As a rule of thumb, the padlock should cost at least 10% of the cost of the bike). Thin chains and cheap padlocks are very easy to cut - avoid them!
It is essential that you attach both wheels and the frame to the stand. You can also attach the saddle. For extra security, replace the quick-releases with a system of lock nuts. Don't leave anything that can easily be removed on your bike.
If there is no secure parking in the area where you want to stop, look for a traffic sign or other street furniture that allows you to attach the lock. Avoid obstructing sidewalks and pedestrian crossings.
A bicycle is a vehicle that needs some maintenance, and it is important to take care of its good condition. You can do this maintenance yourself at home, in a cycleficine community or use the services of a specialized bicycle workshop. The level of maintenance should be adjusted to the intensity and type of use you give to the bicycle.
The choice of a suitable bicycle is essential for comfort and safety in daily use. We leave some aspects that you should consider when choosing yours:
The city is welcoming new users and new forms of transportation, raising doubts and bringing myths to the table, which we try to clear up on this page - for the sake of good coexistence among all.
Traffic lights were not introduced in the city before the arrival of the automobile. It was in response to the growth in the circulation of these vehicles that the need was felt to introduce traffic lights that established order in relation to who goes first and who waits. In this sense, the traffic lights in the cities gave, from the beginning and still today, priority to the car to the detriment of other road users. This is why it is so often the pedestrian who has to wait the longest for the green light. Excessive waiting time often leads to the pedestrian choosing to cross rather than wait. The same is true for cyclists. When a pedestrian or a cyclist runs a red, we can "blame" not the person but the city and the car priority system that has been imposed.
Yes, bicycle drivers are subject to many infractions, just like motorists. Examples are speeding, excessive alcohol consumption, or consumption of psychotropic substances, running red lights, and riding on the sidewalks, among others. Normally, the law provides that the fine imposed on cyclists is half the amount imposed on motorists. It is assumed by the legislator that the infraction carries different consequences depending on the specifics of the vehicle, such as average speed, power, and weight of each one. It should also be noted that a driver of a bicycle with a title that entitles him to drive a motor vehicle may have this title withdrawn for driving under the influence of alcohol.
The development of cities over the last decades has opened up space for the automobile, through large avenues and high speeds in urban space. In this harsh context, the most vulnerable users such as cyclists do not feel safe sharing traffic with other vehicles, using the sidewalk as a refuge. Despite being a violation of the Highway Code, such behavior can be corrected not with penalties but with the creation of road conditions that allow cyclists to feel safe, namely through the creation of bicycle paths.
Data collected in the annual study commissioned by the Lisbon City Council from Instituto Superior Técnico show that it is in areas where there is no cycling infrastructure that there are more cyclists on the sidewalk. It can be read, in fact, that: "In general, it was found that cyclists virtually do not ride on the sidewalk when in the presence of a bike lane. Still there are locations where more than 40% of cyclists ride on the sidewalk rather than on the roadway or cycling infrastructure. In the case of coexistence areas, particularly on Av. Liberdade, the preference for the sidewalk may be related to the confusing reading of the circulation system of that artery as by the poor condition of the sidewalk, in parallel with the existence of wide sidewalks in the central platforms with little pedestrian traffic."
The removal of parking spaces in commercial areas is often seen as a killer of local commerce. However, this is not quite the case.
The main objective of a driver's license is the safety of all road users, making the driver aware of the need for safe and respectful driving. However, each vehicle has different specificities, considering the average speed, power and weight of each one, which have repercussions in very different dangers in case of an infraction or accident. This explains why a pedestrian also needs to know the Highway Code, but is not required to have a driving license. In fact, any citizen of legal age needs to know the laws of his country, it is a principle of citizenship. A bicycle driving license would be an unprecedented obligation in Europe!
Many cyclists are insured. However, considering the average speed and weight, damage caused by a car is potentially much more serious and costly than damage caused by a bicycle. Thus, it is also justifiable that, for example, pedestrians or animal-drawn vehicles are not required to have insurance. If a cyclist damages a car on the road and is found guilty according to EC and liability rules, he will of course have to pay for the damage out of his own pocket, just as, for example, pedestrians already do. However, the potential damage caused by a bicycle cannot be compared financially with the damage caused by a car. What MUBi advocates is the introduction of Principle of Objective Responsibility (Badinter's Law/Strict Liability) more clearly and explicitly in Portuguese law.
The Single Circulation Tax (IUC) serves essentially to mitigate the costs of the environmental impacts that road traffic entails, as well as the maintenance of road infrastructures (see art. 1 of IUC Code). In Portugal, as in other European countries, there is a trend towards replacing the calculation of the tax based on cylinder capacity with a calculation linked to CO2 emissions. The environmental and road safety impact of cycling is not at all comparable to the impact of driving a car. Bicycles also cause only slight sidewalk deterioration due to their low weight, and also take up much less space on the road compared to a car. Aside from the negligible social costs, it should be added that bicycling has a positive impact for the country. A Danish study confirms that each kilometer traveled by car costs society 0.1 Euros, and that each kilometer traveled by bicycle results in a gain for society of 0.16 Euros. Already in a study by the University of Delftwhich is the European Union's highest reference for the externalities of the transport sector, in Portugal each kilometer driven by car has an economic cost to society of 0.15 Euro.
A motorist is free to choose which lane to take before starting a journey, whether on a freeway, a main or complementary route or even on national or municipal roads, considering factors such as time spent, safety, comfort, the level of congestion, the stops he/she has to make, the places he/she wants or doesn't want to pass or even the type of car he/she is driving. For cyclists, the same principle of traffic freedom should also apply, considering that, under the Highway Code, they may ride in special reserved lanes as well as in common traffic lanes (except in cases such as highways, expressways and some bridges and tunnels).
It should also be noted that there are many bike paths in Portugal that were poorly conceived and designed with several design mistakes. The bicycle paths have been thought by the local authorities as leisure routes, more suitable for walking than for daily movements (e.g. home/work/home or home/school/home). These mistakes in conception and design are also obvious when it comes to cyclists' safety, as these bike paths can be more dangerous for cyclists, especially at intersections, but also in conflicts with pedestrians. It also makes no sense to require cyclists in sports training to use the bike paths, mainly due to the mistakes pointed out above.
In no EU country is there a universal obligation for cyclists to wear a helmet. In countries with better road safety standards (including for cyclists) helmet use is extremely rare (in this video from the Netherlands, you can see that almost no cyclists wear helmets). MUBi is not for or against the use of helmets, leaving it up to each person to decide what to do about this issue. MUBI is against the legal obligation to wear a helmet because several studies show that in the few countries in the world where helmets are compulsory, the law has caused a considerable reduction in the number of cyclists, which in turn causes even more harmful consequences for public health and traffic safety (taking into account the Jacobsen Principle) than the eventual and hypothetical lives saved by wearing a helmet.
For safety's sake. When a cyclist rides alongside the kerb, they are statistically more likely to encounter obstacles that may jeopardize their safety. These obstacles may be, for example, gutters, holes in the sidewalk (the sidewalk is usually more deteriorated near the kerbside), ditches, objects whose volume is not fully allocated on the sidewalks, or parked cars whose doors may open suddenly. By not being forced to ride on the side of the road, cyclists avoid all of these obstacles that jeopardize their safety.
No less important is the fact that when a cyclist is riding farther in the center of the road, it forces the car driver to overtake from the cyclist's speed, and is thus much safer. In other words, the car driver should slow down to the cyclist's speed for just a few seconds, until he has the proper visibility and safety to overtake, accelerating from the speed of the cyclist, and of course the cyclist should facilitate this overtaking whenever possible. Thus, it is avoided that the overtaking vehicle does so at excessive speed and too close to the cyclist, jeopardizing the cyclist's safety. It should be added that a cyclist on the side of the road is also subject to the most frequent collision in urban environments: the "right-turn" - overtaking by a motor vehicle on the left to cut the cyclist's path when turning right.
Only for safety's sake. Overtaking a bicycle is completely different in terms of safety than overtaking a car or any other type of vehicle. A cyclist does not have a chassis that protects him in the event of a side impact, for example. By overtaking while maintaining a minimum distance of 1.5 meters, the driver of the vehicle is making sure that if something unexpected happens to the cyclist (such as a fall or a sudden change in direction, for example) the cyclist's safety is not jeopardized. This rule exists in the highway codes of several European countries.
No, a bicycle can collide with a pedestrian but not run him over. The speed at which it travels (less than 30 km/h) does not allow it to cause fatalities or serious accidents.
This section was built with the precious information provided by the MUBi association and the Cenas A Pedal school.
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