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Chart 3-12 shows the age of the bicyclists involved in the collision. Sim- <br />ilar to the pedestrian age data, a large percentage of the collisions <br />are missing age data. If the collisions without age data are disregard- <br />ed, then the age distribution shows the greatest number of collisions <br />occurring with ages 15 to 28 which gradually declines in older age <br />groups. Chart 3-13 shows the total bicycle collisions by day of week, <br />revealing that Wednesdays tend to see slightly more bicycle collisions. <br />200 <br />150 <br />100 <br />50 <br />0 <br />1-14 15-28 29-42 43-56 57-70 71-84 85+ blank <br />Age Groups <br />Chart 3-12: Bicycle Collisions by Age <br />120 <br />100 <br />80 <br />60 <br />40 <br />20 <br />0 <br />aA aaJ aaA aaA aaJ bpA 6ZA <br />� <br />Chart 3-13: Bicycle Collisions by Day of Week <br />■ 2021 <br />■ 2020 <br />■ 2019 <br />■ 2018 <br />■ 2017 <br />Table 3-7 shows lighting conditions at the time of the collision. Similar <br />to the pedestrian lighting table, there are more collisions in daylight <br />hours, likely due to more activity during the day. A large percentage of <br />collisions occur under street lights at night. <br />Total <br />Dark - No Street <br />3 <br />2 <br />- <br />1 <br />1 <br />7 <br />Lights <br />Dark - Street <br />26 <br />23 <br />42 <br />30 <br />30 <br />151 <br />Lights <br />Dark - Street <br />Lights Not <br />- <br />1 <br />1 <br />- <br />- <br />2 <br />Functioning <br />Daylight <br />106 <br />95 <br />119 <br />69 <br />90 <br />479 <br />Dusk - Dawn <br />5 <br />3 <br />8 <br />5 <br />7 <br />28 <br />Not Stated <br />4 <br />1 <br />1 <br />- <br />- <br />6 <br />Grand Total <br />144 <br />125 <br />171 <br />105 <br />128 <br />673 <br />Table 3-7: Light Conditions During the Bicycle Collision <br />Chart 3-14 represents the movement of the automotive involved in bi- <br />cycle collisions. As shown, vehicles making right turns are the cause <br />of most bicycle collisions followed closely by vehicles proceeding <br />straight. Chart 3-15 lists the right-of-way controls (signals and signs) with <br />slightly more collisions occurring where there are no controls present <br />Chart 3-16 lists the primary collision factor showing bicycles violating <br />vehicles right-of-way as the most frequent cause, followed by signals <br />and signs violations, then vehicle improper turning. <br />As shown in Figure 3-9 there are high concentrations of bicyclist col- <br />lisions in the downtown area as well as the full length of primary ve- <br />hicle corridors like 1st Street, 17th Street, McFadden Avenue, Edinger <br />Avenue and Warner Avenue going east -west and Main Street, Flower <br />Street, Bristol Street, and Fairview Street going north -south. Areas near <br />the following intersections also show higher levels of bicycle collisions <br />Warner Avenue and Main Street, Warner Avenue and Bristol Street, <br />Edinger Avenue and Fairview Street. Bicyclist collisions resulting in <br />52 <br />