Design, Safety, and Performance of Dedicated Two-Wheeler Lanes: Evidence from Low- and Middle-Income Countries

Most motorcycles within urban transport systems have led to the emergence of dedicated two-wheeler lane (DTWL) infrastructure as a widely implemented countermeasure. The current study employed the Preferred Reporting Items for Systematic Reviews and Meta-Analyses (PRISMA) to synthesize empirical evidence from field observations, crash data analyses, and microsimulation studies evaluating the effectiveness of inclusive/exclusive motorized two-wheeler lanes across developing countries. A previous study has shown that DTWLs significantly improve both traffic flow and safety. Motorcycles accelerate an average speed of 10 – 20 km / h compared to mixed traffic, while well-designed exclusive lanes can reduce crash rates by approximately 25%. Recommended lane widths are 3.0–4.0 m for exclusive lanes, 3.0 m for inclusive lanes, and 2.0–2.5 m for slow-speed shared kerbside lanes operating at 25 – 35 km / h . Earlier studies have shown that the implementation of a DTWL is highly context-dependent and hinges on road geometry, traffic characteristics, enforcement strength, and local safety culture. Ultimately, optimal results are achieved only when properly designed lanes are combined with rider education and consistent enforcement; good infrastructure alone is not sufficient.