Impact of transportation infrastructure on risk of injuries while cycling
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1 Impact of transportation infrastructure on risk of injuries while cycling. Non-Intersections 2. Intersections Results of the Bicyclists Injuries and the Cycling Environment Study Kay Teschke, Conor Reynolds, Anne Harris, Peter Cripton Mary Chipman, Michael Cusimano, Shelina Babul, Jack Becker, Nancy Smith Lea Jeff Brubacher, Steve Friedman, Garth Hunte, Hui Shen, Meghan Winters
2 differences in cycling injury rates - Europe & NA [data sources: International - Pucher & Buehler Transport Reviews 2008;28: BC - Motor Vehicle Branch, 2005 to 2007, TransLink s 2008 Trip Diary Survey, Census 2006] 2
3 why the differences? It s not the Europeans who wear helmets helmets do reduce post-crash severity of head and face injuries but they don t prevent crashes 3
4 why the differences? Best evidence: safety in numbers [source: Jacobsen. Injury Prevention 2003;9:205-9] 4
5 why the differences? What about route infrastructure? typical in North America to provide little or no bike infrastructure North America: John Forester vehicular cycling in high cycling European countries, usually provide separated facilities where motor vehicle traffic volumes and speeds are high little research, results difficult to interpret 5
6 Bicyclists Injuries & the Cycling Environment 6
7 participating cities Vancouver 2 participating hospitals 0.6 million people rain in winter, temperate summer lots of hills 26 km of bike lanes & paths per 00,000 population Toronto 3 participating hospitals 2.5 million people snow in winter, heat in summer mostly flat km of bike lanes & paths per 00,000 population 4% of trips by bike % of trips by bike 7
8 study overview Cyclist to Emergency Department Cyclist to emergency department Interview Site observations Data analysis 8
9 interview to map route & choose control sites 9
10 observations of injury & control sites injury site control site control site 2 0
11 case-crossover design features Comparisons cumulated over all person-trips, using statistical modeling Control sites randomly selected from injury trip: route type based on distance ridden on each route type Sites observed by researchers blinded to site status (injury or control): preventing observation bias Comparisons made within a person-trip: controlling for personal & trip characteristics Comparisons cumulated over all person-trips, using conditional logistic regression
12 two separate analyses. Non-Intersections 2. Intersections 2
13 Study results 3
14 participants & trips Toronto 273 Vancouver 47 } 690 male 59% 9 to 39 years old 62% income > $50,000 56% cycle > 52 times/year 88% wore helmet 69% wore high viz clothes 33% trip < 5 km 68% weekday, daylight 77% commute 42% other transport 32% 4
15 injury circumstances % of the 690 injury events Collisions (n=497) Falls (n=93) (n=359) (n=33) 5
16 bike or pedestrian infrastructure grade, tracks, construction. Non-intersections non-intersection injury sites compared to non-intersection control sites 6
17 Bike or Pedestrian Infrastructure 00 None Cycle track Painted bike lane Sharrows Traffic diversion Bike signage only Traffic slowing Bike path Multi-use path Sidewalk On or alongside Major Streets On Residential Streets Off Street 0 relative risk
18 Bike or Pedestrian Infrastructure 00 None Cycle track Painted bike lane Sharrows Traffic diversion Bike signage only Traffic slowing Bike path Multi-use path Sidewalk On or alongside Major Streets On Residential Streets Off Street 0 relative risk
19 Bike or Pedestrian Infrastructure 00 None Cycle track Painted bike lane Sharrows Traffic diversion Bike signage only Traffic slowing Bike path Multi-use path Sidewalk On or alongside Major Streets On Residential Streets Off Street 0 relative risk
20 Cycle tracks Bike lanes Sharrows Lowest risk: /20 risk Lower risk than no infrastructure Higher risk than no infrastructure 20
21 Bike or Pedestrian Infrastructure 00 None Cycle track Painted bike lane Sharrows Traffic diversion Bike signage only Traffic slowing Bike path Multi-use path Sidewalk On or alongside Major Streets On Residential Streets Off Street 0 relative risk
22 Traffic Diversion Traffic Slowing /20 risk of no infrastructure slightly higher risk than no infrastructure 22
23 Bike or Pedestrian Infrastructure 00 None Cycle track Painted bike lane Sharrows Traffic diversion Bike signage only Traffic slowing Bike path Multi-use path Sidewalk On or alongside Major Streets On Residential Streets Off Street 0 relative risk
24 Bike paths Multiuse paths Sidewalks lower risk than no infrastructure same as no infrastructure higher risk than no infrastructure 24
25 Grade, Tracks, Construction 00 Route Grade Flat Uphill Downhill None Streetcar or Train Tracks Construction Sreetcar or train tracks None Construction relative risk
26 Route Grade 00 Route Grade Flat Uphill Downhill None Streetcar or Train Tracks Construction Sreetcar or train tracks None Construction relative risk
27 Streetcar or Train Tracks 00 Route Grade Flat Uphill Downhill None Streetcar or Train Tracks Construction Sreetcar or train tracks None Construction relative risk
28 Construction 00 Route Grade Flat Uphill Downhill None Streetcar or Train Tracks Construction Sreetcar or train tracks None Construction relative risk
29 Safer: Cycle tracks alongside major streets Traffic diversion from residential streets Residential streets with bike signage Bike lanes Bike paths More dangerous: Sharrows Sidewalks Traffic slowing devices on local streets Major streets with no bike infrastructure Streetcar and train tracks Construction Downhill grades. Non-intersections non-intersection injury sites compared to non-intersection control sites 29
30 Comments or questions on non-intersection results? 30
31 intersection controls types of roads meeting motor vehicle speed, grade, cyclist direction 2. Intersections intersection injury sites compared to intersection control sites 3
32 Intersection Controls 00 Stop sign 4-way Stop sign 2-way Traffic light, cyclist controls Traffic light Uncontrolled Traffic circle relative risk
33 Intersection Controls 00 Stop sign 4-way Stop sign 2-way Traffic light, cyclist controls Traffic light Uncontrolled Traffic circle relative risk
34 Intersection Controls 00 Stop sign 4-way Stop sign 2-way Traffic light, cyclist controls Traffic light Uncontrolled Traffic circle relative risk
35 Intersection Controls 00 Stop sign 4-way Stop sign 2-way Traffic light, cyclist controls Traffic light Uncontrolled Traffic circle relative risk
36 Intersection Controls 00 Stop sign 4-way Stop sign 2-way Traffic light, cyclist controls Traffic light Uncontrolled Traffic circle relative risk
37 Types of Roads Meeting Major Major Minor Major Minor Minor Local Major Local Minor Separated Major Local Local Separated Minor Separated Local 00 Busy to Busy Streets Quiet to Other Streets Off-street to Street relative risk
38 Types of Roads Meeting Major Major Minor Major Minor Minor Local Major Local Minor Separated Major Local Local Separated Minor Separated Local 00 Busy to Busy Streets Quiet to Other Streets Off-street to Street relative risk
39 Types of Roads Meeting Major Major Minor Major Minor Minor Local Major Local Minor Separated Major Local Local Separated Minor Separated Local 00 Busy to Busy Streets Quiet to Other Streets Off-street to Street relative risk
40 Vehicle Speed, Grade, Direction 00 Motor Vehicle Speed, km/h Route Grade > 60 Uphill Flat Downhill Cyclist Direction With traffic Opposite to traffic relative risk
41 Motor Vehicle Speed 00 Motor Vehicle Speed, km/h Route Grade > 60 Uphill Flat Downhill Cyclist Direction With traffic Opposite to traffic relative risk
42 Route Grade 00 Motor Vehicle Speed, km/h Route Grade > 60 Uphill Flat Downhill Cyclist Direction With traffic Opposite to traffic relative risk
43 Cyclist Direction 00 Motor Vehicle Speed, km/h Route Grade > 60 Uphill Flat Downhill Cyclist Direction With traffic Opposite to traffic relative risk
44 Safer: Local street intersections Traffic lights - best with cyclist controls Stop signs 30 km/h motor vehicle speeds More dangerous: Traffic circles Approaching intersection in direction opposite to traffic Uncontrolled intersections Downhill grades Major street intersections 2. Intersections intersection injury sites compared to intersection control sites 44
45 Concluding thoughts... 45
46 Why the differences? Route infrastructure is a strong determinant of injury risk [data sources: International - Pucher & Buehler Transport Reviews 2008;28: BC - Motor Vehicle Branch, 2005 to 2007, TransLink s 2008 Trip Diary Survey, Census 2006] 46
47 Bike-specific infrastructure is key Previous research grouped. routes on or alongside streets: cycle tracks, bike lanes, sharrows, no infrastructure 2. off-street routes: bike paths, multiuse paths, trails, sidewalks Not possible to observe the large differences in risk between them... so why did Forester think bike lanes & paths were unsafe? 47
48 Separation from traffic is key Busy streets: physical barrier between cyclists and traffic Residential streets: traffic diversion for quiet streets 48
49 Reducing speeds is key Motor vehicle speeds Cyclist speeds down hills 49
50 Removing obstacles is key Streetcar or train tracks Traffic circles Construction Bollards Sharp or blind curves 50
51 limitations Mildest and most severe injuries not included: all injury studies focus on defined categories of injuries here, those who attended emergency department within 24 hours and able to recall route Not possible to test many route designs available in Europe: multiple types of cycle tracks innovative intersection designs But more route designs tested than in other studies to date, all objectively measured. 5
52 thanks to everyone, especially study participants and... Vancouver study team Melody Monro Evan Beaupre Niki Blakely Jill Dalton Martin Kang Theresa Frendo David Hay Kishore Mulpuri Peter Stary Toronto study team Lee Vernich Vartouji Jazmaji Kevin McCurley Andrew Thomas Doug Chisholm Fred Sztabinski David Tomlinson Barbara Wentworth Funders
53 cyclingincities.spph.ubc.ca 53
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