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Comparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case–crossover design

Background This study examined the impact of transportation infrastructure at intersection and non-intersection locations on bicycling injury risk. Methods In Vancouver and Toronto, we studied adult cyclists who were injured and treated at a hospital emergency department. A case–crossover design com... Full description

Journal Title: Injury Prevention 2013-10, Vol.19 (5), p.303-310
Main Author: Harris, M Anne
Other Authors: Reynolds, Conor C O , Winters, Meghan , Cripton, Peter A , Shen, Hui , Chipman, Mary L , Cusimano, Michael D , Babul, Shelina , Brubacher, Jeffrey R , Friedman, Steven M , Hunte, Garth , Monro, Melody , Vernich, Lee , Teschke, Kay
Format: Electronic Article Electronic Article
Language: English
Subjects:
Publisher: England: BMJ Publishing Group Ltd
ID: ISSN: 1353-8047
Link: https://www.ncbi.nlm.nih.gov/pubmed/23411678
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title: Comparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case–crossover design
format: Article
creator:
  • Harris, M Anne
  • Reynolds, Conor C O
  • Winters, Meghan
  • Cripton, Peter A
  • Shen, Hui
  • Chipman, Mary L
  • Cusimano, Michael D
  • Babul, Shelina
  • Brubacher, Jeffrey R
  • Friedman, Steven M
  • Hunte, Garth
  • Monro, Melody
  • Vernich, Lee
  • Teschke, Kay
subjects:
  • 1506
  • Accidents, Traffic - prevention & control
  • Accidents, Traffic - statistics & numerical data
  • Adult
  • animal structures
  • Bicycling
  • Bicycling - injuries
  • British Columbia
  • Case-Control Studies
  • Comparative analysis
  • Cross-Over Studies
  • Cyclists
  • Environment Design
  • Female
  • Humans
  • Injuries
  • Logistic Models
  • Male
  • Ontario
  • Original
  • Original Article
  • Pipelines
  • Safety Management - methods
  • Traffic accidents & safety
  • Vehicles
  • Wounds and injuries
ispartof: Injury Prevention, 2013-10, Vol.19 (5), p.303-310
description: Background This study examined the impact of transportation infrastructure at intersection and non-intersection locations on bicycling injury risk. Methods In Vancouver and Toronto, we studied adult cyclists who were injured and treated at a hospital emergency department. A case–crossover design compared the infrastructure of injury and control sites within each injured bicyclist's route. Intersection injury sites (N=210) were compared to randomly selected intersection control sites (N=272). Non-intersection injury sites (N=478) were compared to randomly selected non-intersection control sites (N=801). Results At intersections, the types of routes meeting and the intersection design influenced safety. Intersections of two local streets (no demarcated traffic lanes) had approximately one-fifth the risk (adjusted OR 0.19, 95% CI 0.05 to 0.66) of intersections of two major streets (more than two traffic lanes). Motor vehicle speeds less than 30 km/h also reduced risk (adjusted OR 0.52, 95% CI 0.29 to 0.92). Traffic circles (small roundabouts) on local streets increased the risk of these otherwise safe intersections (adjusted OR 7.98, 95% CI 1.79 to 35.6). At non-intersection locations, very low risks were found for cycle tracks (bike lanes physically separated from motor vehicle traffic; adjusted OR 0.05, 95% CI 0.01 to 0.59) and local streets with diverters that reduce motor vehicle traffic (adjusted OR 0.04, 95% CI 0.003 to 0.60). Downhill grades increased risks at both intersections and non-intersections. Conclusions These results provide guidance for transportation planners and engineers: at local street intersections, traditional stops are safer than traffic circles, and at non-intersections, cycle tracks alongside major streets and traffic diversion from local streets are safer than no bicycle infrastructure.
language: eng
source:
identifier: ISSN: 1353-8047
fulltext: no_fulltext
issn:
  • 1353-8047
  • 1475-5785
url: Link


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titleComparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case–crossover design
creatorHarris, M Anne ; Reynolds, Conor C O ; Winters, Meghan ; Cripton, Peter A ; Shen, Hui ; Chipman, Mary L ; Cusimano, Michael D ; Babul, Shelina ; Brubacher, Jeffrey R ; Friedman, Steven M ; Hunte, Garth ; Monro, Melody ; Vernich, Lee ; Teschke, Kay
creatorcontribHarris, M Anne ; Reynolds, Conor C O ; Winters, Meghan ; Cripton, Peter A ; Shen, Hui ; Chipman, Mary L ; Cusimano, Michael D ; Babul, Shelina ; Brubacher, Jeffrey R ; Friedman, Steven M ; Hunte, Garth ; Monro, Melody ; Vernich, Lee ; Teschke, Kay
descriptionBackground This study examined the impact of transportation infrastructure at intersection and non-intersection locations on bicycling injury risk. Methods In Vancouver and Toronto, we studied adult cyclists who were injured and treated at a hospital emergency department. A case–crossover design compared the infrastructure of injury and control sites within each injured bicyclist's route. Intersection injury sites (N=210) were compared to randomly selected intersection control sites (N=272). Non-intersection injury sites (N=478) were compared to randomly selected non-intersection control sites (N=801). Results At intersections, the types of routes meeting and the intersection design influenced safety. Intersections of two local streets (no demarcated traffic lanes) had approximately one-fifth the risk (adjusted OR 0.19, 95% CI 0.05 to 0.66) of intersections of two major streets (more than two traffic lanes). Motor vehicle speeds less than 30 km/h also reduced risk (adjusted OR 0.52, 95% CI 0.29 to 0.92). Traffic circles (small roundabouts) on local streets increased the risk of these otherwise safe intersections (adjusted OR 7.98, 95% CI 1.79 to 35.6). At non-intersection locations, very low risks were found for cycle tracks (bike lanes physically separated from motor vehicle traffic; adjusted OR 0.05, 95% CI 0.01 to 0.59) and local streets with diverters that reduce motor vehicle traffic (adjusted OR 0.04, 95% CI 0.003 to 0.60). Downhill grades increased risks at both intersections and non-intersections. Conclusions These results provide guidance for transportation planners and engineers: at local street intersections, traditional stops are safer than traffic circles, and at non-intersections, cycle tracks alongside major streets and traffic diversion from local streets are safer than no bicycle infrastructure.
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subject1506 ; Accidents, Traffic - prevention & control ; Accidents, Traffic - statistics & numerical data ; Adult ; animal structures ; Bicycling ; Bicycling - injuries ; British Columbia ; Case-Control Studies ; Comparative analysis ; Cross-Over Studies ; Cyclists ; Environment Design ; Female ; Humans ; Injuries ; Logistic Models ; Male ; Ontario ; Original ; Original Article ; Pipelines ; Safety Management - methods ; Traffic accidents & safety ; Vehicles ; Wounds and injuries
ispartofInjury Prevention, 2013-10, Vol.19 (5), p.303-310
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7Babul, Shelina
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9Friedman, Steven M
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12Vernich, Lee
13Teschke, Kay
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descriptionBackground This study examined the impact of transportation infrastructure at intersection and non-intersection locations on bicycling injury risk. Methods In Vancouver and Toronto, we studied adult cyclists who were injured and treated at a hospital emergency department. A case–crossover design compared the infrastructure of injury and control sites within each injured bicyclist's route. Intersection injury sites (N=210) were compared to randomly selected intersection control sites (N=272). Non-intersection injury sites (N=478) were compared to randomly selected non-intersection control sites (N=801). Results At intersections, the types of routes meeting and the intersection design influenced safety. Intersections of two local streets (no demarcated traffic lanes) had approximately one-fifth the risk (adjusted OR 0.19, 95% CI 0.05 to 0.66) of intersections of two major streets (more than two traffic lanes). Motor vehicle speeds less than 30 km/h also reduced risk (adjusted OR 0.52, 95% CI 0.29 to 0.92). Traffic circles (small roundabouts) on local streets increased the risk of these otherwise safe intersections (adjusted OR 7.98, 95% CI 1.79 to 35.6). At non-intersection locations, very low risks were found for cycle tracks (bike lanes physically separated from motor vehicle traffic; adjusted OR 0.05, 95% CI 0.01 to 0.59) and local streets with diverters that reduce motor vehicle traffic (adjusted OR 0.04, 95% CI 0.003 to 0.60). Downhill grades increased risks at both intersections and non-intersections. Conclusions These results provide guidance for transportation planners and engineers: at local street intersections, traditional stops are safer than traffic circles, and at non-intersections, cycle tracks alongside major streets and traffic diversion from local streets are safer than no bicycle infrastructure.
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25Wounds and injuries
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titleComparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case–crossover design
authorHarris, M Anne ; Reynolds, Conor C O ; Winters, Meghan ; Cripton, Peter A ; Shen, Hui ; Chipman, Mary L ; Cusimano, Michael D ; Babul, Shelina ; Brubacher, Jeffrey R ; Friedman, Steven M ; Hunte, Garth ; Monro, Melody ; Vernich, Lee ; Teschke, Kay
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25Wounds and injuries
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1Reynolds, Conor C O
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3Cripton, Peter A
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7Babul, Shelina
8Brubacher, Jeffrey R
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atitleComparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case–crossover design
jtitleInjury Prevention
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abstractBackground This study examined the impact of transportation infrastructure at intersection and non-intersection locations on bicycling injury risk. Methods In Vancouver and Toronto, we studied adult cyclists who were injured and treated at a hospital emergency department. A case–crossover design compared the infrastructure of injury and control sites within each injured bicyclist's route. Intersection injury sites (N=210) were compared to randomly selected intersection control sites (N=272). Non-intersection injury sites (N=478) were compared to randomly selected non-intersection control sites (N=801). Results At intersections, the types of routes meeting and the intersection design influenced safety. Intersections of two local streets (no demarcated traffic lanes) had approximately one-fifth the risk (adjusted OR 0.19, 95% CI 0.05 to 0.66) of intersections of two major streets (more than two traffic lanes). Motor vehicle speeds less than 30 km/h also reduced risk (adjusted OR 0.52, 95% CI 0.29 to 0.92). Traffic circles (small roundabouts) on local streets increased the risk of these otherwise safe intersections (adjusted OR 7.98, 95% CI 1.79 to 35.6). At non-intersection locations, very low risks were found for cycle tracks (bike lanes physically separated from motor vehicle traffic; adjusted OR 0.05, 95% CI 0.01 to 0.59) and local streets with diverters that reduce motor vehicle traffic (adjusted OR 0.04, 95% CI 0.003 to 0.60). Downhill grades increased risks at both intersections and non-intersections. Conclusions These results provide guidance for transportation planners and engineers: at local street intersections, traditional stops are safer than traffic circles, and at non-intersections, cycle tracks alongside major streets and traffic diversion from local streets are safer than no bicycle infrastructure.
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