@article{ref1,
title="Comparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case-crossover design",
journal="Injury prevention",
year="2013",
author="Harris, M. Anne and Reynolds, Conor C. O. and Winters, Meghan and Cripton, Peter A. and Shen, Hui and Chipman, Mary L. and Cusimano, Michael D. and Babul, Shelina and Brubacher, Jeffrey R. and Friedman, Steven Marc and Hunte, Garth and Monro, Melody and Vernich, Lee and Teschke, Kay",
volume="19",
number="5",
pages="303-310",
abstract="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.<p /> <p>Language: en</p>",
language="en",
issn="1353-8047",
doi="10.1136/injuryprev-2012-040561",
url="http://dx.doi.org/10.1136/injuryprev-2012-040561"
}