Spatial characteristics of bicycle–motor vehicle crashes in Christchurch, New Zealand: A case-control approach

Williams, Thomas Chatterton; Doscher, Crile; Page, Shannon

doi:10.5198/jtlu.2018.1147

Cited by 10 publications

(4 citation statements)

References 43 publications

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“…Collisions were explored in Williams et al (2018) as influenced by built environment characteristics. This work investigates bicycle-motor collisions using a case control approach in New Zealand by studying how different features of road design affect bicycle crash occurrences, with an aim to identify high-risk areas and built environment features.…”

Section: Contexts Vary and External Validity Suffersmentioning

confidence: 99%

JTLU special issue editorial: Bicycling in changing urban regions

Krizek

Sharmeen²,

Martens

2018

JTLU

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As communities around the globe contemplate the future of their transport portfolio, bicycling's role has increasingly cropped up as a key discussion point. Up until a few years ago, bicycling's value was largely fueled by a loyal advocacy base. Its potential was littered with unsupported claims and bicycling struggled to obtain legitimate status, even as, or precisely because of its status as a 'fringe mode.' This context has recently changed. Concomitant with—or perhaps prompted by—a rise in (public and policy attention for) bicycling, there has been a rise in research specifically on bicycling. In just a few years, bicycling's stock has risen to be a mode that is commanding attention in cities of all sizes. Furthermore, its role and value are informed by a burgeoning evidence base, increasingly in the form of peer-reviewed work. This evidence base allows, among other things, a more reflective appreciation for bicycling's position in transport systems and for bicycling to be better understood in different geographical contexts.

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Section: Contexts Vary and External Validity Suffersmentioning

confidence: 99%

JTLU special issue editorial: Bicycling in changing urban regions

Krizek

Sharmeen²,

Martens

2018

JTLU

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“…There are some studies that control for exposure. These suggest that intersections and major roads are associated with higher injury risk (e.g., [ 5 , 6 , 7 ]), as is volume of motor traffic [ 7 ]. Lower speed limits may reduce risk [ 8 ] while hills and especially downhill gradients increase it [ 9 ].…”

Section: Introductionmentioning

confidence: 99%

“…Lower speed limits may reduce risk [ 8 ] while hills and especially downhill gradients increase it [ 9 ]. Cycling infrastructure has been found to reduce risk per cyclist [ 6 ]. However, studies suggest that this may only be true for tracks protected/separated from motor traffic [ 10 ].…”

Section: Introductionmentioning

confidence: 99%

“…More evidence is still needed, especially covering whole networks. Where aggregate exposure data exists, case–control methods can be used (e.g., [ 6 , 7 , 12 ]) however, at a national level such data is rarely available. This study uses a case-crossover design, allowing us to control for individual-level variation, unlike aggregate methods.…”

Section: Introductionmentioning

confidence: 99%

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Association of Infrastructure and Route Environment Factors with Cycling Injury Risk at Intersection and Non-Intersection Locations: A Case-Crossover Study of Britain

Aldred

Kapousizis

Goodman

2021

IJERPH

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Objective: This paper examines infrastructural and route environment correlates of cycling injury risk in Britain for commuters riding in the morning peak. Methods: The study uses a case-crossover design which controls for exposure. Control sites from modelled cyclist routes (matched on intersection status) were compared with sites where cyclists were injured. Conditional logistic regression for matched case–control groups was used to compare characteristics of control and injury sites. Results: High streets (defined by clustering of retail premises) raised injury odds by 32%. Main (Class A or primary) roads were riskier than other road types, with injury odds twice that for residential roads. Wider roads, and those with lower gradients increased injury odds. Guard railing raised injury odds by 18%, and petrol stations or car parks by 43%. Bus lanes raised injury odds by 84%. As in other studies, there was a ‘safety in numbers’ effect from more cyclists. Contrary to other analysis, including two recent studies in London, we did not find a protective effect from cycle infrastructure and the presence of painted cycle lanes raised injury odds by 54%. At intersections, both standard and mini roundabouts were associated with injury odds several times higher than other intersections. Presence of traffic signals, with or without an Advanced Stop Line (‘bike box’), had no impact on injury odds. For a cyclist on a main road, intersections with minor roads were riskier than intersections with other main roads. Conclusions: Typical cycling environments in Britain put cyclists at risk, and infrastructure must be improved, particularly on busy main roads, high streets, and bus routes.

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