• M Anne Harris, Conor C O Reynolds, Meghan Winters, Peter A Cripton, Hui Shen, Mary L Chipman, Michael D Cusimano, Shelina Babul, Jeffrey R Brubacher, Steven M Friedman, Garth Hunte, Melody Monro, Lee Vernich, and Kay Teschke.
• School of Occupational and Public Health, Ryerson University, , Toronto, Ontario, Canada.
• Inj. Prev. 2013 Oct 1;19(5):303-10.

BackgroundThis study examined the impact of transportation infrastructure at intersection and non-intersection locations on bicycling injury risk.MethodsIn 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).ResultsAt 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.ConclusionsThese 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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