Bicyclist Fatalities Research Articles

Case–control study of fatal bicycle crashes in peri-urban areas of Delhi

ObjectivesThere is a lack of evidence on interventions to improve the safety of cycling use in low- and middle-income countries. We investigated the impact of road design and traffic characteristics...

US road safety during COVID-19: motorist, pedestrian and bicyclist fatality trends

Purpose The purpose of this paper is to illustrate how COVID-19 lockdowns in the USA impacted traffic safety. Design/methodology/approach The authors explored the role of vehicle, user and built environment factors on traffic fatalities in the USA, comparing results during COVID-19 lockdowns (March 19th through April 30th, 2020) to results for the same time period during the five preceding years. The authors accomplished this through proportional comparisons and negative binomial regression models. Findings While traffic levels were 30%–50% below normal during the COVID-19 lockdowns, all traffic fatalities decreased by 18.3%, pedestrian fatalities decreased by 19.0% and bicyclist fatalities increased by 3.6%. Fatal COVID-19 crashes were more likely single-vehicle crashes involving fixed objects or rollovers. COVID-19 traffic fatalities were most common on arterial roadways and in lower density suburban built environments. Findings suggest the importance of vulnerable road users, speed management and holistic built environment policy when pursuing safety on the streets. Originality/value The findings have road safety implications not only for future pandemics and other similar events where we would expect decreases in motor vehicle volumes (such as natural disasters and economic downturns) but also for cities that are pursuing mode shift away from personal automobiles and toward alternative modes of transportation.

Analysis of Bicyclist Injuries and Fatalities in The United States: The Need for Effective & Sustainable Prevention Policies.

We aim to investigate nationwide and state trends of bicyclist injuries, fatalities, and associated costs amongst adult and pediatric populations to assess the need for effective and strategic interventions. An epidemiologic study was performed investigating the injury and fatality rate of bicyclists from 2010 to 2020. The fatality rate was higher in adults compared to pediatric bicyclists (0.36 vs. 0.12 per population of 100,000, P < .001), but pediatric bicyclists suffered higher rates of injury (246.19 vs. 102.11 per population of 100,000, P < .001). The medical cost of fatalities for adult bicyclists was $139.1 million compared to $9.0 million for pediatric bicyclists. Bicyclist fatality rates are significantly higher per capita for adult bicyclists. States including Florida, South Carolina, and Louisiana had the highest bicyclist fatalities per capita for both adults and children.

Physiological status and anatomical severity factors associated with child versus adult bicyclist fatalities based on a national trauma dataset

Bicyclists still account for the majority of child deaths in traffic accidents, despite a gradual decrease in incidence. Therefore, we investigated factors associated with child and adult bicyclist fatalities. In this retrospective study, we used data from a national hospital-based database, the Japan Trauma Data Bank. Data from 2004 to 2019 were obtained for child cyclists (5–18 years; n = 4832) and adult cyclists (26–45 years; n = 3449). In each age group, physiological variables, outcomes, and injury severity were compared between fatal and non-fatal cases. Multivariate logistic regression was performed to determine factors associated with fatality. In adults, fatality was associated with lower values for body temperature, Glasgow Coma Scale score, and Abbreviated Injury Scale (AIS) score for the neck and upper extremities, and with higher values for respiratory rate, heart rate, focused assessment with sonography for trauma positivity rate, and AIS scores for the head, chest, and abdomen. In children, fatality was associated with lower values for body temperature and the Glasgow Coma Scale score, and with higher values for the AIS chest score. These findings point to factors associated with bicyclist fatalities and may help in the development of effective strategies to reduce these fatalities.

Healthy for whom? Equity in the spatial distribution of cycling risks in Los Angeles, CA

IntroductionThe health benefits of cycling have widely been recognized, but cycling is also associated with health risks (e.g., pollution exposure, crash risk). Past studies of these competing health impacts have been limited in their treatment of social equity, rarely considering spatial variations in risk that could be highly salient for marginalized populations. This study investigates the health risks of cycling through the lens of social equity by considering variations in PM2.5 concentrations and crash risk across space and across sociodemographic groups. MethodsWe conducted this analysis in Los Angeles County, CA, which has a relatively high bicycle fatality rate and consistent non-attainment status for traffic-related PM2.5. We used publicly available data, including PM2.5 concentrations, crash locations, bicycle counts, and street network data, to derive measures of pollution exposure and crash risk. We performed descriptive, visualization, and regression analyses to assess how pollution exposure and crash risk vary across census block groups and are associated with area-level sociodemographic characteristics. ResultsWe found that the health risks of cycling are disproportionately high among marginalized populations (i.e. in block groups with lower income, lower educational attainment, and higher shares of racial/ethnic minority populations). Census block groups with worse outdoor air quality and higher crash risk are particularly likely to be home to low-income people of color. Even in these places, the health benefits of cycling could outweigh the risks; however, the net health benefits of cycling, accounting for these risks, are likely to be lower in marginalized communities. ConclusionsHealth impact assessments related to cycling should incorporate neighborhood-level data to better assess the distribution of benefits and risks across space and across population groups. Efforts to promote cycling should focus on making cycling safer and healthier, placing emphasis on communities where it is associated with the greatest health risks.

What factors impact pedestrian and cyclist fatalities? A state level analysis

BackgroundPedestrian and bicyclist injuries and fatalities have increased since 2010 after a long downward trend. Trucks and SUVs, collectively called light trucks, have also increased in sales and size, which may affect pedestrians and bicyclists. Additionally, pedestrian and cyclist commuters vary by state and it has been speculated that an increase in such commuters may affect fatalities. Studying vulnerable road users can bestow clues on best practices for infrastructure and public health.MethodsState level pedestrian and cyclist fatality data was obtained from the National Highway Transportation Safety Administration for 2018. Light truck registration by state was obtained from the Office of Highway Policy Information for 2018. Commuters who walk or bike to work were obtained from the American Community Survey from 2009 to 2011, from the latest Centers for Disease Control report. We performed multiple linear regression, accounting for total motor vehicle lane miles per 100 people, also obtained from the Office of Highway Policy Information for 2018. Multiple regression analysis was performed to assess predictors for pedestrian and cyclist fatalities with the predictors variables of light truck registration, lane miles per 100 people, and proportion of commuters who are vulnerable road users. Secondary analysis included simple linear regression of the predictor variables against each other.ResultsThe multiple regression model, including proportion of light truck registration, lane miles per 100 people, and proportion of commuters who are vulnerable road users, accounted for 18% of the variability in the outcome variable (p = 0.03). An increased number of vulnerable road users were negatively associated with pedestrian and bicyclist fatality. Additionally, there appeared to be an association between motor vehicle lane miles per 100 people and proportion of light truck registrations that was also significant (p < 0.01).ConclusionThe variables affecting vulnerable road user deaths are important to understand given their increased risk exposure on the road. This state level study identifies a potential protective variable with increased vulnerable road users being associated with a decrease in pedestrian and bicyclist death rates. Additionally, light truck proportions do not appear to have a significant effect on death rates.

Estimating walking and bicycling in Canada and their road collision fatality risks: The need for a national household travel survey.

Canada does not conduct a national household travel survey, resulting in a data gap on walking and bicycling. These data are key to surveillance of physical activity and health, as well as in epidemiological injury risk calculations. This study explored the use of available national data sources, the Canadian census and the Canadian Community Health Survey (CCHS), to tally walking and bicycling and examine trends in fatality risk. Estimates of the percentage and number of Canadians walking or bicycling to work were calculated for 1996-2016 using the census. The CCHS was used to estimate the number and proportion of Canadians walking or bicycling for leisure (2000-2014) and to work or school (2008-2014). We combine these data with National Collision Database data on the number of pedestrian and bicyclist fatalities (1999-2017) and compare trends in fatality risk over time using each dataset. Across all data sources, walking was more common among women, while bicycling was more common among men. Men were at higher fatality risk than women. These results should be interpreted with caution given limitations this study identifies in census and CCHS data, including narrow definitions for bicycling behaviour, lack of detail regarding amount of use, and inconsistency of questions asked over time. A national household travel survey should be a priority for public health purposes in Canada.

Is bicycling getting safer? Bicycle fatality rates (1985–2017) using four exposure metrics

The National Highway Traffic Safety Administration cites decreasing bicyclist fatalities in the United States over the past several decades as evidence of improved bicycling safety. However, with users possessing a diverse range of tolerances, purposes, and socio-demographics, bicycle safety is an important yet complex problem, one that does not have a simple yes/no answer. To gain a better understanding, we need to take a variety of perspectives. Traditional bicycle safety analyses take a transportation engineering perspective by using distance-based exposure metrics or those based on the number of trips. But there are other perspectives – such as public health (using population) and transportation planning (using bicycle participation) – that could provide us with a fuller picture. This paper applies four measures of bicycling exposure to take a broad, interdisciplinary perspective on bicycling safety to answer the question of whether bicycling is actually getting safer and, if so, for whom. We first explore age differences with respect to the direction and magnitude of bicyclist fatality rates in the United States between 1985 and 2017. We then investigate whether any safety benefits are shared equally among commuters and recreational riders.Using fatality data from the Fatality Analysis Reporting System (FARS) and exposure data from the National Household Travel Survey (NHTS), the American Community Survey (ACS), the U.S. Census, and the National Sporting Goods Association (NSGA) – a relatively novel approach to measuring exposure through a comprehensive national bicycling participation survey – we derived trends of age-specific bicyclist fatality rates and corresponding confidence intervals for children and adults. We also compare exposure to fatality outcomes by deriving Pearson's correlation coefficients. This is the first research to provide a longitudinal, age-specific statistical analysis of bicycle fatality rates using these four exposure metrics.Results suggest that overall declines in bicycle fatality rates have been primarily driven by a sharp decline in child bicyclist fatalities while adult bicycle fatality rates have generally trended upwards (especially for the general population) or remained stagnant (for commuters). This work adds to the understanding of bicyclist safety and gives direction to future research regarding the importance of considering age and exposure sources.

Traffic safety culture and prosocial driver behavior for safer vehicle-bicyclist interactions

Introduction: Bicyclist safety is a growing concern as more adults use this form of transportation for recreation, exercise, and mobility. Most bicyclist fatalities result from a crash with a vehicle. Often, the behaviors of the driver are responsible for the crash. Method: This survey study of Montana and North Dakota residents (n = 938) examined the influence of traffic safety culture on driver behaviors that affect safe interactions with bicyclists. Results: Prosocial driver behavior was most common and appeared to be intentional. Intention was increased by positive attitudes, normative perceptions, and perceived control. However, normative perceptions appear to offer the most opportunity for change. Practical Application: Strategies that increase perceptions that prosocial driver behavior is normal may increase prosocial intentions, thereby increasing bicyclist safety.

The potential of different countermeasures to prevent injuries with high risk of health loss among bicyclists in Sweden

Objective: As bicyclists account for the largest share of serious injuries in Sweden, focus to improve safety for bicyclists is needed. While knowledge about fatal bicycle crashes is rather extensive, the number of studies that have investigated non-fatal injuries is still rather limited. The aim of this study was to estimate the potential of different countermeasures to reduce crashes resulting in injuries with high risk of health-loss among cyclists in Sweden. A further aim was to describe the residual—that is, crashes that were not considered to be addressed by the analyzed countermeasures.Methods: A sample of individuals with specific injury diagnoses was drawn from the Swedish national crash database Strada. A survey form was used to collect additional information about the crash and the health-related outcomes. The potential of countermeasures currently included in the Swedish Safety Performance Indicators, as well as of countermeasures that could be described as “existing but not fully implemented” was assessed. The overall potential of all countermeasures assessed was calculated, giving a grand total without double counting. Cases that were considered not to be addressed by any of the countermeasures included (i.e., the residual crashes) were described in more detail.Results: The current Swedish Safety Performance Indicators that relate to safe cycling addressed 22% of crashes. Improved maintenance by deicing and removal of snow from bicycle infrastructure was found to have the highest potential (8%), followed by improved crashworthiness of passenger cars (5%) and safer bicycle crossings (4%). The potential for existing but not fully implemented safety improvements was 56%. The greatest potential was found for Autonomous Emergency Braking with cyclist detection for passenger cars (12%), followed by studded winter tyres for bicycles (12%), and improved maintenance on non-bicycle infrastructure (11%). In total, taking double counting into consideration, all safety improvements could address 64% of all crashes. Among the residual crashes, the majority (69%) were single bicycle crashes of which most were related to wheel locking during braking and losing balance at low speed or stationary.Conclusions: Compared with fatal crashes that involve a majority of bicycle-car crashes, the crashes leading to health-loss are mostly single bicycle crashes. Therefore, innovation and development of additional countermeasures to improve safety for bicyclists should focus on single bicycle crashes.

Differences in severity of injuries between motorcyclist and bicyclist fatalities in single vehicle collisions

To understand the injury severity of bicyclists and motorcyclists in single vehicle collisions, we performed a retrospective analysis of forensic autopsy cases of 25 motorcyclists and 14 bicyclists performed from 1999 to 2018. Collision details, injury characteristics, and involvement of alcohol were examined. The injury severity between bicyclists and motorcyclists was compared. The average age of victims was 62.3 years. All motorcyclists and no bicyclists wore a helmet. Motorcyclists had more severe injuries than bicyclists (mean Injury Severity Score of 42 and 27, respectively). The motorcyclists had more severe chest injuries but fewer severe facial injuries than bicyclists, owing to the difference in collision velocity or rate of helmet use (p < 0.05). Alcohol was present in the blood of 52.0% of bicyclists but no motorcyclists. The mean blood alcohol concentration of these bicyclists was 1.59 mg/mL. The bicyclists under the influence of alcohol had more severe injuries to neck and upper extremities than non-drunken bicyclists (p < 0.05). Our results may be useful for determining the cause of death and reconstructing the mechanisms of fatal injuries in bicyclists and motorcyclists.

Identifying High-Risk Intersections for Walking and Bicycling Using Multiple Data Sources in the City of San Diego

Over the last decade, demand for active transportation modes such as walking and bicycling has increased. While it is desirable to provide high levels of safety for these eco-friendly modes of travel, unfortunately, the overall percentage of pedestrian and bicycle fatalities increased from 13% to 18% of total road-related fatalities in the last decade. In San Diego County, although the total number of pedestrian and bicyclist fatalities decreased over the same period of time, a similar trend with a more drastic change is observed; the overall percentage of pedestrian and bicycle fatalities increased from 19.5% to 31.8%. This study aims to estimate pedestrian and bicyclist exposure and identify signalized intersections with highest risk for walking and bicycling within the city of San Diego, California, USA. Multiple data sources such as automated pedestrian and bicycle counters, video cameras, and crash data were utilized. Data mining techniques, a new sampling strategy, and automated video processing methods were adopted to demonstrate a holistic approach that can be applied to identify facilities with highest need of improvement. Cluster analysis coupled with stratification was employed to select a representative sample of intersections for data collection. Automated pedestrian and bicycle counting models utilized in this study reached a high accuracy, provided certain conditions exist in video data. Results from exposure modeling showed that pedestrian and bicyclist volume was characterized by transportation network, population, traffic generators, and land use variables. There were both similarities and differences between pedestrian and bicycle models, including different spatial scales of influence by mode. Additionally, the study quantified risk incorporating injury severity levels, frequency of victims, distance crossed, and exposure into a single equation. It was found that not all intersections with the highest number of pedestrian and bicyclist victims were identified as high-risk after exposure and other factors such as crash severity were taken into account.

Bicyclist Crash Types on National, State, and Local Levels: A New Look

This paper presents an overview of prevalent bicyclist crash types in the United States, providing insights for practitioners that may be useful in planning safer networks and taking other proactive and risk-based approaches to treatment. The study compares fatal bicyclist crash types from national data with serious injury and all-severity bicyclist collisions from the state of North Carolina (NC) and the city of Boulder, Colorado. Overall, bicyclist fatalities in the United States are more prevalent in urban areas (69%) than rural areas (29%). Though the majority of all-severity crashes are at intersections, most fatal and disabling injury bicyclist crashes occur at non-intersection locations, including nearly one-third of bicyclists who die from collisions involving overtaking motorists. Top intersection crash types across national fatal and all-severity crashes in NC and Boulder include bicyclists failing to yield and motorists turning across a bicyclist’s path. However, many of the top all-severity types in the two jurisdictions differ from the top fatal crash types nationwide. These comparisons provide a fresh look at bicyclist crash type trends and have potential importance with respect to planning safer networks for Vision Zero communities, since a key finding is that locations and crash types most prevalent among fatal and serious injuries may differ from the most prevalent types for all-severity crashes. The findings could be useful to agencies lacking their own resources for risk-based assessment, but also suggest it is important to analyze higher severity crash types and jurisdiction-specific data when possible.

Analyzing Pedestrian and Bicyclist Crashes at the Corridor Level: Structural Equation Modeling Approach

Pedestrian and bicycle crashes have been increasing at an alarming pace in recent years. Between 2009 and 2016, annual U.S. pedestrian fatalities increased 46%, and bicyclist fatalities increased 34%. Crashes involving pedestrians and bicyclists, or vulnerable road users (VRUs), are negatively correlated with roadway factors, and positively correlated with environmental and socioeconomic factors. However, specific variables representing these factors are often correlated, making it difficult to accurately characterize relationships between individual variables and pedestrian and bicyclist safety. This study used the structural equation model technique to overcome this problem. Pedestrian and bicyclist crash frequency and more than 60 explanatory variables for 200 highway corridors in Wisconsin were collected. The interrelationships between observed “manifest” variables and unobserved “latent” variables were tested. The results suggest that the most important latent variables influencing the crash frequency of VRUs are bicycle/pedestrian-oriented roadway design (e.g., paved shoulders, sidewalks, and bike lanes), exposure (e.g., walking and biking activity, and employment density), and low social status (e.g., educational level, and wage percentage). The benefits of this study may help community planners, transportation researchers, and policymakers with a better understanding of the intricate interrelationship of the influential factors contributing to VRUs road crashes.

Framing the Bicyclist: A Qualitative Study of Media Discourse about Fatal Bicycle Crashes

This research examines the linguistic choices that frame relationships between bicyclists and other parties involved in fatal crash events. Textual data were collected from media reports of all bicyclist traffic fatalities that occurred from January 2009 through June 2018 in Hillsborough County, Florida, which has a disproportionately high number of bicyclist deaths compared with other areas of the U.S. The media reports were coded with a qualitative data analysis software and analyzed using critical discourse analysis (CDA), a rigorous qualitative method used to analyze oral and written communication developed by Fairclough. Through CDA, the study examines how linguistic choices produce meaning and reinforce the “common sense” or “taken-for-granted” lexicon of transportation. Results show the majority of news reports were episodic rather than thematic, focusing on the traffic event and the parties involved in the crash, particularly the bicyclist. Vocabulary, grammatical structure, and narrative framing of news reports largely functioned to remove blame from the motorist and to highlight the bicyclist’s actions. These linguistic strategies reflect the assumption that responsibility for safety rests on the bicyclist and detracts attention from potential social policy reform that would lead to fewer bicyclist fatalities. A minority of articles written with thematic frames focused on broader issues such as social capital, safety education, and advocacy. This interdisciplinary study is a unique contribution to transportation literature, employing a methodology typically reserved for communication scholars and linguists.

The impact of bicycle helmet legislation on cycling fatalities in Australia.

Australian bicycle helmet laws were first introduced in Victoria in July 1990 and the remaining Australian states, Australian Capital Territory and Northern Territory by July 1992. Previous research on helmet legislation has focused on changes in helmet wearing and bicycle-related head injury. Although it is generally accepted that bicycle helmets can reduce the risk of fatality due to head injury, there has been little research assessing the impact of helmet legislation on cycling fatalities. An interrupted time series approach was used to assess the impact of bicycle helmet legislation on yearly-aggregated rates of bicycle-related fatalities per population from 1971 to 2016. Immediately following bicycle helmet legislation, the rate of bicycle fatalities per 1 000 000 population reduced by 46% relative to the pre-legislation trend [95% confidence interval (CI): 31, 58]. For the period 1990-2016, we estimate 1332 fewer cycling fatalities (95% CI: 1201, 1463) or an average of 49.4 per year (95% CI: 44.5, 54.2). Reductions were also observed for pedestrian fatalities; however, bicycle fatalities declined by 36% relative to pedestrian fatalities (95% CI: 12, 54). In the absence of robust evidence showing a decline in cycling exposure following helmet legislation or other confounding factors, the reduction in Australian bicycle-related fatality appears to be primarily due to increased helmet use and not other factors.

Editorial Patterns in Bicyclist and Pedestrian Crash Reporting

The World Health Organization characterizes traffic deaths as a preventable health epidemic. Despite the scale of the problem, this issue has not led to a concerted call to action. Why not? The field of media studies offers potential insight. Not only does media coverage help determine which issues merit attention, coverage also shapes how issues are framed. The aim of this paper is to examine local news coverage of vehicle crashes involving someone walking or biking. To that end, this paper used content analysis of 200 local news articles to answer the research questions: (1) How do articles apportion blame between vulnerable road users (VRUs) and drivers?; (2) To what extent do articles frame crashes as a public health issue? The results reveal that local news coverage tends to shift blame toward VRUs and away from drivers. Coverage almost always treats crashes as isolated incidents, obscuring the public health nature of the problem. This pattern of coverage likely contributes to the limited public outcry about pedestrian and bicyclist fatalities. Journalists can counteract these patterns by subtly altering their coverage. Planners can assist these efforts by making their expertise readily available to journalists. These simple changes would help the public identify links between seemingly isolated events and increase public pressure to reduce road deaths.

Exploring the professor and student relationship after a life-threatening trauma

ABSTRACTA professor shares his account of recovering from a near fatal bicycle accident in this article. The authors explore the professor/student relationship after this life-threatening accident. Using qualitative research methods, a purpose sample of students from a mid-size undergraduate social work program described their experiences of interacting with the professor after he returned to work. All the students in the sample took a course from the professor before the accident. All the students in the sample also knew about the severity of his injuries after the accident. Important themes of trauma emerged interwoven in the relationship between students and the professor. There are also important concepts mentioned in the article that look at the healing process that occurs between the students and the professor, where significant trauma has occurred in the life of a professor. Existing studies examine the professional/student relationship when the student experienced trauma. Administrators need to consider these important themes of trauma when a professor returns to work after a life-threatening accident.

Hit and run crashes: Knowledge extraction from bicycle involved crashes using first and frugal tree

Abstract Hit and run crash is a punishable offense. In many cases, it involves higher severity levels of the associated roadway users due to the delay of emergency help. For vulnerable road users like pedestrians and bicyclists, this issue is more gruesome. We present an analysis of the effect of crash, geometric, and environmental characteristics on the bicycle-involved hit and run crashes by using six years of Louisiana crash data with an application of fast and frugal tree (FFT) heuristics algorithm. Over 1000 bicycle-involved hit and run crashes occurred in Louisiana out of around 108,000 hit and run crashes during 2010–2015. The fatal bicycle crashes represent 10% of the total fatal hit and run crashes. Additionally, hit and run bicycle crashes represent 22% of total bicycle crashes in Louisiana. In the preliminary analysis, we provided statistical significance test of the key contributing factors for two major groups (bicycle-involved hit and run crashes, and not bicycle-involved hit and run crashes). We divided the complete dataset into two separate datasets: training data for model development, and testing data for performance evaluation. FFT identifies five major cues or variable threshold attributes that contribute significantly in predicting bicycle-involved crashes. These cues include fatal and injury crashes, right angle/turning/head on collisions, city streets/others, intersection, and residential/mixed localities. The balanced accuracy is around 76% for both training and testing data. The current model shows higher sensitivity than other complex and black box machine learning models (e.g., support vector machine, random forest). Findings of our study will provide valuable insights for hit and run bicycle crash reduction in both planning and operation levels.

Impact of Cognitive Distractions on Drivers’ Anticipation Behavior in Vehicle-bicycle Conflict Situations

Overall, the rate of vehicle-bicycle collisions is continually increasing. In the United States alone, bicyclist fatalities contributed to 2.3 percent of all crash related fatalities in 2015. In most of these cases, crashes occur due to distracted drivers who are unable to correctly anticipate the bicyclists at the hazardous locations on the roadways such as, intersections and curves. The objective of the current study is to contribute to the divisive literature surrounding cell phone use while driving by specifically measuring, the effects of a secondary mock cell phone task on hazard anticipation performance across common vehicle-bicycle conflict situations. Two groups of 20 drivers each, navigated seven unique scenarios on a driving simulator while being monitored by an eye tracker. One group of participants performed a hands free mock cellphone task while driving, while the second group drove without any additional tasks outside of the primary task of driving. Analysis of the proportion of anticipatory glances using a logistic regression model revealed a significant main effect of the mock cellphone task at reducing the proportion of such glances made by the drivers towards potential bicyclist threats on the roadway.