TY - JOUR T1 - Comparing the effects of infrastructure on bicycling injury at intersections and non-intersections using a case–crossover design JF - Injury Prevention JO - Inj Prev DO - 10.1136/injuryprev-2012-040561 SP - injuryprev-2012-040561 AU - M Anne Harris AU - Conor C O Reynolds AU - Meghan Winters AU - Peter A Cripton AU - Hui Shen AU - Mary L Chipman AU - Michael D Cusimano AU - Shelina Babul AU - Jeffrey R Brubacher AU - Steven M Friedman AU - Garth Hunte AU - Melody Monro AU - Lee Vernich AU - Kay Teschke Y1 - 2013/01/01 UR - http://injuryprevention.bmj.com/content/early/2013/02/13/injuryprev-2012-040561.abstract N2 - 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. ER -