Biking Where Black: Connecting Transportation Planning and Infrastructure to Disproportionate Policing

This study asks whether deficiencies in transportation are associated with disproportionate policing in Chicago using the case of cycling. I examine how the number of bicycle citations issued per street segment are influenced by the availability of bicycle facilities and street characteristics, controlling for crash incidence, police presence, and neighborhood characteristics. Tickets were issued 8 times more often per capita in majority Black tracts and 3 times more often in majority Latino tracts compared to majority white tracts. More tickets were issued on major streets, but up to 85% fewer were issued when those streets had bike facilities, which were less prevalent in Black and Latino neighborhoods. Tickets were not associated with bicycle injury-crashes and inversely associated with vehicle injury-crashes. Infrastructure inequities compound the effects of racially-biased policing in the context of transportation safety strategies. Remedies include the removal of traffic enforcement from safe systems strategies and equitable investment in cycling.

Epidemiology and Injury Characteristic Between Bicycle and Motorcycle Under 19 Population: South Korea

ObjectivesBicycles and motorcycles are the main means of transportation and leisure for those under the age of 19 in South Korea. We aimed to identify epidemiology of injuries and to determine the injury characteristics and clinical outcomes of two-wheel vehicle-related accidents in individuals under the age of 19.Materials and methodsThis was a retrospective cohort and data, acquired from the National Emergency Department Information System, was collected from 401 emergency departments (EDs) between January 2016 and December 2018. We included injured patients aged < 19 years who experienced injuries while driving two-wheeled vehicles.Results We enrolled 54,342 two-wheel vehicle injury patients in the study (37,410 bicycle and 16,932 motorcycle-related), of which, males comprised 86.8% (bicycle) and 94.9% (motorcycle). External and extremity injuries were the most common injuries. ED mortality was 9 (0.0%) for bicycle injury and 53 (0.3%) in motorcycle injury. 3,346 (8.9%) patients with bicycle injuries and 4,096 (24.2%) with motorcycle injuries were hospitalised. Bicycle-related injuries included fractures in the clavicle (10.9%), humerus (13.4%), and forearm (25.4%). Motorcycle-related injuries included fractures in the pelvic ring (2.0%), acetabular (0.9%), femoral (10.2%), patellar (1.8%), tibiofibular (11.5%) and foot (7.5%). The mean ISS score of hospitalised patients was 12.0 ± 12.6 in bicycle-related injury and 17.6 ± 15.4 in motorcycle-related injury. The number of hospitalised bicycle injury patients with ISS > 16 of was 922 (27.6%), and that of hospitalised motorcycle injury patients with ISS > 16 was 1,850 (45.2%). The mean length of hospital stay (LOS) was 191.5.8 ± 224.2 hours in bicycle injury, while the mean LOS for motorcycle injury was 359.6 ± 416.7 hours. Hospital mortality cases were 6 (0.2%) with bicycle injury and 49 (1.2%) with motorcycle injury. Conclusions In the under-19 population, two-wheel vehicle-related injuries had a low mortality rate and occurred predominantly in males. Motorcycle injuries were higher in patients aged over 16 and were associated with higher ISS (>16), ICU admissions, and mortality rates than bicycle injuries. Bicycle accidents mainly caused upper limb fractures, while motorcycle accidents mainly caused lower limb fractures. Preventive measures according to each means and age group are required.

Analysis of the Damage of Cyclists in Electric Bicycle - Sedan Angle Collision

In order to study the vulnerable factors of the traffic accidents—the cyclist's injury factor at the moment of the accident—the computer simulation analysis method is used to restore the information collected by a real accident combined with the scene. From the established multi-rigid kinematics model, the corresponding injury situation of a body structure of a traffic accident rider is obtained, which involves the collision speed, the collision angle, the acceleration of each part of the human body and the force. The data is compared with ECE R44, FMVSS 213 and Euro NCAP 2009 regulations to analyze and restore various factors of bicycle injury in the collision. The results show that when the car and the non-motor vehicle have a low-angle collision, the cyclist's injury is mainly caused by the collision with the ground after the parabola movement, and the damage position of the human body depends on the order of contact with the ground.

Bicyclist Crash Comparison of Mixing Zone and Fully Split Phase Signal Treatments at Intersections with Protected Bicycle Lanes in New York City

This study builds on the success of New York City’s protected bicycle lanes (PBLs) through improving the understanding and impacts of different intersection designs. Specifically, to understand better the safety of the two primary intersection design treatments for single direction PBLs, the mixing zone and fully split phase signal, several different data sources are used in a before–after and cross-sectional analysis including; 184 intersections, nearly 17 years of reported bicycle injury crashes at intersections, and historic bicycle volume and turning movement counts. It was found that, following the installation of PBLs, the rate of crashes per bicyclist decreased by an average of 30%. The study also identified similar benefits between mixing zones and fully split phases at intersections with lower turn volumes while at higher turn volume locations the shorter mixing zones have the lowest crash rates. For wider cross-streets, the crash risk for bicycle riders increased regardless of the treatment, however fully split phase intersections perform better at wider crossings overall. Based on these results, it is recommended that the fully split phase treatment should be typically prioritized where the safety need is greatest, such as at wider intersections and two-way cross-streets. In addition, these findings reinforce the need to reduce turn speeds and cyclist exposure at multilane crossings.

Estimated total costs from non-fatal and fatal bicycle crashes in the USA: 1997–2013

IntroductionEmergency department visits and hospital admissions resulting from adult bicycle trauma have increased dramatically. Annual medical costs and work losses of these incidents last were estimated for 2005 and quality-of-life losses for 2000.MethodsWe estimated costs associated with adult bicycle injuries in the USA using 1997–2013 non-fatal incidence data from the National Electronic Injury Surveillance System with cost estimates from the Consumer Product Safety Commission's Injury Cost Model, and 1999–2013 fatal incidence data from the National Vital Statistics System costed by similar methods.ResultsApproximately 3.8 million non-fatal adult bicycle injuries were reported during the study period and 9839 deaths. In 2010 dollars, estimated adult bicycle injury costs totalled $24.4 billion in 2013. Estimated injury costs per mile bicycled fell from $2.85 in 2001 to $2.35 in 2009. From 1999 to 2013, total estimated costs were $209 billion due to non-fatal bicycle injuries and $28 billion due to fatal injuries. Inflation-free annual costs in the study period increased by 137% for non-fatal injuries and 23% for fatal injuries. The share of non-fatal costs associated with injuries to riders age 45 and older increased by 1.6% (95% CI 1.4% to 1.9%) annually. The proportion of costs due to incidents that occurred on a street or highway steadily increased by 0.8% (95% CI 0.4% to 1.3%) annually.ConclusionsInflation-free costs per case associated with non-fatal bicycle injuries are increasing. The growth in costs is especially associated with rising ridership, riders 45 and older, and street/highway crashes.

Paediatric Orbital Fractures: The Importance of Regular Thorough Eye Assessment and Appropriate Referral

The paediatric orbital fracture should always raise alarm bells to all clinicians working in an emergency department. A delay or failure in diagnosis and appropriate referral can result in rapidly developing and profound complications. We present a boy of childhood age who sustained trauma to his eye during a bicycle injury. Acceptance of the referral was based on no eye signs; however, on examination in our unit the eye had reduction in visual acuity, no pupillary reaction, and ophthalmoplegia. CT scan suggested bone impinging on the globe and the child was rushed to theatre for removal of the bony fragment. Postoperatively no improvement was noted and a diagnosis of traumatic optic neuropathy was made. An overview of factors complicating paediatric orbital injuries, their associated “red flags”, and appropriate referral are discussed in this short paper.