Gender stereotypes and superior conformity of the self in a sample of cyclists

Injured cyclists with focus on single-bicycle crashes and differences in injury severity in Sweden

While cycling is promoted as a clean, energy-efficient mode of transport generating physical activity, the number of injured cyclists must decrease to achieve traffic safety goals. The extent of the single bicycle crashes (SBCs) and crash causes are rather well studied. This study expands this knowledge by focusing on differences in injury severity. The aim of the study is to investigate the relationship between injury severity and characteristics of the crash and the cyclist with focus on SBCs. Furthermore, injury risk is calculated for different age classes and sexes, as well as for different purposes of the trip. The results are based on injured cyclists in Sweden (N = 105,836) registered in STRADA, 2010-2019, by both the police and accident and emergency departments (A&Es), with a special focus on injury severity reported by the A&Es. Binary logistic regression was applied to analyse how the odds of being severely injured differed for different cyclists and situations. Results from of the National Travel Survey, 2011-2016, were used to study differences in distance travelled with respect to sex, age group and purpose of the trip. Given that the cyclist is injured in an SBC, the results show a higher probability of being severely injured (maximal AIS 3 or more) for cyclists 45 years or older compared to younger cyclists, for males compared to females and for cyclists not wearing a helmet compared to cyclists wearing a helmet. A higher probability for severe injury was also found for crashes occurring during leisure trips compared to work/school trips, crashes occurring during weekdays compared to weekends and crashes at intersections and road stretches compared to pedestrian and cycle paths. Furthermore, the risk of being severely injured in an SBC per km travelled was higher for cyclists aged 45 and older and during a leisure trip.

Investigating the gender differences on bicycle-vehicle conflicts at urban intersections using an ordered logit methodology

In the literature, a crash-based modeling approach has long been used to evaluate the factors that contribute to cyclist injury risk at intersections. However, this approach has been criticized as crashes are required to occur before contributing factors can be identified and countermeasures can be implemented. Moreover, human factors related to dangerous behaviors are difficult to evaluate using crash-based methods. As an alternative, surrogate safety measures have been developed to address the issue of reliance on crash data. Despite recent developments, few methodologies and little empirical evidence exist on bicycle-vehicle interactions at intersections using video-based data and statistical analyses to identify associated factors. This study investigates bicycle-vehicle conflict severity and evaluates the impact of different factors, including gender, on cyclist risk at urban intersections with cycle tracks. A segmented ordered logit model is used to evaluate post-encroachment time between cyclists and vehicles. Video data was collected at seven intersections in Montreal, Canada. Road user trajectories were automatically extracted, classified, and filtered using a computer vision software to yield 1514 interactions. The discrete choice variable was generated by dividing post-encroachment time into normal interactions, conflicts, and dangerous conflicts. Independent variables reflecting attributes of the cyclist, vehicle, and environment were extracted either automatically or manually. Results indicated that an ordered model is appropriate for analyzing traffic conflicts and identifying key factors. Furthermore, exogenous segmentation was beneficial in comparing different segments of the population within a single model. Male cyclists, with all else being equal, were less likely than female cyclists to be involved in conflicts and dangerous conflicts at the studied intersections. Bicycle and vehicle speed, along with the time of the conflict relative to the red light phase, were other significant factors in conflict severity. These results will contribute to and further the understanding of gender differences in cycling within North America.

Understanding hikers who approached a hazardous river in Yosemite National Park

OBJECTIVES

To understand the perceptions and motivations of hikers who approached a swift river at locations that have been associated with drowning in the past.

METHODS

A survey was completed by 399 adults who had been observed getting 'too close' to the Merced River. The questionnaire covered trail familiarity, information sources, timing and motivation of their decision, perceived safety, knowledge and opinion of park rules.

RESULTS

Sixty-eight per cent of invited hikers agreed to participate. Almost all had received advance information about their hike, but most often that did not include a river warning. Most respondents were observed in the risk zone by the footbridge, and their most frequent motivation was to 'cool off'. Ninety-two per cent of hikers reported feeling very or somewhat safe by the river. Their risk perceptions did not correlate with expert ratings of danger. Males, younger subjects and those who had hiked the trail before were more likely to enter the most hazardous parts of the risk zone. Eleven per cent of people at the footbridge and 43% at the top of the waterfall thought that the park should not allow visitors to go where they had been. The most common reason they gave for this view was that the location was unsafe.

CONCLUSIONS

While this needs assessment identified channels for informing hikers of drowning risk, there are indications that they might not personalise such warnings. Another option would be to explore cooling alternatives that could compete with the swift water that runs along many hiking trails.

[Risk factors for provoking collisions between cyclists and pedestrians in Spain, 1993-2011]

OBJECTIVE

To identify and quantify the factors depending on pedestrians, cyclists and the environment associated with the risk of causing a collision between a cyclist and a pedestrian in Spain from 1993 to 2011.

METHODS

STUDY DESIGN

retrospective case series.

POPULATION

1228 pedestrian-cyclist pairs involved in the same number of collisions in an urban area, only one of whom committed an infraction.

SOURCE

Register of Traffic Accidents with Victims, supported by the Spanish Traffic General Directorate.

VARIABLES

committing an infraction (yes/no), age, sex, helmet use (cyclist), hour, type of day, year, existence of sidewalks, place of the accident, and priority regulated.

ANALYSIS

logistic regression model to estimate the strength of the association between the pedestrian's responsibility and independent variables. The association with the cyclist's responsibility was assessed by reversing the value of the odds ratios obtained.

RESULTS

In both groups of users, the risk of causing a collision was higher in extreme ages. Female cyclists had a slightly higher risk than male cyclists, while the use of a helmet had a protective effect. The risk of the pedestrian causing an accident was higher in the absence of sidewalks. Cyclists more frequently provoked accidents in crosswalks.

CONCLUSION

We recommend the implementation of safety campaigns aimed at pedestrians and cyclists, with special attention paid to the youngest and older people. Interventions for correct road use would also be advisable.

A hazard-based duration model for analyzing crossing behavior of cyclists and electric bike riders at signalized intersections

This paper presents a hazard-based duration approach to investigate riders' waiting times, violation hazards, associated risk factors, and their differences between cyclists and electric bike riders at signalized intersections. A total of 2322 two-wheeled riders approaching the intersections during red light periods were observed in Beijing, China. The data were classified into censored and uncensored data to distinguish between safe crossing and red-light running behavior. The results indicated that the red-light crossing behavior of most riders was dependent on waiting time. They were inclined to terminate waiting behavior and run against the traffic light with the increase of waiting duration. Over half of the observed riders cannot endure 49s or longer. 25% of the riders can endure 97s or longer. Rider type, gender, waiting position, conformity tendency and crossing traffic volume were identified to have significant effects on riders' waiting times and violation hazards. Electric bike riders were found to be more sensitive to the external risk factors such as other riders' crossing behavior and crossing traffic volume than cyclists. Moreover, unobserved heterogeneity was examined in the proposed models. The finding of this paper can explain when and why cyclists and electric bike riders run against the red light at intersections. The results of this paper are useful for traffic design and management agencies to implement strategies to enhance the safety of riders.