Skip to main content

Table 2 Ratio of observed to expected injury events for each crash circumstance and route type combination

From: Bicycling crash circumstances vary by route type: a cross-sectional analysis

 

Odds Ratio (relative risk of injury) by route type[3]A

 

Ratios of observed to expected1injury events (and 95% confidence intervals)B

 

Control sites

Motor vehicle (excluding door)

Motor vehicle door

Pedestrian, cyclist or animal

Streetcar (tram) or train track

Other surface

Infrastructure

Fall to avoid collision

Other fall

 

683

168

63

40

97

69

69

69

108

Major street, with parked cars

          

  No bike infrastructure

1.0 reference

114

1.5 B(1.1-1.9)

3.0 (2.1-4.0)

0.3 (0.1-1.2)

3.0 (2.4-3.7)

0.5 (0.2-1.2)

0.3 (0.1-0.8)

0.7 (0.3-1.4)

0.8 (0.5-1.3)

  CShared lane

0.78

7

1.7 (0.5-3.2)

3.1 (0.6-7.6)

0 (0–7.5)

0 (0–3.1)

0 (0–4.4)

1.4 (0.1-5.7)

2.8 (0.5-6.9)

0.9 (0.1-3.7)

  Bike lane

0.53

27

1.2 (0.6-2.1)

1.6 (0.5-3.8)

0.6 (0–3.6)

0.5 (0.1-1.8)

1.5 (0.5-3.4)

0.7 (0.1-2.6)

0.7 (0.1-2.6)

0.2 (0–1.3)

Major street, no parked cars

          

  No bike infrastructure

*0.65

116

0.8 (0.6-1.2)

1.1 (0.6-1.9)

0.7 (0.3-1.8)

1.7 (1.2-2.3)

0.8 (0.4-1.5)

1.0 (0.6-1.8)

0.3 (0.1-0.9)

1.0 (0.6-1.5)

  CShared lane

0.66

12

0.3 (0–1.6)

1.8 (0.3-5.3)

2.9 (0.5-8.4)

1.2 (0.2-3.5)

1.7 (0.3-4.9)

0.8 (0–4.0)

2.5 (0.7-5.7)

0 (0–1.9)

  Bike lane

*0.47

46

1.2 (0.7-1.9)

0.2 (0–1.4)

0.4 (0–2.2)

0.8 (0.3-1.7)

0.4 (0.1-1.6)

1.1 (0.4-2.4)

0.4 (0.1-1.6)

0.7 (0.3-1.5)

Local street (mainly residential)

          

  No bike infrastructure

*0.44

115

0.9 (0.6-1.2)

0.5 (0.2-1.1)

0.6 (0.2-1.6)

0.3 (0.1-0.7)

1.1 (0.6-1.9)

0.5 (0.2-1.1)

0.4 (0.2-1.0)

1.4 (0.9-2.0)

  Bike route

*0.53

56

1.3 (0.8-1.9)

0.8 (0.3-2.0)

0.3 (0–1.9)

0.1 (0–0.8)

1.2 (0.6-2.4)

1.1 (0.4-2.2)

0.9 (0.3-2.0)

1.0 (0.5-1.8)

  Bike route, with traffic calming

0.59

46

1.7 (1.1-2.3)

0.5 (0.1-1.7)

0.7 (0.1-2.7)

0 (0–0.7)

0.4 (0.1-1.6)

0.2 (0–1.3)

2.6 (1.5-4.1)

1.4 (0.7-2.3)

Separated from traffic

          

  Sidewalk, pedestrian path

0.73

47

1.0 (0.6-1.7)

0 (0–1.0)

0.7 (0.1-2.7)

0.3 (0.1-1.1)

1.5 (0.7-2.9)

1.9 (1.0-3.3)

1.9 (1.0-3.3)

1.5 (0.8-2.4)

  Multiuse paths, paved

0.75

55

0.2 (0.1-0.7)

0 (0–0.9)

3.7 (2.1-6.0)

0.4 (0.1-1.1)

1.6 (0.8-2.9)

2.3 (1.4-3.7)

2.3 (1.4-3.7)

0.9 (0.4-1.7)

  Multiuse paths, unpaved

0.63

11

0 (0–1.3)

0 (0–3.5)

1.6 (0.1-7.3)

0 (0–2.3)

6.3 (3.1-8.7)

1.8 (0.3-5.2)

0.9 (0.1-4.2)

0.6 (0–2.7)

  Bike path

0.54

21

0 (0–0.8)

0 (0–2.1)

4.9 (2.1-8.9)

0 (0–1.4)

0 (0–1.9)

3.8 (1.9-6.1)

1.4 (0.4-3.7)

1.2 (0.4-2.7)

  DCycle track

*0.12

10

0 (0–1.4)

0 (0–3.7)

1.7 (0.1-7.8)

0 (0–2.4)

1.0 (0.1-4.5)

0 (0–3.4)

0 (0–3.4)

0 (0–2.2)

  1. AOdds ratios (relative risks of injury) by route type are from a previous analysis [3] and are provided for reference only. Asterisks indicate risk of injury for this route type was significantly lower than on major streets with parked cars and no bike infrastructure (the reference category).
  2. BRatios of observed to expected1 injury events and confidence intervals in bold when statistically significantly different from 1.0. Expected1 based on exposure to route type, estimated via randomly selected control sites on the trip route.
  3. CShared lanes include traffic lanes marked with sharrows or shared HOV lanes.
  4. DCycle tracks run alongside major streets but are physically separated from them, except at intersections. They are also called “separated bike lanes” or “protected bike lanes”.
  5. Statistical significance, p ≤ 0.05.
Back to article page

BMC Public Health

ISSN: 1471-2458

Contact us