Last month Reuters reported on a study of bicycle injuries that found an increase in serious bicycling injuries in a Denver hospital from 1996 to 2006. The report, which carried the headline “Bicycle injuries in U.S. becoming more severe,” has been widely picked up, circulated, and worried over. Now it’s time to put the genie back in the bottle.
The study itself is not available – it was presented at the American College of Surgeons’ 95th annual Clinical Congress in Chicago – so we are left to interpret the Reuters article and a news release from the University of Colorado.
From Reuters:
The severity of injuries and time spent hospitalized for bicycle injuries tended to increase in the past decade, according to the findings…The number of chest injuries rose by 15 percent, while abdominal injuries increased threefold over the last five years.
It may well be true that bicycling injuries are becoming more severe, but before we jump to too many conclusions about what this means, there is a lot more we need to know. From what we already know, however, it is clear that the reporting on these findings has been overblown and sometimes plainly inaccurate.
The first obvious point to make is the limited scope of the study – 329 bicycling injuries in one Denver hospital between 1996 and 2006 – hardly justifies the headline’s claim that the study says anything about what is happening in the entire U.S. How much can we generalize about the findings from the Rocky Mountain Regional Trauma Center in Denver? The author of the study, Jeffry Kashuk, made this point in the University of Colorado release saying, “These results were stunning but we must remember that this is only a single center study. Our findings and data need to be verified by a larger, multi-centered national study.”
It is not actually clear how stunning the results are. According to the University of Colorado release, one of the researchers plotted the locations of the crashes on a Denver map, and noticed that the “major concentration of collisions took place in the downtown urban areas and the majority of riders were older males, suggesting a greater frequency of urban commuters opposed to recreational riders.”
Reuter’s continues:
The rise in injury severity likely reflects an increased rate of “motor vehicle associated injuries, which might suggest, along with a trend toward older age, that the injuries occurred in commuters more frequently than the past, as opposed to recreational riders,” Kashuk said.
He is saying that injuries are more severe when a bicyclist crashes with a car than in other types of bicycle crashes. He is not saying that there is a greater risk of crashing with a car than before. He is also not saying that car-crash injuries are getting more severe. It appears that the study did not control for the type of riding that led to the injuries, focusing instead on the change in injury severity over time. He is saying that as people ride in traffic more, there will be more “motor vehicle associated injuries.”
We know from the U.S. Census Bureau that the percentage of bicycle commuters in Denver increased 93% just between 2000 and 2006. Thus an increase in the types of injuries more associated with commuting is not surprising.
The study is not saying that bicycle commuting is becoming more dangerous – just that more people are doing it and therefore there are more serious injuries in one Denver hospital. That makes headlines like this one from Denver’s ABC affiliate – “Injuries To Cyclists Who Commute Becoming More Severe” – inaccurate and misleading. The injuries may be more severe, but the study doesn’t appear to claim that commuter injuries are becoming more severe.
The author of the report rightly calls for more safe accommodation of cyclists to avoid these injuries. And he is certainly correct that “There is a paucity of studies looking specifically at bicycle injuries”.
Headlines like the ones being attached to the Denver study may deter some people from riding. That would actually have a negative impact on the safety for the rest of us. Peter Jacobson’s famous study “Safety in Numbers” showed that as more people ride, drivers become more aware of cyclists, making everyone safer: “The likelihood that a given person walking or bicycling will be struck by a motorist varies inversely with the amount of walking or bicycling.”
Researchers John Pucher, Jennifer Dill, and Susan Handy recently published a review of the literature on bicycling, “Infrastructure, Programs, and Policies to Increase Bicycling: An International Review”. They conclude: “The combined evidence presented in these studies indicates that the health benefits of bicycling far exceed the health risks from traffic injuries, contradicting the widespread misperception that bicycling is a dangerous activity.”
So do not let any scary headlines make you think that bicycling is becoming more dangerous. There certainly are risks, and education, proper care and investment from communities all over the country are extremely important. The good news is that the more of us out three riding, the safer – and healthier – we’ll all be.
b. Bicycle commuters appear to be at risk for more severe injuries than recreational cyclists
c. Too many urban areas, like Denver, are encouraging bicycle commuting with investing in the needed facilities to keep them safe
The result, he says, will be an epidemic of injuries to bike commuters.
He makes a perfectly legitimate point, as far as it goes. From the point of view of promoting safe cycling, there is a bit of a chicken and egg question here. In my view, both promotion and safe facilities are necessary to encourage safe cycling. Cities won’t invest in safe infrastructure if very few people ride, and people won’t ride if all they hear is about how dangerous cycling is. Again, Dr. Kashuk is right to call for more safe facilities, but not to call for a halt to cities’ promotion efforts. We can and should do both.
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Despite the growth in bicycle commuting, it still strikes many people as unusual. In fact, judging by this report in the “Twitter Room” section of The Hill (“Tweets you need to read”) a Congressman riding his bike to a bill signing on Capitol Hill is more noteworthy than a Congressman using Twitter. The article relates the fact that Congressman Earl Blumenauer tweeted the following:
“Biking to White House to join the President and GLBT champions for signing Hate Crimes into law.”
The article, of course, mentions the Congressional Bike Caucus. The list of the members of the Congressional Bike Caucus on Congressman Blumenauer’s website needs to be updated. The caucus has grown, thanks to enthusiasm generated at the most recent National Bike Summit. There are now 218 Bike Caucus members. View the full list of Bike Caucus Members in the 111th Congress.
Meanwhile in other Earl Blumenauer news, Streetsfilms got to tag along as Transportation Alternatives’ Paul Steely White and Noah Budnick gave him a tour of New York City’s new bicycle facilities. Good stuff…
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USA Today’s Drive On Blog recently had a provocative piece asking whether motorists have let cyclists rights go too far – apparently missing the irony that it was cyclists in the 1880s that literally paved the way for motor vehicles, while simultaneously laboring under the misunderstanding that people’s right to use the public right of way is held at the whim of motorists.
While no doubt hoping to stir a lively debate, the author rehashed the tired – and false – notion that motorists and cyclists are at war and cannot coexist peacefully. The overwhelming majority of cyclists has absolutely no intention or desire to deliberately obstruct motorists. A tiny minority of riders may be oblivious and thoughtless about what’s going on behind them – and very, very occasionally a critical mass ride or equivalent will deliberately fill up a street or intersection for a few minutes, once a month, in a handful of cities across the country. Not exactly apocalyptic stuff.
To be honest, drivers are very much more effective at clogging up city streets, twice a day, every work day, 52 weeks of the year, all by themselves without any help from cyclists. Seriously, if a few more people walked, took transit or biked instead…?!
In one case highlighted in the article, a driver – apparently already notorious among the Los Angeles bicycling community for similar prior behavior – passed a group of cyclists heading down a canyon road and deliberately slammed on the brakes in front of them, with fairly obvious consequences. He was mad at having to wait behind them.
By chance, my son and I were in the LA area the week after this happened. As we drove down some of the amazing canyon roads, at the speed limit, we were illegally passed by impatient motorists who crossed the solid yellow center lines on blind corners and as we approached intersections – not just once or twice, but enough times that it became something of a standing joke between us. Except that it isn’t funny when people get hurt.
The other case involved a Maryland driver who hit and killed a cyclist in front of her that she “didn’t see”. The USA Today article, local mediaand evenearly statements from the Maryland Highway Patrol suggested that if the rider had been in the right portion of the lane instead of the middle, the crash might have been prevented – a little hard to fathom, given that the motorist didn’t see the cyclist when he was straight in front of her. Surely we should expect drivers to be aware of what is going on right in front of them – and surely the news media and police should bolster that expectation, not excuse careless, dangerous or inattentive driving.
The author contacted the League for a “little perspective”. He used a “little” of what Jeff Peel had to say in response. He actually managed to single out phrases that had both cyclists and motorists irritated with us at the same time, which is no small feat!
Our Smart Cycling program teach that there are times when cyclists do need to take the lane, even on streets with bike lanes: when the bike lane or right hand side of the travel lane is blocked, or has a dangerous drainage grate or pothole, or has broken glass, piles of snow or leaves – all things which can cause a cyclist to crash. It’s really no different for motorists encountering delivery trucks, wheel-swallowing potholes, broken down vehicles, illegally parked cars, etc. You don’t just drive over them if you can help it.
There may be times when the travel lane is simply too narrow to share side by side with a car, and rather than ride in the gutter or on the sidewalk (surprising to many, sidewalks are among THE most likely places for everyday cyclists to get in a crash with a car) it is safer for the bicyclist and the motorist for the cyclist to ride in the center of the lane. Not to get in the way; and not on the interstate. A cyclist is more visible, and frankly more predictable, where you can see them and see their intentions.
There are times when a cyclist may be going straight ahead and there’s a right turn only lane – to the motorist, it may appear that the cyclist is “in the middle of the road”; to the cyclist, they are just trying to get where they are going without having someone turn right in front of them. The same is true if a cyclist is making a left turn – they should usually be making it from the left side of the lane or left-turn lane.
Truthfully, this whole debate isn’t really just about bicyclists and bicycling versus motorists and cars – even though that makes for better copy and more strident discussion. It’s about civility and safety on our streets, for which we all share responsibility. There are rogue cyclists and rogue drivers; and failure to comply with traffic laws – be they stop signs for cyclists or speed limits for motorists – is sadly endemic in our culture, and we tolerate it at our individual and collective peril every time we hit the road.
See a slide show of Balance Bikes in the New York Times.
Lucky kid
From the New York Times:
BALANCE bikes, long popular in Europe, are making inroads in the United States as a way to teach children to ride a two-wheel bicycle without the need for training wheels. The bikes do not have pedals; instead, toddlers use their feet to steady themselves, propel forward and brake. Eventually they learn to coast — and balance.
Technically, the bikes are ride-on toys, because they lack gears. But they do look like small bicycles, with rubber tires, adjustable seats and adjustable handlebars (on the metal-frame ones, at least). All are low to the ground, so that diminutive riders can straddle them while standing on both feet.
“This makes them a better option than taking the pedals off a regular kids’ bike, since the bike may still be too tall to stand over,” said Tim Blumenthal, the executive director of Bikes Belong, a nonprofit advocacy group in Boulder, Colo. Velo Bartolome, age 2, recently tested five balance bikes, each no more than 11 pounds or $98. His father, Arsenio, a sales representative for City Bikes in Chevy Chase, Md., and Washington, D.C., said that a lightweight bike was easier for younger riders to control. “The learning curve for building and riding the bikes was quick,” Mr. Bartolome said. “About 15 minutes for each of us.”
The report tracks local use of federal bicycle and pedestrian funds since they became available under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). The authors rank the 50 largest metropolitan areas according to annual per capita spending on bicycle and pedestrian projects between 1991 and 2006. Investments ranged from $0.18 per person per year in the Virginia Beach, VA metropolitan area to $2.50 in the Providence, RI area. They also tracked how much of the funding came from Transportation Enhancements (TE) and the number of other federal funding programs the metropolitan areas tapped into.
Perhaps the most striking finding of the report is the role of sub-allocations. Federal funding can flow either through the state or be sub-allocated through Metropolitan Planning Organizations (MPOs). The federal government recommends that states devolve funding authority to MPOs, but many states choose not to. According to the report, this impacts the chances of bicycling and walking projects being funded. Cities in states that sub-allocated TE spent an average of 44 percent more on bicycle and pedestrian infrastructure than cities in states without sub-allocation. This is probably because the positive impact of bicycle and pedestrian facilities is more apparent on the city-scale rather than the state-scale.
CMAQ-funded bike sharing program in Fort COllins, CO
funds spent in Sacramento, Calif. and Baltimore, Md. to demonstrate the point. California sub-allocates their CMAQ funds to MPOs, whereas Maryland administers the program from the state level. Forty-four percent of the federal bicycle and pedestrian funding in Sacramento came from the CMAQ program, an even larger share than came from TE. In contrast, Baltimore relied heavily on TE funds and did not spend any CMAQ money on bicycle and pedestrian projects over the 14 year period. It appears that bicycle and pedestrian projects fare best when funding decisions are made at the lowest level of government possible.
I was in New York City recently and planners and advocates there expressed the desire to have federal funding flow directly through the sophisticated and well-staffed city DOT instead of their Metropolitan Planning Organization, the New York Metropolitan Transportation Council. Compared to some places, though, New York has it good.
The League has been busy following several issues on Capitol Hill ranging from livable communities to the many complexities of the Transportation Bill and transportation funding. Below is a summary of what is on our radar and their recent developments. Please visit the League of American Bicyclists Advocacy Center to view all the federal legislation we are tracking. Although we currently do not have an immediate action item, we hope you will take the opportunity to call your Members of Congress to urge them to sign all of these important issues.
Representative Blumenauer Announces Creation of Livable Communities Task Force
Rep. Earl Blumenauer (OR-3) announced today, October 20 the creation of the Livable Communities Task Force, a collection of Congressmen united in improving and expediting legislation that builds more livable communities. The task force, made up of 20 Representatives, is charged with working to improve our communities through federal legislation that helps reduce our nation’s dependence on oil, protect the environment, improve public health and invest in housing and transportation projects that create jobs and can give people more commuting choices.
Rep. Blumenauer, Chairman of the task force, announced its formation on Streetsblog and explains further on the task force’s website.
Climate Bill Moving Forward on Transportation Funding
The Climate Bill, introduced on September 30th by Senators Kerry (D-MA) and Barbara Boxer (D-CA), is a comprehensive bill posed to fight global warming by putting a cap and trade on CO2 emissions.
The funding levels for the bill, which are still being negotiated, have been expected to give only a small percentage of increase to green transportation, such as bicycling and walking, despite the fact that 30 percent of our nation’s emissions are from the transportation sector. The League of American Bicyclists, along with the Transportation for America (T4) Coalition, participated in a Senate lobby day on October 7 and met with 23 offices to advocate for robust funding for green transportation in the Climate Bill going with hopes to combat emissions from the transportation sector.
Senate Majority Leadership Recognizes Need for Shorter Extension
Senator Dick Durbin (D-IL), the Assistant Majority Leader, recently stated that he would like to see a transportation bill passed by early 2010, much sooner than expected. This announcement, made at a summit of regional business leaders in Iowa, comes as a break from the 18-month extension proposed by the Obama administration and Senator Boxer (D-CA), Chair of the Environment and Public Works Committee (the body posed to write the bill).
Elena Schor at Streetsblog analyzes the possible repercussions of the Senator’s statement. Read the original story from the Quincy Herald Whig.
Last Wednesday, September 30, the current federal surface transportation law SAFETEA-LU was set to expire. In order to prevent a halt in transportation spending and allow time for the Senate to debate a 3-month extension for SAFETEA-LU, Congress added a one-month continuing resolution (CR) to a last minute legislative branch appropriations bill. Unfortunately, the CR did not address the requirement under SAFETEA-LU for states to send back $8.7B under the latest rescission notice. The League of American Bicyclists along with its America Bikes Coalition partners will use the next month to continue meeting with Congressional Members to urge them to move quickly in passing the next transportation bill. See FAQ section for additional update.
Through the new Communities Putting Prevention to Work (CPPW) grant program, the Centers for Disease Control and Prevention (CDC) will award $373 million to 30 to 40 communities throughout the country to reduce obesity and tobacco use. The program is an opportunity for bicycle and pedestrian advocates and local and state health departments to work together to secure significant funding to increase walking and bicycling for transportation and recreation.
Summary: On September 17, 2009, the Centers for Disease Control and Prevention announced a new program: Communities Putting Prevention to Work. Thirty to forty communities will receive a total of $373 million in American Recovery and Reinvestment Act (stimulus) dollars through this competitive grant program to support interventions that reduce obesity (through improved physical activity and nutrition) and/or reduce tobacco use. Communities can apply for either focus area or both. This landmark opportunity is aimed at mobilizing community resources toward broad-based policy, systems, organizational and environmental changes. The application places an emphasis on communities demonstrating effective coalitions, and notes that special consideration should be given to the inclusion of populations disproportionately affected by chronic diseases.
On September 29, 2009 the Department of Health and Human Services (HHS) announced the release of $120 million in American Recovery and Reinvestment Act (ARRA) funds for prevention and wellness programs for U.S. states and territories, building on the recent announcement of the $373 million funding opportunity for communities and tribes around the country. In all, the comprehensive Communities Putting Prevention to Work initiative will make $650 million available for public health efforts to address obesity, increase physical activity, improve nutrition, and decrease smoking.
Lead Applicants: Local and State Health Departments
Deadlines: Letter of Intent Deadline: October 30, 2009 Application Deadline: December 1, 2009
The Opportunity for Bike/Ped Advocates: Communities Putting Prevention to Work provides an important opportunity for bicycle and pedestrian professionals, enthusiasts, and advocates, as well as health officials, to act quickly to get your city or state to:
1. Apply for the funding;
2. Educate the health department about the range of bike/ped interventions that can be included in their application and action plan; and
3. Include your organization as a partner in the effort.
The Alliance for Biking & Walking has worked with America Bikes and the Safe Routes to School National Partnership to prepare a list of sample bike/ped activities that fit within the five categories of evidence-based interventions that are required as part of this CDC application. Funds are available to make these projects a reality — so it is in your interest to work with your health department to develop the bike/ped aspects of the CDC application for obesity prevention, and to demonstrate how your organization can be a resource to them.
* Populations greater than 500,000: If you live in a city or county with a population of 500,000 people or more, your local city or county health department will be the lead applicant on the grant. You should find and contact the health department staff person who is the lead on physical activity or obesity. In addition, you should contact your Mayor and City Council members to urge them to ask the health department to apply for this grant with a focus on bike/ped to increase physical activity.
* Populations less than 500,000: If you live in a city, county, or community with a population of less than 500,000 people, then your State Department of Health will be the lead applicant. States can only choose two communities throughout the whole state to sponsor, so it will be important to reach out soon. Work with your local health department, Mayor or members of the Board of Supervisors to encourage them to reach out to the state department of health to include your community in the state’s application.
* Tribal Applicants: If you live in a tribal area, you should work with the health department lead staff on physical activity or obesity to prepare the application. Tribes are permitted to apply directly. Application Focus: The CDC Request for Proposals notes that the “key to the success of this initiative, Communities Putting Prevention to Work, will be to implement community-wide policies, systems, and environmental changes that reach across all levels of the socio-ecological model and include the full engagement of the leadership in city government, boards of health, schools, businesses, community and faith-based organizations, community developers, transportation and land use planners, parks and recreation officials, health care purchasers, health plans, health care providers, academic institutions, foundations, other Recovery Act-funded community activities, and many other community sectors working together to promote health and prevent chronic diseases. Funded programs need to build on, but not duplicate current Federal programs as well as state, local, or community programs and coordinate fully with existing programs and resources in the community.”
Please note that construction and research are not eligible activities.
The League of American Bicyclists announced 45 new Bicycle Friendly Business award winners last Thursday, September 24, including two platinum winners Bicycle Sport Shop of Austin, Texas and Quality Bicycle Products of Bloomington, Minn., at the Industry Leadership Breakfast during Interbike in Las Vegas, Nev. This was the third time BFB winners have been announced since the program’s inception in 2008 when the League announced the first 13 designees. “We are delighted so many businesses are using the BFB road map to encourage and enable their employees to ride – everyone from two-person neighborhood businesses to major corporations are getting on board,” stated League President Andy Clarke.
BFB businesses make bicycle friendliness a core element in the workplace and use innovative tools to promote bicycling as an easy and fun option for transportation and recreation. “There are a lot of very simple, effective and creative ways that companies are finding to get people back on their bikes, and we recognize those efforts with our BFB awards,” said Clarke. The League encourages businesses to inspire their employees to bike to work by incorporating the fundamentals of the BFB program. “Companies across the country are recognizing that getting their employees moving – either to or from work, in course of work, or even in their own time – is good for business.”
The BFB program recognizes socially responsible businesses that promote healthy, happy, and green workplaces and provides a road map to become even more bicycle-friendly in the years to come. Platinum-level Bicycle Sport Shop has noticed several benefits from supporting a bicycle friendly workplace, including improved employee health and fewer hours missed due to illness; reduced parking costs; improved lifestyle for employees; and improved morale for all staff. “We are providing life lessons for our employees, which help them improve their health and teach them how important it is to stay healthy,” said Leslie Luciano, Bicycle Sports Shop Advocacy Coordinator. Platinum-level Quality Bicycle Products (QBP) has also noticed several benefits of joining the BFB program – including increased bike commuting. QBP counts bicycle commuting towards the exercise criteria of the company’s health care plan, and in 2008, 346 different employees combined to register 27,906 one-way trips for more than 327,000 total miles.
BFB winners provide amenities such as secure bike parking and shower facilities and motivations such as incentives to commute by bike, company bike rides and clubs, and bike to Work Week promotions. When bicycling is infused in a company’s culture, great things happen: reduced health care costs; more productive employees; improved worker and customer satisfaction; smaller carbon footprint; and increased corporate social responsibility. “Bicycling is a readily accessible and practical form of physical activity that has the added benefits of reducing congestion and the need for parking, reducing the carbon footprint of a business, increasing productivity, and raising morale,” said Clarke. “It’s also great fun.”
Applying as a BFB is easy and free. Applicants receive technical assistance from the League staff as well as tools to evaluate and assess their bicycle friendliness through the application process. The BFB application is available online at www.bicyclefriendlybusiness.org. Click here to see our fall 2009 winners. Click here to see a complete list of 2008 and 2009 winners.
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