Investigating Cycle Safety - Martin Laban at Cycle City Active City Bradford 2017
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One research project that considers accident data and perceptions of safety from a travel behaviour survey are evaluated as research approaches for building an evidence base.
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Investigating Cycle Safety - Martin Laban at Cycle City Active City Bradford 2017
- 1. Investigating Cycling Safety Two approaches for building an evidence base Martin Laban - Research and Monitoring Unit
- 2. Setting the scene: Level of incidences | May 17Investigating Safety © Sustrans(DfT Road Casualties 2015) DfT Priorities: • Boosting economic growth and opportunity • Building a One Nation Britain • Improving journeys • Safe, secure and sustainable transport
- 3. Cluster analysis of accidents Method: Use of open source data: • STATS19 recorded accidents (2005-2014) • Population (Census 2011) • Cycle to work (Census 2011) Spatial analysis • Cluster accidents within 20m radius • Score based on population and level of cycling • Rank outputs Question: Where should investment be prioritised to improve safety? How to find dangerous parts of network? How can this be done proportionally to usage? What types of infrastructure is most problematic?
- 4. Results 253 clusters, of which 134 had the minimum of 3 accidents. Range of accidents in the clusters from 22 to 3 Top ‘hotspot’ sites all in Edinburgh based on number of accidents alone Using population and cycling levels, the top ‘hotspots’ are distributed within urban areas, not just Edinburgh | May 17Investigating Safety © Sustrans Infrastructure Type Total Clusters Clusters in top 20 ‘hotspots’ Frequency % Frequency % T or staggered junction 100 40% 7 35% Crossroads 68 27% 1 5% Roundabout 47 19% 8 40% Not at junction or within 20 metres 16 6% 1 5% Mini- roundabout 9 4% 1 5% More than 4 arms (not roundabout) 8 3% 1 5% Other junction 5 2% 1 5% Total 253 100% 20 100%
- 5. Before Impact: Cotextualising information can give greater insight Open-source data can be used to make a compelling localised evidence base Grouping data can help to identify trends
- 6. Setting the scene: Perception of safety | May 17Investigating Safety © Sustrans DfT Priorities: • Boosting economic growth and opportunity • Building a One Nation Britain • Improving journeys • Safe, secure and sustainable transport “It’s too dangerous for me to cycle on the road” (British Social Attitudes Survey: Transport 2014
- 7. Edinburgh Travel Behaviour Survey Method: Survey of 1,195 residents of Edinburgh City Weeklong travel diary Question: How do people of Edinburgh travel? What are the perceptions of different transport modes and what are the barriers to them using them?(including cycling!)
- 8. Results 1. Safety cited as main barrier 2. Important relationships could prevent behaviour change 3. Exposure part of the challenge | May 17Investigating Safety © Sustrans Social Influence Network: “The people in my life whose opinions I most value would approve of me cycling for travel” All Respondents: 29% Those that have already switched from driving to walking or cycling: 36% Those that don’t want to switch from driving to walking or cycling: 10%
- 9. Impact: Perception of safety a real barrier Targeting specific type of people might not be enough to change and sustain behavior Allow monitoring and influence to be wider than target group
- 10. Sustrans is the charity making it easier for people to walk and cycle. We connect people and places, create liveable neighbourhoods, transform the school run and deliver a happier, healthier commute. Join us on our journey. www.sustrans.org.uk Martin Laban – Research and Monitoring Unit Twitter @sustrans www.sustrans.org.uk
Editor's Notes
- Consider two different approaches to considering cycle safety, far from an exhaustive list. One research project that considers accident data and clustering results to give new insight, The other considering perceptions of safety from a travel behaviour survey Edinburgh
- DfT priority that sustainable transport is inter-woven with safety, will always be a key point of scrutiny and funding pots… Reason why, Cyclists classified as Vulnerable Road User based on the recorded incidences of all modes. Figures based on passenger miles.
- Method: Using readily available open source data, in this instance STATS 19, and Census data to account for the population and a basic volume of cycling in the area, we identified the most dangerous areas locations in Scotland based on the volume and severity of accidents over the past decade. Note – use of Density Based Clustering of Applications with Noise (DBSCAN), in which a 20m radius was used with a minimum of 3 accidents to form a dense region or ‘cluster’ Caveat. Just one way to consider accident data, STATS19 flaws, actual level of cycling may differ. No recorded fatalities within the clusters, so not enough data to investigate this element of STATS19 in this spatial analysis.
- Just read point 1 Important to highlight where the most accidents are happening, so just invest in Edinburgh? Would marginalise areas were there is a higher chance of an accident relative to the amount of cyclists Once population and level of cycling within the area are consider the distribution moves away from only being in Edinburgh, but is still not widely spread across the country but typically based within urban areas. Can see the types of infrastructure that could be higher risk as results show junctions are the areas in which the most accidents occur.
- -Can make the case for investment outside of high profile areas – Edinburgh -Open source data means can be accessed by all making it a lower cost but useful evidence base - Inference can be made based on trends and establish best practice
- STATS19 shortcomings, perceptions of safety prevent people from cycling to start with. People don’t feel safe, particularly those that don’t currently cycle. _ Cycling felt to be the least safe mode of transport in Bike Life, not just for being on-road specifically. - Re-emphasis of DfT priority that any sustainable transport is inter-woven with safety, will always be a key point of scrutiny
- Allows to investigate harder to evidence elements of cycling safety by asking broader questions. Conducted in summer 2014 1,195 respondents to survey NB>How many respondents for travel diary? NB>Cost of survey commission?
- Already knew that safety would be a top barrier Of those that would consider switching (though only 53% of all respondents) Of barriers that can be changed (age, health other main barriers) Barrier to those that are active and those that aren’t. 14% of all respondents, 13% active modes and 16% for drivers. Shows that safety is not just a perception but a reality as well. NB>Would be better if those that aren’t willing to switch were excluded to give higher % But what is more surprising is how big a factor the wider sphere of influence might be Whilst still high % of people going against their significant influencers, this is much higher for those that are not active. Suggests that there is a need not just to influence and target the individual but rather wider group around them before they might be willing to change and sustain behaviour. The same attitude does not extend to walking, though the gap between active and inactive remains similar. 76% of all would approve, 87% active, 51% for drivers. Suggests a fragility around health/perceived health. Exposure to seeing cycling as a normal activity could be one factor in influencing the wider sphere. 71% of active travel see people from their neighbourhood cycling, compared to 56% of drivers.
- Need to continue to investigate behavior change and drivers for changing attitudes, review accidents alone will not create desired uplift. Might be that softer/non-infrastructure measures are most effective for set area. Going beyond target groups is important to having cycling seen as a ‘normal’ and encouraged as a way to travel