Annotated Bicycling Bibliography

Compiled by: Darrell Noakes, CAN-BIKE National Examiner

Updated: September 21, 2005

About this bibliography

Contents: References include research papers and books on bicycling safety and bicycle-related injury prevention; other related injury prevention research; books on bicycle riding, touring and repair; and references of interest to cyclists.

Citations: The format of this bibliography follows the 6th edition of Kate Turabian’s book A Manual for Writers of Term Papers, Theses and Dissertations (Chicago: University of Chicago Press, 1996). There are a variety styles to arrange citations. Turabian is one which is generally accepted in the social sciences.

Annotations: Where a reference includes an abstract, the abstract is used. Where a reference contains a forward, introduction or otherdescription, but not an abstract, this is used. Entries may be edited for brevity. Where a reference contains none of the previous, the descriptionis a summary that I have written. Writing the description myself is a last resort. I attempt to write a neutral description, but I will also quote orparaphrase from the original publication to preserve context. Some annotations may appear to have bias. This is a reflection of the originalsource material, not my writing. It is not my intent to offer a critique or to comment on the validity or usefulness of the citation.

A Comparative Analysis of Bicycle Lanes Versus Wide Curb Lanes: Final Report, FHWA-RD-99-034, U.S. Department of Transportation, Federal Highway Administration, Research, Development, and Technology Turner-Fairbank Highway Research Center, McLean, VA, 1999. 104 pages. Abstract: This report is a comparativeanalysis of bicycle lanes (BLs) versus wide curb lanes (WCLs). The primary analysis wasbased on videotapes of almost 4,600 bicyclists (2,700 riding in BLs and 1,900 in WCLs)in the cities of Santa Barbara, CA, Gainesville, FL, and Austin, TX, as the bicyclistsapproached and rode through eight BL and eight WCL intersections with varying speedand traffic conditions. The intent was to videotape bicyclists who regularly ride in traffic.The videotapes were coded to learn about operational characteristics (e.g., intersectionapproach position and subsequent maneuvers) and conflicts with motor vehicles, otherbicycles, or pedestrians. A conflict was defined as an interaction between a bicycle andmotor vehicle, pedestrian, or other bicycle such that at least one of the parties had tochange speed or direction to avoid the other. Both bicyclist and motorist maneuvers inconflict situations were coded and analyzed. This covered maneuvers such as a bicyclistmoving incorrectly from the bicycle lane into the traffic lane prior to making a left turn,or conversely, a motor vehicle passing a bicyclist and then abruptly turning right acrossits path. Bicyclist experience data were also collected separately from the videotaping ateach of the 16 data collection sites in each city through use of a short oral survey. Slightlymore than 2,900 surveys were completed. These data were analyzed to learn about theage, riding habits, and experience levels of the bicyclists riding through theseintersections. Bicycle-motor vehicle crash data were also analyzed to determine if therewere parallels to the videotape data. In addition to this final report, there is a separatereport (FHWA-RD-99-035) containing a synopsis of the key findings of the final reportand recommended countermeasures, as well as a guidebook (FHWA-RD-99-036) aboutinnovative bicycle accommodations.

A Preliminary Assessment of the Crash-Reducing Effectiveness of Passenger Car Daytime Running Lamps (DRLs): Technical Report, DOT HS 808 645, National Highway Traffic Safety Administration, U.S. Department of Transportation, National Technical Information Service, Springfield, Virginia 22161, June 2000. Executive Summary: Theeffectiveness of daytime running lamps, DRLs, for passenger cars, are examined usingthree different crash types, two vehicle different direction fatal crashes, two vehiclenon-fatal crashes, and single vehicle fatal pedestrian crashes. Two statistical techniques,the odds ratio and simple odds techniques are used to analyze the data. Results: Nodifference was found in the risk of two-vehicle opposite-direction fatal crashes comparingvehicles with DRLs versus vehicles without DRLs. Data from the 1995-1997 FatalityAnalysis Reporting System were used . Two statistical approaches to explore fatality riskwere examined and neither approach showed a statistically significant difference betweenthe two groups of vehicles (DRL versus non-DRL). A difference associated with DRLswas found when the risk of non-fatal two-vehicle crashes during daytime hours wasexplored. Data from four states (Florida, Maryland, Missouri, and Pennsylvania) and twostatistical approaches were used. DRLs are associated with a statistically-significant 7percent reduction in the risk of these non-fatal crashes. This difference was found usingthe simple-odds technique, which is described below and in the report. A lower risk ofinvolvement in fatal pedestrian crashes for DRL-equipped vehicles was also found. DRLsare associated with 28 percent fewer pedestrian fatalities. This difference was found usingthe simple-odds technique, and it is statistically significant. URL: http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2000/DRL7_RPT.pdf Accessed on December 14, 2004.

Allen, D. Patrick, Nagui Rouphail, Joseph E Hummer, and Joseph S. Milazzo II, “Operational Analysis of Uninterrupted Bicycle Facilities”, Paper No. 98-0066, Transportation Research Record 1636, pp 29 – 36, 1998. 8 pages. Abstract: The popularity of bicycles inNorth America is growing. As the popularity of bicycles has increased, so has thephysical network of separate bicycle facilities and designated bicycle lanes in manylocations. As a consequence of this growth, there is a demand for more information aboutbicycle operations on these facilities. Unfortunately, the state of knowledge regardingbicycle operations in the United States currently lags far behind that of motor vehiclesand pedestrians. The international research that has been conducted to date regardingbicycle operations on uninterrupted facilities is thoroughly reviewed, and recommendedprocedures for the operational analysis of uninterrupted bicycle facilities are outlined. Therecommended procedures are based on the concept of frequencies of events involving abicyclist and other bicyclists or facility users. Events are defined as bicycle maneuversrequired by a bicyclist on a facility, including passings (same-direction encounters) andmeetings (opposite-direction encounters). The frequency of events for an uninterruptedbicycle facility is related to the service volumes of bicycles using or projected to be usingthe facility and does not have to be observed directly. The proposed procedures are,therefore, recommended based not only on their theoretical substance but also on theirease of use by practitioners.

Aultman-Hall, Lisa and Fred L. Hall, “Research Design Insights from a Survey of Urban Bicycle Commuters”, Paper No. 98-0156, Transportation Research Record 1636, pp 11 – 28, 1998. 8 pages. Abstract: A bicycle route and safety survey was distributed to 6,000bicycle commuters in Ontario in 1995. The objective of the survey was to collect bothcollision/fall histories and detailed travel behaviour information. A description isprovided of the questionnaire development, which included a map for route tracing, aswell as the sampling procedures that involved attaching the mail-back survey to thecrossbars of parked bicycles. The resulting analyses, which address methodologicalissues, are presented. No differential response rates between men and women were found.No evidence was found to suggest that cyclists who had experienced accidents were morelikely to respond. A slight decrease in incidents was found as one moves backward in thetime, suggesting slight recall bias, but, overall, the time period over which informationwas collected (3 years for collisions and 1 year for falls) was deemed appropriate. Themeasure of travel exposure combined information from the map with estimates ofcommute trips per month. The aggregate overall estimate was deemed satisfactory but theability of cyclists to recall commute trips on the exact days even in the near past wasinadequate. Overall, the survey was successful, and the insights should provide helpfulguidance to other who seek to gather bicycle travel information.

Aultman-Hall, Lisa and Michael F. Adams, Jr., “Sidewalk Bicycling Safety Issues”, Paper No. 98-0645, Transportation Research Record 1636, pp 71 – 76, 1998. 6 pages. Abstract:Bicycle route and safety data sets for 2,963 commuter cyclists in Ottawa and Toronto,Canada, containing cyclist characteristics, collision and fall history, and regular commuteroute, are used for this analysis. Previous analyses found sidewalk collisions and fallinjury rates significantly higher on sidewalks than on roads or paths. Of the 52 eventsreported on sidewalks, none were reported to police and would, therefore, not be found ina police accident database. These events did result in injuries, and in two cases majorinjuries. This analysis has found that commuter cyclists in Ottawa use sidewalksprimarily on major roads (not necessarily high-speed roads) and often to cross bridges orto take shortcuts where no road exists. Toronto commuter cyclists use sidewalks primarilyon high-volume multilane roads. Some Toronto cyclists still use sidewalks when bicyclelanes are provided. A slightly higher proportion of women are sidewalk cyclists inOttawa; however, no age relationship was found. Sidewalk cyclists reportedproportionally more near misses with bicycles in the previous month. A relatively largenumber of sidewalk collisions are with other bicycles. The most significant result of theanalysis is that sidewalk cyclists have higher event rates on roads than nonsidewalkcyclists.

Aultman-Hall, Lisa, Fred L. Hall, and Brian B. Baetz, “Analysis of Bicycle Commuter Routes Using Geographic Information Systems: Implications for Bicycle Planning”, Transportation Research Record 1578, pp 102 – 110. 9 pages. Abstract: A geographicinformation system (GIS) network database is used to determine the characteristics of 397routes used by commuter cyclists in Guelph, Ontario, Canada, and to compare them withthe shortest-path routes between each origin and destination. The analysis of route dataprovides useful insight for understanding factors affecting travel behaviour and in thiscase provides quantitative support for many existing assumptions regarding commutercyclist behaviour. Most commuter divert very little from their minimum path (0.4 km onaverage) and are found to use major road routes. The cyclists tend to avoid grades, grade-separated railway crossings, and high-activity areas, but not road (as opposed topedestrian) bridges. Cyclists use traffic signals especially for crossing major roadwaysand turning. The high-quality direct off-road paths are used only infrequently by thecommuter cyclists and the lower quality ones even less. The results of this analysissuggest that efforts to accommodate current commuter cyclists should be focussed onimproving cycling conditions on the road network, such as providing wider curb lanes, oractuated traffic signal detectors that recognize the presence of bicycles. If potential newcommuters are similar to the minority of current commuter cyclists in this study who usemainly local roads, paths or trails, then projects that make the network of local roads andpathways more connective and direct may encourage a higher level of commuter cycling.

Bailey, Diana, Bicycle Owner's Manual. Canadian Cycling Association, 1990. 66 pages. Comprehensive, non-technical owner's manual for new and not-so-new cyclists. Topicspromote safe and enjoyable cycling: anatomy of a bicycle, getting the right fit, using thecontrols, sharing the road, maintaining the bike, riding for fitness and more.

Barabash-Pope, Cheryl, Erima Kiome and Michele Macdonald, Safety's Gone to the Head: Grey Nuns Hospital Bicycle Helmet Safety Campaign Resource Kit. Grey Nuns Hospital Bicycle Helmet Coalition, Edmonton, 1992.

Beames, Denys and Hlodan Oksana, Smart Cycling: Instructor's Manual. Image 2 Communications (for Canadian Cycling Association), 1988. 44 pages. Classroom coursewhich promotes traffic and bicycle safety awareness and the proper operation andmaintenance of a bicycle in everyday situations. Manual includes course outline,complete lesson plans and suggestions for presenting with optional live action video. Student Activity Funbook included at the back of the manual.

Beames, Denys, Introduction to Cycling Skills: A One-day Course for Beginning Cyclists - Teacher's Manual. Canadian Cycling Association, 1991. 22 pages. Course manual forbasic skills development for beginning cyclists. Give new cyclists the encouragement,confidence and motivation to increase their cycling use and seek out more advancedinstruction. Riding technique, basic handling skills and road riding included.

Beames, Denys, CAN-BIKE Skills Courses: Administrative Guidelines for Instructors and Delivery Agents. Canadian Cycling Association, 1993. Program guide to the CanadianCycling Association's program of CAN-BIKE skills courses. Describes instructorcertification, teacher requirements and references. Provided to CAN-BIKE instructorsupon accreditation.

Bernhardt, Barbara, Bicycling I Course: Instructor's Manual. Canadian Cycling Association, 1986. 35 pages. Manual for certified CAN-BIKE instructors. Teaching guide for bikehandling skills and cycling technique, traffic skills, accident prevention, basic equipmentselection.

Bernhardt, Barbara, Bicycling I Course: Course Handouts. Canadian Cycling Association, 1986. 24 pages. Participant handouts on buying a bike, bicycle inspection, gearing,hazards, cycling in traffic, among others.

"Bicycle Helmets a Must". Health News, October 1990.

Bicycle Parking Facilities Guidelines, brochure, City of Portland, Oregon. (No date). This guideis intended to help you save money by installing bicycle parking facilities that work.Whether you are required or volunteering to install bicycle parking, you should planthoughtfully for convenient, secure and plentiful bicycle parking. If you see bicycleslocked to trees, posts or other stationary objects nearby, you probably need bicycleparking. If you have bicycle parking that is rarely used it may be poorly located or of atype that offers little security. You will find tips in this guide to help you plan for newparking or improve your current parking. The basics of effective bicycle parking are agood rack and a good location. The information on the following pages should provideyou with enough knowledge to install bicycle parking facilities that work.

Bicycling in Quebec in 2000, Vélo Québec, 2000. Bicycling in Québec in 2000 is designed toprovide an overall portrait of cycling in Québec. As a sequel to Bicycling in Québec in1995-1996, this report makes it possible to identify trends, particularly with regard to thenumber of cyclists in Québec and their transportation habits. It also outlines thedevelopment of the Québec cycling industry and cycling facilities, and provides an updateon the progress that has been made in terms of health and safety. The present documentsummarizes the information contained in the full-length version of the report. Bicyclingin Québec in 2000 is based on various sources of information, including surveys, countsand inventories. Two surveys conducted in the fall of 2000 by the firm Écho Sondageexamine numerous aspects of this topic, ranging from bicycle ownership to tripfrequency, as well as factors that encourage or discourage cycling. Another key source, acompilation of counts conducted at approximately one hundred locations throughoutQuébec, for the most part in 2000, provides information about the rates of use for variousbikeway networks. These counts were conducted by municipal officials, bikewayadministrators and Vélo Québec. Selective studies and data collection made it possible totake stock of various elements the cycling network, parking facilities, tourist services,etc. This report also involved comprehensive bibliographic research.

Bike Rodeo Planning Guide. Canadian Tire Child Protection Foundation. Canadian edition ofBikecentennial's A Guide to Bicycle Rodeos and the American Automobile Association'sSkills Test and Bike Rodeo Guide, by John Williams and Dan Burden in 1988, two of thebest authorities on child traffic safety. Includes everything you'll need for running yourown bike rodeo program: basic balance and traffic skills, accident causes and cures,resources for bike safety campaigns and much more. Part of the Canadian Tire CycleSafe Community Kit. Out of print.

Cairney, Peter and Tanya Styles, Review of the literature on daytime running lights (DRL), Report No. CR 218, ISBN 0 642 25510 5, ISSN 1445 4467, ARRB Transport Research Ltd, Vermont South, VIC, Australia 3133, 86 Pages, October 2003. Abstract: This reviewof the research on daytime running lights (DRL) was conducted to provide input to anexamination by the Department of Transport and Regional Services of the suitability ofDRL for Australian conditions. The INROADS, TRIS and ITRD data bases and theinternet were scanned, and telephone consultations were held with key officers in the roadand transport authorities of the different Australian jurisdictions. There is a substantialbody of evidence which shows that DRL are effective in reducing daytime crashes, butstudies disagree as to the size of the reduction. It is therefore difficult to predict whatimpact they might have in Australia. The best technical option for DRL appears to bededicated DRL with an intensity of 1200 candelas, designed to direct its light towardsoncoming vehicles, and with reduced power requirements. Dipped headlights direct mostof their light at the road surface and have higher power requirements. Dedicated DRLhave favourable benefit-cost ratios, while full-time operation of dipped headlights has abenefit-cost ratio close to one. The costs of providing DRL would be considerablyreduced if the DRL operated only in conditions of low ambient lighting. Althoughvisibility experiments suggest these are the only conditions under which DRL are ofbenefit, there are no studies available which relate crash reductions to ambient lightconditions, so that it is not clear how much of the benefits associated with full timeoperation would be realised. In view of the jurisdictions preference for full-timeoperation, evidence in support of this option would have to be persuasive before it wasadopted. An appropriate course of action for Australia will be to await the outcome of thedeterminations currently taking place in Europe in relation to DRL, and which areexpected to be complete by the end of the year. At that stage it would be appropriate togive the issue full consideration in the light of the European decision. Keywords:Daytime running lights, DRL, Conspicuity, Cost-benefit. URL: http://www.atsb.gov.au/road/pdf/cr218.pdf Accessed on December 13, 2004.

"Childhood Injury Prevention: Background Document". Health Programs and Services Branch, Health Canada, 1994. 9 pages. A description of Health Canada's research and otherbackground on childhood injury prevention issues. Subject matter includes: federalcommitment; changing public perception, eradicating the term "accidents"; ongoinginjury prevention programs; other health activities; some activities of other federaldepartments; examples of national programs; and provincial and community initiatives.An appendix lists major injury categories, with motor vehicle related injuries cited as theleading cause of injury deaths. Other leading causes of injury were: burns, drowning,falls, poisoning, suicide, and workplace-related injury.

Citizens for Safe Cycling (Ottawa), CfSC submission to MTO Bicycle Policy Review "Safety and Accidents" chapter, 1993. Analysis of casualty reduction potential. Base 40 - 50deaths/year, 20,000 injuries/year, Ontario. CAN-BIKE skills training: 17 deaths, 3,300injuries. Helmet encouragement: 10 deaths, 100 injuries. Road improvement: 9 deaths,300 injuries. Visibility enforcement: 7 deaths, 100 injuries. Dog restraint enforcement: 3deaths, 100 injuries. Citations of various Transport Canada and British MedicalAssociation data.

Coles, Kathy, Monic Buettner, and Jeannette Paradis, Bicycle Research Project 1998. Undergraduate paper. Department of Geography, University of Saskatchewan, Saskatoon, 1999. 144 pages. The objective of this project was to collect primary data using a cross-section sample of the University of Saskatchewan undergraduate population regarding thecampus cycling community. A questionnaire was the main research tool. Three goalswere identified: identify the U of S student cyclist profile; locate the origins anddestinations of the U of S student cyclist; and investigate the U of S cycling facilities andsafety. The estimated undergraduate population for the 1998 1999 enrollment year is17,000. The sample consisted of 260 respondents surveyed in the period of September 28to October 13, 1998, 68 of whom were cyclists. The total U of S cycling population canbe reliably estimated to be 4,420 students. The average U of S student is male, age 21 25, lives in Forest Grove or Sutherland neighbourhood; uses a motor vehicle for primarymode of transport, has a bicycle valued at $301 $500, cycles [for university-relatedreasons] four months of the year (September, October, March and April), cycles threedays a week and gains access to the campus at 108^th Street and Preston Avenue. Thereport includes an analysis of existing cycling infrastructure on campus, concluding thatthe campus does not need separated pathways but that greater efforts should be made toaccommodate use of shared, multi-use pathways. The report also includes informationfrom interviews conducted with bicycle facility experts in Calgary.

College of Commissaires, The, Format for Race Organization and Technical Assistant's Programme. Canadian Cycling Association, . 27 pages. Recommended format for staging cycling competitions.

Commuting Solutions: Summary of Transportation Demand Management Program (TDMP). Cornell University, Office of Transportation Services, Revised October 1997. Background: Cornell was experiencing a growth in traffic congestion and parkingdemand that far outstripped the ability of the university environment and surroundinginfrastructure to handle it. That growth has been in faculty and staff commuters, whiledemand from the student population has remained stable. An innovative solution wasneeded to reduce the number of single-occupant vehicles brought to Cornell by its over9,000 faculty and staff each day. Cornells Office of Transportation Services developed atransportation demand management program. As a result, the number of faculty and staffmotor vehicles brought to campus each day was reduced by 26 percent in one year.

Conflicts on Multiple Use Trails: Synthesis of the Literature and State of the Practice, The Federal Highway Administration and The National Recreational Trails Advisory Committee. 69 pages. This report provides 12 principles for minimizing conflicts onmultiple-use trails. It is intended to promote cooperation and understanding among trailusers and to inspire ideas that will help reduce trail conflict. It is intended to be used bytrail managers, State and local trail coordinators, researchers, and trail-user volunteerorganizations.

Cross, Kenneth D., Identifying Critical Behavior Leading to Collisions Between Bicycles and Motor Vehicles. Anacapa Sciences, Inc. Santa Barbara, California. Presented to the California Statewide Bicycle Committee, Sacramento, California, 19 June, 1974. Abstract: This paper describes the first part of a study designed to identify the causes ofcritical behavioral acts that lead to collisions between bicycles and motor vehicles. Trafficaccident reports for 384 accident cases were studied in detail by two analysts. For eachaccident case, the analysts made independent judgments about the behavioral act that Zedimmediately and directly to the accident; that is, the "critical behavior." Accident caseswere then categorized into accident types based upon commonality of the criticalbehavior and the traffic context in which the accident occurred. An analysis wasperformed to assess the relative frequency of each accident type (and sub-type), and todetermine the bicyclist's age and sex distribution for both the total accident sample andfor each accident type. It was found that 91.4 percent of the sample could be categorizedinto one of ten generic accident types and that each accident type could be subdivided intomeaningful sub-types. The accident types and sub-types that were identified are illustratedschematically and discussed in the main body of the paper. The analysis revealed thataccident type interacts strongly with the age but not the sex of the bicyclists. That is, theage distribution of bicyclists was found to differ widely from one accident type toanother. The implications of the findings for bicycle safety education are discussed.

Cross, Kenneth D., and Gary Fisher, “A Study of Bicycle / Motor Vehicle Accidents: Identification of Problem Types & Countermeasure Approaches”, National Highway Traffic Safety Administration, 1977.

Cross, Kenneth D., “Bicycle Safety Education: Facts & Issues”, AAA Foundation for Traffic Safety, Falls Church, VA., 1978. 163 pages. From the Introduction: The purpose of thisdocument is to provide a compendium of current information that may prove useful topersons engaged in the development, evaluation, or use of bicycle-safety educationprograms and materials. The document was prepared mainly for persons at the local levelwho are given the responsibility for developing a bicycle-safety education program andhave little or no time to review the literature and conduct research. This document is notintended to be a comprehensive review of the literature. Rather, an attempt has been madeto identify the topics and issues most relevant to bicycle-safety education and to cite thefewest number of references needed to characterize the current state of knowledge aboutthese topics and issues. It is believed that pointing out important gaps in our knowledgeserves an important function, so care has been taken to identify important topics forwhich little information is available.

Croxford, Ken and Denys Beames, Cycle Right: Instructor's Guide. Ontario Cycling Association, 1987. 38 pages. Manual for basic cycling course for young beginners.Program teaches essential bicycle handling and traffic skills required for children tobecome competent and safe cyclists on two-lane residential streets in theirneighborhoods. Includes basic safety maintenance and instruction for riding alone or ingroups.

Cushman, R., J. Down, N. MacMillan, and H. Wadawik, "Bicycle-Related Injuries: A survey in a pediatric emergency department". Canadian Medical Association Journal, 143 (2), 1990.

Cushman, Robert, "Injury Prevention: The Time Has Come" (Editorial). Canadian Medical Association Journal, January 1, 1995; 152 (1), pp 21 – 23. 3 pages. Abstract: Althoughcancer, heart disease and stroke occupy much of society's attention to health matters,injuries account for more potential years of life lost before age 65 than all these diseasescombined. The time has come to set the record straight and to give injury its rightful placeon the health policy agenda. Contrary to popular belief, most injuries are no accident.More than 90% of injuries are both predictable and preventable. Injury prevention, amultidisciplinary effort, is coming of age in Canada. Education alone is not enough. Newtechnology, innovative approaches to safety education and the mobilization of communityresources can help to change behaviour and legislation to decrease the risk of injury.Physicians have an important role to play in this process.

Cycle Safe. Canadian Tire Child Protection Foundation. 19 pages. Children's activity book on bicycle safety, signs, signals, helmets, and bicycle technique. Endorsed by the Canadian Cycling Association. Part of the Canadian Tire Cycle Safe Community Kit. Out of print.

Cycle Safe Community Program: Bicycle Safety Campaign Planning Guide. Canadian Tire Child Protection Foundation. Step-by-step guide for community leaders, teachers, parentsand concerned citizens interested in promoting bicycle helmets and cycling education. Describes how to organize an event that includes bicycle sizing, helmet fitting, andpromotion of injury avoidance and cycling skills. Part of the Canadian Tire Cycle SafeCommunity Kit. Out of print.

Cycle Touring Series: Saskatchewan. Saskatchewan Cycling Association, 1989. Series ofpamphlets describing popular tour routes in Saskatchewan. Maps and route descriptions.

Cyclist Fatality Trends in Canada: Helmet Effect Undetectable in Fatality Trends. Ontario Coalition for Better Cycling, January 1999, Revised May 2003. Introduction Anexamination of data covering the period 1975 to 2001 from Transport Canada shows thatCanada is replicating the experiences of Australia and the US, where no effect ofincreased helmet use among cyclists can be detected from prevailing fatality trends. Aswith other studies, our analysis uses pedestrians as a control group since pedestrians arevulnerable road users and are likely to benefit equally with cyclists from general safetycampaigns, such as those involving roadside breath-testing of motorists and speedsurveillance using radar equipment. Conclusions -- It is apparent that mass helmet use isnot contributing to the reduction in cyclist fatalities. The results suggest that trafficauthorities should refocus to put their efforts into other proven measures. Programs aimedat motorist behaviour over the past 20 or so years have been effective in reducingfatalities among all road user groups, including pedestrians and cyclists. Pressure onaggressive drivers to change their habits should continue. However, targetting thebehaviour of only one of the parties would be short sighted. Cyclist-specific measures arealso needed. There are two important factors in cycling fatalities which currently getinsufficient attention - cyclist behaviour and night lighting equipment. The vast majorityof cycling accidents involve cyclist error or inappropriate practices. That includescollisions with motor vehicles. Educational efforts to improve cyclists' skills should beaccorded a high priority. School age children are the obvious target group. Responsiblebehaviour patterns need to be adopted at an early age. The corollary is stricterenforcement of bicycle night lighting laws. Over 90% of bicycles involved in night timefatalities have inadequate lighting. Violators increase their risks of fatality by a factor offour. Data from Ontario show 20% to 30% of fatalities occur at dusk or during the hoursof darkness. URL: http://www.magma.ca/~ocbc/fatals.html Accessed on March 20, 2004.

Dehr, Roma and Bazar Ronald M., From A - Z by Bike: A comprehensive guide to safe bicycling for kids and adults. AMC Media Corporation, Vancouver, 1993. 40 pages. Adelightful, illustrated tour through the alphabet of safe cycling. One of the best resourcesaround to assist teachers, parents, service club leaders and others with promoting bicyclesafety to youngsters. Well researched, entertaining and factual, based on expert advicefrom traffic safety authorities.

Dill, Jennifer, and Theresa Carr, Bicycle Commuting and Facilities in Major U.S. Cities: If You Build Them, Commuters Will Use Them – Another Look, Portland State University, Transportation Research Board, 2003 Annual Meeting, CD-ROM, 2003. Abstract: Somesurveys indicate that providing bicycle lanes and paths may encourage more people tocommute by bicycle. The presence of a striped lane or separated path can increase acyclists perception of safety. With growing concerns over traffic congestion and vehiclepollution, public policy makers are increasingly promoting bicycling as an alternative forcommuting and other utilitarian trip purposes. States and local spending on bicyclefacilities has increased significantly over the past decade. Previous studies have linkedhigher levels of bicycle commuting to various demographic and geographic variables. Atleast one analysis showed that cities with higher levels of bicycle infrastructure (lanes andpaths) also saw higher levels of bicycle commuting. This research affirms that finding byanalyzing data from 35 large cities across the U.S. This cross-sectional analysis improveson previous research by including a larger sample of cities, not including predominantlycollege towns, and using consistent data from the Census 2000 Supplemental Survey.While the analysis has limitations, it does support the assertion that new bicycle lanes inlarge cities will be used by commuters.

Drdul, Richard, "How to be Bicycle Friendly". Presentation to the Western Canadian Traffic Association annual conference, April 1994. 7 pages. Abstract: Many people consider thebicycle to be the transportation vehicle of the 90s. Bicycles respond to growing concernsabout air quality, they support trends towards more healthy lifestyles and they help reducethe numbers of automobile trips to specific destinations. What this means is thattransportation professionals are now being asked to plan transportation facilities toinclude bicycles. Most professionals, however, have little or no experience with bicycles,and consequently may not feel prepared or qualified to tackle bicycle issues. This paper isintended to be a brief primer in bicycle planning and design, which will enabletransportation professionals to quickly become "bicycle friendly". It provides insight intothe unique requirements of bicycles and includes practical guidelines for typical facilities.This paper also identifies sources of more detailed information. A comprehensiveapproach to bicycle planning and design includes: design guidelines for wide curb lanesand bicycle lanes on roads, and off-street pathways; end-of-trip facilities lockers, racks,showers and change rooms actions to minimize liability; funding strategies tosupplement tax-base funding; community involvement bicycle advisory committee andbicycle user groups; awareness and encouragement programs; education and enforcementprograms; and on-going monitoring.

Dunleavy, Natalie, “News: Bicycle-related head injuries plummet” (Editorial). Canadian Medical Association, CMAJ, May 13, 2003; 168 (10). The number of bicycle-related injuriesamong Ontario children has declined, likely because of increased helmet use and parentaldiligence, the Canadian Institute for Health Information (CIHI) reports. The CIHIreported a 12.5% decrease in the number of hospitalizations resulting from bicycle-relatedinjuries among Ontario children aged 5 to 19. During the same 5-year period, the numberof bicycle-related head injuries in that age group dropped by 26%. The CIHI report,Injury Hospitalizations, attributes the decline to the introduction of Ontario's bicyclehelmet legislation in 1995. The report notes a drop in the rate of hospitalization for the 5 19 age group in Ontario, from 28.6 per 100,000 in 199798 to 23.6 per 100,000 in200102, but found little change in the data for other age groups. The report shows thatinjury-related hospitalizations declined by 7.5 % in Ontario in the 5-year period.

“Editorial: Unintentional Childhood Injury — Where the Buck Should Stop”. American Journal of Public Health, April 1994, Vol. 84, No. 4. pp 537 – 539. 3 pages. Implicit in moststudies of unintentional injuries is the objective of preventing injuries, yet it is often notevident how this objective is to be achieved. Frequently, studies fail to mention theresponsibilities, if any, of health agencies or governments to intervene in injuryprevention. Organizations engage in blaming one another and in jurisdictional disputes,and omit health professionals when considering injury prevention. The editorial quotes C.Everett Koop: "If a disease were killing our children in the proportion that accidents are,people would be outraged and demand that this killer be stopped." Health officials do notaccept the charge, with injury prevention not widely seen in the same light as acquiredimmunodeficiency syndrome, breast cancer or meningitis. Health professionals resistaccepting responsibility for injury prevention or, when they do, concentrate excessivelyon the single modality of health education.

Egan, Daniel, Bicycling II Course: Instructor's Guide. Canadian Cycling Association, 1985. 26 pages. Guide for certified CAN-BIKE Skills II instructors. Advanced traffic cyclingskills, advanced hazard avoidance skills, efficient cycling technique, weather and terrainconditions, maintenance, safe group riding techniques.

Evaluation of a Combined Bicycle Lane/Right Turn Lane in Eugene, Oregon, FHWA-RD-00-151, U.S. Department of Transportation, Federal Highway Administration, Research and Development Turner-Fairbank Highway Research Center, McLean, VA. 15 pages. Abstract: In many bike-lane retrofit projects, there is not enoughspace to mark a minimum 1.2-m bike lane to the left of the right-turn lane. This reportfocuses on a combined bicycle lane/right-turn lane used when right-of-way at anintersection is limited. This evaluation took place in Eugene, OR. The narrow right-turnlane described above was evaluated by comparing the behaviors of bicyclists and motorvehicle drivers at 13th and Patterson (an intersection that had the shared, narrowright-turn lane described above in place) with behaviors at 13th and Willamette (anintersection that had a standard-width (3.7-m) right-turn lane and accompanying bike lane(pocket) to the left of the right-turn lane). The intersection of 13th and Willamette islocated about 0.8 km ( mi) to the west of 13th and Patterson. It is important to note thatbicyclists approaching on 13th at Patterson Street proceed straight ahead to the bikepocket at the intersection proper, in that the right-turn lane is bulbed out. Bicyclistsapproaching on 13th at Willamette have to shift to the left to get in the bike pocketadjacent to the right-turn lane at the intersection (i.e., there is no bulb out). Bicycliststraveling through each intersection were videotaped. The videotapes were coded toevaluate operational behaviors and conflicts with motorists, other bicyclists, andpedestrians. More than 17 percent of the surveyed bicyclists using the narrow laneintersection felt that it was safer than the comparison location with a standard-widthright-turn lane, and another 55 percent felt that the narrow-lane site was no differentsafety-wise than the standard-width location. This is probably a function not only ofrelatively slow motor vehicle traffic speeds on 13th Street, but also due to the bike laneproceeding straight to the intersection at the narrow-lane site such that motorists crossingto the right-turn lane tended to have to yield. It was also relatively easy for bicyclists totime their approach to the intersection and ride through on a green indication. It was quiteeasy for bicyclists to ride up to the narrow-lane intersection and position themselvesbeside passenger cars or light trucks. Bicyclists at the narrow-lane site were forced intothe adjacent traffic lane on a few occasions, usually the result of a heavy vehicle takingextra space. Sometimes bicyclists would shift to the right-turn portion of the lane if aheavy vehicle were in the through lane. Right turns on red by motor vehicles were rarelyprevented when bicyclists were present at the front of the queue at the narrow-lane site.No conflicts between bicyclists and motor vehicles, other bicyclists, or pedestrians tookplace at either intersection. It is recommended that the design be implemented at othertypes of intersection locations (i.e., different motor vehicle approach speeds and approachconfigurations) and evaluated for effectiveness.

Evans, L, "Cycle helmets and the law" (Editorial) BMJ 1994;308:1521-1522 (11 June). Excerpts:Any discussions of the law and the use of bicycle helmets will be helped by focusing onthree questions. Firstly, how much do cycle helmets affect the risk of injury in a crash?Secondly, how much do laws requiring cyclists to wear helmets affect casualties? And,thirdly, should wearing of bicycle helmets be required by law? Answers to the first twoquestions have objective answers that can be sought from specific empirical studies andwhat is already known about traffic safety. Even if cycle helmets protect in a crashcasualties need not necessarily decline if more cyclists use them. Accepting that a lawwould reduce casualties does not inexorably require that such laws ought to be passed.Many unappealing laws could reduce traffic casualties. Successfully prohibitingpassengers from travelling in front seats of cars while any rear seat remained unoccupiedwould prevent many casualties because of the substantially lower risk in rear seats. Myplea is that the discussion of whether or not to pass a law should take full account of thescientific information that research has uncovered. Access from: http://bmj.bmjjournals.com/cgi/content/full/308/6943/1521?ijkey=9d3656caab5aa6aad71456e9913e6e00dd894b54&keytype2=tf_ipsecsha Accessed March 20, 2004.

Ferrara, Thomas C., Statewide Safety Study of Bicycles and Pedestrians on Freeways, Expressways, Toll Bridges, and Tunnels: MTI Report 01-01, Mineta Transportation Institute College of Business, San José State University, San Jose, CA, September 2001. Abstract: The purpose of this study is to attempt to clarify some of the issues pertainingto bicycle on freeways. Specifically, the goal of this project is to develop policyrecommendations and guidelines for bicycle and pedestrian use of freeway shoulders.Based on the literature and investigations done as part of this study, highway bicyclecollision rates per mile of bicycle travel are an order of magnitude higher than collisionrates for motor vehicle traffic. Bicycle collisions are no more frequent on bridges and intunnels than on the approaches to the bridges and tunnels. Overall vehicle collision ratesare no higher on freeways open to bicycles than they are on adjacent highways open tobicycles. Most freeway pedestrian collisions involve individuals who enter the freeway ina vehicle and leave the vehicle. A disproportionate share of these pedestrian collisions arerelated to installing and removing tire chains. The project recommendations include:enhanced efforts to inform drivers and passengers of the dangers related to exiting theirvehicles on a freeway, a bicycle counting program to establish bicycle ridership andcollision rates, a requirement to wear a helmet and possess a drivers license to operate abicycle on the freeway, a minimum of eight foot paved shoulders on freeways that areopen to bicycles, and restrictions relating to bicycles crossing freeway ramps on thefreeway side.

Forester, John, Effective Cycling, 6th Edition. The MIT Press, 1993. 599 pages. The mostcomprehensive source of cycling information. This is the reference manual for theCanadian Cycling Association's CAN-BIKE Skills I and II courses. A must for allcycling instructors and dedicated cyclists. Cycling environment, safe cycling skills,education, regulation and cycling politics covered in detail.

Franklin, John, “Cycle Helmet Performance in the Real World”, presentation to the Gloucestershire Accident Action Group, 24th June 2002. Introduction: Cycle helmetshave been around for a quarter of a century. At first they were promoted mainly by theirmanufacturers, with claims and counter-claims as to the benefits of their products. Then,during the 1980s, reports began to be published suggesting that if cyclists wore helmetsthey would be less likely to suffer head injury. From that time, the promotion of helmetwearing by cyclists has been a main thrust of road safety practitioners. Dozens of researchpapers have been published. Many have predicted large savings in life and injury. Themost influential report, by Thompson, Rivara & Thompson, predicted a reduction of 85%in head injury and of 88% in brain injury. Of course, what really matters is not thepredictions that are made, but real-world performance, over a reasonable period of time. Itis now possible to look at traffic crash statistics from a number of countries to see theactual effect that cycle helmets have had on cyclist casualties, particularly those involvingdeath or serious injury. Conclusions: The clearest outcome of promoting helmet use hasbeen to increase the publics perception of cycling as a dangerous activity, leading manypeople to forego the overall health benefits they might otherwise enjoy. We should becareful to cite research that is credible and scientifically-sound. There is a need for a morebroad-based, holistic approach to cycling safety.

Franklin, John, “Achieving Cycle Friendly Infrastructure”, Paper presented at Cycle Friendly Infrastructure Conference, University of Nottingham, 16th April 2002. Key points:cyclists needs have little in common with those of pedestrians; cycle lanes and othersegregated facilities are often advocated by the wish to attract new cyclists, but themajority of cycle facilities require more skill and more experience to be used safely, notless; and low-standard facilities invariably require more skill than high-standard ones(bad facilities are worse than none). Most cyclists don't want cycle facilities, but routes fitfor cycling. Most cyclists believe that the most important routes are the roads. Inconclusion: follow the Hierarchy of Solutions; use special facilities more sparingly, andonly where they bring genuine benefits that cannot be obtained without; give priority toassisting cyclists to use the principal cycling network that we already have the roads;please don't add new problems to those that already exist.

FHWA Course on Bicycle and Pedestrian Transportation, Guide for the Development of Bicycle Facilities, U.S. Department of Transportation, Federal Highway Administration. (No date provided). Planning for bicycle and pedestrian travel is a somewhat new field of study,and yet it also involves planning and engineering techniques that have been around formany years. This coursebook provides the reader with current information on pedestrianand bicycle planning and design techniques, as well as practical lessons on how toincrease bicycling and walking through land use practices, engineering measures, and avariety of other urban and rural design procedures. This manual can be used to trainfuture professionals, including planners, engineers, landscape architects, and otherdesigners, in a variety of disciplines . Emphasis is placed on the importance of developingan interdisciplinary team approach to planning and implementing bicycle and pedestrianprograms, and of the role played by each profession represented in this course. Thiscoursebook was developed by the USDOT Federal Highway Administration for use ingraduate-level courses in non-motorized transportation planning and design. Several ofthe lessons address both bicycle and pedestrian issues, while others address one particularaspect of pedestrian or bicycle design. The coursebook is arranged into three sections:Introductory Topics; Planning Section; and Design Issues.

Gårder, Per, Lars Leden, and Urho Pulkkinen, “Measuring the Safety Effect of Raised Bicycle Crossings Using a New Research Methodology”, Paper No. 98-1360 Transportation Research Record 1636, pp 64-70, ISBN 0309065089, ISSN 03611981, 1998. Abstract:Before-and-after study methodology was developed and applied to evaluating the effecton bicyclists safety of raising urban bicycle crossings by 4 to 12 cm. In total, 44junctions were reconstructed in this way in Gothenburg, Sweden. Four of these werestudied in detail. Before the implementations, bicyclists were riding either in the roadwayor on separate paths parallel to the roadway. The paths then ended with short ramps orcurb cuts at each cross street, and bicyclists used non-elevated, marked bicycle crossings,similar to pedestrian crosswalks but delineated by white painted rectangles rather thanzebra stripes. The results show that the paths with raised crossings attracted more than 50percent more bicyclists and that the safety per bicyclist was improved by approximately20 percent due to the increase in bicycle flow, and with an additional 10 to 50 percent dueto the improved layout. However, the increased bicyclist volume means that the totalnumber of bicycle accidents is expected to increase. Besides accident analysis, the changein risk was estimated using four different methods: surveys of bicyclists and experts,respectively; conflict data; and a quantitative expert model. Using a Bayesian approachfor combining the results shows that the most likely effect of raising the bicycle crossingis a risk reduction of around 30 percent, compared with the before situation with aconventional bicycle crossing. Motorists and pedestrians also saw safety benefits fromthis traffic-calming measure. URL: http://www.enhancements.org/trb/1636-010.pdf Accessed on December 10, 2004.

Gilbert, K, M McCarthy, "Deaths of cyclists in London 1985-92: the hazards of road traffic", BMJ 1994;308:1534-1537 (11 June). Abstract Objective : To determine thecharacteristics of cyclists and vehicles involved in fatal cycling accidents. Design :Analysis of data routinely collected by police for each accident from January 1985 toDecember 1992 and held in a national master file (Stats 19) by the Department ofTransport. Setting : Greater London, which comprises inner London (12 boroughs and theCity of London) and outer London (20 boroughs). Subjects : 178 cyclists who died (78 ininner London and 100 in outer London; age range 3-88). Main outcome measures :Associations between characteristics of cyclists, type of vehicle involved, and place ofaccident. Results : Motor vehicles were involved in 173 deaths. Heavy goods vehicleswere involved in 75 deaths (30/100 (30%) in outer London and 45/78 (58%) in innerLondon); cars in 74 (54/100) (54%) in outer London and 20/78 (26%) in inner London);light goods vehicles in 12/178 (7%); and buses in 6/178 (3%). Thirty five of the peoplewho died were children aged <=16. Female cyclists were especially at risk from heavygoods vehicles in inner London (22 deaths), while male cyclists were especially at riskfrom cars in outer London (50 deaths). Discussion : Cyclists who died in urban areas aremore likely to be adults than children. In inner London, in relation to their traffic volume,heavy goods vehicles are estimated to cause 30 times as many cyclists' deaths as cars andfive times as many as buses. Until the factors leading to this excess risk are understood, aban on heavy goods vehicles in urban areas should be considered. Access from: http://bmj.bmjjournals.com/cgi/content/abstract/308/6943/1534?ijkey=e2943e04670bb7cf4e70acd104b7952536297596&keytype2=tf_ipsecsha Accessed March 20, 2004.

Guide to Canadian Campus Accommodation and Convention Facilities. The Alumni, Information and Development Officers Committee and the Canadian Universities and Colleges Conference Officers Association, 1985. 52 pages. Alternative accommodationchoices for schools, community groups, service clubs and others. A guide to Canada'scollege and university residences.

Habbick, Brian F., and Parminder Raina, “Injuries to Pre-School Children: Epidemiology and Prevention”. Saskatchewan Medical Journal, Volume 2 Number 1, March 1991. 4 pages. Injury is derived from the Latin in and juria meaning not right an appropriatephrase to describe the unacceptably high mortality and morbidity rates from this problem.While accidents are random, freak events, injuries are predictable, and mainlypreventable. This paper discusses injuries to pre-school children. Many of the preventionstrategies outlined can also be applied to older children. . . . If all currently availablemechanisms to prevent injury were used, 40 percent of pediatric injury deaths could beavoided annually. Why do we not have better success? Stanwick offers severalexplanations. The term accident implies unexpectedness or luck, and discouragesinvestigation and treatment. We are too ready to ascribe fault in an accident, whichprevents all components of the event being examined and encourages an over-emphasison behavioural aspects. These result in blaming the victim. We have over-emphasizedpreventive measures based on an individual actively changing his or her behaviour, ratherthan measures designed to be effective at the community level. As in other areas ofprevention, not enough physical resources and studies are devoted to injury prevention.

Ford, Victor, Hamilton-Wentworth Regional Bicycle Network Study. Victor Ford and Associates Inc. for the Roads Department, Region of Hamilton-Wentworth, 1992. Educationalprograms provide instruction for safe and logical use of public roadways andrecreationways. Public awareness programs promote concepts of courtesy and roadsharing. Decisions between expensive, in depth courses using well qualified, highlymotivated instructors vs lower standards with instruction coming from regular curriculumteachers with minimal skills and constrained by tight schedules. No substitute for qualityprograms. Merit in using older teenagers as instructors. Traditional safety programsstressing fear of cars ineffective and promote cycling practices that increase risk of injury. Comprehensive bicycling education programs combining safety knowledge andencouragement particularly effective with teenagers. Effective programs are based onpractice by doing and correction by a skilled observer. Each age group should be given aspecific set of skill objectives that build a foundation for the next year. Training shouldtake place over an extended time frame. Bike rodeos and safety inspections complimentother education programs. Children should be encouraged to make their own decisions. Reinforcement needed at home, parents as role models. Helmets used by 5% to 20% ofcyclists in Hamilton-Wentworth. Adult course data cited also.

Hanna, Glenda, Outdoor Pursuits Programming: Legal Liability and Risk Management. The University of Alberta Press, Edmonton, Alberta, 1991. Canoeing, cycling, climbing,skiing and other activities pursued in outdoor adventure education and recreationprograms all involve some degree of risk, implying a potential for accidents and forlawsuits. With proper risk management the likelihood of a suit succeeding can be reducedgreatly. Glenda Hanna examines negligence law in Canada and identifies theresponsibilities of program administrators, leaders and participants.

Harkey, David L., and J. Richard Stewart, “Evaluation of Shared-Use Facilities for Bicycles and Motor Vehicles”, Transportation Research Record 1578, pp 111 – 118. 8 pages. Abstract: This study was conducted for the Florida Department of Transportation with anobjective of evaluating the safety and utility of shared-use facilities to provide engineersand planners comprehensive results that can be used in planning, designing, andconstructing roadways to be shared by motorists and bicyclists. The results weredeveloped from an analysis of observations of bicyclists and motorists interacting ondifferent types of roadways. The evaluation included roadways with wide curb lanes,bicycle lanes, and paved shoulders. Locations from both rural and urban environmentswere included and varied in terms of motor-vehicle speed, traffic volume, lane width, andnumber of lanes. The operational measures of effectiveness used in evaluating thedifferent types of facilities included (a) lateral placement of the bicyclist, (b) lateralplacement of the motor vehicle, (c) separation distance between the bicycle and the motorvehicle, and (d) encroachments by the motorist or bicyclist during the passing maneuver.Results of the analysis showed that the type of facility (wide curb lane versus bicycle laneversus paved shoulder) does have a significant effect on the separation distance betweenbicyclists and motor vehicles; this distance ranged from 1.80 to 1.95 m (5.9 to 6.4 ft). Thefindings also indicated that paved shoulders and bicycle lanes general result in similarinteractions between motorists and bicyclists and that when compared with wide curblanes they offer some distinct advantages to both user groups. The results also indicatedthat bicycle lanes as narrow as 0.93 m (3 ft) provide sufficient space for motorists andbicyclists to interact safely. At the same time, a 1.22-m (4-ft) wide bicycle lane tended tooptimize operating conditions because there were very few differences in the measures ofeffectiveness when 1.22-m lanes were compared with wider lanes.

Harkey, David L., J. Richard Stewart, and Eric A. Rodgman, “Evaluation of Shared-Use Facilities for Bicycles and Motor Vehicles: Final Report”, Highway Safety Research Center, University of North Carolina. 29 pages.

Helmet Hero Campaign Planner. Barons-Eureka-Warner Health Unit and F.C.S.S., Coaldale, Alberta, 1994. Planning kit designed to assist interested communities develop campaignsto promote helmet use among young cyclists. Describes six-phase approach formobilizing community resources and schools: getting started, school commitment,mobilizing the community, campaign preparation, conducting the campaign, andfollow-up.

Hillman, Mayer, BMA Professional, Scientific, and International Affairs Division. Cycling: Towards Health and Safety. A Report from the BMA. British Medical Association, Oxford University Press, Oxford, 1992. 159 pages. Excerpts from Chapter 1:Introduction: This report is not intended to be a practical guide to those who currentlycycle or who wish to take up cycling. It attempts to review the current situation forcyclists in the UK, particularly in relation to risks faced on the road, and considering thepart that regular exercise can play in improving health. Chapter 2 looks at thehealth-benefits of cycling as regular exercise. Chapter 3 investigates current patterns ofbicycle ownership and use, and the changing role of that cycling has played intravel-patterns over the past century. Chapter 4 discusses the reasons for low use ofbicycles compared to the high levels of ownership. In particular, the chapter examines thedeterrent effects of effort, climate, cycle theft, work-environment and attitudes. Chapter 5examines the safety of cyclists on the road, presenting available statistics and reasons forthe unreliability of current data. An analysis is also made of the estimated costs ofaccidents involving cyclists. Chapter 6 outlines the effects of air pollution on the cyclist,the general population and the environment. The contribution that cycling could make toreductions in levels of air pollution is also examined. Chapter 7 attempts to estimatelatent demand for cycling. Chapter 8 presents arguments regarding the role of theindividual in countering some of the risks of cycling. The somewhat controversial issueof protective head-wear is reviewed, including the debate regarding legislation to makecycle helmets compulsory. Also discussed is the role that child-cyclist training,conspicuity aids and pollution masks can play in protecting the cyclist. Chapter 9 reviewscurrent policy on cycling and provides a discussion basis for future policy directions.Chapter 10 seeks to weigh up the disadvantages of cycling stemming from its relativelyhigh casualty rate with the benefits in terms of its health-promoting properties. Data onestimated life-years gained through health benefits are presented alongside data onestimated life-years lost through accidents. [The subject of life-years lost versus life-yearsgained is discussed in some detail in Chapter 10. The author notes that while there hasbeen an accurate measure of total life-years lost through fatal cycle accidents, it is "notpossible to establish such quantifiable evidence for life-years gained, although certainstudies have indicated an increase in longevity for those participating in regular exercise,such as cycling." The BMA publication includes in this chapter the results of Office ofPopulation Censuses and Surveys (OPCS) tabulations, based on the methods of travel towork by commuters in 1971 and deaths up to 1985, then presented as StandardizedMortality Ratios (SMRs). These tabulations were specially commissioned for the BMAreport. The data showed that cyclists had significantly lower SMRs than commuters whotravelled by other methods. The BMA ruled out differences in socio-economiccircumstances as a significant cause of the differences in SMRs.]

Hillman, Mayer, Cycle Helmets: The Case For and Against, Policy Studies Institute, ISBN 0-85374-602-8, London, 1993. 32 pages. Summary: This report reviews and marshallsthe international evidence on cycle helmets, and represents a major contribution to thedebate on the efficacy of wearing them. A critical examination is made of the numeroussurveys and research which have been aimed at identifying what effects cycle helmetswould have on the incidence and severity of head injuries, and the report includes clearrecommendations on the direction that policy should take on this controversial subject.

Hillman, Mayer, “Cycling at the Top of the policy agenda”. Policy Studies Institute, London, UK. Presentation at "Making cycling viable", New Zealand Cycling Symposium 2000, 14-15 July 2000. Conclusions: At the heart of the matter in this domain of public policylies the reluctance of too many decision makers to acknowledge that they may have beenmistaken in the past. Their craven pandering to the publics addiction to the car ratherthan to be informed by objective evidence of the ultimately unsustainability of thisapproach needs to be challenged. We have a right to expect principles rather than politicsto dictate their decisions. The widespread - not token - adoption of practices, investmentof resources and allocation of staff to promote use of the non-motorised modes, especiallycycling, will not only deliver many of the objectives of transport policy - and at low cost -but also a wide range of social, health and local and global environmental objectives.Lets stop looking this gift horse in the mouth. Available from: http://www.eeca.govt.nz/Content/sustainable_transport/cycle/hillman.pdf Accessed March 15, 2004.

How to Organize a Community Project: Bike Helmets for Children. Canadian Bike Helmet Coalition. Concise guidebook for teachers, parents and others interested in promotingbicycle helmet use. Describes three-phase approach covering school assembly,information night for parents and bicycle helmet fitting and sale. Advice on planning,conducting, funding, and evaluating your campaign. Order form for video, Don't UseYour Brains for Brakes, posters and other promotional items.

Hollingshead, Don, Bicycle Touring Skills: An Instructor's Guide. Canadian Cycling Association, 1988. 29 pages. Covers recreational aspects of bicycle touring. Reviewsskills presented in Bicycling I while promoting a responsible attitude about sharing theroad with other vehicles. Includes instructor's roles and objectives, course organization,touring equipment, camping, and tour planning.

Holmgreen, P., J.J. Stacks, S.M. Smith, and D.M. Sosin, “Bicycle-Associated Head Injuries and Deaths in the United States from 1984 through 1988: How many are preventable?”, Journal of the American Medical Association, 266:3016-3019, 1991.

Hope, Daphne and Yachuk, Dwight, Community Cycling Manual: Planning and Design Guide. Canadian Institute of Planners, 1990. 135 pages. Comprehensive Canadian manualdealing with cycling issues facing elected officials, municipal staff, safety groups andbicycle interest groups. Topics include strategic planning, facilities design, education andenforcement.

Hostels in Canada. Canadian Hostelling Association. Guide to CHA's network of hostels. Excellent resource for schools, community groups and service clubs looking foraffordable accommodation on tours.

Hu, Xiaohan, David E. Wesson, Patricia C. Parkin, Mary L. Chipman and Laura J. Spence, “Parental Attitudes Toward Legislation for Helmet Use by Child Cyclists”. CanadianJournal of Public Health, May June 1993, pp 163 165. 3 pages. Abstract: Arandom-digit dialling telephone survey was conducted in the second half of 1991 toexamine parental attitudes toward legislation of helmet use by child cyclists. The surveyed population were 703 parents of at least one child aged 5 17 years who owned abicycle and lived within Metropolitan Toronto. Vive hundred sixty-eight (80.8%)responding parents were in favour of the suggested legislation, 81 (11.5%) were against,and 54 (7.7%) had no opinion on the issue. The 95% confidence interval for the supportrate was 78.9 83.7%. Although there was some variation in the level of support, at leasttwo thirds of the respondents in every subgroup, except parents with teenaged children(aged 15 17 years), were in favour of the legislation. Legislation requiring bicyclehelmet use by all children has strong support from the public. Additional surveys shouldbe directed at public attitudes to legislation of helmet use by adults.

Humber, William, Freewheeling: The Story of Bicycling in Canada. The Boston Mills Press, 1986. 160 pages. A look at the history of cycling in Canada from the 1800s. Lots ofphotos.

“Injuries associated with bicycle riders: CHIRPP database, summary data for the year 1993, all ages”. Laboratory Centre for Disease Control, Health Canada, Ottawa. 1993. 10 pages. Summary (4107 records): Bicycle injuries were most common among children aged 10 to14 years (40.1%) and 5 to 9 years (38.6%). Two thirds of injured bicycle riders weremale, a slightly higher percentage than that for the entire database (59.7%) and between 4p.m. and 8 p.m. (39.1%). The majority of injuries (82.0%) involved a moving bicyclisthitting something (person, vehicle, curb fence, pothole, etc.). Injuries occurred most oftenon public roads (52.0%). A total of 44.9% of bicycle injuries required medical follow-up,and 9.8% of the patients were admitted to hospital (a higher percentage than that for theentire database, with 5.7% admitted). Abrasions, bruising and inflamation were the mostcommon injuries (42.8%). The arm or hand was the body part most frequently injured(34.4%), followed by the head or neck (28.6%). Use of bicycle helmets was reported by15.7% of injured bicycle riders in 1993.

Implementing Bicycle Improvements at the Local Level, FHWA-98-105. U.S. Department of Transportation, Federal Highway Administration, PDF version created by the Bicycle Federation of America, 1999. Introduction: With the passage of the Intermodal SurfaceTransportation Efficiency Act of 1991 (ISTEA), metropolitan planning organizationsthroughout the United States were explicitly required to consider bicyclists in theirlong-range transportation plans. As a result, many post- ISTEA plans do includeambitious bicycling components intended to increase the levels and safety of bicycle usewithin the affected communities. In light of these events, the purpose of this document isto provide detailed information on how to implement some of the most useful andpopular elements. As a result, the advice contained herein will be most useful for those atthe localtypically below the Metropolitan Planning Organization (MPO)levelworking to implement the MPO long-range plans.

Improving Conditions for Bicycling and Walking: A Best Practices Report, Prepared for the Federal Highway Administration by Rails-to-Trails Conservancy and the Association of Pedestrian and Bicycle Professionals, 1998. From the Forward: This best practicesreport provides information on some outstanding pedestrian and bicycle projects that havebeen recognized for increasing walking and bicycling and improving user safety incommunities across the United States.

Jurbala, Paul, Introduction to Cycling Coaching: Level 1 Coaching Certification. Canadian Cycling Association, 1986. 81 pages. Technical coaching manual introducing the basicsof competitive cycling to those who intend to become Level 1 certified coaches.

Katz, Elliott, Canadian Cycling Association's Complete Guide to Bicycle Touring in Canada, 1993. 336 pages. Tours throughout Canada - the most complete guide to touring everpublished in Canada. Useful information for cyclists of all abilities. Includes maps,insights, history and more. Endorsed by the Canadian Cycling Association.

Kaplan, Jerrold A., “Characteristics of the Regular Adult Bicycle User”, Federal Highway Administration, Office of Planning and Research, San Francisco, 1975. 125 pages. Abstract: A study of adult bicycle riders who ride at least three times a month wasconducted as a Masters Thesis project in the spring of 1975. The subjects, ranging in agefrom 16 to 82 years old, were members of the national bicycling organization, the Leagueof American Wheelmen. A mailback questionnaire was completed and returned by about50 percent of the 8,405 members. Almost 39 percent, or 3,270 questionnaires, were usedin the final analyses. Demographic and bicycle description data and information wererecorded along with trip characteristics and accident experience for the year 1974. Anestimate of miles traveled was calculated through the respondents use of an odometer, orsimilar mileage recording device. Over a third of all subjects reported using an odometer;those not using them reported mileages that did not differ significantly. The subjectstraveled an average of 2,332 miles during 8.9 months that they rode a bicycle. Males, whorode almost 40 percent more miles than females, had an accident rate 60 percent lowerthan females. The oldest respondents (ages 66 82 years old) traveled, on average, moremiles than any other age group, but experienced the lowest accident rate. As cyclingexperience increased, accident involvement appeared to decrease dramatically. About oneout of every 17 subjects was involved in a collision or serious fall that requiredprofessional medical treatment. Bicycle accident rates appear to be about twice as high asmotor vehicle accident rates; age, sex, and years of experience of the bicycle rider are allinfluential on the rate. The data also suggest that safety conscious individuals (thosewearing helmets, using rear view mirrors, and always obeying laws) are involved in lessaccidents than others. Time did not permit complete analysis of the data collected.

Keatinge, R, "Cycle helmets Deter people from cycling" (letter) BMJ 1994;309:541-542 (20 August) Letter to The Editor of BMJ in response to Evans L. "Cycle helmets and the law". BMJ 1994;308:1521-2. (11 June). Excerpts: Two scientific problems make itdifficult to describe the effect of helmets on injuries to pedal cyclists. Firstly, people whovoluntarily wear helmets tend to be different from those who do not; this confoundspublished studies of voluntary wearing so badly that the results cannot support argumentsfor helmet use. Secondly, modern road use intrinsically involves balancing risks, andpeople in pursuit of a goal have a strong tendency to compensate for one lowered risk byincreasing exposure to other risks. reducing hazards on the road would make each journeya safer experience. Access from: http://bmj.bmjjournals.com/cgi/content/full/309/6953/541/a Accessed March 20, 2004.

Klop, Jeremy R., and Asad J. Khattak, “Factors Influencing Bicycle Crash Severity on Two-lane Undivided Roadways in North Carolina”. Paper No. 991109, Transportation Research Board, 78^th Annual Meeting, January 10 – 14, 1999, Washington D.C. Abstract: Concernover crashes involving bicycles and motor vehicles is largely due to the severity ofinjuries. This research examines the impacts of physical and environmental factors on theseverity of injury to bicyclists. North Carolina Highway Safety Information System(HSIS) crash and inventory data for state controlled two-lane undivided roadways areanalyzed. The injury severity distribution, measured on the KABCO scale, is as follows:no injury 1.8%; complaint of pain 24.4%; non-incapacitating injury 42.5%; incapacitatinginjury 25.5%; and fatal injury 5.9%. The total number of involvements in this dataset was1025 with a majority of the involvements occurring outside urbanized areas (80.5%).Using the ordered prohit model, the effect of a set of roadway, environmental, and crashvariables on injury severity is explored. Variables that significantly increase injuryseverity include straight grades, curved grades, darkness, and fog. Higher average annualdaily traffic was the only variable associated with lower injury severity. Separate modelsare estimated for rural and urban locations. Marginal effects of each factor on thelikelihood of each injury severity class are reported. Policy implications and possiblecountermeasures are then discussed.

Komanoff, Charles, “Elevated Blood Alcohol and Risk of Injury Among Bicyclists”, Letter to the Editor, JAMA, May 16, 2001, Vol 285, No. 19 2445. Komanoff writes that the data of Liet al. (Li G., S.P. Baker, J.E. Smialek, and C.A. Soderstrom CA, Use of alcohol as a riskfactor for bicycling injury. JAMA. 2001;285:893-896) are misleading and theirprocedures questionable. Three of the 124 cases (2.4%) studied by Li et al. had a BACbetween 0.02 g/dL and 0.07 g/dL, as did 7 of the 342 control cases (2.0%).Low-to-moderate drinkers were as prevalent in the injury group as in the control group(P=.71), yet the authors conclude that just 1 drink multiplies a cyclists injury risk morethan 5-fold. This article displaces attention from the primary source of risk to bicyclists:a hostile road environment created by an automobile-dominated society. It will furtherdiscourage bicycling, an intrinsically benign and healthful form of transportation, writesKomanoff. The authors reply that Komanoff correctly points out that the informationabout BACs presented in our article is inadequate for gauging the detailed distribution ofBACs in the study subjects, and that the modest sample size does not allow a reliableestimate of the odds ratio of a bicycle injury related to BACs between 0.02 g/dL and 0.07g/dL. They further reply that their data, albeit inconclusive, do indicate that BACsbetween 0.02 g/dL and 0.07 g/dL may increase the riders risk of fatal or serious injury.

Kuo, Jeanne, Olivia Derridinger, Cynthia Rodgers, and Carter Pratt, “Bicycle-related head injuries in Massachusetts, 1994 – 1998". 128^th Annual Meeting of the American Public Health Association (APHA), Boston, MA (Nov 12-16, 2000), Abstract #12994, Monday, November 13, 2000. BACKGROUND: Studies show that the correct use of a bicyclehelmet reduces the risk of head injury during a crash involving a cyclist. Findings such asthese have lead to the development of health education campaigns to promote the use ofhelmets. Some states, such as Massachusetts, passed laws mandating the use of bicyclehelmets for all cyclists age 12 and under. OBJECTIVES: To examine the trend ofbicycle-related head injury in Massachusetts, 1994 to 1998. METHODS: Hospitaldischarge data were analyzed to examine bicycle-related head injury rates and differenthead injury subcategories, including skull fracture, intracranial injuries, and open headwounds. Comparisons between different age groups were made and 95% confidenceintervals will be calculated to determine the significance of the differences. RESULTS:Bicycle-related head injury rates among children 12 years old or younger dropped 8.7 per100,000 in 1994 to 4.8 in 1996, there was no significant change after 1996. In this agegroup, there was also a decline in some head injury subcategories. At this point nosignificant change has been noted in the older population. CONCLUSIONS: There is adecrease in bicycle-related head injury in children age 12 and younger. Several factorsmay be responsible for this decrease. Possible explanations include that Massachusetts isfollowing a National trend, the mandatory helmet law for cyclists 12 and under in thestate, or a decrease in younger cyclists. The authors recommend further studies toinvestigate the cause of the decrease. Learning Objectives: To examine the trend ofbicycle-related head injury in Massachusetts, 1994-1998

Kypri, Kyp, and Craig Wright, “Thinking outside the frame: opportunities in the prevention of cycling injury”. Presented at: Making Cycling Viable: New Zealand Cycling Symposium, Massey University, Palmerston North, New Zealand, 14-15 July, 2000. 13 pages. Abstract: The considerable benefits of cycling, for health, the environment, and theeconomy, have been amply demonstrated. The major obstacle to increased bicycle use isnot the cost of a bike, lack of fitness, or the odd hill; it is the perceived risk of injury.Sadly, figures from our national mortality and hospitalisations databases justify thisperception. In the period 1988-1997, 202 riders of pedal cycles died and 3858 wereseriously injured in New Zealand. In 89% of fatal cases and 30% of serious non-fatalcases, a motor vehicle was involved. The cost of treatment, rehabilitation, and lostproductivity from such injuries weighs heavily on the public purse, and the personal costsare obviously great. The late William Haddon, a pioneer of the injury prevention field,and former director of the National Highway Traffic Safety Administration in the USA,produced an elegant conceptual model for considering a range of personal, vehicle, andenvironmental factors in crashes, and thus opportunities for prevention. The applicationof that model to the bicycle crash situation in New Zealand shows that to date, injuryprevention policy and practice has focused on a narrow range of factors and phases of thecrash sequence. This paper will argue that significant reductions in bicycle crashes willonly occur if a more comprehensive approach to cycle safety is adopted.

Laidlaw, Danelle, CAN-BIKE Program: Tour Leadership - A Leader's Guide. Canadian Cycling Association, 1993. Comprehensive manual designed to assist anyone leading one-dayand multi-day bicycle tours. Covers tour organization and preparation, participantpreparation, roles and responsibilities. For CAN-BIKE Skills II cyclists.

Landis, Bruce W., Venkat R. Vattikuti, and Michael T. Brannick, “Real-Time Human Perceptions Toward a Bicycle Level of Service”, Transportation Research Record 1578, pp 119 – 126. 7 pages. The primary focus of this study by Sprinkle Consulting Engineers,Inc. is to develop a bicycle-quality, or level-of-service, model for applications in U.S.metropolitan areas. Although there are several model forms being used throughout theUnited States that attempt to quantify road suitability or the quality of service affordedbicyclists travelling the street and roadway networks of urbanized areas, to date therehave been no statistically calibrated models published. The statistically calibratedlevel-of-service model described here is based on real-time perceptions from bicycliststravelling in actual urban traffic and roadway conditions. The studys participantsrepresented a cross section of age, gender, experience level, and geographic origin of thepopulation of cyclists that use the metropolitan road networks in the United States. Thetest course is representative of the collector and arterial street systems of North Americanurban areas. Although further hypothesis testing is being conducted and additional studiesare planned to test the need for disaggregate models for central business district streetswith high turnover parking, truck routes, and two-lane high-speed rural highways, thegeneral bicycle level-of-service model reported here is highly reliable, has a highcorrelation coefficient (R2 = 0.73), and is transferable to the vast majority of UnitedStates metropolitan areas. The study reveals that pavement-surface conditions andstriping of bicycle lanes are important factors in the quality of service.

 Lardelli-Claret, P., J. de Dios Luna-del-Castillo, J.J. Jiménez-Moleón, M García-Martín, A. Bueno-Cavanillas and R. Gálvez-Vargas, “Risk compensation theory and voluntary helmet use by cyclists in Spain”. Injury Prevention, 2003;9:128-132. Objective: To obtainempirical data that might support or refute the existence of a risk compensationmechanism in connection with voluntary helmet use by Spanish cyclists. Design: Aretrospective case series. Setting: Spain, from 1990 to 1999. Subjects: All 22 814cyclists involved in traffic crashes with victims, recorded in the Spanish Register ofTraffic Crashes with Victims, for whom information regarding helmet use was available. Main outcome measures: Crude and adjusted odds ratios for the relation betweencommitting a traffic violation and using a helmet. Results: Fifty four percent of thecyclists committed a traffic violation other than a speeding infraction. Committing atraffic violation was associated with a lower frequency of helmet use (adjusted odds ratio(aOR) 0.63, 95% confidence interval (CI) 0.58 to 0.69). Cycling at excessive ordangerous speed, a violation observed in 4.5% of the sample, was not significantlyassociated with helmet use either alone (aOR 0.95, 95% CI 0.56 to 1.61) or incombination with any other violation (aOR 0.97, 95% CI 0.79 to 1.20). Conclusions:The results suggest that the subgroup of cyclists with a higher risk of suffering a trafficcrash are also those in which the health consequences of the crash will probably behigher. Although the findings do not support the existence of a strong risk compensationmechanism among helmeted cyclists, this possibility cannot be ruled out.

Leicht, Kevin and Marti Loftsgard, "CE 499, Annotated Outline: Should Bicycle Helmets be Mandatory in Saskatchewan? An investigation into Bicycle Safety". Undergraduate Term paper. Department of Civil Engineering, University of Saskatchewan, 1994. 9 pages. Thisreport set out to evaluate the potential for reducing head injuries among cyclists by theproper use of protective equipment and to provide the Traffic Safety Branch ofSaskatchewan Highways and Transportation with reasonable recommendations on theissue of legislation for the mandatory use of cycling helmets. The report reviewed currentprovincial laws, testing procedures and standards, analysis of bicycle related injuries, andpublic perception. The students contacted 15 organizations across Canada and conducteda literary search for information on bicycle helmets. A New Zealand case study wasconsulted. The report concluded with the following five recommendations: standardizecurricula on defensive riding programs such as bike rodeos; implement a publicawareness program to increase safety awareness emphasizing the value of cycling helmetsin reducing injuries; develop a province-wide database of cycling accidents, includingmatching hospital and police data to provide empirical statistics to determine the effectsof safety measures; implementation of mandatory cycling helmet legislation; increase thenumber of cycling pathways.

Li, G., S. P. Baker, J. E. Smialek, and C. A. Soderstrom, “Use of alcohol as a risk factor for bicycling injury.” JAMA. 2001;285:893-896. 4 pp. CONTEXT: Bicycling is one of theleading causes of recreational injuries. Elevated blood alcohol concentrations (BACs) arefound in about one third of fatally injured bicyclists aged 15 years or older. OBJECTIVE:To assess the relative risk of fatal and serious bicycling injury according to BAC.DESIGN: Matched case-control study. SETTING AND SUBJECTS: Bicyclists aged 15years or older who were fatally or seriously injured while riding a bicycle during the dayin Maryland in 1985-1997 (cases, n = 124) and bicyclists aged 15 years or older who wereinterviewed and given a breath test for estimated BAC during roadside surveys that tookplace in June 1996 through May 1998 at the same site, time of day, day of week, andmonth of year in which a case bicyclist was injured (controls, n = 342). MAINOUTCOME MEASURE: Odds ratio of bicycling injury according to estimated BAC.RESULTS: An estimated positive BAC (>/=0.02 g/dL) was detected in 12.9% of the casebicyclists (23.5% of the 34 fatally injured and 8.9% of the 90 seriously injured) comparedwith 2.9% of the control bicyclists (P<.001). Relative to an estimated BAC of less than0.02 g/dL, the adjusted odds ratio of bicycling injury was 5.6 (95% confidence interval[CI], 2.2-14.0) for a BAC of 0.02 g/dL or higher and was 20.2 (95% CI, 4.2-96.3) for aBAC of 0.08 g/dL or higher. Rates of helmet use at the time of injury or interview were5% and 35%, respectively, for those with and without a positive BAC (P =.007).CONCLUSION: Alcohol use while bicycle riding is associated with a substantiallyincreased risk of fatal or serious injury. (Note: also see critique, Komanoff, Charles, “Elevated Blood Alcohol and Risk of Injury Among Bicyclists”, Letter to the Editor, JAMA, May 16, 2001, Vol 285, No. 19 2445.)

Mackay, James, “Bicycle Route Signage and Pavement Markings”, presentation to the ProBike Conference in Portland, Oregon, September 23, 1994. Bicyclists need most of the sameinformation as motorists, as well as having special needs of their own. The Manual onUniform Traffic Control Devices (MUTCD) does cover a number of these needs inSection IX, but other needs are completely overlooked. In Denver, we have developed anumber of solutions for these unmet needs.

Mackay, James, "Bicycling in the Netherlands", presentation to the ProBike Conference in Portland, Oregon, September 23, 1994. 1 page. The Netherlands present an inspiring"alternate reality" to cycling in the United States. Bicyclists' needs are routinelyaccommodated in a culture that recognizes human-powered transportation as a legitimatemode. Anti-bicycle engineers in the United States have belt buckles that never see thelight of day. Please take them with you when you bike tour the Netherlands.

Mackay, James, "Good Design / Bad Design for Bicycle Routes / Trails", presentation to the ProBike Conference in Portland, Oregon, September 23, 1994. 4 pages. Cyclists desire totravel to the same destinations as motorists. However, it is no big secret that our existingAmerican urban transportation systems were designed with little but motor vehicles inmind. Any route system can be evaluated by the bicycle access it provides. Bicyclefacility design in the United States is defined by: the American Association of StateHighway and Transportation Officials (AASHTO); the U.S. Department ofTransportation; the Institute of Transportation Engineers; the American Society of CivilEngineers; and the Federal Highways Administration. The presentation discusses thedesign of on-street bicycle facilities, community policy and the design of bicyclefacilities, bicycle facility liability, and soft surface trails.

Mackay, James, "Planning a Bike Week from Scratch – Denver Bike Week", presentation to the ProBike Conference in Portland, Oregon, September 23, 1994. 2 pages. In 1991, Denverhad its first city-sponsored "Bike to Work". Now there is a Denver Bike Week, which is11 days long. The three key elements of planning are: being organized; making lots ofphone calls; and figuring out how to dovetail your interests with those of yourparticipating institutions and donors. The presentation includes a sample time line forplanning an event.

Macpherson, Alison K., Teresa M. To, Colin Macarthur, Mary L. Chipman, James G. Wright, and Patricia C. Parkin, “Impact of Mandatory Helmet Legislation on Bicycle-Related Head Injuries in Children: A Population-Based Study”. Pediatrics, Vol. 110 No. 5, November 2002. 5 pages. ABSTRACT. Objective. Childhood bicycle-related head injuriescan be prevented through the use of helmets. Although helmet legislation has proved tobe a successful strategy for the adoption of helmets, its effect on the rates of head injury isuncertain. In Canada, 4 provinces have such legislation. The objective of this study was tomeasure the impact of helmet legislation on bicycle-related head injuries in Canadianchildren. Methods. Routinely collected data from the Canadian Institute for HealthInformation identified all Canadian children (519 years) who were hospitalized forbicycling-related injuries from 19941998. Children were categorized as head or otherinjury on the basis of International Classification of Diseases, Ninth Revision, codes.Rates of head injuries and other injuries were compared over time in provinces thatadopted legislation and those that did not. Results. Of the 9650 children who werehospitalized because of a bicycle-related injury, 3426 sustained injuries to the head andface and the remaining 6224 had other injuries. The bicycle-related head injury ratedeclined significantly (45% reduction) in provinces where legislation had been adoptedcompared with provinces and territories that did not adopt legislation (27% reduction).Conclusion. This country-wide study compared rates of head injury in regions with andwithout mandatory helmet legislation. Comparing head injuries with othernonhead-injured children controlled for potential differences in childrens cycling habits.The strong protective association between helmet legislation and head injuries supportsthe adoption of helmet legislation as an effective tool in the prevention of childhoodbicycle related head injuries. Pediatrics 2002;110(5). URL: http://www.pediatrics.org/cgi/content/full/110/5/e60 Accessed October 27, 2003.

Macpherson, Alison K., Teresa M. To, Colin Macarthur, “Bicycle Helmet Legislation: Evidence for Effectiveness”, A review of: LeBlanc J.C., Beattie T.L., Culligan C., 2002, “Effect of legislation on the use of bicycle helmets”. Canadian Medical Association Journal 166:592–595. 1 page. A systematic review published by the Cochrane Collaborationidentified five case control studies which showed that bicycle helmets reduced the risk ofhead and brain injury by 85% and 88%, respectively, in crashes. A study by LeBlanc et al.evaluated the effectiveness of bicycle helmet legislation, finding that helmet use increasedfrom 36% pre-legislation to 84% post-legislation. In addition, the proportion of injuredcyclists (019 years) with head injuries fell from 3.6% to 1.6% over the same period. TheCochrane Collaboration review also identified studies that demonstrated a decline in thebicycle head injury rate following the introduction of bicycle helmet legislation. Datafrom Australia showed a decline in the number of adolescent cyclists in the two yearsfollowing bicycle helmet legislation. Observational data from Canada, however, showedthat the number of child cyclists increased in the three years following the introduction ofhelmet legislation. Population-based research on the effect of helmet legislation oncycling exposure is needed. As for most injuries, a combination of education,environmental change, engineering, and legislation is needed to reduce the burden ofchildhood injury. (Note: also see critique, Robinson, Dorothy L, “Confusing trends with the effect of helmet laws” (letter to The Editor). Pediatrics, July 7, 2003.)

Maimaris, C, C L Summer, C Browning, C R Palmer, "Injury patterns in cyclists attending an accident and emergency department: a comparison of helmet wearers and non-wearers". BMJ 1994;308:1537-1540 (11 June). Abstract Objectives : To study circumstances ofbicycle accidents and nature of injuries sustained and to determine effect of safetyhelmets on pattern of injuries. Design : Prospective study of patients with cycle relatedinjuries. Setting : Accident and emergency department of teaching hospital. Subjects :1040 patients with complete data presenting to the department in one year with cyclerelated injuries, of whom 114 had worn cycle helmets when accident occurred. Mainoutcome measures : Type of accident and nature and distribution of injuries amongpatients with and without safety helmets. Results - There were no significant differencesbetween the two groups with respect to type of accident or nature and distribution ofinjuries other than those to the head. Head injury was sustained by 4/114 (4%) of helmetwearers compared with 100/928 (11%) of non-wearers (P=0.023). Significantly morechildren wore helmets (50/309 (16%)) than did adults (64/731 (9%)) (P<0.001). Theincidence of head injuries sustained in accidents involving motor vehicles (52/288 (18%))was significantly higher than in those not involving motor vehicles (52/754 (7%))(X2=28.9, P<0.0001). Multiple logistic regression analysis of probability of sustaining ahead injury showed that only two variables were significant: helmet use and involvementof a motor vehicle. Mutually adjusted odds ratios showed a risk factor of 2.95 (95%confidence interval 1.95 to 4.47, P<0.0001) for accidents involving a motor vehicle and aprotective factor of 3.25 (1.17 to 9.06, P=0.024) for wearing a helmet. Conclusion : Thefindings suggest an increased risk of sustaining head injury in a bicycle accident when amotor vehicle is involved and confirm protective effect of helmet wearing for any bicycleaccident. URL: http://bmj.bmjjournals.com/cgi/content/abstract/308/6943/1537?ijkey=6bc079098c4312f39ed80a4a7d991fc55fd47f7c&keytype2=tf_ipsecsha Accessed March 20, 2004.

Mayhew, D. R., and H. M. Simpson, “The safety value of driver education and training”, Injury Prevention 2002; 8 (Suppl II): ii3–ii8, 2002. Abstract: Background: New drivers,especially young ones, have extremely high crash rates. Formal instruction, whichincludes in-class education and in-vehicle training, has been used as a means to addressthis problem. Objectives: To summarize the evidence on the safety value of suchprograms and suggest improvements in program delivery and content that may producesafety benefits. Methods: The empirical evidence was reviewed and summarized todetermine if formal instruction has been shown to produce reductions in collisions, and toidentify ways it might achieve this objective. Results: The international literatureprovides little support for the hypothesis that formal driver instruction is an effectivesafety measure. It is argued that such an outcome is not entirely unexpected given thattraditional programs fail to address adequately the age and experience related factors thatrender young drivers at increased risk of collision. Conclusions: Education/trainingprograms might prove to be effective in reducing collisions if they are more empiricallybased, addressing critical age and experience related factors. At the same time, moreresearch into the behaviors and crash experiences of novice drivers is needed to refine ourunderstanding of the problem.

Moeur, Richard C., "Rumble Strip Gap Study", 1999. 9 pages. Executive Summary: Rumblestrips can offer significant reductions in run-off-road crashes on rural highways. Newerground-in rumble strip designs can be installed on a much wider variety of shoulders, butthese designs have a much greater negative effect on bicycle traffic than previous designs.This study investigated the feasibility of placing gaps in a rumble strip pattern to permitbicycle traffic to cross the rumble strip area without striking the rumble strip patternitself. This study also determined a recommended minimum length for these gaps toaccommodate bicyclists of varying abilities at speeds representative of downhillconditions. Based on the experimental information collected, this study recommends thatrumble strips on all non-controlled access highways include periodic gaps of 12 ft (3.7 m)in length, and that these gaps be placed at periodic intervals at a recommended spacing of40 ft (12.2 m) or 60 ft (18.3 m).

Moritz, William E., “A Survey of North American Bicycle Commuters: Summary Results”, Human Powered Transportation, University of Washington, Seattle. This documentsummarizes the results obtained in a study of bicycle commuters in the U.S. and Canada.A paper (97-0979) describing the methodology and aggregate results of the survey waspresented at the 1997 Transportation Research Board meeting in Washington. D.C., onJanuary 15, 1997. The information in this document was taken from the oral presentationmade at TRB.

Metuzals, Peter, A Coach's Guide to a Bicycle Racing Skills Course for Beginners. Canadian Cycling Association, . 44 pages. Introductory guide to teaching beginning bicycle racers. Includes lesson plans covering all skills a beginning racer needs: group riding, sitting ona wheel, bike handling skills, double echelon, sprinting, hill climbing and cornering. Optional live action video available.

Mountain Bike Committee, The, National Mountain Bike Regulations. Canadian Cycling Association, 1992. 26 pages. Regulations pertaining to mountain bike competitions.

National Championships Organization, The, National Championships Organization Working Manual. Canadian Cycling Association, 1980. 93 pages. Guide for promoters ofnational calibre cycling events.

“National Survey on Active Transportation: Summary Report”, Go for Green, Environics, 1998. Purpose: The major objective of the 1998 National Survey on Active Transportation is toestablish a baseline of participation in active transportation (walking and cycling) amongadults and school aged children. Aspects examined include: participation levels, types oftrips, frequency and length of trips, barriers and opportunities for increasing participation,and the magnitude of potential shifts. Methods: The national survey was conducted bytelephone between April 16 and 19, 1998. The survey was fielded to a randomrepresentative sample of 1,501 adults aged 18 and older in each of the 10 provinces.Results of the survey are considered accurate to within plus or minus 2.5 percentagepoints, 19 times out of 20. The survey research was also followed up by a series of focusgroups on cycling conducted during October 1998 in Vancouver, Toronto, Montreal andHalifax. Selected quotes from these focus groups are included in the margins of thereport. Key findings: Canadians are most likely to view environmental quality and fitness(exercise and nutrition) as the key factors in promoting individual health. Increasinglythey are also looking to governments for leadership on environmental issues, and lesslikely to feel personally empowered. In 1998, Canadians are most like to viewenvironmental quality and fitness as the most important factors influencing their personalhealth. Cycling: More than half (57%) of Canadian adults own a bicycle, 26% cycle as amode of transportation, and 48% cycle for leisure or recreation. Canadians who cycletravel an average of 5.6 km each way. The main reasons given for cycling as a mode oftransportation are: exercise and health (67%), pleasure (38%), practicality andconvenience (17%), environmental concern (12%), and saving money (7%). The mostfrequently mentioned barriers to cycling are: distance (31%), weather (27%), time (17%),traffic/safety or bad roads (14%), laziness/inconvenience (12%). Safety is perceived as amajor obstacle to cycling, with 53% of respondents reporting that they believe cycling isdangerous because of vehicle traffic. Seventy percent of Canadians say they would ride abike to work if there were a dedicated bike lane which would take me to my workplacein less than 30 minutes at a comfortable pace. URL: http://safety.fhwa.dot.gov/fourthlevel/pdf/Bike_Flash.pdf Accessed on March 26, 2004.

Pein, Wayne, “Bicyclist Performance on a Multiuse Trail”, Transportation Research Record 1578, pp 127-131, Paper No. 970616, ISBN 0309061687, ISSN 03611981, 1997 Abstract: Bicyclist crossing time from a full stop was measured using video recordingequipment at 16 diverse trail-roadway intersections (two to six lanes, stop or signalcontrolled, divided or undivided) of the Pinellas Trail in Pinellas County, Florida. A totalof 442 bicyclists ( single individuals or randomly selected individuals from a group) weretimed. The cruising speed of 65 bicyclists was also determined. A linear regression modelwas fit to the time and crossing-distance data. A linear regression was also fit to eight85th percentile crossing-time points that were calculated from grouped raw data. Usingkinematic physics, in which bicycle acceleration and intersection crossing velocity arevariables, a theoretical equation was derived to predict bicyclist crossing time for anydistance. This derived equation is a linear function of distance, so the regressioncoefficients could then be used to estimate bicyclist crossing velocity and acceleration onthe Pinellas Trail. These estimated values for bicyclist acceleration and intersectioncrossing velocity compare favorably with the scant available data from foreign anddomestic sources. Thus, the crossing- time prediction equation can be a useful tool whendesigning intersections for bicyclists, with application in signal timing and crossing-sightdistance calculations. URL: http://www.enhancements.org/trb/1578-16.pdf Accessed on December 10, 2004.

Petty, Ross D., “The Impact of the Sport of Bicycle Riding on Safety Law”. American Business Law Journal 185, Winter 1998. 23085 words. Summary: . . . Glasgow Argus, June 9,1842 arguably the first court decision applying safety law to the bicycle. . . . Much ofthe sport of bicycle riding was not undertaken as an organized sporting activity, but aspersonal sport. . . . Lastly, the business of the sport of bicycle riding includes those peoplewho simply make, sell, or repair bicycles. Bicycle riding, which includes all of thesesporting activities, has had a significant influence on safety law. . . . This article, byexamining the legal response to the technologically-based sport of bicycle riding,demonstrates the advantages of a broader approach. . . . This article studies the effect ofthe sport of bicycle riding on safety law as established both by the common law and byregulatory law. . . . It first addresses the issue of legal use of the roadways for the sport ofbicycle riding. . . . The sport of bicycle riding brought a greater demand for traffic controlrules. . . . Although to most Americans, bicycling may be considered child's play ratherthan a serious sporting activity, this article shows that bicycle riding, whether as part oforganized sport of racing, or unorganized sport of touring or recreational riding, or as justplain transportation has made some important contributions to the development of safetylaw. . . . Ross D. Petty, Professor of Marketing Law, Babson College, Babson Park, MA.E- mail: Petty@Babson.edu. The author teaches a course on the social impact of thebicycle. [Additional notes from the article: Public health specialist William Haddonsthree-by-three matrix includes timing and causal factors to conceptualize safety. Haddon'smatrix includes approaches not usually recognized in product safety regulation, such asuse behavior and limiting users to those with training and necessary physical skills. TheHaddon Matrix presented in the article contains examples from litigation andregulation. . . Courts are just beginning to address the question of whether bicyclists maybe held comparatively or contributorily negligent for not wearing a helmet. . . A fewstates have prohibited the use of audio headsets or earphones over both ears by bicyclists.. . . This could be the forerunner of more general requirements that all vehicle operatorsand perhaps pedestrians be able to hear traffic. . . .]

Pitt, W R, S Thomas, J Nixon, R Clark, D Battistutta, C Acton, "Trends in head injuries among child bicyclists", BMJ 1994;308:177 (15 January). Wearing of approved helmets bybicyclists has been recently made compulsory in several states in Australia and the UnitedStates, and similar legislation is being promoted in the United Kingdom. Those againsthelmets argue that they are not effective in collisions with motor vehicles. Evidencesupporting helmet legislation has included decreases in the number of head injuriesassociated with wearing a helmet and a reduction in the risk of bicycle related head injuryamong helmet wearers in a case-control study. We examined trends in the incidence ofhead injuries and bicycle related injuries in Brisbane children by using injury surveillancedata in a well defined population of 600 000 people. Collision with a motor vehiclecaused only 8.5% of bicycle injuries and 25.8% of bicycle related head injuries. Becausehelmets are designed to protect the head in accidents when other vehicles are notinvolved, which is most accidents, the case for wearing helmets is sound. Our findingsindicate that the reason for the decrease in bicycle related head injuries is more complexthan just increased wearing of helmets. Nevertheless, the protective effect of helmets issupported by the large drop in head injuries in the 12 months before legislation, whenpublic debate ensured high levels of awareness and helmet wearing. URL: http://bmj.bmjjournals.com/cgi/content/full/308/6922/177?ijkey=16c11c419efbec49c18f6a93cf6ffd1c77df56b3&keytype2=tf_ipsecsha Accessed March 20, 2004.

Pless, I.B., H.G. Taylor and L. Arsenault, "The Relationship Between Vigilance Deficits and Traffic Injuries Involving Children". Journal of Pediatrics, Volume 95 Number 2, February 1995, pp 219 – 223. 4 pages. Abstract: Objective. This study was designed todetermine whether there is an increased frequency of deficits in impulse control,vigilance, or both, among child bicyclists or pedestrians who have been injured in trafficaccidents, as assessed using objective measures and parent and teacher reports. Researchdesign. This was a case-control study, in which cases were children injured as pedestriansor bicyclists (excluding those with severe head injuries) and controls were those injuredas passengers or in some other manner in which the child's behaviour was unlikely to be afactor. Setting. Children ages 5 to 15 years presenting to the emergency room of theMontreal Children's Hospital. Participants. Fore each of 286 cases, two controls wereselected, making a total of 848 subjects. Among the cases, 172 were injured aspedestrians and 114 as bicyclists. Measures. Children were assessed using the ContinuousPerformance Task and the Delayed Response Test, both parts of a computerized testbattery. Parents and teachers completed the Conners Abbreviated Symptom Questionnaireto assess hyperactivity. Results. Cases and controls were similar on mostsociodemographic and clinical measures but showed statistically significant differences inmean scores on the Continuous Performance Task measures of omissions andcommissions, pointing differences in vigilance, and on the Delayed Response Testmeasures of impulsivity. Mean Conners scale scores of both parent and teacher weresignificantly higher for cases than controls, and those of parents were higher than those ofteachers. Conclusions. Among children whose behaviour may have been a factor in theoccurrence of an injury, there is subjective evidence of increased hyperactivity andobjective evidence of deficits in vigilance and attention when compared with closelymatched controls. These findings have important implications for prevention.

Pucher, John, and Lewis Dijkstra, “Promoting Safe Walking and Cycling to Improve Public Health: Lessons from The Netherlands and Germany”. American Journal of Public Health, Vol. 93, No. 9, September 2003. Abstract: Objectives. We examine the publichealth consequences of unsafe and inconvenient walking and bicycling conditions inAmerican cities and suggest improvements based on successful policies in TheNetherlands and Germany. Methods. Secondary data from national travel and crashsurveys are used to compute fatality trends from 1975 to 2001 and fatality and injury ratesfor pedestrians and cyclists in The Netherlands, Germany, and the USA in 2000. Results:Whereas walking and cycling account for less than a tenth of all urban trips in Americancities, they account for a third of all trips in Germany and for half of trips in TheNetherlands. American pedestrians and cyclists are much more likely to get killed thanDutch and German pedestrians and cyclists, both on a per-trip and per-km basis. They arealso far more likely to be injured Discussion: On the basis of Dutch and Germanexperience, we propose a wide range of measures to improve the safety of walking andcycling in American cities, both to reduce fatalities and injuries and to encourage morewalking and cycling, thus providing much needed physical exercise for increasinglyoverweight Americans.

Puranik, Subhash, Julie Long, and Sherrilyn Coffman, “Profile of Pediatric Bicycle Injuries”. Southern Medical Journal, Vol. 91, No. 11, pp 1033 - 1037. 5 pages. Abstract:Background. Bicycle injury data from local communities are important for developinginjury prevention and control programs. This study represents the efforts of onecommunity trauma center to describe bicycle injuries. Methods. We conducted aretrospective analysis of bicycle injury data from hospital charts, emergency medicalservices reports, and medical examiner reports. The review encompassed a 4-year period.The study sample included 211 trauma alert patients, ages 1 through 15 years, who weretreated for bicycle-related injuries at our level II pediatric trauma center. Results. Bicycleinjuries accounted for 18% of all pediatric trauma alert patients. The mean age of injuredchildren was 10 years, and 79% were males. Bicycle-motor vehicle collisions caused 84%of injuries. Only 3 children (1.4%) wore bicycle helmets. Resulting injuries includedexternal wounds (86%), head injuries (47%), fractures (29%), and internal organs (9%).Six children died. Conclusions. Bicycle injuries are a significant cause of mortality andmorbidity for children in our community. Use of safety helmets by child bicyclists isinadequate. The data from this study can be used as a baseline in testing the effectivenessof local and state interventions, including new legislation mandating helmet use bychildren in our state.

Rafoth, Richard, M.D., Bicycling Fuel: Nutrition for Bicycle Riders. Bicycle Books, Inc., 1988. 110 pages. Advice from basic nutrition to health food diets, vitamins, electrolytes, energysupplements and recipes for recreational and competitive cyclists. Contemporary medicaland nutritional r